 OTHER INSTRUMENT

 ADF (Automatic Direction Finder)

  It’s the equipment on board the aircraft that allows navigation using a ground
station known as a nondirectional radio beacon (NDB). This NDB stations operate
in a low or medium frequency band of 200 to 415 kHz. All radio beacons transmit a
continuous three-letter identification in code except during voice transmissions.

The system has two antennas, a receiver and the indicator instrument.
• The “sense” antenna (nondirectional) receives signals with nearly equal efficiency
from all directions.
• The “loop” antenna receives signals better from two directions (bidirectional).
By means of the signals captured by the antennas (sense and loop), the team determines
the relative position of the aircraft with respect to the station and the instrument points to
the NDB station.

The tip of the needle always points to the station:

• QDM: magnetic heading towards the station.
• QDR: magnetic heading leaving the station.

There are two types of ADF:

• Fixed-card ADF: Relative Bearing Indicator (RBI) always indicates zero at the top
of the instrument. The needle indicating the RB (Relative Bearing) to the station.
• Relative Bearing: direction of an object in relation to the Aircraft´s Heading.
• Magnetic Bearing: direction of an object in relation to the Magnetic North.
• Movable compass-card ADF: The movable-card ADF allows the pilot to rotate the
aircraft’s present heading to the top of the instrument so that the Magnetic Heading
 (MH) of the aircraft is adjusted to be under the pointer at the top of the card and the
Bearing to the Station (MB) can be read directly from the compass card.

Functions of ADF
The ADF can be used to plot your position, track inbound and outbound, and intercept a
bearing.
The ADF is used for five different purposes:
1. Fix airplane position
2. Route Navigation
3. Approximation by Instruments
4. For Hold procedures
5. Indicate the starting point of a more complex approach procedure
A. Orientation
Needle points TO the station, regardless of aircraft heading or position. RB indicate
angular relationship between aircraft heading and station measured clockwise from the
nose of the aircraft.
B. Homing
The ADF may be used to “home” in on a station. Consists in flying the aircraft on any
heading required to keep the needle pointing directly to the 0° RB position.
C. Tracking
Uses a heading that maintains the desired track to or from the station regardless of
crosswind conditions.
D. Intercepting Bearings
ADF orientation and tracking procedures may be applied to intercept a specified
inbound or outbound MB.

 HSI (Horizontal Situation Indicator)

A HSI is an instrument that usually replaces the heading indicator and it’s located under
the attitude indicator. Its main characteristic is that it incorporates a VOR and the
Heading Indicator, along with ILS. The HSI uses the same antennas as the VOR and the
same NAV/COM radio in the plane. This instrument works with a gyroscope for the
heading indicator.
Advantage: We are able to identify the heading of the aircraft along with the direction of
the VOR antenna in the same instrument, being easier on the pilot.

 RMI (Radio-Magnetic Indicator)

It is a navigational aid providing aircraft magnetic or
directional gyro heading, very high frequency
omnidirectional range (VOR) and automatic
direction finder (ADF) bearing information. It
combines three components: a fluxgate, a heading
indicator and a relative bearing indicator.
Automatically rotates the azimuth card (remotely
controlled by a gyrocompass) to represent aircraft
heading.

FLUXGATE: The fluxgate is a detector that is sensitive to

the magnetic north. It is mounted in a relatively non-magnetic place in the airplane to
minimize magnetic interference.

PREGUNTA DE EXAMEN

• ¿Diferencia entre HSI y RMI?

A HSI is an instrument that usually replaces the heading indicator and that incorporates a
VOR and the Heading Indicator, along with ILS; while a RMI is a navigational aid providing
aircraft magnetic or directional gyro heading, very high frequency omnidirectional range
(VOR) and automatic direction finder (ADF) bearing information.
  Radar Altimeter
It measures the height of the aircraft above the ground emitting pulses of radio
waves to the ground. These waves bounce off the surface and return to the plane,
the radar altimeter measures the return power of the radar pulse that is reflected on
the surface, calculating the time the signal has taken to be emitted and received.
Given that the speed of the signal and the time elapsed between its emission and
reception are known data, the relative height at which the aircraft is located can be
calculated.
  The circular displays are linear up to 500 feet and logarithmic from 500 - 2,500 (or
5,000) feet, making the lower range of heights easier to read more accurately.

