Aircraft Instruments and Avionics Max F Henderson
Aircraft Instruments and Avionics Max F Henderson
Aircraft Instruments and Avionics Max F Henderson
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Table of Contents
About This Book
vii
55
and Logic Gates
Liquid Quantity Measuring Systems; Fuel Flow Indicators;
Temperature Measuring Systems; Position Indicating Systems; Tachometers;
Oil Pressure Indicators; Torquemeters; Engine Pressure Ratio Indicators;
Manifold Pressure Gauges; Primary Power Setting Instruments; Vibration Indicators;
Logic Circuits and Digital Systems; Takeoff Warning Systems; Angle of Attack Indicators;
Stall Warning Systems; Annunciators; FARs for Warning Systems and Annunciators
103
149
Appendix A Glossary
193
Appendix B Abbreviations
197
Index
201
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CHAPTER I
Basic Instruments
Chapter one begins with a study of the general
requirements for aircraft instruments and their installation. The categories and types of instruments
are covered before beginning a study of specific
instruments.
The instruments examined in chapter one include
pitot-static system instruments, gyro instruments,
compass systems and electronic instruments. Reference will be made to Federal Aviation Regulations
which apply to these areas, particularly FAR Part
1 Definitions and Abbreviations, FAR Part 23, FAR
Part 43 and FAR Part 91.
A. Why Study Instruments?
It is important for aircraft technicians to study
aircraft instruments so that they will be able to
inspect, install and troubleshoot them properly.
There are also occasions when the technician will
be running the aircraft's engines or other systems
and will have to use the instruments himself. Many
instruments are a part of a larger system and it
is necessary to understand the interrelationships
between the various parts of the system.
All certificated aircraft have instruments, although in the case of hot air balloons and gliders,
OIL
TEMPERATURE
TACHOMETER
AIRSPEED
INDICATOR
COMPASS ALTMETER
OIL
PRESSURE
Figure 1-1. The instrument panel of a 1940s Piper Cub. (Courtesy Piper Aircraft Corp.)
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B. Aircraft Instrument
Requirements
1. Instrument Categories
The instruments found on different types of aircraft
have considerable variety, but they can be categorized
according to either how they work or what kinds
of information they present to the flight crew.
a. Categories According to Application
Powerplant Instruments These give information related to the aircraft's powerplant or
powerplants.
Flight and Navigation Instruments These give
information such as altitude, speed etc. or information required for navigating the aircraft.
3. Systems Instruments These concern aircraft systems such as electrical, hydraulic,
pressurization, bleed air systems etc.
b. Categories According to Means of Operation
2. Instrument Placement
and Installation
While there is not a standard placement for all
the instruments that might be found on either
a small or large aircraft, some of the most important instruments will have a standard layout
directly in front of the pilot. This makes it easier
for the pilot to scan the important instruments
and it makes it easier to transition to a different
type of airplane.
Aircraft instruments are manufactured in a number of standard sizes. This mainly applies to the
round instruments since some other types come
in a wide variety of sizes. The standard sizes for
round instruments are:
2" Flangeless Many turbine engine powerplant instruments are this type.
3. 2- 1/4" A common size for many different
instruments
+.111f.
too e**00411 4 14
sist .111C
Figure 1-2. Typical arrangement of instruments and radios in a single engine airplane.
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3. Instrument Markings
Aircraft instruments often utilize colored markings so that safe operating values can be indicated
to the pilot. For example, red usually means a
maximum or minimum operating limitation for
the airplane or engine. These markings are normally on the face of the instrument, inside the
cover glass. It is permissible to apply colored
markings with paint to the cover glass, but if
111
ir#00/~
CIRCUMFERENTIAL CLAMP
(A)
BRACKET
(B)
Figure 1-3. Two of the common methods used to install instruments in an aircraft instrument panel.
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\
N
0 /
200 40
I'
PH
AIR PEED
160
80
120
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SHOCK MOUNTS
GROUND STRAP
(INSTALLED ON SHOCK MOUNT
DIRECTLY UNDER CONTROL WHEEL)
Figure 1-6. The instrument panel for a twin engine airplane showing the shock mounted sub--panel and two kinds of
shock mounts. (Courtesy Cessna Aircraft Co.)
PILOT SIDE
FACIA STRIP
CO-PILOT SIDE
FACIA STRIP
CO-PILOT SIDE
CONSOLE STRIPS
PILOT SIDE
CONSOLE STRIPS
IN
Figure 1-8. Fluorescent lighting arrangement for a corporate jet. (Courtesy Canadair Group, Bombardier Inc.)
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INTAKE PIPE
FAR Part 23
This FAR covers the Airworthiness Standards for
Normal, Utility, Acrobatic and Commuter category
airplanes. Certain instrument requirements are a
part of these Airworthiness Standards.
MANIFOLD
PRESSURE
INTAKE AIR DUCT
CARBURETOR
HEAT VALVE
CARBURETOR
AIR CONTROL
CARBURETOR AIR
TEMPERATURE BULB
CARBURETOR
THROTTLE VALVE
THROTTLE
SUPERCHARGER
IMPELLER
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FAR 23.841
The additional instruments required for pressurized
airplanes are specified in this section. Figure 1-14
illustrates these instruments. Pressurized airplanes
are required to have instruments to indicate:
Cabin differential pressure
FAR 23.1303
Required Flight and Navigation Instruments
Airspeed indicator
Altimeter
Magnetic direction indicator (compass)
Free air temperature for airplanes with turbine
engines
Cabin altitude
3. Rate of change of cabin altitude (cabin rate
of climb)
FAR 23.1301
This FAR states that equipment must be labeled
as to its identification, function and operating limitations. The colored markings on an airspeed indicator
are examples of these required operating limitations.
FAR 23.1305
Required Powerplant Instruments
1. Fuel quantity for each tank.
HOT
EXHAUST
Figure 1-11. A turbofan engine showing the bypass airflow which bypasses the core of the engine.
TURBINES
COMPRESSOR
COMBUSTORS
EXHAUST
4 ow
I
e
11
Iiim piwohn MN 11
:
1,p
ra
11
Figure 1-12. A turbojet engine with the major sections identified. This type of engine has no bypass airflow.
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EXHAUST OUTLET
AIR INLET
I/
COMPRESSOR
REDUCTION GEARBOX
Figure 1-13. A typical turboprop engine with the output shaft on the left. The engine could become a turboshaft engine
if it was modified to drive the rotors of a helicopter.
Oil pressure for each engine.
Instruments must be plainly visible with minimum deviation of the pilot's position.
For multi-engine airplanes, identical instruments must be arranged to prevent confusion.
Instrument panel vibration must not damage
the instruments.
For airplanes more than 6,000 lbs. maximum
weight, the following instruments must be installed so that they are centered about the
vertical plane of the pilot's vision in this order:
Primary attitude instrument in the center.
Airspeed indicator adjacent and to the left
of the attitude instrument.
Altitude instrument adjacent and to the
right of the attitude instrument.
The instrument referred to as the primary attitude instrument above would be an artificial
horizon on smaller aircraft or an ADI on aircraft
with more modern types of instruments. The direction of flight instrument in item 4 is not a magnetic
compass. It would be a directional gyro on simple
airplanes or an HSI on more sophisticated aircraft.
In addition to the four standard instruments mentioned above as part of this "T" configuration,
two other instruments are commonly installed in
standard positions to make up an arrangement
of six instruments. This is illustrated in figure
1-16. The actual appearance of the instruments
in the standard configuration is shown in figure
1-17. The gyro instruments in figure 1-17 are
the older style instruments.
FAR 23.1543
Instrument Markings, General Requirements
When markings are on the cover glass, there
must be a means to maintain the alignment
of the glass with the dial (a slippage mark).
Each arc and line must be wide enough and
located to be clearly visible to the pilot.
FAR 23.1545
Airspeed Indicator
The required markings are:
FAR 23.1322
Warning, Caution and Advisory Lights
FAR 23.1381
Instrument Lights
Any instrument lights that are installed must
make the instruments and controls easily readable
and must be shielded so that they don't shine in
the pilot's eyes. A cabin dome light is not acceptable
as an instrument light.
FAR 23.1541
Markings and Placards
The airplane must have all placards required by
the FARs and any additional placards that are required for safe operation if unusual design, handling
or operational characteristics are present. In addition, each marking and placard:
1. Must be displayed in a conspicuous place.
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AIRSPEED
A/S= INDICATOR
ARTIFICIAL
A/H= HORIZON
ALT = ALTIMETER
TURN
T&B = AND
BANK
DG=DIRECTIONAL GYRO
VERTICAL
VSI=SPEED
INDICATOR
FAR 23.1547
Figure 1-17. The types of instruments that might be found in the standard "T" configuration in a small airplane.
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FAR 43 Appendix D
Scope and Detail of Items to Inspect For 100 Hour and Annual Inspections
(4) Instruments - inspect for poor condition,
mounting, marking and where practical for
improper operation.
FAR 65.81
General Privileges and Limitations
FAR 23.1549
Powerplant Instruments
The required markings are:
Each maximum and minimum safe operating
limit must be marked with a red radial line.
Each normal operating range must be marked
with a green arc.
Each takeoff and precautionary range must
be marked with a yellow arc.
Each engine or propeller range that is restricted because of vibration stresses must be
marked with red arcs or red lines.
(a) A certificated mechanic may perform or supervise the maintenance, preventive maintenance or alteration of an aircraft or appliance
or a part thereof, for which he is rated but
excluding major repairs to and major alterations of propellers and any repair to or alteration of instruments.
FAR 91.9
Powered Civil Aircraft with Standard Category
U.S. Airworthiness Certificates; Instrument and
Equipment Requirements
Visual Flight Rules Day - For VFR, the following
are required:
FAR 23.1551
Oil Quantity Indicator
Airspeed indicator
Altimeter
Magnetic direction indicator
Tachometer for each engine
Oil pressure gauge for each engine
FAR 23.1553
Fuel Quantity Indicator
FAR 23.1563
Airspeed Placards
Position lights
5. Spare fuses
Instrument Flight Rules - For IFR, the following
are required
FAR 43 Appendix A
Appliance Major Repairs
Calibration and repair of instruments
Calibration of radio equipment
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Bourdon Tube
C. Pitot-Static
System Instruments
1. Methods of Pressure Measurement
Pressure instruments are those which obtain readings by measuring the pressure at one or more
places in terms of a liquid or gas pressure.
Diaphragm
A diaphragm is a thin, lens shaped hollow metal
container. It is used to measure relatively low pressures, as in an altimeter or airspeed indicator. Typically, it is made of a very thin, springy metal
(beryllium copper is often used). One side is
anchored and the other side is connected through
gears and linkages to the pointer. See figure 1-20.
3) Bellows
A bellows is somewhat similar to a diaphragm,
but it is longer and has accordion folds to typically
allow a greater range of motion. It measures relatively
BOURDON
TUBE/
POINTER
STAFF
ANCHOR
POINT
Many different units of measure are used for pressure. In aviation, a number of units are in common
use. Some examples are listed below.
Pounds per Square Inch
We will now examine the basic aircraft flight instruments that operate as pressure instruments.
These are often referred to as the pitot-static instruments because they utilize pitot pressure and
static pressure.
PSI
Altimeters
The altimeter is a basic required instrument for
all certificated aircraft. It measures the atmospheric
pressure and displays it as altitude in feet. This
altitude is called mean sea level (MSL) since it is
referenced to the average level of the major oceans.
The measurement of altitude is based on the standard atmosphere table and the changes in pressure
with altitude changes that it gives.
a. Non-Sensitive and Sensitive Altimeters
1) Non-Sensitive Altimeter
A non-sensitive altimeter has only one pointer and
it makes one complete revolution for each 10,000
ft. in altitude. If the pointer was on the number 8,
PRESSURE
CAPSULE
BELLOWS
PRESSURE
\ENTRANCE
-n
PRESSURE
ENTRANCE
-/
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that would represent 8,000 ft.; but it could also indicate 18,000 ft. For this reason, this type of altimeter
is only used for small, simple aircraft that don't operate
at high altitudes. A non-sensitive altimeter is illustrated in figure 1-23.
2) Sensitive Altimeter
A sensitive altimeter is more sensitive and easier
to read than the non-sensitive type. A sensitive
altimeter may have three separate pointers or a
single pointer and a drum readout.
On an altimeter with three pointers, the longest
pointer makes one revolution for each 1,000 ft.,
the second pointer makes one revolution for each
10,000 ft., and the shortest pointer makes one
revolution for each 100,000 ft. The three pointer
SPEED OF
SOUND
ALTITUDE
FT.
DENSITY
RATIO
a
PRESSURE
RATIO
b
TEMPERATURE
F
1.0000
1.0000
59.00
661.7
1000
0.9711
0.9644
2000
3000
4000
0.9428
0.9151
0.8881
0.9298
.08962
0.8637
55.43
51.87
48.30
44.74
659.5
657.2
654.9
652.6
5000
6000
7000
0.8617
0.8320
41.17
0.8359
0.8106
8000
.07860
0.8014
0.7716
0.7428
37.60
34.04
30.47
650.3
647.9
645.6
643.3
KNOTS
9000
0.7620
0.7148
26.90
640.9
10000
15000
20000
0.7385
0.6292
0.6877
0.5643
0.5328
0.4595
23.34
5.51
-12.32
638.6
626.7
614.6
25000
0.4481
0.3711
*36089
0.3741
0.3099
0.2971
0.2970
0.2353
0.2234
-30.15
-47.98
602.2
30000
35000
40000
0.2462
45000
50000
0.1936
0.1522
0.1197
0.0941
0.0740
0.0582
55000
60000
65000
70000
-65.82
-69.70
589.5
576.6
573.8
0.1851
-69.70
573.8
0.1455
0.1145
-69.70
-69.70
573.8
573.8
0.0900
-69.70
573.8
0.0708
-69.70
573.8
0.0557
0.0438
-69.70
-69.70
-69.70
573.8
573.8
-69.70
573.8
577.4
583.4
75000
0.0458
0.0344
80000
0.0360
0.0280
0.0217
0.0271
0.0213
0.0168
95000
0.0169
0.0134
-64.80
-56.57
-48.34
100000
0.0132
0.0107
-40.11
85000
90000
573.8
589.3
595.2
b. Altimeter Mechanism
The internal mechanism of the altimeter consists
of three diaphragms in series. This creates an altimeter which is sensitive to very small changes
in pressure and which has a large enough range
of measurement to read altitudes of 35,000 to
50,000 ft. or more.
Inside the case of the altimeter is a bimetallic
device which gives automatic compensation for temperature changes to ensure accurate readings.
There is a knob on the front of the altimeter which
operates a mechanism that compensates for nonstandard atmospheric pressure. The standard atmosphere table gives the standard pressure at sea
level as 29.92 in. Hg, but the actual atmosphere
pressure in any given location seldom matches the
Altimeter Operation
The diaphragms of an altimeter are sealed at the
factory. The case of the altimeter is connected to
the static ports on the airplane. The static pressure
outside the airplane is conducted to the instrument
case by tubing and hose. If the airplane climbs,
the reduced pressure in the case causes the diaphragms to expand and move the pointers to indicate a higher altitude.
The altimeter uses three diaphragms in series
to increase the range of measurement. The mechanism uses very delicate gearing which is designed
in such a way that a very small movement of the
diaphragm causes a large motion of the pointer
or pointers. Under certain circumstances it has
a tendency to stick and some aircraft have a vibrator
on the instrument panel or in the altimeter to prevent this sticking.
Encoding Altimeter
Figure 1-25. The newer style three-pointer sensitive altimeter uses a different pointer and a striped
symbol that is visible below about 15,000 ft.
as aids to make reading the altimeter easier.
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a. Types of Airspeed
There are three types of airspeed associated with
the airspeed indicator. This is because it is subject
to a number of errors or inaccuracies. The three
types of airspeed are:
Indicated Airspeed This is the reading on
the instrument
Calibrated Airspeed This is indicated airspeed which has been corrected for position
and instrument error. The pitot tube is
mounted at a fixed angle to the longitudinal
axis of the aircraft and at slow speeds and
high angles of attack there will be an error.
The pilot determines the correction for calibrated airspeed by consulting a table in the
Pilot's Operating Handbook, an example of
which is shown in figure 1-28.
Airspeed Indicators
Airspeed indicators are required on all certificated
aircraft except free balloons. This instrument gives
the pilot an indication of his speed through the
air, it does not measure groundspeed. The airspeed
indicator is a pitot-static system instrument that
is connected to both the pitot pressure source and
the static pressure source. It measures the difference between these two pressures as indicated
airspeed.
On aircraft operated in the United States, the
unit of measurement for airspeed indicators is nautical miles per hour (knots), statute miles per hour
(MPH) or both on the same instrument.
ALTIMETER
07 INDICATION
Indicator
DIAPHRAGM
Set Knob
STATIC
PRESSURE
Figure 1-26. A sensitive altimeter with drum readout showing the static connection to the outside of the diaphragm.
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CB-B 262
VIBRATOR
I
"S" CAPSULE
I- - I
I
I
DIFFERENTIAL'
700
ALTITUDE
POINTER
_ __M I
S2 (OR S 3) PRESSURE
ENCODED ALTITUDE
TO N 2 TRANSPONDER
OPTICAL
ALTITUDE
ENCODER
ALTITUDE
COUNTER
DISPLAY
MB
IN HG
1 13
2 92
I
=.7
BARO SET KNOB
Figure 1-27. An altimeter installation that includes a vibrator and altitude encoder. (Courtesy Canadair Group, Bombardier Inc.)
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FLAPS UP
KIAS
KCAS
80
81
100
101
120
120
140
139
160
159
180
177
200
196
210
206
70
72
80
81
90
91
100
100
120
119
140
138
160
157
175
171
60
64
70
72
80
80
90
89
100
98
110
108
125
123
- - - - -
FLAPS 10
KIAS
KCAS
FLAPS 30
KIAS
KCAS
be used for
flight planning
AIRSPEED
INDICATION
Indicator
\ \\\\\\\
PITOT
PRESSURE
DIAPHRAGM
)
)
STATIC
PRESSURE
Indicator Case
Figure 1-29. The two pressure connections to the diaphragm in an airspeed indicator.
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KIAS VALUE
OR RANGE
Red Radial
65
58-125
Green Arc
66-175
Blue Radial
97
Yellow Arc
175-210
Operations must be
conducted with caution
and only in smooth air.
Red Radial
210
240
40
220 AIR 'ED 60 lik
4st*
.
200
80
,
1004,
, 180
if
160 1
Ali
120 Atf
dm.
wtisanittOl"
White Arc
\\\\\
SIGNIFICANCE
Note: For Illustration purposes only; not to be used for flight planning.
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Machmeter
A machmeter is required for jet airplanes because
they will have a maximum safe operating speed expressed in Mach numbers. This is in addition to
the maximum safe indicated airspeed. This is necessary because if the safe Mach number is exceeded,
the airplane can become difficult or impossible to
MAX SPEED KIAS
148
MANEUVERING
175
EXTEND GEAR
RETRACT GEAR
150
210
GEAR DOWN
Note: For Illustration purposes only; not to be used for flight planning.
VMO POINTER
AIRSPEED POINTER
MANUALLY SETTABLE BUGS
Figure 1-34. The combined maximum allowable airspeed indicator and Machmeter for a corporate jet airplane. (Courtesy Canadair Group, Bombardier Inc.)
21
and a vertical velocity indicator (VVI). This instrument measures the rate of change of static pressure.
Since static pressure decreases with an increase
in altitude, it can measure the rate of climb or
descent of the aircraft. The unit of measurement
is feet per minute (FPM) as seen on the instrument
face in figure 1-37.
1.00
0.95
NORMAL
SHOCK
0.90
0.85
0.85
FLIGHT MACH NUMBER 0.85
Variometer
STATIC
ALTITUDE DIAPHRAGM
(SEALED)
1' PRESSURE
PITOT
11 PRESSURE
INDICATOR CASE
Figure 1-36. The Machmeter has an extra diaphragm to compensate for altitude effects.
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6. Accelerometer
The accelerometer is an instrument that measures
the "G" forces or acceleration forces on an aircraft
in flight. The common application is in an aerobatic
airplane where the pilot needs to know how much
"G" force the airplane is being subjected to in order
to prevent overstress of the structure.
