điện và điện tử hàng không part 3.1

HỌC VIỆN HÀNG KHÔNG VIỆT NAM
KHOA KỸ THUẬT HÀNG KHÔNG
BÀI GIẢNG:
HỆ THỐNG ĐIỆN - ĐIỆN TỬ TÀU BAY
(KHÔNG LƯU)
05/20/2024 1
Part 3: INSTRUMENT SYSTEMS
1. INSTRUMENTS CLASSIFICATION:
There are three basic kinds of
instruments classified by the job they
perform:
 Flight instruments
 Engine instruments
 Navigation instruments.
Figure 1. The basic T arrangement of analog flight

instruments.
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1. INSTRUMENTS CLASSIFICATION: To supply important data to the pilots for
Flight Control Instruments flight accomplishment.
Example:
 Altimeter
 Airspeed Indicator
 Horizon Indicator
 Heading Indicator
 Turn and Bank Indicator
 Vertical Speed Indicator
 Mach Indicator
 Command pointer
Fig 2. This electrically operated flat screen display
instrument
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1. INSTRUMENTS CLASSIFICATION: All instruments belonging to the terms
Airplane Control Instruments Airframe/Engine, will inform the pilots
about the condition of the airplane.
Example:
 Hydraulic pressure Indicator
 Cabin pressure Indicator Airframe
 Flap position Indicator
 Tachometer
 Oil pressure Indicator Engine
Figure 3. An engine instrumentation located in the middle  Exhaust Gas Temperature Indicator
of the instrument panel is shared by the pilot and co-pilot.
05/20/2024 4
1. INSTRUMENTS CLASSIFICATION: All instruments belonging to the terms
Airplane Control Instruments Airframe/Engine, will inform the pilots
about the condition of the airplane.
Example:
 Hydraulic pressure Indicator
 Cabin pressure Indicator Airframe
 Flap position Indicator
 Tachometer
 Oil pressure Indicator Engine
Figure 3. An engine instrumentation located in the middle  Exhaust Gas Temperature Indicator
of the instrument panel is shared by the pilot and co-pilot.
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1. INSTRUMENTS CLASSIFICATION: To hold the airplane heading without
Navigation Devices ground visibility.
Example:
 Radio Compass
 Beam Indicator
 Inertial Navigation System
 Radio Navigation.
Figure 4. Navigation instruments.
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The altimeter indicates the altitude of the aircraft
2. BASIC T above sea level or the airport.
Navigation Devices
The airspeed indicator shows a

The compass or heading indication is
speed which is only identical
integrated in the Horizontal situation
to the real airspeed of the
indicator, or HSI in short. It shows the
aircraft when you fly at sea
direction of the aircraft longitudinal
level, but it is a reference for
axis in relation to magnetic north.
all aerodynamic parameters
influencing aircraft lift, drag
and maneuverability.
05/20/2024 Figure 5. BASIC T. 7

2. BASIC T
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2. BASIC T
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3. AIR DATA INSTRUMENTS
3.1 INTERNATIONAL STANDARD ATMOSPHERE ( ISA)
Air data instruments:

 Altimeter
 Airspeed indicator.
These instruments use
air pressure information
from outside the aircraft
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3.1 INTERNATIONAL STANDARD ATMOSPHERE ( ISA)
In the aircraft industry this is also known as the ICAO Standard Atmosphere. ICAO
stands for International Civil Aviation Organization.
At sea level the standard pressure is1013 hPa,1013 mb or 29.92 in Hg, and the
standard temperature is 15_ C.
The standard density is 1,225 kg/m3.
05/20/2024 11
3.2 ALTIMETER FUNCTION
The altimeter is a very important indicator because it shows the pilot if the aircraft is flying at the
required altitude. In small piston engine aircraft the Altimeter has two Pointers, one for 100 ft and the
second for 1000 ft.
