Cat A Modules 11.5 11.6 11.14 PDF

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
STRUCTURES & SYSTEMS
PART ONE
CONTENTS
1 INSTRUMENT SYSTEMS (ATA 31) ............................................. 1-1
1.1 THE ATMOSPHERE ....................................................................... 1-1
1.1.1 STANDARD ATMOSPHERE ................................................ 1-3
1.2 PRESSURE INSTRUMENTS ............................................................. 1-4
1.2.1 AIR DATA INSTRUMENTS.................................................. 1-4
1.2.2 LOCATION OF PROBES AND STATIC VENTS ....................... 1-7
1.3 ALTIMETERS ................................................................................ 1-10
1.3.1 ANEROID BAROMETER .................................................... 1-10
1.3.2 FRICTION COMPENSATION ............................................... 1-13
1.3.3 TEMPERATURE COMPENSATION ....................................... 1-13
1.3.4 PRESSURE COMPENSATION............................................. 1-15
1.4 SERVO ASSISTED ALTIMETERS ..................................................... 1-18
1.4.1 GENERAL ....................................................................... 1-18
1.5 DIRECT SERVO ALTIMETER ........................................................... 1-19
1.5.1 DATUM PRESSURE SETTING ............................................ 1-22
1.6 PRESSURE REVERTING SERVO ALTIMETER .................................... 1-23
1.6.1 SERVO MODE OPERATION ............................................. 1-25
1.6.2 STANDBY MODE OPERATION ........................................ 1-25
1.6.3 DATUM PRESSURE SETTING ............................................ 1-26
1.7 CABIN ALTIMETERS ...................................................................... 1-26
1.8 AIRSPEED INDICATORS ................................................................. 1-28
1.8.1 SIMPLIFIED AIRSPEED INDICATOR .................................... 1-28
1.8.2 PITOT PRESSURE............................................................ 1-31
1.8.3 SPEED OF SOUND ........................................................... 1-32
1.8.4 MACHMETER .................................................................. 1-33
1.8.5 COMBINED SPEED INDICATOR .......................................... 1-35
1.8.6 PRESSURE OPERATED CSI ............................................. 1-36
1.8.7 SERVO OPERATED CSI ................................................... 1-37
1.9 VERTICAL SPEED INDICATORS ...................................................... 1-38
1.9.1 BASIC OPERATION .......................................................... 1-38
1.9.2 CALIBRATION .................................................................. 1-40
1.9.3 ALTITUDE & TEMPERATURE COMPENSATION .................... 1-41
1.10 GYROSCOPIC INSTRUMENTS ......................................................... 1-42
1.10.1 GYROSCOPIC PROPERTIES .............................................. 1-42
1.10.2 RIGIDITY......................................................................... 1-42
1.10.3 PRECESSION .................................................................. 1-43
1.10.4 PRECESSION .................................................................. 1-45
1.10.5 VERTICAL GYRO ............................................................. 1-46
1.11 GYRO HORIZON UNIT .................................................................... 1-48
1.12 VERTICAL REFERENCE UNIT (VRU) ............................................... 1-53
1.13 ATTITUDE DIRECTOR INDICATOR (ADI) .......................................... 1-54
1.13.1 WARNINGS ..................................................................... 1-56
1.13.2 ATTITUDE DISTRIBUTION ................................................. 1-56
1.13.3 ATTITUDE TRANSFER SWITCHING..................................... 1-58
1.14 STANDBY ATTITUDE INDICATORS .................................................. 1-59
1.14.1 DESCRIPTION AND OPERATION ........................................ 1-59
MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Part 1 Page 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.14.2 RUNNING UP .................................................................. 1-60

1.14.3 ERECTION CONTROL ...................................................... 1-60
1.14.4 CAGING ......................................................................... 1-60
1.14.5 ATTITUDE INDICATION ..................................................... 1-60
1.15 STANDBY ATTITUDE INDICATOR H 341 .......................................... 1-62
1.15.1 DESCRIPTION ................................................................. 1-63
1.16 DIRECTION INDICATORS ............................................................... 1-65
1.17 TURN & SLIP INDICATOR .............................................................. 1-67
1.17.1 BANK INDICATION ........................................................... 1-69
1.18 TURN CO-ORDINATOR .................................................................. 1-71
1.19 HORIZONTAL SITUATION INDICATOR (HSI)..................................... 1-72
1.20 COLLINS 331A-8K HSI ................................................................ 1-74
1.20.1 WARNING FLAGS ............................................................ 1-76
1.21 ANGLE OF ATTACK (AOA) ........................................................... 1-77
1.22 STALL WARNING INDICATION ........................................................ 1-79
1.23 ELECTRONIC INSTRUMENT SYSTEMS ............................................. 1-81
1.24 ELECTRONIC FLIGHT INSTRUMENT SYSTEM ................................... 1-84
1.25 ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI) ................... 1-84
1.25.1 FULL TIME EADI DISPLAY DATA ...................................... 1-86
1.25.2 PART TIME EADI DISPLAYS ............................................ 1-87
1.26 ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI) .............. 1-89
1.26.1 FULL TIME EHSI DISPLAYS ............................................. 1-90
1.26.2 PART TIME EHSI DISPLAYS ............................................ 1-92
1.26.3 PARTIAL COMPASS FORMAT............................................ 1-93
1.26.4 MAP MODE .................................................................... 1-96
1.26.5 COMPOSITE DISPLAY ...................................................... 1-97
1.27 EFIS CONTROLLER ...................................................................... 1-98
1.27.1 DISPLAY CONTROLLER ................................................... 1-99
1.27.2 SOURCE CONTROLLER ................................................... 1-101
1.28 OTHER SYSTEM INDICATIONS ....................................................... 1-103
1.29 POWERPLANT INSTRUMENTATION ................................................. 1-103
1.30 FUEL CONTENTS GAUGE .............................................................. 1-103
1.30.1 RESISTANCE GAUGES..................................................... 1-103
1.30.2 CAPACITANCE QUANTITY INDICATORS ............................. 1-104
1.31 FUEL FLOW INDICATOR ................................................................ 1-106
1.31.1 FUEL FLOW TRANSMITTERS ............................................ 1-108
1.31.2 SYNCHRONOUS MASS FLOW FLOW-METER SYSTEM ......... 1-108
1.31.3 MOTORLESS MASS FLOW METER SYSTEM ....................... 1-109
1.32 PRESSURE INDICATORS................................................................ 1-111
1.32.1 PRESSURE CAPSULE DETECTION .................................... 1-112
1.32.2 BOURDON TUBE DETECTION ........................................... 1-113
1.33 OIL & FUEL TEMPERATURE INDICATORS ....................................... 1-115
1.33.1 RESISTIVE BULB SENSOR ............................................... 1-115
1.33.2 THERMOCOUPLE SENSOR ............................................... 1-116
1.34 ENGINE RPM INDICATORS ............................................................ 1-117
1.34.1 ENGINE SPEED GENERATOR ........................................... 1-119
1.35 EXHAUST TEMPERATURE INDICATING............................................ 1-121
1.36 ENGINE PRESSURE INDICATORS ................................................... 1-124
Part 1 - Page 2 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.36.1 EPR FORMULA ............................................................... 1-125

1.37 VIBRATION INSTRUMENTS ............................................................. 1-126
1.38 ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME) ........................ 1-130
1.39 ENGINE INDICATING & CREW ALERTING SYSTEM (EICAS) ............. 1-130
1.39.1 DISPLAY UNITS ............................................................... 1-131
1.40 DISPLAY MODES .......................................................................... 1-135
1.40.1 OPERATIONAL MODE....................................................... 1-135
1.40.2 STATUS MODE ................................................................ 1-135
1.40.3 MAINTENANCE MODE ...................................................... 1-135
1.41 DISPLAY SELECT PANEL ............................................................... 1-137
1.41.1 DISPLAY SELECT PANEL OPERATION ............................... 1-138
1.42 ALERT MESSAGES ....................................................................... 1-139
1.43 MAINTENANCE CONTROL PANEL ................................................... 1-141
1.44 ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ...................... 1-142
1.44.1 DISPLAY UNITS ............................................................... 1-142
1.45 ECAM DISPLAY MODES ............................................................... 1-143
1.45.1 FLIGHT PHASE RELATED MODE ....................................... 1-143
1.45.2 ADVISORY MODE ............................................................ 1-144
1.45.3 ECAM FAILURE MODE .................................................... 1-145
1.46 CONTROL PANEL ......................................................................... 1-151
1.46.1 ECAM CONTROL PANEL ................................................. 1-152
MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Part 1 Page 3

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
PAGE
INTENTIONALLY
BLANK
Part 1 - Page 4 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1 INSTRUMENT SYSTEMS (ATA 31)

Aircraft instruments can, on initial observation, appear a bewildering mass of dials
or 'TV ' type screens. The different types of instrumentation required fall into one
of the following types:
1. Pressure instruments. 2. Gyroscopic instruments
3. Compasses. 4. Mechanical indicators
5. Electronic instruments
1.1 THE ATMOSPHERE
A relatively thin layer of air called the atmosphere surrounds the earth. This
extends upwards from the surface for a distance of about 250 miles and is
composed mainly of nitrogen 78%, oxygen 21% plus 1% of other gases which
includes amongst others, argon, carbon dioxide and helium. Under the
gravitational effect of the earth, the atmosphere exerts a pressure upon the
surface of the earth. This pressure, if measured at sea level, it is approximately
1.013bar (14.7lbf/in2), and reduces with height.
The pressure reduction, is not linear, the rate of pressure reduction decreases
with a rise in altitude to form an exponential curve. Temperature and water
vapour within the air also affects the pressure of the air, and therefore the height
at which a particular pressure can be measured. Figure 1 shows a
Height/pressure graph.
65
60
55 AT 8,000ft
240mb
50
45
HEIGHT X 1000ft
40
35
30
AT 8,000ft
750mb
25
AT SEA
20 LEVEL
1013mb
15
10
0
0 .100 .200 .300 .400 .500 .600 .700 .800 .900 1.000
AIR PRESSURE IN BARS
Height/Pressure Graph
Figure 1
MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Temperature change within the atmosphere can be divided into 3 bands,

corresponding to the 3 layers or regions of the atmosphere:
1. The Troposphere.
2. The Stratosphere.
3. The Chemosphere.
Figure 2 shows three bands of the atmosphere.
+22.473
135 140,000ft
CHEMOSPHERE -
TEMPERATURE INCREASES AT
125 APPROXIMATELY 2.256C FOR
AN INCREASE IN HEIGHT OF
115 1000ft
STRATOPAUSE 104,987ft
105
-56.5
95
85
ALTITUDE FEET X 1000
75
STRATOPHERE - TEMPERATURE
UPPER LIMIT OF ICAO ISA 65,800ftt AT -56.5C
65
55
45
TROPOPAUSE 36,090ft
35
-56.5
25
TROPOSPHERE - TEMPERATURE
15 DECREASES 1.98C FOR AN
INCREASE IN HEIGHT OF 1000ft
5
+15
0
-50 -40 -30 -20 -10 0 10 20 30
TEMPERATURE (DEGREES C)
Atmosphere Bands
Figure 2
Page 1-2 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The height of these layers varies considerably with latitude and the season. It is
assumed that the troposphere extends to a height of 36,090ft and has a
temperature gradient falling at a linear rate to 56.5C at 36,090ft. The
stratosphere is assumed to range from 36,090ft to 104,987ft and to have a
constant temperature of 56.5C. Above this is the Chemosphere, extending to
the limits of the atmosphere and which is assumed to have a temperature
gradient, which initially rises approximately 2C for each 1000ft of altitude. For
the purpose of aircraft pressure instruments, these higher levels are not
important.
1.1.1 STANDARD ATMOSPHERE
To be able to produce an instrument capable of accurately measuring aircraft

height (and speed) using only the prevailing atmospheric pressure, requires that
the instrument be calibrated and tested against a set of standard conditions.
Standard atmospheres have been in use since 1800s. the early ones being
based on very simple temperature laws. During WW1, these were found to be
inadequate, this led to the development and the international acceptance in 1924
of the International Committee on Air Navigation (ICAN) standard. This standard
was adopted by the International Civil Aviation Organisation (ICAO) in 1952.
Advances in aircraft performance and the introduction of missiles highlighted the

need for an increase in the altitude range of the standard atmosphere, the ICAO
limit being 65,000ft. This introduced two further standards to supplement the
ICAO standard, these being the Wright Air Development Centre (WADC) and the
Air Research Development Command (ARDC). Table 1 shows the comparison of
the standard atmospheres.
Height in feet Air Pressure in Millibars

x 1000 ICAN ICAO WADC ARDC
0 1013.25 1013.25 1013.25 1013.25
10 696.91 696.81 696.81 696.91
20 465.63 465.63 465.63 465.63
30 301.89 300.01 300.89 300.89
40 187.61 187.54 187.54 188.23
50 115.81 115.97 115.97 115.97
60 71.79 71.72 71.72 71.716
70 44.36 - 44.35 44.438
80 - - 27.43 27.425
90 - - 16.96 17.067
100 - - 10.49 10.820
110 - - 6.53 6.981
120 - - 4.22 4.5779
130 - - 2.84 3.0476
140 - - 1.97 2.0575
150 - - - 1.4650
160 - - - 0.9727
Table 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.2 PRESSURE INSTRUMENTS
1.2.1 AIR DATA INSTRUMENTS
An Air Data system of an aircraft is one which the total pressure created by the
forward motion of an aircraft, and the static pressure of the atmosphere
surrounding it, are sensed and measured in terms of speed, altitude and rate of
change of altitude. The measurement and indication of these three parameters
may be achieved by connecting the appropriate sensors, either directly to
mechanical-type instruments, or to a remotely-located Air Data Computer (ADC),
which then transmits the data in electrical signal format to electro-mechanical or
servo-type instruments.
The basic Air Data Instruments display airspeed, altitude, Mach number and
vertical speed. All are calculated from air pressure received from a Pitot/Static
source.
1. Static air pressure, which is simply the outside air pressure at the instant of
measuring.
2. Pitot pressure is the dynamic pressure of the air due to the forward motion of
the aircraft and is measured using a tube, which faces the direction of travel.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 3 shows a Pressure head as fitted to aircraft to allow Pitot and Static
pressures to the relevant indicators.
STATIC LINE
PITOT LINE
HEATER
CONNECTION
FORWARD
PITOT PROBE STATIC VENTS
Aircraft Pressure Head

Figure 3
Indicated Airspeed (IAS), Mach No, Barometric Height (Height above sea level),
and Vertical speed (Rate of climb/dive) are derived from the Pitot/Static inputs.
1. IAS = Pitot minus Static - (In knots).
2. Mach No = Pitot - Static divided by Static.
3. Baro Ht = Static - (In feet).
4. Vertical Speed = Change in Static pressure - (X 1000ft/min).

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 4 shows typical aircraft static vent:
FUSELAGE
STATIC
VENT
STATIC
PIPE
Aircraft Static Vent

Figure 4

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.2.2 LOCATION OF PROBES AND STATIC VENTS
The choice of probe/vent locations is largely dependent on the type of aircraft,

speed range and aerodynamic characteristics, and as result there is no common
standard for all aircraft. On larger aircraft it is normal to have standby probes and
static vents. These are always located one on each side of the fuselage and are
interconnected so as to balance out dynamic pressure effects resulting from any
Yawing or side-slip motion of the aircraft.
Figure 5 shows the location of probes and vents on a Boeing 737.
Boeing 737 Air Data Probe and Vent Location

Figure 5
Pitot and static pressures are transmitted through seamless and corrosion-
resistant metal (light alloy) pipelines. Flexible pipelines are also used when
connections to components mounted on anti-vibration mountings is required. In
order for an Air Data System to operate effectively under all flight conditions,
provision must also be made for the elimination of water that may enter the
system as a result of condensation, rain, snow, etc. This will reduce the
probability of Slugs of water blocking the lines. This provision takes the form of
drain holes in the probes, drain taps and valves in the systems pipelines. The
drain holes within the probes are of diameter so as not to introduce errors into the
system.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Methods of draining the pipelines varies between aircraft types and are designed
to have a capacity sufficient to allow for the accumulation of the maximum
amount of water that could enter the system between maintenance periods.
Figure 6 shows a typical water drain valve.
ORANGE
TRANSPARENT FLOAT
PLASTIC PIPE INDICATOR
DRAIN
BAYONET
VALVE
FITTING
(SELF SEALING) CAP
Water Drain Valve

Figure 6
The three primary instruments in the Air Data System are:
1. Altimeter (Baro Ht).
2. Indicated Air Speed (IAS) Indicator.
3. Vertical Speed Indicator.
The IAS is often combined to display Mach No as well as indicated airspeed and
is referred to as the Combined Speed Indicator.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 7 shows the connection and equations for the primary Air Data
instruments.
Air Data Instrumentation

Figure 7

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.3 ALTIMETERS
1.3.1 ANEROID BAROMETER
In its simplest form, if a membrane or pressure sensitive capsule is to be used to

measure pressure, it usually forms part of a sealed capsule. If the capsule is
evacuated, the atmospheric pressure on the outside of the capsule will force the
capsule into the chamber until its resistance is sufficient to support the
atmospheric pressure. The greater the atmospheric pressure the greater the
movement of the capsule, before a balance is attained, and vice versa.
If a linkage mechanism is attached to the membrane, this movement can be

transmitted to a pointer to reflect the movement of the capsule. This then is the
principle upon which the aneroid barometer is based for the measurement of
atmospheric pressure. Figure 8 shows a simplified aneroid barometer.
ATMOSPHERIC PRESSURE
ATMOSPHERIC
PRESSURE
PIVOT
CAPSULE STACK
Simplified Aneroid Barometer

Figure 8

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Altitude measurements require little change in the basic instrument configuration

to enable barometric pressure (atmospheric pressure) to be translated into
aircraft altitude. Figure 9 shows a simplified mechanism of a directly operated
capsule altimeter.
AIRTIGHT POINTER
INSTRUMENT
CASE
EXTERNAL STILL
AIR PRESSURE
(STATIC)
CAPSULE STACK
Simplified Altimeter
Figure 9
It consists of an airtight instrument case containing an evacuated capsule stack.

The capsule stack is connected by a system of levers and gears to a pointer
which, moves over a scale calibrated in feet. External still air (static) pressure is
fed in to the instrument case so that as the aircraft climbs the pressure in the
case falls, allowing the capsule to expand. This motion is then used by the
system of levers and gears to drive the pointer over the dial. When the aircraft
loses altitude, the reverse happens.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 10 shows the face of a barometric altimeter .
3 - POINTER ALTIMETER
SINGLEPOINTER ALTIMETER
Barometric Altimeter
Figure 10

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.3.2 FRICTION COMPENSATION
Friction in the gearing of a simple altimeter cannot truly be compensated for,

however, it is reduced as much as possible by careful design and meticulous
attention to cleanliness and finish during manufacture. The rate of response of
the instrument to capsule movement can be further improved, when considered
necessary, by the use of a vibrator. This simply helps prevent the mechanism
from sticking.
1.3.3 TEMPERATURE COMPENSATION
Temperature affects the strength of the materials used in the manufacture of the
capsules and springs, causing them to become stronger as temperature
decreases. The overall effect of this is that with a drop in temperature the
capsule stack will tend to extend, with the result that the instrument will over-read.
Conversely, a rise in temperature causes the capsule stack to contract and the
instrument under-read. There are two main methods employed to compensate
for this temperature-induced variations in readings, both of which use a bi-
metallic element as the compensating mechanism.
The first method used is to mount the capsule stack within a U shaped bi-
metallic bracket, the open end of which is connected to the top of the capsule
stack by pins. The composition of the b-metallic brackets is arranged so that with
a drop in temperature the limbs tend to move inwards, exerting a compressive
force onto the capsule stack, in opposition to the tendency of the capsule stack to
expand with a fall in temperature. Figure 11 shows the U bracket method of
temperature compensation.
DROP IN TEMPERATURE
LIMBS MOVE INWARDS
EXERTING A COMPRESSIVE
FORCE ONTO THE CASULE STACK
CASULE
STACK
BIMETAL
U SPRING
Temperature Compensation U Bracket

Figure 11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The second method employed to compensate for changes in temperature of the

capsule stack is to introduce a bi-metallic link into the system of levers used to
transmit capsule movement to the instruments pointers. In this instance, a U
shaped bi-metallic link has been introduced. This effectively alters the length of
the linkage to compensate for the tendency of the capsule stack to expand or
contract with changes in temperature. Figure 12 shows the bi-metallic
compensating link method.
CAPSULE
BIMETAL
COMPENSATING
LINK
Bi-metallic Compensating Link

Figure 12

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.3.4 PRESSURE COMPENSATION
All aircraft pressure operated altimeters, are calibrated to one of the standard
atmospheres, and will provide an accurate altitude indication providing that the
atmospheric pressure prevailing conforms to the standard atmosphere. Anyone
who is familiar with the weather forecast on TV will realise that the atmospheric
pressure is always changing at any given point, as well as varying from area to
area. We are not concerned with the reasons why this happens, only the effect
this has on the altimeter.
Under standard conditions, at sea level with an ambient atmospheric pressure of

1013.25 millibars, an altimeter calibrated to the ICAO standard atmosphere would
indicate zero feet. If the sea level pressure remains constant at 1013.15
millibars, the altimeter indications would correspond to the ICAO pressure
standards.
However, standard atmospheric conditions rarely prevail and variations in sea-

level pressure will result in variations in the indicated altitude. For example, if the
sea-level pressure falls to 1010 millibars, then the capsule stack would sense this
decrease in pressure and expand, showing an error of +100ft. A corresponding
change in sea-level pressure to 1016.55 millibars would cause an error reading of
100ft. At this height, one-millibar change in pressure corresponds to a 30ft
change in altitude, but as altitude increases so does the error. This is shown in
figure 13.
ICAO PRESSURE PRESSURE

STANDARD DROP RISE
+100ft
ERROR
Ht 5,000ft
843.21
-100ft
ERROR
SEA LEVEL SEA LEVEL SEA LEVEL

1013.25 1010.00 1016.55
A1 A2 A3
Pressure Compensation
Figure 13

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The ICAO standard atmosphere also assumes a temperature of 15C at sea level
and a temperature drop (lapse rate)of 1.98C per 1000ft up to 36,090ft, it then
remains at a constant temperature of 56.5C. If the lapse rate differs from this
assumption then even a correctly set altimeter will indicate an error when an
aircraft flies into an area where air temperature is higher or lower than that
expected.
Assuming the same sea-level pressures, the pressure at a certain height over a
column of cold air is less than the pressure over a column of warm air at the
same height. This is because cold air is denser than warm air. Therefore, in
these conditions, an altimeter will over-read in air colder than standard conditions
and under-read in air warmer than standard conditions.
To help overcome these problems, the altimeter is fitted with a mechanism which
enables the instrument datum can be adjusted to the prevailing barometric
pressure. This mechanism consists of a system of gears within the instrument,
which is controlled by a knob on the face of the instrument. This knob, called the
Ground Pressure Setting Knob, allows the instrument datum and therefore the
indicator pointers be repositioned without affecting the capsule stack. At the
same time, an indicator, usually calibrated in millibars, will rotate to display the
instrument datum setting. This indicator, known as the Baroscale, can be
displayed as a linear scale but more commonly displayed using a veeder counter
viewed through an aperture in the indicator face.
The altimeter may be adjusted by the ground engineers to the prevailing

atmospheric pressure before take-off, but is more commonly adjusted by the flight
crew, who will obtain information regarding the prevailing atmospheric pressure
from flight maps and from the local Air Traffic Control (ATC) via the aircrafts VHF
communication system. The information obtained in this way is given in the form
of radio Q codes, the most important of which are:
QFE Airfield barometric pressure. Altimeters with the baroscale set to this
will read zero feet when landing or taking-off at the airport for which the QFE was
given.
QNH Actual sea-level barometric pressure. Altimeters with the baroscale set
to this will indicate height above mean sea-level (MSL).
QNE Standard sea-level barometric pressure (1013.25). Altimeters with the

baroscale set to 1013.25 will indicate Standard Pressure Altitude.
QFE is normally set into the altimeter before take-off and on approach before
landing at any particular airport. QNH is normally set into the altimeter when the
aircraft is below 3,000. QNE set into the altimeter when the aircraft is above
3,000ft.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 14 shows the Radio Q Codes for atmospheric pressure.
STANDARD SETTING
FLIGHT LEVEL
1013.25 MILLIBARS
QNE
SEA LEVEL
HEIGHT ABOVE
SEA LEVEL
QNH
HEIGHT ABOVE
AIRFIELD
QFE
Radio Q Codes
Figure 14

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.4 SERVO ASSISTED ALTIMETERS
Despite the use of a vibrator mechanism to enhance its response, the basic
altimeter becomes increasingly inaccurate with height. This results directly from
the non-linear changes in atmospheric pressure, with changes in altitude. For
example, the pressure drop from sea level to 1000ft is 36.08mb, whereas from
50,000ft to 51,000ft the pressure drop is only 5.44mb.
In addition to the errors caused by friction, the reduced pressure changes as

height increases also exaggerates the errors which result from capsule hysteresis
and creepage. Hysteresis occurs when the capsule movement lags behind the
pressure change causing the motion. Creepage is the tendency for the capsule
to readjust itself without a pressure change occurring.
1.4.1 GENERAL
The errors within the basic altimeter can be reduced to acceptable levels by
minimising the work done by the capsule. This is achieved by interposing a
servo-assistance mechanism between the capsule stack and the gearing
mechanism. The other main difference between the servo assisted altimeter and
the basic altimeter is the dial presentation. This consists of a single pointer
moving over a scale calibrated from 0-1000ft in 50ft divisions and a veeder digital
counter, which records height up to 99,950ft which again is displayed in 50ft
increments.
Two main methods are used to provide servo-assistance for the basic altimeter.
1. Direct Servo-Control.
2. Pressure Reverting Servo-Control.
Direct Servo-Control: The servomechanism is operated directly from the

capsule stack, with no mechanical link between the capsule stack and the
gearing. Consequently, there is no back-up mechanical operation of the
instrument in the event of a failure.
Pressure reverting Servo-Control: The servomechanism is controlled from a

remote pressure sensor, and a mechanical connection between the capsule and
the gearing is retained to allow reversion to mechanical operation (pressure
reverting) in the event of a power failure.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.5 DIRECT SERVO ALTIMETER
Referring to figure 15, the I bar of the transducer is connected to the capsule
stack and pivoted so that I bar position will change as the capsule expand and
contract in response to a change of altitude. The E core, whose position
relative to the I bar is controlled by the servo-motor, is wound as a transformer,
with the primary coil on the centre limb and the secondary coils wound in series
opposition onto the outer limbs. The primary is supplied via a transformer from
the aircrafts 115V 400Hz supply. Figure 15 shows the face of a direct reading
Altimeter.
Direct Reading Altimeter

Figure 15

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 16 shows a schematic diagram of a direct reading servo-controlled

altimeter.
400Hz
115V
CAPSULES
TRANSFORMER
SERVO
AMP
FOLLOWER
LEVER
CAM
ADJUSTING BAR
WORM GEAR
MILLIBAR
SHAFT
MOTOR
OVERRUN
SWITCH
COUNTERS
MILLIBAR
COUNTERS
HEIGHT
SETTING KNOB
SOLENOID
PRESSURE
GROUND
WARNING
POINTER
FLAG
Direct Reading Servo-Controlled Altimeter Schematic

Figure 16

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Providing the I bar is equidistant from the E bar limbs, the resultant output
from the secondary coils will be zero. However, when a change of altitude
occurs, the I bar will pivot to follow the capsule movement and consequently the
air gaps between the outer limbs of the E bar and the I bar will become
unequal. The magnetic flux in the outer limb with the smaller gap will increase
and the induced voltage on that limb will also increase. The opposite effect
occurs in the other outer limb. This results in an output voltage, the magnitude
and phase of which depends upon the amount and direction of the movement of
the I bar. This output voltage is fed via an amplifier to the control winding of a
two-phase AC servo-motor. Figure 17 shows the operation of the E & I
transducer for increases and decrease of height.
A LT I TU D E A LT I TU D E
C O N ST A NT R IS IN G
(L O W L E V E L ) (L O W L E V E L )
A .C . A .C .
EX CI T AT I ON EX CI T AT I ON
SU PP L Y SU PP L Y
R E S U LT AN T R E S U LT AN T
W A V E FO RM W A V E FO RM
A LT I TU D E A LT I TU D E
C O N ST A NT F A L L IN G
(H IG H L E V E L) (H IG H L E V E L)
A .C . A .C .
EX CI T AT I ON EX CI T AT I ON
SU PP L Y SU PP L Y
R E S U LT AN T R E S U LT AN T
W A V E FO RM W A V E FO RM
E & I Bar Operation

Figure 17

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The two-phase AC motor has its main winding supplied with a constant reference
voltage from the transformer. When the I bar is displaced by the movement of
the capsules, the resultant voltage output to the servo-motor control winding
either lags or leads the reference voltage. This sets up a rotating field in the
motor, which causes it to rotate in a direction such that the pointer and digital
counter moves in the correct sense to indicate the increase or decrease in
altitude. At the same time the servo-motor drives the cam and cam follower
which re-positions the E bar to equalise the air gaps between the E bar cores
and the I bar, thus reducing the transducer output to zero when the aircrafts
height stabilises.
As the motor only drives the indicator, any power failure will result in the
indication remaining at the height shown when the power failed. For this reason
a Power Failure Warning Indicator (PFWI) is fitted to the instrument. The PFWI
takes the form of a spring-loaded flag, which is held out of view by solenoid action
while the power is connected. Any power failure removes the supply from the
solenoid, allowing the flag to be returned into view by the spring action.
To prevent the servomotor overrunning and damaging the altimeter mechanism,

an overrun limit switch is incorporated. When the cam reaches a predetermined
position, a stud on the side of the cam makes contact with the limit switch, opens
its contacts and disconnects the electrical supply from the altimeter. The
servomotor stops and the PFWI comes into view.
1.5.1 DATUM PRESSURE SETTING
As with the basic altimeter, a Ground Pressure Setting Knob (GPSK) is provided
to allow the various Q codes to be set into the instrument. When this knob is
rotated, the veeder counter is turned by the associated gear train to show the
millibars set. Rotation of the knob also alters the setting of the millibar
adjustment rod; this moves the millibar lever about its pivot causing the worm
gear to move laterally. Movement of the worm gear shaft in this way rotates the
differential gear, cam and cam follower, displacing the E bar relative to the I
bar. An error signal is therefore generated and fed via the amplifier to the servo-
motor, driving the indicator gear train, the worm gear cam and cam follower and
the E bar back to the zero output position. The altimeter now shows aircraft
altitude with respect to the ground pressure set onto the baroscale.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.6 PRESSURE REVERTING SERVO ALTIMETER
This type of altimeter is servo assisted with automatic reversion to mechanical

operation from the capsule stack in the event of power or other failures. The
servo-assistance takes the form of a control transformer (synchro), amplifier and
a two phase drag cup motor connected to the gearing mechanism between the
capsule stack and the indicator pointer and counter. Figure 18 shows the face
of a pressure reverting altimeter.
Pressure Reverting Altimeter

Figure 18
In the servo mode of operation, the altimeter is connected to a master altimeter or

Air data Computer (ADC), which provides a signal so that the altimeter gives a
corrected indication of the aircrafts altitude. When the standby mode is selected,
or in the event of a failure, the altimeter will operate as an unassisted basic
precision altimeter. A vibrator mechanism is also incorporated within the
altimeter to help reduce the effects of friction when operating in the standby
mode.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 19 shows a schematic of the pressure reverting altimeter.
MILLIBAR
SETTING
POINTER
KNOB
COUNTER
MILLIBAR
COUNTERS
HEIGHT
BACKLASH
GEAR
ANTI
MOTOR
DRAG
CUP
TRANSFORMER
CONTROL
SERVO
AMP
SYNCHRO
SIGNAL
ALTITUDE SIGNAL
FROM ADC
CX
MECHANISM
CAPSULE
Pressure Reverting Altimeter

Figure 19

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.6.1 SERVO MODE OPERATION
With power on, the altimeter functions in the standby mode until the altimeter is
switched to servo motor by momentarily turning the mode selector switch to the
RESET position. This via a self-maintaining relay circuit (nor shown), connects
the power to the amplifier and drag cup motor circuits, and retracts the standby
flag from view. A corrected altitude signal generated by a synchro transmitter in
the master altimeter or ADC, is fed to the stator of the control transformer (CT).
This gives an error signal related to the difference between the position of the
stators magnetic field and the position of the rotor coil. Provided these are
aligned at 90 to each other a null error signal is produced. The rotor position is
initially determined by capsule displacement.
Provided the rotor position and the CT stator input signal position remain at 90,
no error signal is produced, however, when the rotor position is out of alignment
with respect to the input signal position an error signal is produced. This error
signal is fed to the amplifier and then fed to the control phase of the two-phase
drag cup motor. The motor, which is connected to the altimeters gearing
mechanism now assists the capsules to drive the indicator to the correct reading
and also to align the CT rotor to the nil error position stopping the motor. Thus as
the CT rotor is always driven to the nil error position, the indications produced by
the instrument reflect the input signal position generated by the master altimeter
or ADC.
1.6.2 STANDBY MODE OPERATION
The altimeter is fitted with a failsafe detection circuit, which automatically returns
the altimeter to the standby mode under any one of the following conditions:
1. AC power failure.
2. Servo Motor failure.
3. Amplifier failure.
4. Detection circuit failure.
Difference at sea-level between the input signal and standby altimeter of more
than 4,000ft (difference increases with an increase of altitude).
Under these conditions, the main AC supply is isolated, the standby flag drops
into view and the vibrator is energised.
In addition to the circumstances listed above, the standby mode can be selected
by momentarily setting the mode selector switch to STANDBY. This interrupts
the supply and allows the self-maintaining relay to de-energise thus isolating the
main supply. This action completes the DC supply circuit for the vibrator and
returns the standby flag into view.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
A change in static pressure resulting from a change in altitude causes the

capsule to expand or contract. This motion is then used to drive the indicator
pointer and drum counter to indicate barometric altitude. Although the motor and
control transformer are permanently connected to the gearing, because of their
small size and low friction, they impose negligible additional friction upon the
system.
1.6.3 DATUM PRESSURE SETTING
The Q codes can be set into the altimeter using the millibar setting knob. The
knob when turned adjusts the millibar scale, the capsule position and, via bevel
gear and worm drive the stator of the CT. Thus the rotation of the setting knob
causes simultaneous adjustment of the millibar scale, the capsule mechanism,
the pointer and counter and the CT stator. It is necessary to simultaneously
adjust the CT stator with the CT rotor (via capsule mechanism) to ensure that
inputs from the master altimeter or ADC are not affected.
1.7 CABIN ALTIMETERS
In addition to the aircraft altimeters, most passenger aircraft also carry a cabin
altimeter. This is to enable the flight crew to monitor the pressurisation of the
cabin environment control system. This type of instrument is a single pointer
instrument with a range of zero feet to 20,000ft. The instruments case is
unsealed (vented to cabin pressure) and is normally only proved with
compensation for temperature fluctuation. As a consequence, it suffers from
errors due to changes in atmospheric conditions from the standard atmosphere to
which it is calibrated. In spite of this, the accuracy of the instrument is better than
500ft, which is sufficient for its normal application.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 20 shows a Cabin Altimeter and sectioned view.
EN D
P L A TE
T E M P E R A TU R E
C OM PEN SA TOR
F IL T E R
C IR C L IP
M E C H AN IS M
P L A TE
H A N D S T A FF &
P I N IO N A S S E M B L Y
R O C K IN G S H A F T
P O IN T E R & S E C TO R A S S E M B L Y
Cabin Altimeter
Figure 20

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.8 AIRSPEED INDICATORS
Airspeed is displayed in two ways, in nautical miles per hour, knots (1 nautical
mile = 6,080ft, 1.5 miles), or as a factor of the speed of sound, Mach (Mach 1 =
speed of sound). This information can be displayed separately, using an
Airspeed Indicator (ASI) displaying airspeed in knots and a Mach meter (MM)
displaying airspeed relative to the speed of sound, or both displays can be
combined into a single instrument.
1.8.1 SIMPLIFIED AIRSPEED INDICATOR
When an aircraft is stationary (on the ground) all external surfaces are subjected
equally to the prevailing atmospheric pressure. When the aircraft is in motion,
there are changes in the pressures felt on its external surfaces and the aircraft
experiences a build up of an additional pressure on its leading edges resulting
from its passage through the air. For any given height, the build up of this
pressure (known as dynamic pressure) is proportional to the speed of the aircraft.
This pressure when sensed by a Pitot tube, and ducted to an instrument, can be
used to measure aircraft speed.
Pitot pressure alone cannot be used to accurately measure speed, since no

allowances is made for the thinning of the air at altitude. This would if left
uncorrected lead to an apparent (indicated) loss of airspeed as altitude is
increased. Measuring the difference in pressure between the dynamic pitot
pressure, and the static pressure used to measure altitude compensates for this
apparent loss of speed.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
A IRS P E E D
PI VOT
A T MO SPH ER IC
PR ES SU R E
PI T OT
C A PSU L E S T AC K
PR ES SU R E
A T MO SPH ER IC
PR ES SU R E
S T AT IC
P R E S S U RE G E A R ING
P IT O T
P R E S S U RE
P O IN T E R
C AP S UL E
Simplified Airspeed Indicator

Figure 21

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The Airspeed Indicator in its most simple form consists of a sealed instrument
case with a capsule which has pitot pressure applied to its inside while static
pressure is fed to the case. The movement of the capsule is due only to the
effects of the dynamic pressure, which results directly from the aircrafts speed
through the air. Figure 22 shows two types of simple airspeed indicators.
DOUBLE POINTER AIRSPEED INDICATOR
SINGLE POINTER AIRSPEED INDICATOR
Airspeed Indicators
Figure 22

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.8.2 PITOT PRESSURE
The Pitot pressure as sensed by the Pitot tube, is the sum of the dynamic
pressure and the static pressure and can be represented by the formula:
P = V2 + S
Where - P = Pitot Pressure.
- = air density.
- V = aircraft velocity.
- S = Static Pressure.
It can be seen from the above formula that the actual dynamic pressure build-up
increases as the square of the aircrafts speed increases whereas the movement
of the capsule has a linear response to pressure change. If therefore, as is
normally required, the instrument scale is to be linear with respect to speed, and
not compressed or cramped at low speeds, the square law pressure rise must be
compensated for within the indicator. This is normally achieved using a ranging
spring assembly as shown in figure 23.
RANGING
SCREWS
RANGING
PLATE
RANGING
SPRING
CASULE
Ranging Assembly (Square Law Compensation)

Figure 23

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.8.3 SPEED OF SOUND
When an aircraft flies at or near the speed of sound, shockwaves build up around
the aircraft due to the increased resistance of the air to the passage of the
aircraft. The effect of these shockwaves are such that the aerodynamic stability
of the aircraft is affected, resulting in buffeting, loss of directional control and loss
of lift. The severity of these effects when flying at, near or through the speed of
sound (sound barrier), is different for each type of aircraft but is always severe
enough for the pilot to be forewarned via instrumentation that he is approaching
the speeds at which these effects can be expected.
The problems associated with the speed of sound are aggravated by the fact that
the speed of sound varies with air density (altitude & temperature), as altitude
increases the speed of sound decreases. Hence the need for a Machmeter,
which indicates the aircrafts speed in relation to the speed of sound. This is
indicated as a Mach number, Mach 1 = speed of sound at the altitude at which
the aircraft is flying. Mach number can be represented by the formula:
TRUE AIRSPEED
Mach Number =
LOCAL SPEED OF SOUND
This can be derived from:
TRUE AIRSPEED (P - S)
ALTITUDE (S)
When referring to aircraft flying speeds with respect to the speed of sound, there
are three distinct speed bands:
1. Subsonic Speeds up to 0.75 Mach.
2. Transonic Speeds from 0.75 to 1.20 Mach.
3. Supersonic Speeds in excess of 1.20 Mach.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.8.4 MACHMETER
Figure 24 shows a typical Machmeter.
Machmeter
Figure 24
To enable the Machmeter to indicate aircraft speed as a factor of local or ambient

speed of sound, the airspeed as measured by the instrument is modified by
altitude. This is accomplished by using a different airspeed capsule operating in
conjunction with an aneroid altitude capsule. These two being housed within a
single instrument and coupled together in such a way that the Mach number
indicated is increased with an increase in the aircrafts airspeed and further
increased with an increase in the aircrafts altitude.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 25 shows a schematic of the Machmeter.
ALTITUDE
RETAINING
CAPSULE
SPRING
PUSH
ROD
SECTOR
ROCKING
POINTER ARM
VERTICAL
HIGH LINK PITOT
ENTRY
PIVOT
LOW
AIRSPEED
CAPSULE
Machmeter Schematic
Figure 25
As can be seen from the diagram in figure 25, an increase of aircraft speed
causes the dynamic pressure P-S to increase and the airspeed capsule to
expand. This motion is then transmitted via the vertical link, rocking arm and
sector arm to the pointer; causing it to move up the Mach number scale. A rise in
altitude causes the altitude capsule to expand, this motion is transmitted to the
rocking arm, via the rocking arm pivot, moving the rocking arm towards the centre
line of the sector arm pivot. The rocking arm therefore moves closer to the pivot
of the sector arm. This action modifies and increases the effect of the airspeed
capsule causing the indicated Mach speed to be increased.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.8.5 COMBINED SPEED INDICATOR
As aircraft become more and more complex the demand for instrumentation is
continually rising. This has resulted, where practical, in two or more instruments
being combined into one. This practice has been particularly successful with
respect to airspeed and Mach speed indications. Two different examples of this
are shown in figure 26.
PRESSURE OPERATED CSI
SERVO OPERATED CSI
Combined Speed Indicators

Figure 26

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.8.6 PRESSURE OPERATED CSI
Figure 27 shows the schematic layout for the pressure operated Machmeter.
AIRSPEED ROCKING SHAFT
AIRSPEED
DIAL HAIRSPRING
TUNING BLOCK BI-METALIC LINK
STATIC
SECTOR
POINTER AIRSPEED
PITOT
CAPSULE
MACH ALTITUDE
DISC CAPSULE
HAIRSPRING
SECTOR
AIRSPEED HAIRSPRING
DIAL
BI-METALIC LINK
ALTITUDE ROCKING SHAFT
Pressure Operated Machmeter Schematic

Figure 27
The construction of the pressure operated combined speed indicator is very

similar to the Machmeter discussed earlier. The main difference is that the
altitude capsule mechanism is not connected to the airspeed capsule
mechanism. The airspeed capsule and pointer operate as a conventional ASI
indicating the actual airspeed of the aircraft by pointer against the outer airspeed
dial.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The altitude capsule is connected to a disc located behind the ASI pointer and
inside the ASI scale. The Mach scale is printed on this disc. An increase in
altitude, causes the altitude capsule to expand driving the Mach scale disc
counter clockwise, whilst an increase in airspeed causes the pointer to move
clockwise. The result of this is that an increase of airspeed and/or altitude
produces an increase in the Mach number reading on the innerscale against the
ASI pointer.
1.8.7 SERVO OPERATED CSI
This instrument has a conventional ASI mechanism combined with a servo-

controlled digital Mach speed counter providing the dual display. The
servomechanism usually receives its control signals from the ADC. Because the
Machmeter part of the instrument is power operated the instrument is provided
with a power failure warning indicator. This normally takes the form of a power
failure warning flag, or shutters which obscure the Mach digital counters in the
failed mode.
There is also a second pointer on this type of CSI and is known as the Velocity
Maximum Operating (Vmo) pointer. This is provided for the purpose of indicating
the maximum safe speed of an aircraft over its operating altitude range; in other
words, it is an indication of the critical Mach number.
This instrument also has a command bug and associated setting know in the
bottom left hand corner of the instrument. This is used to set a required airspeed
value, which can be used as the datum for an autothrottle control system, or as a
fast/slow speed indicator. There are also five external index pointers around the
bezel, which are manually set to any desired reference speed, i.e. take off speeds
V1 and V2.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.9 VERTICAL SPEED INDICATORS
The vertical speed indicator, commonly known as the rate of climb indicator,
provides the flight crew with an accurate indication of the rate at which the aircraft
is changing height. This indication is very necessary when flying on instruments
only, at night or in poor visibility.
1.9.1 BASIC OPERATION
The rate of climb (Vertical Speed Indication) is a measure of an aircrafts rate of

altitude change, both climbing and descending. The instrument used is a further
adaptation of the differential pressure instrument (Cabin Pressure), however, this
time the pressure fed into the instrument case and into the capsule is static
pressure (atmospheric pressure). The difference being that pressure to the case
is fed through a restrictor. This has the effect of greatly reducing the rate at
which the pressure in the case can change, whilst allowing the capsule to
respond rapidly to any change in pressure. Figure 28 shows a simplified Vertical
Airspeed Indicator.
CALIBRATED
CHOKE
STATIC
PRESSURE
STATIC
TUBE
CAPSULE
Simplified Vertical Airspeed Indicator

Figure 28

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Referring to figure 28, the pressure flow into and out of the case is restricted by a
calibrated choke, when the aircraft climbs, the pressure in the capsule falls,
maintaining a balance with external (to the aircraft) air pressure. The pressure
within the instrument case also falls, but is unable to escape at the same rate as
that from the capsule, causing a pressure differential to occur. The pressure
within the instrument case being the greater when compared to the capsule. This
causes the capsule to contract, and by a series of linkages the indicator pointer to
indicate the rate of climb.
The faster the change of altitude the greater the differential pressure, which
results in a greater contraction of the capsule and a further deflection of the
instrument pointer to indicate a greater rate of climb. Upon descent, the capsule
pressure becomes greater than that of the instrument case and the capsule
expands, causing the pointer to indicate a descent. In level flight the two
pressures are in balance and the pointer indicates zero
Figure 29 shows a typical vertical speed indicator.
Vertical Speed Indicator

Figure 29
The rate of climb/descent is indicated by a single pointer moving over a dial face,
which is graduated in feet per minute. The dial face, which can have either linear
or logarithmic graduations, conventionally has a zero point situated at the 9-o-
clock position. The indicator pointer moves clockwise over the face to indicate
ascent and anti-clockwise to indicate descent.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.9.2 CALIBRATION
Calibration is set during manufacture and cannot be adjusted during servicing

and testing. Calibration of the instrument is achieved by two calibration springs,
which act on the centre of the capsule via a calibration stem. The forces exerted
by the calibration springs are modified during calibration by two rows of screws,
one row bearing onto the top spring and the other the bottom spring.
Adjustment of the screws varies the effective length of the spring, which
dependant upon capsule position will control the capsules response to pressure
change and will therefore modify the indications produced. The upper spring
controls the expansion of the capsule (rate of descent) and lower spring controls
the compression of the capsule (rate of ascent). Figure 30 shows the inside of a
vertical speed indicator showing the calibration springs.
CALIBRATION CALIBRATION
SPRINGS SCREWS
ROCKING BALANCE
SHAFT WEIGHT
MECHANISM
LINK
CALIBRATION
SCREWS
METERING
UNIT
CALIBRATION
BRACKET
STATIC
CAPSULE CAPILIARY
TUBE
Vertical Speed Indicator Calibration Spring

Figure 30

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.9.3 ALTITUDE & TEMPERATURE COMPENSATION
The way in which air passes through a metering device varies with air density and
with temperature. Since the metering unit is required to give a given pressure
difference for any given rate of altitude change, it must compensate for changes
in air temperature and the change in air density at different altitudes.
Altitude Compensation
Compensation for altitude changes is obtained by a combination of two basic

metering devices, an orifice and a capillary tube. The pressure difference across
an orifice for a given rate of altitude change decreases as altitude increases and
therefore produces a negative error. Whereas, the pressure difference across a
capillary tube for a given rate of altitude change increases as altitude increases,
and therefore produces a positive error. Thus, the two effects tend to cancel
each other.
Temperature Compensation
The viscosity of the air is proportional to temperature; viscosity falling with a drop
in temperature. The effects of this is that the pressure difference across an orifice
for a given rate of altitude change increases with a decrease in temperature.
Conversely, the pressure differential across a capillary tube for a given rate of
altitude change decreases as temperature decreases. Thus, during design, a
correct combination of orifice and capillary tubes can be chosen which will
provide a stable pressure differential over a wide range of altitude and
temperature changes. Figure 31 shows the internal working of a metering unit.
GASKETS
AIR
FILTER
CAPILLARY
STATIC
INPUT
ORIFICE
CONNECTING TUBE
TO CAPSULE
Metering Unit
Figure 31

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.10 GYROSCOPIC INSTRUMENTS
A number of instruments depend on the use of gyroscopes for their correct

operation. It is useful to know the basic principles of how they work, before
describing, in some depth, what they do.
1.10.1 GYROSCOPIC PROPERTIES
As mechanical device a gyroscope may be defined as a system containing a

heavy metal wheel (rotor), universally mounted so that it has three degrees of
freedom:
Spinning freedom: About an axis perpendicular through its centre (axis of

spin XX).
Tilting Freedom: About a horizontal axis at right angles to the spin axis
(axis of tilt YY).
Veering Freedom: About a vertical axis perpendicular to both the other

two axes (axis of veer ZZ).
The three degrees of freedom are obtained by mounting the rotor in two
concentrically pivoted rings, called inner and outer rings. The whole assembly is
known as the gimbal system of a free or space gyroscope. The gimbal system is
mounted in a frame so that in its normal operating position, all the axes are
mutually at right angles to one another and intersect at the center of gravity of the
rotor.
The system will not exhibit gyroscopic properties unless the rotor is spinning.
When the rotor is spinning at high speed the device becomes a true gyroscope
possessing two important fundamental properties:
1. Gyroscopic Inertia (Rigidity).
2. Precession.
1.10.2 RIGIDITY
The property, which resists any, force tending to change the plane of rotor
rotation. It is dependent on:
1. The mass of the rotor.
2. The speed of rotation.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.10.3 PRECESSION
The angular change in direction of the plane of rotation under the influence of an
applied force. The change in direction takes place, not in line with the force, but
always at a point 90 away in the direction of rotation. The rate of precession
also depends on:
1. The strength and direction of the applied force.
2. The angular velocity of the rotor.
Figure 32 shows a gyroscope.
Z
FRAME
Y
X
ROTOR
OUTER
RING
Y
INNER
RING
Gyroscope.
Figure 32

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 33 shows the characteristics of gyro rigidity.
Gyro Rigidity
Figure 33
Gyro A has its spin axes parallel with the Earth's spin axes, located at the North
Pole. It could hold this position indefinitely.
Gyro B has its spin axes parallel to the Earth's spin axes, but located at the
Equator. As the Earth rotates, it would appear to continually point North.
Gyro C is also situated at the Equator. As the Earth rotates, it appears to rotate
about its axes, however it is the Earth that is rotating and not the gyro.
This rigidity can be used in a number of gyro instruments including the directional
gyro.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.10.4 PRECESSION
If an external force is applied to a spinning gyro, its effect will be felt at 90 0 from
the point of application, in the direction of gyro rotation. This is known as
precession. It can be seen in Figure 34, that if a force is applied to the bottom of
the rotating wheel, it will rotate about its horizontal axis.
This property is not wanted in some instruments, such as directional gyros. The
use of precession is used in turn indicators, which will be covered later.
DIRECTION PRECESSION RATE

OF = APPLIED FORCE
ROTATION 90 IN THE
DIRECTION OF SPIN
SPIN AXIS
90
APPLIED DIRECTION
FORCE OF
PRECESSION
Gyro Precession
Figure 34

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.10.5 VERTICAL GYRO
Figure 35 shows the effects on a free gyro in an aircraft circling the earth. As can
be seen, it would only be perpendicular to the earth's surface at two points.
Behaviour of a Vertical Gyro

Figure 35

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
In order for the gyro to be used to indicate the aircraft's attitude, it has to be
corrected to continually be aligned to the vertical. These corrections are very
slow and gentle, since the amount of correction needed, for example, in a ten-
minute period is small. Figure 36 shows a vertical gyro corrected to the local
vertical.
Corrected Vertical Gyro

Figure 36

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Instruments that use either the rigidity or the precession of gyros are:
1. Gyro Horizon Unit.
2. Attitude Director Indicator.
3. Standby Horizon Unit.
4. Direction Indicator.
5. Turn and Slip Indicator.
6. Turn Co-ordinator.
1.11 GYRO HORIZON UNIT
The Gyro Horizon Unit gives a representation of the aircrafts pitch and roll
attitudes relative to its vertical axis. For this it uses a displacement gyroscope
whose spin axis is vertical. Figure 37 shows a displacement gyro and the two
axis of displacement.
ROLL PITCH
Displacement Gyro
Figure 37

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Indications of attitude are presented by the relative positions of two elements, one
symbolising the aircraft itself, the other in the form of a bar stabilized by the
gyroscope and symbolising the natural horizon. Figure 38 shows a typical Gyro
Horizon Unit.
SPERRY
6
6
3 3
Gyro Horizon Unit

Figure 38
The gimbal system is so arranged so that the inner ring forms the rotor casing
and is pivoted parallel to an aircrafts lateral axis (YY1); the outer ring is pivoted at
the front and rear ends of the instrument case, parallel to the longitudinal axis
(ZZ1). The element symbolizing the aircraft may either be rigidly fixed to the
case, or it may be externally adjustable for setting a particular pitch trim
reference.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 39 shows the construction of the Gyro Horizon unit.
OUTER
RING ROTOR
Y Z1
SYMBOLIC BALANCE
AIRCRAFT WEIGHT
PIVOT
Z POINT
Y1
X1 HORIZON
ROLL BAR
POINTER
& SCALE
Construction of a Gyro Horizon Unit

Figure 39
In operation the gimbal system is stabilized so that in level flight the three axes
are mutually at right angles. When there is a change in the aircrafts attitude,
example climbing, the instrument case and outer ring will move about the YY1 of
the stabilized inner ring.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The horizon bar is pivoted at the side and to the rear of the outer ring and
engages an actuating pin fixed to the inner ring, thus forming a magnifying lever
system. The pin passes through a curved slit in the outer ring. In a climb attitude
the pivot carries the rear end of the bar upwards so that it pivots about the
stabilized actuating pin. The front end of the bar is therefore moved downwards
through a greater angle than that of the outer ring, and since the movement is
relative to the symbolic aircraft element, the bar will indicate a climb attitude.
Figure 40 shows climb attitude operation.
Z
1
X
HORIZON BAR 1
Climb Attitude operation.

