AVIONICS REVIEWER
Fly-by-wire (FBW) systems: are
Module 5: History of Aircraft Avionics
History of Avionics
- December 17,1903: Wright Brothers
- 1914: two-way radio contact was
accomplished between pilot and ground
control (ground engineer)
- 1916-1917: use of electronic device when
Curtiss JN "Jenny series aircraft was
designed and developed
* Curtiss JN- 2biplanes series was one of
the set of the aircraft with ailerons
controlled by a shoulder yoke in the cockpit
of the aircraft; it was deficient in
performance, particularly climbing,
because of excessive weight.
- March 3, 1915: National Advisory
committee for Aeronautics (NACA)
Areas of Aircraft Avionics
1. Communication - connect the flight
deck to the ground and the flight deck to the
passengers. On board communications are
provided by public-address systems and
aircraft intercoms
2. Air navigation - is the determination of
position and direction on or above the
surface of the Earth. Avionics can use
satellite navigation systems (such as GPS
and WAAS), INS Inertial navigation
system), ground-based radio navigation
systems (such as VOR or LORAN), or any
combination thereof.
* The first hints of glass cockpits emerged
in the 1970s when flight-worthy cathode ray
tube (CRT) screens began to replace
electromechanical displays, gauges and
instruments. A "glass" cockpit refers to the
use of computer monitors instead of
gauges and other analog displays.
* Most commercial planes have aircraft
flight control systems to reduce pilot error
and workload at landing or takeoff.
FQIS - Fuel Quantity Indication System
- monitors the amount of fuel aboard. Using
various sensors, such as capacitance
tubes, temperature sensors, densitometers
& level sensors, the FQIS computer
calculates the mass of fuel remaining on
board
TCAS – Traffic Alert and Collision
Avoidance System
- can detect the location of nearby aircraft
and provide instructions for avoiding a
midair collision.
Importance of Aircraft Avionics
- Greater situational awareness
- Smaller crew
- Enhanced safety
- Engine control
- On-board flight path management
- On-board health monitoring
- Enhanced controllability and
- Maneuverability
Important Challenges of Aircraft
Avionics
- How To Operate Advanced Avionics
Systems
- Which Advanced Avionics Systems to
Use and When
- How Advanced Avionics Systems Affect
the Pilot
Raerae
Fly by Wire Principle differentiating between the desired signal
and disturbances at other frequency
semiautomatic, accepted term for those
flight control systems which use computers
to process the flight control inputs made by
the pilot or autopilot, and send
corresponding electrical signals to the flight
control surface actuators
EFCS - Electrical Flight Control System
- take inputs of AFS and Side stick to
control the flight surfaces Radio Propagation
- the way radio signals are transmitted from
FADEC - Full Authority Digital Engine one point to another inside the earth’s
- For Automatic Engine Control atmosphere or free space.
Advantage of Fly-by-wire Principle Mode of Propagation
- Reduced weight 1. Ground Wave
- Improved reliability - is a radio wave that travels along Earth’s
- Damage tolerance surface. It also called SURFACE WAVE.
- more effective control of a necessary Changes in terrain have a strong effect on
highly maneuverable airplane ground waves. Ground wave propagation is
much better over water than dessert
Disadvantage of Fly-by-wire Principle terrain.
- redundancy
- cost
- complexity
Module 6: Basic Radio Fundamentals
and Radio Communication
2. Sky Wave
Transmitter Fundamentals - Used for long distance transmission. It has
Transmitters - is an electronic device the ability to strike the ionosphere, be
which produces radio waves with an refracted from it to ground, strike the
antenna. ground, be reflected back toward the
- The purpose of most transmitters is radio ionosphere
communication of information over a
distance. The information is provided to the
transmitter in the form of an electronic
signal, such as an audio (sound) signal
from a microphone, a video (TV) signal
from a video camera, or in wireless 3. Space Wave
networking devices, a digital signal from a - The propagated wave is direct from
computer. transmitting to receiving antenna and does
not travel along the ground. And it is also
Simple block Diagram of Transmitter called line-of-sight transmission
disturbances
4. Satellite Communication
- A communication satellite is placed into
synchronous orbit, which means its
Radio Transmission system may be position remains fixed with respect to the
classified in terms of type of information earth’s rotation
they are transmitting:
1.Radio - telephony transmitter
- Is for transmission of music and speech
2. Radio- telegraphy transmitter
- Is for transmission of signals
3. TV transmitter
- Is for transmission of moving picture.
4. Code Transmitter Radio Frequency
- Is the transmission of codes Frequency Common Uses
Underwater
VLF 3-30 kHz
Receiver Fundamentals comms
Receiver - is an electronic device that LF 30-300 kHz AM radio
receives radio waves and converts the MF 300-3000 kHz AM radio
information carried by them to a usable AM radio, long
form HF 3-30 MHz distance aviation
- The information produced by the receiver comms
FM radio, tv,
may be in the form of sound, moving
short range
images (television), or digital data. VHF 30-300 MHz
aviation comms,
weather radio
Receiver Characteristics Tv, mobile
1. Receiver’s sensitivity may be defined 300-3000 phones, wireless
as its ability to drive the output transducer UHF MHz networks,
to an acceptable level Bluetooth,
2. Receiver’s Selectivity may be defined
as the extent to which a receiver of
 satellite radio,
GPS
Satellite tv and
radio, radar
SHF 3-30 GHz
systems, radio
astronomy
Radio
EHF 30-300 GHz astronomy, full
body scanners
Aircraft Antenna
- located on the outer skin of the aircraft
Acoustic Components
- several peripherals and acoustic
equipment are installed in the cockpits
Example:
- Radio switch
- Captain Side Stick
- Cockpit Handset
- Oxygen Mask
- Boomset
- Hand Microphone
- Loudspeaker
Audio Control Panel
ACP There are three Audio Control Panels
(ACPs) located next to an RMP. The ACPs
control the channel and volume of
transmission /reception. Two are located
on the center pedestal, a third one on the
overhead panel. In case of a faulty CAPT or
F/O ACP, the third occupant ACP can be
selected by a manual switch.
Radio Management Panel
The Radio Management Panels (RMPs)
give the capability of tuning all
communication radios. The frequencies are
tuned by using the 2 concentric knobs.
There are two RMPs located on the center
pedestal and a third optional one on the
overhead panel.
To establish communication on radio
1. Tune the frequency using knob and
selects what type of frequency key using
RMP
2. To transmit and receive the voice
signals, on the ACP, pressed the
designated frequency and
its corresponding knob.
VHF – Very High Frequency
VHF operates at 118-135 MHz frequency
range. VHF provides much clearer
reception and is much less affected by
atmospheric conditions but the
electromagnetic waves in the VHF band
are limited to line of sight.
The pilot selects the appropriate channel
assigned to a particular tower frequency
and then transmits. ICAO has designated
VHF as the standard radio communication
system for ATC purposes.
The VHF transceivers are the same and
interchangeable.
VHF 1 and VHF 2 are usually used by the
flight crew for voice communications.
VHF 3 is used for Aircraft Communication
Addressing and Reporting System
(ACARS) functions and as back-up voice
Raerae
communications if there is a failure of
system 1 or 2
ACARS - Aircraft Communication
Addressing and Reporting System
- is a digital data link system for the
transmission of messages between aircraft
and ground stations, which has been in use
since 1978
ACARS messages may be of three types
based upon their content:
- Air Traffic Control (ATC)
- Aeronautical Operational Control (AOC)
- Airline Administrative Control (AAC)
HF – High Frequency
- system serves for all long-distance voice
communication between different aircraft in
flight or on the ground or between the
aircraft and one or several ground stations
CVR - Cockpit Voice Recorder
Records the conversation of pilots and
ambiance sound on flight deck every 30
mins.
SSVR - Solid State Cockpit Voice
Recorder
- records the last 2 hours of the flight crew
conversations and communications and
aural warnings. It records automatically in
flight and on ground when at least 1 engine
is running and for 5 minutes after the last
engine is shut
down.
NOTE: The CVR can be activated
manually. To do this, push the
ReCorDeR/GrouND ConTroL P/BSW
Erase is only possible, aircraft on the
ground, Rand L main landing gear shock
absorbers compressed and parking brake
Applied
Static Discharger
- avoid static electricity discharging noise
and ensure a good quality of radio
transmission, without interference
Purpose of Static Dischargers
- to discharge the static electricity
accumulated by the aircraft during its flight
- to supply better intelligibility on the HF and
VHF system (avoid static electricity
discharge noise)
Location of Static Dischargers
- the disposition of static dischargers is
used for the dissipation of the static
electricity. It is located around the aircraft
extremities
Location QTY Remarks