The altimeters in aircraft which can fly at higher altitudes has either an additional pointer for the
indication of 10000 ft or it uses a digital readout for the total altitude and just one pointer for the
analog indication of the one hundred feet range. This type is most common in larger aircraft with
conventional instruments
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All altimeters measure the static pressure of the atmosphere and indicate it in feet or meters. The static pressure at sea
level is 1013.25 hPa, which corresponds to 1013.25 mb of the old unit.
With increasing altitude the pressure decreases. At 18000 ft the pressure is only 50% of the pressure at sea level and
at 36000 ft the pressure has decreased to 25%. At 54000 ft the pressure is again halved to just 12.5% of the value at
sea level.
The static pressure which is applied to the sealed case surrounds the bellows and compresses it. The bellows
deflection moves the instrument mechanism and turns the altitude pointer which shows the altitude on a scale
calibrated in feet or meters.
Please note that near sea level a certain pressure difference only changes the altitude by a small amount but at higher
altitudes the same pressure difference has a larger effect on the altitude. This means that accuracy of altimeters
decrease with the altitude.
The main altimeters of large aircraft are driven by an air data computer and use only electrical components such as
motors, amplifiers or even digital computers
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https://www.youtube.com/watch?
v=L1ml_vIibJc&list=RDCMUC7qq0c
ZVXUbyWvKLVRbPtIA&index=1
05/20/2024 15
Altimeter Setting
The altimeter is calibrated to the conditions
of the standard atmospere.
The altitude increases by 30 ft for each
pressure decrease of 1 hPa. When an
aircraft flies at an altitude of 1000 ft, the
outside static pressure is about 980 hPa.
The altimeter converts this static pressure
to an indication of 1000 ft.
05/20/2024 16
Altimeter Setting
The indicated altitude is therefore equal to the true
altitude. As you can imagine, this scenario is only
correct if the pressure at sea level is really 1013
hPa. This weather map shows you that the real
pressure at sea level changes continously and is
only 1013 hPa at certain locations for a certain
time, here for example in Hamburg. Other areas
have low pressure or high pressure. When you fly
from Hamburg to Lulea in northern Sweden, the
altimeter readings are always correct because the
pressure corresponds to standard conditions.
05/20/2024 17
Altimeter Setting
Due to the actual weather conditions
the pressure in London is 1000 hPa at
sea level. To indicate one 1000 ft the
altimeter needs a static pressure of
about 980 hPa. This means that the
true altitude will be about 600 ft
when you arrive in London. To solve
this problem with different pressures
at sea level each altimeter has a baro
set knob.
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Altimeter Setting
With the baro set knob on the instrument you give the
altimeter a new reference pressure. In pneumatic
indicators the knob directly turns the whole altimeter
mechanism to set a new reference value. Electrical
indicators do the correction electrically inside the
indicator or via the air data computer.
When you select 1000 hPa with the baro set knob, the
altimeter will show 600 ft, because the difference
between the reference and the actual pressure is 20
hPa
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Altimeter Setting
Now lets assume that the aircraft lands at London
Heathrow which has a field elevation of 80 ft.
The altimeter indicates the field elevation, in this
example 80 ft in London, if you set a baro reference
which corresponds to the pressure at sea level. This
baro setting is called QNH and is the normal setting
during takeoff and anding. You get an indication of 0
ft if you set the baro knob to the actual pressure of the
airport. This setting is called QFE and can be used
instead of QNH for takeoff and landing.
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Altimeter Setting
You can’t compare altitude indications when you use different baro settings. This means that an altitude
separation by ATC is not possible. Therefore it is very important that all altimeters use the same baro
setting during cruise flight. This standard setting of 1013 hPa must be selected during climb at a certain
altitude, called the transition altitude. Now ATC can clear all aircraft to different altitudes to separate them
vertically. This altitude is now called flight level which is calculated by dividing the altitude by one
hundred. During descent at the so called transition level the setting is changed back to the QNH or QFE
of the destination to get the correct altitude indications during landing
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Altimeter Setting
QNE (ISA Standard):Setting the standard sea level
pressure of 1013,25 hPa This is normally set
during cruise, to ensure all aircraft are reading
altitude from a uniform datum.