The mechanism of the accelerometer consists of
a weight which is connected by a cord and pulleys
to the shaft that operates the pointer. The internal
arrangement of an accelerometer is shown in figure
1-40. The weight is supported by a guide shaft
which only allows it to move up and down relative
to the guide shaft. A positive G acceleration will
cause the weight to move downward and rotate
the pointer to show a higher positive G loading.
There is a balance spring on the pointer shaft pulley
to balance the forces. The instrument is installed
in the airplane so that it measures acceleration
along the vertical axis of the airplane. The normal
at rest indication on the ground or in level flight
is +1 Gs. The instrument face of an accelerometer
is shown in figure 1-41. The instrument has three
pointers connected to the operating mechanism.
One pointer gives a readout of the current acceleration force along the vertical axis. The other two
pointers have a ratchet device so that they will
7. Pitot-Static Systems
a. Pitot and Static Ports
The system of ports and tubing on the aircraft which
supplies pitot and static pressure for the instruments is called the pitot-static system. The pitot
tube is an open tube which faces forward into the
relative wind in flight. It measures the ram pressure
of the airstream. On small airplanes, the pitot tube
is usually installed below the wing. On other aircraft,
it is installed on the nose section of the aircraft.
The static ports are openings at right angles to
the relative wind so that they will measure static
pressure and not be affected by the speed of the
aircraft. The static ports are most often located
in pairs along the sides of the fuselage. On some
aircraft, the static ports are along the sides or top
and bottom surfaces of the pitot tube so that both
pressures are measured with the same probe. A
pitot tube which includes static ports and electric
heaters to prevent icing is shown in figure 1-42.
With the static ports in pairs on opposite sides
of the fuselage, any errors caused by sideslip will
be eliminated. Aircraft that must operate in adverse
weather conditions will require an electrical heating
system for the pitot tubes and static ports to prevent
icing. Air carrier jets and similar types of aircraft
usually employ multiple pitot tubes and static ports
for safety. A typical arrangement of this kind with
three pitot tubes and three sets of static ports is
illustrated in figure 1-43. Notice that the instruments on the left and right sides of the cockpit
STATIC
PRESSURE
RESTRICTION
airspeed. If the airplane descends, the airspeed indicator will indicate a higher than actual airspeed.
Just the opposite would happen if the pitot tube
iced over or was blocked in some other way in
flight. A climb would cause the airspeed indicator
to read higher than it should and a descent would
cause it to read lower than actual airspeed.
The lines and connections in a pitot-static system
should be maintained in good condition. Even
though they don't have to handle high pressures,
the instruments are very sensitive to small changes
in pressure so that even very small leaks can cause
errors in the instruments.
The tubing and hoses that are used are not very
strong and should be inspected carefully for damage.
The fittings and connections should be installed
with care and torqued to specified values.
c. Altimeter System Tests and Inspections
There are some FAR requirements for testing of
altimeter systems. These will be covered next along
ACCELEROMETERACTUATED
PUMPS OR DASHPOTS
INLET FROM
STATIC PORT
CALIBRATED LEAK
Figure 1-39. The acceleration actuated dashpots in the WS! reduce the lag in pointer movement.
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.-----TOP PULLEY
CONTROL CORD
SHAFTS
MAIN PULLEY
WEIGHT
DRIVER ARM
AUXILIARY POINTER
RETURN SPRINGS
N\4
AUXILIARY POINTER
(POSITIVE G INDICATION)
MAIN
POINTER
.4r----------BOTTOM PULLEY
AUXILIARY POINTER
(NEGATIVE G INDICATION)
RATCHETS
PAWL
FAR 91.411
Altimeter System and Altitude Reporting Equipment Tests and Inspections
a. No person may operate an airplane, or helicopter,
in controlled airspace under IFR unless:
Within the preceding 24 calendar months,
each static pressure system, each altimeter
instrument, and each automatic pressure
altitude reporting system has been tested
and inspected and found to comply with
Appendix E of Part 43 of this chapter;
inspected and found to comply with paragraph (a) Appendices E and F of Part 43
of this chapter; and
STATIC
TUBE
PITOT TUBE
PITOT TUBE
PLATE
STATIC
HOLES
DRAIN HOLE
n
HEATER
III
HEATER
STATIC
HOLES
Figure 1-42. A pitot tube which also contains static ports and electric heating elements.
CAPTAINS
PITOT
TUBE
AIRSPEED
iht
MACH
ALTITUDE
RATE OF
CLIMB
RATE OF
CLIMB
ALTITUDE
MACH
MACH
ALTERNATE
AIR
SELECTOR
VALVES
LEFT
SIDE
STATIC
PORTS
AIRSPEED
WARN
1ST OFFICER
PITOT TUBE
CAPTAIN RIGHT
FIRST OFFICER SIDE
IC
AUXILIARY PTOART-1
/
MACH
W
AUTOPILOT
FLIGHT
DIRECTOR
FLIGHT
RECORDER',
t=fl__
AUXILIARY
PITOT
TUBE
Figure 1-43. The pitot-static system for a large jet airplane showing the instruments and equipment operated by the
three pitot tubes and three sets of static ports.
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FAR 43 Appendix E
Altimeter System Test and Inspection
Each person performing the altimeter system tests
and inspections required by FAR 91.411 shall comply with the following:
a. Static pressure system;
Ensure freedom from entrapped moisture
and restrictions.
Determine that leakage is within the tolerances established in FAR 23.1325 or
25.1325 whichever is applicable.
Determine that the static port heater, if
installed, is operative.
Ensure that no alterations or deformation
of the airframe surface have been made
that would affect the relationship between
air pressure in the static pressure system
and true ambient static pressure for any
flight condition.
b. Altimeter omitted here
c. Automatic pressure altitude reporting system
omitted here
FAR 23.1325
Static Pressure System
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AC 43.13-1A
Precautions in Testing Pitot-Static System
Perform all maintenance and inspections before leak testing.
Use a system diagram.
Check the test unit for leaks before beginning
the test.
Run full range tests only if you are thoroughly
familiar with both the aircraft and the test
equipment.
Pressure in the pitot system must always be
equal to or greater than the pressure in the
static system.
The rate of change of pressure during testing
should not exceed the limits for any installed
instrument.
7. After testing make sure that the system is
returned to flying condition, such as removing
tape from ports and drain holes.
There is an FAR that concerns the altimeter setting which is set by the pilot in the Kollsman window.
FAR 91.121
Altimeter Settings
Each person operating an aircraft shall maintain
the altitude of the aircraft by reference to an altimeter that is set:
1. Below 18,000 ft. MSL, to
The current reported altimeter setting of
a station along the route of flight and within
100 nautical miles of the aircraft
If there is no station within 100 nm, the
nearest appropriate station altimeter setting
MACHMETER
TAT
PROBE
AIR DATA
I -11.- COMPUTER
PITOT
AIRSPEED
INDICATOR
-IP-
TUBE
VSI
I
STATIC
PORTS
ALTIMETER
Figure 1-45. An air data computer provides more accurate readings on the pitot-static instruments for high performance aircraft. Total
air temperature is measured by a special
probe and provided as an input to the ADC.
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D. Gyro Instruments
The instruments know as gyro instruments are required for IFR flight and can also be an aid to
accurate flying in VFR conditions. These instruments utilize the principles of a spinning gyroscope
to give the pilot information about the aircraft's
pitch and roll attitude, heading and rate of turn.
A gyroscope is a device which consists of a weighted
wheel or rotor which spins at high speed and is
held in an arrangement of hinged mounting rings
called gimbals (figure 1-46).
The gyro has three axes and one is always the
spin axis. Depending on the type of gimbals used,
it will be able to move relative to the mounting
base around one or both of the remaining axes.
If it has 1 degree of freedom, it can move around
one axis and if it has two degrees of freedom it
can move around both. A gyro with two degrees
of freedom is also called a free gyro.
1. Principles of Gyroscopes
There are two main properties of a spinning gyro
which are of importance to aircraft use, they are:
2. Directional Gyro
The directional gyro is the primary heading reference
for IFR flight. The magnetic compass is not a good
heading reference for IFR because it tends to oscillate and is not as stable as a DG. This instrument
uses a free gyro with a horizontal spin axis. The
DG will drift due to precession errors and must
be reset every 15 to 20 minutes using the magnetic
compass as a reference. Older style DGs had a
rectangular window on the face through which the
numbers representing the magnetic heading could
be read. This older style DG presentation is shown
in figure 1-50. Newer style DGs show a full compass
card with the indicated magnetic heading under
the index mark at the top of the instrument as
seen in figure 1-51.
The newer style DG with a full compass card
is often called a heading indicator. Another name
LUBBER LINE
r3
FORCE
APPLIED
HERE
1331
0 = 360 OR NORTH
33 = 330' OR NORTH-NORTHWEST
3 = 030' OR NORTH-NORTHEAST
FORCE
FELT
HERE
I0I
OUTER
GIMBAL
INNER
GIMBAL
GYRO
ROTOR
CARD
111011111101111IM II11II1111
CAGI NG KNOB
Figure 1-49. The rotor in a directional gyro has a horizontal spin axis and two degrees of freedom.
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3. Artificial Horizon
OME INDICATOR
MILES No .I
\,\\
AIRCRAFT SYMBOL
(Fixed to glass)
7;477.7-//,
\ 36/
MAGNETIC/TRUE ANNUNCIATOR
12 8 40i
0 3151.1
"TO" ARROW
("FROM" ARROW opposite
under Mask)
GLIDESLOPE DEVIATION
POINTER
VOR/LOC DEVIATION BAR
LUBBER LINE
COMPASS CARD
Figure 1-52. The horizontal situation indicator is an integrated instrument that displays many additional kinds of
information besides gyro stabilized heading data.
OUTER,GIMBAL
OUTER GIMBAL
BEARING
STOP PIN
GYRO ROTOR
STOPS
Figure 1-53. The artificial horizon uses a gyro rotor with a vertical spin axis and two degrees of freedom.
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ROTOR
OVA
11111111111111111111111
GYRO
HOUSING
INNER
GIMBAL
GYRO
ROTOR
PENDULUM
VALVE
'
AIR EXIT
SLOT OPEN
\n.\
1111 1 1 11 111111111111 11 11 1 11
BALL
ERECTOR
r
AIR EXIT
SLOT CLOSED
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COMMAND
BAR
SYMBOLIC
AIRCRAFT
ALIGNMENT KNOB
SYMBOLIC
AIRCRAFT
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FLIGHT DIRECTOR
MODE ANNUNCIATORS
PITCH REFERENCE
ROLL REFERENCE "POINTER"
ATTITUDE SPHERE
GO AROUND
ANNUNCIATOR
RADIO ALTIMETER
DECISION HEIGHT
ANNUNCIATOR
FLIGHT DIRECTOR
CUE COMMAND BAR
SPEED COMMAND SCALE
GLIDESLOPE
POINTER
-SPEED COMMAND "DONUT"
111
GLIDESLOPE
SCALE
AIRCRAFT SYMBOL
RADIO ALTIMETER
TEST BUTTON
BRIGHTNESS CONTROL
FOR DIGITAL READOUTS
IN AD1 & HSI
POINTER
CALIBRATED
CENTERING
SPRING
DASHPOT
Figure 1-60. The turn-and-bank instrument has a gyro rotor with a horizontal spin axis and one degree of freedom. It
also has a centering spring on the gimbal.
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are found in figure 1-64. The 2" and 4" are not
physical dimensions. They refer to the amount of
suction in inches of mercury that each is designed
to provide.
The most common type of air pump used on
modern airplanes for the gyro instruments is called
a dry air pump. It does not use any oil for sealing
or lubrication. It is a vane type pump and the vanes
are made of a carbon based material which gradually
wears away in service from rubbing against the
cylinder walls. Figure 1-65 shows a dry air pump
connected to operate as a vacuum pump. Notice
that the gyro instruments and gauge are installed
in parallel. Figure 1-66 shows the same kind of
dry air pump that has been connected to operate
as a positive pressure pump. In the vacuum pump
TWO INCH
VENTURI
FOUR INCH
VENTURI
CENTRAL
AIR
FILTER
SUCTION
GAGE
DIRECTIONAL
GYRO
GYRO
HORIZON
Figure 1-64. A 2 " and 4 " venturi are available to power air-driven gyro instruments. The ratings apply to the number
of inches of Mercury vacuum that are provided, not to physical size.
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REG.
FILTER
PUMP
Figure 1-65. A gyro instrument vacuum system that uses a dry air pump.
INLET
FILTER
INLINE
FILTER
REG.
GAGE
PUMP
IN
REQ'D WHEN AIRCRAFT
IS PRESSURIZED
S
OUT
IN
OUT
Figure 1-66. A gyro instrument system that uses a dry air pump to supply positive rather than negative pressure.
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FILTER
SUCTION REDUCER
AIR
IN
CENTRAL
J/--- AIR FILTER
DIRECTIONAL GYRO
./ SUCTION REGULATOR
11
AIR
IN
<
(1
SUCTION GAUGE
OIL SEPARATOR
AIR OVERBOARD
4 OR TO DE-ICER
DISTRIBUTOR VALVE
VACUUM
PUMP
ENGINE OIL
OIL RETURN
METERED INTO
.0 TO ENGINE
PUMP FOR
CRANKCASE
COOLING & SEALING
Figure 1-67. A wet pump vacuum system to operate three gyro instruments. A suction reducer is needed in the line to
the turn and slip since it requires less vacuum pressure.
Figure 1-68. A typical replaceable filter used with airdriven gyro instruments.
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E. Compass Systems
1. Magnetic Compass
Figure 1-69. A vacuum regulator for gyro instruments
includes an air filter.
FLOAT
EXPANSION UNIT
INSTRUMENT
LAMP
CONTACT AND
SOCKET ASSEMBLY
LUBBER LINE
CARD
LENS
ii
OUTER CASE
SENSING
MAGNET
COMPENSATING
SCREWS
FILLER HOLE
PIVOT
COMPENSATING MECHANISM
-JEWEL
COMPENSATING
MAGNET
JEWEL POST
JEWEL SPRING
2. Compass Errors
The magnetic compass is subject to a number of
errors which affect its operation. These include
variation, deviation, acceleration error, northerly
turning error and oscillation error. Variation error
is simply the fact that a magnetic compass will
give indications based on the magnetic north pole
and not the north geographic pole. The normal grid
lines on an aeronautical chart are in true directions
based on the geographic poles and the equator.
As can be seen in figure 1-72, the north magnetic
pole is hundreds of miles from the north geographic
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yNorth
Geographical
Figure 1-72. Variation error for an aircraft compass is the difference between true headings and magnetic headings. It
is caused by the fact that the north geographic pole and the north magnetic pole are not in the same
location.
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-24
+15
..
+10
WESTERLY
VARIATION
+5
-15'
AGONIC
LINE
-5
Figure 1-73. Lines of variation are drawn on aeronautical charts so that pilots can apply the proper corrections during
flight planning.
1-76 for an illustration of the appearance of a vertical
card compass.
The full compass card presentation of the vertical
card compass makes it easier to read. If the pilot
wants to turn to a heading of 180, the presentation
makes it easier to determine if it is quicker to turn
left or right to reach that heading. The compensator
screws can be seen at the bottom of the vertical
card compass.
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N
0
E
9
12
15
21
24
W
27
30
33
S
18
RADIO
STE ER
NO RADIO
FOR
RADIO
STE ER
NO RADIO
LUBBER
LINE
EXCITATION
COIL
PICK UP
COILS
FIXED
AIRCRAFT
SYMBOL
CORRECTION
SCREWS
SECTION A-A
Figure 1-76. The vertical card compass displays a complete compass card and is easier to read
than the older type. (Courtesy Canadair
Group, Bombardier Inc.)
airplane. The flux valve sensors themselves are normally installed near the wing tips to keep them
away from magnetic influences in the aircraft. The
location of the vertical card magnetic compass is
also shown in figure 1-79.
The HSI and the RMI both have a compass card
which indicates the magnetic heading of the aircraft.
The heading information comes from a flux gate
compass system. The compass cards on both instruments are driven by a remote mounted directional gyro. The DG receives signals from the flux
gate compass that automatically reset it to the correct magnetic heading. The remote DG is slaved
to the flux gate compass and the compass cards
on the instruments are slaved to the remote DG.
The connections are shown in figure 1 - 80 which
is a diagram of a flux gate compass system. In
this system, the pilot never has to reset the instruments with his magnetic compass in the cockpit
unless the flux gate compass system fails.
The face of an RMI is shown in figure 1-81. The
compass card in this instrument indicates the magnetic heading of the aircraft as previously described.
The RMI can be identified by the two pointers that
have a common pivot point in the center of the
instrument. These pointers are connected to radio
navigation systems so that they point toward the
location of the ground transmitter. The selector
switches allow each pointer to be connected to an
ADF or VOR radio receiver.
FAR 23.1327
Magnetic Direction Indicator
Must be installed to prevent influence by airplane vibrations or magnetic fields.
Maximum deviation in level flight is 10 degrees
on any heading.
3. Magnetic non-stabilized may deviate more than
10 degrees due to electric heated windshield
etc. if either a stabilized magnetic direction
indicator or DG is installed. Deviation over
10 degrees requires a placard.
FAR 23.1547
Magnetic Direction Indicator
Deviation Placard
Placard must be installed on or near the MDI
(compass).
Placard must list calibration for level
with engines running.
flight
Figure 1-78. The changing angle of the earth's flux lines to the flux valve produces a different output signal for each
different heading of the aircraft.
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STANDBY COMPASS
RADIO MAGNETIC
INDICATOR (RMI)
0 COMPASS CONTROLS 0
(0.\
HORIZONTAL SITUATION
INDICATOR (HSI)
0 .0
Sl AVEO
O
COMPASS CONTROL
PANEL
FLUX VALVE WS 274
DIRECTIONAL
GYRO NO. 2
DIRECTIONAL
GYRO NO. 1
Figure 1-79. The location of the various components of a flux valve compass system are illustrated in this drawing. The
standby magnetic compass is also shown. (Courtesy Canadair Group, Bombardier Inc.)
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DIRECTIONAL GYRO 2
PILOTS
RMI
CO-PILOT COMPASS
CONTROL PANEL
FLUX VALVE 2
NO.2 VHF
NAV RX
STANDBY
COMPASS
AUTOPILOT
COMPUTER
DUAL REMOTE
COMPENSATOR
PILOTS
HSI
FLUX VALVE 1
COMPASS CONTROLS
CO-PILOTS
RMI
DG
SLAVED
e
PILOT COMPASS
CONTROL PANEL
DIRECTIONAL GYRO 1
Figure 1-80. The compass cards in the aircraft HSI and RMI instruments are operated by both the flux valve compass
system and the remote mounted directional gyros. (Courtesy Canadair Group, Bombardier Inc.)
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F. Electronic Instruments
1. Basic Principles
The term "electronic instruments" is used to refer
to the latest trend in aircraft instruments. This
involves the use of CRTs (cathode ray tubes or
TV screens) to display aircraft instrument information. Another common term for this system is
the "glass cockpit". The use of CRTs permits a
greater use of integrated instruments which display
numerous types of information on one screen. It
also permits greater flexibility because the method
of displaying the information and the amount of
information on each CRT can be changed in flight.
It is also claimed that reliability is increased because
complex electro-mechanical instruments are replaced by CRTs that have no moving parts. These
CRTs are operated by a special type of computer
control called a symbol generator. The latest gen-
LUBBER
LINE
OFF-WARNING
FLAG
MODE SELECT
SWITCHES
Figure 1-81. The radio magnetic indicator (RM!) has a compass card which indicates the magnetic heading of the
aircraft. (Courtesy Canadair Group, Bombardier Inc.)
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2. EADI
Some of the information that can be presented on
the EADI other than the basic pitch and roll data
includes; radio glideslope data, radio localizer data,
EHSI
Information displayed on the EHSI includes: magnetic heading, radio steering commands for
VOR /INS, radio glideslope data, DME radio data
and weather radar data. The EADI and EHSI are
installed directly in front of the pilots to match
the standard "T" configuration.
EICAS
The EICAS system usually consists of two large
CRTs installed in the middle of the instrument
panel. The two CRTs may be arranged vertically
or horizontally depending on the particular aircraft
involved. The EICAS display screens in figure 1-84
are positioned one above the other. The EICAS system has two main types of information that are
displayed, as the name implies. The engine indication function displays numerous powerplant instruments in standard columns depending on how many
engines the aircraft has. The crew alerting system
function consists of many sensors located
throughout the aircraft that monitor all the major
systems such as engines, electrical, hydraulic, bleed
air, pressurization, etc. These sensors are monitored
by computer and any faults or abnormal readings
are displayed to the flight crew. On many aircraft
these sophisticated monitoring systems replace a
human crew member, the flight engineer. This allows
the aircraft manufacturer to design a large airplane
like a 747-400 that only requires two flight crew
members instead of three.