 
  A radio altimeter will consist of a transmitter/receiver, an integral timing device, a
transmitter antenna, a receiver antenna and a display of some type.
Limitations: Radio altimeters provide a continuous indication of height above the surface
immediately below the aircraft, up to a maximum of 5,000 ft, with 2500 ft as the most
common range. The maximum pitch angle is 30º and the maximum roll angle is 60º.
The flag alarm appears when the instrument does not work.
The needle is hidden if:
• Above 2500 ft.
• Transmitter fault.
• No power.

 Gyroscope
An apparatus composed of a wheel which spins inside of a frame a causes the balancing
of the frame in any direction or position.

PREGUNTA DE EXAMEN

¿Movimientos del giroscopio?

RIGIDITY IN SPACE: Refers to the principle that a gyroscope remains in a fixed position
in the plane in which it is spinning. By mounting this wheel, or gyroscope, on a set of
gimbal rings, the gyro is able to rotate freely in any direction. Thus, if the gimbal rings are
tilted, twisted, or otherwise moved, the gyro remains in the plane in which it was originally
spinning.

PRECESSION: is the tilting or turning of a gyro in response to a deflective force that is

applied perpendicular to a spinning rotor, so the rotor will resist the force where it is
applied and the force will manifest 90 degrees later in the direction the rotor is spinning.
This principle allows the gyro to determine a rate of turn by sensing the amount of
pressure created by a change in direction. The rate at which the gyro precesses is
inversely proportional to the speed of the rotor and proportional to the deflective force.

 AERODYNAMIC FACTORS

 Lift
Is the force that directly opposes the weight of the aircraft and holds it in the air.
Most of the lift is generated by the wings. It is produced by the motion of the
airplane through the air.

 Drag
Is a resistance force that prevents or retards the movement of an airplane.

 Weight
Is the force of gravitational attraction on a body, its directions is perpendicular and
downwards to the earth surface.

 Thrust
Is the force, generated by the motors, which moves an aircraft through the air.
 Angle of Attack
Is the angle formed between the chord of the wing and the direction of the relative
wind.

 International Standard Atmosphere (ISA)

It is a model atmosphere for which the average variation of temperature with height
is specified. Is used as a reference for aircraft performance standards.
Sea level values:
 Temperature 15°C or 59°F
 Pressure: 760mm or 29.92’ of mercury also equivalent to 1013.25mb.
 Density: 1.325 kg/m^3
 Acceleration of gravity: 9.8m/s^2
 Speed of sound: 340.29m/s
 Degrees of Freedon of an Airplane
In mechanic context are specific, defined modes in which a device or system can
move.
 Pitch: Lateral axis (elevator). A pitch motion is an up or down movement of
the nose of the aircraft.
 Yaw: Vertical axix (rudder). A yaw motion is a movement of the nose of the
aircraft from side to side.
 Roll: Longitudinal axis (ailerons). A rolling motion is an up and down
movement of the wing tips of the aircraft.
 Types of Drag
 Induced Drag:
Is produced by the passage of an aerofoil through the air.

 Parasite Drag:
Is defined as all drag that is not associated with the production of lift.
The principal components of this are:
• Form Drag:
Is the portion of the resisting force encountered by a body moving
through a fluid that is due to the irregularity of shape of the body.
• Friction Drag:
When a fluid flow through the surface of any solid, it experiences
resistance against the direction of the flow.

• Interference Drag:
Generated by the mixing of airflow streamlines between airframe
components such as the wing and the fuselage.

