TECHNICAL UNIVERSITY OF KENYA

FACULTY OF ENGINEERING

SCHOOL OF MECHANICAL AND PROCESS ENGINEERING

AEROSPACE AND AVIATION DEPARTMENT

ASSIGNMENT 1

AVIONICS

Lecturer: Mr. Enoch

REG NO: 112/00519
YEAR 3 SEMESTER 2

YEAR 2014

Flight management system and instrument that uses air

data
Instruments that use air data
a. Altimeter- altimeter is an instrument used to indicate the height of
the aircraft above a predetermined level such as the sea level or the
ground terrain
As altitude increases, the atmospheric pressure decreases. The
amount that it decreases with is measurable and consistent for any
given altitude change. Hence by measuring air pressure, altitude can
be obtained.
b. Vertical speed indicator- also known as rate of climb indicator. It is
a direct reading, differential gauge that compares static pressure from
the aircrafts static system in the diaphragm. Air is free to flow in and
out of the diaphragm but is made to in and out of the case through a
calibrated orifice. A pointer attached at the diaphragm indicates zero
vertical speed when the pressure inside and outside the diaphragm
are the same. As the aircraft climbs, the unrestricted air pressure in
the diaphragm lowers as the air becomes less dense. The case air
pressure surrounding the diaphragm lowers more slowly having to
pass through the restriction made by the orifice.
c. Airspeed indicator- differential pressure gauge to measure the
speed of aircraft. Ram air pressure from aircrafts pitot tube is directed
into a diaphragm in an analog airspeed instrument case. Static air
pressure from aircraft static vent is directed into the case surrounding
the diaphragm. As speed of aircraft varies ram air pressure varies
expanding or contracting the diaphragm this moves a pointer over the
instrument face calibrated in knots. Relationship between ram air
pressure and static air pressure is produces the indicated airspeed.
However errors must be put into consideration. CAS takes into account
position error of pitot static tube. TAS takes into account the air
temperature and air pressure.
Flight management system that use air data
a. Air traffic control transponder- pressure altitude is supplied to the
air traffic control transponder for automatic reporting to the air traffic
control system. Pressure altitude is obtained by the altimeter, this is
the altitude indicated when altimeter is adjusted to a standard
atmosphere. ATC specify flight levels which aircraft must maintain in a

controlled airspace in terms of pressure altitude to maintain a safe

vertical distance between aircrafts. Pressure altitude is essential for
control of flight path example is for adequate ground clearance.

b. Navigation system- pressure altitude and true airspeed are required

by the navigation system. Pressure altitude obtained by the altimeter
is required for navigation in the vertical plane. Pressure altitude is also
essential information for terrain reference navigation system as it
measures the vertical motion of the aircraft therefore enables the
ground profile to be derived by the radio altimeter measurements.
True airspeed- true airspeed is calibrated airspeed corrected for
altitude and nonstandard temperature, this is measured by the
airspeed indicator which measures the ram pressure during flight, true
airspeed is required for dead reckoning; dead reckoning position is
computed from knowledge of the true airspeed, aircraft heading and
estimate wind velocity. True airspeed is also used to compute the wind
velocity using the ground speed information from inertial navigation
system
c. Engine control systems- carry out the task of control and the
efficient management and monitoring of the engines. Height and
calibrated airspeed information is required by the engine control
systems. The flow of air data information to the key subsystem is
through data bus system e.g. ARINC 429,
d. Auto pilot system- auto pilot control modes require air data
information e.g. height, Mach number, airspeed. The purpose of auto
pilot is to control the flight of the aircraft and maintain it on the
predetermined path without any action required by the pilot therefore
the pilot has to select the appropriate control modes of the autopilot.
The autopilot being a flight management system assists in managing
the flight and automating as many tasks as appropriate to reduce the
pilot work load
e. Flight controls- performance and control of aircraft depends on its
mach number. Mach number is the speed of aircraft relative to the
speed of air at that flight level
f. Flight planning- the flight management system contains database
of :

1. Radio navigation aids examples are VOR, DME, TACAN,

NDB comprises of altitude, latitude, frequency, magnetic
variation.
2. Waypoints- mainly are the beacons.
3. Airways- identifier, sequence number, waypoints, magnetic
points.
4. Airports- identifier, latitude, longitude, elevation,
alternative airport.
5. Runways- length, heading, elevation, latitude, longitude.
6. Airport and procedures
7. Company routes- original airport, destination airport, route
number, cost index, types, route and altitude.
The flight crew can enter the flight path in the FMS
including all the necessary data for the intended lateral
and vertical trajectory. When all necessary data is entered
the FMS computes and displays the speed, altitude, time
and fuel predictions associated with the flight plan.

g. Control of the vertical flight path profile- the FMS selects the
speeds, altitude and engine power settings, during climbs, cruise, and
descents taking into account the flight plan. FMS carries out task
during various phases of the flight:
1. Take off- the critical speeds are inserted by the crew and
displayed on the primary flight displays.
2. Climb- uses the manually input speed, the ATC constant
speed or the economical speed. Determines the start of the
climb and predicts the end of the climb and the optimum
cruising flight level.
3. Cruise- FMS defines flight levels manually. True flight level
can be stored for every route in the navigation database.
FMS can perform a step climb or a step descent.
4. Descent- the altitude and speed are computed as a
function of distance to the destination and a geometric
profile is formed.
5. Approach- can be coupled to the autopilot or provide
guidance information to the pilot for manual control of
aircraft. The approach speed is computed with respect to
the landing configuration and the wind at the destination.
6. Go around- FMS provides track guidance from the
outbound track defined in the flight plan.

References;
1. Aviation Maintenance Technician HandbookGeneral (FAA-H-8083-30) published by
the United States Department of Transportation, Federal Aviation Administration,
Airman
Testing Standards Branch, AFS-630, P.O. Box 25082, Oklahoma City, OK 73125.