Wing tip 9 per wing 2 may be
and aileron missing on
each wing
Horizontal 5 per side 1 may be
Stabilizer missing on
tip zone each side
Fin and 5 1 may be
Rudder missing
Flap track 3 per wing 1 may be
fairing missing on
each wing
Kinds of Static Dischargers
Two kinds of static discharger are
installed, depending on their location on
the aircraft:
- One with a straight mounting installed at
the trailing edge
- One with a 30-degree angle mounting
installed at the tips
Two types of retainers are installed:
- a flat retainer at the trailing edges
- an angular retainer at the tips
Module 7: Radio Navigation
VOR system – Very High Frequency
Omnidirectional Range
- One of the oldest and most useful
navigational aids
- constructed after WWII and is still in use
today
- radio-based NAVAID that operates in the
very-high frequency range
- stations are located on the ground and
transmit two signals—one continuous 360-
degree reference signal and another
sweeping directional signal
- consists of thousands of land-based
transmitter stations, or VORs, that
communicate with radio receiving
equipment on board aircraft
- many are located along airways
TVOR – terminal VOR
VORTACS – VOR and TACAN transmitters
VOR uses VHF radio waves (108–117.95
MHz) with 50 kHz separation between each
channel. This keeps atmospheric
interference to a minimum but limits the
VOR to line-of-sight usage. To receive
VOR VHF radio waves, generally a
Vshaped, horizontally polarized, bi-pole
antenna is used. A typical location for the V
dipole is in the vertical fin. Other type
antennas are also certified. Follow the
manufacturer’s instructions for installation
location.
The signals produced by a VOR transmitter
propagate 360° from the unit and are used
by aircraft to navigate to and from the
station with the help of an onboard VOR
receiver and display instruments. A pilot is
not required to fly a pattern to intersect the
signal from a VOR station since it
propagates out in every direction. The radio
waves are received as long as the aircraft
is in range of the ground unit and
regardless of the aircraft’s direction of
travel.
A VOR transmitter produces signals for
360° radials that an airborne receiver uses
to indicate the aircraft’s location in relation
to the VOR station regardless of the
aircraft’s direction of flight. The aircraft
shown is on the 315° radial even though it
does not have a heading of 315°.
A VOR transmitter produces two signals
that a receiver on board an aircraft uses to
locate itself in relation to the ground station:
- One signal is a reference signal.
- The second is produced by electronically
rotating a variable signal. The variable
signal is in phase with the reference signal
when at magnetic north, but becomes
increasingly out of phase as it is rotated to
180°. As it continues to rotate to 360° (0°),
the signals become increasingly in phase
until they are in phase again at magnetic
north. The receiver in the aircraft deciphers
the phase difference and determines the
aircraft’s position in degrees from the VOR
ground based unit. Most aircraft carry a
dual VOR receiver.
Sometimes, the VOR receivers are part of
the same avionics unit as the VHF
communication transceiver(s). These are
known as NAV/COM radios.
Internal components are shared since
frequency bands for each are adjacent.
Large aircraft may have two dual receivers
and even dual antennas.
Normally, one receiver is selected for use
and the second is tuned to the frequency of
the next VOR station to be encountered en
route. A means for switching between NAV
1 and NAV 2 is provided as is a switch for
selecting the active or standby frequency.
VOR receivers are also found coupled with
instrument landing system (ILS) receivers
and glideslope receivers.
A VOR receiver interprets the bearing in
degrees to (or from) the VOR station where
the signals are generated. It also produces
DC voltage to drive the display of the
deviation from the desired course
centerline to (or from) the selected station.
Additionally, the receiver decides whether
or not the aircraft is flying toward the VOR
or away from it. These items can be
displayed a number of different ways on
various instruments. Older aircraft are often
equipped with a VOR gauge dedicated to
display only VOR information. This is also
called an omnibearing selector (OBS) or a
course deviation indicator (CDI).
The CDI linear indicator remains essentially
vertical but moves left and right across the
graduations on the instrument face to show
deviation from being on course. Each
graduation represents 2°. The OBS knob
rotates the azimuth ring. When in range of
a VOR, the pilot rotates the OBS until the
course deviation indicator centers. For
each location of an aircraft, the OBS can be
rotated to two positions where the CDI will
center. One produces an arrow in the TO
window of the gauge indicating that the
aircraft is traveling toward the VOR station.
The other selectable bearing is 180° from
this. When chosen, the arrow is displayed
in the FROM window indicating the aircraft
is moving away from the VOR on the
course selected. The pilot must steer the
Raerae
aircraft to the heading with the CDI
centered to fly directly to or from the VOR.
The displayed VOR information is derived
from deciphering the phase relationship
between the two simultaneously
transmitted signals from the VOR ground
station. When power is lost or the VOR
signal is weak or interrupted, a NAV
warning flag comes into view.
I. Aircraft Automatic Direction Finder
(ADF)
- operates off of a ground signal transmitted
from a NDB
- A vertically polarized antenna was used to
transmit LF frequency radio waves in the
190 kHz to 535 kHz range
Older ADF indicators have nonrotating
azimuth cards. 0° is fixed at the top of the
instrument and the pointer always indicates
the relative bearing to the ADF
transmission antenna. To fly to the station,
the pilot turns the aircraft until the ADF
pointer indicates 0°.
When an ADF signal is received, the pilot
rotates the card so that the present heading
is at the top of the scale. This results in the
pointer indicating the magnetic bearing to
the ADF transmitter. This is more intuitive
and consistent with other navigational
practices.
For modern ADF system, additional
antenna is used to remove the ambiguity
concerning whether the aircraft is heading
to or from the transmitter called sense
antenna
- its reception field is omnidirectional
- used for tuning and produces an indication
in the direction toward the ADF station at all
times
- When combined with the fields of the loop
antenna, it forms a field with a single
significant null reception area on one side
II. Aircraft radio magnetic Indicator
(RMI)
To save space in the instrument panel and
to consolidate related information into one
easy to use location, the radio magnetic
indicator (RMI) has been developed. It is
widely used. The RMI combines indications
from a magnetic compass, VOR, and ADF
into one instrument.
The azimuth card of the RMI is rotated by a
remotely located flux gate compass. Thus,
the magnetic heading of the aircraft is
always indicated. The lubber line is usually
a marker or triangle at the top of the
instrument dial. The VOR receiver drives
the solid pointer to indicate the magnetic
direction TO a tuned VOR station. When
the ADF is tuned to an NDB, the double, or
hollow pointer, indicates the magnetic
bearing to the NDB.
Since the flux gate compass continuously
adjusts the azimuth card so that the aircraft
heading is at the top of the instrument, pilot
workload is reduced. The pointers indicate
where the VOR and ADF transmission
stations are located in relationship to where
the aircraft is currently positioned. Push
buttons allow conversion of either pointer to
either ADF or VOR for navigation involving
two of one type of station and none of the
other.
III. Distance Measuring Equipment
(DME)
Many VOR stations are co-located with the
military version of the VOR station, which is
known as TACAN. When this occurs, the
navigation station is known as a VORTAC
station. Civilian aircraft make use of one of
the TACAN features not originally installed
at civilian VOR stations–distance
measuring equipment (DME). A DME
system calculates the distance from the
aircraft to the DME unit at the VORTAC
ground station and displays it on the flight
deck. It can also display calculated aircraft
speed and elapsed time for arrival when the
aircraft is traveling to the station. DME
ground stations have subsequently been
installed at civilian VORs, as well as in
conjunction with ILS localizers. These are
known as VOR/DME and ILS/DME or
LOC/DME. The latter aid in approach to the
runway during landings. The DME system
consists of an airborne DME transceiver,
display, and antenna, as well as the ground
based DME unit and its antenna.
The DME is useful because with the
bearing (from the VOR) and the distance to
a known point (the DME antenna at the
VOR), a pilot can positively identify the
location of the aircraft. DME operates in the
UHF frequency range from 962 MHz to
1213 MHz. A carrier signal transmitted from
the aircraft is modulated with a string of
integration pulses. The ground unit
receives the pulses and returns a signal to
the aircraft. The time that transpires for the
signal to be sent and returned is calculated
and converted into nautical miles for
display. Time to station and speed are also