 High Lift Devices

This are movable surfaces or stationary components that are designed to increase
lift during some conditions of flight.
 Flaps:
Consist of high panels mounted on the trailing edge of the wing that when
they are extended, they increase the camber, the chord and surface area of
 the wing resulting in an increase of lift and drag and a reduction of the stall
speed.

 Slats:
This are extendable devices on the leading edge of the wing. Their purpose
is to increase lift during low speed operations.

 Spoiler:
Spoilers are plates on the top surface of a wing that can be extended
upward and intentionally reduces the lift component of an airfoil in a
controlled way.

 Wingtip Devices:
Devices intended to improve the efficiency of fixed wing aircraft by reducing
the drag, recovering partially of the tip vortex energy.
 Vortex Generators:
Is an aerodynamic device that consist of a small vane usually attached to a
lifting surface such as an airfoil.
 Vortilon:
Consist of one or more flat plates attached to the underside of the wing
near the leading edge. The velocity around the vortilon creates a vortex
around the top surface, which energices the boundary layer, delaying the
local flow separation.
 Leading Edge Cuff:
Is a fixed aerodynamic wing device employed to improve the stall and spin
characteristics.

 Types of Winds
 Gust
 Sudden Storm, squall
 Breeze, hurricane, typhoon

 Types of Turbulence
 Clear Air Turbulence (CAT): Normally occurs outside of clouds at altitudes
above 15,000 feet MSL, and its caused by strong wind shears in the jet
stream.
 Thermal Turbulence: Result from surface heating or cold air moving over
warmer ground.
  Temperature Inversion Turbulence: Even though a temperature inversion
produces a stable atmosphere, inversions can cause turbulence at the
boundary between the inversion layer and the surrounding atmosphere.
 Mechanical Turbulence: Air near the surface of the Earth flows over
obstructions, such as bluffs, hills, mountains, or buildings.
  Mountain Wave Turbulence: As air flows over the tops of mountains,
traveling down the leeward side, a standing mountain wave is formed and
air currents oscillate between altitudes.

Windward is the direction upwind from the point of reference.

Leeward is the direction downwind (or downward) from the point of reference.

 Altitude
Vertical distance from mean sea level to flight level.

 Height
Vertical distance from the ground to flight level.
 Pressure
 Altitude-Pressure
 Zero Sideslip
In aviation, coordinated flight of an aircraft is flight without sideslip. When an aircraft
is flying with zero sideslip a turn and bank indicator installed on the aircraft’s
instrument panel usually shows the ball in the center of the spirit level.

 Load Factor
Defined as the ratio of the lift of an aircraft to its weight and represents a global
measure of the stress ("load") to which the structure of the aircraft is subjected.

 Icing
 Types of Ice:
• Clear ice is often clear and smooth. Supercooled water droplets, or
freezing rain, strike a surface but do not freeze instantly.
• Rime ice is rough and opaque, formed by supercooled drops rapidly
freezing on impact. Forming mostly along an airfoil's stagnation point.
• Mixed ice is a combination of clear and rime ice.
• Frost ice is the result of water freezing on unprotected surfaces while
the aircraft is stationary.
• SLD ice refers to ice formed in Supercooled Large Droplet (SLD)
conditions. It is similar to clear ice, but because droplet size is large, it
extends to unprotected parts of the aircraft and forms larger ice shapes.

 Consequences:
• Lift reduction, up to 70%
 • Air Friction increase, up to 50%
• Thrust Reduction
• Limiting airflow through intake
• Decrease in stall angle of attack (15°)
• Weight Increase

 Preventive and Corrective Systems:

• Heating surfaces with hot air
• Heating by electrical elements
• Breaking up ice formations, usually by inflatable boots
• Chemical application (glycol)

 HUMAN FACTORS
Human factors is a broad field that studies the human interaction with the machine and the
environment for the purpose of improving performance and reducing errors.

