AIRCRAFT AVIONICS

PRINCIPLE

Zhang Fuchun
Dec 2006
 CHAPTER 1
Measuring of Altitude and
Speed of Aircraft
 Atmospheric Parameters

Atmospheric Sensor

Measuring of Altitude
 Measuring of Speed
 Section 1
Atmospheric Parameters
1. The atmosphere
(1) The atmosphere layers
 Troposphere

Stratosphere

Mesosphere
 Ionosphere
 Exosphere
1. The atmosphere
(1) The atmosphere layers
 1. The atmosphere
(1) The atmosphere layers
 Troposphere
Highness: From the surface of the earth to 8-12km
Features: (1)The air possesses strong convective
movements;
(2)The level distribution of temperature and
humidity are not well distributed;
(3)Important weathers such as thunderstorms,
clouds and rains all appear in it;
(4)The temperature reduces with altitudes. To
be average, every 100m higher in altitude,
the temperature will reduce about 0.65℃.
 1. The atmosphere
(1) The atmosphere layers
 Stratosphere

Highness: From the top interface of troposphere to 50-55km

Features: (1)Airflow is fairly steady;
(2)The weather is fine;
(3)The temperature keeps unchanged or increases
slightly at first, up to 25-30km in the upper
air, the temperature increases rapidly;
 1. The atmosphere
(1) The atmosphere layers
 Stratosphere
Highness: From the top interface of stratosphere to
80-85km
Features: (1)The temperature reduces with the increase
of altitude;
(2)The weather is fine;
(3)The temperature keeps unchanged or
increases slightly at first, up to 25-30km
in the upper air, the temperature
increases rapidly;
(4)Up to the top interface, the temperature
reduces to 160-190°K.
 1. The atmosphere
(1) The atmosphere layers
 Stratosphere
Highness: From the top interface of stratosphere to
80-85km
Features: (1)The temperature reduces with the increase
of altitude;
(2)The weather is fine;
(3)The temperature keeps unchanged or
increases slightly at first, up to 25-30km
in the upper air, the temperature
increases rapidly;
(4)Up to the top interface, the temperature
reduces to 160-190°K.
1. The atmosphere
(2) The relationship between atmosphere’s
temperature, density, pressure and altitude
 1. The atmosphere
(3) Standard atmosphere
 making sea-level zero altitude;
 at sea level, clean air and its components don not change with
altitude, the average molecular weight is 28.9644;
 acceleration of gravity is 9.80665m/s2 ;

the temperature is 15 ℃ ;
 pressure is 1013.25 hectobar (760mmHg);
 atmosphere density is 1.225kg/m3 ;
 vertical descending rate of the temperature is 0.65℃ /100m
below the altitude of 11km, below 11-20km is zero, below 20-
30km is -0.1℃ /100m.
1. The atmosphere
(4) Standard atmospheric pressure altitude
formula
• below 11000m

T0 pH R
H  [1  ( ) ]
 p0
• up 11000m
P11
H  H11  RT111n
PH
 Table of standard atmospheric

Altitude Temperature Pressure Relative density

(km) (℃ ) (mmHg) (ρH/ρ0)
0.0 15.0 760 1.000
0.5 11.7 716 0.935
1.0 8.5 674 0.907
5.0 -17.7 405.07 0.601
8.0 -37.0 266.89 0.482
10.0 -50.0 198.96 0.337
12.0 -56.5 144.87 0.253
15.0 -56.5 90.24 0.158
18.0 -56.5 56.21 0.0984
20.0 -56.5 41 0.078
 Section 2
Atmospheric Sensor
1. Static pressure and total pressure
(1) Static pressure
(2) Total pressure
(3) Dynamic pressure

Pdynamic  Ptotal  Pstatic

 Section 2
Atmospheric Sensor
2. Pitot tube
 Section 2
Atmospheric Sensor
1. Pitot tube
(1) Subsonic pitot
 Section 2
Atmospheric Sensor
1. Pitot tube
(2) Supersonic pitot
 Section 2
Atmospheric Sensor
1. Pitot tube
(3) Compensation pitot
 Section 2
Atmospheric Sensor
1. Pitot tube
(4) Emergency pitot
 Section 2
Atmospheric Sensor
1. Pressure sensor
(1) Mechanical pressure sensors
 Section 2
Atmospheric Sensor
1. Pressure sensor
(2) Piezoresistance pressure transducer
 Section 2
Atmospheric Sensor
1. Pressure sensor
(3) Vibrating pressure sensor
①Vibrating string sensor
 Section 2
Atmospheric Sensor
1. Pressure sensor
(3) Vibrating pressure sensor
②Vibrating cylindering pressure sensor
 Section 2
Atmospheric Sensor
3. Temperature sensor
 Section 3
Measuring of Altitude
1. Classification of flight altitude
 Section 3
Measuring of Altitude
1. Classification of flight altitude
(1) Relative altitude
The distance form the aircraft in the air
to a fixed airfield ground.