An EICAS system that uses two CRTs stacked
vertically is probably the most common and will
be described here. This system is shown in figure
1-84. The upper screen has a standard presentation which displays the primary engine
parameters. These are the most important engine
instruments that are used to set power and
monitor the engines. Also on the upper screen
is a list of alert and status messages concerning
the aircraft systems.
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5. Heads Up Displays
The glass cockpit instruments were made possible
by the rapid advances made in microprocessors
AIRCRAFT
SYMBOL
TUNED
VOR/DME
SELECTED
NAV SOURCE
MAG/TRU
ANNUNCIATOR
"NORTH-UP"
IDENTIFIER
TRU
FMS 2
6.0/190
AIRPORT
ANNUNCIATOR
NE
+ 0 LA?
DISPLACEMENT
LINE
0
DESIGNATOR
MAY
RNG
100
TO MANZY'll
ETA 1736
DIS 100
WX
RANGE
"TO" WAYPOINT
ETA
WAYPOINT -
DISTANCE TO
"TO" WAYPOINT
G. Computers in Aircraft
The rapid advances in computer technology in
recent years have been applied to many different
aircraft systems such as cockpit displays,
autopilots, navigational computers, engine controls
ALERT MESSAGE
FIELD
ENGINE OIL
PARAMETERS
>PRIMARY ENGINE
PARAMETERS
SECONDARY ENGINE
PARAMETERS
ENGINE
VIRRATION
CPU
CENTRAL CONTROL UNIT
INPUTS
MEMORY
OUTPUTS
3. ALU
Figure 1-86. The basic parts of a computer. The CPU contains the control unit, the memory and the arithmetic logic unit
which performs calculations.
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operations. The memory stores information on special computer chips. The ALU is the arithmetic logic
unit; it performs the mathematical calculations that
are required. The term peripherals is often used
in discussing computers. Peripherals are the various
input and output devices, examples of which were
given above.
The memory of a computer comes in two types
that are known as RAM and ROM. The RAM or
volatile memory temporarily holds data that is being
acted upon by the computer. It is called volatile
because it is lost each time the computer is switched
off. The operator can change and manipulate the
RAM memory with keyboard entries and other actions. The ROM or non-volatile memory is sometimes
called hard-wired. The data in the ROM area will
not be lost when the computer is switched off and
cannot be altered by a simple keyboard entry. An
example of ROM is the built-in startup test that
most computers have. When the computer is first
switched on, it tests itself for errors and checks
to see what peripheral devices are connected to
it. An example of RAM could be a term paper that
you are typing into a computer using a word processor program. If you forget to save the document
on a disk, it will be lost when the computer is
switched off.
2. Some Applications of
Computers in Aircraft
A modern jet airplane may have many different computers that perform a variety of functions. The use
of digital systems on aircraft is becoming more and
more common because it offers several advantages:
Increased reliability
Faster response
3. Reduced power consumption
Smaller and lighter weight equipment
Lower operating cost
Computers have become so common that they
are now used in many different aircraft systems
such as autopilot, engine controls, navigation, flight
planning, etc.
LRU
3. BITE Systems
One of the features of the effort to reduce operating
cost is the use of BITE (built-in test equipment).
The latest types of aircraft electronic equipment
and computers have special types of test equipment
as a part of the major units. BITE systems often
provide three different kinds of tests that can be
used to identify and correct faults.
1. Fault Detection continuous during equipment operation
digital data busses. Since the various pieces of equipment that use this data bus are manufactured by
many different companies, a uniform standard for
the method of data transmission is needed. The standard which is used by this type of equipment on modern
air carrier jets and bizjets is ARINC 429.
The initials ARINC stand for Aeronautical Radio
Incorporated. This organization has been in existence since the 1930s to provide certain services
to the airline industry.
The members of ARINC include the major airlines,
aircraft manufacturers and equipment manufacturers. They establish many study groups that investigate emerging technology and suggest
standards that can be applied to new types of equipment. When these standards are approved, they
will be followed by all the members of ARINC. In
INERTIAL
REFERENCE
SYSTEM
CENTRAL
AIR DATA
COMPUTER
SYMBOL
GENERATOR
ADI
HSI
FLIGHT
MANAGEMENT
SYSTEM
AUTO FLIGHT
GUIDANCE
SYSTEM
THRUST
MANAGEMENT
SYSTEM
VHF
NAVIGATION
SYSTEM
0 En
no q o
o 0000
q q 1:111 q q
RADIO
ALTIMETER
SYSTEM
110101:glinnnnnnnWIrAtt
.: 7,111.1
Figure 1-88. A digital data bus permits rapid transmission of data between the various electronic systems on the aircraft.
The bus itself is a shielded twisted pair conductor which helps to prevent interference.
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CHAPTER II
Powerplant Instruments and Logic Gates
The information presented in chapter 2 will be in
three major topic areas: powerplant instruments,
logic gates and binary numbers, and position indicating and annunciator systems.
A. Liquid Quantity
Measuring Systems
Depending on the type of aircraft involved, there
may be just one or there may be many different
liquids carried on the aircraft for which a quantity
measurement is required. Most of the examples
given here will be fuel quantity systems because
they are the most common. It should be noted
that for each type of system described, it could
be used to measure fuel, oil, water, hydraulic fluid
or some other liquid quantity.
Resistance Gauges
The type of fuel quantity gauge most common on
modern small airplanes is similar to the kind used
in cars. It has a float in the tank that moves a
variable resistor. The variable resistor alters the
current flow in a DC circuit to operate a meter
movement that is somewhat similar to those used
in voltmeters and ammeters.
Figure 2-3. A mechanical float fuel quantity gauge for the
center section of a biplane.
rotate a pointer in a round gauge and uses a magnetic principle to isolate the glass face cover and
pointer from the fuel. This type of gauge was often
used on high wing airplanes where the fuel tanks
were in the butt end of the wing. The gauge was
installed so that the float was inside the tank and
the round face of the gauge was visible inside the
cockpit. It is shown in figure 2-4.
The float rotated a shaft through a simple gearing
system. On the end of the shaft was a U-shaped
magnet which rotated along with the shaft. Separating the magnet and shaft from the pointer and
Figure 2-4. Mechanical float-type gauge with a permanent magnet to isolate the fuel from the
cover glass and pointer.
TANK
RESISTOR
-i- DC POWER
Figure 2-5. Ratiometer fuel quantity system using a float-operated variable resistor.
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LATCHING CAM
Figure 2-6. Older style drip stick underwing fuel quantity gauge.
of the stick are held in position by magnetic attraction. The reading is then taken from the markings along the tube. The magnetic force is not strong
enough to lift the float out of the fuel; so when
the stick is pushed up, the magnetic attraction
is broken and the stick can be pushed up and
stowed.
These types of underwing fuel quantity systems
are not usually as accurate as the cockpit fuel
quantity system, but they can be used for maintenance and troubleshooting purposes.
FUEL TANK
CAPACITOR
115V
400HZ
REFERENCE
CAPACITOR
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L.H. REAR
AVIONIC BAY
0%*%
OUTPUT FROM
ws
3
ws
200
1111111111111111M111111111
111111111111111111111111111111111111111
ws
244 ws
277
CAPACITANCE
TYPE QTY.
TRANSMITTER
Figure 2-10. The major components and their location for a capacitance fuel quantity system on a corporate jet.
(Courtesy Canadair Group, Bombardier Inc.)
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2. Vane-type Flowmeters
The vane-type flowmeter uses a sensor like that
in figure 2-13 that is installed in the line that feeds
fuel to the engine. The vane is mounted on a shaft
so that it will rotate through an arc as the fuel
pushes against it. The circular chamber that contains the vane has enough clearance between the
cylinder walls and the vane that the flow of fuel
is not retarded to any significant degree. The vane
type sensor will measure the volumetric flow rate
of the fuel.
The vane is rotated against a restraining spring
so that the amount of rotation of the vane corresponds to the volumetric flow rate. The cockpit
gauge is normally marked to show the flow rate
in gallons per hour. The position of the vane in
the sensor is transmitted electrically to the cockpit
gauge where it rotates the pointer to the correct
reading. The type of electrical system that transmits
CODE
LEFT ENGINE
RIGHT ENGINE
VENT
- MECHANICAL LINKAGE
ELECTRICAL CONNECTION
_
FUEL FLOW
INDICATOR
- IFUEL
DISTRIBUTION
MANIFOLD
THROTTLES
MIXTURE
CONTROLS
FUEL-INJECTION
NOZZLE (TYP)
i
I
H 4_ J L
FUEL/AIR
CONTROL UNIT
FUEL/AIR
CONTROL UNIT
J L
FUEL
PRESSURE SWITCH
ENGINE DRIVEN FUEL
PUMP
THROTTLE
SWITCHES
i PRESSURE SWITCH
RELAY
FUEL-INJECTION
NOZZLE (TYP)
PRESSURE SWITCH
RELAY
FUEL
PRESSURE SWITCH
ENGINE DRIVEN FUEL
PUMP
Figure 2-11. The fuel flow indicator system for a fuel-injected reciprocating engine that measures pressure at the fuel
distributor manifold. (Courtesy Cessna Aircraft Co.)
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3. Synchro Systems
There are three types of synchro systems and they
share the same basic features and are used for
similar purposes. A synchro system consists of
a transmitter unit and a receiver unit. The two
are connected to each other by electrical wiring.
The transmitter unit contains an input shaft and
it can be connected to anything which will rotate
BYPASS VALVE
FUEL
OUTLET
FUEL
INLET
METERING
VANE
TRANSMITTER
1
1
1
INDICATOR
FUEL
FLOW
b
RESTRAINING SPRING
Figure 2-14. Vane-type flowmeter system for a large airplane which includes a synchro system.
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a. DC Selsyn Synchro
Figure 2-15. An illustration of the basic operation of a synchro receiver unit. The rotor will align itself with the resultant
field of the three outer magnetic fields.
TRANSMITTER
INDICATOR
Magnesyn Synchro
The Magnesyn synchro system uses AC power,
most often 26 volts AC and 400 Hz. The use of
AC power eliminates the need for a variable resistor
and improves reliability because there are no
brushes to wear or get out of adjustment. The construction features of the transmitter and receiver
unit are similar, which can be seen in figure 2-17.
The rotors are permanent magnets and the three
section windings are connected together. The magnetic field produced in the receiver will pull the
rotor into a position that corresponds to the rotor
position in the transmitter unit.
Autosyn Synchro
The only difference between the Autosyn and Magnesyn synchros is that the Autosyn uses electromagnets instead of permanent magnets for the rotors.
Figure 2-18 shows an Autosyn synchro system. It
also uses AC power that is most often 26 volts AC
at 400 Hz. Many pressure and flow type instruments
on modern jet airplanes use a synchro system to
transmit the information to the cockpit gauge.
4. Mass Flowmeters
The latest types of turbine engine aircraft use a flowmeter that gives a reading of the mass flow rate
PERMANENT MAGNET
1/3
7:
\\
6
1/3
C71/3
B
26 V
400 HZ
POWER SUPPLY
TRANSMITTING
MAGNESYN
)13
DOWN
TOROIDAL
INDICATING WINDING
MAGNESYN
FAR 23.1337
Powerplant Instruments
1. Each line carrying flammable fluids under
pressure must:
Have restricting orifices or other safety devices at the source of pressure to prevent
the escape of excessive fluid if a line fails;
and
Be installed and located so that the escape
of fluids would not create a hazard.
2. Each powerplant instrument that utilizes flammable fluids must be installed and located
so that the escape of fluid would not create
a hazard.
FAR 23.993
Fuel Systems
Each fuel line must be installed and supported
to prevent vibration and to withstand fuel pressure and flight loads.
Where relative motion could exist, fuel lines
must have provisions for flexibility.
Each fuel quantity indicator must be calibrated to read zero during level flight when
the quantity of fuel remaining in the tank
is equal to the unusable fuel supply.
DECOUPLING
DISK
TURBINE
IMPELLER
FUEL
FLOW
<=i1
!IMPELLER
!MOTOR
r
A
CALIBRATED
RESTRAINING
SPRINGS
TRANSMITTER
CD
I.
1
FLUID
PASSAGE
FLUID
PASSAGE
B
115 V.A.C.
C
MOTOR
CIRCUIT
INDICATOR
Figure 2-19. A fuel flowmeter system that measures the mass flow rate of fuel for a turbine engine.
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FAR 23.1553
Fuel Quantity Indicator
If the unusable fuel supply for any tank exceeds
one gallon, or five percent of tank capacity,
whichever is greater, a red arc must be marked
on its indicator extending from the calibrated zero
reading to the lowest reading obtainable in level
flight.
FAR 23.1557
Miscellaneous Markings and Placards
1. Fuel and oil filler openings.
Each fuel filler opening must be marked
on or near the filler cover with the word
"fuel" and the acceptable fuel grades.
For pressure fueling systems, the maximum
permissible fueling and defueling pressures
must be indicated.
C. Temperature
Measuring Systems
There are a number of common methods of measuring temperatures on an aircraft. All of them will
have a limit as to how high a temperature they
can be used to measure. The common types of
temperature measuring systems will be described,
but not all of the possible applications can be included. Aircraft temperature indicators may give
readings in degrees Fahrenheit or in degrees Celsius.
Most of the temperatures given here will be in
degrees Fahrenheit for ease of comparison.
1. Bimetallic
The bimetallic temperature system is limited to
measuring temperatures up to a maximum of 140F.
The outside air temperature gauge (OAT) or free air
temperature gauge is an example of the bimetallic
system. The device that reacts to changes in temperature is a bimetallic sensor that consists of two thin
strips of metal joined together. The strips are made
of different metals that have different coefficients of
expansion. The metals iron and brass are often used.
As the temperature changes, one of the metal strips
will expand or contract more than the other causing
the device to bend and move the indicator pointer.
The basic principle of a bimetallic temperature sensor
is shown in figure 2-21. The two metal strips are
BRASS
n-n
IRON
BEFORE HEATING
FUN'
FLOW
I_
I
1_I
I_
A I
OPH
F tilELTRON
TICSITNT
WOW
**WM
VS WY
WES
L'(;;)
gen
*ESE,
AFTER HEATING
Figure 2-20. The lighted digital display instrument for a
computerized fuel flow system.
Figure 2-21. An illustration of the basic principle of operation for a bimetallic temperature sensor.
65
3. Wheatstone Bridge
This method of measuring temperature is powered
by electricity and limited to about 300F. The
Wheatstone bridge system is illustrated in figure 2-24.
The bridge circuit consists of three fixed resistors
2. Mechanical Bulb
The mechanical bulb utilizes the principle of the increase in pressure of a confined gas with temperature
increases to measure temperatures. As shown in figure
2-23, the mechanical bulb system consists of a bourdon tube gauge to measure pressure, a thin-walled
bulb which is at the point of measurement and a
thin tube (capillary tube) to connect them together.
BOURDON
TUBE
ANCHOR
POINT
Afi:10 ADM.
TEMPERATURE
PROBE
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Ratiometer
The ratiometer uses the same kind of electrical
power and the same kind of probe that the Wheatstone bridge uses. The difference is in the meter
movement that moves the indicator pointer. The
ratiometer has two opposing magnetic fields that
combine to produce a resultant field that moves
the pointer. The resultant field is a ratio of the
two opposing fields so that a lower voltage applied
to the system will not cause inaccurate readings.
The ratiometer can measure temperatures up to
300F. and is used for oil temperature indicators
and other similar requirements. The schematic for
a ratiometer is shown in figure 2-25.
Thermocouples
When it becomes necessary to measure temperatures of about 500F or more the thermocouple
is most often used. The principle of the thermocouple is shown in figure 2-26. When a junction
of two dissimilar metals is heated, it will produce
a difference of potential or voltage. The amount
of voltage produced is proportional to the temperature. The terms "hot junction" and "cold junction"
are used with thermocouples. The hot junction is
where the temperature measurement is being taken,
while the cold junction is at the opposite end of
the wires in the instrument. The voltage output
of the thermocouple is a result of the temperature
difference between the hot junction and the cold
junction. It sometimes is necessary to compensate
Figure 2-25. The circuit for a ratiometer temperature system that can operate on 14 or 28 volts DC.
Figure 2-26. An example of a simple thermocouple system showing the hot junction and cold
junction.
67
50
I
CHROMEL-ALUMEL
OMEL-ALUMEL
42 --I.
IRON-CONSTANTAN
30
22.5
0
-J
15
COPPER-CONSTANTAN
300
500
410
DEGREES CELSIUS
Figure 2-27. Voltage output versus temperature for different combinations of thermocouple metals.
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1000
YELLOW
(CONSTANTAN)
RED
(COPPER)
YELLOW
(CONSTANTAN)
BLACK
(IRON)
Figure 2-29. A cylinder head temperature system that
uses a bayonet-type probe which fits into a
special recess in the cylinder head.
ITT
JJJu
TOT OR EGT
JL
Figure 2-30. The measurement points in the turbine section for turbine inlet temperature, inter-turbine
turbine
outlet
temperature,
temperature and exhaust gas temperature.
69
ALUMEL
/*\
CHROMEL +
AMPLIFIER
ITT
COCKPIT INDICATOR
Figure 2-31. Turbine engine gas temperature systems such as the ITT gauge use multiple probes in parallel and an
amplifier to supply signals to the cockpit indicator.
EGT
THERMOCOUPLE
PROBE
CHROMEL-ALUMEL
WIRING HARNESS
Figure 2-32. Turbine engines use multiple EGT probes of the chrome) / alumel type to take an average EGT for the
exhaust section of the tailpipe.
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E. Tachometers
Most types of aircraft have at least one tachometer
to indicate the rotational speed of the engine. Aircraft
with reciprocating engines have tachometers that indicate the crankshaft RPM. This is true for engines
with reduction gearing also; the tachometer gives engine crankshaft RPM, not propeller RPM. Helicopters
have a tachometer for the main rotor or rotors to
enable the pilot to maintain a safe rotor RPM. Turbine
engines use tachometers that give readings in percent
of RPM rather than actual revolutions per minute.
REAR VIEW
TAN
3. PROBE
4. CLAMP
5. EXHAUST STACK
6. CALIBRATION SCREW (FORWARD)
Figure 2-34. The components in an EGT system for a twin-engine airplane with reciprocating engines. This instrument
is sometimes referred to as a mixture indicator. (Courtesy Cessna Aircraft Co.)
Split spool turbine engines contain more than one
main shaft in the engine. They usually have two
spools or shafts, but there are some turbine engines
with three. The split spool engines will have a
tachometer for each main shaft. In the case of turbojet
and turbofan engines, these are referred to as the
N 1 and N2 tachometers. The N 1 tach is the low pressure
compressor tach and N2 is the high pressure compressor tach. The low pressure compressor and high
pressure compressor sections can be seen in the
drawing of a twin-spool turbojet engine in figure 2-40.
Turboprop and turboshaft engines may use different
designations for the tachometers such as gas producer
ACTUATING
PLUNGER
MOVABLE
CONTACT
STATIONARY
CONTACT
1. Mechanical Tachometers
Figure 2-35. A microswitch is designed so that the contact points open and close with a very small
motion of the plunger.
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A
UP
LEFT
r - -0 - -11
I
M
A
I
N
LIMIT
SWITCHES I
IN
LU
B
U
S
25
A
DOWN
'-
UP
NOSE
1 r
NI I N
D J LU
r
II
II
I
1
II
II
I
O ulD
DOWN
QUID
I
UP
RIGHT
I
I
I
- 1
oNI IN
QUID
DJ L U_ I
DOWN
---
PUMP
MOTOR
Eli),
1
I
I
ONI
DJ
DOWN
AND
LOCKED
LIGHTS
HYDRAULIC
PRESSURE
SWITCH
r - 1
i
I
I E I
I
I
I
I
I
I
I
L - - - -J
GEAR
DOWN
1
i
L _ _ _ _,
UP
I
I
L
L.G.
SELECTOR
SWITCH
/
_\
I
I--o
i GROUND
SQUAT
SWITCH
GEAR
UP
r DOWN
r -FLIGHT
UNSAFE
LIGHT
1
I
I
I
J
r OPEN 1
I
I
I
I
i-0
L CLOSED
r
I
I
I
I
I
LIGHT
DIMMING
RELAY
..