Orientation

Orientation is the awareness of the position of the aircraft and of oneself in relation to a
specific reference point. The body uses 3 integrated systems working together to maintain
orientation:

 Visual: Vision is the most important in providing information to maintain safe flight.
Human eye is optimized for day vision; it is also capable of vision in very low light
environments.
OJOS
Process: Light enters to the cornea at the front of the eyeball, travels through the
lens and falls on the retina. The retina contains light sensitive cells that convert
light energy into electrical pulses that travel through nerves to the brain. The brain
interprets the electrical signals to form images.

Rods: Detect movement and provide vision in dim light. Sensitive at low light
levels. Tiran paro en la oscuridad
Cones: Responsible for all color vision and fine details. Tiran paro con mucha luz.

 Vestibular: That inner ear has to major parts concerned with orientation:
the semicircular canals: detect angular acceleration of the body. Each cannal is
filled with fluid and has a section full of fine hairs.
Otolith organs: detect linear acceleration and gravity.

Autokinesis: Occurs when a static light appears to move when it is stare at for
several seconds.
 OÍDOS

IMAGEN IMPORTANTE

Coriolis Illusion: Occurs when a pilot has been in a turn long enough for the fluid in
the ear cannal to move at the same speed as cannal which is then followed by an
abrupt head movement.

Graveyard Spiral: A pilot in a prolonged coordinated turn will have the illusion of
not turning.
Inversion Illusion: Pitching down too quickly can make you feel like you are
tumbling backwards.

Elevator Illusion: An abrupt upward vertical acceleration (turbulence) can stimulate

the otolith organs to create the illusion of being in a climb.

Somatogravic Illusion: A rapid acceleration stimulates the otolith organs in the

same way as tilting the head backwards. Creates the illusion of going upwards.

 Postular: the postular orientation depends of:

proprioception: the brain receives and Interprets information from multiple inputs
like vestibular organs, eyes and stretch receptors (muscles, skin and joints).
 Equilibrium

Grown Perceptions of orientations in the body (Disorientation)

It is at cognitive disability in which the senses of time, direction and recognition of items
become difficult to identify. It gets harder if the pilot has:

 Motion sickness Hypoxia

 CO poisoning Dehydration and Heatstroke
 Stress Drugs, acohol
OXÍGENO

FALTA DE OXÍGENO AFECTA A LA VISIÓN

Hypoxia: not enough oxygen.

Hypoxic Hypoxia: reduction in partial pressure of oxygen at high altitude or CO poisoning.

Hypermic Hypoxia: the blood is not able to take up and transport a sufficient amount of
oxygen to the cells in the body.

Stagnant Hypoxia: When the oxygen in the lungs is not moving during flight. Stagnant
hypoxia can occur with excessive acceleration of gravity.

Histotoxic Hypoxia: The inability of the cells to effectively use oxygen caused by alcohol
and other drugs.

Nervous System

Central Nervous system: Brain and Spinal Cord

Peripheral Nervous System: Ganglion and nerves.

Optical Illusion
 False Horizon
This can occur when the natural horizon is obscured or not clear. It can be
generated confusing bright stars and city lights. It can also occur while flying
toward the shore of an ocean or a large lake. Because of the relative darkness of
the water, the lights along the shoreline can be mistaken for stars in the sky.
  Autokinesis
Caused by staring at a single point of light against a dark background for more than
a few seconds. After a few moments, the light appears to move on its own.

Runaway width illusion

A narrower runaway
A narrower than usual runway can be
create an illusion that makes us think our
altitude is higher than required, leading to
a lower approach
Wider runaway
A wider than usual runway can be create
an illusion that makes us think our altitude
is lower than required, leading to a higher
approach
Downsloping and upsloping runaway illusion
Downsloping Upsloping
The pilot thinks that they are too low and The pilot will judge their altitude as too
will consequently plan a higher approach high, because they perceive the terrain
and land long on the runway or may even continues an upsloping, positive angle
have to overshoot. towards the runway and will consequently
Equal effect with downsloping terrain prior plan a low approach that can cause
to the runway landing short of the runway.