Figure 40

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Changes in the lateral attitude of an aircraft, i.e. rolling, displaces the instrument
case about the axis (ZZ1), and the whole stabilized gimbal system. Hence, lateral
attitude changes are indicated by movement of the symbolic aircraft element
relative to the horizon bar, and also by relative movement between the roll angle
scale and pointer. Figure 41 shows roll attitude operation.
Y Y
1
BANK TO
PORT
DATUM
X
1
Roll attitude operation

Figure 41
Freedom of gimbal system movement is 360 for roll axis and 85 for the and
pitch axis. The pitch scale is restricted by means of a resilient stop. This will
prevent gimbal lock.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.12 VERTICAL REFERENCE UNIT (VRU)
The VRU consists of an electrically-driven gyroscope spinning about a vertical

axis. The gyro has full freedom of movement in roll, and plus 85 degrees, minus
85 degrees of freedom in pitch. It also has an erection system for maintaining the
rotor spin axis vertical. The VRU contains two synchros for detecting movement
about the roll (aileron) and pitch (elevator) axes of the aircraft, and also contains
circuitry for maintaining the functional operation of its internal components.
Figure 42 shows the Vertical Reference Unit (RU).
PITCH ERECTION
VIBRATION CUTOFF SWITCHES
ISOLATION
MOUNTS
FRAME
DEHYDRATION
PLUG
GYRO
CASE
ROLL ERECTION
CUTOFF SWITCHES
ELECTRICAL
CONNECTION
BONDING
GIMBAL
STRAP
RING
Vertical Reference Unit (VRU)

Figure 42

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.13 ATTITUDE DIRECTOR INDICATOR (ADI)
The ADI presents a symbolic three-dimensional display of the aircrafts attitude,

combined with lateral and vertical steering commands. The aircrafts attitude is
displayed by the relationship of a stationary airplane symbol with respect to a
moveable horizon line. The horizon line is carried on a sphere, which is servo
driven in pitch and roll. The sphere is marked off in increments of 5 degrees, and
is coloured blue to represent sky above the horizon line, and black or
brown/orange to represent ground below the horizon line. The sphere is
unbalanced in the roll axis so that on loss of power it rotates to approximately 90
degree left bank indication. Cross pointer bars are used to indicate flight director
commands and are brought into view by operation of the flight director switches
(FD BARS). The horizontal (pitch) bar indicates below the miniature airplane
symbol to command pitch up attitude. The vertical (roll) bar indicates to the right
center display to command right roll, and to the left of center of display to
command left roll. Both bars are biased out of view when the FD BARS are off,
but the FD flag will not appear unless a power loss is experienced.
Aircraft position relating to a glideslope is given by a pointer moving over a

vertical display. Aircraft position above the glideslope beam is indicated by the
pointer being positioned below the glideslope scale index, and aircraft position
below the glideslope beam is indicated by the pointer being positioned above the
glideslope beam. The loss of the glideslope valid signal will cause the glideslope
warning flag (GS) to come into view. The glideslope indicator and warning flag
are mounted on the right hand side of the ADI presentation.
Localiser deviation is indicated by lateral movement of the localiser pointer, and

is a read on a fixed horizontal scale. The pointer indicates to the right of the fixed
scale index if the aircraft is to the left of the localiser beam and to the left of the
index if aircraft is to the right of the localiser beam. The loss of either the
localiser valid input or tuned to localiser input will bias the localiser pointer from
view. Loss of the localiser valid signal causes the localiser (LOC) flag to move
into view. The localiser indicator is positioned at the bottom of the ADI display,
above the inclinometer.
Slip information is conventionally displayed on the ball type inclinometer mounted

on the indicator at the bottom of the ADI display. Instantaneous testing of the
sphere and flight director is accomplished by pressing the TEST switch.
The sphere should indicate:
(a) 10 5 Pitch Nose up.
(b) 20 5 Roll to the Right.
(c) ATT and FD flag in view.
(d) FD Bars Indicate Nose Up and Roll to the Right.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 43 shows an Attitude Director Indicator (ADI)
FD GSL
2
F
1
S 2
RW
T Y
AT
TEST
Attitude Director Indicator (ADI)

Figure 43

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.13.1 WARNINGS
1. ATT Flag
Indicates an internal failure of the ADI or a Gyro Attitude (VRU) failure.
2. FD Flag
Indicates an internal failure of the command bars for any axis or flight director
failure.
3. LOC Flag
Indicates a loss of the localiser valid signal, or insufficient signal with index off
scale.
4. Glideslope Flag
Indicates loss of the localiser valid (G/S) signal with index off scale.
1.13.2 ATTITUDE DISTRIBUTION
Figure 44 shows a block schematic of the attitude transfer switching circuit and
shows the distribution of the attitude information. The transfer switching is drawn
in the NORMAL position fed from 28V ESS DC.
Switching allows either gyro to supply both ADI attitude displays and the
autopilot. The flight data recorder and weather radar are hard wired to No 1 gyro.
Primary outputs are used exclusively for the ADI attitude displays. Buffered
secondary 3 wire outputs are used for the autopilot, FDR and ADI cross-
switching. The latter arrangement prevents a faulty ADI being paralleled with the
other ADI thus causing the loss of both.
The instrument comparator monitor (ICM) provides comparison of the ADI

attitude displays. A two wire roll signal is also fed to the ICM to increase the
heading warning threshold in turns.

26V AC
ESS
26V AC
VERT GYRO 1 NO 2
PRIMARY 3 WIRE & VALID
P/R
115V
AC ESS ADI
SECONDARY No 1
3 WIRE & VALID
RESOLVER
COMPARARATOR
ALL ON
2
P/R
AUTOPILOT
MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

P/R WX INSTRUMENT
(ARINC 708) COMPARATOR
P/R MONITOR
FDR (ICM)
P
APDU
PART 1
ROLL THRESHOLD
Figure 44
AEROPLANE
P/R MONITOR
AERODYNAMICS,
WX RADAR
MODULE 11 BOOK 2
JAR 66 CATEGORY B1
Attitude Distribution
115V
AC No 2 ALL ON AUTOPILOT (RACO)
1
R
ERROR
SECONDARY
3 WIRE & VALID
ADI
P/R
No 2
PRIMARY 3 WIRE & VALID
RESOLVER
COMPARARATOR
VERT GYRO 2 26V AC
Page 1-57
ESS
26V AC
NO 2
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.13.3 ATTITUDE TRANSFER SWITCHING
The attitude transfer switching comprises of two banks of relays operated by a

three position guarded switch on the left hand instrument panel, such, that ALL-
ON-1 or ALL-ON-2 operation can be achieved. Operation of the switch to ALL-
ON-2 energise the LH bank of relays and Vice-Versa. Figure 45 shows a
schematic of the Attitude Switching.
CUTOUT
(RACO)
ANGLE
ROLL
FIRST OFFICER
115V AC (No 2)
VERT GYRO
2
No 2
N
COMPASS (RH)
1
FROM HSI
INST. COMP.
MONITOR
COMPASS (LH)
FROM HSI
VERT GYRO
2
115V AC (ESS)
No 1
N
CAPTAIN
1
AUTOPILOT
A.I.D.S.
WX RX
Attitude Switching
Figure 45

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.14 STANDBY ATTITUDE INDICATORS
The standby attitude indicator provides a continuous visual indication of the

aircraft attitude in the pitch and roll axes.
1.14.1 DESCRIPTION AND OPERATION
The standby attitude indicator display comprises a two-coloured drum supported

in an outer gimbal, a roll marker mounted on the outer gimbal shroud and a roll
scale and aeroplane index mounted on the front cover behind the dial glass. A
white line dividing the two colours on the drum, blue representing the sky and
dark orange representing the earth, represents the horizon. Attitude is indicated
by the position of the drum relative to the aircraft symbol. A graduated scale on
the drum, which can indicate 60 degrees of dive or 80 degrees of climb, indicates
pitch angle. Roll angle is indicated by a white marker relative to the roll scale
which is graduated at zero degrees and 10, 20, 30, 40, 50 and 60 degrees left
and right of zero. A fast erection knob is provided on the bottom right-hand side
of the instrument face and is a purely mechanical caging device. Figure 46
shows a Standby Attitude Indicator and its location.
Standby Attitude Indicator H 301

Figure 46

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.14.2 RUNNING UP
28 V DC is applied to the indicator, which produces a three, phase 19 V, 400 Hz

supply to the stator winding of the gyro. The stator becomes energised and the
gyro rotor begins to run up. When it has reached 18,000 rpm a sensor operates
the gyro flag on the upper right part of the display causing it to disappear from
view. This indicates that the gyro has attained a usable airspeed and there is a
power supply to the unit.
1.14.3 ERECTION CONTROL
Erection control is achieved through a single-pendulum mechanical erector

device, which basically slaves the gyro erector assembly to the local vertical.
Should the gyro axis deviate from the vertical axis, it will be acted upon by the
erector device to cancel out this deviation and return the gyro to the vertical axis.
The erection control consists of a reduction gear, erector bob-weight and a

moving pendulum. Energy from the gyro is taken through a reduction gear to
drive a gearwheel integral with the erector bob-weight. An assembly consisting of
the erector bob-weight and moving pendulum is driven about the same shaft. The
erector bob-weight is also driven about the reduction gear shaft and rotates at a
speed of approximately 40-rpm. The moving pendulum is driven between two
limits called the stop and driving plates. When the shaft is aligned with vertical
axis the pendulum and bob-weight are in the horizontal plane. The pendulum is
then forced against its driving plate by the function torque of its bearings, which
counteracts the driving effect of the bob-weight.
If the shaft deviates from the vertical axis, the pendulum is no longer in the
horizontal plane. It will move erratically, the effect of which will be to bring the
shaft into alignment with the vertical axis.
1.14.4 CAGING
As the gyro runs up to speed, the gyroscopic assembly may occupy any random
position inside its casing. Caging to case datum may be rapidly achieved and
without abruptness, by pulling the fast erection knob approximately thirty seconds
after energising the gyro. This brings the gyroscopic assembly to the vicinity of
the vertical axis and when the knob is released it is free to move and aligns itself
precisely with the vertical axis.
1.14.5 ATTITUDE INDICATION
When the gyro is erected and running at full speed and the aircraft is in a level
flight attitude, then the horizontal line on the datum and the roll pointer (which are
both attached to the gyro mechanism) are aligned with the aeroplane index and
the roll scale datum respectively. Because the gyro axis remains at the local
vertical due to the gravity sensitive erection control system, movement of the
aircraft (and therefore the instrument dial carrying the pitch datum and roll datum)
from the vertical is relative to the gyro. Aircraft movement in the pitch axis causes

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
a vertical displacement between the horizon line and the aeroplane index;
movement about the roll axis causes a rotational displacement between the
horizon line and the aeroplane index and also between the roll pointer and the
roll scale datum. Figure 47 shows a simplified circuit for the Standby Attitude
Indicator.
0.3 A
1A STATIC
28V DC INVERTER
EMERG/BATT GYRO
19V AC
400 Hz
ROTOR
SPEED
SENSOR
5V AC
INSTRUMENT
LIGHTING
Standby Attitude Indicator Circuit

Figure 47

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.15 STANDBY ATTITUDE INDICATOR H 341
The attitude indicator type H341 is an electrically operated gyroscopic horizon

assembly that provides a visual presentation of the aircrafts flight attitude in the
pitch and roll axes. It is fitted with crossed pointers that display ILS deviations,
and with an inclinometer for providing slip indication.
The instrument operates from the aircraft 28 V DC supply; the 400 Hz 3-phase
AC supply for the gyroscope is provided by a built-in static inverter. Figure 48
shows the Standby Attitude Indicator and its location.
Standby Attitude Indicator H 341

Figure 48

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.15.1 DESCRIPTION
The attitude display comprises a two-coloured spherical drum mounted on pivots,

a roll pointer registering against a roll scale, and an aircraft symbol, the horizon is
represented by the intersection of the two colours of the sphere; these are blue
and brown, denoting sky and earth respectively. Attitude is indicated by the
position of the sphere relative to the aircraft symbol. Pitch angle is indicated by a
graduated scale on the sphere, the indication is limited to 65 degrees in dive and
105 degrees in climb. Roll freedom is unlimited and roll angle is indicated by the
position of the roll pointer relative to the roll scale. Power failure or insufficient
gyro rotational speed is indicated by the appearance of a flag in the upper right-
hand portion of the dial presentation. The flag is coloured fluorescent red, with
four superimposed diagonal black stripes.
After the gyro commences to run up, a fast erection mechanism is used to bring it
to the vertical position. This is brought into operation by pulling the knob on the
front of the instrument and waiting for a few seconds until the horizon line
stabilises at its datum position and the roll index reads zero.
Localiser and glideslope pointers indicate ILS deviation and are driven from No. 1
VHF navigation system. LOC and G/S failure warning flags are driven out of view
by external 28 V DC validity signals also emanating from NAV 1 receiver; the
flags are in view when the validity signals are missing or do not conform. When
power is applied to the NAV 1 receiver but it is not tuned to a localiser frequency,
external bias voltages remove the LOC and G/S pointers and flags from view.
Figure 49 shows the Standby Attitude Indicator internal circuit.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1A
28V DC
EMERG/BATT
STATIC GYRO
INVERTER
G/S LOC
SIGNAL SIGNAL
G/S
VALIDITY
5V AC LOC
INSTRUMENT VALIDITY
LIGHTING
Standby Attitude Indicator Internal Circuit

Figure 49

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.16 DIRECTION INDICATORS
This indicator was the first gyroscopic instrument to be introduced as a Heading

Indicator and although for most aircraft currently in service it has been
superseded by remote-indicating compass systems (see later). The instrument
uses a horizontal axis gyroscope and, being non-magnetic, is used in conjunction
with a magnetic compass.
In its basic form, the outer ring of the gyro carries a circular card, graduated in
degrees, and referenced against a lubber line fixed to the gyro frame. When the
rotor is spinning, the gimbal system and card are stabilized so that, by turning the
frame, the number of degrees through which it is turning may be read on the
card. Figure 50 shows a Directional Indicator.
180 170
Directional Indicator
Figure 50

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
In the directional gyro, the rotor is enclosed in a case, or shroud, and supported
in an inner gimbal which is mounted in an outer gimbal, the bearings of which are
located top and bottom on the indicator case. The front of the case contains a
cut-out through which the card is visible, and also a lubber line reference.
The caging/setting knob is provided at the front of the case to set the indicator
onto the correct heading (magnetic). When the setting the heading, the inner
gimbal has to be caged to prevent it from precessing as the outer gimbal is
rotated. Figure 51 shows the construction of a directional gyro.
Directional Gyro
Figure 51

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.17 TURN & SLIP INDICATOR
This indicator contains two independent mechanisms:
1. A gyroscopically controlled pointer mechanism for the detection and

indication of the rate at which an aircraft turns.
2. A mechanism for the detection and indication of slip/slide.
A gimbal ring and magnifying system, which moves the pointer in the correct
sense over a scale calibrated in what is termed Standard Rates, actuate the
rate of turn pointer. Although they are not always marked on a scale, they are
classified as follows:
1. Rate 1 - Turn Rate 180 per minute.
Figure 52 shows a typical Turn & Slip indicator.
2 MIN
Turn & Slip Indicator

Figure 52

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
For the detection of rates of turn, a rate gyroscope is used and is arranged in the
manner shown in figure 53.
INPUT
AXIS
FWD
X Y1
F
Y X1
P
Rate Gyro Turn Indicator

Figure 53
It differs in two respects from the displacement gyro as it only has one gimbal ring
and a calibrated spring restraining in the longitudinal axis YY1. When the
indicator is in its normal operating position the rotor spin axis, due to the spring
restraint, will always be horizontal and the turn pointer at the zero datum. With
the rotor spinning, its rigidity will further ensure that the zero position is
maintained.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
When the aircraft turns to the left about the vertical input axis the rigidity of the
rotor will resist the turning movement, which it detects as an equivalent force
being applied to its rim at point F. The gimbal ring and rotor will therefore be
tilted about the longitudinal axis as a result of precession at point P.
As the gimbal ring tilts, it stretches the calibrated spring until the force it exerts
prevents further deflection of the gimbal ring. Since precession of a rate gyro is
equal to its angular momentum and the rate of turn, then the spring force is a
measure of the rate of turn.
Actual movement of the gimbal ring from its zero position can, therefore, be taken
as the required measure of turn rate.
1.17.1 BANK INDICATION
In addition to the primary indication of turn rate, it is also necessary to have an

indication that an aircraft is correctly banked for the particular turn. A secondary
indicating mechanism is therefore provided, which, depends for its operation on
the effect of gravitational and centrifugal forces. A method commonly used for
bank indication is one utilising a ball in a curved liquid-filled glass tube as shown
in Figure 26.
In the normal level flight the ball is held at the center of the tube by the force of
gravity. Let us assume the aircraft turns left at a certain airspeed and bank angle.
The indicator case and the tube move with the aircraft and centrifugal force (CF)
in addition to that of gravity acts upon the ball and tends to displace it outwards
from the center of the tube. However, when the turn is executed at the correct
bank angle and matched with airspeed, then there is a balanced condition
between the two forces and so the resultant force (R) hold the ball in the center of
the tube.
If the airspeed were to be increased during the turn, then the bank angle and
centrifugal force would also be increased. As long as the bank angle is correct
for the appropriate conditions, the new resultant force will still hold the ball
central.
If the bank angle for a particular rate of turn is not correct (under-banked/over-
banked), then the aircraft will tend to either skid or slip. In the skid condition the
centrifugal force will be the greatest, whereas in the slip condition the force of
gravity is greatest.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 54 shows bank indication for various aircraft bank conditions.
Bank Indications
Figure 54

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.18 TURN CO-ORDINATOR
The final instrument in this group is the turn co-ordinator. Basically, its
mechanism is changed slightly from the turn and slip indicator, so that it senses
rotation about the longitudinal axis, (bank) as well as the vertical axis, (turn). This
gives a more accurate indication to the pilot, of the turning of the aircraft.
Figure 55 shows a Turn co-ordinator indicator.
TURN COORDINATION
L R
2 MIN
NO PITCH
INFORMATION
Turn co-ordinator Indicator

Figure 55

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.19 HORIZONTAL SITUATION INDICATOR (HSI)
The HSI consists of a servo-driven azimuth (compass) card, which is read in

relation to a miniature aircraft symbol in the center of the display, and a lubber
line at the 12 oclock position, the azimuth card being driven by the gyrocompass
system.
A glideslope pointer and scale on the right hand side of the indicator gives a
conventional display of the aircraft with respect to the glideslope. The scale is in
a three-position rotation display, the three positions being glideslope, when the
scale is presenting ILS glideslope deviation. The center mark is a rectangle and
the outer marks are dots. No 2 scale is presented to display vertical navigation
display and No 3 scale shows vertical navigation failure flag.
The course deviation bar represents the centerline of a selected VOR or a

selected localiser course. Deviation from a selected course is indicated by the
bar moving across a scale, which is represented by four white dots, two on either
side of the center of the rotatable mask.
Two windows in the course mask show indications of: -
1. To-From a VOR station, (a solid triangle with a V annotation).
2. To-From a selected NAV co-ordinate (a solid triangle with an N

annotation).
3. To-From a station with aircraft ILS selected (a half-blue and half-yellow

flag).
4. Failure flag (orange and yellow striped flag).
One radio bearing pointer displays the bearing to the next WPT. The bearing
pointer is a pink arrow.
A window to the left of the heading dial displays an ALERT annunciator flag to
indicate the proximity of a navigation reference point.
On the top left and top right hand corners of the instrument are to windows
labeled DIST (distance to waypoint) and GND SPD (ground speed) respectively.
Three windows located in the lower left hand corner of the instrument are blank
until one of the auxiliary servo monitors detects a persistent excessive null, at
which time the ISM causes the appropriate servo symbol to come into view.
A cursor consisting of two trapezoids indicates the selected heading on the

heading dial. The heading select indicator is remotely positioned by the heading
(HDG) knob on the navigation selector. A heading (HDG) flag will be displayed,

JAR 66 CATEGORY B1
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and will cover the heading index at the 12 oclock position if the heading source
fails, or if there is interrupted supply.
Selected course is displayed on the heading dial by an orange dagger-shaped
indicator, rotating in the centre of the heading dial. A similarly coloured pointer
opposite the dagger-shaped indicator provides the reciprocal of selected course.
The dagger and pointer, together with the airplane symbol, serve as the index for
the course deviation indicator. The course select indicator is remotely positioned
by means of the course setting knobs on the navigation selector. Figure 56
shows a Sperry RD700D HSI.
SELECTED SELECTED
COURSE HEADING
CAPTURED CAPTURED
SELECTED
WAYPOINT
BEARING
CAPTURED
VERTICAL VERTICAL
FAIL FLAG NAVIGATION
GLIDESLOPE
COURSE MASK
ANNUNCIATION'S
Sperry RD700D HSI

Figure 56

JAR 66 CATEGORY B1
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AERODYNAMICS,
1.20 COLLINS 331A-8K HSI
The HSI consists of a servo-driven azimuth (compass) card, which is read in

relation to a miniature aircraft symbol in the center of the display and a lubber line
at the 12 o'clock position. The azimuth card is driven by the gyro compass
system.
A vertical track or glideslope deviation pointer and scale, on the right-hand side
of the HSI, gives a conventional display of the aircraft with respect to the
glideslope. The deviation scale is marked by five dash marks, one long dash
mark in the center, two short dash marks above it and two short dash marks
below it. The vertical track or glideslope deviation pointer is such that when the
aircraft is on the glidepath the pointer is in the central position on the scale. If the
aircraft is off the glideslope, the pointer will move to indicate whether the
deviation is up or down and the amount of movement indicates the extent of the
deviation.
The course deviation bar represents the centerline of a selected VOR or localizer
course. The course deviation scale is marked by five dots, the center one being
enclosed in a small circle. If the aircraft moves off course, the deviation bar will
move to indicate whether left or right of selected course, and the amount of
deviation.
A To-From pointer is used when the navigation receiver is tuned to, and receiving
a VOR signal. The to-from pointer indicates whether the selected course is "To"
(pointer up) or "from" (pointer down) the received signal. When the selected
course is the same as the selected VOR radial, and the aircraft is heading
towards the signal course, a "to" indication is given. When the selected course is
the same as the selected VOR radial and the aircraft is flying away from the
signal course, a "From" indication is given.
An RNAV bearing pointer indicates the direction to the active waypoint. When not
in the RNAV mode, the pointer is biased to the 6 o'clock position.
Two digital LCD displays in the top left-hand and right-hand corners of the HSI
indicate the distance to go to the next waypoint (MILES) and the groundspeed of
the aircraft (GND SPEED). The brightness of the two displays can be adjusted
using the HSI & RA DIM control located on the main instrument panel.

JAR 66 CATEGORY B1
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AEROPLANE
AERODYNAMICS,
Figure 57 shows a Collins 331A-8K HSI.
Collins 331A-8K HSI

Figure 57

JAR 66 CATEGORY B1
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1.20.1 WARNING FLAGS
1. MAG annunciator.
Is displayed to show that the information is magnetic heading.
2. HEADING warning flag.
HEADING warning flag comes into view and covers the MAG annunciator if the
heading information becomes unreliable.
3. Navigation warning flag.
Comes into view if navigation data is (orange with white stripes) missing, or
unreliable, when the receiver is tuned to a VOR station.
4. VERT warning flag (GS).
Comes into view when glideslope data is missing or unreliable.

JAR 66 CATEGORY B1
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1.21 ANGLE OF ATTACK (AOA)
Apart from the main flight instruments, one item of information that the pilot needs
to know at various stages of flight is the angle of attack. Earlier aircraft had a
range of devices that gave the pilot indication of an approaching stall, which was
an essential indicator but knowing the angle of attack has become an essential
part of flying modern, larger aircraft.
The simplest forms of angle of attack indicators are the Angle of Attack probe and
the stall vane. The probe consists of a hinged-vane-type sensor mounted in the
leading edge of a wing so that the vane protrudes into the airstream. Figure 58
shows an Angle of Attack vane sensor.
ELCTRICAL
CONNECTION
FWD
HINGED
VANE
SYNCHRO
INDEX
PINS
FUSELAGE
SKIN
Angle of Attack Vane Sensor

Figure 58

JAR 66 CATEGORY B1
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In normal level flight conditions, the airstream maintains the vane in a parallel
position. If the aircrafts attitude changes such that the AOA increases, then by
definition, the airflow will meet the leading edge at an increasing angle, and so
cause the vane to be deflected. Figure 59 shows the detection of the AOA.
A330
ANGLE
OF
ATTACK VANE ARM
AIRCRAFT ANGLE OF ATTACK
LONGITUDINAL TRANSDUCER
AXIS

FLIGHT PATH
AIRFLOW
Detecting AOA
Figure 59
When the AOA reaches that which the warning unit has been pre-set, the vane
activates a circuit to activate the stick shaker on the control column (Indicating the
aircraft is approaching a stall).

JAR 66 CATEGORY B1
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1.22 STALL WARNING INDICATION
Figure 60 shows the Stall Warning System
DEMODULATOR
SHAKER
STICK
M
SS1
TRANSMITTER
POSITION
FLAP
AOA SIGNAL
BIAS OFF
VANE SENSOR
SUPP
HTR
SYNCHRO SUPP
K1
WOW
SW
GND
28V
DC
FLT
400Hz
115V
Stall Warning System

Figure 60

JAR 66 CATEGORY B1
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AERODYNAMICS,
The system in figure 60 consists of a precision counter-balanced aerodynamic

vane, which positions a synchro. The vane is protected against ice formation by
an internal heating element. Also, since the pitch attitude of an aircraft is
changed by the extension of the flaps, the sensor synchro is also interconnected
with a synchro within the transmitter of the flap position indicating system, in
order to modify the AOA signal output as a function of the flap position.
Stick shaking is accomplished by a motor which is secured to the control column

and drives a weighted ring that is deliberately unbalanced to set up vibrations of
the column, to simulate the natural buffeting associated with a stalled condition.
Figure 61 shows a stick-shaker installation.
MOUNTING
BRACKET
STICK-SHAKER
MOTOR
Stick-Shaker Installation
Figure 61

JAR 66 CATEGORY B1
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AERODYNAMICS,
1.23 ELECTRONIC INSTRUMENT SYSTEMS
Modern technology has enabled some significant changes in the layout of flight
instrumentation on most aircraft currently in service. The biggest change has
been the introduction of Electronic Instrument systems. These systems have
meant that many complex Electro-mechanical instruments have now been
replaced by TV type colour displays. These systems also allow the exchange of
images between display units in the case of display failures.
There are many different Electronic Instrument Systems, including:
1. Electronic Flight Instrument System (EFIS).
2. Engine Instrumentation & Crew Alerting System (EICAS).
3. Electronic Centralised Aircraft Monitoring (ECAM).
Figure 62 shows a typical flight deck layout of an Airbus A320.
COMBINED
AIRSPEED
INDICATOR
EADI ALTIMETER
BASIC T GROUPING WITH

ELECTRONIC FLIGHT INSTRUMENTS
RADIO VERTICAL
MAGNETIC SPEED
INDICATOR EHSI INDICATOR
EFIS EFIS ECAM EFIS EFIS

ENGINE
PFD ND WARNINGS ND PFD
ECAM
SYSTEMS
GLASS FLIGHTDECK - AIRBUS A320
Flight Deck Electronic Instrumentation Layout

Figure 62

JAR 66 CATEGORY B1
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The Electronic Instrument System (EIS) also allows the flight crew to configure
the instrument layout by allowing manual transfer of the Primary Flight Display
(PFD) with the Navigation Display (ND) and the secondary Electronic Centralized
Aircraft Monitoring (ECAM) display with the ND. Figure 63 shows the switching
panel from Airbus A320.
ATT HDG AIR DATA E/S DMC ECAM / ND XFR
NORM NORM NORM NORM

CAPT F/O CAPT F/O CAPT F/O CAPT F/O
3 3 3 3 3 3
A320 EIS Switching Panel

Figure 63

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As well as a manual transfer, the system will automatically transfer displays when
either the PFD or the primary ECAM display fails. The PFD is automatically
transferred onto the corresponding ND, with the ECAM secondary display used
for the primary ECAM display.
The system will also automatically transfer the primary ECAM information onto
the ND if a double failure of the ECAM display system occurs. Figure 64 shows a
block schematic of the EIS for the Airbus 320.
DISPLAY DISPLAY DISPLAY

MANAGEMENT MANAGEMENT MANAGEMENT
SYSTEM SYSTEM SYSTEM
DMS No 1 DMS No 3 DMS No 2
Electronic Instrument System (EIS)

Figure 64

JAR 66 CATEGORY B1
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AERODYNAMICS,
1.24 ELECTRONIC FLIGHT INSTRUMENT SYSTEM
As in the case of conventional flight instrument systems, a complete EFIS

installation is made up of left (Captain) and right (First Officer) systems. Each
system comprises:
1. Electronic Attitude Director Indicator (EADI).
2. Electronic Horizontal Situation Indicator (EHSI).
3. Display Control Panel.
4. Symbol Generator.
The EADI and EHSI can either be positioned side by side or vertically top and
bottom. Normally the EADI is positioned on the top or on the onside position.
1.25 ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)
The EADI displays traditional attitude information (Pitch & Roll) against a two-
colour sphere representing the horizon (Ground/Sky) with an aircraft symbol as a
reference. Attitude information is normally supplied from an Attitude Reference
System (ARS).
The EADI will also display further flight information, Flight Director commands
right/left to capture the flight path to Waypoints, airports and NAVAIDS and
up/down to fly to set altitudes. Information related to the aircrafts position with
respect to Localizer (LOC) and Glideslope (GS) beams transmitted by an ILS.
Auto Flight Control System (AFCS) deviations and Autothrottle mode, selected
airspeed (Indicated or Mach No) Groundspeed, Radio Altitude and Decision
Height information.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
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AEROPLANE
AERODYNAMICS,
Figure 65 shows a typical EADI display
Electronic Attitude Director Indicator (EADI) Display

Figure 65

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
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AERODYNAMICS,
The EADI has two display formats:
1. Full Time EADI Display (Data which is always present).
2. Part Time EADI Display (Data which is only present when active).
1.25.1 FULL TIME EADI DISPLAY DATA
Attitude Sphere: Moves with respect to the aircraft symbol to display

actual pitch and roll attitude.
Pitch Attitude: The pitch attitude display has white scale reference
marks at 5, 10, 15, 20, 30, 40, 60 and 80 on
the sphere.
Roll Attitude: Displays actual roll attitude through a moveable index

and fixed scale reference marks at 0, 10, 20, 30,
45, 60 and 90.
Aircraft Symbol: Serves as a stationary symbol of the aircraft. Aircraft

pitch and roll attitudes are displayed by the
relationship between the fixed miniature aircraft and
the moveable sphere.
Flight Director Cue: Displays computed commands to capture and

maintain a desired flight path. Flying the aircraft
symbol to the command cue satisfies the commands.
Fast/Slow Display: The pointer indicates fast or slow error provided by an

angle-of-attack, airspeed or alternative reference
system.
Inclinometer: The EADI uses conventional inclinometer, which

provides the pilot with a display of aircraft slip or skid,
and is used as an aid for coordinated maneuvers.

JAR 66 CATEGORY B1
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AERODYNAMICS,
Attitude Source
Annunciation: The selected attitude source is not annunciated if it is
the normal source for that indicator. As other attitude
sources are selected, they are annunciated in white at
the top left-hand side of the EADI. When the pilot and
co-pilot sources are the same, then the annunciation
is amber.
1.25.2 PART TIME EADI DISPLAYS
Several displays are in view only when being used. When not in use, these
displays are automatically removed from the EADI.
Radio Altitude: Displayed by a four-digit display from 20 to 2500

feet. Display resolution between 200 and 2500 feet is
in 10-foot increments. The display resolution below
200 is 5 feet. The display disappears for altitudes
above 2500 feet (Radio Altitude max altitude is 2,500
feet).
Decision Height: Decision Height is displayed by a three-digit display.

The set range is from 0 to 990 feet in 10-foot
increments. The DH display may be removed by
rotating fully counterclockwise the DH set knob.
Note; when the Radio Altimeter height is 100 feet above the DH, a white box
appears adjacent to the radio altimeter display. When at or below the DH, an
Amber DH will appear inside the white box.
Flight Director
Mode Annunciators: Flight director vertical and lateral modes are
annunciated along the top of the EADI. Armed vertical
and lateral modes are annunciated in white to the left
of the captured vertical and lateral mode annunciators.
Capture mode annunciators are displayed in green
and are located on the top center for lateral modes
and in the top right corner for vertical modes. As the
mode's transition from armed to capture, a white box
is drawn around the capture mode annunciator for 5
seconds.

JAR 66 CATEGORY B1
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Marker Beacon: Displayed above the Radio Altimeter height

information. The markers are of a specified colour of:
Blue - Outer Marker.
Amber - Middle Marker.
White - Inner Marker.
Rising Runway: a miniature rising runway displays Absolute altitude

reference above the terrain. It appears at 200 feet,
and contacts the aircraft symbol at touchdown (0 feet).
Rate-of-Turn: Pointer and scale at the bottom of the display

indicates rate or turn. Used with the inclinometer, will
enable coordinated turns to be achieved.
Glide Slope: By tuning to an ILS frequency, the Glide Slope

information will be displayed. Aircraft displacement
from the Glide Slope beam centerline is then indicated
by the relationship of the aircraft to the Glide Slope
pointer. The letter G inside the vertical scale pointer
identifies the information as Glide Slope deviation.
When tuning to other than an ILS frequency, the Glide
Slope display is removed.
Expanded Localizer: By tuning to an ILS frequency, the Rate-of-Turn

display is replaced by the expanded Localizer display.
When tuning to other than an ILS frequency, the
expanded localizer display is replaced by the Rate-of-
Turn display.
Vertical Navigation
Display: The deviation pointer indicates the VNAVs computed
path center to which the aircraft is to be flown. In this
mode, the letter V inside the vertical scale pointer
identifies the information as VNAV deviation.

JAR 66 CATEGORY B1
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AERODYNAMICS,
1.26 ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)
The EHSI presents a selectable, dynamic colour display of flight progress and
plan view orientation. The EHSI has a number of different modes of operation,
these are selectable by the flight crew and the number will be dependent on the
system fitted.
Figure 66 shows an EHSI display.
Electronic Horizontal Situation Indicator (EHSI) Display

Figure 66

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
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AERODYNAMICS,
The EHSI has two display formats:
1. Full Time EADI Display (Data which is always present).
2. Part Time EADI Display (Data which are only present when active).
1.26.1 FULL TIME EHSI DISPLAYS
Aircraft Symbol: The aircraft symbol provides a quick visual cue as to

the aircrafts position in relation to the selected course
and heading, or actual heading.
Heading Dial: Displays the heading information on a rotating

heading dial graduated in 5 increments. Fixed
heading indexes are located at each 45 position.
Heading Bug &

Heading Readout: The notched heading bug is positioned around the
rotating heading dial by the remote heading select
knob on the Display Controller. A digital heading
select readout is also provided for convenience in
setting the heading bug. Heading select error
information from the heading bug is used to fly to the
bug.
Course Deviation
Indicator: The course deviation bar represents the centerline of
the selected navigation or localizer course. The
aircraft symbol pictorially shows the aircraft position in
relation to the displayed deviation.
Select Course Pointer

& Course Readout: Course pointer is positioned inside the heading dial by
the remote select knob on the Display Controller.
Course error information from the course select
pointer is used to fly the selected navigation path. A
digital course select readout is provided for
convenience in setting the select course pointer.

JAR 66 CATEGORY B1
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Distance Display: The distance display indicates the nautical miles to the
selected DME station or LRN Waypoint. Depending
on the equipment, the distance will be displayed in a 0
to 399.9 NM or a 0 to 3999 NM format. An Amber H
adjacent to the distance readout indicates DME Hold.
This will indicate to the crew that DME information is
from the previous VOR/DME beacon, and not the one
providing VOR bearing.
Navigation Source
Annunciators: Annunciation of the navigation source is displayed in
the upper right hand corner. Long range navigation
sources such as INS, VLF, RNAV and FMS are
displayed in blue to distinguish them from short-range
sources, which are annunciated in white.
Time-to-Go/Ground
Speed: Either Time-to-Go or Groundspeed can be displayed,
selected via the Display Controller. Ground Speed is
calculated using the LRN, if fitted. If no LRN, then the
EFIS uses the DME distance to calculate Ground
Speed.
Drift Angle Bug: The drift angle bug with respect to the lubber line
represents drift angle left or right of the desired track.
The drift angle bug with respec to the compass card
represents actual aircraft track. The bug is displayed
as a magenta triangle that moves around the outside
of the compass card.
Desired Track: When LRN is selected, the Course Pointer now

becomes the Desired Track Pointer. The position of
the desired Track Pointer is controlled by the LRN. A
digital display of desired track (DRAK) is displayed in
the upper left-hand corner.
TO-FROM Annunciator: An Arrowhead in the center of the EHSI indicates

whether the selected course will take the aircraft TO
or FROM the station or Waypoint. The TO-FROM
annunciator is not in view during ILS operation.
Heading Source
Annunciation: At the top center of the EHSI is the heading source
annunciator.

JAR 66 CATEGORY B1
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AERODYNAMICS,
Heading SYNC
Annunciator: The heading SYNC annunciator is located next to the
upper left corner and indicates the state of the
compass system in the slaved mode. The bar
represents commands to the compass gyro to slew to
the indicated direction (+ for increased heading and 0
for decreased heading). Heading SYNC is removed
during compass FREE mode and for LRN derived
heading displays.
1.26.2 PART TIME EHSI DISPLAYS
Vertical Navigation
Display: The vertical navigation display comes into view when
the VNAV mode on the flight director is selected. The
deviation pointer then indicates the VNAVs computed
path center to which the aircraft is to be flown. In this
mode the letter V inside the scale pointer identifies
the deviation display.
Glide Slope Deviation: The Glide Slope display comes into view when a VHF
NAV source is selected and the NAV source is tuned
to an ILS frequency. The deviation pointer then
indicates the Glide Slope beam center to which the
aircraft is to be flown. The letter G inside the scale
pointer identifies the deviation display.
Bearing Pointer
Source Annunciators: The bearing pointers indicate relative bearing to the
selected NAVAID. Two bearing pointers are available
and can be tuned to either VOR or ADF NAVAIDs. If
no NAVAIDs are selected then the pointers and
annunciators are removed. The bearing source
annunciators are colour and symbol coded with the
bearing pointers.
Elapsed Time
Annunciation: When in the Elapsed Time (ET) mode, the ET display
can read minutes and seconds or hours and minutes.
The hour/minute mode will be distinguishable from the
minute/second mode by an H on the left of the digital
display.

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1.26.3 PARTIAL COMPASS FORMAT
The partial compass mode displays a 90 ARC of compass coordinates. The

Partial mode allows other features such as MAP and Weather Radar displays to
Be selected. Figure 67 shows a Partial EHSI display (Compass Mode).
EHSI Partial Compass Mode Display

Figure 67
Wind Vector Display: Wind information is displayed in any partial format.

The wind information can be shown as magnitude and
direction or as head/tail component and cross wind
component, type used is determined on installation of
EFIS. In both cases, the arrow shows the direction
and the number indicates the velocity of the wind (in
knots). Wind information is calculated from the LRN.

JAR 66 CATEGORY B1
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Range Rings: Range rings are displayed to aid in the determining

the position of radar returns and NAVAIDs. The range
ring is the compass card boundary and represents the
selected range on the Radar.
NAVAID Position: NAVAID position can be selected during MAP mode.

The source of the NAVAID position marker is selected
and annunciated in conjunction with the associated
bearing source and is colour coded.
Weather Information: Weather information from the Radar can be displayed

in partial compass mode. Weather Radar data is
presented in the following colours:
1. Black - No storm.
2. Green - Moderate storm.
3. Yellow - Less severe storm.
4. Red - Severe storm.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
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AERODYNAMICS,
Figure 68 shows an EHSI partial format with Weather Radar information.
EHSI Weather Radar Display

Figure 68

JAR 66 CATEGORY B1
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AERODYNAMICS,
1.26.4 MAP MODE
The MAP mode will allow the display of more navigational information in the
partial compass mode. Information on the location of Waypoints, airports,
NAVAIDs and the planned route can be overlaid on the compass mode.
Weather information can also be displayed in the MAP mode to give a very
comprehensive display.
Figure 69 shows an EHSI MAP mode display.
EHSI MAP Mode Display.

Figure 69

JAR 66 CATEGORY B1
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1.26.5 COMPOSITE DISPLAY
In the event of a display unit failure, the remaining good display can display a
Composite Display. This display is selected via the Display Controller and is
basically a display consisting elements from an EADI and EHSI display.
Figure 70 shows a typical composite display.
EFIS Composite Display

Figure 70

JAR 66 CATEGORY B1
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1.27 EFIS CONTROLLER
Allows the crew to select the required display configuration and what information
is to be displayed. Both Captain and Co-Pilot have their own display controllers.
The controllers have two main functions:
Display Controller: Selects the display format for EHSI as either FULL,
ARC, WX or MAP.
Source Select: Selects the system that will provide information

required for display. The source information will be
VOR, ADF, INS, FMS, VHF and NAV.
EFIS Display Controllers are shown at Figure 71.
DISPLAY SELECT BUTTONS
FULL GS SC
WX ET MAP REV
ARC TTG CP
CRS DIM DH BOT TOP HDG
TEST
RASTER DIM
DISPLAY CONTROLLER
SOURCE SELECT BUTTONS
NAV VLF FMS INS 1 INS 2 HDG ATT
ADF 2 VOR 2
VOR 1
ADF 1
ADF 2
AUTO
ADF 1
OFF
OFF
BRG BRG
SOURCE SELECT CONTROLLER
EFIS Display and Source Controllers

Figure 71

JAR 66 CATEGORY B1
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AERODYNAMICS,
1.27.1 DISPLAY CONTROLLER
FULL/ARC: The FULL/ARC button is used to change the EHSI

display from full compass rose display to a partial
compass display format. Successive pushes of the
button change the display format back and forth
between FULL and ARC.
WX (Weather): The WX button is used to call up weather radar

returns on the partial compass display. If the EHSI is
in the FULL display format, selecting the WX display
will automatically select the ARC format. A second
push of the WX button will remove the weather
information but the ARC format will remain.
GS/TTG: By pressing the GS/TTG button, Groundspeed or the

Time-to-GO will alternately be displayed in the lower
right corner of the EHSI.
ET: By pressing the ET button, Elapsed time is displayed.

If the ET button is pressed again, it will zero the
displayed time. The sequence is:
1. Zero.
2. Start.
3. Stop.
MAP: By pressing the MAP button, the full compass display

is changed to the partial compass display, with active
Waypoints displayed. Also VOR/DME ground station
positions will be displayed.
SC/CP: By pressing the SC/CP button, the flight director

command cues are toggled back and forth from single
cue (SC) configuration to cross pointer (CP)
configuration.

JAR 66 CATEGORY B1
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REV: In the event of an EADI/EHSI display failure, the REV

button may also be used to display a composite
format on the remaining good display. The first push
of the button will blank the EHSI and put the
composite display onto the EADI. The second push
blanks the EADI and puts the composite display onto
the EHSI. A third push will return EHSI/EADI to
normal.
CRS Select Knob: Rotation of the Course select knob allows the course
pointer on the EHSI to be rotated to the desired
course.
DIM: Rotation of the outer concentric DIM knob allows the

overall brightness of the EADI, EHSI to be adjusted.
After the reference levels are set, photoelectric
sensors maintain the brightness level over various
lighting conditions.
DH: Rotation of the inner concentric DH knob allows the

Decision Height, displayed on the EADI, to be
adjusted. If the knob is rotated fully counterclockwise,
the DH display is removed.
TEST: By pressing the TEST button, the displays will enter

the test mode. In the test mode, flags and cautions
are presented along with a check of the flight director
mode annunciations. If the test is successful a
PASS is displayed. If the test is unsuccessful then
an FD FAIL is annunciated.
RASTER DIM TOP/BOT: Rotation of the outer (Bottom display) and inner (Top
display) concentric knobs adjusts the raster scan
display (Weather Radar and Attitude Sphere).
HDG: Rotation of the heading select knob allows the

heading select bug to be rotated to the desired
heading.

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1.27.2 SOURCE CONTROLLER
Used to select the available sources of heading, attitude, bearing and

navigational information for display. Since each aircraft is different, the source
controller is normally tailored to fit each need.
NAV: This button is used to control the source of VHF NAV

display information. Each push of the button will
toggle the source between pilot and copilots NAV
information. VHF systems include DME, ILS and
VOR.
LRN: Long Range Navigation selections depend on the

systems available. These include INS, VLF and FMS
systems.
ATT: Attitude button selects the source of attitude

information. Each push of the button will select a
different source for display. Not available to all
aircraft.
BRG: This knob allows the selection of VOR and ADF

bearings to be displayed. The selected source is
annunciated on the left-hand side of the display and
the bearing to the selected beacon via two bearing
pointers.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The EFIS comprises the following units:
1. Symbol Generator (SG).
2. Display units X 2 (EADI & EHSI).
3. Control Panel.
4. Remote Light Sensor.
Figure 72 shows the EFIS units and signal interface in block schematic form.
Honeywell
ATT 2 GS
AOA 20 20
F
10 10
G
FULL GS SC
WX ET REV
ARC TTG
MAP
CP 10 10
S
DIM DH BOT TOP CMD 20 20
CRS HDG
M .99
I
TEST 200DH DH 140RA
RASTER DIM
AIR EFIS SG No 1
DATA
COMP NAV VLF FMS INS 1 INS 2 ATT
HDG
Honeywell
ADF 2 VOR 2
VOR 1 CRS NAV 1
INERTIAL
ADF 1
ADF 2
AUTO
ADF 1
345 H 2.1 NM
OFF +0 N
OFF
33 3
REF BRG BRG
30
6
W
SYSTEM
E 1
VOR 1
24
2
ADF 1 21 15
S
HDG
GSPD
NAV AID 013 130 KTS
ILS/VOR
EFIS SG No 3
RAD ALT
Honeywell
ATT 2 GS
WEATHER AOA 20 20
F
RADAR 10 10
G
10 10
S
DME CMD
M .99
20 20
FULL
ARC
WX
GS
TTG
ET MAP
SC
CP
REV 200DH DH 140RA
CRS DIM DH BOT TOP

HDG
FMS TEST
RASTER DIM
AFCS EFIS SG No 2
Honeywell
NAV VLF FMS INS 1 ATT

CRS NAV 1
INS 2 HDG
GPWS VOR 2
345
+0
33
N
3
H 2.1 NM
ADF 2
VOR 1
30
ADF 1
ADF 2
6
AUTO
ADF 1
W
OFF
E 1
OFF VOR 1
BRG BRG
24
ADF 1 21 15
S
HDG
GSPD
013 130 KTS
EFIS Block Schematic

Figure 72

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.28 OTHER SYSTEM INDICATIONS
There are endless different instrument displays, which show the pilot's or flight
engineer, the condition of the aircraft's many systems, the range of instruments
depending on the size of the aircraft. On earlier airliners there could have been
dozens of instruments on the panels to pass on information regarding, for
example, oil temperature & pressure, cabin altitude, hydraulic oil quantity,
electrical power being used, etc.
1.29 POWERPLANT INSTRUMENTATION
Information required by the flight crew to enable them to monitor the engines
include:
1. Fuel Contents.
2. Fuel Flow.
3. Engine RPM.
4. Engine Temperature.
5. Engine pressure.
1.30 FUEL CONTENTS GAUGE
Most modern aircraft have a number of fuel tanks within the wing structure and
each individual tank's contents must be known. There are two main methods of
indicating fuel contents:
1. Resistance Gauges.
2. Capacitance Quantity Indicators.
1.30.1 RESISTANCE GAUGES
This type of gauge tends to found on smaller aircraft. It has a float in the fuel tank
that is connected to a variable resistor. As the fuel level changes, the float will
move, thus changing the resistance, which in turn will alter the current flow
through a DC circuit, which in turn will operate a meter indicating fuel contents.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 73 shows a simplified resistance gauge.
INDICATOR
S
TANK
RESISTOR
+ DC
POWER
FUEL TANK
Resistance Gauge
Figure 73
1.30.2 CAPACITANCE QUANTITY INDICATORS
This has the advantage over other quantity systems in that it can give accurate
readings in very large or unusually shaped tanks. The probes within the fuel tank
are actually capacitors. The two plates of the capacitor will be separated by fuel
on the lower end and air on the upper end. Since fuel and air have different
dielectric constant values, the amount of capacitance will change as the fuel level
rises and falls. The probes will then send signals to the flight deck gauges to
indicate fuel contents. This system usually includes a totalizer, which will give a
reading of the total fuel on board. Some fuel systems will also include indications
of fuel used since take-off.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 74 shows a circuit of a capacitance quantity system.
TANK UNIT
LOOP
IS A
EMPTY LOOP
IB B
REF C
FULL
2 - PHASE DISCRIMINATION
MOTOR STAGE
AMPLIFIER
STAGE
INDICATOR
REF
PHASE AMPLIFIER UNIT
Capacitance Quantity Indicating System

Figure 74

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.31 FUEL FLOW INDICATOR
Although the amount of fuel consumed during a given flight may vary slightly
between engines of the same type, fuel flow does provide a useful indication of
the satisfactory operation of the engine and the amount of fuel being consumed
during flight. A typical system consists of a fuel flow transmitter, which is fitted
into the low pressure fuel system, and an indicator, which shows the rate of fuel
flow and the total fuel used in pounds per hour. The transmitter measures the
fuel flow electrically and an associated electronic unit gives a signal to the
indicator proportional to the fuel flow. Figure 75 shows a fuel flow transmitter &
indicator.
Fuel Flow Transmitter & Indicator

Figure 75

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
In some aircraft, a combined fuel flow/pressure indicator is used. This type of

indicator usually has two pointers moving over the double-scale, one pointer the
right engine and the other the left engine. On most large passenger aircraft, a
dedicated fuel flow indicator is used for each engine. Figure 76 shows two types
of fuel flow indicators.
TWIN ENGINED COMBINED FUEL FLOW/PRESSURE

INDICATOR
SINGLE ENGINE FUEL FLOW INDICATOR
Fuel Flow Indicators

Figure 76

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.31.1 FUEL FLOW TRANSMITTERS
There are two types of fuel flow transmitters currently in use:
1. Synchronous Mass Flow Flow-meter System.
2. Motorless Mass Flow Meter System.
1.31.2 SYNCHRONOUS MASS FLOW FLOW -METER SYSTEM
This system measures mass flow rather than volume. In this way, it
compensates for fuel temperature in its readout. The system also measures in
pounds per hour. Figure 77 shows a schematic diagram of the Synchronous
Mass Flow Flow-meter System.
CALIBRATED
RESTRAINING TURBINE DECOUPLING IMPELLER
SPRINGS DISK
FUEL FLOW
IMPELLER
MOTOR
FLUID
PASSAGE
FLUID
PASSAGE
115V TRANSMITTER
400Hz
MOTOR
CIRCUIT
INDICATOR
Synchronous Mass Flow Flow-meter System

Figure 77

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Referring to figure 77, fuel enters the transmitter impeller, which is rotated at a
constant 60rpm by the synchronous impeller motor. The temperature of the fuel
will determine its volume and the amount of force to be created by the action of
the impeller. The turbine is twisted against its retaining springs by the mass flow
force created by impeller movement. The mass flow electrical transmitter
arrangement works on the principle of a torque synchro.
1.31.3 MOTORLESS MASS FLOW METER SYSTEM
The motorless flow meter represents the latest in electronic solid-state fuel
measuring systems. It is small in size and accounts for variables such as fuel
temperatures and specific gravity with an accuracy of 1% as opposed to 2% for
motor driven flow meters. Almost all the large turbine powered aircraft are
configured with the motorless type, pound per hour fuel flow meter system.
Figure 78 shows a schematic of the Motorless Mass Flow Meter.
DRUM
t
PICK-OFF PICK-OFF
COIL 1 COIL 2
DRIVE
FUEL
FLOW
IMPELLER
SPRING MAGNET
MAGNET
TWO
ONE
Motorless Mass Flow Meter

Figure 78

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Referring to figure 78, The flow meter transmitter converts the rate into two
electronic signals. The signals are created as the flowing fuel gives an angular
displacement to two continuously rotating magnets. The magnets induce
electronic impulses into stationary coils and the time difference is used as a
measure of the mass flow rate.
The fuel enters from the drive end and rotates the drum containing magnet 1 and
the drive shaft. The spring connects the drive shaft to the impeller containing
magnet 2. As the magnets rotate, the pick-off coils receive current pulses, the
first pulse occurring at pick-off coil 1. Then as the spring deflects in proportion to
fuel flow, magnet 2 turns with the impeller and induces a current pulse with a time
lag into pick-off coil 2.
The greater the mass flow, the greater the spring deflection and angular
difference between the magnets. The time displacement which, results is directly
proportional to mass flow rate in this motorless transmitter design. The indicator
contains electronic circuits, which convert the time difference to a pound per hour
readout.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.32 PRESSURE INDICATORS
It is essential for the correct and safe operation of the engine that accurate
indication is obtained of both the temperature and pressure of the engine oil and
fuel supply. Figure 79 shows a fuel pressure indicator and an engine oil
pressure indicator.
FUEL PRESSURE INDICATOR
ENGINE OIL PRESSURE INDICATOR
Fuel & Oil Pressure Indicators

Figure 79

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
There are two methods of detecting the pressure, these are:
1. Pressure Capsule detection.
2. Bourbon Tube detection.
1.32.1 PRESSURE CAPSULE DETECTION
This type of indicator utilizes a pressure capsule or diaphragm. Like the

bourbon tube, a diaphragm type pressure indictor is attached to a capillary tube,
which attaches to the fuel system and carries pressurised fuel to the diaphragm.
As the diaphragm becomes pressurised it expands, causing an indicator pointer
to rotate. Figure 80 shows a pressure capsule type fuel pressure indicator.
DIAPHRAGM
Capsule Type Pressure Indicator

Figure 80

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.32.2 BOURDON TUBE DETECTION
The bourdon tube is made with a metal tube that is formed in a circular shape
with a flattened cross-section. One end is open while the other is sealed. The
open end of the bourdon tube is connected to a capillary tube containing the
pressurised medium. As the pressurised medium enters the bourdon tube, the
tube tends to straighten. Through a series of gears, this movement is used to
move the indicating pointer on the instrument face. Figure 81 shows a Bourdon
tube mechanism.
POINTER BOURDON
STAFF TUBE
ANCHOR
POINT
GEARING
Bourdon Tube Mechanism

Figure 81

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The most common method used on modern passenger aircraft is a pressure

transmitter and indicator. The operation is that oil/fuel pressure acting on a
bourdon tube within the transmitter moves an electromagnet core. This
movement is then transmitted to the indicator via a torque synchro system,
moving a pointer over the calibrated pressure scale. Figure 82 shows a
schematic of this system.
PRESSURE
INPUT
26 V AC
ENGINE
FIREWALL
BOURDON
FLIGHTDECK
TUBE
PRESSURE
INDICATOR
PRESSURE
TRANSMITTER
Pressure Transmitter and indicator

Figure 82

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.33 OIL & FUEL TEMPERATURE INDICATORS
There are two main types of temperature sensors used in the oil & fuel
temperature measurement, these are:
1. Resistive Bulb Sensor.
2. Thermocouple Sensor.
1.33.1 RESISTIVE BULB SENSOR
Oil & fuel temperatures are sensed by a temperature sensitive element (resistive
BULB), fitted in the oil and fuel system. A temperature sensor and indicator is
shown in figure 82.
28V DC
TEMPERATURE
BULB
(RESISTIVE TYPE)
CONNECTOR
PINS
OIL TEMPERATURE
INDICATOR
MICA
INSULATOR
MICA
CORE
COMPENSATING
COIL
NICKEL WINDING
ON MICA CORE
Temperature Sensor & Indicator

Figure 82

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The indicator contains a Wheatstone Bridge circuit with the temperature sensor
as the variable resistance. A change rise in temperature causes a rise in the
resistance value and, consequently, unbalances the bridge network with a
corresponding flow of current at the indicator. The indicator pointer is deflected
by an amount equivalent to the temperature change and this is recorded on an
indicator calibrated in degrees centigrade.
1.33.2 THERMOCOUPLE SENSOR
The advantage of the thermocouple sensor over the resistive bulb type is that it
requires no power from the aircraft electrical system to operate, It is self-
contained and self-generating circuit. It derives its power from a pair of dissimilar
metals, iron and constantan, which when heated at the hot junction, produces a
millivoltage and causes a current flow through the meter. Figure 83 shows the
thermocouple sensor and indicator,
CONSTANTAN (-)
(YELLOW)
IRON (+)
(BLACK)
THERMOCOUPLE
HOT JUNCTION
OIL TEMPERATURE
INDICATOR
Thermocouple & Indicator

Figure 83

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.34 ENGINE RPM INDICATORS
All engines have their rotational speed (rpm) indicated, on two spool or triple
spool engines, the high pressure assembly speed (N3) is always indicated; in
most cases, additional indicators show the speed of the low pressure (N1) and
intermediate pressure (N2) assemblies. Engine speed indication is electrically
transmitted from a small generator driven by the engine to an indicator that shows
the speed as a percentage of the maximum engine speed. Figure 84 shows the
compressor speeds for a triple spool engine.
INTERMEDIATE
LOW PRESSURE PRESSURE HIGH PRESSURE
LOW SPEED INTERMEDIATE HIGH SPEED
N1 COMPRESSOR SPEED N3 COMPRESSOR
N2 COMPRESSOR
Compressor Spool Speeds

Figure 84
The engine speed is often used to assess the engine thrust, but it does not give
an absolute indication of the thrust being produced because inlet temperature
and pressure conditions affect the thrust at a given engine speed.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 85 shows two types of engine rpm indicators.
ENGINE RPM
INDICATOR
N1 PERCENTAGE
INDICATOR
Engine Speed Indicators