calculated and displayed. DME readout can
be on a dedicated DME display or it can be
part of an EHSI, EADI, EFIS, or on the
primary flight display in a glass cockpit.
The DME frequency is paired to the co-
located VOR or VORTAC frequency. When
the correct frequency is tuned for the VOR
signal, the DME is tuned automatically.
Tones are broadcast for the VOR station
identification and then for the DME. The
hold selector on a DME panel keeps the
DME tuned in while the VOR selector is
tuned to a different VOR. In most cases, the
UHF of the DME is transmitted and
received via a small blade-type antenna
mounted to the underside of the fuselage
centerline.
A traditional DME displays the distance
from the DME transmitter antenna to the
aircraft. This is called the slant distance. It
is very accurate. However, since the
aircraft is at altitude, the distance to the
DME ground antenna from a point directly
beneath the aircraft is shorter. Some
modern DMEs are equipped to calculate
this ground distance and display it.
IV. Aircraft Instrument Landing System
(ILS)
An ILS is used to land an aircraft when
visibility is poor. This radio navigation
system guides the aircraft down a slope to
the touch down area on the runway.
Multiple radio transmissions are used that
enable an exact approach to landing with
an ILS. A localizer is one of the radio
transmissions. It is used to provide
horizontal guidance to the center line of the
runway. A separate glideslope broadcast
provides vertical guidance of the aircraft
down the proper slope to the touch down
point. Compass locator transmissions for
outer and middle approach marker
beacons aid the pilot in intercepting the
approach navigational aid system. Marker
beacons provide distance from-the-runway
information. Together, all of these radio
signals make an ILS a very accurate and
reliable means for landing aircraft.
Localizer
- The localizer broadcast is a VHF
broadcast in the lower range of the VOR
frequencies (108 MHz–111.95 MHz) on
odd frequencies only.
- Two modulated signals are produced from
a horizontally polarized antenna complex
beyond the far end of the approach runway.
- They create an expanding field that is
21/2° wide (about 1,500 feet) 5 miles from
the runway. The field tapers to runway
width near the landing threshold. The left
side of the approach area is filled with a
VHF carrier wave modulated with a 90 Hz
signal. The right side of the approach
contains a 150 MHz modulated signal. The
aircraft’s VOR receiver is tuned to the
localizer VHF frequency that can be found
on published approach plates and
aeronautical charts
Glideslope
- The vertical guidance required for an
aircraft to descend for a landing is provided
by the glideslope of the ILS.
- Radio signals funnel the aircraft down to
the touchdown point on the runway at an
angle of approximately 3°.
- The transmitting glideslope antenna is
horizontally polarized and located off to the
side of the approach runway approximately
1,000 feet from the threshold. It transmits in
a wedge-like pattern with the field
narrowing as it approaches the runway.
The UHF antenna for aircraft reception of
the glideslope signals comes in many
forms.
- A single dipole antenna mounted inside
the nose of the aircraft is a common option.
Antenna manufacturers have also
incorporated glideslope reception into the
same dipole antenna used for the VHS
VOR/ILS localizer reception. Blade type
antennas are also used.
Raerae
Compass Locators
- It is imperative that a pilot be able to
intercept the ILS to enable its use.
- There is typically one located at the outer
marker beacon 4-7 miles from the runway
threshold. Another may be located at the
middle marker beacon about 3,500 feet
from the threshold. The outer marker
compass locator is a 25 watt NDB with a
range of about 15 miles.
- It transmits omnidirectional LF radio
waves (190 Hz to 535 Hz) keyed with the
first two letters of the ILS identifier.
- The ADF receiver is used to intercept the
locator so no additional equipment is
required. If a middle marker compass
locator is in place, it is similar but is
identified with the last two letters of the ILS
identifier. Once located, the pilot
maneuvers the aircraft to fly down the
glidepath to the runway.
Marker Beacons
- are the final radio transmitters used in the
ILS. They transmit signals that indicate
the position of the aircraft along the
glidepath to the runway. As mentioned, an
outer marker beacon transmitter is located
4–7 miles from the threshold. It transmits a
75 MHz carrier wave modulated with a 400
Hz audio tone in a series of dashes. The
transmission is very narrow and directed
straight up. A marker beacon receiver
receives the signal and uses it to light a
blue light on the instrument panel. This,
plus the oral tone in combination with the
localizer and the glideslope indicator,
positively locates the aircraft on an
approach.
A middle marker beacon is also used. It is
located on approach approximately 3,500
feet from the runway. It also transmits at 75
MHz. The middle marker transmission is
modulated with a 1300 Hz tone that is a
series of dots and dashes so as to not be
confused with the all dash tone of the outer
marker. When the signal is received, it is
used in the receiver to illuminate an amber-
colored light on the instrument panel.
V. Aircraft Area Navigation (RNAV) and
Radio Altimeter
Area navigation (RNAV)
- is a general term used to describe the
navigation from point A to point B without
direct over flight of navigational aids, such
as VOR stations or ADF nondirectional
beacons. It includes VORTAC and
VOR/DME based systems, as well as
systems of RNAV based around LORAN,
GPS, INS, and the FMS of transport
category aircraft. However, until recently,
the term RNAV was most commonly used
to describe the area navigation or the
process of direct flight from point A to point
B using VORTAC and VOR/DME based
references.
All RNAV systems make use of waypoints.
A waypoint is a designated geographical
location or point used for route definition or
progress-reporting purposes. It can be
defined or described by using
latitude/longitude grid coordinates or, in the
case of VOR based RNAV, described as a
point on a VOR radial followed by that
point’s distance from the VOR station (i.e.,
200/25 means a point 25 nautical miles
from the VOR station on the 200° radial).
Radio Altimeter
- A radio altimeter, or radar altimeter, is
used to measure the distance from the
aircraft to the terrain directly beneath it. It is
used primarily during instrument approach
and low level or night flight below 2500 feet.
The radio altimeter supplies the primary
altitude information for landing decision
height. It incorporates an adjustable
altitude bug that creates a visual or aural
warning to the pilot when the aircraft
reaches that altitude. Typically, the pilot will
abort a landing if the decision height is
reached and the runway is not visible
VI. Traffic Collision Avoidance Systems
(TCAS)
- are transponder based air-to-air traffic
monitoring and alerting systems.
Two classes of TCAS:
1. TCAS I
- was developed to accommodate the
general aviation community and regional
airlines. This system identifies traffic in a
35–40mile range of the aircraft and issues
Traffic Advisories (TA) to assist pilots in
visual acquisition of intruder aircraft. TCAS
I is mandated on aircraft with 10 to 30
seats.
2. TCAS II
- is a more sophisticated system. It is
required internationally in aircraft with more
than 30 seats or weighing more than
15,000 kg. TCAS II provides the
information of TCAS I, but also analyzes
the projected flightpath of approaching
aircraft. If a collision or near miss is
imminent, the TCAS II computer issues a
Resolution Advisory (RA). This is an aural
command to the pilot to take a specific
evasive action (i.e., DESCEND). The
computer is programmed such that the pilot
in the encroaching aircraft receives an RA
for evasive action in the opposite direction
(if it is TCAS II equipped).
Module 8: On-Board Communication
Interphone system
- allows the flight crew to communicate with
flight attendant or ground personnel. The
passenger address allows flight attendants
or the flight crew to make announcements
in the passenger cabin.
The interphone communication system
includes:
• Flight interphone
• Service Interphone
• Cabin Interphone
• Passenger Address
1. ACP – Audio Control Panel
2. Acoustic Components
3.1 Flight Interphone
- function makes interphone links between
pilots themselves and the ground mechanic
at the jack connection on the external
power panel 108 VU
• If the flight crew needs to maintain contact
and communicate with the mechanic, the
flight crew push the MECHanic pushbutton
on the CALLS Panel on the overhead, and
Mech Horn sounds to alert the ground
personnel and illuminates COCKPIT CALL
on External Power control Panel
• If the mechanic wants to communicate the
cockpit, Ground personnel push the cockpit
call on External Power Control Panel, then,
On ACP, the mech illuminates and
warnings on loudspeaker
There are two RMPs located on the
center pedestal and a third optional one
on the overhead panel.
To establish communication on radio
1. Tune the frequency using knob and
selects what type of frequency key using
RMP
2. To transmit and receive the voice
signals, on the ACP, pressed the
designated frequency and its
corresponding knob.