Ground lighting illusion

Approach and runway lighting on high or bright illumination can create the illusion of less
distance to the runway. The result would be to fly a higher approach. Conversely lights on
a low setting may have the opposite effect.
Featureless terrain illusion
An absence of surrounding ground features, as in an overwater approach, over darkened
areas, or terrain made featureless by snow, can create an illusion the aircraft is at a higher
altitude than it is. This illusion, sometimes referred to as the “black hole approach,” causes
pilots to fly a lower approach than is desired.

Normal Approach to Landing On the Black Hole Approach to a Landing

numbers
On a normal (sequence at right), the
touchdown spot remains fixed in the
windscreen and the apparent height (visual
angle) of the runaway increase as the
aircraft descends. Just before touchdown,
the runaway fills the windscreen.
Short of the Runaway
On a “black hole” approach, pilots tend to
maintain a constant visual angle (apparent
height) of the runaway. They descend
below a glidepath to achieve this. A pilot
sees the far-right image is dangerous,
close to the ground.

Water refraction
Rain on the windscreen can create an illusion of being at a higher altitude due to the
horizon appearing lower than it is. This can result in the pilot flying a lower approach.

Snell Law
Is a formula used to describe the relationship between the angles of incidence and
refraction, when referring to light or other waves passing through a boundary between two
different isotropic media, such as water, glass, or air.
Haze
Haze is traditionally an atmospheric phenomenon in which dust, smoke, and other dry
particulates obscure the clarity of the sky. can create an illusion of being at a greater
distance and height from the runway. As a result, the pilot has a tendency to be low on the
approach.

Fog
Consists of visible cloud water droplets or ice crystals suspended in the air at or near the
Earth's surface. Fog can be considered a type of low-lying cloud and is heavily influenced
by nearby bodies of water, topography, and wind conditions. Flying into fog can create an
illusion of pitching up. Pilots who do not recognize this illusion often steepen the approach
abruptly.
G-forces
Gravitational Force
G-force stands for either the force of gravity on a particular extraterrestrial body or the
force of acceleration anywhere. It is measured in g's, where 1 g is equal to the force of
gravity at the Earth's surface, which is 9.8 meters per second per second. Moving on with
the explanation of G force, the g-force on an object is its acceleration relative to free-fall. 

Types of Acceleration

There are three types of acceleration.

Linear Acceleration—reflects a change of speed in a straight line. This type of

acceleration occurs during take-off, landing, or in level flight when a throttle setting is
changed.

Radial Acceleration—is the result of a change in direction such as when a pilot performs
a sharp turn, pushes over into a dive, or pulls out of a dive.

Angular Acceleration—results from a simultaneous change in both speed and direction,

which happens in spins and climbing turns.

G Forces During flight

A pilot may experience a combination of these accelerations as a result of input to the

flight controls. These accelerations induce G-forces on the body that may be described as
Gx, Gy, and Gz.

En esta imagen les dejo como son los ejes en marco del cuerpo del avión, para que no se
hagan bolas con en que casos son G POSITIVAS y en que casos son NEGATIVAS, las
flechas que salen en el dibujo son los positivos, si el avión se mueve hacia un positivo la
G force es positiva o si se mueve a un negativo, negativa ; tiene otras cosas en lo de eje
x, no lo pelen, solo x y z y ya mamo.
Gx—is described as force acting on the body from chest to back; +Gx is experienced, for
example, during the take-off roll as the throttle is advanced. This is the force that pushes
the pilot back into the seat as the aircraft accelerates. –Gx is described as force from back
to chest, and it is encountered during landing as the throttle is closed. This force pushes
the pilot forward into the shoulder strap. Naval pilots flying from aircraft carriers feel the
extremes of this type of G force. During a catapult launch, the aircraft accelerates to 160-
plus mph in just under two seconds. During landing, the aircraft will decelerate to a
complete stop in just a few feet. Carrier pilots have adapted and successfully functioned
with these extreme Gs for decades.

