THE TECHNICAL UNIVERSITY OF KENYA

DEPARTMENT OF AEROSPACE & AVIATION ENGINEERING

AVIONICS

ASSIGNMENT

LECTURER: MR. ARORI

KELVIN NYONGESA

EMAQ/01511/2017

BACHELOR OF NGINEERING

AERONAUTICAL ENGINEERING.

ASSIGNMENT

a) With the aid of a suitable diagram, explain how Pitot and static pressure is used to derive the
following indications: (3Marks) Airspeed Altitude (iii) Vertical speed.

The total pressure, PT , is measured by means of an absolute pressure sensor (or transducer) connected
to a Pitot tube facing the moving airstream. This measures the impact pressure, Q C that is the pressure
exerted to bring the moving airstream to rest relative to the Pitot tube plus static pressure Ps of the
free stream. Thus PT=QC +PS
 The static pressure of the free airstream, PS, is measured by an absolute pressure transducer connected
to a suitable orifice located where the surface pressure is nearly the same as the pressure of the
surrounding atmosphere. From the measurement of static pressure and total pressure, it is therefore
possible to derive the calibrated airspeed Vc, pressure altitude Hp and vertical speed.

(i) Airspeed- it is derived directly from the impact pressure QS which in turn is derived from the
difference between total and static pressures.

(ii) Altitude- is derived from the static pressure PS measurement by assuming a standard atmosphere.
Vertical speed- achieved by differentiating static pressure P s.

(ii) vertical speed.

Explain how outside air temperature sensing is achieved in an aircraft. (2Marks).

Temperature is a basic parameter used to establish data critical to the flight operation and monitoring.
Temperature sensing is achieved using a temperature sensing probe positioned in the airflow which
senses any changes associated with temperature. The probe is in a form of a small strut and air intake
made of nickel-plated beryllium copper which gives good thermal conductivity and strength. It is secured
on the aircraft at a predetermined position, in fuselage-nose section and outside of any boundary layer
which may exist. The probe is then connected to an indicator on the flight deck instrument panel and to a
Mach number module of a central air data computer.

The probe has bleed air holes in the intake casing which permits boundary layer air to be drawn off under
the influence of the pressure differential across the casing. Separation of water particles from the air is
achieved by the airflow turning through a right angle before passing around the sensor. An axial wire
heating element supplied with 115V ac and 400Hz is mounted integral with the probe to prevent ice
formation.

(f) Explain the following flight deck displays

(i) Primary Flight Display (PFD) (5Marks)

This is a display which provides the pilot with enhanced situational awareness as it combines the
information traditionally displayed on several electromechanical instruments onto a single electronic
display reducing pilot workload. It is an easy to scan display that provides the horizon airspeed, altitude,
vertical speed and rate of turn among other data to the pilot. Most Primary Flight Displays are configured
with a central attitude indicator (AI) and flight director surrounded by other flight parameters. They are
large multifaceted displays and provide information on many different parameters at once.
 1. Artificial horizon
2. Pitch and roll of the airplane.
3. Altitude.
4. Airspeed.
5. Vertical speed display.
6. Mach number
7. Yaw attitude of the airplane.

(ii) Multi-function Display (MFD) (5Marks)

These displays display information in numerous configurable ways to the pilot for making safe decisions
on every phase of the flight. The information provided includes engine performance, terrain, traffic
information about the nearest airport, airport information, weather depiction among others.

MFD also provide information on aircraft navigation route, warning and indication from aircrafts ground
proximity system and traffic coalition avoidance system. The display provides data on engine status such
as fuel flow, air temperature and pressure and fuel quantity. It prevents need for a separate display for
each system. The multi-function color displays provide the primary flight displays (PFDs) of height,
airspeed, Mach number, vertical speed, artificial horizon, pitch angle, bank angle and heading, and
velocity vector. They provide the navigation displays, or horizontal situation indicator (HSI) displays,
which show the aircraft position and track relative to the destination or waypoints together with the
navigational information and distance and time to go. The weather radar display can also be
superimposed on the HSI display. Engine data are presented on multi-function color displays so that the
health of the engines can easily be monitored and divergences from the norm highlighted. The aircraft
systems, for example, electrical power supply system, hydraulic power supply system, cabin
pressurization system and fuel management system, can be shown in easy to understand line diagram
format on the multi-function displays. The multi-function displays can also be reconfigured in the event
of a failure in a particular display.

(g) Describe Head Up Display (HUD) system (5 Marks)

This is a system that enables the pilot to view both the outside world and the collimated display
simultaneously.

The development of the HUD system was necessitated by the need to increase the pilot’s situational
awareness in intermediate and final approach phases of flight. The system is composed of an image
source (generally a high-brightness cathode ray tube), optical system to project the image source
information at optical infinity and a HUD combiner ( a semi-transparent element that reflects HUD image
for view by the pilot. This combiner is situated between the eye of the pilot and the aircraft windshield
and is angled for reflection of the image-source light rays for pilot’s viewing. It has special coatings that
simultaneously reflect HUD information, transmitting a real-world scene to enable the pilot view both the
outside world and the collimated display.

The two main subsystems making up the HUD are:

 Pilot Display Unit (PDU- this interfaces electrically and mechanically with the aircraft structure
and provides the optical interface to the pilot.
 HUD Processor – this interface directly with aircraft sensors and systems, runs a variety of
algorithms related to data verification and generates the characters and symbols making up the
display.

Modern HUD processors are capable of generating high integrity guidance commands and cues for
precision low-visibility take off, approach, landing and rollout.
The PDU is located within the cockpit to allow a pilot positioned at the cockpit design eye position to
view HUD information which is precisely positioned with respect to the outside world. This allows the
computer-generated and displayed horizon line to overlay the real-world horizon in all phases.

The HUD is always positioned with respect to the cockpit DEP allowing pilots to fl the aircraft using the
same HUD from the physical location as a non-HUD –equipped aircraft would be flown.

The main benefits of HUD are:

a) Display of conformal (contact analogue) information overlaid on the real world.

b) Flight parameter data presented in a relatively small field of view, which improves data cross-
checking
c) Improved situational awareness, especially in wind shear and terrain/traffic avoidance maneuvers.