3.2 Service Interphone
- Is made of eight service interphone jacks
located around the aircraft to facilitate
communications between personnel during
maintenance operations
There are 2 modes to connect the jacks to
the SVCE INTPH.
1. The automatic mode:
On ground only, The Landing Gear Control
and Interface Units (LGCIUs) send a
ground signal to the SVCE INTPH SYS,
integrated in the CIDS directors
2. The manual mode:
The SVCE INT OVRD pushbutton, on the
maintenance panel, must be pressed.
When the SVCE INT OVRD pushbutton is
pressed or whe n the aircraft is on jacks, a
ground signal is sent to the CIDS directors.
3.2.1 Operations Of Service Interphone
Operations From Cockpit
To establish a speech communication from
the cockpit with the SVCE INTPH jacks, the
ATT key and CAB knob on Audio Control
Panel (ACP) must be pressed. And input
voice message using acoustic components
5. Antenna
- The HF antenna is installed behind the
leading edge of the vertical stabilizer. All
other antennae are installed on the outer
skin of the aircraft
6. Static Discharger
ABBREVIATONS
ACARS - Aircraft Communication
Addressing and Reporting System
ACP – Audio Control Panel
ADF - Automatic Direction Finder
CVR - Cockpit Voice Recorder
DME - Distance Measuring Equipment
EFCS - Electrical Flight Control System
FADEC - Full Authority Digital Engine
FQIS - Fuel Quantity Indication System
HF – High Frequency
ILS - Aircraft Instrument Landing System
RMI - Radio magnetic Indicator
RMP - Radio Management Panel
RNAV - Area navigation
SSVR - Solid State Cockpit Voice Recorder
TCAS – Traffic Alert and Collision
Avoidance System
VHF – Very High Frequency
VOR - Very High Frequency
Omnidirectional Range