C
1
I
I
TO
NAV
LIGHTS
I
- :
THROTTLE
SWITCH
WARNING
HORN
AIRCRAFT IS IN THE AIR, LANDING GEAR IS DOWN AND LOCKED, GEAR SELECTOR SWITCH IS IN
THE GEAR UP POSITION
Figure 2-36. The landing gear indicating and warning system for a small airplane. A number of microswitches are
utilized.
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OSCILLATOR
DETECTOR
MAGNETIC FIELD
PROXIMITY SWITCH
SENSITIVE
SURFACE
TARGET IN PROXIMITY
n 28V DC.
0/P
LGCU
OSCILLATOR
0
.
Lr
DETECTOR
METAL TARGET
(WITH INDUCED EDDY CURRENTS)
PROXIMITY SWITCH
SENSITIVE
SURFACE
PROXIMITY
SWITCH
TARGET
Figure 2-37. The operation of a proximity sensor installed on the landing gear system of a corporate jet airplane.
(Courtesy Canadair Group, Bombardier Inc.)
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2. Tachometer Generators
This type of tachometer system uses an electrical
generator that is mechanically driven by gears at
the engine and which transmits electrical energy to
the cockpit instrument to give an indication of RPM.
There are both AC and DC tach generator systems,
but the DC type is not found on modern aircraft.
The DC type had a small DC generator on the engine
and a cockpit gauge which indicated the voltage output
of the generator as RPM. The major disadvantage of
this type of tach generator is that any fault which
caused a lower than normal voltage would result
in an error in the indicated RPM. The AC tach generator
eliminates that problem by using an AC generator
on the engine and an AC synchronous motor in the
indicator. An AC tach generator system is shown
in figure 2-45. The primary determining factor in
the motor RPM is the frequency of the AC that powers
RUDDER TRIM
INDICATOR
RUDDER TRIM
KNOB
3. Electronic Tachometers
There are several different types of electronic
tachometers used on aircraft. The kind used on
some reciprocating engines is operated by a special
set of points in the engine magneto. This set of
contact points opens and closes like the normal
points, but only supplies signals for the tach system.
The points in the magneto are connected by wiring
to the cockpit instrument. Since the frequency of
opening of the points is proportional to the engine
RPM, an electronic circuit measures the frequency
at which the points open and close and moves
the pointer to indicate the proper RPM of the engine.
Two slightly different kinds of electronic
tachometers are found on turbine engines. The first
type is often used as a fan speed sensor to measure
the RPM of the fan section of a turbofan engine.
Figure 2-46 shows this type. It uses a sensor which
contains a coil of wire that generates a magnetic
field. The sensor is mounted in the shroud around
the fan. As each fan blade goes by, it cuts the
field of the coil and this is sensed and measured
by an electronic circuit. The frequency at which
the fan blades cut across the field of the sensor
is directly proportional to the fan RPM.
Another type of electronic tach used on turbine
engines has a gear driven shaft on the engine which
turns a rotor with a permanent magnet embedded
in its rim. The sensor contains a coil which is located
close to the rotating magnet. Each time the field
of the rotating permanent magnet cuts across the
coil, it induces a voltage. The frequency of this
signal is measured by an electronic circuit and
used to position the pointer for the correct RPM
indication. This type of tachometer is used in figure
2-47 for the N2 indication for a large turbofan engine.
Figure 2-38. A mechanical position indicator for the rudder trim on a twin-engine airplane. (Courtesy Cessna Aircraft Co.)
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AILERON
R
ELEVATOR
RUDDER
Figure 2-39. A surface position indicator system for the flight control surfaces. Synchro transmitters and receivers are
used to transmit the information from the control surfaces to the cockpit indicator.
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O
c=,c=)c,..=--,
[00
0 00
C=. C=> 0 C,,a'f,'D
0 C=,Ca 0 0
Figure 2-40. Diagram of a twin-spool turbojet engine showing the low pressure compressor and high pressure
compressor.
SECTOR
GEAR
FLEXIBLE
DRIVE
SHAFT
4s1
FLYWEIGHTS
Figure 2-43. Older type of mechanical tachometer that used the centrifugal force of spinning flyweights.
2-49 is a triple torquemeter for a twin engine helicopter. It supplies readings of the torque for each engine
and the main rotor drive.
POINTER
Helicopters often have a torquemeter that is located at the rotor drive gearbox to indicate the torque
that is driving the main rotor. Large radial reciprocating engines like those found in DC-6s and Convair
240s also had torquemeters to accurately measure
the power developed by the engines.
PERMANENT
- MAGNET
DRAG CUP
DRIVE CABLE
G. Torquemeters
Torquemeters are used to give an indication of the
torque being produced by an engine or the torque
being delivered to the main rotor drive of a helicopter.
Turboprop airplanes and aircraft with turboshaft
engines will have a torquemeter installed because
it is the best way to measure the power being
produced by these types of turbine engines. Figure
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H. Engine Pressure
Ratio Indicators
This type of instrument is used on some kinds
of turbojet and turbofan airplane engines. Those
engines built by Pratt & Whitney and Rolls Royce
use an engine pressure ratio gauge (EPR) as a
primary engine instrument. Jet engines built by
GE and Garrett usually do not have an EPR gauge,
but use the N i tachometer in its place. As its name
implies, the engine pressure ratio gauge indicates
the ratio of two different pressures measured on
the engine. The two pressures are most often called
Pt2 and Pt7. The total inlet pressure at the front
of the engine is Pt2. The total outlet pressure at
the aft end of the engine is Pt 7 . Figure 2-53 illustrates the location of the probes and the differential pressure transducer. These pressures are
called total pressures because the probes measure
both static and dynamic pressure. The probes
SYNCHRONOUS
MOTOR FIELD
FLUX COUPLING
TACHOMETER
INDICATOR
TYPICAL ROTOR
DRIVE GEAR RATIO
N2 .343 TO 1 CW.
N I .489 TO 1 CW.
VERNIER
POINTER
SPRING
POINTER
YOKE
LOCATION TACHOMETER
GENERATOR
N2 ACCESSORY DRIVE PAD
Ni ACCESSORY DRIVE CASE
GENERATOR
FIELD
C).
HOT
EXHAUST
INLET
DUCT
FAN BLADES
ELECTROMAGNETIC
SENSOR
Figure 2-46. Electronic tachometer which measures fan speed for the N1 tachometer. The sensors produce an output
signal each time a fan blade cuts through the magnetic field. The frequency of this output signal is
measured to provide indications of N1 RPM.
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PICK-UP
COIL
PERMANENT
MAGNET
GEAR
DRIVEN
ROTOR
Figure 2-47. Tachometer system for the high pressure compressor of a turbofan engine. The gear-driven rotor from the
accessory section has a permanent magnet which induces signals in a pick-up coil.
STATOR
STATOR
ROTOR
PRESSURE CONNECTOR
ROTOR
DIAPHRAGM
VENT ---o-i-
INDICATOR
POINTER
OPEN TO ATMOSPHERE
A.C. POWER
Figure 2-48. An oil pressure indicating system for a large airplane.
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accurately set engine power. Aircraft with supercharged engines and aircraft with constant-speed
propellers will have manifold pressure gauges. The
manifold pressure gauge measures the absolute
pressure in inches of mercury at a specific point
in the induction system of the engine. Figure 2-55
shows the location of the manifold pressure (MAP)
measurement for a radial supercharged engine. Figure 2-56 shows the location of the MAP connection
in the induction system of a turbocharged horizontally opposed reciprocating engine. The pressure
is measured downstream of the carburetor or fuel
control unit and downstream of the supercharger
if so equipped. The pressure measuring port in
the induction system is connected by tubing and
hose to a bellows or diaphragm in the instrument.
Since the pressure in the induction system is below
ambient pressure at idle or low power settings,
the use of absolute pressure eliminates the confusion of having both positive and negative numbers
on the gauge. At idle, the reading on the MAP gauge
will be about 10 in. Hg. At full throttle with an
unsupercharged engine at sea level, the reading
will be about 28 in. Hg. With an unsupercharged
engine the full throttle reading will always be below
ambient pressure because of friction and pressure
INNER SHAFT
PLANET
GEARS
CRANKSHAFT
(SUN) GEAR
RING
GEAR
MAIN ROTOR
DRIVE SHAFT
DRIVE
GEAR
TORQUE
PRESSURE
GAUGE
SENSORS
Figure 2-50. Example of a main rotor mast torque system
for a helicopter. The two sensors measure
the amount of twist in the main rotor drive
shaft as an indication of torque.
Figure 2-51. An illustration of the basic operating principles of a torque pressure gauge. The
planetary reduction gears have a ring gear
which is prevented from rotating by the pistons in the oil filled cylinders. The torque
force on the ring gear causes pressure to be
applied to the oil in the cylinders. This pressure is a measurement of torque.
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REDUCTION GEARBOX
TORQUE
PRESSURE
GAUGE
Figure 2-52. The torquemeter system for a turboprop engine. The ring gear of the planetary gear set is prevented from
rotating by the helical splines on the outer circumference that mesh with splines in the outer housing.
Torque force causes the ring gear to more rearward and push against the small piston. The piston applies
pressure to the oil in the cylinder and this pressure is a measure of the torque produced.
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J. Primary Power
Setting Instruments
The specific powerplant instruments installed in a
particular aircraft will vary considerably depending
on the type of powerplants it has and what kinds
of information the pilot needs to operate the engines
properly. The most important kinds of powerplant
instruments have been described and some information has been given concerning what types of
powerplants would use each kind of instrument. In
order to gain a better understanding of the application
Figure 2-53. The engine pressure ratio system for a jet engine.
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Pt2
PROBE
EPR
TRANSDUCER
Pt7
PROBE
WIRING CONNECTION
TO COCKPIT GAUGE
Figure 2-54. The EPR gauge measures engine pressure ratio which is the ratio of Pt 7 / Pt2. It provides indications of the
thrust being produced by a turbojet or turbofan engine.
INTAKE PIPE
MANIFOLD
PRESSURE
INTAKE AIR DUCT
CARBURETOR
HEAT VALVE
CARBURETOR AIR
TEMPERATURE BULB
CARBURETOR
AIR CONTROL
CARBURETOR
CARB. TEMP.
THROTTLE VALVE
THROTTLE
SUPERCHARGER
IMPELLER
Figure 2-55. The measurement point for manifold pressure is downstream of the carburetor and downstream of the
supercharger in this radial engine.
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WASTE GATE
CONTROLLER
TO FUEL
FLOW GAGE
TO FUEL
DISCHARGE
NOZZLES
OIL RETURN
r)
i TO FUEL
PUMP
ENGINE-DRIVEN
OIL PUMP
TO MAN. 1,-
PRESS
T1 GAGE
THROTTLE
WASTE GATE
ACTUATOR
WASTE GATE
PRESS.
RELIEF
VALVE
AIR FILTER
FLUSH AIR
SCOOP ,,t20.
TURBINE
COMPRESSOR
EXHAUST
t OVERBOARD
I
Figure 2-56. Manifold pressure is measured downstream of the supercharger and downstream of the throttle plate in
the fuel-air control unit for a turbo-supercharged, fuel-injected reciprocating engine. (Courtesy Cessna
Aircraft Co.)
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be the one at the top of this stack of engine instruments. The EPR gauge will be at the top of
the stack on some air carrier jets, and the N I tach
on other airplanes. Figure 2-57 shows the primary
engine instruments for an air carrier jet with Pratt
& Whitney engines. Figure 2-58 shows the primary
engine instruments for an air carrier jet with GE
engines.
Vibration Indicators
Aircraft with turbine engines often have a vibration
indicator system which monitors vibration from the
engines. Any significant imbalance in a turbine engine can cause serious damage due to the very
high rotational speeds of the rotors. Vibration
caused by an imbalance or other factors is indicated
to the crew in the cockpit so that they can take
appropriate action. The vibration indicator system
shown in figure 2-59 is typical of the type found
on modern jet airplanes. The sensor is a piezoelectric
crystal which produces an electrical signal when
it is vibrated. This signal is sent to a signal conditioner and then to the cockpit instrument to provide an indication of the amount of vibration at
the sensor location on the side of the engine.
and
Digital Systems
Logic Circuits
Logic circuits and microprocessors have made possible some of the very sophisticated electronic instruments and similar systems on modern aircraft.
They are used for many different applications from
relatively simple switching functions to complex
computer systems. Certain basic principles are involved in these advanced systems, and these will
be covered first.
1. Binary Numbers
The binary number system and binary codes are
the method used by logic gates to transmit and
process information. The word digital refers to the
use of binary numbers and codes. A simple example
of the concept of digital and analog type signals
is shown in figure 2-60. The values of voltage and
current in the circuits represent the digital and
analog systems. In a circuit with a variable resistor,
there are an infinite number of different values
for current flow. Another example of this would
be a simple fuel quantity system that uses a float
operated variable resistor. The resistor moves in
very small increments so that there are an infinite
number of different current flows that can occur
in the circuit. The circuit with the switch illustrates
the concept of digital values. The switch is either
Figure 2-57. Powerplant instruments for an air carrier jet with Pratt and Whitney engines that utilize an EPR gauge.
88
40 60 \
\ I /
0.....
\ %RPM
/ 80
cfe.--:
100
75.2
N1
40 \ 1 /60
0\ %RPM /80
40
60
\ I /
20\ %RPM /80
N2
Figure 2-58. Powerplant instrument layout for an air carrier jet with G.E. engines and the N1 tachs at the top of the stack.
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ANALOG CIRCUIT
7.7
SWITCH
DIGITAL CIRCUIT
TIME
CIRCUITS
CURRENT GRAPHS
Figure 2-60. An example of the difference between analog and digital. The circuit with the switch represents digital
because it has two conditions: on and off. The circuit with the variable resistor is analog because it can
have an infinite number of different current flows between maximum and minimum.
(b)
(a)
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2. Logic Gates
Logic gates can be thought of as the most simple
and basic building blocks for digital control systems.
NAND Gate
The NAND gate is shown in figure 2-66. Notice
the small open circle on the output side. This distinguishes it from the AND gate and also tells how
it works. The NAND gate is just an AND gate with
the ouputs inverted. This can be stated as: the
NAND gate produces a 0 output only when all the
inputs are 1.
NOR Gate
The NOR gate is shown in figure 2-67. The NOR
gate is an OR gate with the outputs inverted. The
truth table can be described as: the NOR gate
produces a 0 output when any input is 1. Notice
the small open circle on the output side which
distinguishes it from the OR gate.
f. EXCLUSIVE OR Gate
The Exclusive OR gate is shown in figure 2-68.
The truth table can be explained by the statement:
the Exclusive OR gate produces a 1 output whenever
the inputs are dissimilar. It is the only logic gate
with two inputs that has equal numbers of ones
and zeros in the outputs column.
An aircraft schematic using logic gates is shown
in figure 2-75. It is evident that in order to
B
0
A
0
AB
0
0
AB
11
>
B
0
0
0
0
0
0
0
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Amplifier or Buffer
The buffer or amplifier is shown in figure 2-69.
It produces no change in the logic state of the
input signal. It is used to amplify or increase signal
strength. It can also be used to isolate one part
of a circuit from another part of the same circuit
or from some other unit.
3. Integrated Circuits
The evolution of electronic circuit technology is
shown in figure 2-71(A) and figure 2-71(B). For many
C
0
(A)
A
B
Binary 1
+5V
+2V
+10V
OV
5V
Binary 0
OV
2V
+5V
5V
10V
Binary 1
OV
2V
+5V
5V
10V
Binary 0
+5V
+2V
+10V
OV
5V
Figure 2-70.
Example of positive logic.
Example of negative logic.
Figure 2-71
In the 1960s, transistors began to replace
vacuum tubes as a means to provide precise
control of electrical signals for amplifiers and
other electronic devices including computers.
An integrated circuit contains the equivalent of
many transistors on a small chip of silicon. Very
fine wires connect the chip to the outer pins.
93
Dip Standards
Integrated circuits (ICs) are manufactured in standard sizes and shapes. This means that ICs made
by different companies can be installed in the same
way and simplifies replacement. The DIP (dual inline
package) standard concerns the numbering of the
connector pins and the shape and size of the integrated circuit. A typical DIP integrated circuit is
shown in figure 2-72. With the notch at the top,
the connector pins are numbered down the left side
and then up the right side. The spacing of the pins
fits the standard pattern. The total number of pins
varies from about 8 to more than 40 depending
on the complexity of the integrated circuit. Logic
gates can be used for many different purposes. The
smaller ones can be used as high speed switches.
Adders and subtractors are used in a computer
to perform mathematical calculations. Clocks are
logic gates that supply a set frequency to synchronize
the operation of different units. Latches and flip-flops
are used for memory functions. A typical computer
contains many integrated circuits that perform a
variety of functions such as those mentioned here.
The latest air carrier jets have many different computers and digital systems on board the aircraft.
These many digital systems must have a rapid and
efficient way to communicate using binary coded
signals. ARINC 429 is the standard for Digital Information Transfer Systems that is used on these
airplanes. This standard specifies the use of a dual
digital data bus where the various units connected
will receive messages on both sections of the bus
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but only transmit on one of them. The type of message transmission is serial which means different
messages are sent in a series one after the other.
The messages are separated by time intervals. This
industry standard also specifies what coding systems will be used such as binary, binary coded
decimal and discrete. The standard length of an
ARINC 429 word is 32 bits as shown in figure
2-73. The use of ARINC 429 by the equipment
manufacturers permits the airlines and other users
to purchase electronic equipment from different
sources and know that the different units will be
compatible with each other.
BYTE 4
CNI
>1E
a.
BYTE 3
BYTE 2
0 0)
C')
BYTE 1
0
0) CO
-J
<
-J
ORDER OF TRANSMISSION
Figure 2-73. ARINC 429 is the industry standard for digital information transmission systems. An ARINC 429 standard
word contains 32 bits.
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e
PITCH TRIM
BUS BAR
SPEEDBRAKE
fr
L.E. FLAPS
e
THROTTLE
SWITCH
WOW
SWITCH
HORN
T.E. FLAPS
Figure 2-74. A simplified schematic of a takeoff warning system.
NUMBER 1 THROTTLE
ADVANCED
III
II
NUMBER 2 THROTTLE
ADVANCED
II
SLATS
NOT IN TAKEOFF POSITION
I I I
T.E. FLAPS
NOT IN TAKEOFF POSITION
I I I
SPOILERS
EXTENDED
01)
2 OR
AND
TO TAKEOFF
WARNING
HORN
GROUND
SENSING
RELAY
Figure 2-75. The takeoff warning system for an air carrier jet airplane. Logic gate symbols are often found on aircraft
schematics.
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STALL PROTECTION
COMPUTER
LATERAL
ACCELEROMETERS
NO.1
NO.2
STICK PUSHER
CONTROL
COLUMN
STICK SHAKER
ALTITUDE
TRANSDUCERS
NO.1 OUTBOARDS
Figure 2-76. The stall warning system for a corporate jet airplane that employs vane-type angle-of-attack sensors.
(Courtesy Canadair Group, Bombardier Inc.)
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PADDLE
POTENTIOMETER
SHAFT
PADDLE
CHAMBER
P. Annunciators
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FAR 23.207
Stall Warning
A. There must be a clear and distinctive stall
warning with flaps and landing gear in any
normal position in straight and turning flight.
DOORPOST COVER
HORN
REED
ADAPTER
SCOOP
FELT SEAL
7. ADJUSTABLE PLATE
Figure 2-78. The components in a vibrating reed stall warning system. (Courtesy Cessna Aircraft Co.)
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FAR 23.729
Retractable Landing Gear
There must be a position indicating system
for extended and retracted.
Warning system.
There must be a warning if one or more
throttles are retarded and the landing gear
is not down arid locked.
There must be a warning when the flaps
are extended to or beyond the approach
flap setting and the landing gear is not
down and locked.
FAR 91.219
Altitude Alerting System or Device
Turbojet-Powered Civil Airplanes:
1. No person may operate a turbojet powered
civil airplane unless it is equipped with an
altitude alerting system or device that:
FAR 23.1203
Fire Detector System
STAGNATION POINT
FAR 23.1303
Flight and Navigation Instruments
The following are required flight and navigation
instruments:
E. A speed warning device for:
Turbine engine powered airplanes
Other airplanes for which Vmo/Mmo and
Vd /Md are established under FAR 23 if
Vmo/Mmo is greater than 0.8 Vd / Md.
