Transcript Mission Planner

Instruments – part 1
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Magnetic compass
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Magnetic Northpole
North Magnetic Pole (2005) 82.7° N 114.4°
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Magnetic Northpole
It wanders in an
elliptical path each day,
and moves, on the
average, more than forty
meters northward each
day
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Earth magnetism
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Magnetic dip
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Magnetic variation
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Magnetic variation
VARIATION WEST, MAGNETIC BEST, VARIATION EAST, MAGNETIC LEAST
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Magnetic deviation
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Deviation table
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Magnetic compass
Magnectic compass
for an aircraft
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Magnetic compass
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Compass errors
Northerly Turning Errors:
The result is a false northerly turn indication
Southerly Turning Errors:
The result is a false southerly turn indication
Acceleration error:
When accelerating on either an east or
west heading , the error appears as a
turn indication toward north. When
decelerating on either of these
headings, the compass indicates a turn
toward south.
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Pressure instruments
ADC: Air Data Computer
ASI: Airspeed Indicator
VSI: Vertical Speed Indicator
Machmeter
Altimeter
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Pitot / static system
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Static port
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Pitot tube
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Pitot / static ports
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Pitot / static ports
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ASI Airspeed Indicator
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ASI errors
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ASI calibration
The Airspeed Indicator is calibrated to ICAO ISA atmosphere
Pressure: 1013,25 hPa
Temp: +15C
Density: Standard MSL
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Speed definitions
IAS: Indicated Air Speed
CAS: Calibrated Air Speed
(IAS corrected for installation and position error)
EAS: Equivalent Air Speed
(CAS corrected for compressibility error)
TAS: True Air Speed
(EAS corrected for density)
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VSI Vertical Speed Indicator
The vertical airspeed
specifically shows the
rate of climb or the rate
of descent, which is
measured in feet per
minute or meters per
second
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Machmeter
An aircraft flying at
the speed of sound
is flying at a Mach
number of one,
expressed as
"Mach 1.0".
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Altimeter
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QFE / QNH
The regional or local air pressure at mean sea
level (MSL) is called the QNH or "altimeter
setting", and the pressure which will calibrate
the altimeter to show the height above ground
at a given airfield is called the QFE of the field.
An altimeter cannot, however, be adjusted for
variations in air temperature. Differences in
temperature from the ISA model will, therefore,
cause errors in indicated altitude.
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QFE / QNH
QFE: Aerodrome elevation pressure
(Altimeter indicate 0 ft height)
QNH: QFE reduced to MSL according ISA
(Altimeter indicate aerodrome elevation)
1 hPa = 27 ft
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QFE / QNH
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Height / Altitude
Indicated height: QFE as datum
Indicated altitude: QNH as datum
True altitude: corrected for temp and
pressure
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Transition level / altitude
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ADC Air Data Computer
Modern aircraft use air data computers (ADC)
to calculate airspeed, rate of climb, altitude and
mach number. Two ADCs receive total and
static pressure from independent pitot tubes
and static ports, and the aircraft's flight data
computer compares the information from both
computers and checks one against the other.
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Gyro
A gyroscope is a device for measuring or
maintaining orientation.
This orientation changes much less in response
to a given external torque than it would without
the large angular momentum associated with
the gyroscope's high rate of spin. Since
external torque is minimized by mounting the
device in gimbals, its orientation remains nearly
fixed, regardless of any motion of the platform
on which it is mounted.
This stability increases if the rotor has great
mass and speed. Thus, the gyros in aircraft
instruments are constructed of heavy materials
and designed to spin rapidly (approximately
10,000 rpm to 70,000 rpm).
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Attitude indicator
The purpose of the attitude indicator is to
present the pilot with a continuous picture of
the aircraft's attitude in relation to the surface
of the earth. The figure to the right shows the
face of a typical attitude indicator
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Heading indicator
HEADING INDICATOR: The heading
indicator, shown in the figure to the right,
formerly called the directional gyro, uses the
principle of gyroscopic rigidity to provide a
stable heading reference. The pilot should
remember that real precession, caused by
maneuvers and internal instrument errors, as
well as apparent precession caused by
aircraft movement and earth rotation, may
cause the heading indicator to "drift".
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Gyro drift
Because the earth rotates (apparent drift)
and because of small accumulated errors
caused by friction and imperfect balancing of
the gyro (real drift), the Heading Indicator will
drift over time, and must be reset from the
compass periodically.
The HI cannot sense North like a compass.
The HI must be realigned with the compass
about every 10 minutes.
You might say to yourself, "Why don't I just
use the compass?". The compass can be
very difficult to read because it wobbles
around. The HI is more stable and easier to
read, but it must constantly be realigned.
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Flux gate
Some more expensive heading indicators are 'slaved' to a sensor (called a
'flux gate'). The flux gate continuously senses the earth's magnetic field,
and a servo mechanism constantly corrects the heading indicator. These
'slaved gyros' reduce pilot workload by eliminating the need for manual
realignment every ten to fifteen minutes.
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Non Precission Approach
NDB – Non Directional Beacon
VOR – VHF Omni-directional Radio range
TACAN - TACtical Air Navigation
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MDH / MDA
A minimum descent height (MDH) or minimum descent altitude (MDA) is the
equivalent of the DA for non-precision approaches, however there are some
significant differences. It is the level below which a pilot making such an approach
must not allow his or her aircraft to descend unless the required visual reference
to continue the approach has been established. Unlike a DA, a missed approach
need not be initiated once the aircraft has descended to the MDH, that decision
can be deferred to the missed approach point (MAP). So a pilot flying a nonprecision approach may descend to the minimum descent altitude and maintain it
until reaching the MAP, then initiate a missed approach if the required visual
reference was not obtained.
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NDB
Non-directional beacon
NDBs typically operate in the frenquency
range from 190 kHz to 535 kHz.
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NDB
Other information transmitted by an NDB
Automatic Terminal Information Service or
ATIS
Meteorological Information Broadcast or
VOLMET
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ADF
Automatic Direction Finder
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ADF receiver
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VOR
VHF Omni-directional Radio Range
VORs are assigned radio channels between 108.0 MHz (megahertz)
and 117.95 MHz (with 50 kHz spacing); this is in the VHF (very high
frequency) range
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VOR receiver
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VOR
VHF Omni-directional Radio Range
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VOR
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DME
Distance Measuring Equipment
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Aircraft control pedestal
1. VHF COM 1.
The frequency is on the STANDBY
(right) side and then transferred to
the ACTIVE (left) side with the TFR
button in between.
2. VHF COM 2.
3. ADF 1.
The frequency can be set on both
sides. The TRF switch is used to
select the active side.
4. ADF 2.
5. SELCAL.
6. Transponder and TCAS control panel.
7. Center instrument and pedestal light
switches.
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TACAN
TACtical Air Navigation
TACAN in general can be described as the
military version of the VOR/DME system. It
operates in the frequency band 960-1215
MHz. The bearing unit of TACAN is more
accurate than a standard VOR.
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VORTAC
At VORTAC facilities, the
DME portion of the
TACAN system is
available for civil use.
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