A--INTRODUCTION

The pitot-static system of an aircraft is a system in which total pressure created by the
forward motion of the aircraft and the static pressure of the atmosphere surrounding it
are sensed and measured in terms of speed, altitude and rate of change of altitude
(vertical speed) In other words, the system may be referred to as a manornetric, or air
data system.
In its basic form the system consists of a pitotstatic tube, or probe, the three primary
flight instruments-airspeed indicator, altimeter and vertical speed indicator-and
pipelines and drains, interconnected as shown diagrammatically in Fig BELOW
The complexity of a pitot-static system depends primarily upon the type and size of
aircraft, the number of locations at which primary flight instrument data are required,
and the types of instrument
B---BASIC PITOT STATIC SYSTEM LAY-OUT

NB—From the above diagram, note that only the AIRSPEED INDICATOR is connected to
both the PITOT and STATIC pressure
The ALTIMETER and the VERTICAL SPEED INDICATOR (VSI) are connected to the
STATIC line only
C-- SOURCES OF PITOT AND STATIC PRESSURES
Pitot pressure, which varies with air speed and air density, is the ram air pressure built
up by the movement of an aircraft through the air and is sensed by a pressure head
externally "located at some accurately selected position .
Static pressure is the ambient pressure prevailing at the altitude at which the aircraft is
flying and may also be sensed by a pitot-static head or, as in some aircraft, by a
separate static vent system.
Both pressures are communicated to the flight instruments through pipelines; the air-
speed indicator and other airspeed measuring instruments utilise pitot pressure and
static pressure, while instruments such as the altimeter and the vertical speed (rate-of-
climb) indicator utilise static pressure only
C-1-PITOT-STATIC HEADS
Pressure heads are of two main types, i.e. the pitot-static type which senses and
transmits both pitot and static pressures and the pitot-only type which is used in
conjunction with a separate static vent system.
C-1-1-PITOT HEAD
The Pitot tube (pitot probe) senses the total or pitot pressure, which is the combined
static and dynamic pressure of the airflow. The tube is fitted to the airframe with its
opening facing directly into the airflow, and the airflow comes to rest (i.e. stagnates)
inside the tube entrance.
A pinhole drain allows any moisture to leak away to atmosphere without significantly
affecting the sensed pressure. Because moisture can accumulate within the pipeline due
to condensation drain traps are positioned at various intervals throughout the pipe work
of the aircraft, usually at low points along certain pipe runs
The pitot tube in this arrangement is used only to gather ram air pressure
Separate static vents are used to collect static air pressure information
FIG-C-1-1-1—PITOT HEAD

The probe is mounted on a part of the aeroplane where there is minimal disturbance to
the airflow, and is designed to extend well forward into the airflow. These probes are
typically mounted close to the nose, at the wing tips, on a pylon extending well below
the wing, or at the top of the fin. The probe is also fitted with a heater, which is
powered from the aeroplane electrical supply (usually 28 Volt DC or 115 Volt AC),
C-1-2-PITOT STATIC HEAD
The static and pitot sources may be combined in one pressure head, the static tube
surrounding the pitot tube, with separate pressure lines leading to the pressure
instruments. An electric anti-icing heater coil is usually incorporated (SEE BELOW)
FIG-C-1-2-1 PITOT-STATIC HEAD

C—2—STATIC VENTS
In order to minimise the effects of position error and to provide greater freedom from
ice formation, the sensing of static pressure is by means of separate vents in the form
of flat metal plates secured to the fuselage skin at predetermined positions. There are
two principal types of static vent in use, their application being governed by the size
and the number of pitot-static systems required for a specific aircraft type.
In the basic system, the static vent consists of a flat brass plate, rounded at the ends
and having through its centre a 6 mm (0·25 in) diameter hole communicating with a
short section of plain pipe which provides for the connection of the vent with the
pipeline system. The pipe section may, in some versions, be positioned at 90° to the
plate or directed upward at 30° to provide drainage for moisture.
In aircraft employing several independent pitot-static systems, the static vent consists
of a flat stainless steel plate through which are drilled a number of 5 mm (0· 188 in)
diameter holes. Each hole is connected to the pipeline of a specific system or
component requiring static pressure
FIG-C-2-1—STATIC VENTS
D---PITOT-STATIC SYSTEM PRINCIPLE OF OPERATION
An aircraft at rest on the ground, in still air, is subject to normal atmospheric pressure
which bears equally on all parts of the aircraft. This ambient pressure is known as Static
pressure.
An aircraft in flight, while still subject to the static pressure at its height, experiences an
additional pressure on the leading edges due to the resistance of the air to the aircraft’s
movement. This additional pressure is Dynamic pressure, and its value depends on the
speed of the aircraft through the air and on the density of the air.
The leading edges, therefore, encounter a total pressure consisting of static pressure
plus dynamic pressure. This total pressure is known as Pitot pressure.
Two of the pressure-dependent flight instruments, the altimeter and vertical speed
indicator, operate solely on static pressure, whereas the airspeed indicator and
machmeter utilise both static and pitot pressures.
i.e P=D+S
D=P-S
Where P=Pitot Pressure
D=Dynamic Pressure
S=Static Pressure
NB-- DYNAMIC PRESSURE IS DIRECTLY PROPORTIONAL TO AIRSPEED
NB--This concept will be covered in more detail during the study of the Airspeed
Indicator