Figure 85

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.34.1 ENGINE SPEED GENERATOR
The Engine speed generator supplies a three-phase alternating current, the

frequency of which is dependent upon engine speed. The generator output
frequency controls the speed of a synchronous motor in the indicator, and
rotation of a magnet assembly housed in a drum or drag-cup induces movement
of the drum and consequent movement of the indicator pointer. Figure 86 shows
an engine speed generator & indicator.
SYNCHRONOUS
MOTOR FIELD
POINTER
YOKE
SPOOL
DRIVE
FLUX
COUPLING
SPRING
INDICATOR
GENERATOR
FIELD
GENERATOR
GENERATOR
OUTPUT
Engine Speed Generator & Indicator

Figure 86
Where there is no provision for driving a generator, a variable-reluctance speed

probe, in conjunction with a phonic wheel, may be used to induce an electric
current that is amplified and then transmitted to an indicator. This method can be
used to provide an indication of rpm, without the requirement for a separately
driven generator, with its associated drives, thus reducing the number of
components and moving parts of the engine.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 87 shows a variable-reluctance speed probe and phonic wheel system.
SPEED SIGNAL
TO AMPLIFIER
COMPRESSOR
CASE
SPEED
PROBE
DRIVE
SHAFT
PHONIC
WHEEL
Variable-Reluctance Speed Probe & Phonic Wheel

Figure 87
The speed probe is positioned on the compressor casing in line with the phonic
wheel, which is a machined part of the compressor shaft. The teeth on the
periphery of the wheel pass the probe once every revolution and induce an
electric current by varying the magnetic flux across a coil in the probe. The
magnitude of the current is governed by the rate of change of the magnetic flux
and is thus directly related to the engine speed.
In addition to providing an indication of rotor speed, the current induced at the

speed probe can be used to illuminate a warning lamp on the instrument panel to
indicate to the flightcrew that a rotor assembly is turning. This is particularly
important at engine start, because it informs the flightcrew when to open the fuel
cocks to allow fuel to the engine.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.35 EXHAUST TEMPERATURE INDICATING
The temperature of the exhaust gases is always monitored closely during engine
operation, especially during the starting cycle when overheat damage is most
prevalent. Hot section temperature is considered the most critical of all engine
operating parameters because an out of limits condition can render an engine
unairworthy in a matter of seconds.
There are a number of different locations that the exhaust temperature can be
measured and thus a number of different indicators such as:
1. Turbine Inlet Temperature (TIT) Indicates the temperature is being

monitored forward of the turbine wheel(s).
2. Interstage Turbine Temperature (ITT) Indicates the temperature is being

taken at some intermediate position between multiple turbine wheels.
3. Exhaust Gas Temperature (EGT) Indicates the temperature is being taken

aft of the turbine wheels.
4. Turbine Outlet Temperature (TOT) Indicates the temperature is being taken

aft of the turbine wheels.
Figure 88 shows a typical EGT indicator.
OVER TEMP
LIMIT BUG
OVERTEMP
WARNING
LIGHT
EGT Indicator
Figure 88

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Each type of EGT system consists of several thermocouples spaced at intervals

around the circumference of the engine exhaust section casing. The EGT
indicator in the cockpit displays the average temperature measured by the
individual thermocouple probes. The thermocouple probes consist of two wires of
dissimilar metals that are joined together inside a metal guard tube. Transfer
holes in the tube allow the exhaust gas to flow across the junction. The metals
from which the thermocouple wires are made are usually nickel-chromium and
nickel-aluminium alloys. Figure 89 shows a thermocouple with figure 90 showing
a typical thermocouple harness.
NICKEL
ALUMINIUM
WIRE
NICKEL
CHROMIUM
WIRE
TRANSFER HOLES
Thermocouple
Figure 89

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
TO GAS TEMPERATURE
CONTROL SYSTEM
THERMOCOUPLES
JUNCTION
BOX
JET PIPE
THERMOCOUPLE
AIR INTAKE
Thermocouple Harness
Figure 90

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.36 ENGINE PRESSURE INDICATORS
The Engine Pressure Ration (EPR) system has for many years been the most
widely used thrust indicating system for aircraft flight deck indication. The EPR is
used as a performance (thrust) setting instrument on many flight decks.
The EPR is ratio of two engine pressures: Turbine discharge total pressure and
compressor inlet pressure. Each manufacturer uses a slightly different engine
station numbering system, and engine stations are a means of identifying engine
pressure ratio tap off points. For example Pratt & Whitney uses station 2 (Pt2)
and station 5 (Pt5), to identify the engine pressure ratio tap-off points of single-
spool engines. They also use stations 2 and 7 (Pt2) & (Pt7), to identify the engine
pressure ratio tap-off points of a dual-spool engine. Figure 91 shows a typical
EPR indicator.
EPR Indicator
Figure 91

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.36.1 EPR FORMULA
The following example is of a Pratt & Whitney JT12 engine EPR cockpit
indications. When turbine discharge pressure is 19.11 pounds per square inch
absolute and the compressor inlet pressure is 14.7 pounds per square inch
absolute, the EPR will be 1.3. Figure 92 shows the EPR system and the
calculation of the example in this paragraph.
Pt7 = 19.11 PSI (ABSOLUTE)
Pt2 = 14.70 PSI (ABSOLUTE)

Pt7 MANIFOLD
= 1.3
19.11
14.70
EPR =
INDICATOR
PRESSURE RATIO
EPR
TRANSMITTER
Pt2 PROBE
EPR System
Figure 92

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.37 VIBRATION INSTRUMENTS
A turbo-jet engine has an extremely low vibration level and a change of vibration,
due to an impending or partial failure, may pass without being noticed. Many
engines are therefore fitted with vibration indicators that continually monitor the
vibration level of the engine. The indicator is usually a milliammeter that receives
signals through an amplifier from engine mounted transmitters. Figure 93 shows
a vibration transmitter and indicator.
ENGINE VIBRATION
MEASURED IN
MILS (THOUSANDTHS)
OF INCHES
VIBRATION
TRANSMITTER
Vibration Transmitter & Indicator

Figure 93

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
The vibration level recorded on the indicator is the sum total of vibration felt at the
pick-up. A more accurate method differentiates between in the frequency ranges
of each rotating assembly and so enables the source of vibration to be isolated.
This is particularly important on m multi-spool engines. A crystal-type vibration
transmitter, giving a more reliable indication of vibration, has been developed for
multi-spool engines. A system of filters in the electronic circuit to the indicator
makes it possible to compare the vibration source. A multiple selector switch
enables the pilot to select a specific area to obtain a reading of the level of
vibration. Figure 94 shows a multiple-selector vibration indicator.
Multiple-Selector Vibration Indicator

Figure 94

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 95 shows the functional diagram of a large engine indicating system.
CORE SPEED
FUEL PRESSURE
TEMPERATURE
EXHAUST GAS
FUEL FLOW
MONITOR
COMPRESSOR
SPEED
ENGINE VIBRATION
TEMPERATURE
PRESSURE
PRESSURE
ENGINE
OIL
RATIO
OIL
Large Engine Indicating System

Figure 95

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 96 shows a typical LED type electronic engine instrumentation group for a
four engine aircraft.
LED Electronic Instrument group

Figure 96

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.38 ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME)
With the introduction of the "Glass Cockpits", most traditional gauges,

instruments and warning lights have been replaced by fully electronic display
systems. There are different types of display systems available, the two main
ones being:
1. Engine Instrument and Crew Alerting System (EICAS).
2. Electronic Centralized Aircraft Monitoring (ECAM).
1.39 ENGINE INDICATING & CREW ALERTING SYSTEM (EICAS)
The basic system comprises two display units, a control panel and two computers
supplied with analog and digital signals from the engine and system sensors.
The computers are designated Left and Right and only one is in control of the
system at any one time, the other is held in standby. In the event of a failure, it
may be switched in either manually or automatically.
Operating in conjunction with the system are discrete caution and warning lights,
standby engine indicators and a remotely-located panel for selecting
maintenance data display. The system provides the flight crew with information
on primary engine parameters (Full-time), with secondary engine parameters and
advisory/caution/warning alert messages displayed as required.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.39.1 DISPLAY UNITS
These units provide a wide variety of information relevant to engine operation,

and operation of other automated system. The operation of these displays is the
same as those in the EFIS as previously described.
The upper unit displays primary engine parameters, i.e. N1 speed, EGT, and
warning and caution messages. The lower unit displays secondary parameters,
i.e. N2 speed, fuel flow, oil quantity, pressure and temperature. In addition, the
status of non-engine systems e.g. flight control surface position, hydraulic
system, APU, etc., can be displayed.
On the upper unit, a row of Vs will appear when secondary information is being
displayed on the lower unit. Seven colors are produced by the CRTs for
displaying information. Table 1 shows the colors and description of there
uses.
Colour Description
White All scales, normal operating range of pointers, digital readouts.
Red Warning messages, maximum operating limit marks on scales,
and digital readouts.
Green Thrust mode readout and selected EPR/N1 speed marks or
target cursors.
Blue Testing of system only.
Yellow Caution and advisory messages, caution limit marks on scale,
digital readouts
Magenta During in-flight engine starting, and for cross bleed messages.
Cyan Names of all parameters being measured (e.g. N1, oil pressure,
TAT, etc.) and status marks or cues.
Table 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 97 shows layout of the EICAS Displays.
CAUTION
RESET CANCEL
UPPER
DISPLAY
8
SBY
0
1
1013 2
(PRIMARY)
X 100 ft
3
7 3 5 0 00
5
6 4
LOWER
DISPLAY
(SECONDARY)
- -
DISPLAY COMPUTER BRT THRUST REF SET
BOTH
ENGINE STATUSEVENT L AUTO R
MAX IND
RECORD L R RESET
EICAS Primary and Secondary Display Formats

Figure 97

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 98 and 99 show display formats for primary and secondary displays.
CAUTION
TAT 15c
0.0 0.0
CANCEL RECALL 10 10
2 2
6 6
N1
0 0
EGT
VVVVVVV
Primary EICAS Display

Figure 98

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
88.00 88
50 50
OIL PRESS N2
120 120 86 86
OIL TEMP
N3
18 18 4.4 4.4
OIL QTY
N1 FAN
FF
3.1 1.9
VIB
Secondary EICAS Display

Figure 99

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.40 DISPLAY MODES
EICAS is designed to categorize displays and alerts according to the function and
usage. For this purpose there are three modes of displaying information:
1. Operational (selected by the flight crew).
2. Status (selected by the flight crew).
3. Maintenance (ground use only and selected via the maintenance

panel).
1.40.1 OPERATIONAL MODE
This mode displays the engine operating information and any alerts required to
be actioned by the crew in flight. Normally only the upper display unit presents
information: the lower one remains blank and can be selected to display
secondary information as and when required.
1.40.2 STATUS MODE
When selected this mode displays data to determine the dispatch readiness of an
aircraft, and is closely associated with details contained in the aircrafts Minimum
Equipment List. The display shows the positions of the flight control surfaces in
the form of pointers registered against vertical scales, selected sub-system
parameters, and equipment status messages on the lower display unit. Selection
is normally done on the ground, either as part of the pre-flight checks of dispatch
items, or prior to shutdown of electrical power to aid the flight crew in making
entries in the aircrafts Technical log. Figure 100 shows an example of a status
page.
1.40.3 MAINTENANCE MODE
This mode provides maintenance engineers with information in five different

display formats to aid them in fault finding and verification testing of major sub-
systems.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
L C R 0.0 FF 0.0
HYD QTY 0.99 1.00 0.98
HYD PRESS 2975 3010 3000
APU EGT 440 RPM 103 OIL 0.75
OXY PRESS 1750
RUD
AIL ELEV AIL
EICAS Status Page

Figure 100

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.41 DISPLAY SELECT PANEL
To control the operation of the EICAS, a control panel is situated on the center
pedestal. Figure 101 shows a typical EICAS control panel.
DISPLAY COMPUTER BRT

BRT
ENGINE STATUS EVENT

BAL MAX IND
RECORD L AUTO R RESET
L BOTH R
EICAS Control Panel

Figure 101

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.41.1 DISPLAY SELECT PANEL OPERATION
Engine Display Switch: This is a push type switch for removing or presenting
the display of secondary information on the, lower
display.
Status Display Switch: This is a push type switch for removing or presenting
the status page on the lower display.
Event Record Switch: Normally, there is an auto event function, this will
automatically record any malfunctions as they occur.
The push switch enables manual event marking so
that the crew can record a suspect malfunction for
storage in a non-volatile memory. This data can be
retrieved from the memory and displayed by ground
engineers by operating the ground maintenance
panel. This manual switch can also be used for
activating the recording of fault data, either in the air
or on the ground, on the Environmental Control
system, Electrical Power system, Hydraulic system
and APU.
Computer Select Switch: In the AUTO position it selects the left or primary
computer and automatically switches to the other in
the event of a failure. The other positions are for
manually selecting either the right or left computers.
Display Brightness: Controlled by the inner knob for the display intensity,
the outer for display brightness.
Thrust Reference Set

Switch: Pulling and rotating the inner knob positions the
reference cursor on the thrust indicator display (either
EPR or N1) for the engines, which are selected by the
outer knob.
Max Indicator Reset: If any of the measured parameters e.g. Oil Pressure,
EGT etc. and if they exceed normal operating limits,
this will be automatically alerted on the display units.
The purpose of the reset button is to clear the alerts
from the display when the excess limits no longer
exist.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.42 ALERT MESSAGES
The system will continually monitor a large number of inputs (400+) from engine
and airframe systems. If a malfunction is detected then the appropriate alert
message is annunciated on the upper display. Up to 11 messages can be
displayed and are at the following levels:
LEVEL A - Warning: Requiring immediate corrective action and are

displayed in RED. Master warning lights are also
activated and aural warnings from the Central
Warning System are given.
LEVEL B - Caution: Requiring immediate crew awareness and possible

action. They are displayed in AMBER. An aural
tone is also repeated twice.
LEVEL C - Advisory: Requiring crew awareness, displayed in AMBER.

There are no caution lights or aural tones associated
with this level.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 102 shows a display with the three different types of alert messages
Displayed.
LEVEL A
TAT 15c
WARNING
APU FIRE
R ENGINE FIRE 70.0 110.0
CABIN ALTITUDE 10 10
2 2
LEVEL B C SYS HYD PRESS 6 6
R ENG OVHT
CAUTION AUTOPILOT N1
C HYD QTY
R YAW DAMPER 999
775
LEVEL C L UTIL BUS OFF
ADVISORY
EGT
VVVVVVV
Upper EICAS Display Alert Messages

Figure 102

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.43 MAINTENANCE CONTROL PANEL
This panel is used by maintenance engineers for the purpose of displaying

maintenance data stored within the systems computer memories. Figure 103
shows a typical maintenance control panel.
PERFORMANCE AND
AUXILLIARY POWER SELECTS DATA FROM
UNIT FORMATS AUTO OR MANUAL EVENT
IN MEMORY
ENVIRONMENTAL CONTROL ELECTRICAL AND HYDRAULIC
SYSTEM AND MAINTENANCE SYSTEM FORMAT
MESSAGE FORMATS
EICAS MAINT EVENT

READ
DISPLAY SELECT AUTO MAN
ECS ELEC PERF
MSG HYD APU

REC ERASE
CONF ENG
MCDP EXCD
TEST
ERASES STORED DATA

CONFIGURATION AND BITE TEST SWITCH CURRENTLY DISPLAYED
MAINTENANCE ENGINE RECORDS REAL-TIME
FOR SELF-TEST ROUTINE
CONTROL/DISPLAY EXCEEDANCES DATA CURRENTLY DISPLAYED
PANEL (IN MANUAL EVENT)
Maintenance Control Panel

Figure 103

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.44 ELECTRONIC CENTRALIZED AIRCRAFT MONITORING
ECAM differs from EICAS in that the data displayed relate essentially to the
primary systems of the aircraft and are displayed in checklist and pictorial or
synoptic format.
1.44.1 DISPLAY UNITS
These can be mounted either side-by-side or top/bottom. The left-hand/top unit is

dedicated to information on the status of the system; warnings and corrective
action in a sequenced checklist format, while the right-hand/bottom unit is
dedicated to associated information in pictorial or synoptic format. Figure 104
shows the layout of ECAM displays.
400
350 60
1
300 8 4 0 80
MACH 9
250 120
IAS
240 KNOTS
140
220
180
200
LDG GEAR
5
GRVTY EXTN
RESET
OFF
DOWN
ECAM Display Layout

Figure 104

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.45 ECAM DISPLAY MODES
There are four display modes, three of which are automatically selected and
referred to as phase-related, advisory (mode and status), and failure-related
modes. The forth mode is manual and permits the selection of diagrams related
to any one of 12 of the aircrafts systems for routine checking, and also the
selection of status messages provided no warnings have been triggered for
display. Selection of the displays is by means of a system control panel. See
Figure 81
1.45.1 FLIGHT PHASE RELATED MODE
In normal operation the automatic flight phase-related mode is used, and the
displays will be appropriate to the current phase of aircraft operation, i.e. Pre-
flight, Take-off, Climb, Cruise, Decent, Approach, and post landing. Figure 105
shows display modes. The upper display shows the display for pre-take off, the
lower is that displayed for the cruise.
E N G IN E
V IB (N 1 )
10 10
5 5
F .US E D 0 .8 0 .9
8 7. 0 6 5. 0 KG
N1 1530 1530
% F O B : 1 4 0 0 0 KG V IB (N 2 )
O IL
1 .2 1 .3
10 10 QT Y
5 5
F LA P 1 1 .5 1 1 .5
6 50 4 80
S F
EG T
C
A IR
L DG E LE V A U TO 500F T
N2
80 8 0 .2 F UL L
% C AB V /S F T/M IN
C K PT 2 0 FWD 2 2 A FT 23
FF
1500 1 5 00 24 22 24 250
K G /H
C AB A LT FT
4150
N O S M O K IN G : ON
S E A T B E LT S : ON L D G I N H I B IT
S P LR S : F UL L A PU B LEED
T AT +1 9 C G .W . 6 0 3 0 0 K G
F LA P S : F UL L
S A T + 17 C 2 3 H 56 C .G . 2 8 .1 %
E C A M U P P E R D IS P L A Y E C A M L O W E R D IS P L A Y - C R U IS E
ECAM Upper and Lower Display (Cruise Mode)

Figure 105

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.45.2 ADVISORY MODE
This mode provides the flight crew with a summary of the aircrafts condition
following a failure and the possible downgrading of systems. Figure 106 shows
an advisory message following a Blue Hydraulic failure.
5 10 5 10
87.0 65.0
N1
% FOB : 14000KG
5 10 5 10
S FLAP F
650 480
EGT
C
ADVISORY
N2 FULL
MESSAGES 80 80.2
%
FF
1500 KG/H
1500
HYD B RSVR OVHT FLT CTL

B SYS LO PR SPOILERS SLOW
1 FUEL TANK PUMP LH
FAILURE
MESSAGES
ECAM Advisory Mode

Figure 106

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.45.3 ECAM FAILURE MODE
The failure-related mode takes precedence over the other modes. Failures are
classified in 3 levels
LEVEL 3: WARNING
This corresponds to an emergency configuration. This requires the flight crew to

carry out corrective action immediately. This warning has an associated aural
warning (fire bell type) and a visual warning (Master Warning), on the glare shield
panel.
LEVEL 2: CAUTION
This corresponds to an abnormal configuration of the aircraft, where the flight

crew must be made aware of the caution immediately but does not require
immediate corrective action. This gives the flight crew the decision on when
action should be carried. These cautions are associated to an aural caution
(single chime) and a steady (Master Caution), on the glare shield panel.
LEVEL 1: ADVISORY
This gives the flight crew information on aircraft configuration that requires the
monitoring, mainly failures leading to a loss of redundancy or degradation of a
system, e.g. Loss of 1 FUEL TANK PUMP LH or RH but not both.
The advisory mode will not trigger any aural warning or attention getters but a
message appears on the primary ECAM display.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
Figure 107 111 shows the 12-system pages and status page available.
C ON D TE M P C C AB P R E S S L DG E LE V MAN 50 0 F T
AP C A B AL T
PS I V/ S F T /M IN
FT
A LTN M O DE UP
F AN F AN 2
8 10
0 1150
C KP T 2 0 F W D 22 A FT 2 3 0 4 .1 2 0 4150
DN
24 22 24
M AN
SY ST 1 SY ST 2
C H C H C H SA F ET Y
VE NT
HOT IN L ET EX T RA C T
A IR
PA C K 1 PA C K 2
T AT +1 9 C G .W . 6 0 3 0 0 K G T AT +1 9 C G .W . 6 0 3 0 0 K G
S A T + 17 C 2 3 H 56 C .G . 2 8 .1 % S A T + 17 C 2 3 H 56 C .G . 2 8 .1 %
A IR C O N D IT IO N IN G S Y S T E M P A G E P R E S S U R IS A T IO N S Y S T E M P A G E
ECAM System Displays

Figure 107
Note; These pages are displayed:
Automatically due to an advisory or failure related to the system.
Whenever called manually.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
BAT 1 BAT 2 F/ CT R
E LE C 28 V D C B AT 28 V G B Y
15 0A 15 0A
DC 1 DC 2
D C ES S
SP D BR K
TR 1 TR 2
L R
28 V ES S TR EM ER G GEN 28 V
15 0A 28 V 11 6V 15 0A A IL P IT CH TR IM G Y A IL
13 0A 40 0H Z B G G B
3 .2 UP
AC 1 A C ESS AC 2
R UD
L R
GE N 1 GE N 2 G B Y
EL EV EL EV
26 % A PU 26 %
11 6V 26 %
EX T PW R
11 6V B G Y B
11 6V
40 0H Z 11 6V 40 0H Z
40 0H Z
40 0H Z
S A T + 17 C 2 3 H 56 C .G . 2 8 .1 % S A T + 17 C 2 3 H 56 C .G . 2 8 .1 %
E L E C T R IC A L S Y S T E M P A G E F L IG H T C O N T R O L S Y S T E M P A G E

Figure 108

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
F .U SE D 1 FU E L K G F .U SE D 2 H YD
1550 F OB 1550
GR EE N B LU E Y E LL O W
A PU 2 87 5 0
3000 PSI 3000 PSI 3000
L E FT R IG H T
C TR
5 50 5 50
1 07 5 0 5 60 0 1 07 5 0
S A T + 17 C 2 3 H 56 C .G . 2 8 .1 % S A T + 17 C 2 3 H 56 C .G . 2 8 .1 %
FUE L SYSTE M P AG E H Y D R A U L IC S Y S T E M P A G E
-ECAM System Displays

Figure 109

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
WHEEL B LE E D
2 4 C 2 0 C
C H C H
R AM A IR 2 3 0 C
5 0 C
LO HI LO HI
C C
170 140 140 140
1 REL 2 3 REL 4
1 2
GN D
A PU
AUTO BRK
LP HP HP LP
TAT +19 C G.W. 60300 KG T AT +1 9 C G .W . 6 0 3 0 0 K G

SAT +17 C 23 H 56 S A T + 17 C 2 3 H 56 C .G . 2 8 .1 %
C.G. 28.1 %
LANDING GEAR/WHEEL/BRAKE SYSTEM PAGE A IR B LE ED SY STE M PA GE

Figure 110
The Gear/Wheel page is displayed at the related flight phase.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
D OOR O X Y 1 85 0 P S I A PU
A PU
A V I O N IC 26%
ARM ARM
B LE E D
C A BIN 116 V
35 PSI
400 HZ
FW D C OM PT
C A RG O
N
10 %
EM ER ARM ARM
E X IT 0 80
C A RG O F LA P O P E N
B U LK EG T
7 C
ARM ARM 5
C A BIN
3 580
T AT +1 9 C T AT +1 9 C
S A T + 17 C 2 3 H 56 C .G . 2 8 .1 % S A T + 17 C 2 3 H 56 C .G . 2 8 .1 %
D O O R /O X Y S Y S T E M P A G E AP U SY STEM PAG E

Figure 111
Related flight phase.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.46 CONTROL PANEL
The layout of the control panel is shown in Figure 112.
DISPLAY ON & SGW SELECT DISPLAY ON &

BRIGHTNESS SWITCHES BRIGHTNESS
CONTROL CONTROL
TOP DISPLAY 1 ECAM SGU 2 BOTTOM DISPLAY
FAULT FAULT
OFF OFF
OFF BRT OFF BRT

MESSAGE
CLEARANCE
SWITCH
CLR ENG HYD AC DC
BLEED COND PRESS FUEL

STS
APU F/CTL DOOR WHEEL

RCL
STATUS
MESSAGE RECALL
SWITCH SWITCH
SYSTEM SYNOPTIC
DISPLAY SWITCHES
ECAM Control Panel

Figure 112

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 1
AEROPLANE
AERODYNAMICS,
1.46.1 ECAM CONTROL PANEL
SGU Selector Switches: Controls the respective symbol generator units. Lights
are off in normal operation of the system. The FAULT caption is illuminated
amber if the SGUs internal self-test circuit detects a failure. Releasing the switch
isolates the corresponding SGU and causes the FAULT caption to extinguish,
and the OFF caption to illuminate white.
System Synoptic Display Switches: Permit individual selection of synoptic

diagrams corresponding to each of the 12 systems, and illuminate white when
pressed. A display is automatically cancelled whenever a warning or advisory
occurs.
CLR Switch: Light illuminates white whenever a warning or status message is

displayed on the left-hand display unit. Press to clear messages.
STS Switch: Permits manual selection of an aircrafts status message if no

warning is displayed. Illuminates white when pressed also illuminates the CLR
switch. Status messages are suppressed if a warning occurs or if the CLR switch
is pressed.
RCL Switch: Enables previously cleared warning messages to be recalled

provided the failure conditions which initiated the warnings still exists. Pressing
this switch also illuminates the CLR switch. If a failure no longer exists the
message NO WARNING PRESENT is displayed on the left-hand display.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
PART TWO
CONTENTS
2 AVIONICS SYSTEMS ................................................................... 2-1
2.1 AUTOMATIC FLIGHT ...................................................................... 2-1
2.2 AUTOPILOT SYSTEM ..................................................................... 2-1
2.2.1 Error Sensing ................................................................ 2-2
2.2.2 Correction ..................................................................... 2-2
2.2.3 Follow-Up ...................................................................... 2-2
2.2.4 Command ..................................................................... 2-2
2.3 AUTOPILOT INTERLOCKS .............................................................. 2-4
2.4 SERVOMOTORS ............................................................................ 2-6
2.5 SINGLE AXIS CONTROL SYSTEM ................................................... 2-8
2.6 TWO-AXIS SYSTEM ....................................................................... 2-8
2.7 THREE-AXIS SYSTEM.................................................................... 2-8
2.8 SENSING ATTITUDE CHANGES....................................................... 2-8
2.9 AUTOPILOTS & FLIGHT DIRECTOR SYSTEMS .................................. 2-10
2.10 ALTITUDE HOLD SYSTEM .............................................................. 2-11
2.11 AIRSPEED HOLD........................................................................... 2-12
2.12 ALTITUDE ALERTING SYSTEM ....................................................... 2-12
2.13 CONTROLS AND SELECTORS ......................................................... 2-13
2.14 AUTOMATIC FLIGHT DIRECTOR SYSTEM (AFDS) ............................ 2-15
2.15 MODE CONTROL PANEL ............................................................... 2-21
2.15.1 Power supplies A and B ................................................ 2-21
2.15.2 Microprocessor A and B ................................................ 2-21
2.15.3 Push-Button and Toggle Switches ................................ 2-21
2.15.4 Fluorescent Tube Control .............................................. 2-21
2.15.5 Liquid Crystal Displays & Control Knob Encoders ......... 2-22
2.15.6 AFDS Disconnect Switches ........................................... 2-23
2.16 AUTOPILOT FLIGHT DIRECTOR COMPUTER (AFDC) ....................... 2-25
2.16.1 Input Signal Selection ................................................... 2-25
2.16.2 AFDC Processors ......................................................... 2-25
2.17 PRIMARY FLIGHT COMPUTER (PFC) .............................................. 2-26
2.18 COMMUNICATIONS ........................................................................ 2-27
2.19 RADIO WAVES ............................................................................. 2-27
2.20 WAVELENGTH & FREQUENCY ....................................................... 2-28
2.20.1 Frequency Bands .......................................................... 2-29
2.21 CARRIER WAVE............................................................................ 2-29
2.22 AMPLITUDE MODULATION (AM) .................................................... 2-30
2.23 FREQUENCY MODULATION (FM).................................................... 2-31
2.24 RADIO WAVE PROPAGATION ......................................................... 2-33
2.24.1 Ground Wave Propagation ............................................ 2-34
2.24.2 Sky Wave Propagation .................................................. 2-34
2.24.3 Space Wave Propagation.............................................. 2-34
2.25 ANTENNAS ................................................................................... 2-34
2.26 MICROPHONES (MIC) ................................................................... 2-37
MOD 11 BOOK 2 PART 2 ISSUE 6 - 01/02/11 Part 2 - Page 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.26.1 Carbon Microphone ...................................................... 2-37

2.26.2 The Crystal Microphone ................................................ 2-38
2.26.3 Moving Coil Microphone ............................................... 2-39
2.26.4 Electrostatic Microphone .............................................. 2-40
2.27 EARPHONES ................................................................................ 2-41
2.28 VHF RADIO COMMUNICATION ....................................................... 2-44
2.28.1 VHF Control Panel ........................................................ 2-45
2.29 AUDIO CONTROL PANEL .............................................................. 2-46
2.30 VHF TRANSCEIVER ...................................................................... 2-47
2.30.1 Control .......................................................................... 2-47
2.31 VHF COMMUNICATION ANTENNA .................................................. 2-48
2.32 SERVICE INTERPHONE .................................................................. 2-49
2.32.1 Attendant Interphone Handsets .................................... 2-50
2.33 FLIGHT & GROUND CREW CALL SYSTEM ...................................... 2-51
2.34 PASSENGER ADDRESS SYSTEM (PA) ............................................ 2-52
2.35 AUDIO INTEGRATION SYSTEM ....................................................... 2-53
2.36 CONTROL WHEEL MIC SWITCH ..................................................... 2-54
2.37 OPERATION OF VHF COMMUNICATION SYSTEM ............................ 2-56
2.38 HIGH FREQUENCY (HF) RADIO COMMUNICATION ........................... 2-57
2.38.1 HF Communication Control Panel................................. 2-59
2.39 SELECTIVE CALLING SYSTEM (SELCAL) ...................................... 2-61
2.39.1 SELCAL Control Panel ................................................. 2-62
2.39.2 SELCAL Decoder ......................................................... 2-63
2.40 COCKPIT VOICE RECORDER (CVR) ............................................... 2-64
2.40.1 Voice Recorder Control Panel ...................................... 2-66
2.40.2 Voice Recorder Unit...................................................... 2-67
2.40.3 Underwater Locator Device .......................................... 2-67
2.41 NAVIGATION SYSTEMS ................................................................. 2-68
2.42 VERY HIGH FREQUENCY OMNI RANGE (VOR) ............................... 2-68
2.42.1 VOR Operation ............................................................. 2-69
2.42.2 Deviation Calculations .................................................. 2-72
2.42.3 VOR Aerial Locations ................................................... 2-73
2.43 DISTANCE MEASURING EQUIPMENT (DME) ................................... 2-76
2.43.1 DME Operation ............................................................. 2-79
2.43.2 DME Controller ............................................................. 2-81
2.44 INSTRUMENT LANDING SYSTEM (ILS)............................................ 2-82
2.44.1 ILS Operation ............................................................... 2-83
2.44.2 Antennas ...................................................................... 2-87
2.44.3 LOC/GS Operation ....................................................... 2-88
2.45 MARKER BEACON SYSTEM (MBS) ................................................ 2-90
2.46 AUTOMATIC DIRECTION FINDER (ADF).......................................... 2-92
2.46.1 Loop Aerial ................................................................... 2-93
2.46.2 Station Line .................................................................. 2-94
2.46.3 Sensing the Correct Null ............................................... 2-95
2.47 AIR TRAFFIC CONTROL RADIO BEACON SYSTEM (ATCRBS) ......... 2-101
2.47.1 Transponders ............................................................... 2-101
2.47.2 ATCRBS Control Panel ................................................ 2-103
2.47.3 Mode A ......................................................................... 2-103
Page 2 MOD 11 BOOK 2 PART 2 ISSUE 6 - 01/02/11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.47.4 Mode C ......................................................................... 2-104

2.48 MODE S TRANSPONDERS ............................................................. 2-107
2.48.1 Mode S Interrogation & Replies..................................... 2-107
2.48.2 Discrete Addressing ...................................................... 2-107
2.48.3 Operation ...................................................................... 2-108
2.49 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM ................... 2-110
2.49.1 TCAS Introduction ......................................................... 2-110
2.49.2 The TCAS II System ..................................................... 2-112
2.49.3 Aural Annunciation ........................................................ 2-115
2.49.4 Performance Monitoring ................................................ 2-119
2.49.5 TCAS Units ................................................................... 2-119
2.49.6 Self Test........................................................................ 2-121
2.49.7 Data Loader Interface ................................................... 2-122
2.50 INERTIAL NAVIGATION SYSTEM (INS) ............................................. 2-123
2.50.1 General Principle........................................................... 2-124
2.50.2 INS Operation ............................................................... 2-126
2.50.3 Earth Rate Compensation ............................................. 2-130
2.50.4 Vehicle Rate Compensation .......................................... 2-131
2.50.5 Alignment ...................................................................... 2-135
2.50.6 The Navigation Mode .................................................... 2-135
2.50.7 Strapdown Inertial Navigation ....................................... 2-136
2.50.8 Laser Ring Gyro (LRG) Operation ................................. 2-138
2.50.9 Mode Select Unit (MSU)................................................ 2-140
2.50.10 Mode Select Unit Modes ............................................... 2-141
2.50.11 MSU Annunciators ........................................................ 2-142
2.50.12 Inertial System Display Unit (ISDU) ............................... 2-143
2.50.13 Keyboard ...................................................................... 2-144
2.50.14 Display .......................................................................... 2-144
2.50.15 System Display Switch (SYS DSPL) ............................. 2-144
2.50.16 Display Selector Switch (DSPL SEL)............................. 2-144
2.50.17 Dimmer Knob ................................................................ 2-145
2.50.18 Inertial Reference Unit (IRU) ......................................... 2-145
2.50.19 IRS Alignment Mode ..................................................... 2-147
2.50.20 Gyro Compass Process ................................................ 2-147
2.50.21 Initial Latitude ................................................................ 2-147
2.50.22 Alignment Mode ............................................................ 2-147
2.51 RADIO MAGNETIC INDICATOR (RMI) .............................................. 2-150
2.51.1 Dual Distance Radio Magnetic Indicator (DDRMI) ......... 2-151
2.51.2 DDRMI Principle............................................................ 2-151
2.52 GLOBAL POSITIONING SYSTEM (GPS) ........................................... 2-154
2.52.1 Space Segment ............................................................ 2-154
2.52.2 Control Segment ........................................................... 2-155
2.52.3 Operation ...................................................................... 2-156
2.52.4 Signal Structure ............................................................ 2-158
2.52.5 Time Measurements ..................................................... 2-158
2.52.6 Position Fixing ............................................................... 2-160
2.52.7 Ionospheric Propagation Error....................................... 2-161
2.52.8 Derived Information ....................................................... 2-162
2.52.9 Navigation Management ............................................... 2-162
2.52.10 Boeing 777 GPS ........................................................... 2-164
2.52.11 GPS Modes of Operation .............................................. 2-165
2.52.12 Acquisition Mode ........................................................... 2-165

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.13 Navigation Mode ........................................................... 2-166

2.52.14 Altitude Aided Mode...................................................... 2-166
2.52.15 Aided Mode .................................................................. 2-167
2.52.16 Receiver Autonomous Integrity (RAIM) ......................... 2-169
2.52.17 Differential GPS ............................................................ 2-170
2.53 COMPASS SYSTEMS ..................................................................... 2-171
2.53.1 Direct Reading Compass .............................................. 2-171
2.53.2 Remote Reading Compass (Magnet Gyro) ................... 2-173
2.53.3 Flux valve (Detector Unit) ............................................. 2-174
2.53.4 Control Panel ................................................................ 2-175
2.53.5 Synchronisation Annunciator ........................................ 2-175
2.53.6 Synchronisation Knob ................................................... 2-175
2.53.7 Slaved/DG Switch ......................................................... 2-175
2.53.8 System Test.................................................................. 2-177
2.53.9 Gyro Unit ...................................................................... 2-177
2.53.10 Servo System ............................................................... 2-178
2.53.11 Slaving loop .................................................................. 2-180
2.54 RADIO ALTIMETER ....................................................................... 2-181
2.54.1 Basic Principles ............................................................ 2-181
2.54.2 Radio Altimeter Antenna ............................................... 2-184
2.54.3 Testing.......................................................................... 2-186
2.55 WEATHER RADAR ........................................................................ 2-187
2.55.1 Principle Of Operation .................................................. 2-190
2.55.2 Scanner Stabilization .................................................... 2-192
2.55.3 Weather Radar Installation ........................................... 2-194
2.55.4 Test Mode .................................................................... 2-197
2.55.5 Radome ........................................................................ 2-199
2.56 GROUND PROXIMITY WARNING SYSTEM ......................................... 2-200
2.56.1 System Operation ......................................................... 2-204
2.56.2 Ground Proximity Warning Computer ........................... 2-205
2.56.3 GPWS Control Panel .................................................... 2-206
2.56.4 Warning Lights.............................................................. 2-206
2.56.5 GPWS Bite Operation ................................................... 2-208
2.56.6 BITE Tests .................................................................... 2-208
2.56.7 Fault Recording ............................................................ 2-208
2.57 ENHANCED GROUND PROXIMITY WARNING SYSTEM ...................... 2-210
2.57.1 Controlled Flight Into Terrain (CFIT) ............................. 2-211
2.57.2 Terrain Alerting & Display (TAD) ................................... 2-214
2.57.3 Envelope Modulation .................................................... 2-216
2.57.4 Terrain Look Ahead Alerting ......................................... 2-217
2.57.5 Terrain Clearance Floor (TCF) ...................................... 2-218
2.57.6 TCF/TAD Control .......................................................... 2-220
2.57.7 EGPWS Interface ......................................................... 2-221
2.57.8 System Activation ......................................................... 2-223
2.57.9 Self Test ....................................................................... 2-223
2.58 AIR DATA SYSTEM (ADS) ............................................................ 2-226
2.58.1 Total Air Temperature Probe ........................................ 2-227
2.58.2 Location Of Probes And Static Vents ............................ 2-228
2.58.3 Air Data Computer (ADC) ............................................. 2-231
2.58.4 Altitude Module ............................................................. 2-233
2.58.5 True Airspeed/Indicated Airspeed Vs Altitude ............... 2-234
2.58.6 Air Data Computer (ADC) ............................................. 2-235

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.7 Digital Air Data Computer (DADC) ................................ 2-236

2.58.8 Definitions and Abbreviations ........................................ 2-237

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
PAGE
INTENTIONALLY
BLANK

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2 AVIONICS SYSTEMS
2.1 AUTOMATIC FLIGHT
The Automatic Flight Control Systems or AFCS, in modern jet transports, are all
uniquely tailored to the specific aircraft, but all share common features. For
example, the flight aerodynamics of a DC-9 are different from those of a Boeing
747 but both aircraft would most likely require an "attitude hold" mode of
operation.
In this case, the attitude hold feature is common to both autopilot designs, but
gains in the two autopilots will differ to accommodate the differences in the
aerodynamics of each aircraft. Each AFCS receives attitude and heading signals
from a vertical and directional gyro and has its own rate gyro/accelerometer
system to develop attitude and flight path stabilization signals. The AFCS
computers comprise an electronic "brain" that receives signals from its "senses"
to compute the proper responses and provides outputs to electric and/or
hydraulic actuators, which move the aircraft's control surfaces.
2.2 AUTOPILOT SYSTEM
Today's modern autopilots are designed to provide pitch, roll, and yaw axis
stabilization around the pilot's desired reference attitude. To do this, the autopilot
system must detect changes in aircraft attitude and respond to those changes
more quickly and smoothly than its human counterpart.
For an autopilot to maintain this stability, it must:
1. Know what the pilot's desired aircraft attitude is.
2. Know what the actual aircraft attitude is.
3. Compares the two and produce a control signal if there is a difference or error:
4. Use the control signal to correct for the difference or error and Control the
speed of the correction.
The human pilot controls the aircraft by detecting a change in aircraft attitude by
one of his senses. His brain then computes the necessary corrective action
required and transmits a signal to his muscles to move the flight controls. Again
his senses will detect that corrective action has taken place and he will move the
flight controls back to where they started. A typical autopilot would have to do all
that the human pilot does, but would do it through electronic or electrohydraulic
devices.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The autopilot is divided into four main parts:
2.2.1 Error Sensing
Determines when the flight condition of the aircraft is differing from that
commanded by the pilot. Almost all-modern aircraft use a gyro of some type for
this purpose, and there are two ways that the error signal can be generated,
either by attitude gyros or rate gyros. The attitude gyros only detect how far the
aircraft is away from the settings; the rate gyros detect the rate at which it is
deviating and, hence, are more accurate.
2.2.2 Correction
This is the correcting input, sent to the actuators connected into the flying control
systems. This input is simply the command from the autopilot to reverse the
movement of the aircraft away from its set course. It does not have any idea of
when to stop the correction; this is the job of the follow-up mechanism.
2.2.3 Follow-Up
Is the detection mechanism, which senses that the aircraft is righting itself, under
the commands from the correction part of the autopilot. The mechanism reduces
the correction input as it nears the original selected position and, by the time the
aircraft is level, there will be no correcting input to the actuators.
2.2.4 Command
The command system is incorporated to allow the pilot to dictate which heading,
height, speed or rate of climb he wants the aircraft to follow. This can be a
simple 'Heading Hold' system which is controlled by a "bug" on the compass,
which the pilot sets with a knob on the instrument. Alternatively, the system
'Mode Control Panel' can have many different parameters commanded by the
pilot, such as autopilot modes, altitude, and vertical speed and airspeed/mach
number modes.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 1 shows a block schematic of a typical autopilot.
PITCH SERVO
VERTICAL
GYROSCOPE
AUTOPILOT
COMPUTER AIRCRAFT
TRIM SYSTEM
COMPASS
GYROSCOPE
AUTOPILOT ROLL SERVO

CONTROLLER
AIR DATA
COMPUTER
YAW SERVO
Basic Autopilot
Figure 1
The sensors take the place of our pilot's "senses" to detect various changes in
aircraft attitude. This information is fed to the computer, which calculates the size
of its output signal and which axis to send it on. The controller turns the autopilot
on and off and provides other system inputs not discussed here. Finally we come
to the loads which are the muscle of our system and move the aircraft's flight
control surfaces in response to the output signal of the computer. As the aircraft
responds to these signals, the sensors, through aerodynamic feedback, detect
the attitude change and tell the computer when the aircraft is back where it
should be.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.3 AUTOPILOT INTERLOCKS
Before an automatic control system can be engaged with an aircraft's flight

controls, certain preliminary operating requirements must be fulfilled to ensure
that the system is in a condition whereby it may safely take control of the aircraft.
The principal requirements are that the connections between system power
supplies, the elements comprising the system and the appropriate signal and
engage circuits are electrically complete. It is the practice, therefore, to
incorporate within any automatic control system, a series of switches and/or
relays, known as interlocks, which operate in a specific sequence to ensure
satisfactory engagement, and the coupling of input signals from outer loop control
elements. Figure 2 shows the interlock circuit.
A/P DISCONNECT A.C - D.C. MACH TRIM PITCH TRIM ATT REF
CAPT F/O
YAW
K1 DAMP MAN
ENGAGE AUTO
OFF
RELAY
AUTO
PILOT
ENGAGE
RELAY
K2
OFF
SERVO
RUDDER
CLUTCH
SERVOS
ELEVATOR
AILERON
OFF CLUTCHES
28V DC
Interlock Circuit
Figure 2

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The number of interlocks incorporated in any one system varies considerably

according to the control capability of that system. The signals from the pitch roll
and yaw gyros or computers are at their respective servos, but cannot impose
their influence until the clutches are engaged.
In the yaw damper only position, K1 relay will close and energize the rudder servo
clutch and engage it to accept signals from a gyro or computer to move the
rudder. With No 1 switch in the autopilot position, it will energize K1 relay subject
to all the interlock switches being made, switch No 2 will now engage the aileron
and elevator clutches, and switch No 3 will pick a voltage from switch No 2 and
energize the rudder clutch. So in the yaw damper position, it is yaw damper only,
and in the autopilot position it is yaw, pitch and roll engagement.
In the yaw damper switch position, only the pilot's disconnect and power valid's
are needed; in the full autopilot condition all switches must be made.
Here is a review of the interlock switches.
Firstly, the autopilot disconnects; either the Captain's or the First Officer's switch
will disconnect the autopilot. The switches are usually located on the control
column.
The power ac and dc valid's are qualifying that power is available and any loss of
power will disconnect.
Mach trim has to be engaged in this case. In some systems, Mach trim is on all
the time, whether the autopilot is engaged or not, and in others it is disengaged
when the autopilot is engaged.
The pitch trim switch is qualifying that auto pitch trim is available in the autopilot
mode. The reason that this is important is that if there is a mis-trim, the autopilot
can compensate for that situation until the autopilot is disconnected, either
through malfunction or deliberate action, or the aircraft could nose up/down rather
dramatically.
The attitude reference switch is checking that the valid's from the vertical gyro are
all correct, and the attitude references are available for the autopilot.
On more sophisticated systems, there are other interlock switches, for example
air data computer, compass system, hydraulic pressure monitoring and radio
altimeters.
Some systems, apart from those that use electrical interlocks, do not use an
electrical servomotor. Instead they use a hydraulic servo.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.4 SERVOMOTORS
The power output element of any automatic flight control system consists of
servomotors, or servo-actuators as they are sometimes called, connected into the
aircraft's primary flight control system circuits; the number of servomotors
employed is governed by the number of control loops required. In addition to the
actuation of primary flight controls, servomotors may also be used, in some
cases, for the actuation of the secondary flight controls provided for trimming
purposes and for yaw damping.
In general, servomotors operate on either electro-pneumatic, electromechanical,

or electro-hydraulic principles, the choice, and constructional features adopted in
applying such principles being dependent on the type of automatic control
system, and on the methods adopted for actuation of the primary flight control
surfaces. Servomotors may be connected either in series or in parallel with the
normal flight control system of an aircraft. A series-connected servomotor is one,
which moves the flight control surfaces without moving the pilot's controls, while a
parallel-connected servomotor moves both the control surfaces and the pilot's
controls.
Servomotors may utilise either direct current or alternating current, depending on

the individual systems. Motor type ranges from dc permanent magnet to ac two-
phase or hysteresis type.
The closed loop servo technique can be applied as a means of achieving

automatic flight control of an aircraft. A functional diagram is at Figure 3. This
forms the basic control system for all classes of automatic flight control systems.
This system controls what is termed Inner Loop stabilization.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
SERVOMOTORS
(ACTUATORS)
FEEDBACK
PROCESSING
SIGNAL
AERODYNAMICS
PILOTS DEMANDS
SENSING
ERROR
MODE SELECT
AUTOPILOT
CONTROLS
MANUAL
FLIGHT
ATTITUDE
SENSING
Inner Loop Stabilization

Figure 3

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The number of control loops, or channels, comprising an automatic flight control

system is dependent on the number of axes about which control is to be effected
and in this connection it is usual to classify systems as:
1. Single Axis System.
2. Two-Axis System.
3. Three-Axis System.
2.5 SINGLE AXIS CONTROL SYSTEM
In the single axis system, control is normally about the Roll axis. The control
surfaces forming part of this system are therefore the Ailerons. It is found on
small aircraft to provide lateral stabilization (wing levelling).
2.6 TWO-AXIS SYSTEM
In the two-axis system, control is normally about the Roll and Pitch axes. The
control surfaces forming part of this system are therefore the Ailerons and
Elevators. These are found on medium sized aircraft and provide a means of
automatically controlling the aircrafts heading and altitude.
2.7 THREE-AXIS SYSTEM
In the three-axis system, control is about all three axes (Pitch, Roll and Yaw).
These systems are designed to meet the requirements for stabilization and
control of high performance category aircraft, and have a large number of modes
of operation.
2.8 SENSING ATTITUDE CHANGES
Under automatically controlled flight conditions, the sensing of all changes in the
aircrafts attitude is accomplished by referencing them against some form of
stabilized device. The device universally adopted for this purpose, from the
earliest types of control system to those now current, has been the gyroscope.
In addition to the gyro, it is also the practice in many cases to adopt a pendulous
device which although not purely stabilizing in function, can serve as a back-up
to a gyro by sensing short-term attitude changes brought about by the effects of
accelerations, vertical speed changes, and by side-slip.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 4 shows the gyro configuration for a three-axis automatic control system.
OF PRECESSION
DIRECTION
ROLL
AXIS
PITCH RATE
GYRO
YAW RATE
GYRO
AXIS
YAW
OF PRECESSION
ROLL RATE
DIRECTION
GYRO
OF PRECESSION
DIRECTION
PITCH
AXIS
Three-axis Automatic Control System.

Figure 4

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.9 AUTOPILOTS & FLIGHT DIRECTOR SYSTEMS
Once the controller has been selected, and activated, the aircraft is controlled by
the Flight Director/Autopilot System. Rate gyros detect any movement of the
aircraft from the selected flight datum and will output a signal proportional to the
disturbance and in the opposite sense. The gyro output, along with other signals
from associated systems, are processed in the Flight Director/Autopilot
Computer, which in turn will give flight director information and or outputs to move
the control surfaces to bring the aircraft onto the correct flight datum.
Figure 5 shows a schematic of a Flight Director/Autopilot System.
AERODYNAMIC RESPONSE
FLIGHT FLIGHT
DIRECTOR DIRECTOR
ENGAGED COMMAND BAR
GYRO INPUT
MODE SELECT PILOTS

INPUT
AUTOPILOT
NAV AIDS INPUT COMPUTER
HEADING INPUT FEEDBACK
ALTITUDE INPUT
SERVO
AUTOPILOT
ENGAGED
Flight Director/Autopilot System

Figure 5

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.10 ALTITUDE HOLD SYSTEM
We know that any change in the aircraft's attitude will be detected by the
Autopilot system. This system alone will not be able to detect a pure vertical
displacement of the aircraft. To maintain an aircraft at a selected altitude we
require further sensing elements.
The purpose of the Altitude Hold system is to maintain the aircraft at a selected
height. The pilot will select "ALT" on the Flight Mode Panel (FMP) and the
system will maintain that altitude. The sensing element consists of a pressure
transducer, similar to that in the Air Data System. Any change in the static
pressure will be felt and an output produced, this output will be fed to the pitch
channel of the autopilot system to adjust the aircraft's altitude.
A simplified Altitude Hold system is shown at Figure 6.
ANEROID
CAPSULE
STATIC
CONTROL
CHASER
MOTOR MOTOR
ERROR
AMP
ALT HOLD
SELECT
REF
TO PITCH
CONTROL
CHANNEL
Altitude Hold System

Figure 6

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.11 AIRSPEED HOLD
Since airspeed hold sensors are used in conjunction with altitude hold sensors,
the methods of transmitting error signals are of a common nature. The only
difference is that whereas an altitude sensor measures only static pressure
changes, an airspeed sensor is required to measure Static and Pitot pressures.
2.12 ALTITUDE ALERTING SYSTEM
The Altitude Alerting System allows the pilot to make changes to the aircraft's
altitude and provide alerts to the pilot when the selected altitude is reached. The
pilot sets the required altitude, from 0 - 50,000 feet, in steps of 10 feet, on the
Flight Mode Panel (FMP).
The altitude alerter gives the pilot an alert when the aircraft approaches the
selected altitude, entry alert ("C" Chord) and illuminates a warning lamp. The
system will then alert the pilot when the aircraft does not follow the selected
altitude with an exit alert ("C" Chimes) and illuminates a warning lamp. Figure 7
shows the different alerts.
1000 feet
EXIT ALERT
ENTRY ALERT ON
ON
C CHORD ENTRY ALERT
OFF
250 feet
SELECTED HEIGHT
250 feet
EXIT ALERT
ON
C CHIME
1000 feet
Alert Levels
Figure 7

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.13 CONTROLS AND SELECTORS
Figure 8 shows the controls from a BAe 146 aircraft.
S P L IT
A /P A /P N AV 1 N AV 2
M GSL A LT VS M A CH V - NA V IA S
O
D
0 6 8 2 4 6
E
C O U RS E C O U RS E
T UR B
S H DG
V /L B -L O C L -N AV H DG
E
L
M OD E SELE CTO R N A V IG A T IO N S E L E C T O R
R UD EL EV P IT CH
T EST R OL L
L R
A LT S E L D OW N
A
L A LT AR M 2 5 9.0 0
T
F EET
YD A /P
S
E
L YD 1 UP
YD 2
IN
A L T IT U D E S E L E C T O R A U T O P IL O T S E L E C T O R
BAe 146 Autopilot controllers

Figure 8
a) MODE SELECTOR : Is mounted on the glare-shield and contains the push

button switches for the selected mode. Hidden legends are used so that
the button appears blank, until a mode is selected when a white triangle is
illuminated. Engagement of the autopilot is indicated by a green triangle
on the AP button at the top of the panel.
In essence the bottom row selects lateral modes and the middle row
selects vertical modes.
b) NAVIGATION SELECTOR : Mounted on the glare-shield and contains a

large rotary switch labeled NAV 1-SPLIT-NAV 2. This selects the
distribution of radio navigation information to the autopilot and to the pilots
flight instruments.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The autopilot and flight directors use the information that is displayed on
the captain's HSI. With SPLIT selected NAV 1 supplies HSI 1 and NAV 2
supplies HSI 2. If NAV 1 is selected then both HSIs are supplied from
NAV 1 and a NAV 2 selection supplies both HSIs from NAV 2.
The COURSE selector knobs allow rotation of the course pointer on the
HSIs. A HDG knob provides remote selection of the heading cursor on
both HSIs. Two ratios are available, coarse and fine.
c) ALTITUDE SELECTOR : Mounted on the glare-shield this contains a five-

figure readout; the last two figures are fixed zeros. A mode select button
labeled ALT ARM allows arming of the selected altitude. The 'armed' state
is indicated by a white triangle.
A press to TEST switch allows warning altitudes to be checked against the
altitude set on the captain's altimeter.
e) AUTOPILOT CONTROLLER : Mounted on the center console and

contains the autopilot (AP) and the yaw damper YD engage buttons.
These also indicate engagement by green illuminated IN for the AP, and
YD1/YD2 for the yaw damper.
PITCH and ROLL controls and associated out of trim indicators (ELEV and
RUD) are also found on the controller.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.14 AUTOMATIC FLIGHT DIRECTOR SYSTEM (AFDS)
The Boeing 777 AFDS is used as an example in this module.
The purpose of the AFDS is to automatically control the aircrafts attitude and to
supply indications to the flight crew in order for them to manually control the
aircrafts attitude. The autopilot controls the aircrafts attitude through: Takeoff
(Flight Director only), Climb, Cruise, Descent, Approach, Go-around and
Autoland.
In the Flight Director mode, the director bars (horizontal/vertical) show on the
Primary Flight Displays (PFD). The bars are used as guides to control the
attitude of the aircraft. Figure 9 shows the Primary Flight Display (PFD).
LNAV VNAV
HOLD
LOC G/S 5100
5200
200
A/P
180 6
20 20
5000 2
160 10 10 1
3
14 2 4800
10 10 1
120
4600 2
20 20
6
100
4400
Primary Flight Display

Figure 9

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The mode select panel is the primary interface between the flight crew and
AFDS. Other flight crew inputs to the AFDS are; the disconnect switches and the
Go-around (GA) switches. Figure 10 shows the Auto Flight Director System
(AFDS) mode control panel for the Boeing 777 aircraft.
F/D ON
OFF
A/P
(c)
F/D ON
OFF
A/P
LOC
APP
1000
1000
LOC
APP
17000
17000
ALTITUDE
ALTITUDE
HOLD
HOLD
AUTO
AUTO
VS/FPA
+3288
FPA
VS/FPA
+3288
FPA
V/S
V/S
DOWN
UP
BANK
LIMIT
V/S
DOWN
25
TRK
V/S
UP
238
SEL
HOLD
HDG
HDG
AUTO
BANK
LIMIT
A/P DISENGAGE
25
TRK
V-NAV
L-NAV
FLCH
238
HOLD
SEL
MACH
HDG
HDG
288
AUTO
V-NAV
L-NAV
FLCH
A/P DISENGAGE
MACH
(a)
288
IAS
IAS
IAS
IAS
CLB
A/T ARM
A/T
ON
R
OFF
A/T
CLB
R
ON
A/T ARM
L
OFF
(b)
L
F/D ON
OFF
F/D ON
A/P
OFF
A/P
Boeing 777 AFDS Mode Control Panel

Figure 10

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
With reference to Figure 10a:
A/P Engage Switch Captains autopilot engage button, shows white when
engaged.
A/T ARM Left and right autothrottle arm switches.
F/D Switch Allows the selection of the Flight Director bars for display on the
PFD.
CLB CON Switch Climb continuous thrust switch.
A/T Switch Engages the autothrottle system.
L-NAV Switch Engages lateral navigation mode.
V-NAV Engages vertical navigation mode.
FLCH Flight Level change engage switch.
IAS/MACH Window Shows the selected IAS/MACH as selected using the

IAS/MACH select knob.
IAS/MACH Switch Selects either IAS or MACH as the reference for speed hold
mode.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
With reference to Figure 10b:
A/P DISENGAGE Bar - There are three toggle switches under the disengage
bar. The left switch controls the left AFDS only and the right switch controls the
right AFDS. The center switch controls the center AFDS. The center AFDC
cannot do a single autopilot engagement because it does not connect to any back
drive unit. It is there only as a back up for the left or right. The bar is normally in
the up position. Pushing the bar down will disengages all the AFDS.
Figure 11 shows the operation of the disengage bar.
DISENGAGE BAR UP DISENGAGE BAR DOWN

(ALL THREE AFDS ENGAGED) (ALL THREE AFDS DIS-ENGAGED)
DISENGAGE BAR UP
RIGHT AFDS SWITCH DOWN
(ONLY LEFT AND CENTER AFDS ENGAGED)
Disengage Bar Operation

Figure 11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Light Sensor A photo light sensor on the MCP front panel monitors ambient
lighting. It controls the brightness of the LCDs on the mode panel.
HDG/TRK Switch This switch controls the reference for the Heading/Track
window.
HDG/TRK Window The window shows heading or track angle in increments of

one degree. The window range is from 001 to 360. At AFDS power-up, the
window shows 360.
Heading/Track Selector Switch This control has two concentric selectors and
one push-button. The outer selector controls the bank angle, the inner selector
controls the value of heading/track required. The inner selector (push-button)
selects between Heading, or Track select modes.
HOLD Push Button Engages the AFDS into Heading/Track hold mode.
Vertical Speed/Flight Path Angle (V/S/FPA) reference Switch This switch

controls the reference for the vertical speed/flight path angle window.
Vertical Speed/Flight Path Angle Window - The window shows vertical speed
value (range is +6000 fpm to 8000 fpm). The flight path angle is +9.9 to 9.9.
Vertical Speed/Flight Path Angle selector Rotate the selector up to decrease

the value and down to increase the value.
VS/FPA Push Button Engages the VS/FPA mode.
Altitude Window Has a range from 0 to 50,000ft. The increment is variable.