Operations From Cabin Attendant

• To establish a speech communication
from the cabin with the SVCE INTPH jacks,
the SVCE key on the cabin attendant
handset must be pressed.
• The message "SERV INT in use" is
displayed on the calling station Attendant
Indication

3.3. Cabin Interphone

- Provides communication between Cabin
Attendant and flight crew

• If the Cockpit wants to communicate to the

Flight Attendant. On the ACP, Push the
ATT Button and On call panel, choose what
station they want to call. On Cabin, the Area
call Panel illuminates Blue (Cockpit call)
• If the Flight Attendant wants to
communicate the flight crew, On their
handset, push the cockpit pushbutton. On
ACP, the CAB pushbutton switch
illuminates and has aural warnings on
Loudspeaker

Cabin to Cabin
• To establish the communication between
cabin to cabin. On the Handset, the crew
can call any of the cabin station areas:
FWD, AFT and AFT R and ALL

4. RMP - Radio Management Panel

- give the capability of tuning all
communication radios. The frequencies are
tuned by using the 2 concentric knobs

Raerae
 AEROLAB REVIEWER 2. Any wind tunnel balance is of necessity
a compromise between the required
Module 3: Calibration of 3D Balances maximum load capability of all
components and the accuracy required
Wind tunnel balances for minimum loads.
- comprised by several hardware and 3. For an internal balance, the solution to
software components, provides directly the this problem is much easier, as many
pursued measurements, with high balances can be planned and installed for
accuracy and reliability various load ranges, and one chosen for
the desired loads. A danger with an inner
balance is that the loads of the model can
unintentionally exceed the ability of the
balance. This can lead to a faulty balance.
4. For an external balance it is important to
use a thorough analysis to try to account for
and form of model and test for which the
balance will be used over a number of
years.
5. The estimated loads a balance has to
bear are primarily a feature of the size and
speed of the tunnel test section.
Body Axes 6. If a tunnel size is doubled, the size of the
Xb Body Drag Rolling platform and the loads are increased
Yb Side Force Pitching fourfold for a set vehicle-to-tunnel-size
Zb Normal Force Yawing ratio, platform attitude and tunnel speed.
Six-component Balance Types of Force Balance
1. External Balance
- They are placed outside the model, inside
or outside the wind tunnel chamber test
section, but they always introduce some
interference in the wind flow.
Four Types of External Balances
a. Wire Balances (Wire Type)
- The model was usually mounted
inverted so that the aerodynamic lift
applied to the weight to prevent the wires
from being removed, as the resulting stress
can never be reduced to zero.
Lift L C+D+E - There’s a strong tare drag on the wires
Drag D A+B that was hard to accurately determine. The
Side Force Y F wires appeared to split, which would result
Rolling Moment l (C-D) x b/2 in the model losing.
Yawing Moment n (A-B) x b/2 - Wire balances turned out to be much less
Pitching Moment m Exc stable and flexible than the alternatives
and since the very early days of
Six-component Balance along axes aeronautics have not been used
extensively
- The space occupied is very large
b. Platform, Yoke, and Pyramid
Balances (Strut Type)
- These balances provide mechanisms for
changing the angle of attack and yaw and
transmit the model loads down into a
system of linkages that separate them into
force and moment components.
For linkage Type – strut being rigid,
minimizes deflection
- By choosing proper linkages interaction
loads can be reduced to a small value.
Three-component Balance - Deflections can be encounter in high-
- lift speed flows.
- drag - Not suitable for large test section tunnels.
- pitching moment - Interference drag is more when three-
point strut support is exhibited
Two-component Balance
- lift
- drag
Balance Requirements & Specifications
1. A wind tunnel balance is an incredibly
complicated device and its design and
construction are much better left to
engineers of balancing than to
engineers of tunnels
Raerae
Pyramid
L -(a+b+c)
D d+e
S -f
l (a-b)(1/2w)
n (e-d)(1/2w)
m cx
Yoke
L a+b
D c+d+e
S f
l (b-a)(1/2w)
n (d-c)(1/2w)
m -ex
Pyramidal
L Total weight on the lowest table
D D
S -C
l Rxf
n Yxa
m -P x f
2. Internal Balance
- They are placed inside the model; thus,
no interferences are introduced in the
wind flow by the balance components, but
a mechanical support for the model is
always needed to maintain it in the test
chamber and change the model orientation
if desired.
Model Mounts
For External Balance:
1. Two Strut
2. Three Strut
For both Internal or External Balance:
1. Single Strut
2. Sting
Deflection
- One of the most troublesome problems of
wind tunnel balances is the lack of rigidity.
- Deflections in the balance may move the
model from the resolving center and
invalidate the moment data or nullify the
balance alignment so that part of the lift
appears as drag or side force
- Deflections must be kept down to where
they are negligible or they must be
evaluated and accounted for in the data
reduction process. The mounting
mechanism is the greatest source of
deflection. This must be long in reaching
out of the test section and thin in order to
prevent overinterference.
- The only way that the wind tunnel
engineer can solve this issue is to use high-
modulus elasticity materials for the strut. By
having a deep and stable structure,
deflections in the balance frame can be
reduced.
Balance Linkages and Pivots
- A large number of levers are the main
components of an external balance and are
built to have minimal deflection under high
load. That increases their weight and also
increases their height.
- Usually the joints between the levers are
pivots with very limited angular motion.
Early pivots were knife edges in wind tunnel
balances. Because the edges of the knife
can be damaged by shock loads and can
bear loads only in a compressive direction,
they have been replaced by flexure pivot.
The benefits of flexures include:
1. They may be designed to withstand
loads between the coupled members in
either direction with no loss of motion.
2. They are practically frictionless and thus
reduce the symptoms of hysteresis.
3. They can survive treatment which is
relatively harsh.
4. They are practically wearproof; therefore
they remain constant for an infinite period
of time.
External Balance Calibration
- Calibration takes at least three months
for a professional crew to calibrate the a
new balance. This time frame presupposes
that sufficient shop facilities are required for
all kinds of improvements, and
acknowledges that several modifications