(2) True altitude

the vertical distance from the aircraft in

the air to the earth surface right downward.
 Section 3
Measuring of Altitude
1. Classification of flight altitude
(3) Absolute altitude
The vertical distance from the aircraft in
the air to the sea level .
(4) Standard pressure altitude
The vertical distance from the air to standard
pressure plane .
Pressure surface of pressure equaling to 760mmHg is called
standard pressure surface. And it is a datum plane set by
personnel.
 Section 3
Measuring of Altitude
1. Classification of flight altitude
(5) Two altitudes concerning airfield

Ai rf ie ld alt it ud e: it is the vertical distance

between airfield ground level and sea level, and
its quantity is fixed.

Ai rf ie ld sta nd ar d p res su re al tit ud e: it is

the vertical distance from airfield ground level
and standard pressure plane. Its quantity changes
with meteorological and weather condition.
 Section 3
Measuring of Altitude
2. Principle of measuring pressure altitude
(1) Principle of measuring mechanical Pressure altimeter
 Section 3
Measuring of Altitude
2. Principle of measuring pressure altitude
(2) Principle of potentiometer pressure altitude sensor
 Section 3
Measuring of Altitude
2. Principle of measuring pressure altitude
(3) Digital pressure altitude sensor

1. Amplifier 2. sampling/holding 3. data conversion

4. Computers 5. output device
 Section 3
Measuring of Altitude
3. Principle of measuring true altitude
Principle of measuring by Frequency-Modulating (FM)
3. Principle of measuring true altitude
Principle of measuring by Frequency-Modulating (FM)

Conventional FM radio-altimeter design

3. Principle of measuring true altitude
Principle of measuring by Frequency-Modulating (FM)
 Section 3
Measuring of Altitude
4. Altitude’s indication

Pointer
 Section 3
Measuring of Altitude
4. Altitude’s indication

Pointer & number

 Section 3
Measuring of Altitude
4. Altitude’s indication

Integrated display
 Section 3
Measuring of Altitude
4. Altitude’s indication

Integrated display
 Section 4
Measuring of Speed
1. Indicated airspeed and true airspeed
(1) Definition of indicated airspeed

According to the relation between dynamic pressure and

airspeed under standard atmospheric condition at sea level,
we call airspeed measured by dynamic pressure as indicated
airspeed.

2 Pdynamic
Vindication =
0
 Section 4
Measuring of Speed
1. Indicated airspeed and true airspeed
(2) Relation between indicated airspeed and true airspeed

The real speed at which the aircraft moves relative to the

air true airspeed is true airspeed.

2 Pdynamic
Vtrue =
H
 Section 4
Measuring of Speed
1. Indicated airspeed and true airspeed
(3) Function of measuring indicated airspeed

The indicated airspeed meter in fact is a dynamic pressure

meter, and dynamic pressure is an important physical
quantity in flight.
The value in indicated airspeed meter in flight reflects
motive force acted on the aircraft. This is of great importance
to control the aircraft.
 Section 4
Measuring of Speed
1. Indicated airspeed and true airspeed
(3) Function of measuring indicated airspeed

Indicated True air speed (km/h) at the following

air speed altitude(km)
values 0 4 8 12 16 20
(km/h)
400 400 485 597 755 991 1270
600 600 721 874 1081 1398 1825
800 800 951 1134 1385 1816
1000 1000 1173 1385 1717
12000 12000 1395 1664
14000 14000 1636 1967
16000 16000 1882
 Section 4
Measuring of Speed
2. Principle of measuring airspeed
(1) Principle of measuring indicated airspeed
 Section 4
Measuring of Speed
2. Principle of measuring airspeed
(2) Principle of measuring true airspeed
 Section 4
Measuring of Speed
3. Principle of measuring ascend and descend
speed
 Section 4
Measuring of Speed
4. Indication of speed


Pointer display

Digital display
 Digital wheel display
 Integrated display
AIRCRAFT AVIONICS
PRINCIPLE