The set altitude is also the altitude alert value for the caution and warning system.
At AFDS power-up the display is set at 1,000ft.
Altitude Selector The control has two concentric selectors. The inner selector
changes the reference altitude in the window. If the selector is pushed while in V-
NAV, this will activate the altitude intervention.
The outer selector changes the window increment. With it selected to 1000
position, the inner selector changes the window at 1000 feet/detent. With the
outer selector in the AUTO position, the window change rate is 100 feet/detent.
HOLD Push Button Engages the Altitude hold mode.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
With reference to Figure 10c:
A/P Engage Switch First Officers autopilot engage button, shows white when
engaged.
F/D Switch Allows the selection of the Flight Director bars for display on the
PFD.
LOC Push Button Engages the ILS LOC mode. Captures and holds the
aircraft to a Localizer flight path.
APP Push Button Engages the Approach mode. Captures and holds the
aircraft to a Glideslope (vertical descent) flight path.
Figure 12 shows a block schematic of the Mode Control Panel.
ARINC AFDC
POWER SUPPLY INPUT/OUTPUT
A SIGNAL 429 RX L
PROCESSING
AFDC
ARINC L/C
429 TX &
MICROPROCESSOR A AIMS
A/T ARM
A/T F/D ON
L R
HDG 238
5
AUTO SEL
25
BANK
LIMIT
V-NAV
OFF
OFF
ARINC AFDC
429 RX C
LCD ON-OFF
DIPLAY PUSH
SW SWITCHES
LIGHTS & KNOBS
AFDC
MICROPROCESSOR B ARINC R
429 TX &
AIMS
INPUT/OUTPUT
POWER SUPPLY SIGNAL
ARINC AFDC
A PROCESSING 429 RX R
Mode Control Panel Schematic

Figure 12

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.15 MODE CONTROL PANEL
2.15.1 Power supplies A and B
They receive 28V dc from the left and right 28V dc buses. The MCP functions
with either source. Power supplies A and B supply +12V, -12V and +5V dc to
their respective microprocessors and logic circuits. They also supply power
supply C, which is part of the fluorescent tube control.
2.15.2 Microprocessor A and B
There are two separate microprocessors within the MCP. Microprocessor A

receives data from the left and center AFDC and microprocessor B receives data
from the right and center AFDC. Microprocessor sends data to the left and center
AFDC, microprocessor B sends data to the right AFDS.
To make sure all three AFDC use data from one MCP processor, all AFDS use
the microprocessor data sent to the master AFDS. When the left AFDS is
master, microprocessor A writes to the LCD displays. The right and center AFDC
receive microprocessor A data through the AFDC cross-channel buses.
When the right AFDS is master, microprocessor B writes to the LCD displays.
The left and center AFDC receive microprocessor B data through the AFDC
cross-channel buses.
2.15.3 Push-Button and Toggle Switches
Each push-button and toggle switch has two sets of contacts. One set connects
to microprocessor A and one set connects to microprocessor B. The LED
annunciators in the push-button switches also connect to each microprocessor.
2.15.4 Fluorescent Tube Control
The fluorescent tube control circuit supplies current to drive the tube and the tube
heater. There is a heater coil around the tube, which will operate when the
temperature is <40F.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.15.5 Liquid Crystal Displays & Control Knob Encoders
There are four LCD windows, which show reference values. The values change
when the selector is rotated or when the AFDC command a new reference.
Microprocessor A and B drive each LCD. Each selector connects to the two
encoders and each encoder sends data to the on-side microprocessor. Figure 13
shows the LCD illumination.
FLUORESCENT
TUBE
LCD (TYPE)
DISPLAY
LCD Illumination
Figure 13

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.15.6 AFDS Disconnect Switches
The autopilot disconnect switches are on the outboard side of each control wheel.
The switch is a push-button type with multiple contacts. These switches manually
disconnect all AFDCs.
Figure 14 shows the Captains Control wheel A/P disconnect switch.
ELEVATOR
TRIM SWITCHES
AUTOPILOT
DISCONNECT
BUTTON
A/P Disconnect Switch

Figure 14

HDG TRK V/S FPA
A/T ARM IAS MACH ALTITUDE
L R
A/P
HDG 238 V/S
IAS 288 +3288 17000
L-NAV
Page 2-24
AIMS A/P
OFF 5 25 AUTO 1000
DOWN
BANK LOC
AUTO
SEL F/D ON
CLB V-NAV LIMIT
F/D ON ON
APP
A/P DISENGAGE
A/T VS/FPA
OFF
FLCH HOLD HOLD
OFF UP
A/C SENSORS MODE CONTROL

FLIGHT DECK
NAVIGATION CONTROLS
SENSORS
TO/GA Collins
AUTOMATIC FLIGHT
DIRECTOR
COMPUTER
DISC (AFDC)
BACKDRIVE
Figure 15
PART 2
ACTUATORS
AEROPLANE
AERODYNAMICS,
AFDS Block Diagram

MODULE 11 BOOK 2
Figure 15 shows the AFDS block schematic diagram

JAR 66 CATEGORY B1
AIR DATA INERTIAL

POSITION
REFERENCE UNIT PRIMARY

TRANSDUCERS
FLIGHT
COMPUTER
ACTUATOR
CONTROL
SECONDARY ELECTRONICS PCU
ATTITUDE &

ELEVATOR
AIR DATA
AILERON &
REFERENCE UNIT
RUDDER
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.16 AUTOPILOT FLIGHT DIRECTOR COMPUTER (AFDC)
There are three AFDC within the AFDS each containing the following:
1. ARINC 629 Input/output modules (I/O).
2. Discrete Input/output (I/O) module.
3. Processor A.
4. Processor B.
5. Processor C.
6. Power supply module.
2.16.1 Input Signal Selection
Each ARINC and discrete input/output module monitors and selects input signals.
Each I/O module monitors the validity of the signal first, if validity check is good,
the I/O section selects the signal by one of the following methods:
1. Mid value selection which uses the middle value of the three signals.
Radio Altitude (RA) and ILS are examples of signals selected using this
method.
2. Priority selection for signals with two sources (left/right). Example; the Air
Data Inertial reference Unit (ADIRU) is the normal source of air/inertial
data. If the ADIRU fails, the AFDC selects the Secondary Attitude Air Data
reference Unit (SAARU).
3. Forced selection for Aeroplane Information Management System (AIMS)

data. AIMS tell the AFDC which signal to use.
2.16.2 AFDC Processors
The AFDC has three processors (A,B and C). Processor A and B receive digital
backdrive commands from the Primary Flight Computers (PFC). They convert
the digital backdrive signals into analogue signals for output to the backdrive
actuators.
Processor C calculates the autopilot and flight director control laws, test and data
loading, engage/disengage logic and failure detection/fault response monitoring.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.17 PRIMARY FLIGHT COMPUTER (PFC)
The PFC receives commands from the AFDC. The PFC calculates and sends
surface position digital commands to the Actuator Control Electronics (ACE).
The ACE converts these signals to analogue and sends the signal to the Power
Control Units (PCU). The PCU move the flight surface, sending positional
feedback signal to the ACE, which converts the feedback signals into digital and
sends it to the PFC. The PFC then calculates and sends the digital feedback
signals to the AFDC. The AFDC converts the signals into analogue, and sends
these signals to the backdrive actuators, which moves the control column, control
wheels and rudder pedals.
Figure 16 shows the Primary Flight Computer/Actuator Control Electronics Block

diagram.
ANALOG
ANALOG
POWER
CONTROL
UNIT
POSITION
TRANSDUCER PRIMARY CONTROL
FLIGHT SURFACE
BACKDRIVE COMPUTER
ACTUATOR
ACTUATORS
CONTROL
ELECTRONICS
ANALOG
FLIGHT CONTROL - ARINC 629 BUS (X3)
AFDC AIMS ADIRU SAARU
PFC/ACE Block Diagram

Figure 16

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.18 COMMUNICATIONS
The word "Communication" is defined as the exchange of information of any kind,

by any means and involves the transfer of meaningful information from one
location (the sender or transmitter), to another location (the destination or
receiver).
Radio Communication equipment in aircraft is primarily for the purpose of

communicating with Air Traffic Control (ATC), and other ground stations. It can
also be used for communicating with other aircraft and internally to speak with
cabin crew and passengers.
2.19 RADIO WAVES
Radio signals emanate from the antenna of a transmitter partly in the form of
Electromagnetic waves. During radio transmission, the antenna in addition to
the electromagnetic field also generates an electric field. The two fields radiate
from the antenna at the speed of light, which is approximately 186,300 Mls/sec
(300,000,000 mtr/sec). Since radio waves travel at the speed of light, as soon as
the transmitter starts to transmit, its signal may be detected instantly hundreds or
thousands of miles away, depending on the power of the transmitter and the
nature of the wave being transmitted.
The transmitter typically radiates an electromagnetic signal in a 360 pattern from

the antenna. Figure 17 shows the effect of a radio wave being transmitted from
an Omni-directional aerial.
AERIAL
Radio Wave Transmission

Figure 17

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.20 WAVELENGTH & FREQUENCY
The length of a radio wave depends on its frequency. Like an ac sine wave, the
wave emanating from an antenna increases to a maximum in one direction, drops
to zero, and then increases to maximum in the opposite direction. The
wavelength, indicated by the Greek letter lambda (), is the distance from the
crest of one wave to the next. Since the wave travels at the speed of light
(300,000,000 mtr/sec) the wavelength in metres is equal to 300,000,000 divided
by the number of cycles per second (hertz).
Figure 18 shows the relationship between wavelength and frequency.
WAVELENGTH = CREST TO CREST (MTR)
RADIO WAVE
CYCLE
FREQUECNY = NUMBER OF CYCLES PER SECOND
VELOCITY
WAVELENGTH =
FREQUENCY
VELOCITY = SPEED OF LIGHT
( 300,000,000 METRES PER SECOND)
VELOCITY
FREQUENCY =
WAVELENGTH
Wavelength and Frequency

Figure 18

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.20.1 Frequency Bands
Frequencies utilized in various types of radio systems range from 3 KHz to as

high as 30 GHz. The frequencies are divided into seven bands, and these bands
are assigned to certain types of operation. Table 1 shows the various types of
bands.
Designation Frequency range Wavelength

Very Low Frequency (VLF) 3 30 KHz 1000,000 10,000 Mtr
Low frequency (LF) 30 300 KHz 10,000 1,000 Mtr
Medium Frequency (MF) 300 3000 KHz 1,000 100 Mtr
High Frequency (HF) 3 30 MHz 100 10 Mtr
Very High Frequency (VHF) 30 300 MHz 10 1 Mtr
Ultra High frequency (UHF) 300 3000 MHz 1 Mtr 10 cm
Super High frequency (SHF) 3 30 GHz 10 cm 1 cm
Frequency Bands
Table 1
Above these radio frequencies lie the various light frequencies. Infrared and
white light are currently being used for some information transmission at
frequencies between 109 1011 KHz. Below the radio frequencies are the
audible sound waves, ranging from 20 Hz to 15 KHz. The audio frequency range
for radio transmission is between 300 Hz 3 KHz and is known as Commercial
Quality Speech. Without special techniques, the transmission of these low
frequencies would cause two major problems:
1. High power would be required to transmit them.
2. All radio transmissions would interfere with each other.
2.21 CARRIER WAVE
The energy that carries the intelligence of a radio signal is called the Carrier
Wave. The frequency of this carrier wave may be only a few hundred kilohertz
(VLF) or several thousand megahertz (UHF). Carrier waves are usually in the
Radio Frequency (RF) range, which is in excess of 20 KHz. Frequencies below
20 KHz are in the Audio Frequency (AF) range.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
In order to carry intelligence, a RF carrier wave must be modulated. This means

its form and characteristics are changed by means of some form of signal
impressed onto it. There are two methods used for modulating the carrier wave,
these are:
1. Amplitude Modulation (AM).
2. Frequency Modulation (FM).
2.22 AMPLITUDE MODULATION (AM)
In amplitude modulation, the audio signal is mixed in a Modulator with the

higher carrier frequency. The audio affects the amplitude of the carrier frequency
as shown in figure 19.
CARRIER FREQUENCY
AUDIO FREQUENCY
TRANSMITTED AMPLITUDE
MODULATED SIGNAL
Amplitude modulation
Figure 19

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.23 FREQUENCY MODULATION (FM)
This type of modulation provides a signal that is much less affected by

interference than an AM signal. Frequency modulation is accomplished by
varying the frequency of the carrier in accordance with the audio signal desired.
Figure 20 shows how frequency modulation affects the carrier wave.
AUDIO WAVE
FREQUENCY MODULATED SIGNAL
Frequency Modulation (FM)

Figure 20

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 21 shows the relationship of frequency modulation with different

amplitudes of audio frequency.
1KHz AUDIO
HALF MAX MAX

AMPLITUDE AMPLITUDE
10.5KHz 11KHz
9.5KHz 9KHz
10KHz CARRIER
FM Modulation
Figure 21

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.24 RADIO WAVE PROPAGATION
The carrier wave emitted by a radio transmission antenna may be broken into
three different propagation categories:
1. Ground wave.
2. Space wave.
3. Sky wave.
Figure 22 shows the different propagation paths.
IONOSPHERE
V E
VE
WA
A
C E
W
PA A VE
Y
S EW
SK
AC
SP
E
AV
W
ND
OU
GR
Radio Wave Propagation

Figure 22

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.24.1 Ground Wave Propagation
Ground waves tend to be held near the earths surface and bend with the
curvature of the earth. Ground waves travel a distance limited by the
transmitters output power, antenna design, local terrain, and current weather
conditions. Typically, a relatively powerful transmitter is capable of sending
ground waves a distance of 1,000 miles.
2.24.2 Sky Wave Propagation
Sky waves tend to travel in straight lines, but may also be reflected off the
ionosphere layer in order to reach the receiver. Because of this method, sky
waves may produce a skip zone, where no reception is possible. Neither the line-
of-sight nor the reflected wave can be received in the skip zone.
The ionospheres density and distance from the earth determine the skip-zone
range and the exact frequencies that are reflected. The ionosphere is a layer of
ionized gases that surround the earth at an altitude of between 20 250 miles,
varying with the time of day, season and location. The density of this layer is also
affected by the suns solar flare activities. All these factors will determine the
frequencies that are reflected and their angle of reflection off the ionosphere.
2.24.3 Space Wave Propagation
Space wave frequencies have a short wavelength, which allows them to

penetrate the ionosphere. Because of this, space waves are limited to line-of-
sight reception only. This method is used to communicate with satellites (SAT
COMM/GPS).
2.25 ANTENNAS
An antenna is a specially designed conductor that accepts energy from a

transmitter and radiates it into the atmosphere. During reception, an antenna
acts as a device that receives an induced current from passing electromagnetic
waves. This induced current is then sent to the radio receiver circuitry. Where
transmitters and receivers are built into one unit, often called a Transceiver, the
same antenna is used for both transmitting and receiving.
The size and design of antennas vary in accordance with the frequency or
frequencies of signals being handled. As frequencies increase the wavelengths
decrease and the length of the antenna must be matched as closely as possible
to the wavelengths of the carrier waves. On aircraft the size of the antenna is
normally .
Most aircraft communication antennas are of the Blade type. The radiating
surface is and is protected by a polyurethane rubber coating. They are
generally termed Broad band antennas, meaning they will receive a wide range
of frequencies. The required frequency is filtered out from all the others by
circuitry within the transceiver. Figure 23 shows a typical VHF blade antenna.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
ANTENNA
CAP
ANTENNA
EROSION
BOOT
AIRCRAFT MOUNTING
SKIN SCREWS
TUNING
CABLE
ANTENNA
CABLE
VHF Antenna
Figure 23

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 24 shows an Antenna Coupling unit.

ANTENNA
ANTENNA
COUPLER
RECEIVER
Antenna Coupling Unit

Figure 24

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.26 MICROPHONES (MIC)
The purpose of the mic is to convert sound energy into electric energy. This
process uses the dynamic energy of the sound wave produced by the pilot. The
sound strikes a diaphragm, and the sound energy is converted into mechanical
energy. This mechanical energy is then converted into electric energy. There
are four common aircraft microphones:
1. The Carbon Microphone.
2. The Crystal Microphone.
3. The Moving Coil Microphone.
4. Electrostatic Microphone.
2.26.1 Carbon Microphone
The carbon mic contains tiny carbon granules compressed in a sealed chamber.
The voice diaphragm vibrates the carbon chamber, changing the resistance of
the carbon granules. A current that passes through the granules changes in
amplitude as the sound wave moves the diaphragm. Figure 25 shows the
operation of a carbon microphone.
CARBON CONDUCTING
GRANULES SURFACE
CERAMIC
CUP
DIAPHRAGM
INSULATED
PLUNGER
Carbon Microphone
Figure 25

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.26.2 The Crystal Microphone
The crystal mic is a voltage generator which utilizes the piezoelectric properties of
a quartz crystal. When the crystal is subjected to mechanical pressure it
develops a potential across two of its faces. This potential is dependent on the
pressure exerted on the crystal. This in turn produces an output, which
corresponds exactly to the applied pressure wave.
Figure 26 shows a crystal microphone operation.
DIAPHRAGM ELECTRODES
CRYSTAL
Crystal Microphone Operation

Figure 26

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.26.3 Moving Coil Microphone
The moving coil microphone is again a type of voltage generator, this time
working on the electromagnetic-induction principle. The diaphragm is attached to
a coil, which is free to move in or out of a strong magnet. Movement of the
diaphragm causes the coil to cut the magnetic flux and a voltage is induced into
the coil. Figure 27 shows the operation of the moving coil microphone.
MAGNET
COIL
Moving Coil Microphone Operation

Figure 27

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.26.4 Electrostatic Microphone
An electrostatic microphone is similar to the carbon microphone in that it controls

the power taken from a dc supply. The principle is that of varying the value of a
capacitor by altering the distance between the capacitor plates. When the
diaphragm moves under the influence of a sound pressure wave the gap between
the plates varies and alters the capacitance. The current varies directly as the
charge across the microphone alters. Figure 28 shows the operation of the
electrostatic microphone.
DIAPHRAGM AIRGAP
MOVEABLE
PLATE FIXED
PLATE
Electrostatic Microphone Operation

Figure 28

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.27 EARPHONES
The earphone is a transducer that converts electrical waves into sound (pressure)
waves. The waveform of the sound wave should be identical to the electrical
wave in all factors but amplitude. Earphones therefore, merely perform the
reverse process of a microphone. The same principles apply to earphones as
they did for microphones.
Figures 29 - 31 show the different types of earphones and microphones found on

modern aircraft.
HEADBAND
PRESS-TO-TALK
SWITCH
MOUTHPIECE
EARPIECE
ONLY USED TO
MONITOR AUDIO
NO TALK FACILITY
Headset and Hand Held Microphone

Figure 29

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
HEADBAND
EAR PIECE
TRANSDUCERS
AUDIO TUBES
AMPLIFIER
BOOM MIC
JACK PLUG
Headset and Hand Held Microphone

Figure 30
HEAD
RESTRAINER
MASK
OXYGEN
COMMUNICATION
CONNECTION
JACK PLUG
Emergency Oxygen Mask

Figure 31

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 32 shows a simplified block schematic diagram of a basic radio system.
DEMODULATOR
DETECTOR &
FREQUENCY
AMPLIFIER
RADIO
MODULATED
FREQUENCY
AMPLIFIER
RADIO
FREQUEUNCY
AMPLIFIER
AUDIO
MODULATOR
LOUDSPEAKER
FREQUEUNCY
AMPLIFIER
FREQUENCY
OSCILLATOR
AUDIO
FRQUENCY
AMPLIFIER
RADIO
RADIO
MICROPHONE
Simplified Radio System

Figure 32

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.28 VHF RADIO COMMUNICATION
Aircraft communication systems normally use the VHF wave band within a
118.000 MHz to 136.000 MHz range. Within this range the channel spacing was
previously 25 KHz, but because of the high demand for more channels it is
currently being reduced to 8.33 KHz. The VHF system provides short-range
(space wave) voice communication between:
1. The aircraft and ground stations.
2. Aircraft to aircraft.
All modern aircraft have at least two VHF systems, on the larger aircraft, there is
also a third system fitted.
Each VHF communication system receives RF energy via its antenna, processes
the RF signal and sends the resulting AF to the digital audio control system, and
the SELCAL (see later). During transmission, microphone audio from the flight
compartment is processed by the VHF communication system and the RF energy
is transmitted via the antenna. Control of the frequency selection is provided on a
VHF Communication control panel. Figure 33 shows a VHF Radio system block
schematic.
AUDIO OUT TO
INTERPHONE
VHF
AERIAL
RF IN & OUT
MICROPHONE
VHF
INTERPHONE COMMUNICATION
TRANSCEIVER
1ST OFF
VHF
CONTROL
PANEL
CAPT
VHF Radio System

Figure 33

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.28.1 VHF Control Panel
The purpose of the VHF communication control panel is to provide frequency

selection (tuning), frequency transfer, and testing of the associated VHF
transceiver.
There are two sets of concentric frequency select knobs. On each set, the out
knobs select the 2nd and 3rd digits and the inner knobs select the 4th and 5th digits.
Above each set of knobs is a frequency select readout for displaying the selected
frequency. A two position VHF COMM TRF (transfer) switch allows the selection
of one of the pre-selected frequencies. The unselected frequency window has a
bar obscuring the readout.
The COMM TEST switch is a push button switch that enables confidence testing
of the receiving circuits in the system. Figure 34 shows a VHF control panel.
VHF COMM
120.60 118.30
TFR
COMM
TEST
VHF Control Panel

Figure 34

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.29 AUDIO CONTROL PANEL
The audio control panels provide microphone selector pushbuttons and listen
switches for the VHF communication systems. The mic selector pushbuttons
connect the microphone to the desired VHF transceiver. The audio volume
controls allow the selection of audio from the transceivers to heard over the flight
compartment speakers or headphones.
Figure 35 shows an audio control panel.
MIC SELECTOR
SERV FLT
1 - VHF - 2 HF - 1 INOP PA
INT INT
1 - NAV - 2 1 - ADF INOP MKR
MASK B
V R
R/T I/C
BOOM
Audio Control Panel

Figure 35

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.30 VHF TRANSCEIVER
The purpose of the transceiver is to transmit and receive RF signals for voice and
data communication. It is a solid-state device with a minimum transmit power
output of 20 watts.
2.30.1 Control
The transceiver is tested using front panel controls. The squelch disable
pushbutton allows the testing of the receiver section of the transceiver. An amber
transmit monitor lamp illuminates whenever the transmitted output power
Exceeds 10 watts. There are also phone and mic jacks available for the
monitoring of the receiver and transmitter.
Figure 36 shows a VHF transceiver.
ON WHEN
TESTS THE
TRANSCEIVER
RECEIVER
POWER > 10W
SECTION OF
THE TRANSCEIVER
SQUELCH TRANSMIT
DISABLE POWER
PHONE MIC
MONITORING
OF AUDIO OPERATION OF
OUTPUT TRANSMITTER
VHF Transceiver
Figure 36

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.31 VHF COMMUNICATION ANTENNA
The purpose of the VHF antenna is to radiate and intercept radio signals in the
VHF frequency range (118.00 136.00 MHz). The No 1 VHF antenna is located
on top of the fuselage and VHF No 2 antenna is on the forward underside of the
fuselage. Figure 37 shows the VHF antenna location on a Boeing 737 aircraft.
UPPER VHF AERIAL OPTION FOR 3RD

(NO 2 SYSTEM) VHF SYSTEM
LOWER VHF AERIAL

(NO1 SYSTEM)
VHF Antenna Location (Boeing 737 aircraft)

Figure 37

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.32 SERVICE INTERPHONE
The service interphone system allows communication between the flight crew,
cabin attendants, ground crew or maintenance personnel. Jacks for plug-in
microphone and headsets are installed at various locations in the aircraft. These
jacks allow ground personnel to communicate with each other. An on/off switch
on the aft overhead panel on the flight deck controls the external jacks. Handsets
are available at the forward and aft attendants panels. Figure 38 shows the
layout of the Boeing 737 interphone system.
ACCESSORY
INTERPHONE
AUDIO
SERVICE
UNIT
OFF
ON
ATTENDANTS
AUDIO SELECTOR PANEL
MKR
PA
STATION
B
FLT
INT
AFT
V
INOP
SERV
INT
MASKS
BOOM
MIC SELECTOR
1 - ADF
INOP
HF - 1
ATTENDANTS
FORWARD
I/C
STATION
1 - NAV - 2
1 - VHF - 2
R/T
CONTROL
PILOTS
STAND
MIC
FLIGHT COMPARTMENT
EXTERNAL POWER
WHEELWELL
LIGHT
SPEAKER
NOSE
SERVICE
INTERPHONE
NORM
ON
PANEL
FLIGHT
PILOT
CALL
EXTERNAL
HEADSET
POWER
IN USE
NOT
Boeing 737 Interphone System

Figure 38

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.32.1 Attendant Interphone Handsets
The handsets provide the facility for introducing microphone audio into the
system and for listening to audio from the systems other stations. The handsets
resemble the common hand-held telephone receiver. A pushbutton switch is
located on the grip to activate the mic. Handsets are permanently installed at
each attendants station. Figure 39 shows the forward attendants interphone
panel as fitted to the Boeing 737 aircraft.
LIGHTS
MUSIC SYSTEM
VOLUME CONTROL
MUSIC ATTENDANTS
CAPTAINS CALL LIGHT
CALL LIGHT CALL SYSTEM
CAPTAIN ATTENDANT RESET
HANDSET
HANDHELD
MICROPHONE
Forward Attendants Interphone Panel

Figure 39

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.33 FLIGHT & GROUND CREW CALL SYSTEM
The crew call system is a three-way alerting system that signals crew members to
use the interphone system. The three types of crew call are:
Captains Call A Hi tone chime sounds once and the Captains

CALL light illuminates. This advises the flight crew that a call has been
initiated from the attendants panel or ground crew panel.
Attendant Call A Two-tone chime sounds and the Pink Master

Call lights illuminates when an attendants call is initiated from the
flight compartment or either attendants panels. The lights reset at the
attendants panels.
Ground Crew Call When the ground crew call is initiated in the flight
compartment, a call horn sounds in the nose wheel well.
Figure 40 shows the ground crews interphone panel, which is located in the nose
wheel bay.
INTERPHONE
EXTERNAL
POWER
FLIGHT SERVICE
NOSE
PILOT WHEELWELL
ON
NORM
NOT CALL
IN USE
LIGHT
Ground Crews Interphone Panel

Figure 40

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.34 PASSENGER ADDRESS SYSTEM (PA)
The passenger address (PA) system provides a means of transmitting flight crew
announcements, boarding music and chime signals to the passenger cabin.
Audio inputs from the pilots, attendants and tape reproducer are prioritized by the
PA amplifier. The priority is:
1. Pilots.
2. Cabin attendants.
3. Pre-recorded announcements.
4. Boarding music.
The audio with the highest priority is amplified and distributed to the passenger
cabin speakers, attendants speakers and audio integration.
Figure 41 shows the layout of the PA system for the Boeing 737 aircraft.
PA
AMPLIFIER
PA SPEAKER
PA MIC
PA SPEAKERS
PA System (Boeing 737 aircraft)

Figure 41

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.35 AUDIO INTEGRATION SYSTEM
Provides the flight crew with a means of controlling all radio communications,
interphone and PA selection and Navigation receivers audio signals. Both pilots
have their own individual system and control panel. Figure 42 shows a block
schematic of the audio integration system.
MKR
PA
R
B
FLT
INT
AUDIO SELECTOR PANEL

INOP
SERV
INT
MIC SELECTOR
1 - ADF
BOOM
MASKS
INOP
HF - 1
I/C
1 - NAV - 2
1 - VHF - 2
R/T
HAND
MIC
OXYGEN
MASK
SWITCHES
CONTROL
HEADSET
& BOOM MIC
HEADSET
SPEAKER
Audio Integration System

Figure 42

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.36 CONTROL WHEEL MIC SWITCH
The purpose of the INT/MIC switch is to provide PTT input for the boom or
oxygen mask microphones. The switch is a three-position switch on the outboard
horn of the captains and first officers control wheel. In the MIC position, mic
audio is directed to the selected communication system. In the INT position, mic
audio is connected directly to the flight interphone system.
Figure 43 shows the control wheel INT/MIC switches of a Boeing 737 aircraft
MIC/INT SWITCH
PRESS-TO-TALK
MICROPHONE
INTERPHONE
Control Wheel INT/MIC Switches

Figure 43

VHF COMM
120.60 118.30
TFR
NO 1
COMM
VHF COMM
TEST
TRANSCEIVER

MIC SELECTOR
MIC SELECTOR
SERV FLT
INT INT
SERV FLT
INT INT

PART 2

MASK B
V R
Figure 44
AEROPLANE
R/T I/C MASK B

V R
BOOM
AERODYNAMICS,
R/T I/C
MODULE 11 BOOK 2
BOOM
JAR 66 CATEGORY B1
VHF COMM
VHF Communication System

120.60 118.30
NO 2
TFR VHF COMM
COMM TRANSCEIVER
Figure 44 shows the layout for a two VHF communication system.
TEST
Page 2-55
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.37 OPERATION OF VHF COMMUNICATION SYSTEM
To operate the system, apply power to the transceiver and allow a short warm up
period.
Select the VHF comm to be used (1 or 2) on the audio selector panel.
Select the frequency of the ground station that is going to be used and 'listen out'
to ensure that no other transmissions are taking place.
With the microphone close to the mouth, key the transmitter with the ac PTT
switch and speak slowly and clearly into the microphone to establish 2-way
communication with the ground station.
Identify your position by airline and aircraft registration using the standard
phonetic alphabet;
1. A = alpha.
2. B = Bravo etc
Once you have finished speaking, release the PTT switch and listen for the reply,
ensuring that it is loud and clear. Complete the check by confirming to the
ground station the receipt of the reply.
Some important points to note are:
1. DO NOT TRANSMIT ON 121.50 MHz. This is a recognized

emergency/distress channel.
2. DO NOT TRANSMIT WHILST REFUELLING IS TAKING PLACE.
3. DO NOT INTERRUPT ATC-AIRCRAFT COMMUNICATION.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.38 HIGH FREQUENCY (HF) RADIO COMMUNICATION
The HF communication system (HF COMM) is for communication between the

aircraft and ground stations. The ionosphere reflects the frequencies in the HF
band, so the line of sight does not limit the reception range of the system. That is
why the HF COMM is suitable for long range, worldwide communication.
The frequency range of the system is 2 to 29.999 MHz. Frequency selection is

made in 1 KHz steps, so there are 28000 channels available. There are two
modes of operation. These modes are:
1. AM AMPLITUDE MODULATION.
2. SSB SINGLE SIDE BAND.
In the AM mode the system transmits a carrier with amplitude modulation. In the
SSB mode the carrier and the lower side band is removed. The system only
transmits the upper side band (USB). Figure 45 shows a block schematic of a HF
system.
POWER &
HF COMM CONTROL
TUNING &
CONTROL CONTROL HF COMM
PANEL
ANTENNA
RECEIVE COUPLER
TRANSMIT
MIC
KEY
AUDIO SELCAL
OUT SYSTEM
HF COMM
TRANSCEIVER
HF Communication
Figure 45

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
A HF aerial is of quite a different technology compared with most other aerials for
two reasons. One is the power output of the Transmitter (400 watts) the other
reason is that the quarter wavelength (/4) distance is about 40 metres at 2 MHz
but only 2.5 metres at 30 MHz, so broadband aerials are not possible. Instead all
HF aerials are fed from an aerial coupling unit to attempt to electrically lengthen
or shorten the aerial for optimum matching, especially to the transmitter. Figure
46 shows the location of the HF antenna and coupling unit.
HF ANTENNA
HF COUPLER
UNIT
HF Antenna & Coupling Unit Locations

Figure 46

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
To get optimal power transfer from transmitter to antenna, the antenna

impedance must be the same as the transmitter output impedance (50-Ohm).
For each frequency the impedance of an antenna is different. Since the antenna
on the aircraft has a fixed length, it is only suitable for one frequency. The
antenna coupler tunes filters to adapt the antenna impedance for each different
frequency to the transmitter output impedance.
2.38.1 HF Communication Control Panel
The purpose of the HF Control Panel is to enable frequency selection, mode

control and RF sensitivity adjustment. There are four frequency select controls
for MHz, 100 KHz, 10 KHz and 1 KHz frequencies. The function selector allows
selection of the operating mode as either:
1. OFF.
2. Upper Side Band (USB).
3. Lower Side Band (LSB).
4. Amplitude Modulation (AM).
Note: LSB is reserved for military operations and normally, civil aircraft have the
facility to select USB.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 47 shows a HF communication control panel.
MEGA HERTZ SELECTED KILO HERTZ

SELECTOR FREQUENCY SELECTOR
DISPLAY
2 .0 0 0
LSB AM
USB
OFF
RF
SENS
FUNCTION RECEIVER
100 KILO HERTZ 10 KILO HERTZ
SELECTOR GAIN
SELECTOR SELECTOR
SWITCH CONTROL
HF Communication Control Panel

Figure 47

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.39 SELECTIVE CALLING SYSTEM (SELCAL)
The selective calling (SELCAL) system allows a ground station to call an aircraft
or group of aircraft using HF and VHF communications without the flight crew
having to continuously monitor the ground stations frequency.
A coded signal is transmitted from the ground station and received by the
aircrafts HF or VHF transciever tuned to the appropriate frequency. The output
code is fed to a SELCAL decoder, which, activates aural and visual alerts if and
only if the received code corresponds to the code, selected in the aircraft.
Figure 48 shows the SELCAL System layout.
VO
E IC
C OD E
L CO
A M
LC M
UN
SE IC
AT
IO
N
AIRLINE DISPACH
COMMUNICATION
ARINC ARINC
REMOTE VOICE
STATION STATION
SELCAL Operation
Figure 48

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
There are a total of 10920 codes available and these codes are assigned to
airline organisations, who in turn assign codes to their individual aircraft either on
a flight number or aircraft registration basis.
2.39.1 SELCAL Control Panel
The SELCAL control panel consists of SELCAL warning lamps annotated to the
associated radio system, i.e. VHF 1, VHF 2, HF 1 and HF 2. It also provides a
means of resetting the SELCAL, thus cancelling the visual and audio indications.
The panel also has a self-test button to allow testing of the SELCAL system.
Normally located along with the control panel is the SELCAL code selection
panel, this is used to set the aircrafts SELCAL code.
Figure 49 shows a SELCAL selector panel.
SELCAL CODE SELECTION PANEL
SELCAL ANNUNCIATOR PANEL
SELCAL Selector Panel & Code Select Panel

Figure 49

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.39.2 SELCAL Decoder
The SELCAL decoder determines if the aircrafts four-letter code has been
received and produces alert signals in the form of indicators on the SELCAL
control panel and audio tones to the audio system. The alerts are cancelled by
pressing the corresponding alert light on the SELCAL control panel. A self-test of
the alerts lights and audio warnings is carried out using the self-test button on the
SELCAL control, panel. Figure 50 shows a block schematic of the SELCAL
system.
LAMP DRIVES
5 WIRE
CODE
SELECT
RESET
TEST
AUDIO SYSTEM
CHIME LAMP
VHF 1 SWITCH
SWITCH
LAMP
VHF 2
SWITCH
VHF 3 DECODER LAMP

SWITCH
VHF 4 LAMP
SWITCH
VHF 5 LAMP
INTERRUPTER SWITCH
CIRCUIT
ELECTRICAL
SUPPLY
SELCAL Block Schematic

Figure 50

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.40 COCKPIT VOICE RECORDER (CVR)
The CVR records the last 30 minutes of the flight deck audio on continuous
magnetic tape. All voice communication is recorded. Operation is automatic
from engine start until five minutes after engine shutdown. The CVR receives
sound from the flight compartment and audio signals from the digital audio control
system. The voice recorder continuously records the sound and audio. Sensing
of the aircraft-on-ground and parking-brake-set is used to permit bulk erasure
of the voice recording.
The system records on four channels:
1. Channel 1 - Records the third crew members summed microphone

and telephone audio or passenger address system audio.
2. Channel 2 Records the First Officers summed microphone and

telephone audio.
3. Channel 3 records the Captains summed microphone and

telephone audio.
4. Channel 4 records the control panel area microphone audio.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 51 shows a block schematic of the Cockpit Voice Recorder System.
TAPE AND
MOTOR
ERASE
HEAD
BRAKE ON
PARKING
RECORDING
HEADS
TEST
GROUND
A/C ON
3
1
ERASE
MIC
METER
Cockpit Voice Recorder System

Figure 51

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.40.1 Voice Recorder Control Panel
The control panel allows remote monitoring and testing of the voice recorder unit
detects flight compartment sounds and conversations. It also controls bulk
erasure of the recording tape. It contains an area microphone (capacitive) which
senses compartment audio. Pressing the erase button for a minimum of 2
seconds erases the tape. This is only possible when the aircraft is on the ground
and the parking brake is set.
Pressing the TEST switch tests all 4 recording channels in sequence. The meter
indicates green during TEST if the test tone is recorded at a sufficient level. The
headset jack is used to monitor all 4 recorded channels. Figure 52 shows a CVR
control panel.
COCKPIT VOICE RECORDER
2 4 6 8
0 10
TEST ERASE
HEADSET
600 OHMS
CVR Control Panel

Figure 52

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.40.2 Voice Recorder Unit
The voice recorder unit makes a 30 - minute recording of four audio channels on
a continuous polyamide tape. The recorder is shock and heat resistant and
contains an underwater locating beacon. It has a TEST switch to initiate an
internal test signal to be recorded. A phone jack monitors the recording as it is
being recorded. The Status indicator provides monitoring of the tape transport
operation and the recorded signal during test. Figure 53 shows a voice recorder
unit.
TEST
PHONE
STATUS IND
UNDERWATER
LOCATING
DEVICE
BATTERY
LIFE LABEL
Voice Recorder Unit

Figure 53
2.40.3 Underwater Locator Device
The underwater locating device is a battery operated acoustical beacon that is

activated when the unit is submerged in water. The unit provides a usable signal
for 30 days. The battery replacement date decal is located on the front of the
device.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.41 NAVIGATION SYSTEMS
Aircraft navigation is simply a matter of knowing the direction in which we are

flying and our position in relation to the earth's surface. Navigation through the
air is a relatively simple matter of calculating the distance travelled in a given
period of time. In today's modern aircraft we have various methods of assisting
the crew to navigate their aircraft safely form A to B. These navigational aids are
as follows:
1. Very High Frequency - Omni-Range - VOR.
2. Distance Measuring Equipment - DME.
3. Instrument Landing System - ILS.
4. Marker Beacon System MBS.
5. Automatic Direction Finder - ADF.
6. Air Traffic Control - ATC.
7. Traffic Alert & Collision Avoidance System TCAS.
8. Inertial Navigation System - INS.
9. Radio Magnetic Indicator - RMI.
10. Global Positioning System - GPS.
11. Compass Systems
12. Radio Altimeter System RADALT.
13. Weather Radar.
2.42 VERY HIGH FREQUENCY OMNI RANGE (VOR)
VOR is an international standard navigational beacon system enabling a number

of aircraft to receive signals from a ground station and determine the bearing to
the station, with respect to magnetic North. This is possible because the VOR
ground station, or transmitter, continually broadcasts an infinite number of
directional radio beams or radials. The VOR signal received in an aircraft is used
to operate a visual indicator from which the pilot determines the bearing of the
VOR station with respect to the aircraft.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.42.1 VOR Operation
The VOR operates in the frequency band from 108.00 to 117.95 MHz. The VOR
ground-station transmits a combination of signals in all directions (omni-
directional). The VOR ground station modulates two signals of 30 Hz each on the
carrier. One 30 Hz signal is the reference signal and the other is the variable
signal. The phase shift between the reference signal and the variable signal
depends on the radial over which the two signals are transmitted. The radial in
the magnetic north direction has a phase shift of 0 degrees, the radial in the
magnetic east direction (90 degrees) has a phase shift of 90 degrees, the radial
in the magnetic south direction (180 degrees) has a phase shift of 180 degrees,
etc. In this way the VOR ground station identifies each radial with the phase shift
between the reference and the variable signal.
Figure 54 shows a VOR ground station and corresponding transmitted

frequencies.
000
VOR RADIAL = 45
VOR BEARING = 225
270 090
VOR
BEACON
180
VOR Ground Station Operation

Figure 54

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The radial information is transmitted from the ground station to the aircraft. When
the VOR system in the aircraft detects the phase shift between the reference and
the variable signal it knows on which radial the aircraft flies. For the bearing
information (opposite direction from aircraft to ground station) the VOR system
adds 180 degrees. In this way the bearing to the station depends on the detected
radial from the station.
The phase shift between the reference and the variable signal identifies a radial
with respect to the magnetic north. The bearing, which is a result from the
detected radial, has therefore also a relation with the magnetic north. So the
bearing output from the VOR system is a MAGNETIC bearing output. This
information is displayed on a Radio Magnetic Indicator (RMI). Figure 55 shows a
schematic of the VOR system.
RECEIVED
VOR SIGNAL
30Hz AM
ROTATION
INTERMEDIATE DETECTOR
FREQUENCY
AUDIO
RF IF DETECTOR TO PHASE
DETECTOR
RADIO
FREQUENCY
30Hz FM
REFERENCE
DETECTOR
RMI VOR Indications

Figure 56

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 57 shows VOR control panel from a BAe 146 aircraft.
1 1 1 . 25 ACT
1 1 1 . 30 PRE
I
STBY L
NORM
VOR/DME S
T
E
ON TEST S
T
HOLD
DME
SPILT
NAV 1 NAV 2
068 246
COURSE COURSE
VOR Control & Course select Panels (BAe 146)

Figure 57

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.42.2 Deviation Calculations
For lateral guidance in airways, the pilots can select a VOR course on the VOR
control panel. The deviation from the selected course is calculated in the
systems, which show course and deviation (EFIS) or use it for guidance
(AFCAS). Also calculated from the difference between received radial and
selected course is the information if the aircraft flies to or from a VOR station.
The navigation display shows selected course, deviation, and the to-from
information. Figure 58 shows HSI indications for a selected VOR course.
FROM FLAG
IN VIEW
SELECTED
COURSE
TO FLAG
IN VIEW
SELECTED VOR
RADIAL
POSITION WRT
VOR RADIAL
AIRCRAFT
E 12
6
3
15
S
N
33
21
24
30 W
0 0 0
MILES
HSI Indications for a VOR Course

Figure 58

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.42.3 VOR Aerial Locations
Figure 59 shows the location of the VOR aerials on a Boeing 737 and a Fokker
100 aircraft.
VOR AERIAL
LOCATED ON TOP
OF VERTICAL
STABILISER
VOR AERIAL
LOCATED ON EITHER
SIDE OF VERTICAL
STABILISER
VOR Aerial Locations (B737 & F100 Aircraft)

Figure 59

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
VOR operates in the VHF band responding to horizontally polarised

transmissions. It shares its frequency range with the Localiser facility of the ILS
and in so doing often shares the aerial system and much of the receiver unit. The
aerial can be mounted on either side of the fin and much be Omni directional to
receive VOR/ILS signals from all directions or flush mounted on either side of the
nose section. Figure 60 shows the construction of a typical VOR/ILS aerial
system.
No 2 SYSTEM
No 1 SYSTEM
No 1 SYSTEM
No 2 SYSTEM
VOR/ILS Aerial
Figure 60

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 61 shows a VOR system block diagram.

ANTENNA
T
S
L
E
S
I
AUDIO
VOR
PRE
ACT
VOR/DME
TEST
1 1 1 . 25
1 1 1 . 40
ON
HOLD
NORM
DME
STBY
CONTROLLER
VOR
RECEIVER
VOR
D
F
A
E 12
6
VOR
3
15
S
N
33
21
VOR
0 24
W 3
COMPASS HEADING
D
F
A
SELECTOR
NAV
COURSE
246
NAV 2
E 12
6
3
15
SPILT
S
N
33
21
24
30
COURSE
W
068
NAV 1
000
MILES
VOR Block Diagram

Figure 61

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.43 DISTANCE MEASURING EQUIPMENT (DME)
The Distance Measuring Equipment (DME) system gives distance information

from the aircraft to the DME ground station. The system interrogates the ground
station and the ground station gives a reply on every interrogation. The system
then detects the time-delay between the transmitted interrogation and the
received reply and from the time-delay the distance is calculated. Figure 62
shows the principle of DME operation.
DME Operation
Figure 62

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The DME system operates in the UHF band and interrogates the ground stations
in the frequency range from 1025 MHz to 1150 MHz. Within this frequency range
the following ground stations are interrogated:
1. DME - Gives a reply on every DME interrogation.
2. VOR/DME - Combination of VOR and DME station and gives VOR bearing
and distance replies.
3. ILS/DME - Combination of ILS and DME station and gives ILS guidance and
distance replies.
4. MLS/DME - Combination of Microwave Landing System (MLS) and DME

station.
5. TACAN - Military station for bearing and distance information for military
aircraft. The civil aircraft use only the distance replies from these stations.
6. VOR/TAC - Combination of VOR and TACAN station and gives VOR bearing
and distance replies.
In addition to the distance reply, identification tones (1350Hz) are received from
the ground station and may be heard as Morse code by the aircrew through
headsets.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 63 shows the location of DME antennas.
DME No 1
DME No 2
BROADBAND
L-BAND AERIAL
DME antenna Location

Figure 63

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 64 shows the principle of operation of the DME.
DME TRANSPONDER AIRCRAFT
RX TX
TIMING
INTERROGATION
50 SEC RANGE
DELAY CIRCUIT
REPLY
TX RX
DISTANCE
OUTPUT
DME Operation
Figure 64
2.43.1 DME Operation
In the DME system, the airborne unit transmits a 2-pulse group to the ground
station at a random rate of 150 pulse pairs a second. After a 50 second delay,
the ground station retransmits the pulse groups. Pulses are sent at one
frequency and received at a different frequency, using the same antenna.
Since many aircraft are using the DME facility, the aircraft equipment must be
capable of selecting only those pulses that are replies from their own
interrogations. A Search and Track circuit within the airborne equipment
achieves the selection.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The Search and Track circuit receives all DME replies and examines them to
determine which ones have a regular time relation with respect to the transmitted
signals. When the search circuit determines which received pulses are due to its
own interrogations, the tracking unit locks onto them. At the same time, the pulse
rate is greatly reduced; this in turn reduces the interrogation/replies at the ground
station.
Figure 65 shows a basic DME system.
CONTROL
VHF/NAV
PANEL
1 2 3.5
NAUTICAL MILES
INDICATOR
DME
INTERPHONE
SYSTEM
FLIGHT
FREQUENCY SYNTHESISER
RCVR/XMITTR
DELAYED
VARIABLE DELAY
CONTROLLED
TX
MATCHING
CIRCUITS
LOCK
ON
IDENTIFICATION
TRANSMITTER
DUPLEXER
RECIEVER
AUDIO
SUPPRESSOR
BUS
Basic DME System

Figure 65

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.43.2 DME Controller
Figure 66 shows a NAV/VHF controller from a BAe 146 aircraft.
NAV/VHF Controller
Figure 66
All DME frequencies are paired with either VOR or ILS system frequencies.
When these system frequencies are selected, the associated DME facility will be
automatically be selected. DME frequency range is 960 to 1215 MHz.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.44 INSTRUMENT LANDING SYSTEM (ILS)
The purpose of the ILS is to provide approach information to the pilot when, due
to weather, the runway is obscured from view. A typical system will allow the pilot
to bring the aircraft to within mile of the runway and less than 200ft above the
runway without external visual reference. At these heights (Decision Height), the
pilot must have visual on the runway and surrounding environment in order to
continue the landing process. If the runway cannot be identified then a missed
approach procedure is carried out. Aircraft will then be flown around the circuit
for another attempt at landing.
Aircraft are fitted with ILS in three categories, these are:
Cat I - Operation down to a minimum of 200ft-decision height and runway visual

range of 800m with a high probability of approach success.
Cat II - Operation down to a minimum below 200ft decision height and runway
visual range of 800m, and to as low as 100ft decision height and runway visual
range of 400m with a high probability of approach success.
Cat III - Three options A, B and C.
A - Operation down to and along the surface of the runway,

with external reference during final phase of the landing
down to runway visual range minimum of 200m.
B - Operation to and along the surface of the runway and

taxiways, with external reference during final phase of the
landing down to runway visual range minimum of 50m.
C - Operation to and along the surface of the runway and

taxiways without external visual reference.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 67 shows the different ILS categories.
CAT 1
200
CAT 2 A B C
100
CAT 3
800 600 400 200 50 0
RUNWAY VISUAL RANGE (METRES)
ILS Categories
Figure 67
2.44.1 ILS Operation
The ILS gives horizontal and vertical guidance in the approach to a runway. The
system uses two radio signals:
1. The localizer for lateral guidance.
2. The Glideslope for vertical guidance.
The localizer signal comes from a transmitter located at the end of the runway
that operates in the frequency range from 108.000 - 111.95 MHz. The localizer
transmits two beams one on the right side of the runway centerline and one on
the left side of the runway centerline.
The beam on the right side has a 150 Hz modulation; the one on the left side has
a 90 Hz modulation. When the aircraft flies over the extended centerline to the
runway it receives both signals with an equal strength. When the aircraft deviates
from the centerline there is a difference in signal strength. The system measures
the deviation from the center line by comparing the strength of these 90 Hz and
150 Hz modulation signals.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The Glideslope signal comes from a transmitter at the beginning of the runway
that operates in the frequency range from 329.3 MHz to 335 MHz. The
Glideslope transmits two beams to give vertical guidance over the glidepath. The
glidepath has an angle of approximately 3.
The Glideslope beams are just like the localizer, modulated with 90 Hz and 150
Hz. The 90 Hz modulated beam is above and the 150 Hz modulated beam is
below the 3 glidepath. The system measures the deviation from the difference in
signal strength between the 90 Hz and 150 Hz modulation signals.
Figures 67 and 68 show the localizer and Glideslope principles respectively.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
DOTS ON HSI
DEVIATION
LATERAL
2 DOT ENVELOPE
(COURSE WIDTH)
AT THRESHOLD
700 ft WIDE
5 ON SHORT RUNWAY
4 ON LONG RUNWAY
LOC
TX
Localizer Principle
Figure 67

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
3,000 ft
COURSE WIDTH 1.4
2 DOT ENVELOPE
1,000 ft
28 ft
3
14 ft
1,000 ft
100 ft
50 ft
Glideslope Principle
Figure 68

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.44.2 Antennas
Figure 69 shows the location of the antennas.
VOR/LOC AERIAL
LOCATED ON THE
VOR/LOC No 2
OTHER SIDE
GLIDESLOPE
GLIDESLOPE
No 1 & No 2
LOCATED ON THE
VOR/LOC No 2
OTHER SIDE
VOR/LOC AERIAL
ILS Antenna Location (BAe 146 & F50 aircraft)

Figure 69

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.44.3 LOC/GS Operation
Figure 70 shows a diagram for the LOC signal detection and display.
RF AMP
WARNING
FLAG
IF AMP
SUM
DETECTOR 90Hz FILTER
250mV OUT
OF VIEW
150Hz FILTER
DIFFERENCE
DEVIATION
BAR
LOC Signal detection and Display

Figure 70
The receiver of the Glideslope and Localiser operate in the same manner and
include conventional Radio Frequency (RF), Intermediate Frequency (IF) and
Audio Frequency (AF) stages. The output of the AF detector stage is the 90Hz
and 150Hz signals. These are separated in there respective filters.
The two signals are 180 out of phase and so oppose each other. The two
signals are first summed together, and if the result is more than 250mV, the
LOC/GS flag will be out of view (ILS valid). If the result of the summing is less
than 250mV, the LOC/GS flags will remain in view (ILS invalid).
If the 90Hz and 150Hz signals have the same amplitude, they cancel each other
out in the difference circuit. This produces a 0V output to the deviation bar that is
basically a centre reading dc voltmeter. With the output 0V the deviation bar will
be central indicating the aircraft is positioned on the extended runway centerline
(LOC) or on the glideslope.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
If the aircraft is positioned in the 90Hz signal lobe, then the amplitude of the 90Hz
signal will be strongest. This will give a fly right signal (LOC) or fly down signal
(G/S). If the difference is -75mV, the deviation bar will be located on the first dot
right, if the difference is -150mV or more, then the deviation bar will be located on
the second dot right. If the 150Hz is the stronger signal, then the voltage
produced will be positive. This will give either fly left (LOC) or fly up (G/S).
Because the result of the difference circuit is either a +dc half-cycle or dc half-
cycle, the signals are condensed using the capacitor, which will produce a steady
dc signal. These condenser capacitors also damp the deviation bar movement.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.45 MARKER BEACON SYSTEM (MBS)
In order to inform the pilot as to the aircraft's progress, during an ILS approach,
along the centerline and Glideslope, there is a marker system. The markers are
normally annotated as follows:
1. Outer marker.
2. Middle Marker.
3. Inner marker.
Note: With Category II & III, ILS the inner marker is virtually non existent.
The marker beacons transmit at a certain frequency to identify it and in a fan

shaped pattern. They will also illuminate certain colour warning lamps within the
flightdeck to inform the pilot of reaching the marker. Figure 71 shows the layout
of the marker system for an ILS approach.
3000 Hz
WHITE
400 Hz
INDICATOR
BLUE
1300 Hz INDICATOR
AMBER
INDICATOR
MORSE MORSE
MORSE
INNER MIDDLE OUTER