QFE: Setting the pressure prevailing at an
airfield to make the altimeter read zero on landing
and take off.
QNH: Setting the pressure datum to make the
altimeter read airfield elevation above sea level for
landing and take off.(current sea level pressure)
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Altimeter Setting
During cruise flight the indicated altitude is
also the true altitude when the real pressure at
sea level is 1013 hPa. The true altitude is
higher than the indicated altitude when the
pressure at sea level is higher than the
standard value. And the true altitude is lower
than indicated if the pressure is lower than
standard. In this case all aircraft fly lower than
indicated so obstacle clearance must be
monitored very carefully.
05/20/2024 23
Altimeter Setting
You can have a similar problem when the
temperature does not correspond to the
standard temperature of 150 C at sea level.
Temperature variations can expand or
contract the atmosphere and therefore shift
the pressure levels. If the temperature is
warmer than standard the true altitude will be
higher than indicated and if the temperature
is colder than standard the true altitude will
be lower than indicated. In winter the
clearance to obstacles like mountains must be
monitored more carefully..
05/20/2024 24
3.3 AIRSPEED INDICATOR
Introduction
The airspeed can be calculated when you know the
dynamic pressure „Q“, because „Q“ is equal to „v“
squared times the half the density of rho.
The dynamic pressure is the difference between the
total and the static pressure.
This calculation is known as Bernoulli’s principle.
The airspeed indicator applies bernoulli’s principle
because it uses a differential manometer which gets
total and static pressure. The pneumatic airspeed
indicators, which you can find in small aircraft or as
standby indicators in large commercial aircraft, use
bellows as the differential manometer.
05/20/2024 25
Introduction
The total pressure line is connected to the inside of the
bellows and the static pressure is distributed to the indicator
case so that it surrounds the bellows. This means that the
motion of the bellows is proportional to the dynamic pressure
”Q”. The pneumatic airspeed indicator shows the indicated
Airspeed, or IAS in short, on a scale which is usually
calibrated in kts. At low speed the total pressure is low and
the bellows are compressed. At a medium speed all
mechanical parts are in the present position. At high speeds
the total pressure is high and the bellows expand.
05/20/2024 26
AIRSPEED DEFINITIONS
This IAS is proportional to all aerodynamic effects acting on
the aircraft, like lift and drag. The effectiveness of the flight
controls also depend directly on the dynamic pressure. The
IAS is therefore a very important parameter for a safe flight.
On the other hand the IAS only shows the real speed of the
aircraft at mean sea level with standard conditions. This is
because the airspeed indicator is calibrated to the standard air
density, and the real density of the air is not taken into
account. In aircraft equipped with air data computers and
electrical instruments or glass cockpits the airspeed
indication shows the calibrated airspeed or CAS in short.
05/20/2024 27
The CAS is corrected by any error which comes from the indicator and the
source of the static pressure. The correction is done by an air data computer,
so often you also find that CAS stands for computed airspeed. In our
example the CAS is 7 knots lower than the IAS. The speed formula is only
valid when the medium used is incompressible. Unfortunatly air compresses
at higher speeds and generates a total pressure increase called the
compressibility error. The graph shows you that the higher the airspeed and
altitude the larger the error. For example when you fly at 30000 ft with a
calibrated airspeed of 293 kts the error will become 15 kts.
The corrected airspeed which is in our example 278 kts is called the
equivalent airspeed or EAS in short. This value is not indicated in
commercial airplanes, and is only important for design data and further
05/20/2024 28
calculations
For navigation purposes you need the real speed of the aircraft. This is called the true airspeed , or TAS in short and it
is measured against the surrounding air. The true airspeed is calculated from the EAS by replacing the standard
density used before with the real density. This means the TAS increases with increasing altitude and is only identical
to the EAS at mean sea level.
