Avionics Fundamentals
Avionics Fundamentals
Avionics Fundamentals
AVIONICS FUNDAMENTALS
NOTE: This course covers the theory of the general operation, not model specific Avionics equipment. This course does not
supersede Original Equipment Manufactures instructions or operation. It is for training purposes only!!
Upon completion of this course the student will be able to state the purpose and function for the following:
•Theory of Flight and Control Surfaces
•Electrical Safety
•Electrical Power Sources
•Altimetry and the Atmosphere
•Pitot Static Systems
•Servo Motors and Tach Rate Generators
•Inertial Reference
•Compass Systems
•Inertial Navigation/Reference Systems
•Automatic Direction Finder (ADF)
•Global Positioning System (GPS)
•Very High Frequency Omni-Range (VOR)
•Instrument Landing System (ILS)
• Air Traffic Control System (ATC)
•Distance Measuring Equipment (DME)
•Marker Beacon System (MB)
•Radio Altimeter Principle (RA)
•Air Data Systems (ADS)
•Ground Proximity Warning System (GPWS)
•Flight Directors
•Auto Pilot
•Autopilot Yaw Damper- Rudder Channel
•Automatic Flight Guidance Systems
•Area Navigation (RNAV)
•Radio Altimeter
•Weather Radar
•Traffic Collision Avoidance System (TCAS)
Slide 2
AIRCRAFT AVIONICS
AIRCRAFT AVIONICS
During the Wright brothers first flight they had no idea of speed, altitude, the direction the
aircraft was flying. They also did not know fuel consumption, engine temperature, prop RPM ex.
So basically they had no aircraft system, just flight controls.
The term avionics was not in general use until the early 1970s. Up to this point instruments, radios,
radar, fuel systems, engine controls and radio navigation had individual mechanical systems.
In the 1970s era, avionics was born, driven by military modernization rather than civil development.
Military aircraft had become flying computer platforms, and making large amounts of electronic equipment
work together had become the new norm.
Today, avionics as used in civil aircraft. The glass cockpit (TV type screens instead of individual
instruments ) Under the floor and nose of an aircraft is a major location for avionic equipment, including
control, monitoring, communication, navigation, weather, and anti-collision systems. The majority of
aircraft avionics are using 14 or 28 volt DC electrical systems.
There are several major vendors of flight avionics just to list a few, including Honeywell Bendix King,
Baker Electronics, Allied Signal, Rock Well Collins, Thales Group Garmin, and Ayidyne Corporation ex.
Slide 3
MODERN AIRCRAFT
AVIONICS
The Avionics system in today’s Aircraft are based on the computer hardware and software interface. The Modern Avionics system
of today enhances flight safety and pilot comfort:
Improves pilot situational awareness,
Complete man-machine interface,
Better crew coordination,
Reduced flight crew workload,
It keeps the pilot and co-pilot well informed.
When Auto Pilot is engaged, the primary flight controls computers controls the aircraft through the flight control surfaces that
follow Automatic Flight Control System commands.
The auto flight system includes the computer and servo systems that automatically control the flight of the aircraft. These systems
use data from different sources and feedback circuits to control the direction, heading, attitude, and speed of the aircraft.
The auto flight system has the subsystems that follow:
Automatic Flight Control System (AFCS),
Auto throttle.
The Automatic Flight Control System (AFCS) controls the aircraft heading and altitude automatically and provides system
indications. The Navigation system management is provided by:
Two or more Primary Display Unit (PDU),
One or two Head Up Guidance System (HGS) (optional).
Autopilot (AP),
Yaw Damper (YD),
Mach trim,
Flight Director (FD).
The aircraft basically controls the Flight envelope to protect itself during flight.
Auto Throttle The auto throttle supplies automatic speed control, this is similar to your Cruise Control on your car. This system
sets the speed and fuel management with a minimum of flight crew inputs.
The Communications system performs the radio transmissions in an aircraft, between pilot ,co-pilot, other aircraft, and ground
stations. The antennas for the systems are installed on the fuselage and vertical stabilizer of most aircraft.
The communications system include the avionics equipment used for:
Voice and data communications, cockpit audio and monitoring.
The Electrical system architecture is built upon the main parts that follows:
THEORY OF FLIGHT
THEORY OF FLIGHT
To achieve flight certain 4 forces have to be put in balance.