MARKER MARKER MARKER
Marker Beacon System

Figure 71

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The inner marker is not normally used with ILS, but is now used as an Airways
marker, used for enroute navigation or as holding points above an airport.
Airways markers are identified when the white light comes on and a 3,000Hz tone
is heard.
Outer and Middle markers are associated with the ILS. The outer marker is
usually located directly below the point where an aircraft on a localizer course
should intersect the Glideslope and start descending. An outer marker is
identified when the blue light comes on and a 400 Hz tone is heard. The middle
marker is located near the runway, usually under a point on the glidepath where a
descent could be discontinued. The middle marker is identified when the amber
light comes on and a 1,300 Hz tone is heard. A 75MHz carrier modulates all
marker frequencies. Figure 72 shows the system layout.
MARKER BEACON
SYSTEM AUDIO AUDIO
75 MHz AMPLIFIER (MORSE)
FILTER
RF AMP & 3000 Hz

DETECTOR FILTER AMP INNER
1300 Hz
MARKER FILTER AMP MIDDLE
HIGH
400 Hz
FILTER AMP OUTER
LOW
SENSITIVITY
SWITCH
Marker Beacon System Layout

Figure 72

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.46 AUTOMATIC DIRECTION FINDER (ADF)
The ADF system detects the direction to a Non Directional Beacon (NDB) and
receives audio identification from the NDB. The ADF system shows the direction
to the NDB on the instruments with the bearing pointer. The ADF system
operates in the frequency range of 190 to 1750 KHz.
The NDB ground station transmits an AM (Amplitude Modulated) signal in circular

pattern in all directions. The radio energy induces RF (Radio Frequency) signals
in a combined loop and sense antenna. The receiver antenna signals are
measured in an ADF receiver and calculated to give relative station bearing.
Figure 73 shows the operation of ADF.
MAGNETIC
NORTH
ADF2
ADF 1
300 HEADING 60
RF 30
S
AD IGN
F 2 AL M
ST S F F RO
AT RO S N
IO M N AL TIO
A
N SIG ST
RF DF1
A
RELATIVE
BEARINGS
ADF Operation
Figure 73

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.46.1 Loop Aerial
A 'loop aerial', is very sensitive to its directional position, meaning that when it is
pointing towards the transmitter, it receives a null signal but when pointing away
from the transmitter, it receives a strong signal. This ability is used to
automatically find the direction of the transmitter, relative to the aircraft heading
and is displayed on the Radio Magnetic Indicator, RMI.
Figure 74 shows the operation of a loop antenna.
LOOP AERIAL
AT 90 TO SIGNAL
NO INCREASING NO INCREASING NO
CURRENT CURRENT CURRENT CURRENT CURRENT
RADIO TRANSMITTER
Loop Antenna
Figure 74

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.46.2 Station Line
By turning the loop aerial to either of its two null positions the directions of a line
joining the receiver with the transmitting station can be determined. This is called
the Station Line and is shown in Figure 75.
Station Line
Figure 75
As there are two nulls, 180 apart, the transmitter could be towards A or B in
figure 75, causing ambiguity. To resolve this ambiguity it is necessary to change
the directional properties of the aerial system. This is achieved by introducing a
second aerial which combines its horizontal polar diagram with that of the loop
aerial which produces a new heart shaped polar diagram called a Cardioid.
Figure 76 shows the resultant Cardioid polar diagram from the loop and sense
aerials.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
LOOP
POLAR
DIAGRAMS
SENSE CARDIOID
POLAR POLAR
DIAGRAM DIAGRAM
Cardioid Polar Diagram

Figure 76
2.46.3 Sensing the Correct Null
The signal from the ADF transmitter induces a voltage into the loop using the
magnetic component of the signal. The sense aerial has a voltage induced by
the electric component of the signal. This produces 90 phase shift between the
loop and sense aerial voltages. Whether the sense voltage leads or lags the loop
voltage depends on which side of the station line the signal is coming from.
Given a means of rotating the loop and switching the sense aerial into and out of
the receiver input and a means of reversing the polarity of the loop signal to
produce a Cardioid either to the right or left of a relative bearing pointer, aural
sensing can be carried out. The bearing pointer is positioned along the loop axis
in one direction as shown if figure 77.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
BEARING POINTER
ALONG LOOP AXIS IN
ONE DIRECTION
LEFT CARDIOID RIGHT CARDIOID
ADF AERIAL
Bearing Point and Cardiods

Figure 77
On tuning to the ADF beacon and listening to the audio signal, the loop is turned
until a minimum signal is received. The loop is then offset in one direction by 15
- 20. The sense aerial is now switched in for the right Cardioid and the loudness
of the audio noted. The loop is then reversed to give a left Cardioid, again the
loudness is noted. The sense aerial is now switched out and the loop is tuned in
the direction of the Cardiods, which gave the loudest signal. The first null the
loop aerial reaches will be the correct one and the pointer will now be pointing the
ADF transmitter the system is tuned to. Figure 78 shows this operation.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
ADF
BEACON ADF
BEACON
RIGHT IS
LOUDEST
LEFT IS
NOT AS
LOUD
POINTING TO
WRONG NULL
TURN TOWARDS
LOUDEST FOR
CORRECT NULL LOOP OFFSET
BY 15 - 20
Calculating the Correct Null

Figure 78

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
In modern aircraft, the loop aerials are more streamlined and do not physically
rotate (rotated electronically).
Figure 79 shows the location of the ADF antenna.
NO 2 SENSE
ANTENNA & NO 2 LOOP
COUPLER ANTENNA
NO 1 SENSE NO 1 LOOP
ANTENNA & ANTENNA
COUPLER
ADF Antenna Location

Figure 79

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 80 shows a block schematic of the ADF system.
SENSE
ANTENNA AUDIO
FWD
90 BALANCED AUDIO
MIXER
SHIFT MODULATOR DETECTOR
A
RS 47Hz 47Hz
OSC FILTER
B
ADF PHASE DETECTOR 47Hz

TX M & MODULATOR
ANTENNA or
ADF RECEIVER
AC SUPPLY
TR
RMI
ADF System
Figure 80
The fixed loop antenna is preferred because it is more trouble free, due to fewer
moving parts. The fixed loop consists of two loops orientated at 90 to each
other. Each loop is connected to an individual stator of a receiving resolver within
the ADF receiver.
If the received station is directly ahead of the aircraft, loop A will have maximum
signal and the B loop will have a null signal. In this case the resolver will see a
null signal due to the orientation of the resolver rotor. If the aircraft is positioned
to the right of the station, then the A will see a null and the B will see maximum
signal. Intermediate positions of the received station would result in intermediate
positions of the resultant filed in the stator of the resolver.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 81 shows a typical ADF control panel.
ADF ANT
ADF 1 OFF TEST ADF 2
191. 5 ADF 2 1231.5

BFO
1 2
NORM
ADF ANT
OFF TEST
ADF 1
ADF Control panel

Figure 81

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.47 AIR TRAFFIC CONTROL RADIO BEACON SYSTEM (ATCRBS)
2.47.1 Transponders
Transponders are not exactly navigation equipment, but are a "Means of

Identification". In the past, a radar controller watching his scope, would only know
if the 'blip' that he saw on his screen was the aircraft he was 'working', (handling),
if it identified itself by carrying out a turn at the controller's request. With the ATC
system, the controller can identify the aircraft by interrogating it.
The ground control has two types of radar with which to control air traffic:
1. Primary Radar.
2. Secondary Radar.
The primary radar provides the ground station operator with a symbol on his
surveillance radarscope for every aircraft in his area. It is a reflection type of
radar system not requiring any response from the aircraft.
The secondary radar system uses what is called an ATC Transponder in the
aircraft. The transponder is a transmitter/receiver, which transmits in response to
an interrogation from the ground station secondary surveillance radar system.
The primary and secondary radar antennas are mounted on the same rotating
mounting, and therefore both always look in the same direction at the same time.
The aircrafts transponder reply can also include a special code, which identifies
that particular aircraft on the scope. If the pilot receives instructions from the
ground station to do so he presses his Ident button on his control panel. This
causes the display on the radarscope to change thus identifying the aircraft to the
controller. The transponder can also transmit the aircrafts altitude, which can be
displayed to the ground controller.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 82 shows the operation of the ATCRBS.
GROUND SURVEILLANCE
RADAR
ATC RADAR
ANTENNAS
ATC RADAR
TRANSMITTER/
RECEIVER
ATCRBS Operation
Figure 82

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.47.2 ATCRBS Control Panel
The ATCRBS control panel allows the flight crew to select ATC 1 or 2, mode of
operation and ident code select. Figure 83 shows a typical ATCRBS control
panel.
STBY MODE
A B
1 2
2567
ALT RPTG
ALT
IDENT
1 2
OFF
SOURCE
ATCRBS Control Panel

Figure 83
The ground station transmits its interrogation pulse on 1030 MHz as a three-pulse
signal. The space between the first and third pulse signifies the mode reply
required. The system operates in four modes, these are:
1. Mode A - Identify.
2. Mode B - Obsolete.
3. Mode C - Pressure Altitude.
4. Mode D Unassigned.
2.47.3 Mode A
Operating mode for normal operation. The transponder is ready to respond to

ATC any interrogations and replying with a unique identification code. The pulse
spacing is 8sec.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.47.4 Mode C
Altitude reporting capability of the transponder. The aircraft's Air Data System
will supply altitude information for use in Mode C replies. This allows the ground
controller, to not only identify an aircraft but also to ascertain its altitude, so he
can guide it safely through his allocated airspace. The pulse spacing is 21sec.
Figure 84 shows the interrogation pulses for mode A & C.
8 SEC
P1 P3
P2
MODE A IDENTITY ONLY
21 SEC
P1 P3
P2
MODE C IDENTITY & ALTITUDE
Mode A & C Interrogation Pulses

Figure 84
Once the aircrafts transponder has received an interrogation, it will reply with
either Mode A or C (1090 MHz). One problem to overcome with this system is an
aircraft replying to interrogations when not being illuminated by the primary radar.
To overcome this, a suppression pulse is transmitted (P2). If the amplitude of this
pulse is equal/greater than P1, the aircraft will not reply to the interrogation.
Figure 85 shows the operation of the suppression signal.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
BEAM (P1, P2 & P3)

ANTENNA MAIN
P3
DIRECTIONAL
REPLY
P2
ROTATION
P1
SIDELOBES
P3
NO REPLY
P2
ANTENNA (P2)
DIRECTIONAL
OMNI
P1
ATCRBS Suppression
Figure 85

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 86 shows the basic layouts of the ATCRBS.
R EP LY A N D FA U LT LIGH T C ON TR OL
A IR D A TA
A LT R PTG ON
C O M P U TE R
NO 1 N O 1 A TC
T RA N S P O N DE R
N0 1
A TC AE R IAL
N O 1 EN A B LE
A TC R BS M OD E, 40 9 6, ID EN T
D UA L SU P P
N O 2 EN A B LE
C O N TR O L
N0 2
A TC AE R IAL
N O 2 A TC
A IR D A TA T RA N S P O N DE R
A LT R PTG ON
C O M P U TE R
NO 2
R EP LY A N D FA U LT LIGH T C ON TR OL
A TC R BS V ID E O C O M P A RA T O R
T RA N S P O N DE R SU PP P1 - P2
D IP LE X E R R E CE IV E R
D E CO DE R
1 0 3 0 M Hz M O D E A or C
M OD E SW
SEL F T EST
S E L FT E S T
C IRC U ITS
4096 ID E NT
T RA N S M ITT E R M O D U LA TO R
E N CO DE R
1 0 9 0 M Hz 1 0 9 0 M Hz
E N CO DE D
H E IG H T
ATCRBS Block Schematic

Figure 86

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.48 MODE S TRANSPONDERS
After 1989, a completely new type of ATC system was introduced. This system is
called mode S (mode select). The new interrogators and transponders are called
ATCRBS/mode S because they are capable of working with the old ATCRBS
equipment or with new mode S equipment.
For the present time, there will be ATCRBS only equipped aircraft sharing
airspace with ATCRBS/mode S equipped aircraft. On the ground, most of the
stations are ATCRBS-only, but there will be a gradual phasing in of
ATCRBS/mode S ground stations. Both types of station can interrogate either
type of transponder, and both types of transponder can respond to either type of
ground station. TCAS-equipped aircraft interrogate both ATCRBS and
ATCRBS/mode S equipped aircraft just as an ATCRBS/mode S ground station
would do.
At some point in the future, all ATCRBS-only equipment will be phased out for
commercial aviation. All ground stations and aircraft will then operate in mode S
only.
The mode S ATC system enables ground stations to interrogate aircraft as to

identification code and altitude just as the ATCRBS system does. These
interrogations, however, are only part of a larger list of (up-link and downlink)
formats comprising the mode S data link capacity. One of the most important
aspects of mode S is the ability to discretely address one aircraft so that only the
specific aircraft being interrogated responds, instead of all transponder-equipped
aircraft within the range of the interrogator.
2.48.1 Mode S Interrogation & Replies
The ATCRBS/Mode S system operates in a way similar to ATCRBS. As a

transponder equipped aircraft enters the airspace, it receives either a Mode S
only all-call interrogation or an ATCRBS/Mode S all-call interrogation which can
be identified by both ATCRBS and Mode S transponders. ATCRBS transponders
reply in Mode A and Mode C, while the Mode S transponder replies with a Mode
S format that includes that aircraft's unique discrete 24-bit Mode S address. The
Mode S only all-call is used by the interrogators if Mode S targets are to be
acquired without interrogating ATCRBS targets.
2.48.2 Discrete Addressing
The address and the Location of the Mode S aircraft is entered into a roll-call file
by the Mode S ground station. On the next scan, the Mode S aircraft is discretely
addressed. The discrete interrogations of a Mode S aircraft contain a command
field that may desensitise the Mode S transponder to further Mode S all-call
interrogations. This is called Mode S lockout. ATCRBS interrogations (from
ATCRBS only interrogators) are not affected by this lockout. Mode S
transponders reply to the interrogations of an ATCRBS interrogator under all
circumstances.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
TCAS separately interrogates ATCRBS transponders and Mode S transponders.

During the Mode S segment of the surveillance update period, TCAS commences
to interrogate Mode S intruders on its own roll-call list.
Because of the selective address features of the Mode S system, TCAS

surveillance of Mode S- equipped aircraft is straightforward.
Figure 87 shows Mode S operation.
TRANSPONDER
PRIMARY
RADAR
REPLY INTERROGATION
1090MHz 1030MHz
ECHO
PRIMARY
SECONDARY SURVEILLANCE
SURVEILLANCE RADAR (PSR)
RADAR (SSR)
ATC
RADAR
SCOPE
ROLL CALL
NEIGHBORING
GROUND LINK AIRSPACE
AIRPLANE 1
CONTROLLER
AIRPALNE 2
(MODE S)
AIRPLANE 3
Mode S Operation
Figure 87
2.48.3 Operation
As a Mode S aircraft flies into the airspace served by another Mode S

interrogator, the first Mode S interrogator may send position information and the
aircraft's discrete address to the second interrogator by way of ground lines.
Thus the need to remove the lockout may be eliminated, and the second
interrogator may schedule discrete roll-call interrogations for the aircraft.
Because of the discrete addressing feature of Mode S, the interrogators may
work at a lower rate (or handle more aircraft).

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
In areas where Mode S interrogators are not connected by way of ground lines,
the protocol for the transponder is for it to be in the lockout state for only those
interrogators that have the aircraft on the roll-call. If the aircraft enters airspace
served by a different Mode S interrogator, the new interrogator may acquire the
aircraft via the replay to an all-call interrogation. Also, if the aircraft does not
receive an interrogation for 16 seconds, the transponder automatically cancels
the lockout. Figure 88 shows the different types of interrogation pulses for
ATCRBS and Mode S systems
(UNLESS LOCKED
(UNLESS LOCKED
REPLY MODE S
REPLY MODE S
TRANSPONDERS
ATCRBS/MODE S
ONLY MODE S
DISCREETLY
ADDRESSED
NO REPLY
REPLIES
ATCRBS
REPLY
OUT)
OUT)
TRANSPONDERS
ATCRBS
NO REPLY
NO REPLY
REPLY
REPLY
REPLY
P4
P4
P6
P6
P3
P3
P3
P5
P5
INTERROGATION PULSE
P2
P2
P2
P2
P2
P1
P1
P1
P1
P1
ATCRBS & Mode S Interrogation Signals

Figure 88

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.49 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
2.49.1 TCAS Introduction
TCAS is an airborne traffic alert and collision avoidance advisory system, which
operates without support from ATC, ground stations. TCAS detects the presence
of nearby intruder aircraft equipped with transponders that reply to Air Traffic
Control Radar Beacon Systems (ATCRBS) Mode C or Mode S interrogations.
TCAS tracks and continuously evaluates the threat potential of intruder aircraft to
its own aircraft and provides a display of the nearby transponder-equipped
aircraft on a traffic display. During threat situations TCAS provides traffic
advisory alerts and vertical maneuvering resolution advisories to assist the flight
crew in avoiding mid-air collisions.
TCAS I provides proximity warning only to assist the pilot in the visual acquisition
of intruder aircraft. It is intended for use by smaller commuter and general
aviation aircraft.
TCAS II provides traffic advisories and resolution advisories (recommended

escape maneuvers) in a vertical direction to avoid conflicting traffic. Airline, larger
commuter and business aircraft will use TCAS II equipment.
TCAS III Still under development, will provide traffic advisories and resolution
advisories in the horizontal as well as the vertical direction to avoid conflicting
traffic.
The level of protection provided by TCAS equipment depends on the type of

transponder the target aircraft is carrying. It should be noted that TCAS provides
no protection against aircraft that do not have an operating transponder.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Table 1 shows levels of protection offered by the transponder carried by

individual aircraft.
OWN AIRCRAFT
TCAS I TCAS II TCAS III
Mode A
XPDR Only TA TA TA
Mode C TA
Or Mode S TA TA VRA
XPDR VRA HRA
TARGET AIRCRAFT EQUIPMENT
TA TA
TCAS I TA VRA VRA
HRA
TA TA
TCAS II TA VRA VRA
TTC HRA
TTC
TA TA
TCAS III TA VRA VRA
TTC HRA
TTC
TA TRAFFIC ADVISORY
VRA - VERTICAL RESOLUTION ADVISORY
HRA - HORIZONTAL RESOLUTION ADVISORY
TTC - TCAS TCAS COORDINATION
Table 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.49.2 The TCAS II System
TCAS II provides a traffic display and two types of advisories to the pilot. One
type of advisory, called a traffic advisory (TA) informs the pilot that there are
aircraft in the area, which are potential threats to his own aircraft. The other type
of advisory is called a resolution advisory (RA), which advises the pilot that a
vertical corrective or preventative action is required to avoid a threat aircraft.
TCAS II also provides aural alerts to the pilot. Figure 89 shows TCAS protection
area.
TCAS Protection Area

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 89
When a Mode S or Mode C intruder is acquired, TCAS begins tracking the
intruder. Tracking is performed by repetitious TCAS interrogations in Mode S and
Mode C. When interrogated transponders reply after a fixed delay. Measurement
of the time between interrogation transmission and reply reception allows TCAS
to calculate the range of the intruder. If the intruder's transponder is providing
altitude in its reply, TCAS is able to determine the relative altitude of the intruder.
Figure 90 shows a block schematic diagram of the TCAS system
DIRECTIONAL
DIRECTIONAL
ANTENNA
ANTENNA
OMNI
OMNI
TRANSPONDER
MODE S/TCAS
CONTROLLER
MODE S
UNIT
AURAL
ALERT
DATA BUS
BAROMETRIC
ALTIMETER
TA/RA
ALTIMETER
RADAR
COMPUTER
TCAS
UNIT
TA/RA
DIRECTIONAL
DIRECTIONAL
ANTENNA
ANTENNA
OMNI
TCAS System Block Schematic

Figure 90

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Transmission and reception techniques used on TCAS directional aerials allows

TCAS to calculate the bearing of the intruder. Based on closure rates and
relative position computed from the reply data, TCAS will classify the intruders as
non-threat, proximity, TA, or RA threat category aircraft.
If an intruder is being tracked, TCAS displays the intruder aircraft symbol on an

electronic VSI or joint-use weather radar and traffic display. Alternatively in some
aircraft the TCAS display will be on the EFIS system.
The position on the display shows the range and relative bearing of the intruder.
The range of TCAS is about 30 NM in the forward direction. Figure 91 shows
TCAS TA and RA calculations.
SURVEILLANCE
OWN TRACK & BEARING & TARGET

TRACKING
AIRCRAFT SPEED CLOSING PEED AIRCRAFT
TRAFFIC
ADVISORY
(TA)
RANGE ALTITUDE
TEST TEST
THREAT
DETECTION
(RA)
RA
SENSE CLIMB RATE OF STRENGTH
TCAS/TCAS
SELECTION DECENT CLIMB/DECENT SELECTION
CO-ORDINATION
RA
ADVISORY
TA ANNUNCIATION
(TA/RA)
AIR GROUND
COMMUNICATION ATC
TCAS RA and TA Calculations

Figure 91

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.49.3 Aural Annunciation
Displayed traffic and resolution advisories are supplemented by synthetic voice

advisories generated by the TCAS computer. The words "Traffic, Traffic" are
annunciated at the time of the traffic advisory, which directs the pilot to look at the
TA display to locate the intruding aircraft. If the encounter does not resolve itself,
a resolution advisory is annunciated, e.g., "Climb, Climb, Climb". At this point the
pilot adjusts or maintains the vertical rate of the aircraft to keep the VSI needle
out of the red segments.
Figure 92 gives an overview of TCAS air-to-air operation.
AIRCRAFT 2
TCAS AIRCRAFT 2 TRANSMITS
ATCRBS ALL CALL
AIRCRAFT 2 RECIEVES SQUITTER
(1030 MHz) AIRCRAFT 3
AND ADDS AIRCRAFT 1 TO
RESPONDS MODE C
ITS ROLL CALL, THEN INTERROGATES
(1090 MHz)
AIRCRAFT 1 (TCAS 1030 MHz)
AIRCRAFT 3
ATCRBS ONLY
AIRCRAFT 1
MODE S ONLY
AIRCRAFT 1 TRANSMITS
OMNIDIRECTIONAL
SQUITTER SIGNALS
(MODE S 1090 MHz)
ALL 3 AIRCRAFT REPLY

TO INTERROGATIONS FROM
GROUND STATION
(1090 MHz)
GROUND STATION
TRANSMITS
INTERROGATIONS
AT (1030MHz)
TCAS OPERATION IS COMPLETELY INDEPENDENT

NOTE: OF GROUND STATION OPERATION
TCAS Air-to-Air Operation

Figure 92

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 93 shows typical Electronic VSI - TCAS indications.
Honeywell
2
1 4
.5
+03 6
-05
0
-03
6
.5
1 4
2
Electronic VSI - TCAS indications

Figure 93

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 94 shows examples of TCAS warnings as displayed on EADI.
HOLD LNAV VNAV

LOC G/S
110.90 DH150 VERTICAL

142 DME 25.3 2400 SPEED LINE
CMD 5200
180
5000 6
2
160 10 10
1
14 4800
1
REF
120 10 10 4600 2
6
MDA
CRS 123
4700
100
FLY OUT
OF AREA STD
29.86IN
117 MAG 750
RA FLIGHT
BOUNDARY
(RED)
6
2
GREEN
1
SEGMENT
1
RED
SEGMENT 2
6
VERTICAL SPEED
LINE
TCAS Warnings EADI Display

Figure 94

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Displayed traffic and resolution advisories are supplemented by synthetic voice

advisories generated by the TCAS computer. The words "Traffic, Traffic" are
annunciated at the time of the traffic advisory, which directs the pilot to look at the
TA display to locate the traffic. If the encounter does not resolve itself, a
resolution advisory is annunciated. The aural annunciations listed in Table 2
have been adopted as aviation industry standards.
The single announcement "Clear of Conflict" indicates that the encounter has
ended (range has started to increase), and the pilot should promptly but smoothly
return to the previous clearance.
Traffic Advisory: TRAFFIC, TRAFFIC

Resolution Advisories:
Preventative:
MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED. Ensure
that the VSI needle is kept out of the lighted segments.
Corrective:
CLIMB-CLIMB-CLIMB. Climb at the rate shown on the RA indicator:
normally 1500 fpm.
CLIMB.CROSSING CLIMB-CLIMB, CROSSING CLIMB. As above except
that it further indicates that own flightpath will cross through that of the
threat.
DESCEND-DESCEND-DESCEND. Descend at the rate shown on the RA
indicator: normally 1500 fpm.
DESCEND, CROSSING DESCEND-DESCEND, CROSSING DESCEND.
As above except that it further indicates that own flight path will cross
through that of the threat.
REDUCE CLIMB-REDUCE CLIMB. Reduce vertical speed to that shown
on the RA indicator.
INCREASE CLIMB-INCREASE CLIMB. Follows a "Climb" advisory. The
vertical speed of the climb should be increased to that shown on the RA
indicator nominally 2500 fpm.
INCREASE DESCENT-INCREASE DESCENT. Follows a "Descend"
advisory. The vertical speed of the descent should be increased to that
shown on the RA indicator: nominally 2500 fpm.
CLIMB, CLIMB NOW-CLIMB, CLIMB NOW. Follows a "Descend"
advisory when it has been determined that a reversal of vertical speed is
needed to provide adequate separation.
DESCEND, DESCEND NOW-DESCEND. DESCEND NOW. Follows a
"Climb" advisory when it has been determined that a reversal of vertical
speed is needed to provide adequate separation.
Table 2

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.49.4 Performance Monitoring
It is important for the pilot to know that TCAS is operating properly. For this
reason a self-test system is incorporated. Self-test can be initiated at any time,
on the ground or in flight, by momentarily pressing the control unit TEST button.
If TA's or RAs occur while the self-test is activated in flight, the test will abort and
the advisories will be processed and displayed.
When self-test is activated an aural annunciation "TCAS TEST" is heard and a

test pattern with fixed traffic and advisory symbols appears on the display for
eight seconds.
After eight seconds "TCAS TEST PASS" or "TCAS TEST FAIL" is aurally
announced to indicate the system status.
2.49.5 TCAS Units
Figure 95 shows a typical Mode S/TCAS control unit.
TA DSPLY XPDR FAIL

XPDR
AUTO ON
TA
TC
OFF ON STBY
AS
IDENT
7777 TA
/RA
ATC
C
A
S ALT RPTG
TCAS XPDR
OFF TEST 1 2
1 2
Dual Mode S Control Unit

Figure 95

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The controls operate as follows:
(1) Transponder Code Display
This shows the ATC code selected by the two dual concentric knobs below
the display. The system select switch (XPDR 1-2) controls input to the
display.
Certain fault indications are also indicated on the display. "PASS" will
show after a successful functional test and "FAIL" will show if a high level
failure is detected under normal operating conditions.
Also shown is the active transponder by displaying ATC 1 or 2.
(2) Mode Control Selector Switch
This is a rotary switch labeled STBY-ALT RPTG OFF-XPNDR-TA-TA/RA.

The TCAS system is activated by selecting traffic advisory (TA) or traffic
and resolution advisory (TA/RA). When STBY is selected both
transponders are inactive. In the ALT RPTG OFF position the altitude data
sources are interrupted preventing the transmission of altitude.
(3) ABV-N-BLW Switch
This selects the altitude range for the TCAS traffic displays. In the ABV
mode the range limits are 7,000 feet above and 2,700 feet below the
aircraft. In the BLW mode the limits are 2,700 feet above and 7,000 feet
below. When normal (N) is selected the displayed range is 2,700 feet
above and below the aircraft.
(4) Traffic Display Switch
When AUTO is selected the TCAS computer sets the displays to "pop-up"
mode under a traffic/resolution advisory condition. In MAN the TCAS
displays are constantly activated advising of any near by traffic.
(5) Range Switch
This selects different nautical mile traffic advisory horizontal range

displays.
(6) IDENT Push-button
When pushed causes the transponder to transmit a special identifier pulse

(SPI) in its replies to the ground.
(7) Flight Level Push-button (FL)
This is used to select between relative and absolute attitude information.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 96 shows a TCAS & Mode S computers.
ATC TPR/MODE S BENDIX/KING
RT-950
Honeywell TCAS
COMPUTER UNIT
TPR
"SELF TEST" TCAS TA

PASS DISP ALT
Replace TCAS CU if ONLY the red TCAS Fail
lamp is on during any status display (following TCAS RA
the lamp test). When additional lamps are on,
DATA IN
FAIL DISP
correct indicated subsystem PRIOR to
replacement of TCAS CU. TOP RAD TOP
ANT ALT
BOT XPDR BOT
ANT BUS
TCAS
HDG ATT
MAINT
DATA LOADER PUSH
TO
TEST RESERVED
RESERVED
BITE
TEST
TCAS COMPUTER
MODE S COMPUTER
Honeywell TCAS & Mode S Computers

Figure 96
2.49.6 Self Test
If the test button is momentarily pressed fault data for the current and previous
flight legs can be displayed on the front panel annunciators.
When the TEST is initially activated all annunciators are on for 3 seconds and
then current fault data is displayed for 10 seconds, after which the test terminates
and all annunciators are extinguished.
If the test button is pressed again during the 10-second fault display period the
display is aborted and a 2-second lamp test is carried out. The fault data
recorded for the previous flight leg is then displayed for 10 seconds.
This procedure can be repeated to obtain recorded data from the previous 10
flight legs.
If the test button is pressed to display fault data after the last recorded data all
annunciators will flash for 3 seconds and then extinguish.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.49.7 Data Loader Interface
Software updates can be incorporated into the computer via a set of ARINC 429
busses and discrete inputs. These allow an interface to either an Airborne Data
Loader (ADL) through pins on the unit's rear connector or to a Portable Data
Loader (PDL) through the front panel "DATA LOADER" connector.
The computer works with either ARINC 603 data loader low speed bus or ARINC
615 high-speed bus.
A personal computer (PC) can be connected to the front panel "DATA LOADER"
connector. This allows the maintenance log and RA event log to be downloaded
to the PC via an RS 232 interface.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50 INERTIAL NAVIGATION SYSTEM (INS)
The modern inertial navigation system is the only self-contained single source for
all navigation data. After being supplied with initial position information, it is
capable of continuously updating extremely accurate displays of the aircrafts:
1. Position.
2. Ground Speed.
3. Attitude.
4. Heading.
It can also provide guidance and steering information for the auto pilot and flight
instruments. Figure 97 shows a representation of Inertial Navigation principal.
Navigation Triangle
WIND SPEED & DIRECTION

PRESENT
POSITION
DC G
(A DIN
)
ED EA
CK
RA ED
PE S H
T
S E VELOCITY NORTH/SOUTH (VN)
RS T
FT DSP
AI F
A
& CRA
R N
RC O U
AI G R
R
&
AI
TRK DRIFT
HDG
EAST/WEST VELOCITY (VE)
Basic Navigation triangle

Figure 97

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.1 General Principle
In order to understand an inertial navigation system we must consider both the

definition of Inertia and the basic laws of motion as described by Sir Isaac
Newton. Inertia can be described as follows:
1. Newtons first law of motion states:
A body continues in a state of rest, or uniform motion in a straight line, unless

acted upon by an external force.
2. Newtons second law of motion states:
The acceleration of a body is directly proportional to the sum of the forces acting
on the body.
3. Newtons third law states:
For every action, there is an equal and opposite reaction.
With these laws we can mechanise a device which is able to detect minute
changes in acceleration and velocity, ability necessary in the development of
inertial systems. Velocity and distance are computed from sensed acceleration
by the application of basic calculus. The relationship between acceleration,
velocity and displacement are shown in figure 98.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
FEET PER SECOND

ACCELERATION
VELOCITY FEET
PER SECOND
PER SECOND
DISTANCE IN
FEET
TIME
Acceleration, Velocity and Distance Graphs.

Figure 98
Note; Velocity changes whenever acceleration exists and remains constant when
acceleration is zero.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.2 INS Operation
The basic measuring instrument of the inertial navigation system is the

accelerometer. Two accelerometers are mounted in the system. One will
measure the aircrafts accelerations in the north-south direction and the other will
measure the aircrafts accelerations in the east-west direction. When the aircraft
accelerates, the accelerometer detects the motion and a signal is produced
proportional to the amount of acceleration. This signal is amplified, current from
the amplifier is sent back to the accelerometer to a torque motor, which restores
the accelerometer to its null position.
The acceleration signal from the amplifier is also sent to an integrator, which is a
time multiplication device. It starts with acceleration, which is in feet per second
squared (feet per sec per sec) and end up after multiplication by time with velocity
(feet per second).
The velocity signal is then fed through another integrator, which again is a time
multiplier, which gives a result in distance in feet. So from an accelerometer we
can derive:
1. Ground Speed.
2. Distance Flown.
If the computer associated with the INS knows the latitude and longitude of the
starting point and calculates the aircraft has travelled a certain distance
north/south and east/west it can calculate the aircrafts present position.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 99 shows INS Operation.
DISTANCE
DESTINATION
POSITION
PRESENT
GROUNDSPEED
VELOCITY
2ND
DISTANCE FLOWN
INTERGRATORS
1ST
PRESENT POSITION
COMPUTER
RECENTRING (FEEDBACK)
MASS
ACCELEROMETER
POSITION
START
POSITION
START
INS Operation
Figure 99

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
To accurately compute the aircrafts present position, the accelerometer must be

maintained about their sensing axes. To maintain the correct axes, the
accelerometers are mounted on a gimbal assembly commonly referred to as the
platform. The platform is nothing more than a mechanical device, which allows
the aircraft to go through any attitude change at the same time maintaining the
accelerometers level. The inner element of the platform contains the
accelerometers as well as gyroscopes to stabilize the platform. The gyros
provide signals to motors, which in turn control the gimbals of the platform.
Figure 100 shows an Inertial Platform (IP).
AZIMUTH
AXIS
ROLL
AXIS
PITCH
AXIS
Inertial Platform
Figure 100

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
We can also measure the angular distance between the aircraft and the platform
in the three axes, giving us the aircrafts pitch, roll and heading angles. These
can be used in the navigation computations and also give heading and attitude
information to the relative systems.
The gyro and accelerometer are mounted on a common gimbal. When this
gimbal tips off the level position, the spin axis of the gyro remains fixed. The
case of the gyro moves with the gimbal, and the movement is detected by a
signal pick-off within the gyro. This signal is amplified and sent to the gimbal
motor, which restores the gimbal back to the level position. Figure 101 shows the
operation of gyro stabilization.
INPUT AXIS
RATE
GYROSCOPE
OUTPUT
AXIS
PLATFORM
GEARS AMPLIFIER
MOTOR
TACHO
GEN
Gyro Stabilization
Figure 101

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.3 Earth Rate Compensation
The INS gyro operates on the principle of gyroscopic inertia, which is the
characteristic of a rotating mass to resist any forces, which tend to change the
direction of its spin axis. Because the earth rotates in space, the space-
orientated gyro appears to rotate with respect to an earth bound observer. This
makes the gyro unsuitable for use as an earth-fixed reference unless the gyro is
deliberately torqued to rotate at a rate proportional to the earths rotational rate
(earth rate = 15/hour). When torqued in this manner, the spin axis appears
stationary, and the gyro is effectively slaved to the earths co-ordinate system.
Figure 102 shows the calculations of earth rate for the north and vertical gyros.
E A RT H RA TE = (1 5 /H R ) X C O S LA TIT UD E
E A R TH R AT E
9 0
C O M P E N S A T IO N = 15 D EG /H R
A T 0 L A T IT U D E
N O R TH G Y R O
E A R TH R AT E
C O M P E N S A T IO N = 0 D E G /HR 4 5
A T 9 0 L A T IT U D E
E A R TH R AT E

C O M P E N S A T IO N = 1 0 . 6 /H R 0
E A RT H RA TE = (1 5 /H R ) X S IN L AT ITU D E
E A R TH R AT E 9 0
C O M P E N S A T IO N = 0 D E G /HR
A T 0 L A T IT U D E
V E RT ICA L G Y R O
E A R TH R AT E
C O M P E N S A T IO N = 15 D EG /H R 4 5
E A R TH R AT E
C O M P E N S A T IO N = 1 0 . 6 /H R 0
North Gyro Earth Rate Calculation

Figure 102

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.4 Vehicle Rate Compensation
These corrections are used to keep the platform horizontal and pointing to north.
The aim is to cancel out the apparent movement of the gyro as the aircraft moves
over the earths surface. These corrections are applied to all three gyros as
torque to the gyro torque motor, the amount of torque being dependant on the
direction of the aircraft movement over the earths surface.
Aircraft Moving North
This will cause the platform to move away from its horizontal attitude. This effect
is corrected by applying a signal to the East gyros torque motor. The strength of
the signal is dependant on the angular rate of change which is found out by the
following formula:
= AIRCRAFTS VELOCITY
EARTHS RADIUS
Figure 103 shows the vehicle rate corrections for an aircraft travelling North.
Aircraft Travelling North

Figure 103

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Aircraft Moving East
This again causes the platform to move away from its horizontal attitude. This is
corrected by applying a signal to th torque motor of the North gyro. Figure 104
shows the vehicle rate corrections for an aircraft travelling East with the North
axis rotated.
Aircraft Travelling East (North Axis Rotated)

Figure 104

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
When moving east at any latitude other than the equator, the movement also
causes the platform to move away from pointing north. To correct this, we apply
a signal to the torque motor on the vertical gyro. The size of the signal is
dependant on the latitude and the sped of the aircraft. Figure 105 shows the
vehicle rate corrections for an aircraft travelling East with the vertical axis rotated.
Aircraft Travelling East (Vertical Axis Rotated)

Figure 105

Page 2-134
P T (EARTH RATE CORRECTION)
N
/ / N = (15/Hr + RATE OF CHANGE LONG) COS LAT
GYRO
O M (VEHICLE RATE CORRECTION)
P T (EARTH RATE CORRECTION)

V
/ / V = (15/Hr + RATE OF CHANGE LONG) SIN LAT
GYRO
O M (VEHICLE RATE CORRECTION)
PART 2
Figure 106
AEROPLANE
AERODYNAMICS,
MODULE 11 BOOK 2
JAR 66 CATEGORY B1
Earth & Vehicle Rate Corrections

Figure 106 shows the Earth rate & Vehicle rate corrections.
P T
E
/ / (VEHICLE RATE CORRECTION) E = (RATE OF CHANGE LAT)
GYRO
O M

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.5 Alignment
The accuracy of an INS is dependent on the precise alignment of the inertial

platform to a known reference (True North), with respect to the latitude and
longitude of the ground starting position at the time of Starting Up the system.
The inertial system computer carries out a self-alignment calibration procedure
over a given period of time before the system is ready to navigate the aircraft.
The computer requires the following information prior to alignment so that it can
calculate the position of True North:
1. Aircrafts Latitude Position.
2. Aircrafts Longitude Position.
3. Aircrafts Magnetic Heading (from Mag Heading System).
The alignment procedure can only be carried out on the ground, during which the
aircraft must not be moved. Once started the alignment procedure is automatic
2.50.6 The Navigation Mode
In the navigation mode the pitch, roll attitude and the magnetic heading
information is updated mainly with the attitude changes sensed by gyros.
Because the IRS is aligned to true north a variation angle is used to calculate the
direction to magnetic north. Each location on earth has its own variation angle.
All variation angles between the 73 North and 60 South latitude are stored in the
IRS.
The present position is updated mainly with accelerations sensed by the

accelerometers. The accelerations are corrected for the pitch and roll attitude
and calculated with respect to the true north direction.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.7 Strapdown Inertial Navigation
As already discussed, inertial navigation is the process of determining an

aircrafts location using internal inertial sensors. Unlike in the gimballed system,
in a strapdown system the accelerometers and gyros are mounted solidly to the
aircrafts axis. There are no gimbals to keep the sensors level with the earths
surface, so that one sensor is always on the aircrafts longitudinal axis, one on
the lateral axis and one on the vertical axis. Likewise the gyros are mounted
such that one will detect the aircrafts pitch, another the roll and the third the
aircrafts heading.
The accelerometer produces an output that is proportional to the acceleration

applied along the sensors input axis. A microprocessor integrates the
acceleration signal to calculate a velocity and position. Although it is used to
calculate velocity and position, acceleration is meaningless to the system without
additional information.
Example: Consider the acceleration signal from the accelerometer strapped to

the aircrafts longitudinal axis. It is measuring the forward acceleration of the
aircraft, however, is the aircraft accelerating north, south, east, west, up or down?
In order to navigate over the surface of the earth, the system must know how its
acceleration is related to the earths surface.
Because the accelerometers are mounted on the aircrafts longitudinal, Lateral

and vertical axes of the aircraft, the IRS must know the relationship of each of
these axes to the surface of the earth. The Laser Ring Gyros (LRGs) in the
strapdown system make measurements necessary to describe this relationship in
terms of pitch, roll and heading angles. These angles are calculated from angular
rates measured by the gyros through integration e.g. Gyro measures an angular
rate of 3/sec for 30 seconds in the yaw axes. Through integration, the
microprocessor calculates that the heading has changed by 90 after 30 seconds.
Given the knowledge of pitch, roll and heading that the gyros provide, the
microprocessor resolves the acceleration signals into earth-related accelerations,
and then performs the horizontal and vertical navigation calculations. Under
normal conditions, all six sensors sense motion simultaneously and continuously,
thereby entailing calculations that are substantially more complex than a normal
INS. Therefore a powerful, high-speed microprocessor is required in the IRS in
order to rapidly and accurately handle the additional complexity.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 107 shows the block schematic of the Strap-Down inertial Navigation
system.
COMPUTER
ALTIMETER
POSITION
VECTOR
SOLVER
ACCELEROMETERS
COORDINATE
CONVERTER
LONGITUDE
LATITUDE
B MATRIX
GYROS
PITCH
ROLL
YAW
Strap-Down Inertial Navigation System

Figure 107

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.8 Laser Ring Gyro (LRG) Operation
Laser Ring Gyros (LRG) are not in fact gyros, but sensors of angular rate of
rotation about a single axis. They are made of a triangular block of temperature
stable glass. Very small tunnels are precisely drilled parallel to the perimeter of
the triangle, and reflecting mirrors are placed in each corner. A small charge of
Helium-neon gas is inserted and sealed into an aperture in the glass at the base
of the triangle.
When a high voltage is run between the anodes and the cathode, the gas is
ionized, and two beams of light are generated, each travelling around the cavity
in opposite directions.
Since both contrarotating beams travel at the same speed (speed of light), it
takes the exact same time to complete a circuit. However, if the gyro were
rotated on its axis, the path length of one beam would be shortened, while the
other would be lengthened. A laser beam adjusts its wavelength for the length of
the path it travels, so the beam that travelled the shortest distance would rise in
frequency, while the beam that travelled the longer distance would have a
frequency decrease.
The frequency difference between the two beams is directly proportional to the
angular rate of turn about the gyros axis. Thus the frequency difference
becomes a measure of rotation rate. If the gyro doesnt move about its axis, both
frequencies remain the same and the angular rate is zero.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 108 shows a Laser Ring Gyro.
FRINGE
PATTERN
CORNER
PRISM
Laser Ring Gyro (LRG)

Figure 107

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.9 Mode Select Unit (MSU)
The mode select unit controls the mode of operation of the IRS. There are two
types in common use:
1. Six Annunciator MSU.
2. Triple-Channel MSU.
The six-annunciator MSU provides mode selection, status indication and test
initiation for one Inertial Reference Unit (IRU). Figure 109 shows six-annunciator
MSU and Figure 110 shows a triple-channel MSU.
LASEREF NAV
ATT
ALIGN ALIGN FAULT
NAV RDY NO AIR
OFF
ON BATT BATT FAIL
TEST
IRS Six-Annunciator MSU

Figure 109

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
NAV NAV NAV

ATT ATT ATT
ALIGN ALIGN ALIGN
OFF OFF OFF
SYS 1 SYS 2 SYS 3
ALIGN ALIGN ALIGN
ON BATT ON BATT ON BATT TEST
BATT FAIL BATT FAIL BATT FAIL
FAULT FAULT FAULT
IRS Triple-Channel MSU

Figure 110
2.50.10 Mode Select Unit Modes
IRS Modes or set by setting the MSU mode select switch as follows:
OFF-TO-ALIGN
The IRU enters the power-on/built-in test equipment (BITE) submode. When
BITE is complete after approximately 13 seconds, the IRU enters the alignment
mode. The IRU remains in the alignment mode until the mode select switch is set
to OFF, NAV or ATT. The NAV RDY annunciator illuminates upon completion of
the alignment.
OFF-TO-NAV
The IRU enters the power-on/built-in test equipment (BITE) submode. When
BITE is complete after approximately 13 seconds, the IRU enters the alignment
mode. Upon completion of the alignment mode the system enters the navigation
mode.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
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AEROPLANE
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ALIGN-TO-NAV
The IRU enters navigate mode from alignment mode upon completion of
alignment.
NAV-TO-ALIGN
The IRU enters the align downmode from the navigate mode.
NAV-TO-ALIGN-TO-NAV
The IRU enters the align downmode and after 30 seconds, automatically re-
enters the navigate mode.
ALIGN-TO-ATT or NAV-TO-ATT
The IRU enters the erect attitude submode for 20 seconds, during which the MSU
ALIGN annunciator illuminates. The IRU then enters the attitude mode.
2.50.11 MSU Annunciators
ALIGN Indicates that the IRU is in the alignment mode. A flashing ALIGN
annunciator indicates in-correct LAT/LONG entry, excessive aircraft movement
during align.
NAV RDY
Indicates that the alignment is complete.
FAULT
Indicates an IRS fault.
ON BATT
Indicates that the back-up battery power is being used.
BATT FAIL
Indicates that the back-up battery power is inadequate to sustain IRS operation
during back-up battery operation (less than 21 volts).
NO AIR
Indicates that cooling airflow is inadequate to cool the IRU.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
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AEROPLANE
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2.50.12 Inertial System Display Unit (ISDU)
The ISDU selects data from any one of three IRUs for display and provides initial
position or heading data to the IRUs. Figure 111 shows an ISDU.
Honeywell LASEREF
DSPL SEL
P/POS N
TK/GS WIND 1 3
2
HDG/STS
TEST
BRT W H E
4
1 5
N
36
2
S
SYS DSPL 7
W H E9
8
2 4 5 6
1 3
ENT CLR
S0
7 8
9
OFF
Inertial System Display Unit (ISDU)

Figure 111

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.50.13 Keyboard
The keyboard is used to enter latitude and longitude in the alignment mode or
magnetic heading in the attitude mode. The ISDU then sends the entered data
simultaneously to all IRUs when ENT pressed.
The keyboard contains 12 keys, five of the 12 keys are dual function: N/2, W/4,
H/5,E/6 AND S/8. A dual function key is used to select either the type of data
(latitude, longitude or heading) or numerical data to be entered. Single function
keys are used to select only numerical data.
The CLR (clear) and ENT (enter) keys contain green cue lights which, when lit
indicate that the operator action is required. CLR is used to remove data
erroneously entered onto the display; ENT is used to send data to the IRU.
2.50.14 Display
The 13-digit alphanumeric spilt display shows two types of navigation data at the
same time. The display is separated into one group of 6 digits (position 1 through
6) and one group of 7 digits (positions 7 through 13). Punctuation marks (located
in positions 3,5,6,10,12,and 13) light when necessary to indicate degrees,
decimal points, and minutes.
2.50.15 System Display Switch (SYS DSPL)
The SYS DSPL switch is used to select the IRU (position 1,2 or 3) from which the
displayed data originates. If the switch is set to OFF, the ISDU cannot send or
receive data from any of the 3 IRUs.
2.50.16 Display Selector Switch (DSPL SEL)
The DSPL SEL switch has five positions to select data displayed on the ISDU.
TEST Selects a display test that illuminates all display elements and keyboard
cue lights to allow inspection for possible malfunctions. The DSPL SEL switch is
spring loaded and must be help in this position.
TK/GS Selects track angle in degrees on the left display and ground speed in
knots on the right.
PPOS Selects the aircrafts present position as latitude on the left display and
longitude on the right. Both latitude and longitude are displayed in degrees,
minutes, and tenths of a minute.
WIND Selects wind direction in degrees on the left display and wind speed in
knots on the right display.

JAR 66 CATEGORY B1
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PART 2
AEROPLANE
AERODYNAMICS,
HDG/STS Selects heading or alignment status for display, depending upon the
current IRU mode. Heading is displayed in degrees and tenths of degrees, and
time-to-alignment completion is displayed in minutes and tenths of minutes. In
the alignment mode, the ISDU displays alignment status (time to NAV ready) in
the right display. In the NAV mode, the ISDU displays true heading in the left
display. In the attitude mode, the ISDU displays magnetic heading in the left
display and ATT in the right display.
2.50.17 Dimmer Knob
The dimmer knob is mounted on, on operates independently of, the DSPL SEL
switch. As the dimmer knob is rotated clockwise, the display brightens.
2.50.18 Inertial Reference Unit (IRU)
The IRU is the main electronic assembly of the IRS. The IRU contains an inertial
sensor assembly, microprocessors, and power supplies and aircraft electronic
interface. Accelerometers and LRG in the inertial sensor assembly measure
acceleration and angular rates of the aircraft.
The IRU microprocessors performs computations required for:
1.Primary Attitude.
2.Present Position.
3.Inertial Velocity Vectors.
4.Magnetic and True North Reference.
5.Sensor Error Compensation.
The power supplies receive a.c. and d.c. power from the aircraft and back-up
battery. It supplies power to the IRS, and provides switching to primary a.c. and
d.c. or backup battery power
The aircraft electronic interface converts ARINC inputs for use by the IRS. The
electronic interface also provides IRS outputs in ARINC formats for use by
associated aircraft equipment.
A fault ball indicator and a manual Interface Test switch are mounted on the
front of the IRU and are visible when the IRU is mounted in an avionics rack.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 112 shows an IRU
Inertial Reference Unit
INTERFACE
TEST

Figure 112

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
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AERODYNAMICS,
2.50.19 IRS Alignment Mode
During alignment the inertial reference system determines the local vertical and
the direction of true north.
2.50.20 Gyro Compass Process
Inside the inertial reference unit, the three gyros sense angular rate of the aircraft.
Since the aircraft is stationary during alignment, the angular rate is due to earth
rotation. The IRU computer uses this angular rate to determine the direction of
true north.
2.50.21 Initial Latitude
During the alignment period, the IRU computer has determined true north by
sensing the direction of the earths rotation. The magnitude of the earth rotation
vector allows the IRU computer to estimate latitude of the initial present position.
This calculated latitude is compared with the latitude entered by the operator
during initialization.
2.50.22 Alignment Mode
For the IRU to enter ALIGN mode, the mode select switch is set to either the
ALIGN or NAV position. The systems software performs a vertical levelling and
determines aircraft true heading and latitude.
The levelling operations bring the pitch and roll attitudes to within 1 accuracy
(course levelling), followed by fine levelling and heading determination. Initial
latitude and longitude data must be entered manually either via the IRS CDU or
the Flight Management System CDU.
Upon ALIGN completion, the IRS will enter NAV mode automatically if the mode
select switch was set to NAV during align. If the mode select switch was set to
ALIGN, the system will remain in align until NAV mode is selected. The
alignment time is approximately 10 minutes.