In our example the TAS is 470 kts when we fly with an EAS of 278 kts at 30000ft. Note that another speed indication
which you can find in aircraft, called the ground speed or GS in short, is not an air data indication. The ground speed
is calculated by a different system like the inertial reference unit in reference to the ground. The ground speed is used
for navigation purposes and to calculate the wind component from the difference to the TAS, here for example we
have 10 kts tailwind
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IAS:Indicated airspeed
Speed indication is determined by dynamic pressure q ! affected by instrument error.
But the compressibility error is corrected at MSL (mean sea level) .
CAS:Calibrated airspeed.
CAS = IAS + (corrected instrument and static source errors)
EAS:Equivalent airspeed
EAS =CAS 4+(corrected height-dependent compressibility error)
TAS:True airspeed in the surrounding air.
TAS = EAS + (corrected air density)
05/20/2024 31
Indications are in the
cockpit:
IAS and CAS as lift
information.
TAS as navigational aid.
EAS is only important for
design data and
mathematical
investigations.
05/20/2024 32
AIRSPEED LIMITS
It is nessery for pilots to know the airspeed limits for different
flight situations.
In small aircraft the speed limits are marked with colored
ranges and lines on the airspeed indicator scale. The VS0 is
the stall speed in landing configuration, this means with flaps
and gear down.
The VS1 is the stall speed in clean configuration with
maximum weight.
The VFE is the maximum allowable speed with flaps extended.
VNO is the maximum airspeed for cruise flight.
VNE stands for never exceed, so this value shows the
maximum allowed airspeed.
The green band shows the Normal Operating Range.
05/20/2024 33
AIRSPEED LIMITS
In airspeed indicators of jet aircraft you can find a pointer to show the maximum allowed airspeed.
This is necessary because the speed limit is not a fixed value like the VNE in piston engine aircraft.
At low altitudes the limit depends on the dynamic pressure which acts on the aircraft structure. This
limit is called maximum operating velocity or VMO in short. It is either constant or it increases
slightly with increasing altitude. This is when the compressibiliy error of the IAS is taken into
account. At higher altitudes the limit depends on the maximum allowed mach number or MMO in
short. This value decreases with increasing altitude because the speed of sound decreases. Airspeed
Indicators of jet aircraft don’t show the low speed limit because they depend on many factors such as
weight and flap position. Only on aircraft with a glass cockpit can you find a minimum speed
indication on the speed tape of the PFD.
05/20/2024 34
AIRSPEED LIMITS
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3.4 VERTICAL SPEED INDICATOR
The vertical speed indicator shows the pilot
the rate of climb or descent in feet per minute.
In a vertical speed indicator the static pressure
line is connected to a differential pressure
bellows and to the sealed instrument case via a
calibrated metering unit, also called capillary
tube or orifice.
The pressure difference between inside and
outside the bellows acts on the instrument
mechanism and moves the vertical speed
pointer.
05/20/2024 36
When the aircraft is in a level flight the static
pressure is stable. Therefore the pressure
inside the bellows and in the case is equal so
the pointer shows 0 ft/min.
When the aircraft climbs decreasing static
pressure contracts the bellows and the pointer
indicates the actual climb rate.
When the aircraft descends increasing static
pressure expands the bellow and the pointer
indicates the actual sink rate.
05/20/2024 37
The indication of the standard vertical speed indicator is delayed
at the beginning of a climb or descent. Therefore jet aircraft
usually have an instantaneous vertical speed indicator or IVSI in
short.
It uses a small pump with a spring loaded piston.
If the aircraft starts a descent we get a negative gravity force.
This moves the piston up and increases the pressure inside the
bellows before the static pressure outside the aircraft changes.