•First the force of GRAVITY holds the aircraft on the ground.
•Secondly DRAG prevents forward motion. Engines are installed to produce THRUST
(forward motion) to overcome drag and create forward motion. (Air Speed)
•This is the force which is (Air Speed) overcomes drag. Once forward motion is
achieved the wing can begin to produce LIFT, the force that overcomes gravity.
Slide 5
THEORY OF FLIGHT
THEORY OF FLIGHT
For the Aircraft to fly there are certain forces to overcome:
•First the force is GRAVITY that holds the aircraft on the ground has to be overcome.
Lift will overcome gravity. The Wing creates lift by using forward motion.
• LIFT is produced by air flowing over the curved upper wing surface at a velocity higher
than airflow on the lower surface. Increased airflow causes an increase in velocity and
a subsequent drop in air pressure. (Vacuum effect) Airflow is achieved by maintaining
forward movement. (Air Speed)
•The larger the wing area the thicker the wing require less air flow at lower air speed to
maintain lift.
•The thin wing requires more airspeed for more airflow to maintain lift.
•In Flight you must have Flight Control, which is controlled by Flight Surfaces.
•The Pilot can control Flight Surfaces or the Avionics Systems.
Slide 6
FLIGHT CONTROL
SURFACES
RUDDER
CONTROLS
YAW
AILERON
S
CONTROL
ROLL
ELEVATOR
CONTROLS
PITCH
FLIGHT CONTROL
SURFACES
ALTITUDE DEFINITIONS
ALTITUDE DEFINITIONS
•Indicated altitude is read directly from the altimeter when set to current barometric
pressure.
•Earths Pressure altitude is read from the altimeter when set to the standard
barometric pressure of 29.92 in. Hg.
•True altitude is the exact height above mean Sea level.
•Absolute altitude is the l height above the Terrain surface.
Slide 12
BASIC AVIONICS
AVIONICS:
•Avionics is defined as "aviation electronics".
• It consist of electronic systems for use on aircraft, comprising communication,
navigation with display and management of multiple systems.
• It also includes multiple variants of systems that are used on aircraft to meet their
individual roles, these can be simple avionics or more complex computer systems in
ultra modern aircraft.
•Today's aircraft being built using more complicated avionics systems than the aircraft
built in the previous 50 years.
•Usually there are 2 sets of instruments 1 set each side of the aircraft, Right hand side
for Co-Pilot, Left Hand side for Pilot.
•The FAA requires that avionics systems be redundant in case of failure of one system,
there is a back up system.
•The following information will help you have better basic understanding of the how, and
why of Avionics Instruments.
Slide 13
ELECTRICAL SAFETY
ELECTRICAL SAFETY
Remember the life you save could be yours!!!
Before working on any Avionics systems/Wiring ask your self the following:
• Is Aircraft power On or Off?
• Any Batteries connected?
• Are switches and breakers On or Off?
• Are there breakers locked out tagged out for other maintenance?
• Can I safely apply power to the Aircraft?
• Do I have the proper Approved Aircraft Data for the job I am doing?
• I am using correct Electro Static Discharge (ESD) procedures?
Slide 14
ELECTRICAL POWER
SOURCES
PITOT PRESSURE
PITOT PRESSURE
Pitot-static system is a system of Atmospheric Pressure -sensitive instruments that is
most often used in aviation to determine:
PITOT PRESSURE DEFINITION
PITOT TUBE DEFINITION
•The pitot pressure is obtained from the PITOT TUBE.
• The pitot pressure is a measure of ram air pressure (the dynamic air pressure
created by air speed or the air ramming into the tube), which, under ideal conditions, is
equal to stagnation pressure.
• The pitot tube is most often located on the wing or front section of an aircraft, facing
forward, where its opening is exposed to the movement of air.
•By placing the pitot tube in these locations, the ram air pressure is more accurately
measured since it will be less distorted by the aircraft's structure. When airspeed
increases, the ram air pressure is increased, which can be translated by airspeed
indicator.
BASIC AIRSPEED
INSTRUMENT
STATIC PRESSURE
STATIC PRESSURE
Most aircraft has more than one static port, there is usually one located on each side of
the fuselage. This positioning, pressure can be taken, which allows for more accurate
readings in specific flights.