Gy—is a lateral force that acts from shoulder to shoulder, and it is encountered during
aileron rolls. Aerobatic pilots routinely encounter this type of G force and can still safely
and precisely maneuver their aircraft.

Gz— is a gravitational force that is applied to the vertical axis of the body. If it is
experienced from head to foot, it is termed (positive) +Gz. This happens when a pilot pulls
out of a dive or pulls into an inside loop. –Gz (negative) travels from foot to head, and it is
experienced when a pilot pushes over into a dive.

Positive G-Forces
The G force exerted on the human body in a head-ward direction during acceleration or
squish you into your seat. Positive G's would make you heavier, pushing you harder into
your seat.
Blackout G POSITIVAS
Is a term generally used in aerospace physiology to describe a loss of consciousness
occurring from excessive and sustained G-forces draining blood away from the brain
causing cerebral hypoxia.

For higher intensity or longer duration, this can manifest progressively as:

 Greyout: a loss of color vision.

 Tunnel vision: loss of peripheral vision, retaining only the center vision.
 Blackout: a complete loss of vision but retaining consciousness.
 G-LOC: where consciousness is lost.

Negative G-Forces
If you accelerate downwards faster than the rate of natural freefall, you will experience
what is known as a negative g-force. As you accelerate, the liquid in your body (the blood)
moves slower than the solid parts of your body due to the inertia of the blood, often
resulting in a feeling of weightlessness.

Redout G NEGATIVAS
A redout occurs when the body experiences a negative g-force sufficient to cause a blood
flow from the lower parts of the body to the head. Usually, a redout will only ever be
experienced by pilots, as planes are the most common devices that allow such negative g-
forces to be exerted.
Anti-G suit
The first g-suits were developed by a team led by Wilbur R. Franks at the University of
Toronto's Banting and Best Medical Institute in 1941.

An anti-g suit is a tight-fitting suit for use in high-performance air flight that covers parts of
the body below the heart and is designed to retard the flow of blood to the lower body in
reaction to acceleration or deceleration. Bladders or other devices are used to inflate and
increase body constriction as g-force increases.

Design of Anti-G suit

A g-suit is a special garment and generally takes the form of tightly-fitting trousers, which
fit either under or over (depending on the design). The trousers are fitted with inflatable
bladders which, when pressurized through a g-sensitive valve in the aircraft or spacecraft,
press firmly on the abdomen and legs, thus restricting the draining of blood away from the
brain during periods of high acceleration.

 OTHER SYSTEM
Multi-Function Display
Shows navigation and real-time information from multiple systems. The multifunctional
displays often devised as "centralized letters" or "digital letters" where crews can
superimpose different information on a map or chart. Include current route of the aircraft,
weather radar provided on the board or by weather radars on land, restricted airspace and
aircraft traffic. Multifunction devices can also be used for other types of coating data and
overlaying data type, for example, sliding aircraft radio is calculated, given the current
situation field, winds, and the aircraft speed and altitude.
The multifunctional displays can also show information about aircraft systems, such as fuel
and electrical systems.

Head-Up Display (HUD)

The HUD uses a transparent display on the windshield of the aircraft that presents
information without the pilot having to look away from their straight-ahead view. This
allows a pilot to be able to view information with their head positioned "up" and looking
forward, instead of angled down looking at panel mounted instruments. He was born as
such in military aviation, to add relevant flight information and objective look on the glass
of the cabin.

Operating principle
Is based on the principle of reflection of light on a glass. So, it is basically a projection on
this system. It is projected on a transparent film on the windshield of the plane.
Types
 Fixed (information appears in the glass of the cabin).