Zhang Fuchun
Dec 2006
 CHAPTER 2
Measuring of Aircraft’s Attitude

 Measuring of Pitch Angle

and Bank Angle

Measuring of Turn and
Sideslip
 Section 1
Measuring of Pitch Angle and
Bank Angle
1. Definitions of pitch angle and bank angle
 Section 1
Measuring of Pitch Angle and
Bank Angle
1. Definitions of pitch angle and bank angle
Pitch angle:
A pitch angle is the included angle between
longitudinal axis of the aircraft and horizontal
plane.
Bank angle:
it is the included angle between symmetric plane
and vertical plane on longitudinal axis of the
aircraft.
 Section 1
Measuring of Pitch Angle and
Bank Angle
2. Basic conditions to measure pitch angle
and bank angle
Altitude angles are in fact the relative location
between aircrafts’ vertical axis and local vertical
line. If only an artificial vertical line
(artificial lateral system of coordinates) is found
in aircrafts, and compares it with airframe system
of coordinates, we can measure altitude angles.
 Section 1
Measuring of Pitch Angle and
Bank Angle
3. Basic principle of measuring pitch angle
and bank angle
(1) How to simulate vertical line
3. Basic principle of measuring pitch angle
and bank angle
(1) How to simulate vertical line
• To simulate vertical line by pendulum
3. Basic principle of measuring pitch angle
and bank angle
(1) How to simulate vertical line
• To simulate vertical line by pendulum
3. Basic principle of measuring pitch angle
and bank angle
(1) How to simulate vertical line
• To simulate vertical line by rate gyroscope
3. Basic principle of measuring pitch angle
and bank angle
(2) How to simulate vertical line correctly
To take the advantage of gyro’s directional stability of
acceleration resistance and the gyro as the foundation of the
working of instruments; to take the advantage of the nature of
vertical to correct the gyro and make autorotation axis trace
gyro’s vertical line continuously. The gyro can not only
eliminate error of autorotation axis’s shift from vertical line
because of wandering, but also resist interference of
acceleration. Therefore, no matter the aircraft is in level
flight or there is acceleration, autorotation axis of gyro can
simulate
vertical line accurately.
3. Basic principle of measuring pitch angle
and bank angle
(2) How to simulate vertical line correctly

• Composition of correction system

a. Rate gyroscope

b. Liquid pendulum

c. Correction motor
3. Basic principle of measuring pitch angle
and bank angle
(2) How to simulate vertical line correctly

• Error situation analysis

a. Acceleration error

b. Longitudinal acceleration error

c. Banking turn error

3. Basic principle of measuring pitch angle
and bank angle
(3) Bracket servo system

• Function

Control the outer frame axis of gyro and

make it vertical to autorotation axis when bank
angle is arbitrary value. In this way the gyro
can maintain good stability to guarantee the
direction of artificial vertical line not being
interfered by aircrafts’ attitude.
3. Basic principle of measuring pitch angle
and bank angle
(3) Bracket servo system

• Composition

a. Rate gyroscope

b. Liquid pendulum

c. Correction motor
3. Basic principle of measuring pitch angle
and bank angle
(3) Bracket servo system

• Composition
(3) Bracket servo system
• Working situation
 Section 1
Measuring of Pitch Angle and
Bank Angle
4. Indication of pitch angle and bank angle
(1) Inside-out display
 Section 1
Measuring of Pitch Angle and
Bank Angle
4. Indication of pitch angle and bank angle
(2) Outside-in display
 Section 1
Measuring of Pitch Angle and
Bank Angle
4. Indication of pitch angle and bank angle
(3) Basic Working principle of outside-in display
 Section 1
Measuring of Pitch Angle and
Bank Angle
4. Indication of pitch angle and bank angle
(3) Basic Working principle of outside-in display
 Section 2
Measuring of Turn and Sideslip
1. Basic principle of measuring turns
(1) Measuring the turning direction
 Section 2
Measuring of Turn and Sideslip
1. Basic principle of measuring turns
(1) Measuring the turning direction
 Section 2
Measuring of Turn and Sideslip
1. Basic principle of measuring turns
(2) Why does the turn indicator can indicate the
aircraft’s bank angle when the aircraft is in
non-sideslip turning at a certain true speed?
 Section 2
Measuring of Turn and Sideslip
1. Basic principle of measuring turns
(2) Why does the turn indicator can indicate the
aircraft’s bank angle when the aircraft is in
non-sideslip turning at a certain true speed?