FAR 23.1353
Storage Battery Design and Installation
g. Nickel cadmium battery installations capable
of being used to start an engine or auxiliary
power unit must have:
Figure 2-79. The electrically powered stall warning system for a small airplane that uses a vane
operated switch.
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2. Will alert the pilot upon approaching a preselected altitude in either ascent or descent,
by a sequence of both aural and visual signals
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CHAPTER III
Communication and Navigation Systems
The avionics and radio equipment found in aircraft
has seen more change and advancement in recent
years than any other part of the aircraft. Most of
these changes have resulted from the same technology that has produced personal computers and
a world wide telecommunications industry. Although early radios were in use prior to World War
I, it is only since the 1940s that extensive use
has been made of radios for communication and
navigation in all types of aircraft. The basic VHF
communications and navigation systems that are
used in aviation were developed in the 1940s, but
the introduction of newer systems has been increasing dramatically in recent years. This chapter
will cover the types of avionics equipment that are
already in widespread use and the latest developments that are only beginning to be installed on
airplanes. Most of the systems described utilize radio
waves, so we will begin with the fundamentals of
radio systems.
A. Radio Fundamentals
The basic components found in radios and the
operating principles involved will be explained here
so that the specific aircraft avionics systems
described later can be understood more easily.
2. Electromagnetic Waves
a. Frequency Bands
The range and diversity of electromagnetic waves,
or EM waves, is very broad. The entire spectrum
of EM waves includes not only radio waves but visible
light, gamma rays, infrared, etc. The range of radio
wave frequencies that we will be involved with is
illustrated in figure 3-1. The frequencies are divided
into bands which, starting at the low end, are: very
low frequency (VLF), low frequency (LF), medium frequency (MF), high frequency (HF), very high frequency
(VHF), ultra high frequency (UHF), super high frequency (SHF) and extremely high frequency (EHF).
Common aircraft radio systems are included on the
right side in figure 3-1. Notice that there is an aviation
application for all of the bands except EHF. The two
common radio broadcast bands are also listed for
purposes of comparison.
Approach Aids A specialized type of navigation to guide an aircraft down to the runway
in bad weather.
The wavelength of EM waves is often used in describing antennas and other radio components. The
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3 KHz
OMEGA 10-14 KHz
VERY LOW
FREQUENCY
(VLF)
30 KHz
MEDIUM
FREQUENCY
(MF)
3 MHz
30 MHz
.....
MARKER BEACONS
75 MHz
VERY HIGH
FREQUENCY
(VHF)
VHF COMM
300 MHz
GLIDESLOPE
DME
ULTRA HIGH
FREQUENCY
(UHF)
118-137 MHz
328-336 MHz
960-1215 MHz
SUPER HIGH
FREQUENCY
(SHF)
30 GHz
EXTREMELY HIGH
FREQUENCY
(EHF)
300 GHz
Figure 3-1. Radio frequency chart showing the operating frequencies of common aircraft systems.
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VARYING
ELECTRIC
FIELD
VARYING
MAGNETIC
FIELD
DOT
DOT
DOT
DASH
TRANSMITTING
ANTENNA
RECEIVING
ANTENNA
TRANSMITTER
HEADSET
RECEIVER
MICROPHONE
LOUDSPEAKER
of a simple voice radio system. A microphone converts sound waves to electrical signals that are combined with the carrier wave using AM or FM
modulation. The receiver picks up the modulated
carrier wave and then separates out the audio frequency using a demodulator. The audio output of
the demodulator drives a speaker or headset to
reproduce the sound waves that were picked up
by the microphone in the transmitter. Current radio
systems use a number of different types of modulation, the two most common being amplitude modulation (AM) and frequency modulation (FM). When
amplitude modulation is used, the intensity or
amplitude of the carrier wave signal is varied up
111,6,411.411,41,
THE CARRIER IS A HIGH-FREQUENCY
ALTERNATING CURRENT.
(A)
011111
reireln
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... p. NOSPHER
.:::::...::.:::.
".
ry
:.:-.-.
OF
...A. 0,,
IT
RADIO
STATION
GROUND WAVE
(A)
RADIO
STATION
SKY WAVE
(B)
::::IONOSPHERE
RADIO
STATION
SPACE WAVE
(C)
Figure 3-7. The propagation characteristics of ground waves, sky waves and space waves.
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CLASS A
AMPLIFIER
Cl
7.-
CLASS B
AMPLIFIER
ACC
CLASS C
AMPLIFIER
(C)
A 411. w ...n
ill III
OUTPUT
w
CRYSTAL
IC I
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1
0
1V
1.5V
s-1
2V -
(A)
1
1V -
2V
JJ
(B)
+ 2V -
+ 1V -
n.n
1V -
\ -0
2V -
(C)
Figure 3-12. Examples of different modulation rates.
50%
100%
(C) Over 100%
110
AM modulation. Most radio transmitters are adjusted to about 90-95% modulation to provide a
little margin to prevent distortion. Shouting into
a microphone when using a radio can cause overmodulation and should be avoided.
Filters
A filter is used in a radio circuit to remove or filter
out unwanted frequencies. The signals that are
processed by the circuits in a radio often have additional frequencies present that are not needed.
If the proper filter is installed, it will filter out the
frequency or frequencies that are not wanted. A
filter is usually made up of an arrangement of inductors and capacitors as shown in figure 3-13.
A low pass filter will remove all frequencies above
a certain value and pass the low ones. A high pass
filter does the opposite. If a range of frequencies
must be blocked, a band reject filter will be used.
A bandpass filter will allow a certain band of frequencies to go through and block frequencies either
above or below that range.
Antennas
An antenna is a device that transforms electrical
signals into EM waves in the case of a transmit
antenna, or transforms EM waves into electrical
signals in the case of a receive antenna. Depending
on the particular radio system involved, an antenna
may be used for transmit only, receive only, or
both. The maintenance, inspection and installation
of antennas is usually the responsibility of the
airframe technician since they are attached to the
structure or skin of the aircraft. Antennas often
have general names that describe some of their
A
M
P
S
ANTENNA
A
GROUND PLANE
MINIMUM
RADIATION
MAXIMUM
RADIATION
INNER INSULATOR
BRAID
OUTER
JACKET
Figure 3-18. Coaxial cable is used to carry radio frequency electrical signals between radios
and antennas.
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Tuning Circuits
An antenna will intercept many different EM waves
of different frequencies so some method must be
used to separate out the desired frequency. The
tuning circuit performs this function. A simple
tuning circuit is shown in figure 3-21, it consists
of a variable capacitor and an inductor in parallel.
As the tuning knob is rotated on the radio, it moves
the variable capacitor until the resonant frequency
of the circuit matches the frequency of the desired
station. This signal is passed into the radio and
the other frequencies are blocked out. A better type
of tuner which is found on most modern radios
uses a frequency synthesizer which contains a number of crystals that can be combined to match the
desired frequency. The basic operation of a frequency synthesizer is shown in figure 3-22. Each
crystal has a particular frequency and by using
switches the crystals can be combined to produce
many additional frequencies. When two frequencies
are combined, two new frequencies are created that
are equal to the sum and the difference of the
two frequencies. By using this technique, hundreds
of frequencies can be created using a relatively small
number of fixed frequency crystals.
Transmitters
The components that have been described will be
combined in a block diagram to see how they work
together. A voice radio transmitter is shown in figure
3-23. The microphone changes the sound waves
of a human voice into AF signals that are amplified
and then sent to the modulator. The oscillator in
IC(
4111,
II Ft-
111111111I+
B
111
CRYSTALS
Figure 3-22. The frequency synthesizer is a crystal controlled tuning device found on many modern radios and other electronic units.
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ANTENNA
POWER
AMP
1/2 RF
FREQUENCY
BUFFER
AMP
OSCILLATOR
FREQUENCY
FREQUENCY
DOUBLER
MODULATOR
SPEECH
AMP
MICROPHONE
RF
AMP
MIXER
11.4 MHz
11.4 MHz
IF
AMP
IF
AMP
LOCAL
OSCILLATOR
DETECTOR &
DEMODULATOR
AF
AMP
SPEAKER
500 OHMS
Figure 3-24. Simplified block diagram of a superheterodyne VHF voice radio receiver.
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ATC. A transponder with Mode C automatic reporting of aircraft pressure altitude is also required
in all ARSAs.
(d)
Two microphones.
C. Intercom and
(e)
Minimum Equipment Requirements for IFR
Interphone Systems
Two-way radio communications and navigation equipment appropriate to the ground facilities that will be used.
At and above 24,000 ft. MSL; approved DME
(distance measuring equipment).
FAR 91.511
Large and turbine-powered, multi-engine
airplanes, if operating over water more than 30
THIN STEEL
DIAPHRAGM
PERMANENT
MAGNET CORE
/1
AUDIO
FREQUENCY
AC
Hi
A
I 1 COM 2
0
TEST
1 NAV 2
Intercom and interphone systems are not radio systems, they use audio signals to permit communication
between various points in and around the aircraft.
The two systems operate in a similar manner, the
difference is who uses the systems and where the
phone jacks are located. The intercom system is used
for voice communications from one point to another
within the aircraft. Large aircraft have intercom systems so that the cockpit crew can communicate with
the cabin crew and vice versa. On small airplanes,
the intercom is used to communicate within the cockpit area and is needed because of noise in the cockpit
area. The interphone system permits conversation
between the cockpit and someone outside the aircraft,
usually maintenance or service personnel. The operation of intercom and interphone systems is the same.
Phone jacks are available at different locations where
a handset or headset can be connected. The handset
or headset contains a microphone, a small speaker
and a push-to-talk switch (PTT). The phone jacks
and wiring are connected to an audio amplifier so
that the volume can be controlled. Switches are available to select the desired system and a ringing system
like that of a telephone is used for alerting the other
party. On larger aircraft, a PA (passenger address)
system is included so that announcements can be
made to the passengers by the flight crew or cabin
crew. Figure 3-27 shows the interphone system for
C2 AUX
MKR ADF DME AUX IONIC; Li EU
PHONE
M A, )30
Figure 3-26. An audio control panel performs the switching functions between radios and the microphones and
speakers. (Courtesy Terra Corp.)
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D. Communications Radios
There are a number of different radio communications systems available for aircraft use. They differ
primarily in the frequencies used and the type of
communication involved. The most important use
of communications radios is for Air Traffic Control
since the controllers need to be in contact with
the pilots to give necessary instructions. The general
trend since the 1930s has been the use of higher
frequencies and the development of specialized communications for other than ATC purposes.
1. HF Communications
Up until the 1940s, most aircraft radio communications utilized frequencies in the LF, MF and HF
bands because suitable equipment was not available
to use higher frequencies. Aircraft HF radios operate
on frequencies between 2 and 30 MHz. The only
modern aircraft that carry HF comm radios are
those that operate long distances over water or
in the remote regions of the earth. Air carrier jets
and bizjets that routinely fly the Atlantic and Pacific
oceans will have HF comm radios for ATC purposes.
The HF comm radios have a maximum reception
range of about 1,500 to 2,000 miles compared to
a maximum of about 250 miles for VHF comm.
The reception range of VHF comm radios is restricted
to line-of-sight distances as shown in figure 3-28.
The probe and flush mount antennas used for HF
comm require a special antenna tuning and coupling
device. This is automatically repositioned each time
a new frequency is selected in order to tune the
antenna for that particular frequency. Smaller
aircraft with HF comm will use a long wire antenna
that usually extends from a wing tip up to the
vertical fin. Up to the 1960s, many aircraft used
a long wire trailing antenna which extended out
the aft fuselage of the airplane. This antenna could
be run in and out to select the proper antenna
length. It is not suitable for high speed aircraft,
so it is little used today. HF comm radios utilize
ground and sky waves to achieve their greater reception range. Aircraft HF transmitters produce an
output power of 80-200 watts which is much higher
than the output power typically found with VHF
transmitters. This is necessary to achieve long distance communication. A disadvantage of HF is that
it is more affected by atmospheric interference than
2. VHF Communication
The use of frequencies in the VHF band for aircraft
communication was developed in the 1940s. VHF
provides much clearer reception and is much less
affected by atmospheric conditions. EM waves in
the VHF band are space waves so that the reception
range is limited to line-of-sight distances. At 1000
ft., the reception range is about 30-40 miles. The
maximum reception range using ground based stations is about 250 miles at altitudes above 35,000
ft. Much less power is required for VHF than for
HF comm. Aircraft VHF transmitters have an output
power of 5-20 watts. The standard radio communications system in the U.S.A. for ATC purposes
is VHF. This is also true for most other countries
of the world. The International Civil Aviation Organization (ICAO) has designated VHF as the standard radio communication system for ATC purposes
over land.
The range of frequencies used for VHF comm
is 118-137 MHz using AM modulation. In the 1950s,
an aircraft VHF comm radio could tune only 90
channels or different frequencies. Later the separation between channels was reduced to produce 360
channels. Modern VHF comm radios have 720 or
760 channels available. The spacing between channels is now 25 kHz, so that adjacent usable frequencies would be 120.15, 120.175, 120.20 etc.
The latest models of aircraft VHF comm radios use
lighted displays that employ LEDs (light emitting
diodes), LCDs (liquid crystal displays), or gas discharge tubes. Figure 3-29 shows a complete set
of radios that might be found on a typical general
aviation airplane. The radios use lighted displays
for the frequencies and other information that is
needed. The use of lighted displays and crystal
controlled tuning has eliminated the complex
switching systems employed on earlier tuners. The
modern radio displays two different frequencies,
the one on the left is the active frequency and
the one on the right is the standby frequency that
is held in memory. This is a very nice feature which
allows the pilot to switch the two numbers in the
display by simply pushing a transfer button. The
transfer buttons can be seen in figure 3-29 on
the VHF comm and NAV radios. Technicians should
be familiar with the use of aircraft radios for
troubleshooting purposes and also because they
might have to taxi an airplane which may require
the use of the radio. The antennas used with VHF
comm are Marconi 1/4 wave monopoles that use
117
PILOTS
CO-PI LOTS
HEADPHONES
& BOOM MIC.
OXYGEN
MASK
DME 1
PILOTS AUDIO
CONTROL UNIT
HEADPHONES
& BOOM MIC
OXYGEN
MASK
CO-PILOTS AUDIO
CONTROL UNIT
DME 2
A
VOR/LOC
CO-PI LOTS
PTT SWITCH
PILOTS
PTT SWITCH
NAV 1
MKR
VOR/LOC
NAV 2
MKR
1110ND-
1111.
ADF 1
AUDIO
FLIGHT DECK
SPEAKERS
ELECTRONICS
UNIT
VHF 1
VHF 2
r-
r
I
AURAL WARNING
SYSTEM
VHF 3
--- - -I
HF 1
HIE
HF 2
roe-
NOSEWHEEL BAY
INTERPHONE
ADF 2
AVIONICS BAY
INTERPHONE
APU
INTERPHONE
r
GPWS
I
tI
r
PA
rn- - -
OBSERVER
INTERPHONE
INPUTS/OUTPUTS
PROVISIONED FOR
Figure 3-27. The intercom and interphone system for a corporate jet. The external interphone jacks are shown in the
lower right. (Courtesy Canadair Group, Bombardier Inc.)
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Radiotelephone
Aircraft often carry a radiotelephone system which
is somewhat similar to the portable cellular phone
available for cars. It employs radio signals to permit
telephone calls to be made from the aircraft in
flight. The frequencies used are 450-500 MHz in
the UHF band. The antenna used is a Marconi
antenna of a slightly different shape and size compared to a VHF comm antenna.
SATCOMM
A very recent development in aircraft systems is Satellite Communications or SATCOMM. A UHF radio is
installed in the aircraft to communicate with commercial satellites in orbit overhead. To date, it is
being used primarily for telephone calls from bizjets
and air carrier jets. It is beginning to be used for
datalinks from an aircraft in flight to the airline computer system. This permits monitoring of the progress
of the flight and the status of the aircraft systems.
In the future, SATCOMM will be used to replace HF
comm for communications and ATC purposes for
aircraft over the oceans or remote areas. The equipment currently available is very expensive, usually
costing hundreds of thousands of dollars. The antenna
used with SATCOMM is a special type that must
be installed on the top of the aircraft.
5. Selcal
Selcal is an abbreviation of selective calling, a special
communications system for air carrier aircraft. Selcal is not a separate radio system, it is a piece
AT LOWER
ALTITUDE CANNOT
COMMUNICATE
WITH VHF
LOW FREQUENCY
GROUND WAVE
Figure 3-28. Example of the line-of-sight restriction that applies to VHF and other space wave transmissions.
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E. Emergency Locator
Transmitters (ELTs)
The ELT is a self-contained transmitter that is
designed to help locate an airplane after a crash.
A typical ELT with its antenna and coaxial cable
is shown in figure 3-31. It is required on most small
airplanes, but is not required on air carrier jets and
bizjets. The ELT is battery powered and is automatically turned on by crash forces. It will transmit a
special swept tone for 48 hours on two different emergency frequencies. The two frequencies are 121.5 MHz
and 243.0 MHz; 121.5 is the civilian emergency frequency and 243.0 is the military emergency frequency.
The transmitter is activated by an acceleration
operated switch when a rapid deceleration force is
applied along the longitudinal axis of the aircraft.
The ELT must be installed as far aft as possible
but in front of the tail surfaces since this area has
been shown to remain intact in most airplane crashes.
The batteries in the ELT must be replaced or recharged
at specific intervals as required by the FARs. There
are times when an aircraft technician may need to
test an ELT so he should be familiar with the procedure. If possible, the ELT should be tested with
MODE
FAR 91.207
Emergency Locator Transmitters
No person may operate a U.S. registered civil
airplane unless it meets the applicable requirements
listed below for ELTs.
Each emergency locator transmitter must be
in operable condition and meet the requirements of TSO-C91 or TSO-C91A and it must
be installed as far aft as practicable.
Batteries used in the ELT must be replaced
or recharged as appropriate:
When the transmitter has been in use for
more than one cumulative hour; or
When 50% of the useful life has expired.
ITMEA
titimikv
oSS,,v0111
MOPE
OSSIVOR
711NAV
t IM E
Figure 3-29. A typical set of radios and associated equipment for a small airplane. The VHF corn and na y radios show
both active and standby frequencies. (Courtesy Terra Corp.)
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H.F.
1
H.F.
2
V.H.F
1
V.H.F.
2
VHF
3
Self test
0
Reset
(5 wires)
Code
select
(4 x 4
wires)
Self test
Lamp
drive
(5 wires)
V.H.F. 1
V.H.F. 2
V.H.F. 3
Decoder
H.F. 1
H.F. 2
Lamp
switches
Interrupter
circuit
Channel
amps
0
Chime
switch
To
chimes
Supply
Figure 3-30. A typical SELCAL decoder unit showing the connections to the VHF and HF com radios.
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FAR 91.609
Flight Recorders and Cockpit Voice Recorders
Multi-engine turbine powered airplanes or rotorcraft with 10 passenger seats or more manufactured after October 11, 1991 must have
a digital flight data recorder with 8 hours storage.
After October 11, 1991, multi-engine turbine
powered airplanes and rotorcraft with 6 passenger seats or more and with a required minimum flight crew of 2 pilots must have an
approved cockpit voice recorder with minimum
storage of 15 minutes.
3. If an accident or incident occurs, the operator
must hold the data 90 days or longer if requested.
FAR 91 Appendix E
Flight Recorder Specifications
The flight recorder required for certain aircraft
under FAR 91.609 must record the following items:
Airspeed.
Altitude.
Magnetic Heading.
Vertical Acceleration.
Longitudinal Acceleration.
Pitch Attitude.
Roll Attitude.
Pitch Trim Position.
N I , EPR or Prop
RPM
and Torque.
Vertical Speed.
Angle of Attack.
Autopilot Engagement.
TE Flap Position.
LE Flap Position.
Figure 3-31. An ELT transmitter for small airplanes with
the antenna and coaxial cable.
Reverse Thrust.
Spoiler/Speedbrake Position.
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Figure 3-32. Large commuter aircraft and air carrier jets have a Cockpit Voice Recorder and Flight Data Recorder
installed in the aft section of the fuselage.
G. Navigational Systems
There is a much wider variety of navigational systems available to aircraft than communications systems. There is a wide range of capabilities for the
various systems and some of them are very specialized. Some of them have been around for 50
years and others are much newer. We will start
with a brief description of a NAV system that is
now obsolete. A basic understanding of this older
system will make clearer the greater capabilities
of more modern NAV systems.
