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Guridi Hernndez Arturo Navigation Boeing 737

The purpose of the static and total air pressure system is to measure pitot and static air pressure. These
pressures are used to calculate flight parameters such as airspeed and altitude. The static and total air pressure
system gets air pressure inputs from three pitot probes and six static ports on the airplane fuselage. These are
the two types of air pressure: Static air pressure is the ambient air pressure around the airplane, Pitot air
pressure is the air pressure on the pitot probe tube as a result of the forward motion of the airplane. The static
and total air pressure system has these components: Three pitot probes, Six static ports, Five drain fittings.
Flexible and hard pneumatic tubing are used to connect the pitot-static components. The system drains are
used to remove condensation in the pitot-static lines. The two primary pitot probes connect to two pitot air
data modules (ADMs). Two pairs of the primary static ports connect to two static ADMs. The ADMs change the
air pressures to electrical signals and send them to the air data inertial reference units (ADIRUs) on ARINC 429
data buses. The ADIRUs use the signals to calculate flight parameters such as airspeed and altitude. Each pitot
line and each static line has a drain fitting. The auxiliary pitot probe connects to the standby altimeter/airspeed
indicator. The alternate static ports connect to the standby altimeter/airspeed indicator and to the cabin
differential pressure indicator. The standby static line has a drain fitting. The standby altimeter/airspeed
indicator is two flight instruments in one component. One instrument is a pneumatic altimeter. It gets static air
pressure from the alternate static ports and shows barometric altitude. The other instrument is a pneumatic
airspeed indicator. This indicator gets pitot air pressure from the alternate pitot probe and static air pressure
from the alternate static ports to show the indicated air speed. The 737 has an airspeed and a mach limit to
protect the airframe. The mach airspeed warning system gives an aural warning that tells the flight crew when
the airspeed is more than the mach or airspeed limit. The airplane maximum operating limit speed (VMO) is
340 kts when the airplane is at or below an altitude of 25,968 ft. Above this altitude, the airplane is limited by
mach number. The maximum operating mach (MMO) is 0.82. The air data inertial reference system (ADIRS) has
two primary functions: Air data reference (ADR), Inertial reference (IR). The ADR function calculates airspeed
and barometric altitude. The IR function calculates this data: Attitude, Present position, Groundspeed, Heading.
The air data inertial reference system (ADIRS) supplies these type of data to the aircrew and to the airplane
systems: Altitude, Airspeed, Temperature, Heading, Attitude, Present position. The ADIRS has these
components: Air data modules (ADMs) (4), Total air temperature (TAT) probe, Angle of attack (AOA) sensors
(2), Inertial system display unit (ISDU), Mode select unit (MSU), Air data inertial reference unit (ADIRU) (2), IRS
master caution unit. The TAT probe measures the outside air temperature. It changes the temperature value to
an electrical signal. The electrical signal goes to the ADIRUs. The AOA sensors measure and convert angle of
attack to electrical signals. The electrical signals go to the ADIRUs. The ISDU supplies initial position and
heading data to the ADIRUs. It also supplies this data to the flight crew: Present position, Heading, Navigation,
Performance, Status. The MSU gives mode selection data to the ADIRUs. It also shows system operational and
fault status to the flight crew. The two ADIRUs calculate and send air data and inertial reference information on
ARINC 429 data buses. Each ADIRU has two parts. One part is the air data reference (ADR) part. The other is
the inertial reference (IR) part. The ADIRUs use these inputs to calculate air data: Pitot pressure, Static pressure,
Total air temperature, Angle of attack, Common display system (CDS) barometric correction, IR data. Each
ADIRU uses three accelerometers and three laser gyros to calculate inertial reference (IR) data. Initial present
position information goes to the ADIRUs from the ISDU, or the flight management computer system (FMCS).
The multi-mode receiver (MMR) contains the instrument landing system and the global positioning system
functions. This section only covers the instrument landing system function. The instrument landing system (ILS)
provides lateral and vertical position data neccessary to put the airplane on the runway for approach. The
system uses signals from a glideslope ground station and a localizer ground station. The glideslope ground
station transmits signals to give the airplane a descent path to the touchdown point on the runway. The
localizer ground station transmits signals to give the airplane lateral guidance to the runway centerline.

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