The holes shown in this static port are for redundancy one hole is for Pilot and one for
Co-Pilot.
•The style of static ports and probes vary for each model aircraft.
•Consult your aircraft model’s maintenance manual for your specific type.
•The static pressure is obtained through a static port.
•The static port is most often a flush-mounted hole on the fuselage of an aircraft, and is
located where air flow in a relatively undisturbed.
•No paint stripes, stickers or damage is usually allowed in the area of the static plates,
consult your aircraft maintenance manual for details.
Slide 19
BASIC ALTIMETER
INSTRUMENT
ALTIMETER INSTRUMENT
The basic altimeter, also known as the barometric altimeter, is used to determine
changes in air pressure that occur as the aircraft's altitude changes.
•It obtains its pressure from the Static Port.
•Pressure altimeters must be calibrated prior to flight to register the pressure as an
altitude above sea level.
•The instrument case of the altimeter is airtight
Slide 20
ATTITUDE INDICATOR
ATTITUDE INDICATOR
The Attitude Indicator (also known as an artificial horizon) shows the aircraft's
attitude relative to the horizon.
• From this the pilot can tell whether the wings are level and if the aircraft nose is
pointing above or below the horizon.
• This is a primary instrument for instrument flight and is also useful in conditions of poor
visibility.
• Pilots are trained to use other instruments in combination should this instrument or its
power fail.
Slide 22
AIRCRAFT AVIONICS
SYSTEMS AND INSTRUMENTS
AIRCRAFT AVIONICS
SYSTEMS AND INSTRUMENTS
AIRCRAFT AVIONICS
SYSTEMS AND INSTRUMENTS
AIRCRAFT AVIONICS
SYSTEMS AND INSTRUMENTS
DATA BUSES
COMPASSES
COMPASSES
The early aviators had instruments that figure out how high and how fast they were
traveling, the early aviators next took a lesson from the early sailors and added a
compass to their array of Flight Instruments.
•The compass shows the aircraft's heading relative to magnetic north. While reliable in
steady level flight compass can give confusing indications during banking, climbing,
descending, or accelerating due to the iincline of the earth's magnetic field.
•The most basic compass is oiled filled and gives the flight crew directional information.
•The heading indicator (also known as the directional gyro, or DG; sometimes also
called the gyrocompass, though usually not in aviation applications) displays the
aircraft's heading with respect to geographical north.
•The more advance compass Inertial Navigation System (INS) Utilizes the principles of
gyroscopic precession and accelerometer inputs to calculate the position of the aircraft
from a known starting point.
•These systems can provide position data to the Flight Management System.
•This can be the back up data for the GPS system as we will describe.
Slide 28
INERTIAL NAVIGATION
SYSTEM
INERTIAL REFERENCE
•The Inertial Navigation System (INS) includes at least a computer and a platform
containing accelerometers, gyroscopes (motion-sensing devices.)
• The INS is initially provided with its position and velocity from another source ( GPS
satellite receiver), and then computes its own updated position and velocity by
integrating information received from the motion sensors to determine location and
speed.
•The advantage of an INS is that it requires no external references in order to determine
its position, orientation, or speed once it has been initialized.
•This system ties into the Auto Pilot system. (Removes the work load from the flight
crew) This system in conjunction with other avionics system will control, Roll, Yaw and
Pitch.
Slide 29
AUTOMATIC DIRECTION
FINDER (ADF)
AUTOMATIC DIRECTION
FINDING (ADF)
GLOBAL POSITIONING
SYSTEM (GPS)
•Global Navigation Satellite Systems (GNSS) is the standard generic term for Global
Positioning systems that provide autonomous geo-spatial positioning with global
coverage.
•The GPS is a U.S. satellite based radio navigational , positioning, and time transfer
system operated by the DoD.
•GNSS allows small receivers to determine their location (Longitude, Latitude, and
Altitude to within a few feet using time signals transmitted along a line of sight by radio
from satellites.
•Do you see the connection building on all these different systems working together to
create a single Aircraft Avionics System.
•GPS system can replace ADF and/or DME For further details see- 14 CFR 91.205 (e)
•FAA Advisory Circular AC 90-94 “Guidelines for using GPS for IFR.