During climb the effect is inversed. Note that any vertical
acceleration has this effect, so for example during a turn with a
high bank angle you get a wrong indication.
05/20/2024 38
In modern aircrafts you can find electrical Vertical Speed Indicators. This indicator normally uses an
inertial vertical speed signal, called IVS from the inertial reference unit, or IRU in short. If this signal
is not available the vertical speed from the air data computer is used. In modern glass cockpit aircraft
the vertical speed indication is displayed on the PFD.
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3.5 MACHMETER
A mach meter indicates the ratio of the
true air speed of the aircraft to the actual
speed of sound. All jet aircraft need this
indication to fly safely and economically
at high altitudes.
The mach meter can be a separate
instrument or the mach indication is
integrated in an airspeed indicator or it is
displayed on the PFD of an EFIS
05/20/2024 41
3.5 MACHMETER
If an airplane approaches the velocity of sound a (that means: TAS "a) it is in the zone of Mach
number M=1. The shock excitation, generated by compression of the air, prevents a laminar flow
around the airframe and the wings. The drag increases, the lift decreases.
The purpose of a Mach meter is to fly :
 within the speed boundary MMO (maximum Mach operating) and
 economically.
The last point is of more and more importance because of the rising costs of fuel.
05/20/2024 42
3.5 MACHMETER
If an airplane approaches the velocity of sound a (that means: TAS "a) it is in the zone of Mach
number M=1. The shock excitation, generated by compression of the air, prevents a laminar flow
around the airframe and the wings. The drag increases, the lift decreases.
The purpose of a Mach meter is to fly :
 within the speed boundary MMO (maximum Mach operating) and
 economically.
The last point is of more and more importance because of the rising costs of fuel.
05/20/2024 43
3.5 MACHMETER
The Mach meter basically measures the airspeed
with a differential bellows, as described already
for the airspeed indicator. The speed of sound is
a function of the temperature which decreases
linearly with increasing altitude. So in other
words the speed of sound is also a function of
the altitude which we can measure with the
altitude bellows. The maximum allowed mach
number is marked with a red line on the mach
meter scale, because it is a fixed value.
05/20/2024 44
3.6 TEMPERATURE INDICATIONS
On all commercial aircraft you can find air temperature indications, as shown on an airbus
ECAM system. On other aircraft you can find analog or digital indicators, for example, with
the TAS. Two different temperatures are defined: One is the static air temperature , or SAT in
short. This is the temperature of the undisturbed air around the aircraft. It is also called outside
air temperature, or OAT. The second indicated temperature is called the total air temperature or
TAT in short. During flight it is higher than the SAT because of the so called ram rise. The
total temperature can be measured directly by the TAT probe also called rosemount probe after
the manufacturer. The probe guides the airstream around a sensing element called a thermistor.
The TAT probe has also a heating element which prevents ice build up.
05/20/2024 45
During flight the heating does not influence the measured temperature, but on the ground the
heating must be switched off so that it does not influence the measurement. Usually on the
ground the TAT is equal to the SAT. However, you will get the wrong temperature reading if an
external heat source, like the sun, heats up the sensor because there is no airstream through the
sensor. The problem is solved when you use an aspirated TAT probe. This probe type uses a
bleed air flow as long the aircraft is on the ground to suck in the ambient air which now passes
the sensing element. The TAT from the probe can be used directly for engine thrust
calculations because the ram rise inside the probe is the same as on the engine inlet. The SAT
can’t be measured directly. The air data computer calculates it from the TAT by subtracting the
effect of the ram rise
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4. PITOT STATIC SYSTEM
4.1 STATIC PRESSURE SYSTEM
Altimeter, the Airspeed indicator and the Vertical speed indicator need static pressure to indicate
correct values. These indicators are connected together by tubes and pipes made of metal, plastic
or rubber and all are connected to a static port.