Honeywell LASEREF
Page 2-148
DSPL SEL
P/POS N
TK/GS WIND 1 3
2
HDG/STS
A TEST
BRT W H E
4 N
5 6
INTERFACE
1 2 3
I TEST
S
SYS DSPL 7
W H E9
8
2 4 5 6
R 1 3
ENT CLR
S
0
OFF
7 8 9
C IRU 2
R
A INERTIAL SYSTEM
F Inertial Reference Unit
DISPLAY UNIT
T
S
INTERFACE
PART 2
TEST
Figure 113
Y
AEROPLANE
AERODYNAMICS,
IRS Block Schematic

MODULE 11 BOOK 2
JAR 66 CATEGORY B1
T IRU 3 NAV NAV NAV

ATT ATT ATT

ALIGN ALIGN ALIGN
E
OFF OFF OFF
M
Inertial Reference Unit SYS 1 SYS 2 SYS 3
S ALIGN ALIGN ALIGN
ON BATT ON BATT ON BATT TEST

Figure 113 shows a block schematic of a three IRU inertial system.
BATT FAIL BATT FAIL BATT FAIL
FAULT FAULT FAULT

INTERFACE
TEST

MODE SELECT UNIT
IRU 1
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 114 shows a block schematic of the interface of the IRS with the aircrafts
avionics systems.
COMPUTERS
CONTROL
DAMPER
FLIGHT
YAW
MANAGEMENT
COMPUTER
THRUST
PROXIMITY
WARNING
GROUND
MANAGEMENT
REFERENCE
COMPUTER
INERTIAL
FLIGHT
PANEL
MODE
UNIT
IR
WEATHER
RADAR
COMPUTER
AUTOBRAKE
ACQN UNIT
AIR DATA
ANTI-SKID
FLIGHT
SYSTEM
DATA
EHSI/EADI
RDMI
VSI
IRS Interface Block Schematic

Figure 114

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.51 RADIO MAGNETIC INDICATOR (RMI)
The radio magnetic indicator is a very useful navigation tool due to its ability to
display several different pieces of information simultaneously. Primarily, the
circular rotating 'card' is a self- correcting compass which is much more accurate
that the older, floating magnet type of compass. Secondly, the displays from the
ADF or VOR units can be displayed on top of the card, using two pointers, one
single and one double. This allows the pilot to see, in one instrument, his
heading and the orientation of up to two ground stations, relative to the aircraft,
using two different navigation systems. Figure 115 shows an RMI display and
aircraft position with respect to an ADF and VOR station.
AIRCRAFT HEADING
MAGNETIC NORTH
BEARING TO
VOR 2
BEACON
BEARING TO
ADF 1
BEACON
N
33 3
30
6
W
A A
24
12
D D
F 21 15 F
S
VOR VOR
RMI Display
Figure 115

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.51.1 Dual Distance Radio Magnetic Indicator (DDRMI)
The Dual-Distance Radio-Magnetic Indicator (DDRMI) is an instrument that gives

indications for various navigation systems:
1. Magnetic heading from Compass system.
2. Bearings from VORs or ADFs.
3. Distances from the DMEs.
2.51.2 DDRMI Principle
Figure 116 shows the principle operation of the DDRMI system.
VOR NO 2
NM
BEARING TO
.5
75
VOR NO 2 = 30
=
CE
AN
IST
ED
DM
65.5 NM
TANCE =
DME DIS
BEARING TO VOR NO 1
VOR NO 1 = 87
DDRMI Operation
Figure 116

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 111 shows a DDRMI indications resulting from the situation in figure 117.
65.5 75.5
DME - 1 DME - 2
N 3
33
30
6
W
V V
24
12
O O
R 15 R
21 S
ADF ADF
DDRMI Indication
Figure 117

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 118 shows a block schematic of the DDRMI system and the source of all
displayed data.
DDRMI
F/OS
SYSTEM
COMPASS
SYSTEM
DME
NO 2
NO 1
SYSTEM
SYSTEM
VOR
NO 2
NO 2
ADF
SYSTEM
SYSTEM
VOR
NO 1
NO 1
ADF
COMPASS
SYSTEM
SYSTEM
NO2
DME
NO 1
CAPTS
DDRMI
DDRMI Schematic
Figure 118

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52 GLOBAL POSITIONING SYSTEM (GPS)
GPS is a space based radio navigation system, which provides worldwide, highly
accurate three-dimensional position, velocity and time information. The overall
system is divided into three parts.
1.Space Segment.
2.Control Segment.
3.User Segment.
2.52.1 Space Segment
Consists of 24 satellites (21 active + 3 spare), in six orbital planes with 4 satellites
in each orbit. They are orbiting the earth every 12 hours at an approximate
altitude of between 11,000nm 12,500nm. The orbits are such that a minimum
of 6 satellites are in view from any point on the earth. This provides redundancy,
as only 4 satellites are required for three-dimensional position. Figure 119 shows
the Space Segment.
GPS Space Segment

Figure 119

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
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AERODYNAMICS,
2.52.2 Control Segment
This is a ground station that controls all satellites and is made up of:
1. Master Control Station.
2. Monitor Stations.
The Master Control Station is located at Colorado, USA, and is responsible for
processing satellite-tracking information received from the five Monitor Stations.
The Control Segments monitor the total system performance, corrects satellite
position and re-calibrates the on-board atomic time standards as necessary. The
Monitor Stations are located to provide continuous "ground" visibility of every
satellite. Three of the five monitor stations have ground antennas, which are
used to upload data to the satellites. Figure 120 shows the location of the Control
Segment.
COLORADO
SPRINGS
HAWAII
KWAJALIEN
ASCENSION
DIEGO
GARCIA
MASTER CONTROL MONITOR STATION GROUND ANTENNA
GPS Control Segment

Figure 120

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MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.3 Operation
GPS operates by measuring the time it takes a signal to travel from a satellite to a
receiver on-board the aircraft. This time is multiplied by the speed of light to
obtain the distance measurement. This distance results in a Line Of Position
(LOP). Figure 121 shows GPS LOP.
LINE OF
POSITION
(LOP)
GPS Line of Sight (LOP)

Figure 121
The satellites transmit a signal pattern, which is computer generated, in a

repeatable random code. The receiver on the aircraft also generates the same
code and the first step in the process of using GPS data is to synchronies these
two codes. The receiver will receive the LOPs from three different satellites and
uses this information to establish synchronization. The receiver is programmed
to receive signals that intersect the same point, if they dont, then the two codes
are not synchronized. The receiver will now add or subtract time from its code to
establish the LOPs intersecting the same point and thus synchronize its code with
the one from the satellite.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 122 shows the principle of code synchronisation.
R EC EIV ER C OD E N OT
SY NC H R ON ISE D
W IT H T HE SA T ELL IT E CO DE
W ILL GIV E T W O/T H R EE
PO SSI BLE POS IT ION S
R EC EIV ER AD D S/ SU BT R AC T S
T IM E F R OM I TS C OD E T O
ES T ABL ISH T H E LOP S
IN T ER SE CT I NG T H E SA ME PO IN T
Code Synchronisation
Figure 122

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.4 Signal Structure
GPS satellites transmit on 2 frequencies in 2 modes in the UHF band. The 2

modes are:
1. Precision Mode (P).
2. Coarse/Acquisition Mode (C/A).
The P code is for military use only. Both codes transmit signals in a "Pseudo
Random Code" at a certain rate.
2.52.5 Time Measurements
Once the GPS receiver has synchronized with the satellite code, it can then
measure the elapsed time since transmission by comparing the phase shift
between the two codes. The larger the phase shift, the longer the length of time
since transmission. The length of time since transmission times the speed of light
equals distance.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 123 shows code synchronization and time measurements.
SIGNAL RECEIVED
FROM SATELLITE
SIGNAL TRANSMITTED
FROM SATELLITE
TIME DELAY = RANGE
Code synchronization and Time measurement

Figure 123

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.6 Position Fixing
If we know our distance from a specific point in space (satellite), then it follows
that we are located somewhere on the surface of a sphere, with its radius of that
distance. The addition of a second satellite and a second distance measurement
further refines the position calculation as the two LOPs intersect each other. The
addition of a third distance measurement from a third satellite further refines the
position calculation as we now have three LOPs intersecting at a specific point in
space. This point in space represents the distance measured between the
aircraft and the three satellites. Figure 124 shows the process of position fixing.
AIRCRAFTS
VERTICAL
POSITION
AIRCRAFTS
HORIZONTAL
POSITION
GPS Position Fixing

Figure 124

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
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AERODYNAMICS,
2.52.7 Ionospheric Propagation Error
The ionosphere refracts UHF satellite transmission in the same way it refracts
VLF, L.MF and HF transmissions, only to a lesser degree. Since a refracted
signal has a greater distance to travel than a straight signal, it will arrive later in
time, causing an error in the distance measurement. The ionosphere refracts
signals in an amount inversely proportional to the square of their frequencies.
This means that the higher the frequency, the less the refraction and hence the
less error induced in the distance measurement.
Since the GPS satellites transmit two different UHF frequencies (1575.42 MHz
and 1227.60 MHz), each frequency will be affected by the ionosphere differently.
By comparing the phase shift between the two frequencies, the amount of
ionosphere distortion can be measured directly. By knowing the amount of
distortion that is induced, the exact correction factor can be entered into the
computer and effectively cancel ionosphere propagation error. Figure 125 shows
the principle of Ionospheric Propagation Errors.
Ionospheric Propagation Errors

Figure 125

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.8 Derived Information
Although the GPS is primarily a position determining system, it is possible to

derive certain data by taking into account the change in position over time.
Actual track can be obtained by looking at several position fixes. Ground speed
can be calculated by measuring the distance between two fixes. Drift angle can
be obtained by comparing the aircrafts heading, with the actual track of the
aircraft. GPS is able to produce all the derived data commonly associated with
existing long-range navigation systems such as INS.
2.52.9 Navigation Management
A typical GPS provides Great Circle navigation from its present Position direct to
any waypoint or via a prescribed flight plan. When necessary, a new route can
be quickly programmed in flight.
Up to 999 waypoints and up to 56 flight plans are retained by the GNS-X when
power is turned off or interrupted. Selection of waypoints or of the leg to be flown
is not necessary to determine aircraft position; however, when these are
provided, the GNS-X computes and displays on the Colour Control Display Unit
all pertinent navigation data including:
Greenwich Date and Mean Time. Estimated Time of Arrival (ETA).

Present Position Coordinates. Wind Direction and Speed.
Magnetic Variation. Desired Track.
Stored Waypoint Coordinates. Drift Angle.
Stored Flight Plans. Ground Speed.
Departure Time/Time at last Waypoint. Track Angle.
Bearing to Waypoint. Crosstrack Distance.
Distance to Waypoint. HSI/CDI/RMI Course Display.
Estimated Time to Waypoint (ETE).
The computer determines the composite position based on sensor

position/velocity. Plotting multiple moving position points allows determination of
Track Angle and the rate of change of position equals groundspeed. Drift Angle
becomes available with the Heading input, and with a True Airspeed (TAS) input
allows calculation of the Wind direction and speed.
The computer is constantly processing all available inputs. The displays of

Present Position, Distance-to-Go, and Crosstrack as well as the displays of Track
Angle, Drift Angle, Groundspeed, Wind, and Estimated Time Enroute are updated
at periodic intervals.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 126 shows the block schematic of a GNS-X system.
GP S
A N TE N NA
E FIS
N AV I G A TIO N
A DC PR OC ESSOR A UT O P IL O T
U NI T
C OM PA SS
A UT O P IL O T
M O D E S E L E CT
M U LT IF U N C T I O N
C O N TR O L
D IS P L A Y U N IT
D EP
R TE LE GS ARR H OLD PR OG VN A V A TC
T IT L E F IEL D
L EF T R IGH T
F IE LD F IE LD
SC R A T CH PA D
BRT
D IM
C LR / PR E V N EX T M EN U D A TA EX EC
1 2 3 A B C D E F G
4 5 6 H I J K L M N
7 8 9 O P Q R S T U
+
0 / V W X Y Z SP
GNS-X CONTROL & DISPLY UNIT
GNS-X System
Figure 126

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.10 Boeing 777 GPS
The Boeing 777 has two independent GPS, which are used to calculate the
following:
1. Aircrafts Latitude.
2. Aircrafts Longitude.
3. Aircrafts Altitude.
4. Aircrafts Groundspeed.
5. Accurate Time.
Figure 127 shows the system layout.
LEFT GPS RIGHT GPS

SENSOR UNIT SENSOR UNIT
LEFT GPS
ANTENNA
GPWC RIGHT GPS
ANTENNA
CHR DATE
AIR DATA 60
DAY. MON . YR
INERTIAL 50 23 : 59 10
REFERENCE GMT
DIGITAL
UNIT ET/CHR
CLOCK X2 45
ADIRU X 3 99 : 59 20
RUN 30 RUN
HLD HLD
ET
SS MT
G
M
RESET FS D
629 DATA BUS X 3

AIMS CABINET X 2
Boeing 777 GPS

Figure 127

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The two sensor units receive GPS satellite signals from their respective antennas
and calculate the aircrafts position and accurate time. This data is sent to the
Aircraft Information Management System (AIMS) cabinets and the Ground
Proximity Warning Computer (GPWC). The Flight Management Computing
system uses the AIMS GPS data to calculate the aircrafts position for use in its
navigation calculations.
The AIMS cabinets also send GPS data to the Air Data Inertial Reference Units
(ADIRU) which is used to calibrate the inertial sensors, thus decreasing any
inertial reference drift.
GPS time goes to the Universal Time Co-ordinated function (UTCF) within the
AIMS, the AIMS also outputs time data to the flight deck clocks.
2.52.11 GPS Modes of Operation
The Boeing 777 GPS operates in the following modes:
1. Acquisition Mode.
2. Navigation Mode.
3. Altitude Aided Mode.
4. Aided Mode.
2.52.12 Acquisition Mode
The GPS sensor units look for and lock onto the satellite signals. The sensors
must find at least 4 satellites before it can start to calculate GPS data. Whilst the
sensor is in the acquisition mode, itreceives the following data from the Flight
Management system:
1. Aircrafts Present Position.
2. Aircrafts Velocity.
3. Time & Date.
The GPS sensor unit uses this data to calculate which satellites are available at
the current aircrafts position, allowing the sensor unit to receive the signals from
those satellites available and which ones may be used for navigation calculations.

JAR 66 CATEGORY B1
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2.52.13 Navigation Mode
Once the GPS sensor has acquired and locked onto at least 4 satellites it will
enter the navigation mode. In this mode the sensor unit it will compute the GPAS
data. If during the Navigation mode the GPS accuracy is not within 16NM of the
actual aircrafts position, the sensor output will go into None Computed Data
(NCD).
2.52.14 Altitude Aided Mode
With 4 satellites available, the GPS sensor stores the difference between the Air
Data Inertial Reference Unit (ADIRU) altitude and the GPS altitude. When the
GPS sensor is only receiving signals from 3 satellites, it will use this stored data
so that it can estimate the GPS altitude. During this phase the GPS sensor will
use the aircrafts altitude from the ADIRU and the length of the earths radius as
the fourth range required for GPS altitude calculations. Figure 128 shows the
Altitude Aided Mode.
Altitude Aided Mode

Figure 128

JAR 66 CATEGORY B1
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AERODYNAMICS,
2.52.15 Aided Mode
The GPS sensor enters the Aided Mode during short periods (Less than 30
seconds) of bad satellite coverage. An example of bad satellite coverage is poor
satellite geometry, where at least 4 satellites are available but they are not spread
out far enough so the GPS sensor unit can make an accurate position fix.
In the aided mode, the GPS sensor unit receives altitude, heading and
groundspeed from the Flight Management System (FMS). The GPS sensor unit
uses this data to go back into Navigation mode when there is good satellite
coverage again. During the Aided Mode the GPS sensor unit output is once
again Non Computed Data (NCD)

JAR 66 CATEGORY B1
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AEROPLANE
AERODYNAMICS,
Figure 129 shows the Boeing 777 GPS modes of operation.
YES
COVERAGE?
NO
AVAIL?
SATS
BAD
SAT
ARE
4
A
C
YES
YES
NO
ALTITUDE AIDED
PASSED?
NO
AVAIL?
SATS
AIDED
MODE
MODE
ARE
SEC
30
4
NO
YES
YES
A
ACQUISITION
COVERAGE?
NAVIGATION
POWER-UP
YES
AVAIL?
ONLY 3
AVAIL?
THERE
MODE
MODE
SATS
SATS
BAD
SAT
ARE
ARE
4
NO
C
NO
NO
B
GPS Modes of Operation

Figure 129

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.16 Receiver Autonomous Integrity (RAIM)
The purpose of the RAIM is to monitor the status of the satellites that the GPS
sensor unit is using for its navigation calculations. The output of the RAIM
function is an estimate of the GPS position error. The RAIM value goes to the
Flight Management System (FMS) and is used by the FMS to determine if the
GPS data can be used for navigation. Figure 130 shows the operation of RAIM.
5
SATELLITE 2
CURRENTLY
MONITORED
4
3
RAIM Operation
Figure 130

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.52.17 Differential GPS
The accuracy of the GPS is typically 15 25 metres in 95% of the position fixes
available. The USA Department of Defence degrades this accuracy for security
reasons to 100 metres in 95% of the position fixes. However, this error can be
further reduced to almost zero by the use of Differential GPS.
If GPS receivers are placed on the ground in known locations (Latitude

Longitude), the exact errors of the GPS satellites can then be calculated by
comparing the known position of the receivers against the GPS satellites
calculated position. This error is then transmitted to other receivers who use it to
correct the GPS errors and thus have a more accurate position fix. Figure 131
shows the operation of differential GPS.
ERROR CALCULATION
ERROR TRANSMISSION
Differential GPS
Figure 131

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.53 COMPASS SYSTEMS
2.53.1 Direct Reading Compass
This type of compass comprises a magnet system in a liquid filled bowl. In this
type the compass card is attached to single angular cobalt steel magnet which is
suspended in a sapphire cup by an iridium tipped pivot. Figure 132 shows a
common type of direct reading compass.
MOUNTING
PLATE
HORIZONTAL
(B & C)
CORRECTORS
FILLER
PLUG
BELLOWS
BOWL
STEM & BRACKET MAGNET

ASSEMBLY SYSTEM
Direct Reading Compass

Figure 132
Damping is achieved by filling the compass bowl with a mineral liquid or alcohol,
which has a low viscosity, low freezing point, high resistance to corrosion and
does not discolour. The compass is also given buoyancy by the liquid and this
reduces wear on the pivots. The compass liquid expands and retracts with
changes in temperature and this has undesirable effects. To compensate for this,
a bellows or corrugated diaphragm is fitted.
Note: B and C correctors are for East-West, North-South errors respectively.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
On some modern aircraft the direct reading compass is stowed on the center
windscreen strut, only being used in an emergency. They also have to have
some sort of lighting; this lighting is operated by dc and does not effect the
compass operation. Figure 134 shows two types of compass fitted to modern
aircraft.
FIXED
COMPASS
HINGED
COMPASS
Direct reading Compass

Figure 134

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.53.2 Remote Reading Compass (Magnet Gyro)
The (magnetic gyro) compass system provides the flight crew with magnetic
heading information. A compass card in the radio magnetic indicators (RMI's) on
the instrument panel displays the heading, which must be read against a
reference point or a lubber line.
The compass heading is controlled by a directional gyro, which has a stable

direction. For proper orientation of the system with the earths magnetic field and
to correct for gyro drift, a flux valve is used. The flux valve senses the direction of
the earth magnetic field. Figure 135 shows the layout of a basic system.
115v 400 Hz
B C
+ _ + _
N 3
33
0
6
W 3
A A
24
12
D D
F 21 15 F
S
VOR VOR
SLAVED
DG SYNC
VOR/ADF
Remote Reading Compass System

Figure 135

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.53.3 Flux valve (Detector Unit)
A flux valve, or detector unit, senses the angle of the horizontal component of the
Earth's magnetic field with respect to the aircraft's heading, and gives a long-term
stable signal to monitor the gyro controlled master shaft. The detector unit can
best be described as a North sensing device which is capable of detecting the
direction of the horizontal component of the Earth's field and transmitting it to
other components. It is similar to a CX in a synchro control system.
Figure 136 shows a Detector Unit and internal circuit.
SIDE
VIEW
LAMINATED
COLLECTOR A
HORNS
A
AC POWER
EXCITER B
COIL
C B
TOP SECONDARY
C
VIEW PICK-OFF
COILS
DETECTOR UNIT CIRCUIT
Flux Valve Construction

Figure 136

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.53.4 Control Panel
The control panel consists of the following:
1. Synchronisation Annunciator.
2. Synchronisation Knob.
3. Slaved/DG Switch.
2.53.5 Synchronisation Annunciator
This indicates the synchronisation between the DU heading and the gyro
heading. If there is a discrepancy between the two headings then the indicator
will show either a DOT or a CROSS.
2.53.6 Synchronisation Knob
This allows for manual synchronisation of the DU/gyro headings. The

Synchronisation Knob has two directions (DOT & CROSS), moving the
synchronisation knob in the direction indicated by the synchronisation indicator
will ensure the system will indicate the correct heading.
2.53.7 Slaved/DG Switch
The compass systems normal operation mode is the slaved mode, where the
DU/gyro headings are slaved together (DU will precess the gyro when an error
occurs between the two detected headings. In the DG mode, the DU is removed
from the system and the compass operates as a Directional Gyro. This mode is
used more in maintenance when aircraft heading is required. If used in flight
there is a possibility that the heading indication will drift due to gyro drift.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 137 shows the Compass Control Panel.
SYNCHRONISATION
SLAVED/DG ANNUNCIATOR
SWITCH
COMPASS
DG
HDG
SLEW
COMPASS
SLAVE
SLAVED
SYNCHRONISATION
SWITCH
Compass Control Panel

Figure 137
The synchro transmitters in the RMI and in the directional gyro unit are used to
"transmit" the heading information to the following systems:
1. Autopilot.
2. Flight director system (if installed).
3. Horizontal situation indicators (HSI's).
4. Flight data recorder system (if installed).
5. VHF NAV receivers.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.53.8 System Test
Three items can be tested in the compass system:
The sensitivity of the cross-dot annunciator. When the card is moved 5 away
from the synchronised position with the manual synchronisation knob the cross or
the dot must be completely visible.
The slaving speed when the card is moved 10 away from the synchronised
position the automatic slaving system should move the card to the synchronised
position within 10 minutes (min. slaving speed 1/min).
The directional gyro drift with the slaving cut-out switch in DG the gyro drift should
not exceed (3.75 x sine attitude + 1.75 per 15 minutes).
2.53.9 Gyro Unit
The basic element of this compass system is a directional gyro. When the
system is supplied with 115-V AC the gyro starts to rotate and becomes a stable
element, which means that its direction (heading) in space is fixed.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.53.10 Servo System
A servo loop between the gyro and the compass card in the RMI ensures that any
change of aircraft heading causes a corresponding rotation of the compass card,
but in the opposite direction. The servo loop comprises a synchro transmitter
(Tx), a control transformer (CT), a servo amplifier and a servomotor.
The rotor of the synchro transmitter points in the same direction as the gyro.
The error signal is applied via the servo amplifier to the motor. The motor in its
turn drives the compass card and the rotor of the control transformer. When the
latter rotates, the error signal reduces to zero and the motor stops rotating.
The rotor is powered with a 400-Hz signal, which causes a 400-Hz magnetic field.
This magnetic field produces 3 voltages in the stator windings of the synchro
transmitter. The 3 voltages in the control transformer cause a resulting magnetic
field.
The rotor of the control transformer produces an error signal any time the rotor of
the control transformer is not perpendicular with the direction of the resulting
magnetic field.
The error signal is applied via the servo amplifier to the motor. The motor in its
turn drives the compass card and the rotor of the control transformer. When the
latter rotates, the error signal reduces to zero and the motor stops rotating.
If the aircraft changes heading, the direction of the 400-Hz magnetic field in the
synchro transmitter changes with respect of the stator windings and therefore the
direction of the resulting magnetic field in the control transformer changes too.
An error signal is now present and after amplification the "heading" of the
compass card and the rotor of the control transformer changes accordingly and
the compass card reads the new aircraft heading.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 138 shows the Compass System Schematic.
26V AC
INNER
400 Hz
RING
CX
GYRO
OUTER
RING
GYRO CASE
TORQUE
MOTOR
TM
GENERATOR
TACHO
TG
COMPASS
ANNUNCIATOR
CARD
VELOCITY FEEDBACK
M
SERVO
HEADING SHAFT
AMP
SLAVING
AMP
EXCITATION
(AC)
DU
CT
CT
(FLUX VALVE)
DETECTOR
UNIT
SYNCH
KNOB
Compass System Schematic

Figure 138

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.53.11 Slaving loop
To obtain a common reference for all aircraft, use is made of the earth magnetic
field the direction of which is detected by a flux valve. A second control
transformer in the RMI compares the compass card reading with the direction of
the earth magnetic field.
Any difference between these two causes an error signal at the output of the rotor
of the control transformer. The error signal is amplified in a slaving amplifier and
this signal drives a torque motor in the directional gyro unit. The torque motor
changes the position of the stable element and of the rotor of the synchro
transmitter. As described for the servo loop, the compass card and rotors of both
control transformers rotate accordingly until the error signals have been reduced
to zero.
The amplified error signal at the output of the slaving amplifier also drives a
cross-dot annunciator. Either a cross or a dot indicates any unsynchronised
condition of the compass system. The cross-dot annunciator can be used to
manually synchronise the compass system by turning the manual synchronising
knob on the control panel in the cross or dot direction until the cross or dot has
disappeared.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.54 RADIO ALTIMETER
Radio altimeters are carried in virtually all aircraft outside the general aviation
sector. The outputs from the system play a vital role in the operation of automatic
landing and ground proximity warning systems. Because the radio altimeter
comes into play at a critical part of the flight, when the aircraft is close to the
ground, the serviceability and accuracy are perhaps more important than with any
other radio system.
Barometric altitude is the altitude of the aircraft as a function of change in air

pressure. Since it involves a measure of the change in pressure it is the altitude
of the aircraft above the level at which a certain air pressure exists. For aircraft
flying above about 3000 feet the usual reference pressure is 1013.25 millibars
(mb) or 29.92 inches of mercury (in Hg). This is known as the mean sea level
(msl) pressure. The actual pressure at sea level is unlikely to be exactly 1013.25
mb; hence the altimeter will not be reading the aircraft's height above sea level,
let alone the ground.
Radio altitude, on the other hand, is always the height above the ground
regardless of air pressure or indeed the terrain the aircraft is flying over. It follows
that radio altitude is more useful at low levels, in particular when in the landing
phase or to give ground collision warning.
2.54.1 Basic Principles
Radio altimeters are primary radar systems that transmit RF energy and time how
long it takes before an echo is received.
The radio altimeter target is always the ground immediately below the aircraft.
The transmitted beam is broadly directional, pointing straight down, so for
moderate bank and pitch angles part of the beam will be vertical. Figure 139
illustrates the idea showing dual aerial working.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
MODULATOR BEAT FREQUENCY

COUNTER
INDICATOR
TRANSMITTER RECEIVER/MIXER
Radio Altimeter Operation

Figure 139
The system transmits a continuous wave, constant amplitude; frequency

modulated carrier at 4,300 MHz. The depth of modulation is 50 MHz, so the
transmission is continuously varied between 4,250 MHz and 4,350 MHz. With an
aircraft flying over the ground, there is a difference in the frequency of the
reflected signals seen by the receiver and the transmitted frequency at the same
instant. This difference is due to the distance the radio wave has had to travel
from the transmitter antenna to the ground and back to the receiver antenna.
For each foot of transmitted distance, there is a frequency change of

approximately 10 cycles. Since the transmission must travel to the ground and
back again to the receiver, the frequency change per foot of aircraft altitude is
approximately 20 cycles. For example, if the aircraft is 1,000ft above the ground,
there will be 20,000 cycles of frequency difference between the transmitter
frequency and the received frequency.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
In the receiver mixer, the transmitted and received frequencies are mixed and the
beat frequency (difference) is counted in the counter. The beat counter converts
the frequency difference to an analog dc voltage whose amplitude is a function of
aircraft altitude above the ground. A servo system in the indicator drives the
indication to a position corresponding to the amplitude of the dc voltage received
from the beat counter.
Figure 140 shows two types of indicator used.
DIAL
INDICATOR
RIBBON
INDICATOR
Radio Altimeters
Figure 140
On the ribbon type indicator, the aircraft reference symbol remains fixed in the
centre while the tape is driven behind it. Different tape colours are used to give
an instant indication of the approximate height. The flag, when activated, partially
obscures the aircraft symbol.
A manually set altitude trip (decision height) is provided. By means of a DH Index

control a marker or bug can be set to any desired height. If the aircraft is flying
below the DH bug setting the DH lamp will be illuminated to give a warning.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.54.2 Radio Altimeter Antenna
The antennas are so designed so that as long as the roll angle does not exceed
30, and the pitch attitude is not more than 20, the altitude indication remains
correct. If these limits are exceeded, then the altitude indications would be
excessive. These high values would not be maintained very long, so do not
present a problem. Figure 141 shows the effects of aircraft roll on the operation
of the Radio Altimeter system.
FAN BEAM
30 30
TRANSMISSION
SHORTEST
RETURN PATH
30
SHORTEST
RETURN PATH
Roll Angle Effect on Radio Altimeter System

Figure 141

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Radio Altimeter systems are called Low Range because they are not intended
to operate at aircraft altitudes above the ground greater than 2,500ft. It is used
mostly during final approach. When making a CAT II approach, the radio
altimeter notifies the crew when the aircraft is 100 feet above the extended
runway. This is the point at which the flight crew must be able to see the runway
to land and is called the Decision Height. The decision height may be selected
above 100ft as required.
Figure 142 shows a Radio Altimeter antenna and its location.
TX
ANTENNAS
RX
ANTENNAS
HORN ANTENNA
Radio Altimeter Antenna & Location

Figure 142

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.54.3 Testing
The Radio Altimeter system may be tested from the transceiver or other areas
depending on aircraft type. When the test switch on the transmitter/receiver is
operated, the integral test lights are tested. A test altitude of 40 ft is given and
lights displayed, 'SYS OK' for serviceable, 'RT' or 'ANT' for a fault, give test
results. Figure 143 shows a radio Altimeter Transceiver.
TEST
SYSTEM OK
R/T UNIT
ANT
IND
Radio Altimeter Transceiver

Figure 143

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.55 WEATHER RADAR
Weather Radar is designed to detect turbulent conditions so as to allow the pilot

to avoid areas, which could cause an uncomfortable flight for the passengers and
even the possibility of structural damage to the aircraft. At present there is no
direct method of detecting turbulence. The Weather Radar, therefore, relies on
detecting the conditions associated with turbulence. A vast amount of water
exists in the air in one of three forms: vapour, liquid or solid, the form taken
depending, most importantly, on the temperature, and the number of microscopic
particles in the air.
Calm conditions mean that the water droplets in the air are very small and float
gently around, their weight being balanced by air resistance so that they do not
fall to the ground. In turbulent conditions the water droplets or ice particles are
thrown around, collide and stick together. Eventually they become large and
heavy enough to fall to earth.
The more violent the turbulence the larger the droplets will become before falling,
particularly so where there is an updraft of air. If a water droplet is large enough
it will scatter incident electro-magnetic waves, with some of the scattered energy
being in the direction of the transmitter-receiver.
Primary radar, therefore, can be used to detect water droplets and ice particles.
The smaller the wavelength of the incident waves the smaller the water droplets
that will scatter energy.
This also applies to ice particles but the situation is complicated by the form of the
ice i.e.: snowflakes, hailstones or sleet. The larger the droplet, the more energy
is scattered and a cloud mass with large droplets will give rise to strong signals.
Strong signals from a cloud, therefore, suggest turbulent conditions.
Sometimes strong signals are received from one region of a cloud and small
signals from an adjacent region. In this case a high rainfall gradient exists with
strong clearly defined updrafts in the region of the strong signals.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 144 shows the operation of weather radar.
RFLECTED
ENERGY
SCAN ANGLE
TRANSMITTED
ENERGY
SELECTED
RANGE
Weather Radar Operation

Figure 144

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The part of a cloud, which gives the strong radar returns, is known as the storm
cell. The closer the storm cell is to the edge of the detected cloud, the higher the
rainfall gradient and the worse the conditions are likely to be.
The function of Weather Radar is to detect and display conditions involving storm
cells and rainfall gradients in such a way as to allow the operator to assess the
probability of turbulence associated with such conditions. Figure 145 shows a
typical weather radar scanner.
AZIMUTH
REFLECTOR GEAR
ELEVATION
GEAR
AERIAL
GIMBAL
WAVEGUIDE
Weather Radar Scanner

Figure 145

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.55.1 Principle Of Operation
The radar antenna is installed in the nose of the aircraft behind a radome. The
radar transmitter/receiver transmits high-energy pulses via the antenna to the
area in front of the aircraft. The weather radar system moves the antenna from
the left to the right and back again so pulses are transmitted in a wide area in
front of the aircraft.
The weather circumstances in front of the aircraft (rain density in the clouds)
reflect the transmitted pulses back to the weather radar system. The weather
radar antenna receives the reflected pulses. The weather radar receiver converts
the received pulses into a picture, which represents the weather circumstances.
To produce this picture the weather radar system makes use of:
The strength of the reflected pulses which depends on the amount of rain in the
clouds. (The weather radar system converts the strength of the reflected pulses
into a colour).
The time delay between the transmission and reception of the pulses. (The
weather radar system converts the time delay into the distance between the
aircraft and the weather circumstances).
The azimuth angle of the antenna. (The weather radar system uses the azimuth
angle of the antenna to position the weather information on the display.
A secondary function of the weather radar system is to show a ground terrain

map of the area ahead of the aircraft. Therefore the crew tilts the antenna down
with help of the tilt knob on the weather radar control panel. Because the cloud
returns are different from the ground returns the weather radar system is
switched over to the MAP mode for the correct interpretation of the ground
returns.
The radar must display three things: the range, the bearing and the signal
intensity of the cloud.
The display device best suited to showing all three of the above in an easily
assimilated form is the cathode ray tube (CRT) used as a plan position indicator
(PPI).

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 146 shows a typical weather radar display unit.
GAIN TILT
UP
SB/T WX WX/T RCT GCR MAP
DWN
MIN MAX
VAR 10 20 40 80 160 320 SEC
DISPLAY MARKER
OFF MAX OFF MAX
FRZ FRZ
LEFT RIGHT
INOP ALRT
Weather Radar Display Unit

Figure 146

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.55.2 Scanner Stabilization
As the aircraft pitches and rolls, the scanner will also pitch and roll. The weather
radar is designed to scan directly in front of the aircraft, so as the aircraft pitches
and roll; the scanner must pitch and roll in the opposite direction to that of the
aircraft. The scanner is therefore mounted on a stabilized platform, which is
maintained at a constant attitude with respect to the horizon. Stabilization is
derived from the Inertial Reference System (IRS).
The pitch and roll stabilization is completely independent system. Each having a
separate motor, giving freedom of rotary movement in both pitch and roll. There
must also be a freedom of movement in azimuth for scanning to port and
starboard. Therefore three rotating joints are required in the scanner waveguide
assembly. Figure 147 shows stabilization for pitch and roll.
ROLL
ANGLE
PITCH
ANGLE
AZIMUTH ANGLE 0
AZIMUTH ANGLE 90
NO STABILIZATION REQUIRED
NO STABILIZATION REQUIRED
ROLL PITCH
ANGLE ANGLE
AZIMUTH ANGLE 90
AZIMUTH ANGLE 90
WITH NO STABILIZATION
WITH NO STABILIZATION
ROLL
PITCH
ANGLE
ANGLE
AZIMUTH ANGLE 90 AZIMUTH ANGLE 90
STABILIZED STABILIZED
Roll/Pitch Stabilization
Figure 147

IRS
ANTENNA
PITCH ROLL ASSEMBLY
115V A.C.
POWER
SUPPLIES 28V D.C.

WAVEGUIDE
POWER
PART 2
TRANSMITTER
AEROPLANE
Figure 148
GAIN TILT -RECEIVER
UP
CONTROL STAB
AERODYNAMICS,
SB/T WX WX/T RCT GCR MAP

DWN
MODULE 11 BOOK 2
MIN MAX
JAR 66 CATEGORY B1
VAR 10 20 40 80 160 320 SEC

POWER
Radar System Schematic

DISPLAY MARKER
Figure 148 shows a block schematic of a radar system.
OFF MAX OFF MAX

VIDEO
FRZ FRZ
LEFT RIGHT
INOP ALRT
SWEEP
Page 2-193
INDICATOR
CONTROL
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.55.3 Weather Radar Installation
Figure 149 shows the type of weather radar fitted to modern aircraft.
WAVEGUIDE
SECTION 3
RX/TX
WX
WAVEGUIDE
SECTION 1
WAVEGUIDE
PEDESTAL
ANTENNA
SECTION 2
ANTENNA
30" FLAT
PLATE
Weather Radar Installation (B737)

Figure 149

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The weather radar system has a dedicated control panel for selection of the
required mode of operation. This type of system uses the EFIS ND to display the
weather information. Figure 150 shows the weather display on the EFIS ND on a
Boeing 737 aircraft.
WX
WEATHER +10
RETURN MODE
14 ANNUNCIATION
13
40 TILT ANGLE
1/2 RANGE
INDICATION
EFIS ND Weather Display (B737 Aircraft)

Figure 150

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The display is controlled via the EFIS control panel. Figures 151 and 152 shows
an EFIS control panel and a weather radar control panel.
HSI RANGE
EXP
ADI VOR/ 80 160 320
NAV
DH REF ILS 40
VOR/
ILS MAP
20
150 FULL
CTR
NAV MAP 10
PLAN WXR
RST ON
MAP
BRT VOR/ADF NAV AID ARPT RTE DATA WPT
ON ON ON ON ON
EFIS Control Panel

Figure 152
MODE
TEST WX WX+T MAP
-7 -6 10
MIN -5 5 15
-4 UP
GAIN 0 TILT
-3 DN
CAL -2 5 15
MAX -1 10
IDNT STAB
Weather Radar Control Panel

Figure 153

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.55.4 Test Mode
With the mode selector on the control panel in the TEST position the transmitter
is on for 1 second for a transmitter test. For the remainder of the test the
transmitter is off. A test picture is 'painted' on the EFIS.
A test sweep of + 15 up and -15 down is carried out by the antenna. At the end
of the test the antenna centralizes at 0.
The following precautions are to be observed for Boeing 737 weather radar
ground operation:
If the radar system is to be operated while the aircraft is on the ground, direct the
nose of the aircraft such that a 240-degree forward sector is free of large metallic
objects (hangars, other aircraft).
Tilt the antenna upward 15 degrees and prevent personnel from standing closer
than 10 feet to the 240-degree forward section of the aircraft. The receiver may
be damaged as a result of strong returns from nearby metallic objects.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 154 shows safety areas and boundary marks to be displayed during
ground operation of weather radar.
WARNING
SIGN
RED/WHITE ROPE
120
120
R = 6 MTRS
Safety Areas and Boundary Marks

Figure 154

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.55.5 Radome
The radome is an aerodynamically shaped nose cone made of a dielectric

material, which can have an overriding effect on the weather radar systems
performance. The radome should transmit 90% of the incident energy, posses
structural strength, protect against erosion, prevent spark discharge of static and
protect against lightning strikes.
Structural strength comes from how the radome is constructed. Normally they
are of the sandwich type, consisting of a honeycomb structure supported on each
side by a thin skin of laminated glass fibre.
Anti static/erosion is overcome by coating the nose area with a polyurethane

material. This material is bonded onto the radome, but must not be too thick so
as to effect the transmission of energy. The radome is also coated with an anti
static paint containing small graphite particles.
Lightning strike protection takes the form of metal strips bonded to the surface of
the radome and painted over. The strips run from the nose of the radome to the
bulkhead, where good electrical bonding must be achieved so that any lightning
strikes are dissipated in the airframe with minimum damage. Figure 155 shows
the construction of a radome.
Radome Construction
Figure 155

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.56 GROUND PROXIMITY WARNING SYSTEM
The purpose of the Ground Proximity Warning System (GPWS) is to alert the
flight crew to the existence of an unsafe condition due to terrain proximity. The
various hazardous conditions that may be encountered are divided into 7 Modes.
These are:
1. Mode 1 - Excessive Descent Rate.
2. Mode 2 - Excessive Closure Rate (with respect to rising terrain).
3. Mode 3 - Excessive Altitude Loss (during climb-out after take-off).
4. Mode 4 - Insufficient Terrain Clearance (when not in landing

configuration).
5. Mode 5 - Excessive Deviation below the Glideslope (ILS Landing).
6. Mode 6 - Descent Below selected Decision Height.
7. Mode 7 Windshear.
Figures 156 - 162 show schematics of each of the above modes.
SINK RATE
WHOOP!
WHOOP!
PULL-UP
GPWS Mode 1
Figure 156

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
TERRAIN
TERRAIN
WHOOP!
TERRAIN WHOOP!
TERRAIN PULL-UP
GPWS Mode 2
Figure 157
DONT SINK
GPWS Mode 3
Figure 158

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
TOO LOW
GEAR...
GPWS Mode 4
Figure 159
GLIDESLOPE
GLIDESLOPE
GPWS Mode 5
Figure 160

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
MINIMUMS
MINIMUMS
DECISION HEIGHT
GPWS Mode 6
Figure 161
STRONG DOWNDRAFT
HEADWIND TAILWIND
WINDSHEAR
WINDSHEAR
GPWS Mode 7
Figure 162

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.56.1 System Operation
The main component of the system is the GPWS computer. It receives

information from other aircraft systems (Baro/Rad Alt Ht, speed, etc.). From
these inputs, the computer makes calculations to determine if the aircraft is in
danger of contacting the terrain below. GPWS only operates within the Rad Alt
range (50' to 2,500'). Figure 163 shows a block schematic diagram of a typical
GPWS.
EFIS
SYMBOL
GENERATORS
PULL UP
EADI EADI
PFD PFD
DATA &
LOGIC GROUND
INPUTS BELOW G/S CAPT F/O
PROXIMITY
P - INHIBIT
WARNING
SYSTEM COMPUTER
TEST
GPWS
INOP CONTROL
PANEL
RADIO
ELECTRONICS
UNIT
GPWS Block Schematic

Figure 163

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.56.2 Ground Proximity Warning Computer
The GPWC establishes the limits for the GPWS modes and compares the
aircrafts flight and terrain clearance status against established mode limits. If the
aircraft is found to have entered a GPWS mode, the computer issues appropriate
warning or alerting signals. The computer also stores failure data in a non-
volatile memory for display on a front panel window on the GPWC.
Figure 164 shows a GPWC and Control panel.
STATUS/HISTORY GROUND PROXIMITY

PRESENT FLIGHT
STATUS HISTORY
INOP FLAP/GEAR
INHIBIT
CAUTION
OBSERVE PRECAUTIONS NORMAL
FOR HANDLING
ELECTROSTATIC SYS TEST
SENSITIVE
DEVICES
CONTROL PANEL
GROUND PROXIMITY WARNING

COMPUTER
GPWC and GPWS Control Panel

Figure 164

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.56.3 GPWS Control Panel
The GPWS control panel provides the flight crew with visual indications of GPWS
operation; self-test capability and flap/gear inhibit capability.
INOP Light
Amber INOP light is illuminated when a computer or input signal malfunction is

detected, or a GPWS self-test is being performed.
Flap/Gear Inhibit
This switch is a two-position toggle switch; guarded and safety-wired in the

NORMAL position. When it is placed in the INHIBIT position, Modes 2,3 and 4
are inhibited.
Self Test Switch
This switch is used to initiate a GPWS self-test. A self-test can be conducted on

the ground or in-flight.
2.56.4 Warning Lights
Two warning lights are provided to give visual indication of ground proximity
warnings. These are:
1. PULL-UP.
2. BELOW G/S.
A WINDSHEAR warning message (displayed on the EFIS PFD) provides visual

indication of a Windshear condition.
The red PULL-UP light illuminates when Mode 1,2,3 or 4 flight path is detected.
The amber BELOW G/S warning light illuminates when glide slope deviation
becomes excessive. Pressing the BELOW G/S switch inhibits the warning.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 165 shows a PFD with Windshear annunciation.
MCP SPD CLMB HDG SEL V NAV
10
180 10
160
150
140
10
10
120
WINDSHEAR DH 350
GS RA 1620
173
Primary Flight Display (Windshear)

Figure 165

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.56.5 GPWS Bite Operation
The purpose of the BITE is to perform an internal check of the GPWC functions,
to record past faults that occur during the last ten flights, and to annunciate
system status information.
2.56.6 BITE Tests
The BITE function carries out three BITE tests:
Continuous Test Performed during each program loop. This checks the CPU
operation and data input integrity for shorts to ground or open circuits. The ADC,
IRS, ILS and RAD ALT systems and internal power supplies are also monitored
for valid data.
Periodic Test Tests requiring excessive processing time are subdivided into
small segments. Tests on the individual segments are performed sequentially,
one segment during each program loop. Periodic tests include checks on the
processor instruction sets, program memory contents, RAM addressing and
storage functions, voice memory addressing and contents, parity of received data
and the ability to read the data.
Event-Initiated Tests These are performed during or after a specific event has
occurred. They include resetting the program a fraction of a second prior to a
power supply failure. Checksumming the data stored in the non-volatile fault
memory at power up. Checksumming the data written after entering data and
sampling and storing program pin status at power up. Restarting the CPU at a
known location in the program after loss of CPU.
2.56.7 Fault Recording
Faults are recorded in a non-volatile fault memory by flight segments. The

beginning and the end of each flight segment are identified using radio altitude,
IAS and Mode 3 4 transitions. Up to 24 faults may be recorded during each
flight segment.

LS
CAPT F/O
ILS LOC/GS
WINDSHEAR PFD PFD
RAD ALT RAD ALT HT

GPWS
WARNING
IAS/ALT PULL UP PULL UP

ADC LS
ALT RATE G/S

INHIBIT
G/S BELOW G/S BELOW G/S
PP/TKE/ROLL WARNING P - INHIBIT P - INHIBIT
IRU HS
PITCH/ACCL
PART 2
AEROPLANE
Figure 166
AERODYNAMICS,
MODULE 11 BOOK 2
STALL MONITOR
JAR 66 CATEGORY B1
HS FLAPS/AOA INOP
WARNING
G/S
GPWS Block Schematic (B737)

GPEW FDAU
W/S
MODE COURSE
LS FLAP
CONTROL SELECT POSITION
FLAP INHIBIT
SWITCHES
Figure 166 shows GPWS block schematic for the Boeing 737 aircraft.
POS
GEAR
PP/TKE GEAR
FMC LS POS NORMAL
Page 2-209
POSITION
SWITCHES
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.57 ENHANCED GROUND PROXIMITY WARNING SYSTEM
The EGPWS contains all the modes as with the standard GPWS with some
additional features. The system contains a worldwide terrain database, an
obstacle database and a worldwide airport database, and using this extra data
enables the system to give an Enhanced GPWS. The additional features are as
follows:
Terrain alerting and display (TAD) - This provides a graphic display of the
surrounding terrain on the Weather Radar Indicator, EFIS or a dedicated GPWS
display. Based on the aircrafts position and the internal database (terrain
topography), all terrain that is above or within 2000 feet below the aircrafts
altitude is presented on the system display. This feature is an option, enabled by
program pins during installation.
Peaks Is a TAD supplemental feature providing additional terrain display

features for enhanced situational awareness, independent of the aircrafts
altitude. This includes digital elevations for the highest and lowest displayed
terrain, additional elevation (colour) bands, and a unique representation of 0 MSL
elevation. This feature is an option enabled by program pins during installation.
Obstacles This feature utilizing an obstacle database for obstacle conflict

alerting and display. EGPWS caution and warning visual and audio alerts are
provided when a conflict is detected. Additionally, when TAD is enabled,
Obstacles are graphically displayed similar to terrain. This feature is an option,
enabled by program pins during installation.
Terrain Clearance Floor This feature adds and additional element of protection
by alerting the flight crew of possible premature descent. This is intended for
non-precision approaches and is based on the current aircraft position relative to
the nearest runway. This feature is enabled with the TAD feature.
Geometric Altitude Based on the GPS altitude, this is a computed pseudo-

barometric altitude designed to reduce or eliminate altitude errors resulting from
temperature extremes, non-standard pressure altitude conditions, and altimeter
miss-sets. This ensures an optimal EGPWS alerting and display capability.
Note; Some of these features have been added to the EGPWS as the system
evolved and are not present in all EGPWS part numbers.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.57.1 Controlled Flight Into Terrain (CFIT)
Because the overwhelming majority of Controlled Flight Into terrain accidents

occur near to an airport, and the fact that aircraft operate in close proximity to
terrain near an airport, the terrain database contains higher resolution grids for
airport areas. Lower resolution grids are used outside airports areas where
aircraft enroute altitude make CFIT accidents less likely and terrain feature detail
is less important to the flight crew.
With the use of accurate GPS and FMS information, the EGPWS is provided
aircrafts present position, track, and ground speed. With this information the
EGPWS is able to present a graphical plan view of the aircraft relative to the
terrain and advise the flight crew of any potential conflict with the terrain or an
obstacle.
Conflicts are recognised and alerts are provided when terrain violates specific
computed envelope boundaries on the projected flight path of the aircraft. Alerts
are provided in the form of visual light annunciation of a caution or warning, audio
enunciation based on the type of conflict, and colour enhanced visual display of
the terrain or obstacle relative to the forward look of the aircraft. Figure 167
shows Terrain/Obstacle database.
OBSTACLES
SURVEY POINTS
ABOVE SEA LEVEL
MEAN SEA LEVEL
Terrain/Obstacle Database
Figure 167

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 168 shows a graph on when caution and warning alerts are triggered.
50% YELLOW
25% YELLOW
16% GREEN
50% GREEN
50% RED
MAX ELEVATION No
MIN ELEVATION No
REF ALTITUDE -250/500
REF ALTITUDE +2000
REF ALTITUDE +1000
REF ALTITUDE -1000
REF ALTITUDE -2000

REFERENCE
ALTITUDE
Terrain Caution/Warning Graph

Figure 168

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Table 3 shows the different Terrain/Obstacle threat levels and the colour
indication present with TAD and Peaks selected.
Colour Indication
Solid Red Terrain/Obstacle threat warning.
Solid Yellow Terrain/Obstacle threat warning.
50% Red Dots Terrain/Obstacle that is more than 2000 feet
above the aircraft.
50% Yellow Dots Terrain/Obstacle that is between 1000 and 2000
feet above the aircrafts attitude.
25% Yellow Dots Terrain/Obstacle that is 500 (250 with gear
down) feet below to 1000 feet above the
aircrafts altitude.
Solid Green Shown only when no red or yellow
(Peaks Only) Terrain/Obstacle areas are within range on the
display. Highest terrain/obstacle not within 500
(250 with gear down) feet of the aircrafts
altitude.
50% Green Dots Terrain/Obstacle that is 500 (250 with gear
down) feet below to 1000 below the aircraft'
altitude.
50% Green Dots Terrain/Obstacle that is in the middle elevation
(Peaks Only) band when there is no red or yellow terrain
areas within range on the display.
16% Green Terrain/Obstacle that is 1000 to 2000 feet below
the aircrafts altitude.
16% Green Terrain/Obstacle that is the lower elevation band
(peaks Only) when there is no Red or Yellow terrain areas
within range on the display.
Black No significant Terrain/Obstacle
16% Cyan Water at Sea Level Elevation (0 feet MSL)
Magenta Dots Unknown terrain. No terrain data in the
database for the magenta area shown.
Terrain/Obstacle Threat Levels

Table 3

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 169 shows a Weather Radar Display used for EGPWS displays.
40 DIM
20 80
10 160
320
OFF
CAUTION TERRAIN RANGE WARNING TERRAIN
(RED)
(YELLOW)
RNG 20
TERRAIN
(GREEN)
TERR
EGPWS Display
Figure 169
2.57.2 Terrain Alerting & Display (TAD)
With a compatible EFIS or Weather Radar display, the EGPWS TAD feature
provides an image of the surrounding terrain represented in various colours and
intensities. There are two types of TAD display depending on the options
selected:
Standard TAD Provides a terrain image only when the aircrafts altitude is 2000
feet or less above the terrain.
Peaks Enhances the standard display characteristics to provide a higher

degree of terrain awareness independent of the aircrafts altitude. In either case,
terrain and obstacles (if enabled) forward of the aircraft are displayed.
Note; Obstacles are presented on the display as terrain, using the same colour
scheme. Peaks and Obstacle functions are enabled by EGPWS program pin
selection.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 170 shows the Peaks function of EGPWS.
SOLID GREEN WHEN NO RED OR YELLOW
50% UPTO 1000 FEET
16% BETWEEN 1000 - 2000 FEET

> 500 Ft
REF
ALT
EGPWS Peaks Function

Figure 170

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.57.3 Envelope Modulation
This special feature utilizes the internal database to tailor EGPWS alerts at
certain geographical locations to reduce nuisance warning and provide added
protection. Due to terrain features at or near certain specific airports around the
world, in the past, normal operations have resulted in nuisance or missed alerts
at these locations. With the introduction of accurate position information and a
terrain and airport database, it is possible to identify these areas and adjust the
normal alerting process to compensate for the condition.
An EGPWS Envelope Modulation feature provides improved alert protection and

expanded alerting margins at identified key locations throughout the world. This
feature is automatic and requires no flight crew action.
Modes 4,5, and 6 are expanded at certain locations to provide alerting protection
consistent with normal approaches. Modes 1,2 and 4 are desensitized at other
locations to prevent nuisance warnings that result from unusual terrain or
approach procedures. In all cases, very specific information is used to correlate
the aircraft position and phase of flight prior to modulating the envelopes.
Figure 171 shows the Envelope Modulation function.
ENVELOPE
MODULATION
AREA
Envelope Modulation
Figure 171

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.57.4 Terrain Look Ahead Alerting
Another enhancement provided by the internal terrain database, is the ability to

look ahead of the aircraft and detect terrain or obstacle conflicts with greater
alerting time. This is accomplished (when enabled) based on the aircraft position,
flight path angle, track and speed relative to the terrain database image forward
of the aircraft.
Through sophisticated look ahead algorithms, both caution and warning alerts are
generated if terrain or an obstacle conflict with Ribbons projected forward of the
aircraft. Figure 172 shows the Terrain Look Ahead Alerting function.
WARNING
(TYPICALLY 30 SEC
AHEAD OF TERRAIN)
CAUTION
(TYPICALLY 60 SEC
AHEAD OF TERRAIN)
Terrain Look Ahead Alerting

Figure 172

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
laterally (more if turning). The look-ahead and up angles are a function of the
aircraft flight path angle, and the look-ahead distance are a function of the
aircrafts altitude with respect to the nearest runway. This relationship prevents
undesired alerts when taking off and landing.
The look-ahead distance is a function of the aircrafts speed and distance to the
nearest runway. A terrain conflict intruding into the caution ribbon activates the
EGPWS caution lights and the aural message CAUTION TERRAIN, CAUTION
TERRAIN or TERRAIN AHEAD, TERRAIN AHEAD. The caution alert is given
typically 60 seconds ahead of the terrain conflict and is repeated every seven
seconds as long as the conflict remains within the caution area.
When the warning ribbon is intruded, typically 30 seconds ahead of the terrain,
EGPWS warning lights activate and the aural message TERRAIN, TERRAIN,
PULL UP is enunciated with PULL UP repeating continuously while the conflict
is within the warning area.
Note; the specific aural message provided is established during the initial
installation of the EGPWS and is a function of whether or not the terrain features
are enabled and the selected audio menu (via program pins).
2.57.5 Terrain Clearance Floor (TCF)
The TCF function enhances the basic GPWS Modes by alerting the flight crew of
a descent below a defined Terrain Clearance Floor regardless of the aircrafts
configuration. The TCF alert is a function of the aircrafts RAD ALT and distance
(calculated from Lat/Long position) relative to the center of the nearest runway in
the database.
TCF alerts result in the illumination of the EGPWS caution lights and the aural
message TOO LOW TERRAIN. The audio message is provided once when
initial envelope penetration occurs and again only for an additional 20% decrease
in RAD ALT altitude. The EGPWS caution lights will remain on until the TCF
envelope is exited.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
The TCF envelope is shown in Figure 173
R U N WA Y
LE NG TH
EN V ELOP E
B IA S FA C TOR
15N M
12N M
4N M
15 N M
12 N M
4 NM
E N V E LO P E
B IA S
TO O LOW TE RR A IN F AC T O R
TO O LOW TE RR A IN
4 0 0 ' - 7 0 0 ' ft 0 ' - 4 0 0 ' ft
T E R RA IN C L E A RA N C E F L O O R
Terrain Clearance Floor

Figure 173

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.57.6 TCF/TAD Control
The EGPWS TCF and TAD functions are available when all required data is
present and acceptable. Aircraft position and numerous other parameters are
monitored and verified for adequacy in order to perform these functions. If
determined invalid or unavailable, the system will display TERRAIN
INOPERATIVE or unavailable annunciations and discontinue the terrain display
if active. TAD/TCF functions may be inhibited by manual selection of a cockpit
TERRAIN INHIBIT SWITCH.
Note; neither loss nor inhibited TAD/TCF effects the basics GPWS functions
Modes 1 7.
Figure 174 shows EGPWS control switches and annunciations.
GND
PROX
G/S FLAP GEAR

INHIBIT OVRD OVRD
G/S INHB OVRD OVRD
GND PROX
TERR
OVRD
OVRD
EGPWS Control Switches & Annunciation

Figure 174

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.57.7 EGPWS Interface
The EGPWS uses various input signals from other on-board systems. The full
compliment of these other systems depends on the EGPWS configuration and
options selected. The basic enhanced facilities require:
1. Altitude (RAD ALT/GPS/IRS).
2. Airspeed (IAS/TAS).
3. Attitude (IRS).
4. Glideslope (ILS).
5. Present Position (FMS/IRS/GPS).
6. Flap/Gear Position.
7. The Windshear function requires additional information of:
a) Accelerations (IRS).
b) Angle of Attack.
c) Flap Position.
Inputs are also required for discrete signals. These discrete inputs are used for
system configuration, signal/status input and control input functions. EGPWS
program pins are utilized to inform the system of the type of aircraft and interface
that is in use. These are established during EGPWS installation.
Discrete signals also include signals for Decision Height, Landing Flaps
selected, display range and status discrete such as RAD ALT/ILS valid.
EGPWS provides both visual and audio outputs. The visual outputs provide
discrete alert and status annunciations and display terrain video on a compatible
CRT screen. Audio enunciations are provided (via the aircrafts interphone
system) at specific alert phases.