 The helmet, called HMD (Helmet Mounted display) shows the information in the
own visor or a lens in front of one eye, subject by a side arm. (Helmet
integrating information screens, used by pilots of F-35.)
Parts
A HUD system therefore consists of three basic parts:
 The combiner (i.e. the surface on which the image is projected). A combiner is
made of glass coated with transparent film which only reflects light in the Green
wavelength. The combiner is installed in the Visual field.
 Projector (OPU).
 The computer unit. It processes the data from different sources and organizes
them to its projection.
Automatic Dependent Surveillance -Broadcast (ADS-B)
Is a precise satellite-based surveillance system. ADS-B out uses GPS technology to
determine an aircraft location, airspeed and other data, and broadcasts that information to
a network of ground stations. Operators of aircraft with ADS-B In can receive weather and
traffic position information directly to the cockpit. ADS–B is an element of the US Next
Generation Air Transportation System (NextGen). The United States requires some
aircraft to be equipped by 2020 and the equipment will be mandatory for some aircraft in
Europe from 2017. Canada is already using ADS-B for Air Traffic Control.
The system relies on two avionics components—a high-integrity GPS navigation source
and a datalink (ADS-B unit). There are several types of certified ADS-B data links, but the
most common ones operate at 1090 MHz, essentially a modified Mode S transponder, or
at 978 MHz. 
The FAA would like to see aircraft that exclusively operate below 18,000 feet (5,500 m)
use the 978 MHz link since this will help alleviate further congestion of the 1090 MHz
frequency.

ADS-B Infrastructure
An ADS-B infrastructure consists of a network of ADS-B ground stations. These typically
consist of an ADS-B tower and mast (similar to a mobile phone mast). This provides a cost
effective national airspace solution; providing accurate data, with fewer gaps or blind
spots.
With ADS-B, you’ll be required to broadcast your position information to ADS-B ground
stations and other aircraft. This is called ADS-B “Out.” But those ground stations are also
broadcasting valuable information you can use if your aircraft is equipped to receive it
using ADS-B “In” technology.
Theory of operation
The ADS-B system has three main components:
 Infrastructure on land.
 In the air components.
 Operating procedures.
A transmission subsystem comprising functions of generation and transmission of
messages from the source, such as an airplane.
A receiving subsystem including receiving messages, and reports the functions of
mounting the receiver, such as another aircraft or ground vehicle.
Benefits
ADS-B provides many benefits to both pilots and air traffic control that improve both the
safety and efficiency of flight.
 Traffic – A/C in traffic
 Weather – will be able to receive weather reports, and weather radar through flight
information service-broadcast (FIS-B).
 Land- The ADS-B technology emits an overlap of land for pilots to see it in the
cabin.
 Flight information – Traffic information service-broadcast (TIS-B, not to be
confused with FIS-B) transmits readable flight information such as temporary flight
restrictions(TFRs) and NOTAMs to aircraft equipped with either UAT or 1090 ES
ADS-B systems.
 Expense - ADS-B ground stations are significantly cheaper to install and operate
compared to primary and secondary radar systems.
Garmin 530
 GNS 530 is an all-in-one GPS/Nav/Comm solution. It features a TSO-certified
GPS, 2280-channel capacity comm and 200-channel ILS/VOR with localizer and
glideslope. Traditionally it would take a host of components to provide the
capabilities of this one smart box. High-speed 5 Hz processing makes navigation
calculations and map redraw rates five times faster than earlier GNS series
navigators. seamlessly integrates built-in terrain and navigation databases,
providing a clear, concise picture of where you are and where you’re heading.
 Contains location reference for all airports, VORs, NDBs, Intersections, Flight
Service Stations, published approaches, SIDs/STARs, Special Use Airspace and
geopolitical boundaries. A detailed basemap shows airports, cities, highways,
railroads, rivers, lakes, coastlines and more. Using information from the built-in
terrain and U.S. obstacles databases, the 530 displays color coding to graphically
alert you when proximity conflicts loom ahead.
 Can automatically fly your aircraft through holding patterns.
Garmin 1000
It is a seamlessly integrated package that makes flight information easier to scan and
process. Its revolutionary design brings new levels of situational awareness, simplicity and
safety to the cockpit.
G1000 puts a wealth of flight-critical data at your fingertips. Its glass flightdeck presents
flight instrumentation, navigation, weather, terrain, traffic and engine data on large-format,
high-resolution displays. Also includes the GFC 700, the first entirely new autopilot
designed and certified for the 21st century. The GFC 700 is capable of using all data
available to G1000 to navigate, including the ability to maintain airspeed references and
optimize performance over the entire airspeed envelope.