would almost certainly require the first
"calibration."
- Calibration involves loading the balance
components to see if they read what they
should, testing the system deflection,
calculating the natural frequency of the
balance in order to prevent resonance, and
applying fluctuating load.
Internal Balance Calibration
- These balances are normally supplied to
the customer already calibrated and with
the acquisition system. The number of
measured components can also vary
between 1 and 6.
- The calibrations require a rather elaborate
calibration rig. The system provides
capability for the balance to be rotated
through 360" and pitched in the vertical
plane.
- The pitching motion is used to keep the
applied load system aligned to the model
attachment portion of the balance, just as
the model will be when the system is loaded
in the tunnel.
- This means the model attachment portion
is kept horizontal for all loading conditions
since this system uses weights and gravity
to apply the loads. It also allows the
balance and sting deflection to be
measured.
Raerae
- Calibration bars are used to apply the
loads. These bars are indexed so that
various values of moments can be applied
while holding the normal or side force
constant.
When the model is attached to the balance,
the orientation of the loads applied to the
balance has to be positively and precisely
associated with the model orientation. This
alignment is typically done by pins, buttons,
or splines rather than by some adjustment
device, so that the precision of
reproducibility is close to the limits of the
machine tool.
The calibration bar is leveled to zero load.
As loads are applied at each loading station
the bar is again leveled and the sting and
calibration bar deflection is reported along
with the outputs of the balance. The
measures are of deflection. Used during
test to correct the indicated angles of
attack.
Data acquisition system (DAQ)
- is compounded by several items that allow
the conversion of physical forces into digital
values that can be managed by a computer.
Several components comprise the DAQ
and the selection of their properties will
have an important impact on the system
behaviour.
Data acquisition components
- Mechanics
- Sensors or transducers
- Weight balanced sensors
- Pneumatic and hydraulic sensors
- Electromagnetic sensors
- Spring sensors
- Strain-gauge sensors
- Electronic amplifiers
- Wires
- Analog to digital converter (ADC)
- Software
Types of Transducer for internal
balances
1. Stain Gauge
-mostly used
2. Piezoelectric
- piezoelectric devices are extremely stiff
and have outstanding frequency response,
they do not measure steady loads well.
The calibration method serves various
purposes including
1. Loading the balance to show
2. Determining the coefficients of
equilibrium
3. Defining deflections as load feature
4. To check the repeatability over short
periods of time
5. Tests reliability for longer periods of time
6. Defines sensitivity or minimum response
load
7. To detect hysteresis
Module 4: Test Section Calibration
Wind Tunnel Instruments for Pressure
1. Manometer
- Pressure is balanced by the weight of the
liquid column.
2. Barometer
- Used to measure atmospheric pressure.
3. Pressure Transduces
- Converts pressure to an analog electrical
signal.
Why do we Calibrate?
- To ensure the accuracy
- To control errors
- Help assure precise measurements
Properties to be measure during
calibration
1. Air speed (or Speed Setting)
- Setting the speed of the wind tunnel is
done when the is no model inside the test
section.
- Pitot Tube can be put inside the test
section to determine the airspeed.
- The tunnel speed is usually determined by
measuring either static or total pressure
in the settling chamber in front of the
contraction tube, as station L indicates, and
a static pressure in front of the test section
as station S indicates.
- Using the subscripts L for the bellmouth or
settling chamber and S for the region
before the test section, Bernoulli's
equation between the two stations will be
𝑷𝑳 + 𝒒𝑳 = 𝑷𝒔 + 𝒒𝒔 − 𝑲𝟏 𝒒𝒔
Where 𝐾1 𝑞𝑠 is allowance for the small loss
in total pressure
1st step: Get the actual airspeed (test
section) and reference speed (inlet valve)
using DAQ system
2nd step: Uniformity Test. At fix speed,
airspeed is measured at diff specified
position in the test section using movable
pitot tube
Dynamic Pressure Variation
- The dynamic pressure is usually
measured throughout selected regions of
the test section by means of a pitot-static
tube.
- The density is calculated from a
barometric pressure measurement, and a
test-section temperature determination
along with the equation of state.
- The local velocities are then obtained
from:
𝟐𝒒
𝑽=√
𝝆
Wherein:
𝟏 𝟐
𝑷𝒅𝒚𝒂𝒏𝒎𝒊𝒄 = 𝝆𝑽 = 𝑷𝒕𝒐𝒕𝒂𝒍 − 𝑷𝒔𝒕𝒂𝒕𝒊𝒄
𝟐
𝑷 = 𝝆𝒈𝒉 𝑜𝑟 𝑷 = 𝝆𝑹𝑻
- The variation of q in the working range of
the jet should be less than 0.50% from the
mean, which corresponds to a 0.25%
variation in velocity.
- screens may be added in the largest
section of the tunnel with spatial mesh
densities varied so that they are more
dense in the sections that correspond to
high-velocity regions in the jet.
2. Flow Angularity
- The flow has to be uniform across the
cross section with all stream lines parallel
to the tunnel axis when the test section is
empty.
- The flow direction can be calculated by
using Sphere type and Claw type yaw
meter.
- It would be desirable to have the variation
less than +-0.10°. but it is often necessary
to accept the best values that can be
achieved. The maximum variation should
be held to +-0.20°.
3. Turbulence Measurement
- Turbulence is a measurement of
irregularity in the flow.
- Reynolds Number is used to identify
whether the flow is laminar or turbulent.
Re = 2300 and below = laminar
Re = 2300 and above = turbulent
- The actual Reynold’s Number of the test
section is equivalent to much higher free
field Reynolds number – Turbulence
Factor.
The critical Reynolds number as defined by
either force or pressure measurements is
then used to define a turbulence factor for
the tunnel by comparing the tunnel's critical
Reynolds number to the atmospheric free-
air Reynolds number:
385,000
𝑇𝐹 =
𝑅𝑁𝑡𝑢𝑛𝑛𝑒𝑙
Then the effective test Reynolds number is
defined by
𝑅𝑁𝑒 = 𝑇𝐹 𝑥 𝑅𝑁𝑡𝑒𝑠𝑡
Wind Tunnel Boundary Layer
- The tunnel boundary layers can be
measured using rakes of pitot tubes (left
figure), which are specially configured for
the purpose or traversing devices (right
figure) fitted with pitot tubes, static tubes, or
hot wire
- The measurements of boundary layers for
tunnel calibration purposes are generally
needed to assess the presence of
separation or tendency to separation.
Method of identifying flow separation by
tufts:
- tuft wand
- tuft board