Page 2-222
GPWS
ALGORITHMS
AUDIO
O ALERT
CONTROL I
AURAL U
DISCRETE N MESSAGES
CALLOUTS T
INPUTS P
P
U
U
T
T
P
TERRAIN AWARENESS & WARNING/
P
AIRCRAFT R OBSTACLE ALERTING & CAUTION
R
O DISPLAY ALGORITHMS
SENSORS O LAMPS
C
PART 2
Figure 175 shows EGPWS system schematic.
Figure 175
C
E
AEROPLANE
EGPWS System
DADC S
AERODYNAMICS,
S
MODULE 11 BOOK 2
S TERRAIN CLEARANCE
JAR 66 CATEGORY B1
IRS S
GPS I FLOOR ALGORITHMS I TERRAIN

N
FMS N DISPLAY
G
RAD ALT G
DATA
WINDSHEAR
DETECTION &
ALERTING ALGORITHMS

EGPWC
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.57.8 System Activation
The EGPWS is fully active when the following systems are powered and
functioning normally:
1. EGPWS.
2. RADIO ALTIMTER.
3. AIR DATA SYSTEM
4. ILS (Glideslope).
5. GPS/FMS or IRS (PP).
6. GEAR/FLAPS.
7. WEATHER RADAR/EFIS DISPLAY.
In the event that the required data for a particular function is not available, then
that function is automatically inhibited and annunciated (e.g. if PP data is not
available or determined unacceptable, TAD/TCF is inhibited, any active terrain
display is removed and TERR INOP indicated on CRT display.
2.57.9 Self Test
The EGPWS provides a Self-Test Capability for verifying and indicating intended
functions. This Self-Test capability consists of six levels to aid testing and
troubleshooting the EGPWS. These six levels are:
Level 1 - GO/NO GO Test. Provides an overview of the current operational

functions and an indication of their status. The flight crew as part of their Pre-
Flight test carries out this test.
Level 2 - Current Faults. Provides a list of internal and external faults currently
detected by the EGPWC.
Level 3 EGPWS Configuration. Indicates the current configuration by listing

the EGPWS hardware, software, databases and program pin numbers detected
by the EGPWC.
Level 4 Fault History. Provides an historical record of the internal and

external faults detected by the EGPWC.
Level 5 Warning History. Provides an historical record of the alerts given by

the EGPWS.
Level 6 Discrete Test. Provides audible indication of any change to a discrete

input state.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Note: Level 2 6 tests are typically used for installation checkout and
maintenance operations.
Figure 176 shows TAD/TCF display test pattern.
40 DIM
20 80
10 160
320
OFF
RANGE
RNG 160
TERR ST
TAD/TCF Test Display

Figure 176

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 177 shows a EGPWS computer as fitted to the Boeing 777.
EGPWS Computer (B777)

Figure 177

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58 AIR DATA SYSTEM (ADS)
Air Data systems depend upon Pitot and Static pressure sensing, as well as
temperature sensing. Static air pressure is the pressure of the outside air at the
location of the aircraft. Pitot pressure is the dynamic pressure caused by the
forward motion of the aircraft. Temperature sensing is required to calculate the
Total/Static Air Temperature (TAT/SAT), and for calculating True Air Speed
(TAS). Figure 178 shows a Pitot/Static probe.
STATIC
LINE NO1
PITOT
LINE
HEATER
CONNECTION
STATIC
LINE NO2
PITOT
STATIC
PORTS
Pitot/Static Probe
Figure 178
In a parked aircraft, the pitot and static pressures are equal. In a moving aircraft,
the pitot pressure is greater because additional pressure is developed at the
forward end of the tube by its motion through the air. Altitude is calculated on the
basis of static air pressure, and airspeeds are calculated on the basis of the
difference between pitot and static pressures.
Since a pitot/static probe is, under certain conditions, subjected to icing, it is

necessary to have available a heater to melt the ice which would block the ports.
Flush static ports may also be heated, if required.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.1 Total Air Temperature Probe
Total Air temperature (TAT), is the static air temperature plus the rise in
temperature created due to the pitot effect. TAT is of great importance in setting
the operating conditions of a jet engine, since the temperature of the air entering
the engine is static air temperature increased by the pitot factor. It is also
possible to derive Static Air Temperature (SAT), from TAT and pitot pressure
information. Figure 179 shows a basic Total Air Temperature (TAT) probe.
AIR FLOW
SENSING METERED
ELEMENT ORIFICE
(VERY SMALL)
ELECTRICAL
CONNECTION
ELECTRICAL
SIGNAL OF
TEMPERATURE
Total Air Temperature Probe

Figure 179
The TAT probe is constructed similar to a pitot probe. It is however, more

complicated due to the need for providing de-icing heat. The air entering the TAT
probe must be shielded from the de-icing heat. The TAT probe has metered
orifices to allow the air to flow through the sensing element.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.2 Location Of Probes And Static Vents
The choice of probe/vent locations is largely dependent on the type of aircraft,

speed range and aerodynamic characteristics, and as result there is no common
standard for all aircraft. On larger aircraft it is normal to have standby probes and
static vents. These are always located one on each side of the fuselage and are
interconnected so as to balance out dynamic pressure effects resulting from any
Yawing or side-slip motion of the aircraft. Figure 180 shows the location of the
pitot/static sensing elements on a Boeing 737 aircraft.
Boeing 737 Pitot/Static Locations

Figure 180

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Pitot and static pressures are transmitted through seamless and corrosion-
resistant metal (light alloy) pipelines. Flexible pipelines are also used when
connections to components mounted on anti-vibration mountings are required. In
order for an Air Data System to operate effectively under all flight conditions,
provision must also be made for the elimination of water that may enter the
system as a result of condensation, rain, snow, etc. This will reduce the
probability of Slugs of water blocking the lines.
This provision takes the form of drain holes in the probes, drain taps and valves
in the systems pipelines. The drain holes within the probes are of diameter so as
not to introduce errors into the system. Methods of draining the pipelines varies
between aircraft types and are designed to have a capacity sufficient to allow for
the accumulation of the maximum amount of water that could enter the system
between maintenance periods. Figure 181 shows a typical water drain valve.
ORANGE
FLOAT
TRANSPARENT
INDICATOR
PLASTIC PIPE
DRAIN
VALVE BAYONET
FITTING
CAP
(SELF SEALING)
Water Drain
Figure 181

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 182 shows a typical air data system for a large aircraft.
REC
FLT
ADC 1
ADC 2
MS 2
A/S 1
PRESS
DIFF
MS 1
A/S 2
PC
LOWER
LOWER
PRESSURE HEADS
PRESSURE HEADS
UPPER
UPPER
PITOT PITOT
STATIC STATIC
ALT
ALT
IAS
IAS
VS
VS
CAPT
F/O
Air Data System

Figure 182

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.3 Air Data Computer (ADC)
The ADC receives Pitot/Static pressure and an electrical signal representing

temperature. It uses these inputs to calculate the following parameters:
1. Indicated Air Speed (IAS).
2. True Airspeed (TAS).
3. Speed of Sound (Mach).
4. Altitude.
5. Rate of change of Altitude.
6. Total Air Temperature (TAT).
7. Static Air Temperature (SAT).
The system supplies air data information to any system in either digital or analog
form.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
Figure 183 shows a block schematic of an Air data Computer.
ALT HOLD (AUTOPILOT)

ALT RATE (AUTOPILOT)
ATC TRANSPONDER
CABIN PRESSURE
STATIC AIR TEMP

AUTO THROTTLE
AUTO THROTTLE
TRUE AIRSPEED
AIRSPEED HOLD
VSI, FDR
(AUTOPILOT)
(AUTOPILOT)
MACH HOLD
FDR
ALTITUDE
AIRSPEED
TRUE
MACH
INDICATED
AIRSPEED
TEMPERATURE
PRESSURE
PRESSURE
TOTAL AIR
STATIC
PITOT
Air Data Computer

Figure 183
The four blocks within the computer represent modules, which are capable of
supplying the information and controls indicated with the information required.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.4 Altitude Module
The module contains a capsule for measuring the static pressure and an E & I
pick off. The E & I pick-off changes the capsule movement into an electrical
signal. This electrical signal is amplified and then fed to a motor servo system.
The motor will drive a gear train to move the output devices to give the correct
altitude reading. Figure 184 shows the altitude module of an ADC.
AC
EXCITATION
M
STATIC
PRESSURE
ALTITUDE
RATE
G
GEAR TRAIN
ALTITUDE
DIGITAL ATC
ENCODER TRANSPONDER
CT
ALTITUDE
0V +10V
Altitude Module
Figure 184
If the aircraft is parked, or on a holding altitude, the static pressure will be

constant. The servo motor will have driven until the force exerted by the spring
balances the force exerted by the evacuated bellows, and the E pick-off
armature has been moved to its null position. Any position other than the null
causes the servo-motor to run in one direction or the other. The tacho-generator
gives position feedback and also gives an output off altitude rate.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.5 True Airspeed/Indicated Airspeed Vs Altitude
True Airspeed (TAS) and Indicated Airspeed (IAS) are the same value at sea
level; however, as altitude increases, holding the same IAS results in an
increasing TAS. For example; 400kts IAS at sea level becomes 450kts TAS at
10,000ft, and approximately 550kts TAS at 20,000ft. Figure 185 shows the
relationship between IAS/TAS/Mack with an increase of altitude.
.90
50 .885
MACH NO
40
IAS
36,000ft
350
30
400
21,000ft
20
ALTITUDE
1,000ft
10
0
250 300 350 400 450 500 550 600
TAS/IAS/Mach Vs Altitude
Figure 185
In the diagram above the Mach No lines are drawn on the basis of a standard day
temperature chart; It can be seen that .90 Mach at sea level would be 600kts
TAS. From above 36,000ft, .90 Mach equals only 525kts TAS. If an aircraft is
limited to Mach .885/IAS 390kts, it could fly at 390kts up to 21,000ft. Above this
height, the IAS would have to decrease to ensure that the maximum Mach No of
.885 is not exceeded.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.6 Air Data Computer (ADC)
Figure 186 shows the four modules of an ADC.
POT
TAT
MACH MODULE
M
POT
TAS MODULE
M
POT
(ALT MODULE)
ALT
POT
MACH
TAS
CT
POT
IAS MODULE
IAS
CT
PICK-OFF
E
PRESS
CABIN
(MACH MODULE)
ALT
ALT
RATE
ALT
ALT
CT
POT
MODULE
ALT
G
ENCODER
M
ATCRBS
PICK-OFF
ALT HOLD
E
CT
Air Data Computer Modules

Figure 186

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.7 Digital Air Data Computer (DADC)
The DADC uses digital computing and electronic circuits rather than the servo
motor system to calculate the outputs. Analog inputs are converted into digital for
computation. The outputs required are then either converted back to analog or
left as digital signals and output via the ARINC 429 or 629 data busses.
Figure 187 shows a DADC block schematic.
ANALOG
DIGITAL
O/Ps
O/Ps
D/AO/P
A/D
PROCESSOR
& MEMORY
CENTRAL
CCTS
I/P
& MULTIPLEXER
BRIDGE CCTS
TRANDUCER
TRANDUCER
STATIC
PITOT
ENGAGE
IAS HOLD
ALT HOLD
MACH HOLD
ENGAGE
ENGAGE
MILLIBAR
SET
STATIC
PITOT
TEMP
Digital Air Data Computer (DADC)

Figure 187

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
2.58.8 Definitions and Abbreviations
Static pressure (Ps) - Is the ambient atmosphere pressure, which acts on the
surface of a body in rest.
Total pressure (Pt) or pitot pressure - Is the sum of static pressure and the
impact pressure and is the total force which acts on the surface of a body in
motion.
Impact pressure - Is the force we need to stop moving air. It is the actual
pressure, which a body in motion feels. It is equal to total pressure minus static
pressure (Pt-Ps). The relation impact pressure - speed is not linear due to the
compressibility and changes in density of the air. The computer software has the
formula to change impact pressure into airspeed.
Pressure altitude - Is the altitude in a standard atmosphere. We do not take in

account the variations in pressure or temperature, which occur on earth when the
weather changes. A standard atmosphere is equal to 29.921 inches of mercury
(in Hg) or 1013.25 milibars (mB) at sea level.
Baro corrected altitude - Is the pressure altitude corrected for QFE or QNH
barometric correction signals (this requires a manual input for the computer from
an altimeter set panel).
Altitude rate - The change in altitude in ft per min. We also call this signal
vertical speed, vertical rate, rate of climb or baro rate.
Computed airspeed (CAS) - Is an air data function related to impact pressure.

The computer corrects the airspeed for instrument errors and installation errors.
Mach number (Ma) - Is the ratio between the true airspeed and the speed of
sound.
Maximum operational speed (Vmo/Mmo) - Vmo is the maximum safe airspeed

an aircraft can fly with no excessive stress on its structure. The Mmo is the
maximum safe mach number an aircraft can fly without the negative effects
caused by subsonic shock waves. The aircraft manufacturer specifies the
Vmo/Mmo and this value is pre-programmed in the ADC.
Overspeed warning - A discrete signal from the ADC, present at Vmo/Mmo.
Angle Of Attack (AOA) - Is the angle between the longitudinal axis of the aircraft
and the flight path of the aircraft measured from the aircrafts centre of mass.
Corrected angle of attack - Is the local AOA from the AOA transducers
corrected for errors as a function of machnumber.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 2
AEROPLANE
AERODYNAMICS,
True airspeed (TAS) - Is the speed of the aircraft with respect to the ambient air
through which it flies. It is airspeed (impact pressure) corrected for
compressibility and density. This depends on altitude and temperature.
Total Air Temperature (TAT) - To measure the outside air temperature we install
a sensor outside the aircraft. When we fly the sensor is in an airstream. The
airstream hits the sensor, comes to a stop, rises in pressure and therefore rises in
temperature. The air temperature plus the temperature rise is called total air
temperature.
Static Air Temperature (SAT) - Is the temperature of the undisturbed ambient

air (TAT corrected for speed).

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
PART THREE
CONTENTS
3 ELECTRICAL POWER ................................................................. 3-1
3.1 BATTERIES .................................................................................. 3-1
3.1.1 Primary Cell/Secondary Cell ......................................... 3-1
3.1.2 Cell Voltage And Capacitance ....................................... 3-1
3.1.3 Lead Acid Cell ............................................................... 3-3
3.1.4 Chemical Action ............................................................ 3-4
3.2 LEAD/ACID BATTERIES ................................................................. 3-5
3.2.1 Cell Characteristics ....................................................... 3-6
3.2.2 Capacity of Batteries ..................................................... 3-7
3.2.3 State of Charge ............................................................. 3-8
3.3 BATTERY CHARGING (WORKSHOP) ................................................ 3-9
3.3.1 Preparation for Charge .................................................. 3-9
3.3.2 Charging The Battery .................................................... 3-9
3.3.3 Completion of Charge ................................................... 3-10
3.3.4 Capacity Test ................................................................ 3-11
3.3.5 Fully Discharged Condition ........................................... 3-12
3.4 NICKEL/CADMIUM (NI/CD) CELL ................................................... 3-12
3.4.1 Chemical Action ............................................................ 3-13
3.4.2 Nickel Cadmium Batteries ............................................. 3-15
3.4.3 Thermal Runaway ......................................................... 3-16
3.4.4 Causes.......................................................................... 3-16
3.5 NI/CD BATTERY CHARGING .......................................................... 3-17
3.5.1 Cell Caps ...................................................................... 3-17
3.5.2 Voltmeter ...................................................................... 3-17
3.5.3 Cell Shorting Links ........................................................ 3-17
3.5.4 Battery Characteristics .................................................. 3-18
3.5.5 Battery Characteristics .................................................. 3-19
3.5.6 Preparation For Charge................................................. 3-19
3.5.7 Constant Current Charging ........................................... 3-20
3.5.8 Charging Rate ............................................................... 3-20
3.5.9 Action Prior To Charge .................................................. 3-20
3.6 METHODS OF CONSTANT CHARGING ............................................. 3-21
3.6.1 Method 1 ....................................................................... 3-21
3.6.2 Method 2 ....................................................................... 3-22
3.6.3 Completion Of Charge .................................................. 3-23
3.7 BATTERY TESTING ....................................................................... 3-23
3.7.1 Capacity Test ................................................................ 3-23
3.7.2 Capacity Test ................................................................ 3-23
3.7.3 Capacity Recycling........................................................ 3-24
3.7.4 Deep Discharge ............................................................ 3-24
3.7.5 Cell Balancing ............................................................... 3-25
3.7.6 Voltage Recovery Check ............................................... 3-26
3.7.7 Storage ......................................................................... 3-26
3.7.8 Ready For Service ........................................................ 3-26
3.7.9 Long Term..................................................................... 3-26
3.7.10 Facts And Figures ......................................................... 3-26
3.7.11 Aircraft Charging Systems ............................................. 3-27
3.7.12 Constant Current Mode ................................................. 3-27
MOD 11 BOOK 2 PART 3 ISSUE 7 - 01/02/11 Page 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.7.13 Constant Voltage Mode ................................................ 3-27

3.7.14 Charger Isolation .......................................................... 3-28
3.8 TYPICAL AIRCRAFT BATTERY SYSTEM .......................................... 3-29
3.8.1 Parallel/Series Batteries ............................................... 3-31
3.8.2 Aircraft Battery Charger Units ....................................... 3-32
3.8.3 DC-10 Charger Unit ...................................................... 3-34
3.8.4 Operation...................................................................... 3-34
3.8.5 Charging Unit................................................................ 3-34
3.8.6 Boeing 373 Charger System ......................................... 3-35
3.9 DC POWER GENERATION ............................................................. 3-38
3.9.1 DC Generator ............................................................... 3-38
3.9.2 Fixed Winding Arrangement ......................................... 3-39
3.10 VOLTAGE REGULATION ................................................................ 3-40
3.10.1 Vibrating Contact Type Regulator ................................. 3-40
3.10.2 Carbon Pile Voltage Regulator ..................................... 3-41
3.10.3 Transistorised Voltage Regulation ................................ 3-43
3.11 REVERSE CURRENT CUT-OUT RELAY ........................................... 3-44
3.12 CURRENT LIMITER ....................................................................... 3-45
3.13 THREE UNIT CONTROL PANEL ...................................................... 3-47
3.14 PARALLEL & LOAD SHARING ........................................................ 3-49
3.15 AC POWER GENERATION ............................................................. 3-53
3.15.1 Brushless Generators ................................................... 3-53
3.15.2 Constant Speed Drive (CSD) Unit................................. 3-54
3.15.3 Variable Displacement Unit........................................... 3-55
3.15.4 Control Cylinder ............................................................ 3-55
3.15.5 Governor ...................................................................... 3-55
3.15.6 Fixed Displacement Unit ............................................... 3-55
3.15.7 Differential Gear Unit .................................................... 3-55
3.15.8 CSD Operation ............................................................. 3-56
3.15.9 Underdrive Phase ......................................................... 3-56
3.15.10 Overdrive Phase ........................................................... 3-57
3.15.11 CSD Disconnection....................................................... 3-59
3.16 INTEGRATED DRIVE GENERATOR (IDG)......................................... 3-60
3.17 FIELD EXCITATION ....................................................................... 3-61
3.18 VOLTAGE REGULATION ................................................................ 3-61
3.18.1 Operation...................................................................... 3-61
3.19 VARIABLE-SPEED CONSTANT-FREQUENCY POWER SYSTEMS ........ 3-64
3.20 FREQUENCY-WILD SYSTEMS ........................................................ 3-66
3.20.1 Frequency-Wild Generator Construction ....................... 3-66
3.20.2 Operation...................................................................... 3-67
3.20.3 Stator Assembly ........................................................... 3-67
3.20.4 Rotor Assembly ............................................................ 3-67
3.20.5 Generator Cooling ........................................................ 3-67
3.20.6 Frequency Wild Generator Excitation ........................... 3-69
3.21 THREE PHASE GENERATOR .......................................................... 3-70
3.21.1 Interconnection Of Phases............................................ 3-71
3.21.2 Star Connection ............................................................ 3-71
3.21.3 Delta Connection .......................................................... 3-72
3.22 BUSBARS .................................................................................... 3-73
3.22.1 Busbar Systems ........................................................... 3-73

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.22.2 Split Bus-Bar A.C. Generation System .......................... 3-75

3.22.3 Bus-Bar Supply Priority ................................................. 3-78
3.22.4 Parallel Electrical System .............................................. 3-81
3.22.5 Split Parallel Electrical System ...................................... 3-82
3.23 GENERATOR CONTROL UNITS (GCU) ............................................ 3-83
3.23.1 Power Distribution System Control ................................ 3-83
3.23.2 Current Transformers .................................................... 3-85
3.23.3 Generator Control & Protection ..................................... 3-87
3.23.4 Under-voltage & Reverse Phase Sequence Unit ........... 3-89
3.23.5 Time Delay Activation ................................................... 3-91
3.23.6 Abnormal Frequency Protection .................................... 3-92
3.23.7 Differential Current Protection ....................................... 3-93
3.23.8 Over-Current Protection ................................................ 3-95
3.23.9 GCU Operation ............................................................. 3-96
3.24 TRANSFORMERS .......................................................................... 3-98
3.24.1 Voltage transformers ..................................................... 3-98
3.24.2 Transformer Ratings ..................................................... 3-100
3.24.3 Transformer Rectifier Units (TRU) ................................. 3-101
3.25 ROTARY INVERTER ....................................................................... 3-105
3.25.1 Static Inverter ................................................................ 3-107
3.26 BOEING 737 ELECTRICAL SYSTEM ................................................ 3-109
3.26.1 Controls & Indications ................................................... 3-110
3.26.2 Boeing 737 P5-13 Electrical Panel ................................ 3-111
3.26.3 Boeing 737 P5-5 Electrical Panel .................................. 3-112
3.26.4 B737 Electrical Power Distribution ................................ 3-118
3.26.5 Operation ...................................................................... 3-119
3.26.6 Generator Feeder Lines ................................................ 3-120
3.26.7 Boeing 737 D.C. Power ................................................. 3-123
3.27 B747 GENERATING SYSTEM ......................................................... 3-124
3.27.1 Operation ...................................................................... 3-125
3.28 LOAD SHARING ............................................................................ 3-126
3.28.1 Real Load Division ........................................................ 3-127
3.28.2 Reactive Load Division .................................................. 3-130
3.29 EMERGENCY AC POWER GENERATION .......................................... 3-136
3.29.1 Standby Generator ........................................................ 3-136
3.29.2 Auxiliary Power Unit (APU) Boeing 737......................... 3-136
3.29.3 Ram Air Turbine (RAT).................................................. 3-137
3.29.4 Emergency Pump.......................................................... 3-138
3.29.5 Emergency Generator ................................................... 3-138
3.29.6 Generator And Pump .................................................... 3-138
3.29.7 Extended Twin Engined Operations (ETOPS) ............... 3-138
3.30 EXTERNAL/GROUND POWER ......................................................... 3-139
3.31 DC EXTERNAL POWER ................................................................. 3-139
3.31.1 External DC Multiple Busbar System.......................... 3-141
3.32 AC EXTERNAL POWER ................................................................. 3-143
3.32.1 A.C. External Power Circuit ........................................... 3-145
3.33 B747 ELECTRICAL SYSTEM .......................................................... 3-148
3.33.1 Normal Operation .......................................................... 3-148
3.33.2 Ground Handling and Ground Service Systems ............ 3-148
3.33.3 Main Standby System ................................................... 3-149
3.33.4 APU Standby Power System ......................................... 3-150

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.33.5 Electrical System Control Module ................................. 3-152

3.33.6 Electrical Synoptic EICAS Display ................................ 3-154
3.33.7 DC Distribution ............................................................. 3-156
3.34 CIRCUIT PROTECTION .................................................................. 3-158
3.34.1 Fuses ........................................................................... 3-159
3.34.2 Current Limiters ............................................................ 3-159
3.35 CIRCUIT BREAKERS ..................................................................... 3-161
3.36 REVERSE CURRENT CUT-OUT RELAY ........................................... 3-163
3.36.1 Operation...................................................................... 3-166
3.37 OVERVOLTAGE PROTECTION ........................................................ 3-167
3.37.1 Operation...................................................................... 3-168
3.38 SOLID STATE OVERVOLT PROTECTION.......................................... 3-169
3.38.1 List of Abbreviations ..................................................... 3-171

JAR 66 CATEGORY B1
CONVERSION COURSE MODULE 11.6
MODULE 11 ELECTRICAL POWER
AEROPLANE AERODYNAMICS,
3 ELECTRICAL POWER
3.1 BATTERIES
In almost all aircraft electrical systems a battery has the following principal
functions:
To help maintain the dc system voltage under transient high load current.
To supply power for short-term heavy loads when generator, or ground power, is
not available: e.g. engine starting.
To supply power for essential services, under emergency conditions.
3.1.1 Primary Cell/Secondary Cell
A battery is a device for converting chemical energy into electrical energy and is
made up of a number of primary or secondary cells. As a primary cell
discharges, i.e. supplies electrical energy, the chemical action destroys the cell
and it cannot be re-formed, i.e. charged.
As a secondary cell discharges, the chemical action converts the cell material into
other forms and these can be converted into the original material, i.e. charged.
Therefore secondary cells can be discharged and charged during the 'life' of a
battery.
Secondary cells are used in aircraft batteries of which there are two types
1. Lead - Acid (L/A)
2. Nickel - Cadmium (Ni/Cd)
3.1.2 Cell Voltage And Capacitance
Each cell gives a voltage:
1. The nominal voltage of a L/A cell is 2 volts
2. The nominal voltage of a Ni/Cd is 1.2 volts.
Each cell has capacity, a measure of current it is capable of delivering over 1

hour. The unit is Ampere-Hour (AH).

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
If cells are connected in series, the total voltage across the arrangement is the
sum of each cell voltage. The capacity is as for one cell.
If cells are connected in parallel, the total voltage is as for one cell. The total
capacity of the arrangement is the sum of each cell capacity. Figure 1 shows the
connection of cells.
SERIES CONNECTION
PARALLEL CONNECTION
Cell Connection
Figure 1

JAR 66 CATEGORY B1
3.1.3 Lead Acid Cell
The cell consists of a positive electrode and a negative electrode, each made up
of a group of lead-antimony alloy grid plates; the positive plates have lead
peroxide paste (Pb 02) forced in as the active material and the negative plates
have pure spongy lead (pb) forced into them. Figure 2 show the arrangement of
plates in a cell.
POSITIVE PLATE NEGATIVE PLATE C E LL

GROUP GROUP C O N NE C TO R VEN T C A P
S E P A RA TO R
P R O TE C TO R C E LL
C OVER
TE R M IN A L
P LA TE S TR AP
POST S
S E P A RA TO RS
P LA TE
Cell Arrangement
Figure 2
Note that there are more negative plates than positive plates. This is because
positive plates may buckle under discharge; negative plates do not buckle so
when the cell is complete, positive plates are completely enclosed by negative
plates, keeping buckling to a minimum.
The electrolyte consists of two constituents, sulphuric acid (H2SO4) and water
(H2O), which are mixed in such proportions that the relative density (RD) is
generally about 1.25 to 1.27 for a charged cell.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.1.4 Chemical Action
During discharge of the cell, i.e. when an external circuit is completed between
the positive and negative plates, electrons are transferred through the circuit from
lead (negative plates) to lead peroxide (positive plates), the net result of the
chemical reaction is that lead sulphate (PbSO4) forms on both plates.
At the same time molecules of water are formed, thus weakening the electrolyte
solution. The cell is therefore considered discharged when both plates are
covered with lead sulphate and the electrolyte has become weaker. Figure 3
shows a lead acid battery in charged and discharged states.
E L E CT R O N S
Pb O2 Pb L E AD
L E AD P E R O X ID E
H2 SO4
S U L P H U R IC A C I D
B AT TE R Y IN A C H AR G E D S T AT E
Pb Pb
L E AD S U LP H A TE
O2 Pb SO4
Pb SO4
L E AD S U LP H A TE
H2 SO4
D IL U T E D S U L P H U R I C A C ID
B AT TE R Y IN A D IS C H AR G E D S T AT E
Lead Acid Charged/Discharged

Figure 3

JAR 66 CATEGORY B1
The cell may be recharged by connecting the positive and negative plates,
respectively, to the positive and negative terminals of a D.C. source of a slightly
higher voltage than the cell. All foregoing reactions are then reversed; the lead
sulphate on the positive plate being restored to lead peroxide, the negative plate
restored to lead, and the electrolyte restored to its original relative density.
3.2 LEAD/ACID BATTERIES
The battery in figure 4 is made up of two blocks, each containing six cells of 2
volts per cell, connected in series. Hence, each block delivers 6 x 2 volts = 12
volts. Since there are 2 blocks of 12 volts in series, Battery Voltage = 24V.
Lead/Acid Battery
Figure 4

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.2.1 Cell Characteristics
The chemical action of a lead acid battery is shown in Table 1.
Battery State of
Positive Plate Negative Plate Electrolyte
Type charge
PbO2 Pb H2SO4
Lead-Acid Charged
(Lead Dioxide) (Lead) Concentrated Sulphuric Acid
PbSO4 PbSO4 H2SO4

Lead-Acid Discharged
(Lead Sulphate) (Lead Sulphate) Weak Sulphuric Acid
Table 1
Fully charged cell voltage = 2.2 volts (Approx). 2.0 volts (Nominal).
Discharged cell voltage = 1.8 volts.
Relative Density (RD) of electrolyte:
Charged = 1.25 1.27.
Discharged = 1.150.
Note: The solution becomes weaker on discharge and that the SG figures may
vary and manufacturer's instructions should be referred to.

JAR 66 CATEGORY B1
3.2.2 Capacity of Batteries
The capacity of a battery, or the total amount of energy available, depends upon
the size and number of plates. The capacity rating is measured in Amperes-
Hours and is based on the maximum current, in amps, which it will deliver for a
known time period, until it is discharged to a permissible minimum voltage of each
cell.
The time taken to discharge is called the Discharge rate and the rated capacity
of the battery is the product of this rate and duration of discharge (in hours).
Thus a battery which discharges 5A for 5 hours is rated at 25 Amperes-Hours
capacity. Figure 5 shows the discharge rate for a 24V lead-acid battery rated at
20 Amperes/Hour.
LEAD-ACID - RATED AT 20 AMPERE/HOUR
T
E 24V
R
M
I
N
A
L
V 21.6V DISCHARGED
O
L
T 20 AMP 10 AMP
A DISCHARGE DISCHARGE
G
E
1 1 2
TIME IN HOURS
Discharge Rate 20 Ampere/Hour Battery

Figure 5

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.2.3 State of Charge
All batteries display certain indications of their state of charge, and these are of
practical help in maintaining operating conditions.
When a lead-acid battery is in the fully charged condition each cell displays three
distinct indications:
1. Terminal voltage reaches its maximum value and remains steady.
2. Relative density of the electrolyte ceases to rise and remains

steady.
3. The plates gas freely.
The relative density is the sole reliable guide to the electrical condition of the cell
of a battery which is neither fully charged nor yet completely discharged. If the
relative density is midway between normal maximum (1.25 1.27) and minimum
(1.150), then the cell is approximately half discharged. Figure 6 shows a
Hydrometer used to check the RD of lead-acid batteries.
CHARGED = 1.260
RUBBER
BULB DISCHARGED = 1.150
SYRINGE
1.100
1.150
1.100
FLOAT
1.250
1.300
1.350
1.400
RUBBER
TUBE
Hydrometer
Figure 6

JAR 66 CATEGORY B1
3.3 BATTERY CHARGING (WORKSHOP)
3.3.1 Preparation for Charge
The procedure is as follows:
1. Unscrew the vent plugs but leave in the vent holes. This allows the cell
to gas freely during the charge.
2. Adjust the level of electrolyte, if required, to the level specified in the

manufacturer's instructions by adding distilled water. The plates must
always be covered, do not over-fill. Record amount of distilled water
added in ccs.
Note: Most batteries have a perforated strip above the plates to protect against
foreign objects. The level is measured from this strip.
3. Connect to charging board.
3.3.2 Charging The Battery
The charging rate (current) is the value specified in the manufacturer's

instructions. A typical figure is 3.5 amps. The larger the ampere-hour (AH), the
higher the current required to charge a battery.
The charge must be monitored at frequent intervals to:
1. Adjust the charging current, as cell voltage will increase during the
charge.
2. Ensure electrolyte remains above plates and cells are gassing. Adjust
the level by adding distilled water. Record the quantity added; if the
battery is always requiring distilled water, it must be rejected.
3. Monitor electrolyte temperature; stop the charge if the value rises

above that specified by the manufacturer (approximately 60C) until the
temperature drops (to approximately 12C).
4. Record the terminal voltage to determine when the battery is fully

charged.
5. Record the RD. This will indicate when the battery is fully charged. Do
not forget that if you want to find the state of charge by measuring the
RD, it is relative to a temperature of 15C and a correction must be
made.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The manufacturer's instructions give RD figures at a standard temperature,

therefore a correction must be made to the actual RD reading to bring it back to
the standard temperature reading.
The standard temperature is 15C (60F). Correction figures are:
1. For every 4C above 15C add 0.003 to RD.
2. For every 4C below 15C subtract 0.003 from RD.
(For 60F use 0.001 and 2.5F in the same manner)
Without this correction we will not know the state of the cell.
After level adjustment, the electrolyte is mixed by the cell gassing while still on
charge, therefore, any RD reading taken immediately after adding distilled water
will be incorrect.
3.3.3 Completion of Charge
Completion of charge will be indicated as follows:
1. Constant terminal voltage, with charging current flowing, for three

hours,
2. Constant RD and within the manufacturer's limit (after temperature

correction),
3. Cells gassing freely.
If all three conditions are met, the battery is fully charged and charging should
cease.
The final 'on charge' voltage will vary on different batteries. It is normally between
30 and 32.4 volts (2.5V to 2.7V per cell). The RD is approximately 1.260 at 15C.
Following a charge, the voltage immediately falls. If it falls below 28.5 volts the
battery must be rejected for service. Over a longer period the voltage will fall
below 28.5 volts.
Note that gently rocking the battery disperses any gas retained in the electrolyte.
Check electrolyte level one hour after battery is removed from charge. If distilled
water needs to be added, re-connect to the charging board and adjust while on a
low charge and gassing. NB: Gassing aids mixing. Finally, record date and
state of charge.

JAR 66 CATEGORY B1
Figure 7 shows the charge curve for a lead-acid battery.
FOLLOWING CHARGE
BATTERY TERMINAL VOLTAGE
T MUST NOT FALL BELOW 28.5V
E
R FINAL
30V ON CHARGE
M
VOLTAGE
I 28V
N
A
24V
L
V
O
L
T
A CONSTANT
CHARGE CURRENT
G
E
TIME
Charge Curve Lead-Acid Battery
Figure 7
3.3.4 Capacity Test
Reasons for a Capacity test are as follows:
1. After initial charge.
2. Routine maintenance at specified periods: e.g. 3 months.
3. If the capacity of the battery is in doubt.
This test is to determine whether the battery will be able to carry out its function
as an emergency power source on the aircraft. To measure capacity, a fully
charged battery is discharged at the battery rating, whilst the time to discharge is
recorded, i.e. a 30AH battery at the one hour rate is discharged at 30 amps.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.3.5 Fully Discharged Condition
There are two conditions to check: -
1. First cell to reach 1.8 volts, or, if cell voltage cannot be read (block
construction), read battery voltage. A 24V battery reads 21.6V (12 x
1.8), OR,
2. First cell to reach discharge level of RD.
After a capacity test, the battery should be re-charged as described earlier.
3.4 NICKEL/CADMIUM (NI/CD) CELL
The Ni/Cd cell is one of three possible alkaline cells. The three are:
1. Nickel Cadmium (Ni/Cd).
2. Nickel Iron (Ni/Fe).
3. Silver Zinc.
Of the three, the Ni/Cd cell has become that preferred for use in aircraft batteries.
Figure 8 shows the construction of a Ni/Cd battery cell.
CELLOPHANE
NYLON
NYLON
PLATE
NICKEL MESH
Ni/Cd Battery Cell Construction

Figure 8

JAR 66 CATEGORY B1
The case is made of a plastic/nylon material, which allows for slight expansion of
the cell when fully charged. It acts as an insulator between cells and is
impervious to electrolyte.
The electrolyte in a Ni/Cd cell is an alkaline:
Potassium Hydroxide, and may be topped up with distilled or de-ionized water.

The relative density is normally between 1.240 and 1.300 depending on the
manufacturer's instructions.
The plates are made from wire screens sintered with nickel powder. They are
impregnated with the active plate material.
1. Positive Plate - Nickel.
2. Negative Plate - Cadmium.
3.4.1 Chemical Action
During charging, the negative plates lose oxygen and become metallic cadmium.
The positive plates are brought to a higher state of oxidation by the charging
current until both materials are completely converted; i.e. all the oxygen is driven
out of the negative plates and only cadmium remains, the positive plates pick up
the oxygen to form nickel oxides. The cell emits gas towards the end of the
charging process, and during overcharging; the gas being caused by
decomposition of the water component of the electrolyte into hydrogen at the
negative plates and oxygen at the positive plates. A slight amount of gassing is
necessary to completely charge the cell and so it therefore loses a certain
amount of water.
The reverse chemical action takes place during discharging, the negative plates
gradually gaining back the oxygen as the positive plates lose it. Due to this
interchange there is no gassing on a normal discharge. In this way, the chemical
energy, and the electrolyte is absorbed by the plates to a point where it is not
visible from the top of the cell.
The electrolyte does not play an active part in the chemical reaction; it is used
only to provide a path for current flow.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The chemical reaction of a nickel-cadmium cell is summarized in Table 2.
Battery State of
Positive Plate Negative Plate Electrolyte
Type charge
KOH (Potassium
Nickel- Ni2O2 & Ni2O3 Cd
Charged hydroxide) unaffected
Cadmium (Nickel Oxides) (Cadmium)
by state of charge
Nickel- Ni(OH)2 Cd(OH)2 KOH (Potassium

Cadmium Discharged (Nickel (Cadmium hydroxide) unaffected
Hydroxide) Hydroxide) by state of charge
Table 2
Fully charged cell voltage = 1.55 volts (Approx). 1.2 volts (Nominal).
Discharged cell voltage = 1.1 volts.
Relative Density (RD) of electrolyte: 1.24 1.30.

JAR 66 CATEGORY B1
3.4.2 Nickel Cadmium Batteries
Figure 9 shows the construction of a Ni/Cd battery. Note the inclusion of a

thermostat for warning of a 'thermal runaway'.
71C THERMOSTAT
RUBBER
GASKET
(RED TOP)
STRAP
57C THERMOSTAT
VENT
PIPE
(BLACK TOP)
NON-RETURN
VALVE
HOLD DOWN
BAR
Ni/Cad CELL
LID ASSEMBLY
BATTERY CASE
PINS A - B BLACK TOP 57C
PINS C - D RED 71C
O-RING
THERMOSTAT
CONNECTOR
WASHER
NUT
Ni/Cd Battery Construction

Figure 9

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.4.3 Thermal Runaway
Thermal runaway, perhaps more appropriately termed overcharge runaway, is a

condition of overcharge instability. It occurs in the later part of the charge cycle.
In a normal charge cycle, the heat generated by the charging current is dissipated
within the battery and its temperature does not rise appreciably. As the Ni/Cad
cell reaches its charged state, higher gassing takes place.
All power sources, including batteries, have 'internal resistance'. If the cell
temperature were allowed to rise higher, the internal resistance and the terminal
voltage would fall.
If the internal resistance falls, the charging current will increase, which in turn
causes more heat. This chain reaction builds up rapidly and leads to the
destruction of the gas barrier, then the cell and finally a fire or even an explosion.
So thermal runaway takes place very rapidly and is a danger to aircraft.
3.4.4 Causes
1. Some of the causes of thermal runaway are:
2. Aircraft battery location, poor ventilation.
3. Higher than normal charging current.
4. Frequent or lengthy engine starts. (Electric starter).
5. Loose cell connection.
6. Low electrolyte.
7. Damaged gas barrier.
8. Unbalanced cells.
Although Ni/Cd batteries are more susceptible to thermal runaway, the process
can occur in Lead/Acid batteries.

JAR 66 CATEGORY B1
3.5 NI/CD BATTERY CHARGING
3.5.1 Cell Caps
All batteries give off gas during charging. The cell caps of a Lead/Acid battery
are open and the cell can vent at all times.
In a Ni/Cd cell however, the cap is 'semi-open'. It is fitted with a non-return valve
to allow gas to vent but not allow air to enter. This is because carbon dioxide in
the atmosphere contaminates the electrolyte and reduces its RD.
Semi-open caps are susceptible to being blocked by potassium crystals and cell
gassing increases during charge. To prevent damage therefore, the caps are
removed during the charge and may be cleaned with warm water and then rinsed
in de-mineralized or distilled water.
3.5.2 Voltmeter
Voltages are critical in the servicing of Ni/Cd batteries. The voltages we are
required to measure are to two decimal places (1.24V, 1.55V, and 0.04V). To
achieve this accuracy a Digital Voltmeter must be used.
3.5.3 Cell Shorting Links
If a single cell in a battery discharges to 0.0 volts and current is still flowing, the
cell will have a reversed charge and reversed polarity. This reversal, if continued,
can damage the cell.
A preventative measure is to short the cell when it is discharged, or nearly

discharged, with a shorting link. The clip connectors must be firm. Sometimes a
1 ohm 2 watt resistor is used to compensate for internal resistance lost in shorting
out the cell.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.5.4 Battery Characteristics
The discharge and charge characteristics of a Ni/Cd battery are shown at Figure
10 and Figure 11 respectively. The example is from a 24V battery rated at 36 AH
at the one hour rate and 100% capacity.
C
E
L
L
V
O
L
T 1.0 V DISCHARGED
A
G 72 amps 36 amps 18 amps
E
h 1h 1h 2h
TIME
Ni/Cad Discharge Curve

Figure 10
Note:
1. The voltage falls on initial discharge then remains almost constant.

Finally it falls more rapidly.
2. If the discharge current is more than the 36 amps, the voltage falls
more sharply and we do not get a 100%, while if the discharge current
is less than 36 amps, we obtain more than the battery rated output.

JAR 66 CATEGORY B1
IF THE CHARGE CONTINUES

EXCESSIVE GASSING OCCURS
C AND THE ELECTROLYTE RUNS
E OUT
L
L
VOLTAGE INITIALLY
RISES THEN SETTLES
V DOWN TO A STEADY
O RISE
L
T
A AT THE SECOND
RISE THE CELLS
G START TO GAS
E
TIME
Ni/Cd Charge Curve

Figure 11
3.5.5 Battery Characteristics
The charge curve at Figure 9 shows:
1. The voltage initially rises then settles down to a steady rise. This is followed
by a second rise where it levels off at the fully charged condition.
2. At the second rise in voltage, the cells start to gas and at the fully charged
state, the gassing becomes livelier. If the charge is continued, excessive
gassing takes place and the electrolyte will flow out of the cell. This loss of
electrolyte can lead to overheating and thermal runaway.
3.5.6 Preparation For Charge
Assuming no defects on the battery and satisfactory physical condition, its state
of charge must be determined and the balance of cells confirmed. This is done by
discharging the battery.
The results from this discharge will determine the next step we must take to
electrically recondition the battery. The battery is discharged at a constant
current stated in the manufacturer's instructions. An example is a 36 AH battery
which is discharged at 30 amps.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
During this discharge, the time is recorded in hours, from the start of the
discharge and at each stage. The individual cell voltages are also recorded.
The battery voltage and each cell voltage are monitored periodically to ensure the
discharge remains constant.
Initially, the first cell to reach 1.0 volt is looked for then the discharge is continued
until the battery voltage is equal to an average of 1.0 volt per cell. A 24V Ni/Cd
battery has 20 cells. At 1.0 volt per cell, battery voltage will equal 20 volts. By
discharging the battery to its minimum capacity and timing the discharge, the
capacity of the battery has been ascertained. Also, by discharging to a known
point, the amount of charge required is found and the risk of overcharging is
minimized.
3.5.7 Constant Current Charging
Constant current charging is always used in the battery workshop. Its advantage
over constant potential (voltage) charging is that constant current charging
maintains cell balance and capacity.
Note: Always follow the manufacturer's instructions for charging.
3.5.8 Charging Rate
Consider a battery rated at 24V, 40AH at the 1hr rate.
The charge current is expressed in multiples of 'C' amps. Therefore, when we

say the charge rate is:
0.1C = 4 amps 0.5C = 20 amps, etc.
3.5.9 Action Prior To Charge
1. Battery cover removed, (we require to measure the cell voltages).
2. Vent caps released but not removed from vent.
3. Check electrolyte is above the plates. If below the plates, high

temperature and damaged gas barrier will be caused. Note: this is not
looking for a set level.
4. Remove cell shorting links.

JAR 66 CATEGORY B1
3.6 METHODS OF CONSTANT CHARGING
Two basic methods of charging can be used.
3.6.1 Method 1
Charge at 0.1C amps until battery voltage reaches an average of 1.5 volts per
cell (20 cells = 30 volts), then continue the charge for a further four hours. The
time for this charge should be between fourteen and fifteen hours. Figure 12
shows charge method 1.
T
E
R
M
CHARGE AT 0.1C AMPS
I UNTIL BATTERY VOLTAGE
N REACHES AN AVERAGE
A OF 1.5 PER CELL
(20 CELLS = 30 VOLTS)
L
30V
V
O
L
T CONTINUES THE CHARGE
FOR A FURTHER 4 HOURS
A TOTAL TIME FOR CHARGE
G 14 - 15 HOURS
E
10 - 11 HOURS 4 HOURS
TIME
Charge Method 1
Figure 12

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.6.2 Method 2
Charge at 0.5C amps for two hours. Battery voltage should have reached an
average of 1.55 volts per cell (20 cells = 31 volts). If it is not up to 31 volts, then
charge for a further half-hour at this rate. Continue the charge at 0.1C amps for a
further four hours. Figure 13 shows charge method 2.
T BATTERY VOLTAGE SHOULD

HAVE REACHED AN AVERAGE
E OF 1.55 V PER CELL
R 31V (20 CELLS - 31 VOLTS)
M
I
N
IF NOT UPTO 31 VOLTS THEN
A CHARGE FOR A FURTHER
L HALF HOUR ONLY AT 0.5 C AMPS
V
O
L CONTINUE THE CHARGE AT
T 0.1 C AMPS FOR A FURTHER
FOUR HOURS
A
G
CHARGE AT 0.5C AMPS
E
2 HOURS 0.5 HOURS 4 HOURS
TIME
Charge Method 2
Figure 13

JAR 66 CATEGORY B1
3.6.3 Completion Of Charge
During the last thirty minutes of charge, the electrolyte level should be adjusted.
Remember that the level rises during charge and the cells will be gassing more
freely at this stage.
At completion of charge the cells' voltages should be between 1.5 and 1.7 volts.
When the charge is complete, tighten and torque-load the cell vent caps. Refit
the battery cover.
3.7 BATTERY TESTING
3.7.1 Capacity Test
Start the capacity test with a fully charged battery. This means carrying out the
initial discharge and then charging the battery. After charge, stand for fifteen to
twenty four hours.
Discharge at 1.0C amps 36 AH = 36 amps and record the time. Stop the
discharge when battery voltage reaches an average of 1.0 volts per cell.
The minimum acceptable capacity is 80% of the stated capacity, or the

authorized capacity.
3.7.2 Capacity Test
Note: As in the initial discharge, where we looked for the first cell to 1.0 volt, we
can do the same in the capacity test. It can indicate an out of balance cell, if that
cell voltage falls faster than the rest.
The capacity test is carried out at the periods stated in the maintenance manual.
This is normally no longer than three months.
If the battery fails to achieve 80% capacity, it is not immediately rejected. A cell
balancing procedure is carried out to restore the capacity and then a further
capacity test is carried out.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.7.3 Capacity Recycling
This helps to prevent premature damage and failure by cycling the battery,
discharging it and then charging it.
1. Discharge at the required rate, 1.0C amps or less. As each cell

approaches, or is zero volts, connect a shorting link across the cell.
2. When all cells are discharged, stand the battery, with shorting links on, for
sixteen to twenty four hours.
3. The shorting links should then be removed and the battery charged at the
recommended recycling charge rate for twenty four hours.
4. After the first five minutes of charge, any cell over 1.5 volts requires the
addition of water, distilled or de-mineralized.
5. After the first ten minutes of charge, cell voltages must be between 1.20 and
1.55 volts. If any cell is below or above these voltages, it must be rejected
and replaced.
6. After twenty hours of charge, record each cell voltage and adjust the
electrolyte level.
After twenty four hours of charge, record each cell voltage. These readings must
not be below the twenty hour readiness. Any cell below by more than 0.04 volts
must be rejected and replaced.
3.7.4 Deep Discharge
This is a term sometimes used. It is when the battery is discharged and all the
available capacity is removed.

JAR 66 CATEGORY B1
3.7.5 Cell Balancing
This is similar to the capacity recycling but uses a normal charge, not the long
twenty four-hour charge.
This is used if the battery fails to give 80% capacity, or the cells are out of
balance.
1. Discharge the battery at 1.0C amps until battery voltage falls to 20 volts and
then stop the discharge.
2. Monitor cell voltages prior to the battery reaching the 20 volts. If any cell
falls to zero volts, or goes reverse, then stop the discharge. Zero voltage
indicates a shorted cell and reverse indicates a weak cell.
3. Continue the discharge at 0.1C amps.
4. Record the time each cell falls to 1.0 volts.
5. As each cell approaches, or is zero volts, connect shorting link
6. When all cells are discharged, stand battery, with shorting links on, for
sixteen hours.
7. Charge battery.
Repeat the 'cell balancing'. The time that each cell takes to fall to 1.0 volt should
have improved: i.e. longer time recorded. Reject any weak or shorted cells.
Note: As already discussed, a battery must be able to deliver at least 80% of its
rated capacity to be suitable for aircraft use. Ni/Cd batteries are discharged then
charged before a capacity test to determine their efficiency. With certain types of
cell, this figure of 80% does not apply.
These cells and their rated capacity are as follows:
After discharge Charge Capacity Test carried out, the capacity of the cells
must be at least:
White Ni/Cd cell - 85%
Blue Ni/Cd cell - 100%

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.7.6 Voltage Recovery Check
The purpose of this is to detect high resistance connections and short circuits
inside the cells.
1. Deep discharge the battery, stand for sixteen to seventeen hours with
shorting links on.
2. Remove shorting links.
3. Stand the battery for a further twenty four hours, without the shorting links
on.
4. Measure the cell voltages, they should have recovered to above 1.08 volts.
Below this voltage indicates a high internal resistance, or an open circuit
inside the cell.
3.7.7 Storage
Ni/Cd batteries should be stored in a clean, dry, well ventilated room and
separate from L/A batteries.
3.7.8 Ready For Service
Store in a charged condition.
Ni/Cd batteries will self discharge if left standing, therefore a trickle charge is
required, (approximately 1 mA per AH).
3.7.9 Long Term
Deep discharge and store with main terminals shorted.
3.7.10 Facts And Figures
Batteries, L/A or Ni/Cd, proved to have less than 80% capacity should be rejected
for aircraft use.
During emergency use, e.g. main power failure, batteries must be able to sustain
essential services for at least 30 mins.

JAR 66 CATEGORY B1
3.7.11 Aircraft Charging Systems
Aircraft battery chargers generally charge in a constant current mode, or constant

voltage mode. Note: The figures below refer to a Ni/Cd battery installation.
3.7.12 Constant Current Mode
Supplies a constant current, (an example is 38 amps but this value depends upon
the capacity size of the battery fitted to the aircraft). As the battery starts to
charge, its terminal voltage will rise at a predetermined value (approximately 31
to 32 volts, giving 1.55v per cell). The constant current mode is switched off and
the constant voltage mode switched on.
On some aircraft, the battery temperature is monitored and the voltage cut off
point of the constant current mode is reduced with a corresponding rise in battery
temperature.
3.7.13 Constant Voltage Mode
In this mode, the charger holds a constant voltage, or TR mode (as in TRU), at
27.5v or 28v. As the battery terminal voltage is higher than the charger voltage,
no charging current will flow.
Figures 14 and 13 illustrate typical battery charger charging cycles.
31.5 V
CONSTANT
CHARGER VOLTAGE
CURRENT
MODE CONSTANT
VOLTAGE
MODE
27.5
POWER
FIRST
APPLIED
TIME
Battery Charging Cycle

Figure 14

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Note: When electrical power is first applied to the charger, it goes into the
constant current mode and the battery is being charged.
CHARGER VOLTAGE
BATTERY VOLTAGE
V
O
L
INITIAL
T CONSTANT
CONSTANT
VOLTAGE
A MODE
MODE
G
E
CONSTANT
CURRENT
MODE
TIME
Four Charging Cycles

Figure 15
It can be seen that the initial constant current mode is independent of battery
voltage. The second constant current mode is slightly shorter; as the battery
becomes charged, the charge cycles get shorter.
These cycles are monitored when the battery charging current starts to flow in the
constant voltage mode. After the four charging cycles, the voltage is held at
27.5v, unless the power supply is interrupted, in which case it starts all over
again.
3.7.14 Charger Isolation
There are certain times when we want to switch the charger off automatically and
have no DC output. These are:
1. If the battery temperature is rising to a dangerous level (towards thermal

runaway),
2. If the battery to be used for excessively high discharge currents, for

example engine starting, that would pull the battery voltage down.
On some aircraft, flight deck indication of battery over-temperature is provided for

the pilot who takes the appropriate action.

JAR 66 CATEGORY B1
3.8 TYPICAL AIRCRAFT BATTERY SYSTEM
Figure 16 shows the circuit arrangement for a battery system from a turboprop
aircraft. The circuit serves as a general guide to the methods adopted. Four
batteries, in parallel are directly connected to a battery busbar which, in the event
of an emergency, supplies power for a limited period to essential services (Radio,
Fire Warning Systems, Navigation Systems etc.) Direct connections are made to
ensure that the battery power is available to the busbar at all times.
The batteries also require to be connected to ensure that they are maintained in a
charged condition. In figure 14, this accomplished by connecting the batteries to
the main D.C. busbar via a battery relay, power selector switch and a reverse
current circuit breaker.
Under normal operating conditions of the D.C. supply system, the power selector
switch is set to the Battery position (This is normally termed Flight on modern
aircraft). With the switch in this position, current will flow from the batteries
through the battery relay coil, the switch and then to ground via the reverse
current circuit breaker contacts.
The battery relay coil energises connecting the batteries to the main D.C. busbar
via the reverse relay coil and its second set of contacts. The aircrafts generators
supply the main D.C. busbar and so the batteries will also be supplied with
charging current form this source.
Under emergency conditions (e.g. generator/busbar failure) the batteries must be

isolated from the main busbar since their total capacity is not sufficient to keep all
aircraft services in operation. The power selector switch must therefore be put to
the OFF position, thus de-energising the battery relay. The batteries then
supply the essential services for the time period pre-calculated on the basis of the
battery capacity and current consumption of the essential services.
The reverse current coil will reverse its polarity when the battery current flows up
to the DC Main busbar (in the event of a failure of the Main DC busbar). This
reverse in polarity will cause the reverse current circuit breaker to open, thus
isolating the battery from the Main DC busbar.

TO GENERATOR SYSTEMS
AND ALL D.C. SERVICES TO ESSENTIAL SERVICES
Page 3-30
MAIN D.C. BUS-BAR BATTERY BUS-BAR
OFF
MAIN BUS BATTERY BUS
REVERSE
CURRENT
Figure 16
PART 3
(C/B) VOLTMETER
AEROPLANE
AERODYNAMICS,
MODULE 11 BOOK 2
Typical Battery System

EXT
JAR 66 CATEGORY B1
PWR
BATTERY
EXT BATT RELAY
OFF
BATTERIES

JAR 66 CATEGORY B1
3.8.1 Parallel/Series Batteries
The battery system on certain types of turboprop aircraft are designed so that the
batteries may be switched from a parallel configuration to a series configuration
for the purpose of engine starting from battery power. The circuit arrangement of
this type of system using two 24-volt Nickel-cadmium batteries is shown in
simplified form in Figure 17.
BATTERY SWITCHING
RELAY
BATTERY
2
EXT
BATTERY
RELAY 2
OFF
TO ENGINE
STARTING
SYSTEM
BATT
2a 3a
2b 3b
1a
1b
BATTERY
BATT
1
BATTERY BUSBAR
OFF
BATTERY
RELAY 1
EXT
Parallel/Series Battery System

Figure 17

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
With reference to figure 15; under normal parallel operating conditions, battery 1
is connected to the battery busbar via its own battery relay and also contacts 1a
1b of a battery switching relay. Battery 2 is directly connected to the busbar via
its relay.
When its necessary to use the batteries for starting an engine (i.e. an internal
start). Both batteries are connected to the battery busbar in the normal way and
24V supply is fed to the engine starting system via the battery busbar. Closing
the starter switch energises the corresponding starter relay, and at the same time
the 24V supply is fed via the starting circuit, to the coil of the battery switching
relay energising it. Contacts 1a 1b are now opened to interrupt the direct
connection between battery 1 and the busbar. Contacts 3 a 3b are also opened
to interupt the grounded side of the battery 2. Since contacts 2 a 2b of the
switching relay are closed they connect both batteries in series so that 48V is
supplied to the busbar and the starter motor.
After the engine has started and reached self-sustaining speed, the starter relay
automatically de-energises and the battery switching relay coil circuit is
interrupted to return the batteries to their normal parallel configuration.
Note: The power selector switches are left in the Battery position so that when
the generators are switched onto the battery busbar, charging current will flow to
the batteries.
3.8.2 Aircraft Battery Charger Units
In most modern transport aircraft, the battery system incorporates a separate unit
for maintaining the batteries in a state of charge. These units also provide some
method of sensing the temperature of the batteries during the charging cycle and
will automatically isolate the charging unit whenever an over temperature is
sensed.
The circuits of On-Board charger units vary between aircraft types. The
following explains the operation of the charger unit fitted to the McDonnell
Douglas DC-10.