G
  tg
v
 Section 2
Measuring of Turn and Sideslip
2. Basic principle of measuring sideslip
(1) Working condition of the bank indicator in level flight
 Section 2
Measuring of Turn and Sideslip
2. Basic principle of measuring sideslip
(2) Basic working condition of the bank indicator when the
aircraft is turning
AIRCRAFT AVIONICS
PRINCIPLE

Zhang Fuchun
Dec 2006
 CHAPTER 3
Measuring of the Aircrafts’ Course

 The earth’s magnetism and course


Measuring of the course

The principle of the gyro-magnetic
compass
 Direction-attitude system
 Section 1
The Earth’s Magnetism and
Direction
1. The earth’s magnetism
(1) The magnetism of the earth
 Section 1
The Earth’s Magnetism and
Direction
1. The earth’s magnetism
(2) Dipping
 Section 1
The Earth’s Magnetism and
Direction
1. The earth’s magnetism
(3) The magnetic variation
 Section 1
The Earth’s Magnetism and
Direction
1. The course
The course is the included angle between the
longitudinal axis of the aircraft and the level of
the meridian. Making the north end of the meridian
as the starting point, it is calculated close
-wise. For the different meridian selected, the
course can be divided into true course, magnetic
course and
great circle course.
 Section 1
The Earth’s Magnetism and
Direction
1. The course
• true course
• magnetic course
 Section 1
The Earth’s Magnetism and
Direction
1. The course
• circle course
 Section 2
Measuring of the Course

1. Basic conditions for measuring the course

There must the following three conditions in measuring
the course:
(1) To measure the direction of magnetic
longitude correctly
(2) To express the longitudinal axis of
the aircraft.
(3) To have a steady level where the
sensitive parts which can sense the
longitude direction can stay all the
time.
 Section 2
Measuring of the Course

2. Measuring the course

(1) Using magnetic stripe to measure course
 Section 2
Measuring of the Course
2. Measuring the course
(2) Using the earth’s magnetic induction elements to measure
course

• Using soft iron bar

 Section 2
Measuring of the Course
2. Measuring the course
(2) Using the earth’s magnetic induction elements to measure
course
• Using single-phase earth’s magnetic induction element
 Section 2
Measuring of the Course
2. Measuring the course
(2) Using the earth’s magnetic induction elements to measure
course
• Using three-phase earth’s magnetic induction element
2. Measuring the course
(2) Using the earth’s magnetic induction elements to measure
course
• Using three-phase earth’s magnetic induction element
2. Measuring the course
(2) Using the earth’s magnetic induction elements to measure
course
• Using three-phase earth’s magnetic induction element
2. Measuring the course
(2) Using the earth’s magnetic induction elements to measure
course
• Using three-phase earth’s magnetic induction element

Advantages:

① There is no mechanism inertia in measuring

magnetic meridian.
② There is no stagnation error.
③ Sensitivity is higher.
 Section 2
Measuring of the Course
3. Measuring of gyro course
(1) Principle of measuring turning angle
 Section 2
Measuring of the Course
3. Measuring of gyro course
(2) Principle of indicated gyro course
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
• conclusion
a. Gyro mechanism controls the indicator to
indicate the turning angle of the
aircraft directly.
b. Magnetic sensor controls indicator to
indicate course of the aircraft through
synchronous gyro mechanism indirectly.
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
• Working situation
a. Synchronous state
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
• Working situation
b. Distorting state
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
• Working situation
b. Distorting state
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Working principle of Magnetic stripe gyro-magnetic compass
• Working situation
In a word, the synchronous state of double-potential follow-up
system is a contemporary and relative state. And distorting state
is common and absolute sate. Once the indicator and the
measured course of the magnetic sensor are not consistent, the
system will be in distorting state. When the magnetic sensor
indicates correctly, it controls indicator to give the correct course
to the aircraft; when the magnetic sensor indicates incorrectly, it
is a wrong correction to the indicator.
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(1) Magnetic stripe gyro-magnetic compass principle
• conclusion
a. Gyro mechanism controls the indicator to
indicate the turning angle of the
aircraft directly.
b. Magnetic sensor controls indicator to
indicate course of the aircraft through
synchronous gyro mechanism indirectly.
c. U si ng pro pe r aut o-s yn ch ron ous
spe ed to m ake t he ai rcr af t
ind ic ate c our se co rr ect ly in
lev el fl ig ht an d t ur nin g
 Section 3
Gyro-magnetic Compass Principle
1. Gyro-magnetic compass principle
(2) Working principle of induced gyro-magnetic compass
 Section 3
Gyro-magnetic Compass Principle
2. Gyro course error and error elimination
(1) Gyro course error
① Wandering error

a. Azimuth error

b. The earth’s rotation error

c. Speed error.
 Section 3
Gyro-magnetic Compass Principle
2. Gyro course error and error elimination
(1) Gyro course error
② Bracket error
 Section 3
Gyro-magnetic Compass Principle
2. Gyro course error and error elimination
(1) Gyro course error
③ Banking turn error