\
/
/
/ /
/
CONE OF
SILENCE
CLEAR "A"
SIGNAL
BISIGNAL
ZONE
ON COURSE
SIGNAL
/ /
\ \
/
z /
z
/
CLEAR "N" SIGNAL
/
/
/
/
.\
r1
MINIMUM
POSITION
MAXIMUM
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90
180
270
*I
360
I
I,
Jr4
.1111
Figure 3-36. When the signals from the loop and sense
antennas are combined, the ambiguity
problem is eliminated.
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LUBBER
OFF-WARNING
LINE
FLAG
MODE SELECT
SWITCHES
Figure 3-38. The RMI can display either ADF or VOR radio navigational information. (Courtesy Canadair Group,
Bombardier Inc.)
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Distance Measuring
Equipment (DME)
The military services have their own radio navigation
system which operates on principles similar to those
of VOR. The system is known as TACAN (Tactical
Air Navigation) and it uses signals in the UHF band.
An additional feature of TACAN that is not a part
of the VOR system is the use of distance measuring
equipment as an integral part of TACAN. The DME
portion of TACAN is used by civilian aircraft to augment the information available from the VOR. The
VOR and TACAN transmitters are usually located
at the same ground sites and referred to as
VORTACs. The frequencies utilized by DME are in
the range of 960-1,215 MHz. The basic operation
of DME is illustrated in figure 3-40. The airplane
DME transmitter sends out a pulse signal in all
directions. This is referred to as the interrogation.
When a DME ground station receives a valid interrogation from an aircraft, it sends back a reply
after a fixed delay of 50 microseconds. The aircraft
DME equipment measures the travel time for the
signals to be sent and received back, and calculates
the distance in nautical miles. The distance information is displayed on an indicator in the cockpit
for the pilots. The distance measurement given by
DME is a slant range distance so some error will
result from the altitude of the aircraft. The amount
of difference between slant range distance and
horizontal or map distance is normally small and
the error can be ignored. If the aircraft is at a high
altitude and almost directly over the DME ground
site, the error will be at its greatest. For example,
if the aircraft is directly over the DME site and
18,000 ft. above it, the DME will indicate 3 nm
(1 nm = 6,080 ft.). With the use of microprocessors,
a modern DME can give other indications in addition
to distance. If the DME distance is known, then
groundspeed and time to station can be found
through mathematical calculations. The pilot can
select which readout is needed; distance in nautical
miles, groundspeed in knots or time-to-station in
minutes. Due to the fact that most DME ground
sites are located in the same place as a VOR, the
two radios are tuned at the same time. When the
pilot selects the proper frequency for the VOR that
is being used, the DME equipment is tuned automatically to the proper DME channel.
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6. Transponders
The transponder equipment found on aircraft is
designed to make it easier for air traffic controllers
to identify specific aircraft so that they can prevent
mid-air collisions and provide guidance to the
aircraft. The transponder is a device which is related
to radar, so we will begin with a short history
of the use of radar to identify aircraft. The use
of radar to locate aircraft in flight dates back to
the 1930s. The principle used is called primary
radar or echo location radar. The radar transmitter
sends out a brief pulse of EM waves which travel
outward at the speed of light and bounce off the
metal parts of an airplane. The reflected energy
or echo is received back at the radar site where
it produces a spot of light on the radar scope.
The problem with this primary radar is that all
the blips on the radar scope look the same. During
World War II, a system was developed to make
it easier to distinguish the friendly aircraft from
DISTANCE READOUT
DME ANTENNAS
DME
1 2 3!51
,,..n
NAUTICAL MILES /
Indicator
Control Panel
Figure 3-40. The operation of the DME radio system using pulse signals.
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operation of the primary and secondary radar systems is shown in figure 3-42. The coded signal
received at the radar site from the aircraft permits
it to be identified. In the years since World War
II, both primary and secondary radar have been
adapted for ATC purposes. Transponder is the
name of the secondary radar equipment installed
on aircraft.
VOR DME
SLT
VOR/DME
JFK
c41
EWR
DAD
VOR DME
JFK
WAYPOINTS
EWA
Figure 3-41. The use of RNAV equipment permits direct flights using way points.
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cr===.- '
N
A
ATC
\\
1/
ICIIIIPSR Reflection
\
\-
\\
A\
\\A
\\\
\\
\\
SSR Interrogation
PSR
ATC RADAR
ANTENNAS
TYPICAL ATC REPLY
NO ATC REPLY
ATC RADAR TRANSMITTER
RECEIVER
Ground Surveillance
Radar Scope
Figure 3-42. Both primary and secondary radar are used for Air Traffic Control purposes.
-Lit:--
20.3 microseconds
IDENTIFICATION PULSE
Figure 3-43. The reply from an aircraft transponder uses
binary coded pulses of very short duration.
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FAR 91.171
VOR Equipment Check for IFR Operations
(a) No person may operate a civil aircraft under
IFR using the VOR system of radio navigation
unless the VOR equipment of that aircraft:
1 Is maintained, checked and inspected
under an approved procedure; or
2. Has been operationally checked within the
preceding 30 days and was found to be within
the limits for bearing error set forth below.
FAR 91.413
ATC Transponder Tests and Inspections
No person may use an ATC transponder that
is required by the rules of this Chapter unless
it has been tested and inspected within the
preceding 24 calendar months and meets the
requirement of Part 43 Appendix F.
FAR 91.215
ATC Transponder and Altitude Reporting
Equipment and Use
(a) TSO requirements
1. Loran C
The first Loran system was developed in the 1940s
by the U.S. Navy for use by ships. Modifications were
made to produce Loran A, B, C and D. Loran C
is the only one that has any large scale use by aircraft.
All the early transmitter sites were located along
coastlines since it was a system for ships. Starting
about 30 years ago, pilots of privately owned airplanes
began modifying Loran C units from boats and ships
for aircraft use. The system has been improved and
newer equipment is now available that make Loran
C a very useful radio navigation system. Within the
last several years new ground sites have been installed
Figure 3-44. Long range navigation systems define aircraft position in terms of latitude and longitude.
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SLAV E
X
X-2000
Is -3000
01111111111F,
COMMON
MASTER
X -Z
ti
o00
SLAVE "Y"
Figure 3-45. A Loran C chain consists of one master station and two or more slave stations.
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2. Omega
The Omega radio navigation system was developed
by the U.S. Navy for use by ships and aircraft.
There are only eight Omega transmitter sites scattered around the earth, but they provide worldwide
coverage. The maximum usable reception range is
approximately 10,000 miles. The signals are transmitted in the VLF band by powerful ground based
transmitters. Each ground station transmits on
several different frequencies between 10 and 14 kHz
in a repeating pattern. The transmissions from the
eight stations are sequenced so that two different
stations don't transmit on the same frequency at
the same time. The accurate timing required for
this is maintained by atomic clocks. When an aircraft
Omega receiver is turned on, it automatically selects
the strongest signals for navigational use. The
processing of signals is performed by computers
and the display of position and guidance information
OMEGA STATIONS
Frequency
Latitude Longitude
No. Location
Latitude Longitude
(kHz)
Pwr (KW)
6625'N
1308'E
Maine
4439'N
6717'W
17.8
1026
618'N
1040'W
Japan
3458'N
13701'E
17.4
48
2124'N
15750'W
Washington
4812'N
12155'W
18.6
124
4622'N
9820'W
Hawaii
2126'N
15809'W
23.4
588
La Reunion
2058'S
5517'E
Maryland
3860'N
7627'W
21.4
588
4303'S
6511'W
Australia
2149'S
11410'E
22.3
989
Australia
3829'S
14656'W
Great Britain
5222'N
0111'W
16.0
40
Tsushima, Japan
3437'N
12927'E
Aldra, Norway
Monrovia, Liberia
Figure 3-46. There are eight Omega transmitter sites that provide world-wide coverage. The seven VLF stations can be
used as back-ups.
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5. Satellite Navigation
The latest development in long range navigation
systems is the use of satellites in earth orbit. Two
TORQUER
TO INS
COMPUTER
>AMPLIFIER
4. Doppler Navigation
The Doppler navigation system does not rely on
the reception of radio signals from ground based
transmitter sites, but it does use radio waves.
The Doppler system uses radar beams that are
projected downward and received back at the
aircraft after they have bounced off the surface
of the earth. The frequency commonly used is 8.8
ACCELERATION
FORCE
NULL
POINT
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AZIMUTH
SYNCHRO
INNER
ROLL
GIMBAL
AZIMUTH TORQUE
MOTOR
PITCH
Al SYNCHRO
Z PLATFORM
INS ROLL
AXIS Nr'''n
PITCH
211Pr AXIS
PITCH
GIMBAL
OUTER ROLL
SYNCHRO
INNER ROLL
TORQUE MOTOR
INNER ROLL
RESOLVER
OUTER ROLL
TORQUE MOTOR
SYNCHRONOUS
MOTOR
ROLL AXIS
ALIGNMENT
SURFACE
OUTER ROLL
GIMBAL
PITCH TORQUE
MOTOR
Z ACCELEROMETER
YAW
AXIS
Z GYRO
X-Y PLATFORM
+ PITCH
CO-ORDINATE
RESOLVER
X-Y PLATFORM
RESOLVER
- ROLL
X GYRO
Y ACCELEROMETER
Illf X ACCELEROMETER
Y GYRO
(A)
CDU
(B)
+ AZIMUTH
HSI
Figure 3-48.
The gyro stabilized platform of INS accelerometers.
The keyboard and controls for the INS system and the HSI which can be used to display INS navigational
information.
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I. Instrument Landing
System (ILS)
An instrument approach procedure is a method
used to guide an aircraft to an airport runway for
ANODE
READOUT DETECTOR
LIGHT
BEAMS
MIRROR
(1 OF 3)
-41F-CATHODE
L
GAS DISCHARGE
REGION
CORNER
PRISM
PIEZOELECTRIC
DITHER MOTOR
ANODE
Figure 3-49. A laser beam !RU (inertial reference unit) which uses laser beams to replace conventional gyros for an INS
navigation system.
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Figure 3-50. The orientation of the four radio beams projected from the bottom of the aircraft by a Doppler navigation
system.
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MEDIAN SPACING
IF VEHICLE WERE
STATIONARY
SOUND WAVES
EQUALLY BUT
WIDELY SPACED
SOUND WAVES
EQUALLY AND
DENSELY SPACED
II
NI:11)))i))111114
VEHICLE
APPROACHING
VEHICLE
DEPARTING
N
N
N
N
N
N
N
/
\ /
7/in
Figure 3-52. When using satellite navigation, the aircraft usually needs to communicate with four satellites for accurate
information.
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beacons transmit on 75 MHz so different modulations must be used to identify the inner, middle
and outer markers. The aircraft receiver does not
need to be tuned and in fact is often turned on
automatically with the electrical system. The outer
marker is modulated with a frequency of 400 Hz
and a Morse code sequence of dashes. It also causes
a blue light to illuminate in the cockpit so it can
be identified by sound or with the blue light or
both.
The middle marker is modulated with a frequency
of 1300 Hz and a sequence of Morse code dots
and dashes.
The amber indicator light comes on over the middle marker. The inner marker is not used with
all ILS systems. It uses a modulation of 3000 Hz
and a sequence of Morse code dots. The white light
comes on over the inner marker. The three marker
beacon indicator lights can be seen on the left side
of the audio control panel in figure 3-26.
Some ILS systems place an. NDB type transmitter
at the outer or middle marker locations. These make
it easier for the pilot to navigate to the proper location to begin the approach. These are examples
of what are called transitional navigational aids.
When an NDB transmitter is associated with a
marker beacon location, it is called a compass
locator. The pilot would tune it in on his ADF receiver
and follow the indications as he would for any NDB.
The signals produced by the localizer system are
projected in opposite directions so that the localizer
is usable from either direction as shown in figure
3-57. The course that is used with the ILS is called
the front course and the other is called the back
course. The glideslope is projected in one direction
150 Hz
90 Hz
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INNER MIDDLE
RUNWAY
.3
NM
.6
NM
OUTER
5
NM
Figure 3-56. The marker beacon transmitters send signals upward which provide indications in
the cockpit of distance to the runway.
RUNWAY
::::: . : . : : '
BACK
COURSE
FRONT
COURSE
J. Microwave Landing
System (MLS)
The microwave landing system is a recently
developed precision approach system that is in
limited use at this time with about eight systems
in service in the U.S. The MLS was designed to
overcome some of the problems with ILS. A major
problem with ILS is that not enough frequencies
are available to install the system in all the places
it might be needed. ILS is affected by some bending
of the beams by obstructions and can only have
one glidepath angle that all aircraft must use. The
MLS transmitters operate at frequencies between
5.0 and 5.1 GHz. Many new frequencies are available
in this range and the signals do not suffer the
same kind of interference or bending that affects
ILS signals. The principle of operation of the MLS
is called a time referenced scanning beam system.
K. Radar Altimeter
The radio altimeter or radar altimeter is a system
which measures the aircraft's height above ground
level (AGL) with an accuracy of about 5 ft. A conventional altimeter is not that accurate and it
measures MSL not AGL altitude. The usable range
for a radar altimeter extends up to 2,500 ft., but
it is mainly used during instrument approaches in
bad weather. The basic Category I ILS minimums
are 200 ft. ceiling and 1/2 mile visibility. There are
other categories of ILS with lower minimums. A
Figure 3-58. The MLS system has two scanning beams. The lateral beam that scans side to side is shown here.
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BEAT FREQUENCY
MODULATOR
COUNTER
TRANSMITTER
RECEIVER/MIXER
Indicator
Figure 3-59. The aircraft radar altimeter system is also called a radio altimeter.
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M. Weather Radar
A radar weather unit is another piece of equipment
which is required for all air carrier jets and is common on many other types of aircraft. Aircraft weather
radar is a pulse radar that typically operates at
9.375 GHz. The radar antenna is installed on the
front of the aircraft where it sends out brief pulses
of radar frequency EM waves in order to locate
and avoid thunderstorms. There must be something
present in a thunderstorm which will reflect the
radar pulse. Clouds are invisible to radar, but ice,
hail and especially rain will reflect the energy back
to the aircraft radar antenna. The strength of the
return is affected by the size of the raindrops and
the rainfall intensity. Color radars use different colors for different intensity levels. Green, yellow and
red are often used with red indicating the highest
intensity of rainfall.
Radar signals can also be reflected from the
ground and the radar system can be used to locate
surface features on the earth below. This mapping
feature is especially effective when used to pick
up well defined coastlines.
Weather radar is called a pulse radar system
because it transmits very brief pulses of energy.
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ANTENNA
11
\Tr -I- 088E1A-
Figure 3-61. The major components of a weather radar system. (Courtesy Canadair Group, Bombardier Inc.)
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N. Stormscope
The Stormscope is a weather avoidance system that
uses completely different methods to locate
thunderstorms than a radar system. The Stormscope is designed to receive the radio frequency
EM waves produced by lightning discharges. It uses
a directional antenna system similar to that used
by the ADF equipment. In fact in some cases it
is possible to connect the Stormscope to the aircraft
ELECTRONS
RECEIVER-TRANSMITTER UNIT
WAVEGUIDE
ANODE
HEATED
CATHODE
RADAR ANTENNA
CAVITIES
Figure 3-62. A cavity magnetron produces the powerful
SHF band EM waves for a weather radar
transmitter.
Figure 3-63. Waveguide is used to carry the radar frequency energy between the R/T unit and the
antenna in a weather radar system. (Courtesy Piper Aircraft Co.)
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of collisions between aircraft is the primary responsibility of the ATC system. This TCAS system was
developed because both the FAA and the airlines
were interested in having a system which would
display collision threats to the pilots. This type
of equipment is being installed at the present time
in air carrier jets. About half of them have had
the equipment installed already. The TCAS equipment uses some of the same equipment and principles as the transponders discussed earlier. The
TCAS equipment on the aircraft includes a computer, a display screen in the cockpit and a directional antenna system. The unit sends out
interrogations in all directions around the TCAS
aircraft. Any transponder equipped aircraft within
range will send back a reply and the TCAS calculates direction, range and altitude of the other
aircraft. Of course it can only determine altitude
if the other aircraft is Mode C equipped. If the
other aircraft does not have a transponder, it will
not be detected at all. Each aircraft that has been
Figure 3-64. Lightning diverter strips are installed on nose radomes to prevent damage due to lightning strikes and
static electricity.
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-04
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CHAPTER IV
Aircraft Antennas and Autopilots
This chapter contains three major topic areas: recommendations for installing and inspecting avionics
equipment, additional information concerning
aircraft antennas and aircraft autopilot systems.
Routing Wires
Wiring of all types should be routed above lines
that carry fluids and clamped securely to the aircraft
structure. The wires should be routed so as to
prevent abrasive damage from control cables,
mechanical linkages and other moving parts in the
aircraft. Frequent clamps and ties should be used
to prevent excessive wire movement due to in-flight
vibration and other factors. The proper installation
of clamps to prevent excessive wire movement is
illustrated in figure 4-3. Where wires terminate at
pieces of equipment, enough slack should be left
after the last clamp to allow for shock mount motions. If wires are clamped tightly too close to the
termination point, normal aircraft motions and
vibration will put bending loads on the wire connectors and cause premature failure in the wires.
Another factor to consider when routing wiring
for electronic equipment is electromagnetic interference (EMI). Antenna leads and other wiring sensitive to EMI should be routed away from the wires
for inverters, power supplies, strobe lights, motors
and other components that are known to cause
interference. When troubleshooting a noise or interference problem in aircraft radios and sensitive
electronic equipment, it is often necessary to reroute
wires away from the source of the EMI once it
has been located.
Figure 4-1. Avionics cooling installation for a small airplane that uses vents on the sides of the fuselage to move air
across the radios.
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el
Figure 4-3. Wires and antenna leads should be supported with proper clamps and ties.
Figure 4-4. An avionics master switch supplies electrical power to the avionics bus. It should be off when starting and
stopping the engine.
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versus DC rating is very important to ensure adequate performance and service life. The condition
of switches can be checked during an inspection
by operating the switch and checking the "feel"
during operation. Many switches have over-center
mechanisms and other devices that produce a distinct feel to the switch. When the switch is getting
worn and ready to fail, it often starts to feel sloppy
in operation.
Radio reception can be completely blocked or severely interfered with by improper bonding and shielding
in the aircraft. The source of the noise interference
that affects aircraft radios is both inside and outside
the aircraft. Outside interference comes from
precipitation static and thunderstorms. Inside interference can be produced by current flow in other
circuits and EMI emitters like ignition systems. The
proper installation and maintenance of bonding
jumpers is a key factor in preventing radio interference. Both braided wire bonding jumpers and
thin metal straps are used for bonding connections.
An installation of a braided bonding jumper on
a shock mount is shown in figure 4-8. All parts
of the aircraft that could create noise problems
should be bonded. Electrical equipment that is
shock mounted should have adequate bonding
jumpers to carry the ground path current without
producing excessive voltage drop.
TOGGLE-TYPE
PUSH-TO-RESET PUSH-PULL-TYPE
CIRCUIT BREAKER CIRCUIT BREAKER CIRCUIT BREAKER
(A)
(C)
(B)
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ICING EQUIPMENT
SWITCHES
LIGHTING EQUIPMENT
SWITCHES
AVIONICS POWER
SWITCHES
STARTER
SWITCHES
AUXILIARY PHONE
AND MIKE JACKS
PRIMER
SWITCH
GENERAL
CIRCUIT
BREAKERS
(TYPICAL)
EMERGENCY
ALTERNATOR
FIELD SWITCH
ALTERNATOR
OUTPUT CIRCUIT
BREAKER
(60-AMP SYSTEM)
MAIN BUS
ISOLATION
CIRCUIT
BREAKERS
AVIONICS
CIRCUIT
BREAKERS
(TYPICAL)
MAIN BUS
TIE CIRCUIT
BREAKER
EMERGENCY
AVIONICS
POWER
SWITCHES
ALTERNATOR
OUTPUT CIRCUIT
BREAKERS
(95-AMP SYSTEM)
Figure 4-7. Typical circuit breaker panel for a twin-engine airplane. (Courtesy Cessna Aircraft Co.)
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Shielding is an important part of noise suppression for aircraft radios. Shielding can be applied
at the source of the noise or at the component
or circuit that is sensitive to EMI. Shielding consists
of a metal outer cover for a wire or component.