Slide 32
INSTRUMENT LANDING
SYSTEM (ILS)
DISTANCE MEASURING
EQUIPMENT (DME)
Airspeed indicator
Pressure Altitude
Radio Altitude
Scrolling altitude tape
GROUND PROXIMITY
WARNING SYSTEM (GPWS)
TERRAIN”
“PULL UP”
FLIGHT DIRECTORS
(FD)
FLIGHT DIRECTORS
The Flight Director (FD) looks at true airspeed, vertical speed, and glide-slope
deviation to determine when to capture the glide-slope beam.
When captured, the FD resets any other selected vertical mode and tracks the glide-
slope beam.
The FD develops an error signal by comparing actual glide-slope to the incoming
signal.
The error signal is used to drive the command bars and by the autopilot to fly the
aircraft to the glide-slope beam.
Attitude indicator;
•a fixed aircraft symbol;
•pitch and bank command bars;
•glide slope indicator;
•localizer deviation indicator;
•slip indicator;
•warning flag for gyro, computer and glide slope
Slide 39
AUTOPILOTS
AUTOPILOT
Auto-Pilot Flight control system is used to reduce pilot workload such as attitude
control systems to maintain pitch, roll or heading; altitude hold control system to
maintain a desired altitude.
•Auto-throttle speed control system to maintain a constant speed or Mach, also
improves fuel burn.
•An auto-throttle (Automatic Throttle) allows a pilot to control the power setting of an
aircraft’s engines by specifying a desired flight characteristic, rather than manually
controlling fuel flow.
•These systems can conserve fuel and extend engine life by metering the precise
amount of fuel required to attain a specific targeted air speed, or the assigned power for
different phases of flight. Auto Throttle (A/T) and AFDS (Auto Flight Director System)
work together to fulfill the whole flight plan and greatly reduce pilots' work load.
Slide 40
AUTOMATIC FLIGHT
GUIDANCE SYSTEMS
RADAR ALTIMETER
RADAR ALTIMETER
•A RADAR ALTIMETER (RA) measures altitude above the terrain beneath the aircraft.
The system use an antenna to transmit a signal down and times it back to the aircraft,
then the system uses that data to calculate the distance.
•This type of instrument provides the distance between the plane and the ground
directly below the aircraft, as opposed to a barometric altimeter which provides the
distance above a pre-determined datum, usually sea level.
Slide 44
WEATHER RADAR
WEATHER RADAR
WEATHER RADAR is a type of radar used to locate , precipitation calculate its motion,
estimate its type (rain, snow, hail etc.) and forecast its future position and intensity.
•The radar shows snow rain, hail in different colors based on intensity. Red is high
intensity, Green is severe, Blue is a little less, yellow is lesser. These are just examples
of function.
•Strong returns (red or magenta) may indicate not only heavy rain but also
thunderstorms, hail, strong winds.
When describing weather radar returns, pilots, dispatchers, and air traffic controllers will
typically refer to three return levels:
•level 1 corresponds to a green radar return, indicating usually light precipitation and
little to no turbulence, leading to a possibility of reduced visibility.
•level 2 corresponds to a yellow radar return, indicating moderate precipitation, leading
to the possibility of very low visibility, moderate turbulence and an uncomfortable ride for
aircraft passengers.
•level 3 corresponds to a red radar return, indicating heavy precipitation, leading to the
possibility of thunderstorms and severe turbulence and serious structural damage to the
aircraft.
•Aircraft will try to avoid level 2 returns when possible, and will always avoid level 3
unless they are specially-designed research aircraft.
•
Slide 45
WEATHER RADAR
WEATHER RADAR
•One of the least understood to imagine about a airborne weather radar is the antenna
tilt. The display on the panel has a control that allows the pilot to tilt the antenna up or
down. This can be the most critical adjustment of all. The radar antenna platform up in
the nose is stabilized in the roll mode.
•The antenna platform is tied into the horizontal gyro circuit so that the platform remains
level in reference to the Earth's horizon as the aircraft turns. A and D shown in the
picture is Proper antenna tilt, when pinging a thunderstorm, is what makes the
difference between good information, and bad information being dispalyed.
Slide 46
TRAFFIC COLLISION
AVOIDANCE SYSTEM