The static port is a perforated metal plate where the holes allow the outside static air pressure to
enter the static line. Static ports are always located in an area where a smooth airflow allows
undisturbed measurement of the static pressure. This can be either on the forward aircraft
fuselage as shown here or on the pitot tube. The static port area must always be kept clean and
smooth to prevent disturbance of the airflow, because this would give incorrect indications. The
static ports must be protected by a cover during aircraft washing or repainting to prevent the
holes from becoming blocked.
05/20/2024 48
The cover is brightly colored so that it is easily visible. It is essential that the cover is removed
before the next flight. Even with a perfectly smooth area around the static ports, the measured
static pressure is not always identical to the real pressure outside of the aircraft during a flight.
This difference between the measured and real static pressure is called the static source error, or
SSE in short. The SSE depends on the fuselage shape, the airspeed and angle of attack of the
aircraft. The flap and gear positions also influence the SSE. In the past, pilot’s used diagrams
from the flight manual to correct the indications.
Today, air data computers automatically calculate a correction factor to compensate for the SSE.
05/20/2024 49
05/20/2024 50
There is also one flight situation which influences the
measured static pressure, this is a side slip maneuver.
During a sideslip maneuver the airflow generates a higher
than normal static pressure on the left side of the fuselage
this is due to the ram effect. Consequently the static
pressure on the right side of the fuselage decreases. To
compensate for the effect of a sideslip maneuver, one
static port is installed on each side of the aircraft. Both
ports are connected together by the use of a cross porting
tube which equalizes the static pressure to the
instruments.
05/20/2024 51
The pitot system is used by the airspeed
indicator. The measured pressure is the total
pressure, which is the sum of the dynamic
pressure generated by the airspeed and the
static pressure. The pitot pressure is measured
by a pitot tube that points into the airstream. A
tube guides the pressure to the indicator. The
name pitot comes from Henri Pitot a French
scientist who made the first calculations to
measure airspeed.
05/20/2024 52
The location of the pitot tube is selected by the aircraft manufacturer to measure an
undisturbed pitot pressure. For example, on military aircraft, you find it at the nose of the
aircraft. On small aircraft you find the pitot tube below the wing or in front of the wing. On
large aircraft, the pitot tubes are usually located on the forward part of the fuselage. All Pitot
tubes have an air intake for the total pressure at the front. Please note that the leading edge
of the tube must always be in good condition so that it does not affect the airflow. The
maintenance manual tells you which deformations are acceptable or which require the
replacement of the tube. Inside the tube there is a baffle which prevents water or foreign
objects from entering the pitot pressure line. A drain hole at the lowest part of the tube
drains water and dust particles to the outside. This hole must always be kept open to
guarantee correct instrument indication.
05/20/2024 53
An electrical heating circuit named probe heating, prevents ice from blocking the pitot
tube during flight. Please note that if the aircraft is on the ground, the tube becomes
very hot when the heating is switched on. If the aircraft is parked on the ground for a
longer time, the Pitot tube must be protected by a cover to prevent water and foreign
objects, like insects, from entering the pitot tube. The cover has a bright flag to alert the
mechanic or pilot that it must be removed before the next flight. On some aircraft types,
the pitot tubes also include the static port. As you can see the static port consists of small
holes located around the tube and are connected to the static system. This type of tube is
called a Pitot Static tube. It is also named Prandtl tube after a German scientist.
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05/20/2024 55
4.2 SYSTEM ARCHITECTURE
A simple system for a small aircraft. It has one Airspeed indicator, Altimeter and Vertical Speed
Indicator. These 3 indicators are supplied by a static pressure system with two static ports. The
pitot pressure system supplies the airspeed indicator. Larger aircraft need a second pilot for
flight operations and this requires a duplicated instrument system. This second instrument
system is supplied by a completly separate pitot and static system. A safety improvement is the
installation of an Alternate Static source selector valve. It allows the Captain to use the copilot’s
static pressure system. You also find this selector valve in small single pilot aircraft which are
certified for instrument flight rules, IFR in short.