Electromagnetic fields that could cause interference
are captured in the metal cover and sent to ground.
The ignition system of an aircraft engine can produce
serious interference and so all parts of the ignition
system need to be shielded.
On a reciprocating engine, for example, the magneto, ignition wires, spark plugs and "P" lead need
to be shielded as illustrated in figure 4-10. The
magneto and spark plugs are shielded by being
made with a metal housing or outer cover. The
ignition wires use an outer wire braid shielding.
The primary or "P" lead is the wire that connects
the magneto to the cockpit ignition switch. It should
be a shielded wire to prevent noise. If all parts
of the ignition system have been shielded and ignition noise is still present, it may be necessary
to install a filter capacitor on the magneto. This
is a condenser or capacitor of the correct size which
will help to filter out noise at the source. Other
aircraft components may require filters also, such
as certain motors and power supplies.
Under certain circumstances noise and interference can be caused by the shielding on electrical
wiring. The use of shielded wires can sometimes
result in a phenomenon known as ground-loop interference. This ground-loop problem is illustrated
in figure 4-11.
Figure 4-9. Heavy duty bonding straps are often required for bonding of major airframe components.
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SHIELDED
IGNITION
HARNESS
SHIELDED
SPARK PLUG
LEAD
SHIELDED
SPARK PLUG
MAGNETO
IGNITION
SWITCH
SHIELDED
P LEAD
Figure 4-10. All parts of the ignition system should be shielded to prevent radio noise.
5. Static Dischargers
A common cause of noise in aircraft radios and
related equipment is P-static interference. Precipitation or P-static noise is caused by static electricity
that builds up on an aircraft in flight. The static
electricity is produced by friction and can build
up to 80,000 volts or more under certain conditions.
Friction between the metal skin of the aircraft and
particles in the atmosphere is a common cause
of P-static. Flying through rain, snow, ice or even
dust particles can result in a static charge on the
airframe. The exhaust stream of a turbine engine
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STRAIGHT WICK
Figure 4-13. The installation of static dischargers for a corporate jet airplane. (Courtesy Canadair Group, Bombardier Inc.)
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RETAINER
BLADE
Figure 4-14. The Null Field and Static Wick types of static dischargers.
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RADIO
RACK
FLOORING
MACHINE
SCREW
PLATE
NUT
DOUBLER
Figure 4-15. The semi-flexible wire braid static dischargers do not have any built-in resistance.
SHOCK
MOUNT
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B. Antenna Installations
The antennas found in aircraft radio installations
are critical to the proper operation of the radio
system. Antennas must be carefully installed and
maintained in order to provide the efficiency that
is needed for good radio reception and transmission.
There are many factors that can affect the efficiency
of aircraft antennas. An A&P technician should be
familiar with the basic factors that affect the proper
operation of an antenna. The inspection and maintenance of aircraft antennas is part of an A&P technicians responsibility in most cases because the
antennas are fastened to the skin or other structure
of the aircraft. Some of the key concepts that affect
antenna operation will be covered in this section.
3
MACHINE SCREWS AND
SELF-LOCKING NUTS
1BULB ANGLE
2STIFFENING FLANGE OR ANGLE
AT ENDS OF PLATFORM
3REINFORCEMENT ANGLE FOR BULKHEAD
Figure 4-17. A fabricated mounting unit for avionics
equipment.
CERTIFICATION CATEGORY OF AIRCRAFT
DIRECTION OF
FORCE APPLIED
NORMAL./
ACROBATIC ROTORCRAFT
UTILITY
SIDEWARD
1.5 Gs
1.5 Gs
2.0 Gs
UPWARD
3.0 Gs
4.5 Gs
1.5 Gs
FORWARD*
9.0 Gs
9.0 Gs
4.0 Gs
DOWNWARD
6.6 Gs
9.0 Gs
4.0 Gs
REAR CASE
SUPPORT
RIVETS OR MACHINE SCREWS
AND SELF-LOCKING NUTS
Figure 4-19. Example of the installation of a rear brace or
support for radio equipment installed in an
instrument panel.
159
the sine wave signal into radio waves, but this can
never be accomplished with 100 percent efficiency.
The result of this less than perfect efficiency is that
some of the energy is reflected back toward the transmitter from the antenna end of the transmission line.
This is illustrated by figure 4-20(B) which shows some
energy being reflected back toward the transmitter
and moving from right to left. The output of the
transmitter is not just one sine wave at a time, but
a continuous series of sine waves. The reflected waves
will combine with the transmitter output waves to
produce standing waves on the transmission line as
indicated by figure 4-20(C). A calculation based on
the relationship between forward power and reflected
FORWARD POWER
RADIO
TRANSMITTER
RF OUTPUT
REFLECTED POWER
RADIO
TRANSMITTER
RF OUTPUT
RADIO
TRANSMITTER
RF OUTPUT
Figure 4-20. Illustration of the principle involved in the standing wave ratio for an antenna installation.
Forward power.
Reflected power.
(C) Resultant Standing Wave.
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SHIELD (OUTER
CONDUCTOR)
SPECIFICATIONS
VSWR
IMPEDANCE
POWER
WEIGHT
CONSTRUCTION
HEIGHT
ELEMENT
2.0:1
50 ohms
40 watts
0 2 lbs.
Whip
14.0 in.
Open
OUTER
JACKET
DIELECTRIC
CENTER
CONDUCTOR
SINGLE SHIELD
3. Wire Antennas
The specific antenna or radio manufacturers installation instructions should be followed carefully
in this area since there are many different procedures
that may apply depending on the specific installation.
L. -1 1 / 4
DO NOT BREAK STRANDS
I
DO NOT NICK CENTER CONDUCTOR
-1/8
NUT WASHER GASKET CLAMP
L.-- 3/32
CONTACT FLUSH WITH END OF INSULATOR
TO RECEIVER
UNDER SURFACE OF AIRPLANE
Atir..1
SOLDER
CONNECTION
16 COPPERWELD
ANTENNA WIRE
Figure 4-24. A wire-type marker beacon antenna.
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6"
MINIMUM
4. ADF Antennas
All aircraft ADF receivers require two antennas, the
loop antenna and the sense antenna. The loop antenna
is the directional antenna and the sense antenna
is needed to eliminate the ambiguity caused by the
two nulls in the reception pattern. Air carrier jets
have an ADF antenna that combines the loop and
sense antennas in one housing that is a low profile
or flush mount and it is installed on the top or bottom
of the fuselage. The ADF antennas on general aviation
aircraft come in a greater variety and are most often
separate loop and sense antennas.
The loop antenna that is rotated by an electric
motor is still used, but is being replaced by the type
that rotates the signal rather than the antenna itself.
A motor driven loop antenna for installation inside
a housing is shown in figure 4-26. The newer nonrotating types are usually contained in a teardrop
shaped streamlined housing that installs on the top
or bottom of the aircraft as shown in figure 4-27.
The sense antennas used with the dual antenna
LEADTHRU INSULATOR
25ARM300-20-30.
WIRE 14407
STRAIN INSULATOR
10ARM300-13CN
V-TENSION UNIT 5ARM300 -3
13111111111111U Nowest
Yr
5 AT RA S3I80\1 UNIT - 1
0
WING TIP BRACKET 3254
Mb
Figure 4-25. A long wire HF comm antenna installation. (Courtesy Dayton-Granger Inc)
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correct relationship to each other for accurate readings to be obtained. Since the ADF antenna system
is highly directional, it must be calibrated to give
the correct indications of ground station direction.
5. Groundplane Considerations
When a 1/4 wave, Marconi-type antenna is installed
on an aircraft, an adequate groundplane or counterpoise is required for proper operation. The aircraft
systems that use 1/4 wave antennas are VHF communications, ATC transponder, DME and UHF
radiotelephone. When these antennas are installed
on metal skinned aircraft, the metal skin supplies
the groundplane. If the antenna is installed too close
to fiberglass areas or windshields, the groundplane
area is reduced and may result in poor performance.
A basic rule of thumb that is sometimes used is
that the groundplane should extend in all directions
outward from the base of the antenna a distance
equal to the height of the antenna. A shorter antenna
does not need as much groundplane as a longer
antenna. The groundplane cannot be too big, but
it can be too small which has an adverse effect on
signal pattern and strength. For DME and
transponders, which use similar frequencies, the
groundplane should extend 8-12" in all directions
INTERNAL LOOP
Figure 4-26. A motor-driven ADF loop antenna for internal installations.
ENCLOSED LOOP
Figure 4-27. A non-rotating, teardrop-shaped ADF loop
antenna.
VHF COMM
NO. 1
GLIDESLOPE
ADF SENSE
TRANSPONDER
VHF COMM
No. 2
MARKER
BEACON
DME
ADF LOOP
Figure 4-28. Helicopter antenna installations are difficult because of limited skin area and limited ground clearance.
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When installing 1/4 wave antennas, it is recommended that all grease, dirt and paint be removed
from the skin area under the base of the antenna.
Some avionics experts recommend that a gasket not
be used so that the base of the antenna contacts
the skin of the aircraft. Whether or not a gasket
is used, the skin should be cleaned and stripped
and a sealant applied around the base of the antenna
after installation.
The installation of antennas to the skin of aircraft
requires that some additional reinforcement be given
ADF
SENSE
WIRE
ADF
TEARDROP
LOOP
VERTICAL FIN
ANCHOR KIT-3208
V-TENSION UNIT
5ARM300-3
WHIP
ANTENNA
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ANTENNA
FUSELAGE SK IN
EXISTING STRINGERS
VIEW A-A
REINFORCING DOUBLER
APPROXIMATELY ONE
INCH SPACING OF
1/8" MIN. DIA. RIVET
ALCLAD 2024-13
ELECTRICAL
FIELD
MAGNETIC
FIELD
Figure 4-34. When an EM wave has vertical polarization,
the electric field is in the vertical plane.
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ELECTRICAL
FIELD
MAGNETIC
FIELD
Figure 4-35. When an EM wave has horizontal polarization, the electric field is in the horizontal
plane.
RECEIVE,
TRANSMIT
OR BOTH
POLARIZATION
LORAN C
RECEIVE
VERTICAL
ADF
RECEIVE
VERTICAL
VHF COM
BOTH
VERTICAL
BOTH
VERTICAL
ELT
TRANSMIT
VERTICAL
RECEIVE
HORIZONTAL
MARKER BEACONS
RECEIVE
HORIZONTAL
GLIDESLOPE
RECEIVE
HORIZONTAL
VOR ANTENNA
(BOTH SIDES)
HF COMM ANTENNA
VHF-1
000000000000000
Jo
0 0000000
VHF-2
ADF
000000000000
VHF-3
ATC
1&2
DME
1&2
GLIDESLOPE
ANTENNA
RADAR
ANTENNA
RADOME
LOCALIZER
ANTENNA
Figure 4-37. Antenna installations on modern air carrier jets often include localizer and glideslope antennas inside the
radome and flush mount VOR and HF comm antennas in the vertical fin.
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case, the loop antenna must be located in the electrical center of the sense antenna for accurate readings. The ADF antenna system is a directional
antenna system and interference from parts of the
aircraft can sometimes cause bearing errors. This
is one reason that a check of quadrantal error should
always be performed when ADF antennas are installed or relocated. Proper bonding jumper and
static discharger installations are important to
prevent P-static noise in ADF receivers. ADF antennas should be located to minimize interference
from aircraft generators and alternators. Filter
capacitors can be used to reduce interference from
alternators and similar devices.
7. Types of Antennas
Many different types of antennas are used in aircraft
radio systems. Aviation technicians should be familiar
with the common types of antennas so that they
can properly identify, inspect and maintain them.
Some of the common types of aircraft antennas and
their basic characteristics will be described in this
section. Aircraft antennas usually have a speed rating
and should only be installed on aircraft that operate
at and below their rated speed.
a. VOR Antennas
There are two basic types of VOR antennas found
on aircraft: the half-wave dipole and the balanced
Figure 4-39. Hertz dipole "V" type antennas for VOR reception. (Courtesy Comant Industries Inc.)
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tail boom. The blade-type, balanced loop VOR antenna has a higher speed rating than the towel
bar or V-type and is used on bizjets and similar
aircraft. Air carrier jets use a VOR antenna that
is mounted inside the vertical fin with non-metallic
flush covers on each side. This kind of antenna
is shown in figure 4-37.
Localizer
Small airplanes usually do not have a separate
localizer antenna, the VOR antenna is used to
receive localizer signals. On air carrier jets and
similar aircraft, the large fuselage can cause blockage of the localizer signals so a separate localizer
antenna is installed. A type of separate localizer
antenna is seen in figure 4-42. This antenna is
installed inside the radome on the nose section
of the aircraft.
Glideslope
The signals from glideslope transmitters can be
received on a VOR antenna because they operate
at a frequency that is approximately the third
ATTACH _____Ar
TO ANTENNA DIPOLES
TWISTED SHIELD
PROTECTIVE OUTER
COVERING
X/ 4
oK---AIRFRAME GROUND
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GLIDESLOPE
ANTENNA
DESCRIPTION
S65-147-2: Constructed with high-strength aluminum tubing and
extrusion, with fiberglass base housing.
SPECIFICATIONS
V.S.W . R
IMPEDANCE
POWER
WEIGHT
CONSTRUCTION
HEIGHT
ELEMENT
SPECIFICATIONS
5 0.1
50 ohms
N/A
0 2 lbs.
Fiberglass
3 4 in.
Grounded
3 0.1
IMPEDANCE
POWER
WEIGHT
CONSTRUCTION
HEIGHT
ELEMENT
50 ohms
N/A
0.1 lbs.
Metal
15.3 in.
Grounded
Figure 4-45. A glideslope antenna for internal installation. (Courtesy Dayton-Granger Inc.)
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HF Communication
The trailing wire and long wire HF antennas found
on older aircraft and slow speed aircraft have already
been covered. Older air carrier jets used a probe-type
HF antenna similar to the vertical fin mounted antenna shown in figure 4-47. This antenna includes
a special coupler/tuner that retunes the antenna
each time the frequency is changed on the HF radio.
This kind of antenna can be mounted on the vertical
fin as shown or on a wing tip. The later model
air carrier jets use a flush mounted HF comm antenna that is installed inside the vertical fin as
seen in figure 4-37. This antenna also requires
a special tuning device that is installed at the antenna connection point.
VHF Communication
The VHF comm radios on aircraft use a separate
antenna for each radio. These antennas are 1/4 wave,
monopole antennas that can be mounted on the
top or bottom of the aircraft. Lower speed aircraft
use the thin whip type antennas while higher speed
aircraft employ blade type antennas that create less
drag. The antenna may either be straight or bent,
the bent antennas having the advantages of less
drag and less height for belly mountings. A variety
of VHF comm antennas is shown in figure 4-48
of both whip and blade types. Some blade-type
VHF comm antennas have a stainless steel leading
edge to prevent damage, this feature can be seen
on the antenna in figure 4-49.
g. DME/Transponder
The same type of antenna can be used for either
DME or transponder systems on aircraft. This is
practical because they operate at similar frequencies
and have similar characteristics. These antennas
are almost always installed on the bottom of the
aircraft, but they can be located on the top of a
narrow tail boom or other location that does not
cause serious blockage. The two common types are
the spike and blade antennas as illustrated in figure
HF NUMBER 1
COUPLER
HF NUMBER 2
COUPLER
00
Figure 4-46. A boat-type marker beacon antenna. (Courtesy Dome & Margolin Inc.)
1. Omega
Satellite Communications
The SATCOM antenna, like the SATNAV antenna,
must be installed on the top of the aircraft to prevent
signal blockage. A variety of different designs are
produced for this kind of antenna. The antenna
in figure 4-53 is just one of the kinds of antennas
being produced for satellite communications systems for aircraft.
Loran C
An ADF antenna can be used to receive Loran C
navigational signals by utilizing a special antenna
coupler. Specific antennas for Loran C are now
being produced and they often bear a resemblance
to VHF comm antennas as indicated in figure 4-54.
These antennas can be installed on either the top
or the bottom of the aircraft and still provide good
reception because of the frequencies involved. These
antennas often include a special anti-static coating
to reduce P-static noise in the radio.
Figure 4-48. Various VHF comm antennas. (Courtesy Comant Industries Inc.)
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DESCRIPTION
S65-8282: This broadband fixed tuned antenna operates in the
frequency range of 116-156 MHz.
Figure 4-50. Typical antennas used for DME and transponder. (Courtesy Comant Industries Inc.)
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aircraft, but different torque settings and adjustments may have to be made for each application.
The maintenance instructions that apply to the
specific autopilot installation should always be followed as there are many differences in adjustments
and testing for the various aircraft installations.
The basic principles of operation for aircraft
autopilots will be described here along with some
specific examples of aircraft autopilot installations.
the ailerons and elevator to provide additional control of the aircraft. A three-axis autopilot operates
all three types of control surfaces: ailerons, elevator
and rudder. There is a very large difference in the
capabilities of a three-axis autopilot found on a
small general aviation airplane and the three-axis
autopilot found on air carrier jets and similar
1. Types of Autopilots
Autopilot systems are categorized according to the
number of aircraft axes of rotation they control
and according to their complexity. The autopilot
utilizes the same control surfaces that the human
pilot does. The three control axes of an airplane
are shown in figure 4-59. The rudder controls
aircraft rotation about or around the vertical or
yaw axis. The elevators control rotation about the
lateral or pitch axis. The ailerons control aircraft
rotation about the longitudinal or roll axis.
Autopilots can be described as single-axis, two-axis
or three-axis types. The single-axis autopilot usually
operates the ailerons only and is often referred to
as a wing leveler. The two-axis autopilot controls
DESCRIPTION
S67-1575-14: Dual band L1/L2 GPS Antenna provides coverage
at 1227.6 MHz and 1575.42 MHz with a VSWR of 2.0:1.
SPECIFICATIONS
V.S.W . R
IMPEDANCE
POWER
WEIGHT
CONSTRUCTION
HEIGHT
ELEMENT
SPECIFICATIONS
2 0.1
50 ohms
40 watts
0 3 lbs.
Whip
18.3 in.
Open
V.S.W.R.
IMPEDANCE
POWER
WEIGHT
CONSTRUCTION
HEIGHT
ELEMENT
2 5.1
50 ohms
1300 watts
26 lbs.
Fiberglass
10.5 in.
Grounded
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Figure 4-54. Antennas for Loran C nav receivers. (Courtesy Comant Industries Inc.)
aircraft. For this reason two other categories of
autopilot will be added to the three already mentioned. Two common abbreviations for these advanced autopilots will be used to distinguish them
from the other types.
The term "Automatic Flight Control System"
(AFCS) generally represents the state-of-the-art that
was reached a few years ago. The autopilot in the
Lockheed L-1011 is an example of an AFCS.
This is a three axis autopilot that can control
the aircraft during climbs, descents, cruise flight
and during instrument approaches. It also has an
auto-throttle system which will automatically control
engine power or thrust. Some AFCS autopilots have
auto-land capability where the autopilot can actually
land the airplane on the runway. These types of
autopilots require many back-up systems and high
levels of redundancy. The AFCS includes a flight director function which will be explained later.
The latest types of autopilots are referred to as
Flight Management Systems (FMS). These include
OG
SPECIFICATIONS
VSWR
IMPEDANCE
POWER
WEIGHT
CONSTRUCTION
HEIGHT
ELEMENT
N/A
N/A
N/A
1 4 lbs.
Fiberglass
82 in.
Open
-0
[Doc,
cYr
1PAINT'
09
SPECIFICATIONS
V.S.W.R
IMPEDANCE
POWER
WEIGHT
CONSTRUCTION
HEIGHT
ELEMENT
APPROVALS
2 0.1
50 ohms
N/A
0 1 lbs.
Fiberglass
0 3 in.
N/A
TSO-C104
DESCRIPTION
S72-1744: Traffic Collision Avoidance System I.
Figure 4-57. A TCAS I antenna. (Courtesy Sensor Systems)
AIRCRAFT ON COURSE
GYRO INPUT SIGNAL
AMPLIFIER
CONTROL SURFACE
FEEDBACK SIGNAL
SERVO
FEEDBACK
CIRCUIT
3. Sensors
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ANODE
READOUT DETECTOR
LIGHT
BEAMS
MIRROR
(1 OF 3)
-41-CATHODE
GAS DISCHARGE
REGION
CORNER
PRISM
PIEZOELECTRIC
DITHER MOTOR
ANODE
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DC MOTOR
CLUTCH SIGNAL
FROM AMPLIFIER
CLUTCHES
CONTROL
CABLE
CAPSTAN
DC MOTOR
Figure 4-65. Autopilot servo with a motor that runs continuously and is engaged by magnetic
clutches.