E—ADVANTAGES OF USING A STATIC SYSTEM SEPARATE FROM THE PITOT

HEAD

measured is more accurate.

ion of vents either side of fuselage reduces blockage errors

F-- EMERGENCY STATIC SOURCE
An emergency static source is normally provided in the event of the static head/vents
becoming blocked.
The emergency static source may be to the outside of the aircraft or from inside the
cabin (in unpressurised aircraft only).
On those aircraft which sense emergency static pressure from outside the hull of the
aircraft, the source will be less accurate than the primary (blocked. static vent/head,
since that would have been in the optimum position.
When an emergency static source is fed from within the cabin, the static pressure
sensed is likely to be lower than ambient due to aerodynamic suction.
Note: When alternate (standby) pressure systems are used, correction values for the
instruments concerned may be found in the Operating Data Manual for the aircraft
FIG-F-1 EMERGENCY STATIC SOURCE
G—PITOT STATIC HEAD HEATING
A typical Pitot Static probe is fitted with a heater, which is powered from the aeroplane
electrical supply (usually 28 Volt DC or 115 Volt AC),
FIG G-1—PITOT-STATIC HEATING CIRCUIT INCOPORATING A LIGHT AND A RELAY

The direct current for heating is controlled by a switch located on a cockpit control
panel, and it is usual to provide some form of indication to show whether the circuit is
functioning correctly or not.
In the arrangement shown above the control switch, when in the 'on' position, allows
current to flow to the heater via the coil of a relay which will be energized when there is
continuity between the switch and the grounded side of the heater.
If a failure of the heater, or a break in another section of its circuit, occurs the relay will
de-energize and its contacts will then complete the circuit from the second pole of the
switch to illuminate the red light which gives warning of the failed circuit condition
The broken lines show an alternative arrangement of the light circuit whereby
illumination of an amber light indicates that the heater circuit is in operation
G—PITOT STATIC HEAD HEATING (continued)
FIG-G-1-PITOT STATIC HEATING CIRCUIT INCOPORATING AN AMMETER

FIG-G-2-A PITOT STATIC SYSTEM HEATING CIRCUIT INCOPORATING A MAGNETIC

INDICATOR AND A RELAY

The indicating devices employed in arrangements (b) and (c) are respectively an
ammeter and an on-off magnetic indicator.
The function in both cases is the same as indicated earlier at (a), i.e they indicate that
the circuit is in operation
H—PITOT-STATIC SYSTEM ERRORS
The following errors may occur in pitot/static systems
Pressure (Position) error
If, due to turbulent airflow in the region of the pitot/static heads, the pressures sensed
is not ambient an error will be introduced in the system which is known as
pressure/position error (See section H-1 for further explanation)
These errors can also result from change of configuration and aircraft manoeuvring.
The errors due to change of configuration are determined during aircraft flight testing
and are tabulated in the Flight Manual.
Manoeuvring induced errors are random in nature and are not corrected
Changes in configuration (flaps, under-carriage, etc.)
This may cause localised turbulence around the static vents and change the pressure
sensed at the static vents.
Manoeuvre induced errors
These result from dynamic changes that produce a short-term variation of pressure at
the static vents.
Turbulence
This does not fall into the pressure error category; however, it can result in random
pressure fluctuations at the air pressure sensors, which in turn cause fluctuating
indications of the pressure instruments.
Use of alternate static vents
These usually result in a different pressure error profile.
If the alternate static vent is within the non-pressurised portion of an aeroplane, the
sensed static pressure will tend to be higher than it should be, depending on the fan
setting and window positioning, etc.
H-1—POSITION ERROR
Turbulence Affecting a Pressure Head

A Static Vent

If, due to turbulent airflow in the region of the pitot/static heads, the pressures sensed
are not truly representative of the pitot and static pressures, the pressure dependent
instruments will not read correctly.
The error involved is called Position Error (or alternatively ‘pressure’ error). At large
angles of attack the pressure head is inclined at an angle to the airstream so that
position error is usually biggest at the lower airspeeds
Position error depends mainly on the positioning of the pressure head, the airspeed,
and the aircraft attitude. Turbulence produced in the airstream by the pressure head
itself affects the value of static pressure sensed rather than the pitot pressure
Because of this, the Static Vent, was introduced as a source of static pressure
About 90% of the combined pressure head position error is eliminated by use of a
separate pitot head and static vent as shown in Figure ABOVE
There is usually some place on the airframe, usually on the side of the fuselage, where
true (or nearly true) static pressure obtains over the whole speed range of the aircraft
J----PRE FLIGHT CHECKS OF THE PITOT/STATIC SYSTEM

s, holes, slots free of obstructions.

TYPICAL PITOT HEAD LOCATED BELOW WING LEADING EDGE

HEATED PRIMARY AND ALTERNATE STATIC VENTS LOCATED ON THE SIDES

OF THE FUSELAGE (i.e BOTH LH AND RH FUSELAGE SIDES)