𝑅𝑁𝑒 = 𝑇𝐹 𝑥 𝑅𝑁𝑡𝑒𝑠𝑡

- Before the now common use of hot-wire

anemometry, a turbulence sphere was
the primary way to measure the relative
turbulence of a wind tunnel.

Turbulence sphere
- It’s useful to characterize the turbulent
environment in a tunnel and to check if
there is an indicated effect following
changes in the tunnel configuration or
special installations that might affect the
flow quality.
- commonly 4 inch diameter

The critical Reynolds number for the

sphere can be measured in two ways.
- One method is to plot the measured CD
based on cross-sectional area versus
Reynolds number, as shown in figure.

The second method is to take the average

of the four pressures on the aft surface of
the sphere and subtract this value from the
stagnation value at the leading edge of the
sphere, yielding ΔP.

Raerae

PERDEV REVIEWER
Module 4: Call to Vocation and Career
Development
Roger Ebertz
- Vocation is one’s response to a call from
beyond oneself to use one’s strength and
gifts to make the world a better place
through service, creativity, and leadership.
It is the calling from beyond self
Call may be experiences in many ways,
including:
1. A sense that God is leading me to a
particular task, relationship, or mission
2. A deep desire to get involved when I am
confronted with the needs of others
3. A sense that a particular task or king of
work is what I am supposed to be doing
with my life at this particular time
4. Personal fulfillment that I experience as I
am involved in a particular task or work
5. The affirmation of others who recognize
the work I am doing and the contributions I
am making to the world
The factor that shape one’s call
1. Coming to a realistic understanding of
my strengths as a person, my natural
abilities, and my spiritual gifts, developed
through personal reflection, conversations
with friends and family, exploration with
teachers, mentors, career counselors, and
other, and assessment of my strength and
personality
2. Discovery of work that uses my gifts and
strengths to serve others and/or contribute
good things that enable human life to
flourish
3. Experiencing fulfillment in following my
call
4. Finding the meaning in the work I am
doing right now
5. Recognizing that vocation is not static or
limited to my job
6. Experiencing the unfolding of my calling
as I live my life that benefits others.
The direction of the call
1. Serving those we are in relationships
with
2. performing tasks that meet the daily
needs of others
3. Providing ethical leadership in business,
government various organization, and
society
4. Doing big and small things to bring peace
and justice to the world
5. Working for the health of the environment
6. Creating works of beauty through all
kings of artistic expression and expressions
of truth through various avenues of
scholarship
Module 5: Work Values and Ethics
Observed in the Workplace
Do’s and Don’ts in the workplace
Do
- Be polite
Don’t
- Chew gum during meetings
Top 8 Workplace Etiquette Rules
Everyone Should Follow
1. Be respectful to your coworkers
2. Maintain virtual office etiquette
Raerae
3. Stay accountable
4. Know what to wear to work
5. Understand teamwork
6. Make friendlier employees onboarding
7. Know when it’s your treat
8. Filter your speech
Super’s Theory
- Donald Super
- is a combination of stage development
and social role theory which posits that
people progress through five stages during
the career development process, including
growth, exploration, establishment,
maintenance, and disengagement
- serve as a foundation for the career
development process, including vocational
self-concept and career maturity
- Super contended that movement through
the five stages could be a flexible process
where people recycle through certain
stages during various periods of life (called
minirecyling)
Growth Stage
- begins as children and adolescents are
introduced to a variety of occupations and
begin to develop their careers or vocational
self-concepts
- Vocational self-concept includes
attributes that are vocationally relevant to
the individual
- This sense of vocational self-concept is
advanced during the growth stage as
individuals are exposed to occupations
through family, school, community, and the
media, among other sources.
Exploratory Stage
- individuals engage in experiences that aid
in developing their vocational identity by
investigating careers, engaging in
educational training and apprenticeships,
and other work-related experiences
- They learn about themselves, their
interests, and abilities, furthering the
development of their self-concepts
- individuals apply what they learn through
the exploratory process by matching their
interests and abilities to occupations and
applying their self-concepts to both work
and life roles
Establishment stage
- individual is focused on establishing a
stable work environment and working
towards career advancement
- major goal during this stage is for
individuals to stabilize their role within the
career context
- Some individuals may work towards
promotion and advancement in their
careers, thus, increasing their job-related
responsibilities
Maintenance stage
- individuals are concerned with
maintaining their self-concept and their
present job status
- individuals may decide to make career
changes during the maintenance phase
- preserving or maintaining their positions
within their established careers
Disengagement stage
- process of disengaging from the world of
work, which usually comes in the form of
retirement
- begin to reduce their workloads, and
finally leave the work setting
PHILPOP REVIEWER
Module 3: Uri at klasipikasyon, sanhi at
bunga epektong sikolohikal
Sikolohiyang Pilipino
- Filipino Psychology
- isang sanghay na displina mula sa orihinal
na batayang prinsipyo, pilosopiya at mga
teorya na nagmula sa kanluran ay isang
bagay na higit na dapat na pagpahalagaan
at ipagmamalaki ng bawat Pilipino
- Ang punong-diin sa pakikibaka ng
Sikolohiyang Pilipino ay may layuning
magpayaman ang ating pambansang
pagkakakilanlan (national identiy) at
kamalayan (consciousness)
KKO – karanasan, kaisipan, oryentasyon
Dr. Virgilio Enriquez
- Ama ng sikolohiyang Pilipino
- prof ng UP na nagpatuloy ayusin ang mga
libro about Filipino psych
Katutubong Pilipino
- pangkat ng kaalaman kasama ang mga
katutubong konsepto, pagpapaunlad ng
mga pamamaraan ng pagsasaliksik ng
katutubong pagkatao
Panahon ng Amerikano
1. Interpreter – wrong interpret
2. Immersion – personal exp
Tatlong anyo ng Sikolohiyang Pilipino
1. Sikolohiya sa Pilipinas
- Bisita sa bahay
- ay tumutukoy sa lahat ng mga pa-aaral,
libro, at sikolohiyang makikita sa Pilipinas,
banyaga man o makapilipino.
2. Sikolohiya ng Pilipino
- Tao sa bahay
- ay tumutukoy sa lahat ng mga pag-aaral,
pananaliksik at mga
konsepto sa sikolohiya na may kinalaman
sa mga Pilipino
3. Sikolohiyang Pilipino
- Ang Maybahay