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Navigation Calculations The FMC can calculate great circle routes, climb and descent
profiles etc.
Management Computers
AUTOPILOT ACTUATOR
To COCKPIT CONTROL
AUTOPILOT LVDT
\
ks
\\\\\V
1.><I
Return
41;,
Pressure
OS
\ '
\i///
t/I
/
Transfer Valve
CONTROL VALVE
CONTROL
SURFACE LVDT
\t.>1 '
1 \ \\\\
L__._
_1
\\\\\\\\ \s\
\I
To CONTROL SURFACE
Figure 4-66. An electrohydraulic servo valve is employed in an autopilot system for aircraft with hydraulically powered
flight controls. Linear variable differential transformers (LVDTs) provide feedback signals of the movement
of the mechanical parts of the system.
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CONTROL CABLES
FROM COCKPIT
CONTROLS
,
1- t
f POWER CONTROL
ACTUATORS - PCAs
MECHANICAL LINKAGE
TORQUE TUBES AND
PUSH-PULL TUBES
ili
AUTOPILOT
SERVO
Figure 4-67. The autopilot servos on a large jet airplane provide mechanical force to move the normal control linkage
and activate the hydraulic PCAs that move the flight control surfaces.
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NOTE
TORQUE HOSE MOUNTING NUTS (3) TO
12-14 LB. INCHES AND CABLE CLAMP (6)
TO 70-90 LB. INCHES WHEN INSTALLING
THE OPTIONAL GYRO SYSTEM AND THE
WING LEVELER SYSTEM OBTAIN VACUUM
FROM THE SAME VACUUM SOURCE
............... ...1
.....................................
.
.
... . .
......
.... ...
..... ....
...........
14
13
10
6.50 INCHES
12
11
CLAMP
DIRECT CABLE
BELLCRANK
ROLL-TRIM KNOB
10. TURN COORDINATOR
INVERTER
VACUUM RELIEF VALVE
FILTER
SUCTION GAGE
15. ON-OFF CONTROL
Figure 4-68. A single-axis autopilot with pneumatic servos. (Courtesy Cessna Aircraft Corp.)
185
d.
SENSING ELEMENTS
COMMAND ELEMENTS
AUTOPILOT CONTROLLER
OUTPUT ELEMENTS
ELECTRICAL
POWER
AILERON
SERVO
DIRECTIONAL
GYRO
COMPUTER
RUDDER
SERVO
TURNANDSLIP
RATE GYRO
ATTITUDE
GYRO
ELEVATOR
SERVO
RADIO
NAVIGATION
SIGNALS
ALTITUDE
SENSOR
HEADING
SELECTOR
TRIM
SERVO
Figure 4-69. Diagram of a 3-axis autopilot that can be coupled to radio navigation receivers.
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above them make up a special type of variable transformer. The AC input signal is applied to the center
winding and the outer windings produce the output
signal. The housing of the force transducer is flexible
so that its length will change based on the force
applied to it. When the housing changes in length,
it causes relative motion between the armature and
the coils. This motion alters the magnetic coupling
and therefore produces a change in the output signal.
f. Flight Director
A flight director is a system that uses some of
the basic components of an autopilot, but not all
AUTOPILOT
SENSORS
AUTOPILOT
COMPUTER
NUMBER ONE
AUTOPILOT
SENSORS
AUTOPILOT
COMPUTER
NUMBER TWO
SERVOS
AUTOPILOT
COMPUTER
NUMBER THREE
SERVOS
AUTOPILOT
SENSORS
88 PCAs
CONTROL
SURFACES
PCAs
= ELECTRICAL CONNECTIONS
Figure 4-70. Block diagram of a three-channel autopilot for a large aircraft with hydraulically powered flight controls.
COCKPIT CONTROLS
FLIGHT MANAGEMENT
COMPUTERS
ENGINE SENSORS
THRUST
MANAGEMENT
COMPUTER
AU TOT HR 0 TT LE
SERVO
AIR DATA
COMPUTERS
MECHANICAL
THROTTLE
LINKAGE
Figure 4-71. Block diagram of an autothrottle system with a thrust management computer.
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of them. A flight director uses sensors and computers, but it does not have servos. The flight director computer uses the signals from sensors to
calculate a correction which is then displayed as
a command for the pilot to follow. The commands
from the flight director are displayed to the pilot
on the EADI by the command bars. The operation
of the command bars on the EADI is shown in
figure 4-75. On the left, the command bar symbol
is above the airplane symbol. The indication is that
the pilot needs to raise the nose to satisfy this
flight director command. On the right, the nose
of the airplane has been raised so that the airplane
symbol aligns with the command bar. During flight
director operations the pilot maintains manual control of the aircraft, but follows the steering commands indicated by the command bars. One of
the primary uses for the flight director is during
HDG
F/D
ON
NA
OFF
Another condition when the flight director is helpful is in setting the proper takeoff pitch attitude.
g. Additional Features
Some of the additional features of the Boeing 767
Autopilot and Flight Director System that are typical
for this class of aircraft will be described briefly.
The Stability Augmentation System (SAS) involves
certain functions of the yaw control system. One of
the purposes of the SAS is to eliminate a potential
problem known as Dutch Roll. Many large swept
VERT SPD
25
HOLC
CMD
1111710101011
41.0) BANK
AUTO r
LIMIT
FLCH
AI P ENGAGE
ALT
11+1213101011
11 2 1 n 101 1
%
VNA
V/S
F/D
CMD
ON
LOC
OFF
APP
DISENGAGE
UP
Figure 4-72. The autopilot control panel for a sophisticated autopilot includes switches to control the autopilot, the
flight director and the autothrottle systems.
COCKPIT
CONTROLS
FLIGHT
CONTROL
COMPUTERS
FORCE
TRANSDUCER
AUTOPILOT
SERVOS
MECHANICAL
CONTROL
LINKAGE
= MECHANICAL CONNECTIONS
= ELECTRICAL CONNECTIONS
HYDRAULIC
PCAs
FLIGHT
CONTROL
SURFACE
Figure 4-73. Location of the force transducers and servos in the control system of an air carrier jet airplane.
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CONTROL COLUMN
PULLEY MECHANISM
OUTPUT
I\\`b
cl\\N
AC /
AILERON
Control Wheel Steering Force Transducer
FLIGHT DIRECTOR
COMMAND BARS
AIRPLANE
SYMBOL
Figure 4-75. The command bars in an AUDI are positioned by signals from the flight director computer. The pilot follows
the commands by aligning the airplane symbol with the command bars.
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FAR 91 Appendix A
Category II Operations: Required Instruments
and Equipment
Refer to figure 4-77 for an example of the weather
minimums associated with Category II and Category
III ILS approaches.
2A9 An automatic pilot approach coupler or a flight
director system is required for Category II
ILS operations.
FAR 23.1329
Automatic Pilot System
A. An automatic pilot system must be designed
so that:
It can be quickly and positively disengaged
or
One pilot can overpower the autopilot to
control the airplane.
B. Unless there is automatic synchronization, a
means must be provided to indicate to the
pilot the alignment of the actuating device in
relation to the control system it operates.
The controls must be readily accessible to the
pilot and operate in the same plane and sense
as the cockpit controls.
RUNWAY
ALIGNMENT
CROSSWIND
No+
CRAB
ANGLE
FAR 23.1335
Flight Director Systems
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FAR 135.105
Autopilot in Place of Second Pilot
The certificate holder may use an autopilot in
place of a second pilot if:
The autopilot and its operation are approved.
The Administrator issues an approval amendment.
The autopilot is a 3-axis type.
The certificate holder shows that operations
can be conducted safely.
E. Exceptions: A second pilot must be used:
For IFR operations.
For Category II approaches.
3. If required by the aircraft manufacturer.
8. Autopilot Maintenance
The information in this section is not meant to relate
to any particular aircraft autopilot system. The procedures are general and could be applied to most
autopilots as appropriate. Maintenance of autopilots
consists of visual inspections, replacement of components, cleaning, lubrication, troubleshooting and
operational checkouts of the system.
An operational check of the autopilot should
be performed whenever an autopilot is installed,
when components are replaced and whenever a
malfunction is suspected. Many things can be
operationally checked on the ground, but some
situations may require a test flight with an airborne checkout of the autopilot. Some general
procedures for a ground checkout of an autopilot
are as follows.
With the autopilot disengaged, manipulate the
flight controls to see if they function smoothly and
ILS APPROACH
CATEGORY
RUNWAY VISUAL
RANGE (RVR)
DECISION HEIGHT
(ALTITUDE)
Category I
2400 feet
200 feet
Category II
1200 feet
100 feet
Category IIIA
700 feet
None
Category IIIB
150 feet
None
Category IIIC
None
None
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APPENDIX A Glossary
Accelerometer A device or instrument which
measures acceleration forces. The unit of measure is most often "Gs" based on the acceleration of gravity.
Aircraft A machine that operates in the air. Examples include airplanes, gliders, balloons, airships and rotorcraft.
Category II operation An ILS instrument approach using the specified procedures and
meeting the requirements for operations in
weather conditions below those required for a
Category I approach.
Category III operation An ILS instrument approach using the additional procedures and requirements for operations in weather conditions
below those required for a Category II approach.
Appliance Any instrument, mechanism, equipment, part, apparatus, appurtenance or accessory, including communications equipment,
that is used in operating or controlling an aircraft in flight and is not part of an airframe, engine or propeller.
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Radar Radio detection and ranging. Used in aviation for ATC purposes, weather avoidance systems, navigation and precision altitude
measurement.
Torquemeter An instrument system that measures torque delivered to a shaft, usually by the
aircraft engine. Common on large recip engines,
turboprop engines and turboshaft engines.
True Airspeed True airspeed is calibrated airspeed that has been corrected for altitude and
temperature effects. An airspeed indicator is designed to be accurate for the standard pressure
and temperature at sea level. At higher altitudes, indicated or calibrated airspeed is less
than true airspeed.
for radar frequency EM waves. Usually rectangular in cross-section and found in aircraft
weather radar systems.
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40
APPENDIX B Abbreviations
ADC Air data computer: A computer which
processes inputs from pitot tubes, static ports
and TAT probes and provides outputs to the
typical pitot-static instruments as well as other
aircraft systems.
CADC
ADF Automatic direction finder: A radio navigation system using signals in the LF and MF
bands.
CFM -
Electronic attitude director indicator instrument: A display which combines pitch and roll
EADI
data along with indications from the flight director in the form of command bar movements.
Other data such as radio navigation displays are
also included. A CRT instrument.
EGT Exhaust gas temperature: An instrument
which displays the temperature of the engine
exhaust gasses. Found on both reciprocating
and turbine engines.
EHSI Electronic horizontal situation indicator: A
display which combines gyro stabilized magnetic
heading information along with radio navigational information using a deviation bar indicator. A CRT instrument.
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EICAS Engine indication and crew alerting system: An electronic instrument system that
provides indications for powerplant and aircraft
system instruments, and provides alert, caution
and status messages for the crew. EICAS typically uses two CRTs.
ELT Emergency locator transmitter: A small selfcontained radio transmitter for crash location
purposes found on most small aircraft.
EM WAVES Electro-magnetic waves: Most often
used to mean radio waves.
EPR Engine pressure ratio: An instrument which
indicates the power being produced by certain
turbojet and turbofan engines. EPR is the ratio
of total outlet pressure divided by total inlet
pressure.
FCC Federal Communications Commission: This
government agency establishes rules for many
types of electronic equipment including the
radio equipment on aircraft.
FDR Flight data recorder: A system which records
many different operating parameters such as altitude, airspeed, engine power, G loadings, flap
settings, etc. Used for accident investigation.
FM Frequency modulation: A radio carrier wave
uses FM when the carrier wave frequency is
varied up and down by the modulating signal.
FMS Flight management system: A sophisticated
autopilot system that includes advanced features for managing virtually the entire flight.
Uses an FMC (flight management computer).
Feet per minute: The standard unit of measurement for aircraft rate of climb indicators and
similar devices.
FPM -
Gallons per hour: A standard unit of measurement for fuel flow or fuel consumption for
aircraft. Usually used for reciprocating engines.
GPH -
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N2 -
PPH -
Pounds per square inch absolute: A measurement of pressure compared to a perfect vacuum.
PSIA -
Pounds per square inch differential: A measurement of the differential pressure between
two pressures measured at different points.
PSID -
Pounds per square inch gauge: A measurement of pressure compared to ambient conditions, usually ambient atmospheric pressure.
PSIG -
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Vyse The speed for best rate of climb, single engine operations with one engine inoperative.
VFR Visual flight rules: for VFR the pilot must
be able to control the aircraft by visual outside
references.
VHF Very high frequency.
VOR VHF omnidirectional radio range: a radio
navigation system.
VORTAC A combined VOR and TACAN transmitter site.
VSI Vertical speed indicator: an aircraft instrument that indicates aircraft rate of change of altitude in FPM.
VSWR Voltage standing wave ratio: Same as
SWR (see above).
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INDEX
A
Absolute pressure
14
Acceleration error
42
Accelerometer
23
Accelerometer operated dashpots 22
28
Air data computer systems
Airspeed
calibrated
17
indicated
17
true
17
Airspeed indicator markings
19
Airspeed placards
12
Altimeter
encoding
16
non-sensitive
14
radar
141
sensitive
15
Altimeter system tests and
inspections
24, 25
Altitude alerting system
100
Amplifiers
107
Amplitude Modulation (AM)
106
Angle of attack indicators
96
Annunciators
98
Antenna couplers
112
Antenna interference
166
Antenna separation, VHF comm ..166
170
Antennas, types of
173
DME/transponder
ELT
173
glideslope
171
GPS
173
HF comm
173
localizer
171
174
Loran C
marker beacon
172
MLS
174
Omega
174
175
Radiotelephone
SATCOM
174
TCAS I
175
VHF comm
166, 173
VOR
170
54
ARINC 429
ARINC 429 digital standards
94
31
Artificial horizon
B
Bellows
13
Bimetallic temperature system
65
Binary Coded Decimal (BCD)
91
Binary numbers
87
BITE systems
53
Bonding jumpers
4, 152
Bourdon tube
13
Bridle cable
181
C
Caging knob
Calibrated airspeed
Capacitance quantity indicators
Cavity magnetron
CDI
CMOS
Coaxial cables
Cockpit voice recorders
Command bars
Compass dip
Compass error
acceleration
deviation
north turning
variation
Compass, flux gate
Computerized fuel system
Computers
basic parts of
in aircraft
Control Wheel Steering (CWS)
Corona
Counterpoise
29
17
58
143
126
94
161
122
33
42
42
42
42
42
44
63
52
52
186
157
111
Critical engine
Crystal
Cylinder Head Temperature
(CHT) gauge
19
108
67
D
Deviation error
42
13
Diaphragm
Differential pressure
14
Dip standards
94
Directional gyro
29
Distance Measuring Equipment
(DME)
127
Doppler navigation
135
Drag cup
73, 74, 75
Drip stick
.56
Dutch roll
188
E
EADI
50
EHSI
50
EICAS
50
Electromagnetic waves
103
wavelength of
103
Electronic equipment, cleaning ....149
Electronic instruments
49
Electronic tachometers
75
Emergency Locator Transmitters
(ELTs)
120
Engine pressure ratio indicators ....79
Erector mechanism
32
Exhaust gas temperature
(EGT) gauge
67
F
FAR 91.411 Altimeter system tests
and inspections
25
111
Filters
Flight data recorders
122
Flight director
187
Flight management computers
183
Flight management system
(FMS)
177, 182
Float-type mechanical gauge
55
Flux gate compass
44
Four-course radio range
123
201
106
113
Integrated circuits
Intercom systems
93
116
58
Interphone systems
Inverters
ITT
116
154
68
G
Gauge
float-type mechanical
magnetic direct reading
sight glass
Gauge pressure
Gimbals
Glass cockpit
Glipeslope
55
55
55
14
29
49
139
K
Kollsman window
131
53
138
91
163
131
124
132
53, 95
H
Heads up displays
51
Heads up Guidance System (HGS) 51
Hertz dipole antenna
111
HF comm radio
117
Horizontal polarization
112
Horizontal Situation Indicator
(HSI)
30
I
129
IFF
Inclinometer
34
Indicated airspeed
17
Inertial Navigation System (INS)... 134
135
Inertial Reference Unit (IRU)
Instantaneous vertical speed
indicator
22
Instrument and equipment
requirements
12
Instrument categories
2
Instrument flight rules
12
Instrument Landing System (ILS) 137
5
Instrument lighting systems
Instruments
12
instrument flight rules
methods to install
3
visual flight rules day
12
visual flight rules night
12
126
Octal
Oil pressure indicators
Omega
Oscillators
91
75
134
108
16
L
Latitude
Line replaceable unit
Localizer
Logic gates
Long wire sense antenna
Longitude
Loop antenna
Loran C
LRU
O
OBS
Mach number
Machmeter
Magnesyn synchro
Magnetic compass
Magnetic directing reading gauge
Maintenance of gyro systems
Manifold pressure gauges
Marconi antenna
Marker beacons
Mass flowmeters
Master caution lights
Master warning lights
Maximum allowable airspeed
indicator
Mechanical bulb temperature
gauge
Mechanical tachometers
Microphones
Microwave landing system (MLS)
Mode 3/A
Mode C
Mode S
Modulation rate
Modulators and demodulators
21
21
63
41
55
40
79
111
139
63
99
99
21
66
72
1 14
141
130
130
131
110
108
6, 155
P-static
23
Pitot tube
Polarization
horizontal
112, 166
112, 166
vertical
Position indicating systems
69
93
Positive and negative logic
Powerplants, types of
7
29
Precession
Pressure
14
absolute
14
differential
14
gauge
Primary power setting instruments 84
Proximity sensor
71
Q
Quadrantal error
164
R
Radar altimeter
141
Radio
117
HF comm
117
VHF comm
106
Radio Frequency (RF)
Radio frequency chart
104
119
Radiotelephone
67
Ratiometer tempereature gauge
Required instruments
flight and navigation
8
8
powerplant
29
Rigidity in space
RLG
181
45
RMI (radio magnetic indicator)
127
RNAV
189
Runway alignment
42
157
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SATCOMM
Satellite navigation
119
135
Selcal
Selsyn synchro
Sense antenna
Sensors, autopilot
Servos, autopilot
Shielding
Shock mounts
Sight glass gauge
Silicon
Sky waves
Slip-skid indicator
Space waves
Speakers
Speed of sound
St. Elmo's Fire
Stability Augmentation System
(SAS)
Stall warning systems
Standard "T" configuration
Standard Atmosphere table
Standard rate turn
Standard sizes for round
instruments
Standing wave ratio
Static discharagers
Static loads
Static ports
Static wicks
119
62
124
180
181
154
4
55
93
107
34
107
114
21
157
188
98
11
15
35
2
160
155
158
23
157
Stick shaker
Stormscope
Superheterodyne
Swinging the compass
Synchro systems
98
145
113
42
61
T
Tachometer generators
75
Takeoff warning systems
95
TCAS
145
Temperature measuring systems.... 65
bimetallic
65
mechanical bulb
66
ratiometer
67
thermocouples
67
Wheatstone bridge
66
Thermocouples
67
Thrust Management Computer
(TMC)
184
TIT
68
TO-FROM indicator
126
Torquemeters
78
TOT
68
Total Air Temperature (TAT)
28
128
Transponders
Trip free circuit breakers
152
True airspeed
17
TTL
94
34
36
V
Vacuum pump
Vane-type flowmeters
Variation error
Variometer
Venturi for gyros
Vertical card compass
Vertical polarization
Vertical speed indicator
Very high frequency omnirange
(VOR)
VHF comm radio
Vibration indicators
Visual flight rules day
Visual flight rules night
Vmc
VSWR
38
60
42
22
37
43
112
21
125
117
87
12
12
19
160
w
Waveguide
Weather radar
Wet pump for air driven gyros
Wheatstone bridge temperature
gauge
Wire antennas
143
143
38
66
162
203
Aircraft Technical Books, LLC
(970) 726-5111
http://www.ACTechBooks.com
SBN 0-89100--422--X
JS312666 00
90000
Jeppesen Sanderson Inc.
www.jeppesen.com
55 Inverness Drive East
Englewood, Colorado 80112-5498
9 780891 004226