05/20/2024 56
4.2 SYSTEM ARCHITECTURE
05/20/2024 57
4.3 LEAKAGE IN PITOT STATIC SYSTEMS
The results of a leakage depend on the size of the leakage and if the aircraft cabin is
pressurized or not.
For our examples we assume a large leak inside the cabin, like a broken tube. The cabin
pressure can enter the tube via this leak and is distributed to the indicators. In our first
example you can see the effects of a leakage in the static system of an aircraft with an
unpressurized cabin. During flight the pressure inside an unpressurized cabin is slightly lower
then the ambient static pressure, because of the venturi effect. Please note, we ignore the
effects of cabin heating or ventilation. The Altimeter will slightly increase the indicated
altitude and the same happens with the Airspeed indicator which shows a slightly higher
indicated airspeed. The Vertical Speed Indicator indicates a small jump when the leakage
happens but then shows correct data.
05/20/2024 58
05/20/2024 59
When this leakage happens in
an aircraft with a pressurized
cabin, the pressure increases in
the static lines. This means
that the Altimeter and Airspeed
Indicator decrease their
indication. The vertical speed
indication now will depend on
cabin rate, which is controlled
by the airconditioning system.
05/20/2024 60
A leakage in the pitot system
only affects the airspeed
indicator: If the cabin is
unpressurized the airspeed
indication will decrease to zero
because static and pitot pressure
are now nearly the same. If the
cabin is pressurized the airspeed
indication is unpredictable,
because it depends on altitude
and cabin pressure.
05/20/2024 61
A leakage in the static and the
pitot system will cause the
following effects on the
indicators: The Airspeed
indication decreases because
pitot and static pressure tend to
be the same. The Altimeter and
vertical speed indication will
show the same results as were
described for a leakage in the
static system..
05/20/2024 62
4.4 BLOCKED PITOT STATIC SYSTEM
Lets now look at what happens when the static pressure ports of one system are blocked by ice
or other foreign matter.
As long as the aircraft flies at a constant altitude with a constant airspeed , for example
during cruise, you will not get any changes in the indication.
But what happens when the aircraft starts climbing? A blocked static pressure system during
climb has the following effects: The Airspeed indicator gets a decreasing total pressure from
the pitot tube but the static pressure inside the blocked tube will be constant. The result will be
a decreasing airspeed indication. The Altimeter will continue to display the same altitude
during the climb and the Vertical Speed Indication will stay at 0.
05/20/2024 63
4.4 BLOCKED PITOT STATIC SYSTEM
05/20/2024 64
5. AIR DATA COMPUTER
Air data computers (ADC) are installed in the avionics rack of the aircraft. All ADCs perform
the following tasks:
They measure and convert the temperature and pitot/static pressure and then calculate the
necessary output signals for the indicators and aircraft systems. ADC’s also calculate correction
signals for the static source error and determine values that are not directly measurable, like
density.
Three types of ADC are used in aircraft. The first generation analog ADCs used
electromechanical circuits to calculate the analog output signals for the indicators and other
users. In modern aircraft you find digital Air Data Computers or DADC in short. Here, a digital
computer calculates the output signals and sends them via a digital bus, like the ARINC 429
bus, to the users. A Hybrid ADC is a modern digital computer but it also provides analog output
signals so it can replace the old analog ADC.
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5. AIR DATA COMPUTER
5.1 INTRODUCTION
05/20/2024 66
6. WARNING AND RECORDING SYSTEMS
Read on the documents
05/20/2024 67
7. GYRO PRINCIPLE
05/20/2024 68
8. ATTITUDE REFERENCE SYSTEM
05/20/2024 69

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Figure 1. The basic T arrangement of analog flight

Figure 4. Navigation instruments.

The airspeed indicator shows a

05/20/2024 Figure 5. BASIC T. 7

Air data instruments:

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