- bunga ng karanasan, kaisipan at
oryentasyon ng sa Pilipinas KKO
Pamamaraan ng Pagsisiyasat o
Principal Methods of Investigation
- hinihikayat ng Sikolohiyang Pilipino ang
pag-gamit sa mga pinaghalong
katutubong pamamaraan (cross-
indigenous methods)
- ang pinagsanib na mga diskarte at
pamamaraan sa daan patungo sa iba’t
ibang gamit na mga wika at dayalekto
(multi-language approach)
- mula sa ibang isla at rehiyon sa sa bansa
- ang akmang larangan ng pamamaraan
(appropriate methods)
- ang kabuuang tunguhing
pamamamraan (total approach
methods) o (triangulation method)
Sikolohiyang Pilipino batay sa kultura at
wika
1. kamalayan (tumutukoy sa damdami’t
kaalamang nararanasan): po/opo
2. sa ulirat (pakiramdam), tapik at akbay
‘personal space’
3. sa isip (kaalaman at pagkaunawa):
palay, bigas, kanin, tutong
4. sa diwa (ugali, kilos o asal), pagtuturo
gamit ang nguso o kamay
5. sa kaluluwa (daan upang pag-aralan ang
budhi ng tao): pagmumura at pagbibiro
Paano nakakaapekto ang Kultura sa
mga Bata sa Pag unlad
- pag-unlad ng bata ay isang dynamic,
interactive na proseso
- Ang wika ay isa sa maraming mga paraan
kung saan nakakaapekto ang kultura sa
pag-unlad
Mga kulturang epekto ng pagiging
Magulang
- Ang mga magulang sa iba't ibang kultura
ay may mahalagang papel din sa
paghubog ng mga pag-uugali at pag-iisip
ng mga bata.
- Ang pakikipag-ugnayan ng mga bata sa
kanilang mga magulang ay kadalasang
nagsisilbing archetype kung paano kumilos
sa iba - pag-aaral ng iba't ibang mga
panuntunan sa socio-cultural, mga
inaasahan at mga taboos.
Negatibong Pagpapahalagang Pilipino
1. Tamad
2. Walang disiplina
3. Reklamador
4. Pagkahumaling sa ingles
5. Palaasa sa iba
6. Madali maloko
7. Madaling makalimot
8. Mapagmataas
9. Pataasan ng ihi
10. Walang kusang loob
11. Bahala na
12. Nigas Cogon
13. Crab mentality
14. Chismosa
15. Mapagnhusga at colonial mentality
Module 5: SIning, Produkto, Imbensyon
Sining
- iba’t ibang uri ng pag-likha ng biswal,
nadidinig, o kaya isang pag tatanghal na
pinapakita ang kahusayan ng isang
manlilikha sa kanyang imahinasyon,
malikhang pag iisip, o teknikal na husay
na nag-nanais mapahalagahan dahil sa
kanilang kagandahan o sa kakahayan nito
mag pa antig ng damdamin
- Ang mga gawain na ito ay maaring pag
likha ng sining, kritisismo ng sining, pag
aaral sa kasaysayan ng sining, at ang
astetikong paglaganap ng sining
- ay ginagamit upang ilarawan ang ilang
mga gawain o mga paglikhang gawa ng
mga tao na may kahalagahan sa isipan ng
tao, na patungkol sa isang pagkaakit sa
mga pandama ng tao
Uri ng Sining
1. Plastikong Sining
- Pinong sining: isang pagpapadama sa
pamamagitan ng pagpapaganda o upang
maging kaakit-akit o kahali-halina ng
isang bagay sa mga emosyon o damdamin
sa pamamagitan ng mga paraang
mapagmamasdan o biswal: katulad ng
pagguhit, pagpipinta, pagbabakat at
pagtatatak ng disenyo, at paglililok
- Panitikan: panulaan, malikhaing
pagsusulat (sining sa malikhaing pagsulat)
2. Isinasagawa o itnitanghal na sining
- Isinasakatuparang sining: na
kinabibilangan ng drama, na
Raerae
pagpapadamang ginagamit ang katawan:
sayaw, pag-arte, pag-awit
- Nadidinig na sining: na naipapadama sa
pamamagitan ng paglikha ng mga tunog:
musika, pagkanta
3. Praktikal na sining
- Kulinaryong sining: pagpapadama ng
mga pampalasa at mga lasa: pagluluto
- Ang praktikal na sining na nagpapadama
sa pamamagitan ng paggawa ng mga
bagay at mga kayarian: arkitektura,
pelikula, moda, potograpiya, mga larong
bidyo
Makasining
- ay alternatibong kapalit sa salitang
"alagad ng sining"
- pinakamataas na antas ng pakikipag-
ugnayan sa lupon ng mga alagad ng sining
tulad ng "Samahang Makasining (Artist
Club), Inc." na nakarehistro sa Security and
Exchange Commission (SEC) at kinilala ng
National Commission for Culture and the
Arts noong toang 1997
Elito Circa
- kilalang pintor na may akda ng "Buhay na
Obra","Sining: Ang pinakamataas na antas
ng pakikipag-ugnayan" at "Tatlong
Kabahagian ng Kalikasan"
Katangian bilang Makasining
1. May pagmamahal sa Diyos
2. May pagmamahal sa kalikasan
3. May pagmamahal sa bansa at bayan
4. May pagpapahalaga sa damdamin ng
kapwa
5. May bait at disiplina
6. May pilosopiya at paninindigan
Ang papel na ginagampanan ng sining
sa paghubog ng moral na karakter ng
isang tao
Mga Pilipinong Nakilala Dahil Sa Gawa
Nilang Sining
1. Guillermo Estrella Tolentino (July 24,
1980 - July 12, 1976)
- isang batiking iskultor at guro ng Pilipinas
- Itinalagang Pambansang Alagad ng
Sining ng Pilipinas (sa Paglililok) noong
1973
- kilala sa: Bonifacio Monument, Pangulong
Ramon Magsaysay sa bulwagang pasukan
ng GSIS, UE Lualhati, UP Oblation.
2. Napoleon Isabelo Veloso-Abueva
(January 26, 1930 – February 16, 2018)
- iskultor na higit na nakikilala bilang
Napoleon Abueva o Nap Abueva
- “Ama ng Makabagong Iskultura ng
Pilipinas”
- Pinakabata (46 taong gulang) at kauna-
unaha't natatanging Boholano na nabigyan
ng parangal bilang Pambansang Alagad
ng Sining sa larangan ng Sining Biswal
-kilala sa: Transfiguration, Magdangal,
Siyam na Diwata ng Sining
3. Fernando Cueto Amorsolo (May 30,
1892 – April 24, 1972)
-“Grand Old Man of Philippine Art”
- Tinagurian bilang unang Pambansang
Alagad ng Sining ng Pilipinas
- ay pintor ng mga larawan ng mga tao at
tanawing pambaryo ng Pilipinas
- Kilala siya sa kaniyang pagiging malikhain
at pagkadalubhasa sa paggamit ng liwanag
sa aspeto ng sining.
Mga gamit o bagay na likhang sariling
atin, may isinisimbolo at matatagpuan
lamang sa Pilipinas
1. Dyipni o dyip
- ang pinakakilalang uri ng sasakyan sa
Pilipinas
- ito'y ginawa mula sa mga US Military
Jeeps na naiwan mula sa Ikalawang
Digmaang Pandaigdig
- Ang maigsing dyip ay kayang magsakay
ng 12-15 katao, samantalang ang
mahabang dyipni naman ay kayang
magsakay ng 15-20 katao
2. Kalesa
3. Bahay kubo
4. Bisikleta
5. Abaka
6. Poso o bomoba o Granada
Mga Pangunahing Produkto sa PIlipinas
1. Taho
- impluwensiya ng mga Intsik
- itong matamis na pagkain mula sa
balatong, arnibal o pulot at maliliit na sago
2. Durian o duryan
- ay prutas ng ilang puno na matatagpuan
sa Timog- silangang Asya - Kilala ang
prutas na ito sa kaniyang pagiging malaki,
matinding amoy, at may matinik na balat
3. Balut
- pagkain nanggaling sa Asya, lalo na sa
Pilipinas, Tsina at Vietnam
- Isa itong itlog ng bibe na dumaan sa
pertilisasyon kasama ang isang halos buo
nang embryo sa loob na pinapakuluan at
kinakain kapag nabalatan
4. Puto-bumbong
- ay hango sa mga katagang “puto”
(pinausukan na malagkit na bigas) at
“bumbong” (silindrong kawayan)
5. Tokneneng
- isang uri ng piniritong itlog ng pugo na
binalot sa basa at kulay naranghang harina
6. Tabako
- isang agrikultural na produkto na
hinahango mula sa mga sariwang dahon
ng mga halaman na napapabilang sa
saring Nicotiana.
- Maari itong kainin, gamitin bilang
organikong pamuksa ng peste at bilang
sangkap sa gamot kung gagamitin sa
pormang nicotine tartrate