The error caused by the wrong correction moment of

the horizontal correction electromotor when the aircraft
is making banking turn.
 Section 3
Gyro-magnetic Compass Principle
2. Gyro course error and error elimination
(2) Quantity of bracket and corresponding curve
 Section 3
Gyro-magnetic Compass Principle
2. Gyro course error and error elimination
(3) Expression of bracket error in flight
(4) Error-elimination methods
 Section 4
Course Attitude System

Course attitude system is an integrated

instrument. It can measure and indicate all
attitudes of the aircraft. And it can measure
and indicate pitch angle, bank angle and
course angle. So it is also called complete
attitude system.
 Section 4
Course Attitude System
1. Function and basic composition
(1) Functions
• To measure and indicate magnetic course, gyro course
and turning angle;
• To measure and indicate pitch angle, bank angle and
turning angle speed, turning direction, sideslip and
sideslip direction;
• To indicate radio station’s corresponding azimuth
angle assorted with radio electric compass;
• To output pitch, inclination and course signals to the
equipments on the aircraft.
 Section 4
Course Attitude System
1. Function and basic composition
(2) Composition

• Induction magnetic sensor---to make magnetic

course correction to directional gyro in the complete
attitude-assembly gyro;

• Complete assembly gyro---to measure pitch angle,

bank angle and course angle. To supply pitch angle,
bank angel and course angle signal to the indicator and
aviation equipments;
 Section 4
Course Attitude System
1. Function and basic composition
(2) Composition

• Course position indicator---to show the course,

position, drift and kilometers off-course and course
gliding data measured by complete attitude assembly
gyro, radio electric gross compass, course gliding
receiving system and GPS navigation system into
visible signal integrated for pilots.
 Section 4
Course Attitude System
1. Function and basic composition
(2) Composition
• Course indicator---to show course angle and bank
angle integrated;
• Horizon indicator---to indicate pitch angle and bank
angle of the aircraft;
• Control box---to control the work of course attitude
system and convert the working state of course attitude
system by the button on the panel. To transmit azimuth
correction signal to directional gyro and control
synchronizing speed;
 Section 4
Course Attitude System
1. Function and basic composition
(2) Composition

• Integrated amplifier---to amplify servo system

control signal in course attitude system.
• Relay control box---to convert connection of total
parts in course attitude system and the working state.
To supply the needed abnormal electric source to the
system.
 Section 4
Course Attitude System
2. Basic working principle
 Section 4
Course Attitude System
2. Basic working principle
(1) Basic working principle of course system
 Section 4
Course Attitude System
2. Basic working principle
(2) Working principle of attitude system
AIRCRAFT AVIONICS
PRINCIPLE

Zhang Fuchun
Nov 2006
 CHAPTER 8
Aviation Computer and Bus system

 Aviation Computers and the Application


Aviation Bus Standard and the Application

Aircraft Avionics Integrated System
Introduction
 Section 1
Aviation Computers and the Application
1. The history and the developing tendency

 Analog aviation computer


Digital aviation computer

Distributed integrated aviation computer
system
 High integrated aviation computers
1. The history and the developing tendency
Analog aviation computer
1. The history and the developing tendency
Digital aviation computer
1. The history and the developing tendency
Digital aviation computer

Data Bus

Optional
Redundant
cable
Remote
BC RT Interface for
subsystem

Subsystem
1. The history and the developing tendency
Distributed integrated
aviation computer system
Mission
Management
zone

High-
speed
Aviation
bus

Aircraft Sensor
management management
zone zone
 Section 1
Aviation Computers and the Application

The application of aviation computer


ADC aviation computer
The application of aviation computer


ADC aviation computer
 Static
Static
pressure
pressure sensor
DA
F/D Multi Sampling

Dynamic Total DA - retain

switc amplifier
pressure pressure
h
senor

Attack
angle CPU
Input Serial
Stagnation Multi- digital
AD output
temperature switch output
Pressure interface
binding

Power Power Output

Input
Control buffer
convertor convertor buffer
instruction 1 2

±15V 27V10V 5V 27V

AD C av iat ion c om put er

 Section 2
Aeronautical Aviation Bus Standard and
the Application
 Section 2
Aeronautical Aviation Bus Standard and
the Application

MIL-STD-1553B

ARINC429
 Section 3
Aeronautical Electronic Integrated System
 Section 3
Aeronautical Electronic Integrated System