Electronic Flight Instrument System

Is a flight deck instrument display system in which the display technology used is
electronic rather than electromechanical. This normally consists of a primary flight display
(PFD), multi-function display (MFD) and engine indicating and crew alerting system
(EICAS) display
An EFIS installation will follow the sequence:
 Displays
 Controls
 Data processors A basic EFIS might have all these facilities in the one unit.
Display units
 Primary flight display (PFD): shows all critical information for flight, including
airspeed, altitude, heading, attitude, vertical speed and yaw.
 Multi-function display (MFD) / Navigation display (ND): shows navigation and
displays real-time information from multiple systems
 Engine indications and crew alerting system (EICAS) / electronic centralized
aircraft monitoring (ECAM)
Control Panels
 The pilots are provided with controls, with which they select display range and
mode (for example, map or compass rose) and enter data (such as selected
heading).
 Where inputs by the pilot are used by other equipment, data buses broadcast the
pilot's selections so that the pilot only needs to enter the selection once.
Data Processors
The EFIS visual display is produced by the symbol generator (other names: display
processing computer and display electronics). This receives data inputs from the pilot,
signals from sensors, and EFIS format selections made by the pilot.
 The symbol generator does more than generate symbols. It has (at the least)
monitoring facilities, a graphics generator and a display driver (this is a hardware
not a software).
And other instruments:
 Attitude and Heading Reference System (AHRS). [1]
 Broadcasting Outer Module (BOM). [2]

[1]
[2]
PREGUNTAS DE EXAMEN
Los dos movimientos del giroscopio.
 RIGIDITY IN SPACE: Refers to the principle that a gyroscope remains in a fixed
position in the plane in which it is spinning. By mounting this wheel, or gyroscope,
on a set of gimbal rings, the gyro is able to rotate freely in any direction. Thus, if the
gimbal rings are tilted, twisted, or otherwise moved, the gyro remains in the plane
in which it was originally spinning.
 PRECESSION: is the tilting or turning of a gyro in response to a deflective force
that is applied perpendicular to a spinning rotor, so the rotor will resist the force
where it is applied and the force will manifest 90 degrees later in the direction the
rotor is spinning. This principle allows the gyro to determine a rate of turn by
sensing the amount of pressure created by a change in direction. The rate at which
the gyro precesses is inversely proportional to the speed of the rotor and
proportional to the deflective force.

La diferencia entre HSI y RMI.

A HSI is an instrument that usually replaces the heading indicator and that incorporates a
VOR and the Heading Indicator, along with ILS; while a RMI is a navigational aid providing
aircraft magnetic or directional gyro heading, very high frequency omnidirectional range
(VOR) and automatic direction finder (ADF) bearing information.

Que es EFIS.
Is a flight deck instrument display system in which the display technology used is
electronic rather than electromechanical. This normally consists of a primary flight display
(PFD), multi-function display (MFD) and engine indicating and crew alerting system
(EICAS) display
Las fuerzas g +/-.
 Positive G-Forces: The G force exerted on the human body in a head-ward
direction during acceleration or squish you into your seat. Positive G's would make
you heavier, pushing you harder into your seat.
 Negative G-Forces: If you accelerate downwards faster than the rate of natural
freefall, you will experience what is known as a negative g-force. As you
accelerate, the liquid in your body (the blood) moves slower than the solid parts of
your body due to the inertia of the blood, often resulting in a feeling of
weightlessness.
Como quitar el hielo.
Preventive and Corrective Systems:
 Heating surfaces with hot air
 Heating by electrical elements
 Breaking up ice formations, usually by inflatable boots
 Chemical application (glycol)