D.C. FROM D.C. FROM
EMERGENCY T.R.U. T.R.U.
POWER SWITCH
ON BATTERY B1
SWITCH B2
B1 B2
OFF
BATT
DIRECT FROM
BATTERIES A2
A3 A3 A2
BATTERY
SENSING RELAYS
SWITCH
SCRS

CHARGING CURRENT
115V A
3 A.C. B A.C.
MAIN RELAY
C
3 D.C.
TRANSFORMER SCR SW
REVERSE
RECTIFIER CCT 1 A.C.
CURRENT
Figure 16
MODULE 11
C/B UNIT
PWR SUPPLY
A1 A2
MONITOR
Figure 16 shows the charger circuit for the DC-10.
D.C.
JAR 66 CATEGORY B1
CONVERSION COURSE
REGULATOR LOGIC OFF

PWR SUPPLY CCT

TO BATT
PWR SUPPLY B1 B2
DC 10 Charger Unit Circuit

INTERUPT
BUS
TEMPERATURE D.C.
CUT-OFF RELAY
TEMP CONTROL
REF VOLTS
TEMP SENSOR
CURRENT
Page 3-33
TEMP SENSOR TEMP SENSOR
MODULE 11.6
ELECTRICAL POWER
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.8.3 DC-10 Charger Unit
On the DC-10, the D.C. systems operate from a 28V supply, this is achieved by
connecting two 14V batteries in series. Under normal conditions the D.C. busbar
is fed via two Transformer Rectifiers Units (TRU) from the main A.C. generating
system. If the normal D.C. power is not available, then the batteries are
automatically connected to the D.C. busbar via the Charger/Battery relay and
Sensing realys. When the batteries are supplying the D.C. busbars the charger
is isolated form the batteries.
3.8.4 Operation
When power is available from the main generating system, D.C. is supplied to the
battery busbar from the TRUs, which also feed the coils of the sensing relays.
With these relays energised, the circuit through contacts A2 A3 is interrupted,
while the contacts B1 B2 are made. The battery switch, which controls the
operation of the Charger/Battery relay, is closed to the Batt position when the
main electrical; power is available, and the emergency power switch is closed in
the OFF position.
The charger/Battery relay is of the dual type, one relay being A.C. operated and
the other D.C. operated. The A.C. relay coil is supplied with power from 1 phase
of the main three-phase supply to the battery charger and is energised via
contacts B1 B2 of the sensing relays, the battery switch and the emergency
switch. When energised, the contact A1 A2 close to connect the D.C. positive
output from the battery charger to the batteries, thus supplying them with
charging current.
In the event of a main power failure, the battery charger will become inoperative,
the A.C. charger relay will de-energise to the centre off position, and the two
sensing relays will also de-energise, thereby opening contacts B1 B2 and
closing contacts A2 A3. The closing of contacts A2 A3 now permits a positive
supply to flow direct from the battery to the coil of the D.C. battery relay which on
being energised also actuates the A.C. relay thereby closing contacts B1 B2
which connect the batteries directly to the battery busbar. The function of the
battery relay contacts is to connect a supply from the battery busbar to the relays
of an emergency warning light circuit.
3.8.5 Charging Unit
The charging unit converts the main three-phase supply 115/200volts A.C. into
controlled D.C. output of a constant current and voltage. This is achieved using a
transformer and a full-wave rectifying bridge circuit made up of silicon rectifiers
and silicon controlled rectifiers SCRs. The charging current is limited to
approximately 65A, this is controlled via current/voltage monitoring circuits and
temperature sensing elements within the batteries. The output if these circuits
are fed to a logic circuit which in turn controls the operation of the SCRs, thus
controlling the charging current.

JAR 66 CATEGORY B1
3.8.6 Boeing 373 Charger System
The charger operates from the aircrafts 115V 3-phase A.C. power supplied from
a Ground Service busbar, which in turn is normally powered by the No 1
generator system, or the external power source. This ensures that the aircrafts
battery is maintained in a state of charge both in flight and on the ground. Figure
17 shows the chargers A.C. input circuit.
No 2 MAIN BUSBAR
CONTROL UNIT)
GENERATOR
SIGNAL 28V
TRANSFER
D.C. (No 2
No 2 GENERATOR BUSBAR
CHARGER
BATTERY
No 1 TRANSFER BUSBAR
ALT
No 1 GENERATOR BUSBAR
NORM
TRANSFER
RELAY
INTERLOCK
APU START
RELAY
BUSBAR
EXTERNAL A.C. BUSBAR
GRND SERV
TRANSFER
CHARGER
BATTERY
GROUND
SERVICE
RELAY
RELAY
Battery Charger A.C. Input circuit

Figure 17

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
In flight the A.C. supply is routed to the charger throughh the relaxed contacts of
a battery charger transfer relay and an APU start interlock relay. This interlock
ensures the charger is inhibited when the APU is starting. Figure 18 shows the
battery charger control circuit.
EXT POWER
115V 400Hz
BUSBAR
BATTERY
SWITCH
FROM MAIN
TRU
TRANSFER
BATTERY
RELAY
EXT POWER
RELAY
EXT A.C.
BUSBAR
BATTERY
BUSBAR
BATTERY
BUSBAR
RELAY
METERING
THERMAL
BATTERY
SHUNT
SWITCH
HOT BATTERY
BUABAR
CONTROL
RELAY
MODE
HIGH
LOW
CHARGER
BATTERY
TRU
400Hz
115V
Battery Charger Control Circuit

Figure 18

JAR 66 CATEGORY B1
The D.C. supply for battery charging is obtained from a TRU within the charger
unit, which will maintain the battery cell voltage levels in two modes of operation:
1. High Charge.
2. Low Charge.
Under normal operating conditions of the aircrafts power generation system, the
charging level is in the high mode since the mode switch is energised by a
rectified output through the batteries thermal switch, and the relaxed contacts of
both the battery bus relay and the external power select relay.
The charger operates firstly in the high mode, providing an unregulated supply to
the battery until the battery voltage rises above that of the charger. The charger
current then falls to zero until the battery voltage falls below that of the charger, at
which time the charger provides the battery with a pulsed charge and the process
is repeated. This pulsing continues until the control circuits within the charger
change the operation to the low mode, approximately 2 minutes after pulse
charging commenced.
In the event that the number 1 generator supply fails, there will be a loss of A.C.
power to the ground service busbar, and therefore, to the battery charger.
However, with the number 2 generator still on line, a transfer signal from the
number 2 generator control unit is automatically supplied to the coil of the battery
charger transfer relay, its contacts change over to the connect the charger to the
number 2 A.C. supply. Thus the battery chargers operation is not interrupted.
The APU start interlock relay is connected in parallel with a relay in the starting
circuit of the APU, and is only energised during initial stage of starting the APU
engine. This prevents the starter motor from drawing part of its heavy starting
current through the battery charger. The interlock relay releases automatically
when the APU engine reaches 35% rev/min.
In addition to the control relay within the battery charger, there are three other
ways in which the charging mode can be controlled, each of them fulfilling a
protective role by interupting the ground circuit to the mode control relay and so
establishing a low mode of charge. They are:
1. Opening of the battery thermal switch in the event of the battery

temperature exceeding 46C.
2. The loss of D.C. power from the designated TRU, causing the battery
transfer relay to relax and the battery bus relay to energise.
3. Energising the fuelling panel power select relay when external A.C. power is
connected to the aircraft

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.9 DC POWER GENERATION
The majority of today's aircraft are equipped with ac generation systems.

However, dc generation systems are still in use and this section gives an
overview of these.
3.9.1 DC Generator
Figure 19 shows the construction of a D.C. generator.
GENERATOR
FIELD WINDING
END
HOUSING
FRAME
DRIVE SHAFT
LAMINATED ARMATURE
POLE PIECES
D.C. Generator
Figure 19

JAR 66 CATEGORY B1
3.9.2 Fixed Winding Arrangement
Figure 20 shows the arrangement of the fixed windings of a basic four-pole

machine suitable for use as a self-excited generator.
COMMUTATOR
POLE
TERMINAL
BOX
YOKE
Z
A
A1
Z1
FIELD
WINDING
BRUSH
Fixed Winding arrangement

Figure 20
The fixed portion of the armature circuit consists of four brushes, the links
connecting together brushes of like polarity and the cables connecting the linked
brushes to the terminals A and A1. The four field coils are of a high resistance
and connected in series to form the filed windings. They are wound and
connected in such a way as to produce alternate North and South polarities. The
ends of the windings are brought out to the terminals indicated Z and Z1.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.10 VOLTAGE REGULATION
The efficient operation of an aircrafts electrical equipment requiring D.C.

depends on the fundamental requirement that the generator voltage at the
distribution busbar system be maintained constant under all conditions of load
and at varying speeds, within the limits of a prescribed range. It is necessary,
therefore, to provide a device that will regulate the output voltage of a generator
at the designed value and within a specified tolerance. There are a number of
factors which, either separately or in combination, affect the output voltage of a
D.C. generator, and of these the one which can be most effectively be controlled
is the Field Circuit current, which in turn controls the flux density.
3.10.1 Vibrating Contact Type Regulator
Figure 21 shows a vibrating contact regulator circuit.
TO
DISTRIBUTION
SYSTEM
VOLTAGE CURRENT
REGULATOR REGULATOR
SHUNT
WINDING
SERIES
WINDING
GEN
RESISTOR
Vibrating Contact Regulator Circuit

Figure 21

JAR 66 CATEGORY B1
The regulator consists of two armatures (1 for current regulation, 1 for voltage
regulation). The voltage regulator consists of windings assembled on a common
core. The shunt winding consists of many turns of fine gauge wire and is
connected in series with the current regulator winding and in parallel with the
generator. The series winding consists of a few turns of heavy gauge wire and is
connected in series with the generators shunt field winding.
When the generator is operating, the contacts of both regulators are closed so
that a positive supply flows through the generator field winding providing the
necessary excitation for raising the generator output. At the same time current
passes through the shunt winding of the voltage regulator, which will increase the
electromagnetic field. As soon as the generator output voltage reaches the pre-
adjusted regulator setting, the electromagnetic field becomes strong enough to
oppose the tension of the armature spring and opens the contacts.
The circuit in the series winding is opened causing the field to collapse, at the
same time the supply to the generator field passes through the resistor, reducing
the field current which will cause the generator output to reduce. This reduced
output in turn reduces the electromagnetic field strength of the regulator causing
the spring tension to close the contact to restore the generator output voltage to
its regulated value. The operation is then repeated to maintain the correct
voltage output. The frequency of operation dependant on the electrical load
carried by the generator, typically between 50 to 200 times a second.
3.10.2 Carbon Pile Voltage Regulator
The carbon pile voltage regulator derives its name from the fact that the
regulating element (variable resistance) consists of a stack or pile of carbon
disks. The disks are contained in a ceramic tube with a carbon or metal contact
plug at each end. At one end of the pile, a number of radially arranged leaf
springs exert pressure against the contact plug, thus keeping the disks pressed
firmly together.
For as long as the disks are compressed, the resistance of the pile is very low. If
the pressure on the carbon pile is reduced, the resistance increases. By placing
an electromagnetic in a position where it will release the spring pressure on the
disks as the voltage rises above a predetermined value, a stable and efficient
voltage regulator is obtained. The carbon pile regulator is connected in a
generator system in the field circuit and an electromagnet to control the
resistance. The carbon pile is in series with the generator field and voltage coil is
shunted across the generator output.
A small manually operated rheostat is connected in series with the voltage coil to
provide a limited amount of adjustment. This is necessary where two or more
generators are connected in parallel to the same electrical system.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 22 shows a carbon pile voltage regulator circuit.
LOAD
REGULATED
SETTING
OUTPUT
VOLTAGE
VOLTAGE
CARBON
COIL
PILE
PILE PRESSURE
RESISTANCE
PILE
D
E
F
L
I
MAX
GEN
RPM
OUTPUT
VOLTAGE
Carbon Pile Voltage Regulator

Figure 22

JAR 66 CATEGORY B1
3.10.3 Transistorised Voltage Regulation
Vibrating contact and carbon pile regulators are mainly used on light aircraft:
larger aircraft have transistorized voltage regulators (See figure 23). These
regulators use a Zener Diode to regulate the field current.
The two key points to understand with respect to the operation of the
transistorized voltage regulator are the Zener diode operation and the control
transistor. The zener diode can be compared to a relief valve that opens at a
given pressure in a hydraulic system. When the zener diode conducts current, it
causes the control transistor to switch ON which in turn causes the power
transistor to switch OFF. With the power transistor off, the current flow to the
generator field winding is zero. Once the generator output starts to fall, the zener
diode will close, switching OFF the control transistor which will cause the power
transistor to switch ON again, thus restoring the current flow to the generator
field winding. The operation is then repeated to maintain the correct voltage
output. The frequency of operation dependant on the electrical load carried by
the generator, typically between 50 to 200 times a second.
TR1
R1
D1 POWER
TR2
R2 D2
CONTROL C1
R3
R4
C2 ZD1
R5 R6
DC
GEN FIELD
TO LOAD
Transistorized Voltage Regulator

Figure 23

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.11 REVERSE CURRENT CUT-OUT RELAY
In every system in which the generator is used to charge a battery as well as

supply operating power, an automatic means must be provided for disconnecting
the generator from the battery when the generators voltage is lower than the
battery voltage. If this is not done, the battery will discharge through the
generator and may burn out the armature. To prevent this occurring, a Reverse
Current Cutout Relay is used. Figure 24 shows a reverse current cutout relay
circuit.
A+
F+
LOAD +
CURRENT
COIL
VOLTAGE
REGULATOR VOLTAGE
COIL
F
Reverse Current Cutout Relay Circuit

Figure 24
The voltage coil and current coil are both wound on the same soft-iron core. The
voltage coil has many turns of fine wire and is connected in parallel with the
generator output. The current coil consists of a few turns of large wire connected
is series with the generator, thus it carries the entire load current of the generator.

JAR 66 CATEGORY B1
A pair of heavy contact points is placed where it will be controlled by the magnetic
field of the soft iron core. When the generator is not operating, these contacts
are held open by the spring. When the generator is operating, and its voltage
value is slightly higher than the battery, the voltage coil in the relay magnetizes
the soft iron core sufficiently to overcome the spring tension.
The magnetic field closes the contact points and connects the generator to the
load. As long as the generator voltage remains higher than the battery voltage,
the current flow through the current coil will be in a direction that aids the voltage
coil to keep the points closed. This means that the field of the current coil will be
in the same direction as the magnetic field of the voltage coil and the two will
strengthen each other.
When the engine turning the generator slows down or stops, the generator
voltage will decrease and fall below that of the battery. In this case the battery
voltage will cause current to start to flow toward the generator through the relay
current coil.
When this happens, the current flow will be in a direction that creates a field
opposing the field of the relay. This results in the weakening of the total field of
the relay, and the contact points are opened by the spring, thus disconnecting the
generator and the battery. The tension of the spring controlling the contact points
should be adjusted so that the points close at approximately 13.5 V in a 12 V
system or 26.6 27 V in a 24 V system.
3.12 CURRENT LIMITER
In some generator systems a device is installed that will reduce the generator
voltage whenever the maximum safe load is exceeded. This device is called a
Current Limiter. It is designed to protect the generator from loads that will cause
it to overheat and eventually burn the insulation and windings.
The current limiter operates on a principle similar to that of the vibrator type
voltage regulator. Instead of having a voltage coil to regulate the resistance in
the field circuit of the generator, the current limiter has a current coil connected in
series with the generator load circuit. Figure 25 shows the circuit of a current
limiter.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
TO REVERSE
CURRENT
CURRENT LIMITER
COIL
VOLTAGE
REGULATOR
CONTACT
POINTS
RESISTOR
Current Limiter Circuit

Figure 25
When the load current becomes excessive, the current coil magnetizes the iron
core sufficiently to open the contact points, which adds the resistor to the
generator field circuit. This causes the generator voltage to decrease, with a
corresponding decrease in generator current. Since the magnetism produced by
the current limiter coil is proportional to the current flowing through it, the
decrease in generator load current also weakens the magnetic field of the current
coil and thus permits the contact points to close. This removes the resistor from
the generator field circuit and allows the voltage to rise again. If an excessive
load remains connected to the generator, the contacts of the current limiter will
continue to vibrate, thus holding the current output at or below the minimum safe
limit.
The contact points are normally set to open when the current flow is 10% above
the rated capacity of the generator.

JAR 66 CATEGORY B1
3.13 THREE UNIT CONTROL PANEL
A three unit control panel consists of a:
1. Voltage Regulator.
2. Current Limiter.
3. Reverse Current Cutout Relay.
This combination will provide for both voltage regulation and protection from
excessive loads. It has proved very successful for the control of 12 and 24-volt
generator systems. Figure 26 shows the circuit for a three-unit generator control
panel.
VOLTAGE CURRENT REVERSE

REGULATOR LIMITER CURRENT LIMITER
A+
F+
Three Unit Generator Control Panel

Figure 26

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 27 shows a typical three unit Generator Control Panel.
Typical Three Unit Generator Control Panel

Figure 27

JAR 66 CATEGORY B1
3.14 PARALLEL & LOAD SHARING
In a multi-engine aircraft, it is generally desirable that both generators driven by

each engine should operate in parallel thereby ensuring that in the event of an
engine or generator failure, there is no interruption of the primary power supply.
Parallel operation requires generators carry equal shares of the system load, and
so their output voltages must be as near equal as possible under all operating
conditions. Generators are provided with voltage regulators which independently
control the generators voltage output, but as variations in output and electrical
loads can occur, it is essential to provide additional regulation circuits, having the
function of maintaining balanced outputs and load sharing.
The method most commonly used for this purpose is that which utilises a Load-
Equalising circuit to control generator output via their voltage regulators. This is
shown in figure 28.
BUSBAR
CP LINE CP
CONTACTORS
GEN GEN
FC VC VC FC
No 1 No 2
EC EC
EQUALISING
RELAYS
INTERPOLE INTERPOLE
COIL COIL
Load Sharing (Carbon Pile Regulation)

Figure 28

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Both generators are each feeding 150 amps to a common bus bar. The current is
fed to the loads and the 150 amps complete the circuit to each generator through
its earth connection. It can be seen that there is a voltage drop across (usually)
an interpole of each generator and since the load currents are equal, the voltage
drops are also equal. The same potential occurs at each end of the equalizing
loop and so no current flows in the equalizing coils.
When there is an imbalance of currents between the generators, the voltage drop
across the interpole of the generator supplying the largest current is greater than
the voltage drop in the other generator. The end of the equalizing loop with the
largest voltage drop will be driven more negative, causing equalizing current to
flow from the lightly loaded generator to the overloaded generator.
Current flow in this direction causes one regulator to increase the output of the
associated (lightly loaded) generator. The other regulator causes the associated
(over loaded) generator to reduce its output. Figure 29 shows the operation of
the equalising circuit when the No 2 generators output is higher than that of the
No 1 generator.
300 AMPS
BUSBAR
100 AMPS 200 AMPS
CP LINE CP
CONTACTORS
GEN GEN
FC VC VC FC
No 1 No 2
EC EC
EQUALISING
RELAYS
100 200
AMPS - 0.17V - 0.34V AMPS
Load Sharing Unbalanced Loads

Figure 29

JAR 66 CATEGORY B1
Paralleling load sharing can also be controlled utilising vibrating contact voltage
regulation. Figure 30 shows a load sharing circuit using vibrating contact voltage
regulators.
EXCITATION
CURRENT
FIELD
No 2 VOLTAGE REGULATOR
No 2
GEN
PARALLEL RELAY UNIT
BUSBAR
No 1 VOLTAGE REGULATOR
No 1
GEN
EXCITATION
CURRENT
FIELD
Load Sharing (Vibrating Contact Regulation)

Figure 30

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
For this method of load sharing the circuit comprises an additional coil Eq in the
voltage regulation section A of each regulator and a paralleling relay unit. When
both generators are in operation and supplying the correct regulated outputs
voltages, the contacts in the voltage and current (B) regulation sections of each
regulator are closed. The contacts of the reverse current relays C are also
closed thereby connecting both generators to the busbar. The outputs from each
generator are also supplied to the coils of the paralleling relay unit so the contacts
of its relays are closed.
The paralleling relays and the equalising coils form the paralleling (equalising)
circuit between both generators. Under load-sharing conditions, the current
flowing through the coils Eq is in the same direction as that of the voltage coils
of the voltage regulating sections of each regulator, but in equal and opposite
directions at the contacts of the paralleling relay unit.
If the voltage output of the No 1 generator should rise, there will be a greater
voltage input to the voltage regulating section of the number 1 voltage regulator
compared with that of the corresponding section of the number 2 regulator.
There will be an unbalanced flow of current through the equalising circuit such
that the increase of current through coil Eq of the number 1 voltage regulator
will now assist the electromagnetic effect of voltage coil D causing the relay
contacts to open. This connects the resistance into the field circuit of the number
1 generator, reducing its excitation current and its voltage output.
Because of the unbalanced condition, the increased current in the equalising

circuit will also flow across the paralleling relay unit contacts to the coil Eq in the
number 2 voltage regulator so that it opposes the electromagnetic effect of its
associated coil D.
In a paralleled generator system utilising solid sate regulation, any unbalanced

conditions are detected and adjusted by interconnecting the regulators via two
additional paralleling transistors, one in each regulator.

JAR 66 CATEGORY B1
3.15 AC POWER GENERATION
AC generators are used as the primary source of electric power in almost all
transport category aircraft. The AC system supplies most of the electrical power
required for the aircraft.
3.15.1 Brushless Generators
Brushless generators were developed for the purpose of eliminating some of the
problems of generators that employ slip-rings and brushes to carry exciter current
to the rotating field. The advantages of a brushless generators are:
1. Lower maintenance cost, since there is no brush or slip ring wear.
2. High stability and consistency of output, because variations of resistance

and conductivity at the brushes and slip rings are eliminated.
3. Better performance at high altitudes, because arcing at the brushes is

eliminated.
The brushless generators operation is to use electomagnetic induction to transfer

current from the stationary components of the generator to the rotating
components and use a three-phase Star connected armature. Figure 31 shows a
schematic of a brushless generator.
TO AC BUSBAR SYSTEM
TO GCU
T1 T2 T3 N
FROM
GCU
PMG
PERMANENT RECTIFIER MAIN

EXCITER
MAGNET FIELD
GENERATOR
GENERATOR
MAIN GENERATOR
Brushless Generator
Figure 31

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The permanent magnet, which is connected to the rotor, is used to induce an

alternating current into the stationary PMG three-phase armature winding. The
Generator Control Unit (GCU) rectifies the AC armature current to DC voltage,
which is applied to the exciter filed winding. The exciter field induces an AC into
the exciter armature. The exciter armature is connected to the rotating rectifier,
which changes the AC to DC for the main generator field winding. The main field
induces an AC voltage into the main generator stator fields. The stator fields are
induced with 115V phase voltage giving the 200V between two phases.
3.15.2 Constant Speed Drive (CSD) Unit
When an AC generator system is used as the primary source of power, numerous

consumer services are dependent on a Constant-Frequency. A constant
frequency is inherent in an AC system only if the generator is driven at a constant
speed. The aircrafts engines cannot be relied on to do this directly and, if a
generator is connected directly to the accessory drive of an engine the output
frequency will vary with engine speed.
Some form of conversion equipment is therefore required and the type most
commonly used utilizes a transmission device interposed between the engine and
the generator, and which incorporates a variable ratio drive mechanism. Such a
mechanism is referred to as a Constant-Speed Drive (CSD) unit. Figure 32
shows the basic arrangement of a CSD unit.
CHARGE
OIL
VARIABLE
FIXED DISPLACEMENT
DISPLACEMENT
HYDRAULIC UNIT
CONTROL
CYLINDER
DIFFERENTIAL UNIT
INPUT OUTPUT
FROM TO
ENGINE GENERATOR
TO OIL PUMPS
AND GOVERNOR
GOVERNOR
Constant-Speed Drive Unit

Figure 32

JAR 66 CATEGORY B1
The power used to drive the generator is controlled and transmitted through the
combined effects of the units. Oil for the system operation is supplied from a
reservoir via charge pumps within the unit, and a governor.
3.15.3 Variable Displacement Unit
The variable displacement unit consists of a cylinder block; reciprocating pistons

and a variable angle wobble or swash plate, the latter being connected to the
piston of a control cylinder. Oil to this control cylinder is supplied from the
governor. This unit is driven directly by the input gear and the differential planet
gear carrier shaft, so that its cylinder block always rotates (relative to the port
plate and wobble plate) at a speed proportional to the input gear speed and
always in the same direction.
3.15.4 Control Cylinder
When the control cylinder moves the wobble plate to some angular position, the
pistons within the cylinder block are moved in and out as the block rotates, and
so the charge oil is compressed to a high pressure and then ported to the fixed
displacement unit. Under these conditions the variable displacement unit
functions as a hydraulic pump.
3.15.5 Governor
The supply of charge oil to the units control valve is controlled by a governor
valve which is spring biased, flyweight operated and driven by the out gear
driving the generator. It therefore responds to changes in transmission output
speed.
3.15.6 Fixed Displacement Unit
The fixed displacement unit is similar to the variable displacement unit, except
that its wobble plate, which has an inclined face, is fixed and has no connection
to the control cylinder. When oil is pumped to the fixed displacement unit by the
variable displacement unit, it functions as a hydraulic motor and the volume of oil
pumped to it determines its direction of rotation and speed.
3.15.7 Differential Gear Unit
The differential gear unit consists of a carrier shaft carrying two meshing (1:1
ratio) planet gears, and a gear at each end; one meshing with the input gear and
the other with the gear which drives the variable displacement unit cylinder block.
The carrier shaft always rotates in the same direction and at a speed which via
the input , varies with engine speed. Surrounding the carrier shaft are two
separate housings, and since they have internal ring gears meshing with the
planet gears, then they can rotated differently. Each housing also has an
external ring gear; one (input ring gear) meshing with the fixed displacement unit
gear, and the other (output ring gear) meshing with the output gear drive to the
generator.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.15.8 CSD Operation
With the CSD in operation, the output ring gear housing serves as the
continuous drive transmission link between the engine and the generator. Since
the input ring gear housing is geared to the fixed displacement hydraulic unit,
then depending on the direction of rotation of this unit , the housing can rotate in
the same direction as, or opposite to, that of the carrier shaft and the output ring
gear housing. In this way, speed is either added to, or subtracted from the
engine input speed, and through the gear ratio (2:1) between the ring gears and
the carrier shaft planet gears, the output ring gear housing rotational speed will
be appropriately adjusted to maintain constant governor speed.
3.15.9 Underdrive Phase
If the input speed supplied to the transmission exceeds that required to produce
the required output speed, the governor, in sensing the speed difference will
cause oil to flow away from the control cylinder. In this condition, the
transmission is said to be operating in the Underdrive phase. Figure 33 shows
the CSD operating in Underdrive Phase.
VARIABLE
UNIT
FIXED
UNIT
CONTROL
CYLINDER
T IAL OUTPUT
EN
FER RING GEAR
D IF
CARRIER
SHAFT
TO
GENERATOR
OUTPUT
GEAR
TO
GOVERNOR
INPUT
INPUT
RING GEAR
GEAR
TO
PUMPS
FROM
ENGINE
Underdrive Phase
Figure 33

JAR 66 CATEGORY B1
The control cylinder changes the angular of the variable displacement units
wobble plate so that the oil is pumped at high pressure to the fixed displacement
unit causing it to rotate in the same direction as that of the variable displacement
unit. This rotation is transmitted to the input ring gear housing, of the differential
unit, so that it will rotate in the same direction as the output ring gear housing,
and the carrier shaft. Because the input ring gear housing is now rotating in the
same direction as the carrier shaft then the speed of the freely rotating planet
gear meshing with the housing will be reduced. The speed of the second planet
gear will also be reduced in direct ratio thereby reducing the speed of the output
ring gear housing. This hydromechanical process of speed subtraction
continues until the required generator drive speed is attained.
3.15.10 Overdrive Phase
When the output speed supplied to the transmission is lower than that required to
produce the required output speed, the governor causes charge oil to be supplied
to the control cylinder. In this condition, the transmission is said to be operating
in the Overdrive phase. Figure 34 shows the CSD operating in Overdrive
Phase.
Overdrive Phase
Figure 34

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The control cylinder changes the angular of the variable displacement units
wobble plate so that the oil is pumped at high pressure to the fixed displacement
unit causing it to rotate in the opposite direction as that of the variable
displacement unit. This rotation is transmitted to the input ring gear housing, of
the differential unit, so that it will rotate in the opposite direction as the output ring
gear housing, and the carrier shaft. Because the input ring gear housing is
now rotating in the opposite direction as the carrier shaft then the speed of the
freely rotating planet gear meshing with the housing will be increased. The speed
of the second planet gear will also be increased in direct ratio thereby increasing
the speed of the output ring gear housing. This hydromechanical process of
speed addition continues until the required generator drive speed is attained.
Figure 35 shows a typical CSD-Generator Unit.
BRUSHLESS
GENERATOR
OIL LEVEL
CONSTANT SPEED SIGHT GLASS
DRIVE UNIT
CSD- Generator Unit

Figure 35
In multi CSD generator systems the control of the drives is important in order that
real electrical loads are evenly distributed between generators. This will be
covered at a later point in these notes.

JAR 66 CATEGORY B1
3.15.11 CSD Disconnection
The disconnection of the CSD transmission system following a malfunction may

be accomplished mechanically via handles located in the flight crew compartment
utilising electro-mechanical principles. Figure 36 shows a typical CSD
disconnection system.
RESET
DOG TOOTH CLUTCH
SPRING
SEPARATION POINT
INPUT
INPUT SPLINE
SHAFT SHAFT
THREADED
PAWL
INPUT
SOLENOID GEAR
PAWL
SPRING
HANDLE
TRANSMISSION
SPRING
CASE
CSD Disconnection System

Figure 36

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The drive from the engine is transmitted to the CSD via a dog-tooth clutch, and
disconnect is initially activated by a solenoid controlled from the flight deck.
When the solenoid is energised, a spring-loaded pawl moved into contact with the
threads of the input shaft, which serves as a screw causing the input shaft to
move away from the input spline shaft (driven by the engine) therby seperating
the driving dogs of the clutch.
Resetting of the disconnect mechanism can only be accomplished on the ground

following shut-down of the appropriate engine. This is accomplished by pulling
out the reset handle to withdraw the threaded pawl from the input shaft, and
allowing the reset spring on the shaft to re-engage the clutch. At the same time,
and with the solenoid de-energised, the solenoid nose pin snaps into position in
the slot of the pawl.
3.16 INTEGRATED DRIVE GENERATOR (IDG)
The IDG is a state-of-the-art means of producing A.C. electrical power. It

contains both generator and the CSD unit in one unit. This concept helps to
reduce both the weight and the size of the traditional two-unit system. The CSD
contains a hydraulic trim unit and a differential assembly, which converts the
variable engine rpm to a generator input speed of 12,000 rpm. Figure 37 shows
a typical IDG as used on Boeing 757 aircraft.
OUTPUT
GENERATOR 115 V 400 Hz
CONSTANT
DRIVE UNIT
Integrated Drive Generator (IDG)

Figure 37
This type of unit is capable of producing 90 kVA continuously, 112.5 kVA for a 5-
minute overload, and 150 kVA for a 5-second overload. The output voltage is
115V A.C. at 400 Hz.

JAR 66 CATEGORY B1
3.17 FIELD EXCITATION
The production of a desired output by any type of generator requires a magnetic

field to provide excitation of the windings. In D.C. generators, this is achieved in
a fairly straightforward manner by residual magnetism in the electromagnet
system and by the build up of current through the field windings. The field current
is controlled by a voltage regulator system. The excitation of A.C. generators
involves the use of more complex circuits, the arrangement of which are
essentially varied to suit the particular type of generator and its controlling
system. However, they all have one common feature, i.e. the supply of D.C. to
the field windings to maintain the desired A.C. output.
3.18 VOLTAGE REGULATION
Regulation of the output of a constant-frequency generator system is based on

the principle of controlling the field excitation. In installations requiring a multi-
arrangement of constant frequency generators, additional circuitry is required to
control output under load-sharing or paralleling operating conditions; this also
involves control of the field excitation.
With reference to figure 37, the regulation circuit is comprised of three main
sections:
1. Error Detection.
2. Pre-Amplification.
3. Power Amplification.
3.18.1 Operation
The function of the error detector circuit is to monitor the generators output
voltage, compare it with a fixed reference voltage and to transmit any error to the
pre-amplifier. It is made up of a three-phase bridge rectifier connected to the
generator output, and a bridge circuit of which two arms contain gas-filled
regulator tubes, the two arms containing resistors. The inherent characteristic of
the tubes are such that they maintain an essentially constant voltage drop across
their connections for a wide range of current through them and for this reason
they establish the reference voltage against which the output voltage is
continuously compared.
The output side of the reference bridge is connected to an error control winding
of the pre-amplifier and then from this amplifier to a signal control winding of the
power amplifier. Both the amplifiers are three-phase magnetic amplifiers. The
output of the power amplifier is supplied to the shunt windings of the generators
A.C. exciter stator.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 38 shows the voltage regulation circuit for an AC Brushless Generator.
GENERATOR
EXCITER FIELD
PMG
A.C. EXCITER
POWER AMP
CONTROL
WINDING
SIGNAL
CONTROL
PRE-AMP
WINDING
ERROR
RV1
ERROR DETECTOR
B
R2
R1
REFERENCE
SENSING
AC Brushless Generator Voltage Regulation

Figure 38

JAR 66 CATEGORY B1
The output side of the reference bridge is connected to an error control winding
of the pre-amplifier and then from this amplifier to a signal control winding of the
power amplifier. Both the amplifiers are three-phase magnetic amplifiers. The
output of the power amplifier is supplied to the shunt windings of the generators
A.C. exciter stator.
The output of the error bridge rectifier is a D.C. voltage slightly lower than the
average of the three A.C. line voltages: This voltage may be adjusted via a
variable resistor (RV1) to bring the regulator system to a balance condition for
any nominal line voltage.
A balanced condition of the reference bridge circuit is obtained when the voltage
applied across the bridge (points A & B) is exactly twice that of the voltage drop
across the two tubes. Since under this condition, the voltage drop across R1 &
R2 will equal the drop across each tube, then no current will flow in the output
circuit to the error control winding of the pre-amplifier.
If the A.C. line voltage should go above or below the fixed value, the voltage
drops across R1 & R2 will differ causing an unbalance of the bridge circuit and a
flow of current to the error control winding of the pre-amplifier. The direction
and magnitude of the current flow will depend on whether the error in line voltage,
is above (positive error signal) or below (negative error signal) the balanced
nominal value.
The output from the pre-amplifier to the power amplifier will either be positive or
negative. For a positive error, the exciter current will be decreased and for a
negative output it will be increased.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.19 VARIABLE-SPEED CONSTANT-FREQUENCY POWER SYSTEMS
In an effort to simplify and improve the production of ac power for aircraft and to
get away from the need for hydro-mechanical constant-speed drives, a number of
systems have been devised for producing 400 Hz three-phase electric power
through electronic circuitry. This has been made possible by great advances in
solid-state technology developed in recent years.
Variable-speed constant-frequency systems are referred to as VSCFR, VASCOF,

CFG (constant-frequency generator), and ECEPS (electronic convertor, electric
power supply). The systems employ a generator whose variable speed and
variable-frequency power would not be suitable for power needs in aircraft
system but the variable-frequency power is converted to constant-frequency
power by means of solid-state circuitry, and this makes the power suitable for
aircraft use.
The drawing at Figure 38 is a block diagram showing the principal elements of an

ECEPS system. The brushless ac generator is similar to those described in
module 3 but since it is driven directly by the engine, its speed and output
frequency will vary as engine speed varies. The variable three-phase power is
fed to the full wave crystal-diode rectifier, where it is converted to direct current
and filtered. This direct current is fed to the conversion circuitry, where it is
chopped into square-wave outputs that are separated and summed up to produce
three-phase 400 Hz alternating current.
Variable-speed constant-frequency systems can be designed with separate

components, or as an integrated unit. The generator and static inverter are
mounted as a unit on the engine. The GCU, which contains the voltage regulator,
is mounted in the aircraft.

JAR 66 CATEGORY B1
Figure 39 shows the basic elements of a Variable-Speed, Constant-Frequency

Electric Power System
VOLTAGE
SENSING
NEUTRAL
A PHASE
CONVERSION
B PHASE
C PHASE
CIRCUIT
FILTERED
DC
3 PHASE AC
CRYSTAL-DIODE
400 HZ
REGULATOR
RECTIFIER &
FULL-WAVE
VOLTAGE
FILTER
FREQUENCY
3 PHASE AC
VARIABLE
AC GENERATOR
BRUSHLESS
Variable-Speed, Constant-Frequency Electric Power System

Figure 39

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.20 FREQUENCY-WILD SYSTEMS
A frequency-wild system is one in which the frequency of its generator voltage

output is permitted to vary with the rotational speed of the generator. Although
such frequency variations are not suitable for the direct operation of all types of
a.c. consumer equipment, the output can (after constant voltage regulation) be
applied directly to resistive circuits such as electrical de-icing systems. It can
also be transformed and rectified to provide medium low voltage DC, which in
turn could be fed into a static inverter to produce a frequency controlled AC
supply.
3.20.1 Frequency-Wild Generator Construction
The construction of a typical generator used for the supply of heating current to a
turbo-propeller engine de-icing system is shown in Figure 40.
Frequency-Wild generator Construction

Figure 40

JAR 66 CATEGORY B1
3.20.2 Operation
The Frequency-Wild Generator has a three-phase output of 22kVA at 208 volts

and supplies full load at this voltage through a frequency range of 280 to 400 Hz.
Below 280 Hz the field current is limited and the output relatively reduced. The
generator consists of two major assemblies:
1. Fixed stator assembly in which the current is induced.
2. Rotating assembly (rotor).
3.20.3 Stator Assembly
The stator assembly is made up of a high permeability laminations and is

clamped in a main housing by an end frame having an integral flange for
mounting the generator at the corresponding drive outlet of an engine-driven
accessory gear-box.
The stator winding is star connected, the star or neutral point being made by
linking three ends of the winding and connecting it to ground. The other three
ends of the winding are brought out to a three-way output terminal box mounted
on the end frame of the generator. Three small current transformers are fitted
into the terminal box and form part of a protection system.
3.20.4 Rotor Assembly
The rotor assembly has six salient poles of laminated construction; their series-
connected field windings terminate at two slip rings secured at one end of the
rotor shaft. Three brushes are equal-spaced on each slip ring and contained
within a brush-gear housing which also forms a bearing support for the rotor. The
brushes are electrically connected to d.c. input terminals housed in an excitation
terminal box mounted above the brush-gear housing.
3.20.5 Generator Cooling
The generator is cooled by ram air passing into the main housing via an inlet
spout at the slip ring end, the air escaping from the main housing through
ventilation slots at the drive end. An air collector ring encloses the slots and is
connected to a vent through which the cooling air is finally discharged. Provision
is made for the installation of a thermally operated switch to ensure there is
overheat protection.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 40 shows the circuit for the frequency wild generator shown in figure 41.
SWITCH
START
BUSBAR
28V DC
TO 208V AC
AIRCRAFT
DE-ICING
BUSBAR
SYSTEM
DISCONNECT
REGULATOR SIGNAL
EXCITATION
RECTIFIER
VOLTAGE
TRANSFORMER
COMPOUNDING
COMPOUNDING
RECTIFIER
STATOR
O
O
R
R
T
Frequency Wild Generator Schematic Circuit

Figure 41

JAR 66 CATEGORY B1
3.20.6 Frequency Wild Generator Excitation
Referring to figure 40, excitation is provided by DC from the aircrafts main busbar
and by rectified AC. The principle components and sections of the control system
associated with excitation are:
1. Control Switch.
2. Voltage Regulation Section.
3. Field Excitation Rectifier.
4. Current Compounding Section. (Consisting of three-

phase current transformers and rectifier).
The primary windings of the compounding transformer are in series with the three
phases of the generator and the secondary windings in series with the
compounding rectifier.
When the control switch is in the Start position, DC from the main busbar is
supplied to the slip rings and the windings of the generator rotor; thus, with the
generator running, a rotating magnetic field is set up to induce an alternating
output to the stator. This output is tapped to feed magnetic amplifier type of
voltage regulator, which supplies a sensing current signal to the excitation
rectifier. When this signal reaches a pre-determined Off-Load value, the
rectified AC through the rotor winding is sufficient for the generator to become
self-excited and independent of the main busbar supply which is then
disconnected.
The maximum excitation current for wide-speed-range high-output generators is

quite high, and the variation in excitation current necessary to control the output
under varying load conditions is such that the action of the voltage regulator
must be supplemented by some other medium of variable excitation current. The
compounding transformer and rectifier provide this, and are connected in such a
manner as to ensure the excitation current is proportional to load current.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.21 THREE PHASE GENERATOR
The output terminals of a three-phase generator are marked to show the phase
sequence, and these terminals are connected to busbars, which are also
identified correspondingly. Figure 42 shows a basic three-phase A.C. generator.
PHASE A
STATOR
N
ROTOR
PHASE B
PHASE C
N
N
Basic Three-Phase Generator

Figure 42

JAR 66 CATEGORY B1
3.21.1 Interconnection Of Phases
Each phase of a three-phase generator may be brought out to separate terminals

and used to supply separate groups of consumer services (see figure 38). This is
an arrangement rarely encounted in practice since pairs of Line wires would be
required for each phase and would involve uneconomic use of cable. The
phases are therefore interconnected by two different methods, these are:
1. Star connection.
2. Delta connection.
3.21.2 Star Connection
The Star connection is commonly used in generators. One end of each phase
is connected to the Neutral point, while the opposite ends of the windings are
connected to three separate lines. With this arrangement, two-phase windings
are connected between each pair of lines. A star connection arrangement is
shown in figure 43.
A
A PHASE
VOLTAGE
A1
NEUTRAL
LINE VOLTAGE
= 3 x PHASE
A B PHASE
C VOLTAGE
B B
C1
B1
LINE VOLTAGE
= 3 x PHASE LINE VOLTAGE
C PHASE = 3 x PHASE
VOLTAGE
C
PHASE VOLTAGE = 115V
LINE VOLTAGE = 200V
Star Connection
Figure 43

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.21.3 Delta Connection
In this configuration, the windings are connected in series to form a closed

Mesh and the lines being connected at the junction points. As only one phase
winding is connected between each pair of lines then, in the delta method, phase
voltage is always equal to line voltage. Figure 44 shows the Delta method of
connection.
L CURRENT = 3 PHASE CURRENT
LINE
AG E
VOLTAGE
L T AS
E
LINE
VO
PH TA
VO PH
A1
L
VOLTAGE
AS GE
C1
A
A C L CURRENT
= 3 PHASE CURRENT
B B1
B PHASE LINE
VOLTAGE VOLTAGE
L CURRENT = 3 PHASE CURRENT
PHASE CURRENT = 100A
LINE CURRENT = 173A
Delta Connection
Figure 44

JAR 66 CATEGORY B1
3.22 BUSBARS
In most types of aircraft, the output from the generating sources are coupled to
one or more low impedance conductors referred to as Busbars. These are
usually situated in junction boxes or distribution panels located at central points
within the aircraft, and they provide a convenient means for connecting positive
supplies to the various consumer circuits.
Busbars vary in form dependent on the methods to be adopted in meeting the

electrical power requirements of a particular aircraft type. In a very simple
system a busbar can take the form of a strip of interlinked terminals while in more
complex systems main busbars are thick metal (usually copper) strips or rods to
which input and output supplies are connected. The strips or rods are insulated
from the main structure and are normally provided with some form of protective
covering.
3.22.1 Busbar Systems
The function of a distribution system is prmarily a simple one, but it is complicated

by having to meet additional requirments which concern a power source, or a
power consumer system operating either separately or collectively, under
abnormal conditions. The requiremnets and abnormal conditions may be
considered in relation to three main areas, which are as follows.
1. Power-consuming equipment must not be deprived of power in the event of

power source failure unless total power demands exceeds the available
supply.
2. Faults on the distribution system (i.e. fault currents, grounding of busbars)

should have the minimum effect on the system function, and should
constitute minimum possible fire risk.
3. Power-consuming equipment faults must not endanger the supply of power

to other equipment.
These requirements are met in a combined manner by paralleling generators

where appropriate, by providing adequate circuit protection devices, and by
arranging for faulted generators to be isolated from the distribution system. Most
distribution systems are so arranged that they may be fed from a number of
different power sources. In adopting this arrangement it is usual to categorise all
consumer services into their order of importance. The categories are:
1. Vital Services (Hot Battery Busbar).
2. Essential Services.
3. Non-Essential Services.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Vital Services; are those which would be required after an emergency wheels-up
landing, e.g. emergency lighting and crash switch operation of fire extinguishers.
These services are connected directly to the battery.
Essential Services; are those required to ensure safe flight in an in-flight

emergency situation. They are connected to D.C. and A.C. busbars, as
appropriate, and in such a way that they can always be supplied from a generator
or from batteries.
Non-Essential Services; are those which can be isolated in an in-flight

emergency for load shedding purposes, and are connected to D.C. and A.C.
busbars, as appropriate, supplied from a generator.
Figure 45 shows a typical two D.C. generator distribution system.
GEN No 2 No 3 GEN
No 1 INVERTER INVERTER No 2
NON-ESSENTIAL
A.C. CONSUMERS
No 1 No 2
BUSBAR BUSBAR
NON-ESSENTIAL NON-ESSENTIAL
D.C. CONSUMERS D.C. CONSUMERS
BATTERY
BUSBAR
No 1
INVERTER
VITAL D.C.
ESSENTIAL
CONSUMERS
A.C. CONSUMERS
ESSENTIAL BUSBAR
ESSENTIAL
D.C. CONSUMERS
Two D.C. Generator Distribution System

Figure 45

JAR 66 CATEGORY B1
In figure 44, the power supplies are 28v D.C. from two engine driven generators
operating in parallel, 115v A.C. 400 Hz A.C. from rotary inverters, and 28v D.C.
from the batteries. Each generator has its own busbar to which are connected
the Non-essential consumer services. Both busbars are in turn connected to a
single busbar, which supplies power to the Essential consumer services.
With both generators operating, all consumer services are supplied with power.
The essential busbar is also connected to the battery busbar ensuring that the
batteries are maintained in the charged condition. In the event that one generator
should fail it is automatically isolated from its respective busbar and all busbar
loads are taken over by the operative generator.
Should both generators fail, the non-essential services are no longer provided
with power, the batteries automatically supply power to the essential busbar to
supply the essential services (A.C. essential services via the No inverter). The
batteries will maintain the essential busbar for a period calculated on consumer
load requirements and the battery states of charge.
3.22.2 Split Bus-Bar A.C. Generation System
The generators supply three-phase power through separate channels, to the

main busbar and these in turn supply the non-essential consumer loads and
Transformer rectifier Units (TRUs). The essential A.C. loads are supplied from
the essential busbar, which under normal operating conditions is connected via a
change over relay to the No 1 main busbar. The main busbars are normally
isolated from each other (i.e. the generators are not paralleled). If however one
of the generators should fail, the busbars are automatically inter-connected by the
energising of the Bus-Tie breaker, thus maintaining supplies to all A.C.
consumers and both TRUs.

Page 3-76
GEN GEN
No 1 No 2
EXTERNAL
BUS TIE
No 1 A.C. BUSBAR No 2 A.C. BUSBAR POWER
BREAKER
RELAY
NON-ESSENTIAL NON-ESSENTIAL
A.C. CONSUMERS A.C. CONSUMERS
CHANGE
ESSENTIAL OVER
A.C. BUSBAR REALY
Figure 46
PART 3
STATIC
AEROPLANE
ESSENTIAL INVERTER
AERODYNAMICS,
A.C. CONSUMERS No 1 No 2
MODULE 11 BOOK 2
TRU TRU
JAR 66 CATEGORY B1
A.C. Split Busbar System

BATTERY BATTERY ESSENTIAL ISOLATION NON-ESSENTIAL

D.C. BUSBAR RELAY D.C. BUSBAR RELAY D.C. BUSBAR
Figure 46 shows a schematic of an A.C. Split Busbar system.
VITAL D.C.
CONSUMERS ESSENTIAL NON-ESSENTIAL
D.C. CONSUMERS D.C. CONSUMERS

JAR 66 CATEGORY B1
The supply of D.C. is derived from independent TRUs and the batteries. The No
1 TRU supplies essential loads and the No 2 TRU supplies non-essential loads
connected to the main D.C. busbar. Both the main and essential D.C. busbars
are automatically interconnected by an isolation relay.
In the event that one generator should fail it is automatically isolated from its
respective busbar and all busbar loads are taken over by the operative generator.
If, for any reason, the power supplied from both generators should fail the non-
essential services will be isolated and the change over relay between No 1 main
busbar, and the essential A.C. busbar will automatically de-energize and connect
the essential A.C. busbar to an emergency static inverter. The main D.C. busbar
is isolated from the essential D.C. busbar by the isolation relay de-energizing.
The essential D.C. busbar deriving its D.C. supply directly from the battery busbar
to maintain the operation of the essential D.C. and A.C. supplies.
External power can also be connected to the whole system to supply both A.C.
and D.C. to the system.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.22.3 Bus-Bar Supply Priority
The supply of the automatic ac bus transfer system and the dc bus transfer
system are given below at Figures 47.
P R I O R IT Y
1 GEN 1 GEN 1 ESS AC BUS GEN 2 EXT PWR
2 EXT PWR GEN 2 E M E R IN V EXT PWR A C B US 2
3 GEN 3 GEN 3 - GEN 3 -
4 GEN 2 EXT PWR - GEN 1 -
AC BUS 1 ESS A C E M E R AC AC BUS 2 A C G RN D

B US B US S E R V B US
P R I O R IT Y * M A N U A L O P E R A T IO N
1 T RU 1 B AT 1 T RU 3 T RU 3 B AT 2 T RU 2 D C EX T
PW R
2 T RU 2 * - DC BUS DC BUS - T RU 1 * GR N SER V

1 1 T RU
3 - - - B AT TE R IE S - - -
DC BUS 1 B AT B US 1 ESS D C EM ER B AT B US 2 DC BUS 2 D C G RN D

B US DC BUS S E R V B US
Bus-bar Supply Priority

Figure 47

JAR 66 CATEGORY B1
Figure 48 shows the AC Busbar system, which would satisfy the requirements of
AC priority as shows in Figure 47.
GSBC 1
GCB 2
AC GRND SERV
AC BUS 2
GEN
2
GSBC 2
BTB 2
PWR
EXT
ESS AC BUS
EPC
EMERG AC BUS
APC
APTC
EBTC
EBTR
GEN
3
GPTC
BTB 1
EMERGENCY
INVERTER
AC BUS 1
GEN
1
GCB 1
AC Busbar System
Figure 48

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 49 shows the DC Busbar system, which would satisfy the requirements of
DC priority as shows in Figure 47.
CHARGER
BATTERY
AC BUS 2
BATT BUS 2
SERV BUS
AC GND
BATT 2
AC BUS 2
BIC 2
SERV
GND
TRU
DC BUS 2
TRU
2
2
1
EMERG DC BUS
DC EBPC
BPC
DC GRND SERV BUS

ESS AC BUS
1
TRU
3
DC EPR
DC BTC
ESS DC BUS
DC EXT
DC BUS 1
DC EBTC
PWR
TRU
1
BIC 1
AC BUS 1
BATT 1
BATT BUS 1
CHARGER
BATTERY
AC BUS 1
DC Busbar System
Figure 49

JAR 66 CATEGORY B1
3.22.4 Parallel Electrical System
In a parallel electrical system, all A.C. generators are connected to one

distribution bus called the Tie-Bus. This type of system maintains equal load
sharing for three or more generators. Since the generators are connected in
parallel to a common bus, all generator voltages, frequencies and their phase
sequence must be within very strict limits to ensure proper system operation.
Figure 50 shows a simplified schematic of a parallel electrical system.
GPU
APU
XPC 2
APB
TIE BUS
BTB 1 BTB 2 BTB 3 BTB 4
AC BUS 1 AC BUS 2 AC BUS 3 AC BUS 4
GCB 1 GCB 2 GCB 3 GCB 4
GEN 1 GEN 2 GEN 3 GEN 4
Parallel Electrical System

Figure 50

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.22.5 Split Parallel Electrical System
A split parallel electrical system allows for the flexibility in load distribution but
maintains isolation between systems when required. When closed, the split
system breaker connects all generators together, thus paralleling the system.
When open, the split system breaker isolates the right and left systems, thus
creating a more flexible parallel system. Figure 51 shows a split parallel system
for a four engine aircraft.
GPU GPU
APU
XPC 2 XPC 2
APB
SSB
TIE BUS TIE BUS
BTB 1 BTB 2 BTB 3 BTB 4
AC BUS 1 AC BUS 2 AC BUS 3 AC BUS 4
GEN 1 GEN 2 GEN 3 GEN 4
Split Parallel Electrical System

Figure 51

JAR 66 CATEGORY B1
3.23 GENERATOR CONTROL UNITS (GCU)
Aircraft electrical power control systems include functions such as:
1. Voltage Regulation.
2. Current Limiting.
3. Protection for out-of-tolerance Voltages.
4. Protection for out-of-tolerance Frequencies.
5. Crew Alerting
The major component used to perform these functions is called the Generator
Control Unit (GCU). The GCU regulates generator output by sensing the
aircrafts system voltage and comparing it with a reference signal. The voltage
regulator then sends an adjusted current flow to the exciter field of the main
generator. This in turn controls the main generators output voltage.
Protection circuitry monitors various electrical system parameters including over

voltage and over current conditions, frequency, phase sequence, and current
differentials. If a fault occurs, the protection circuitry then operates corresponding
electric relays in order to isolate the defective components. In the case of a
generator system failure, the GCU senses partial loss of electrical power and
automatically sends the appropriate signal to the Bus Power Control Unit
(BPCU). In this event the BPCU will automatically isolate any defective generator
and reconnect the load bus to another power source.
3.23.1 Power Distribution System Control
On modern aircraft employing a parallel, or split-bus system, a centralized means

of controlling the power distribution between individual load busses is essential.
If a generator fails or a bus shorts to ground, the appropriate bus ties and
generator circuit breakers must be set to the correct position. In the event of a
system overload, the control unit must reduce the electrical load to an acceptable
level. This is called Load Shedding. In load shedding, the aircrafts galley
power is normally the first nonessential load to be disconnected.
The control unit must automatically reconnect any essential loads to an operable
bus. This power manipulation must take place within a fraction of a second to
ensure an uninterrupted flight. To achieve this, modern aircraft employ a solid
state Bus Power Control Unit (BPCU).

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The BPCU also receives data from the Generator Control Unit GCU, the Ground
Power Control Unit (GPCU) and various bus ties and circuit breakers of the
system. It also receives input information concerning system loads from Load
Controllers. Load controllers are electric circuits that sense real system current
and provide control signals for the generators CSDU rpm governor. The CSDU
output rpm in turn affects the generator output frequency. Load controllers
receive their input signals from current transformers. Figure 52 shows current
transformers as fitted to the Boeing 737 aircraft.
GEN 1 LINE CURRENT APU LINE CURRENT GEN 2 LINE CURRENT
TO PROTECTION
CIRCUITS
Current Transformers
Figure 52

JAR 66 CATEGORY B1
3.23.2 Current Transformers
Current transformers consist of three inductive pickup coils that provide current
sensing signals. The main power leads carrying the three phase A.C. supply
from each generator are routed through the corresponding holes in the current
transformer. As the A.C. travels through the cable, the corresponding magnetic
field induces a voltage into the current transformer. The electrical signals from
the current transformer, in conjunction with the GCU and BPCU, are used to
control protection circuitry and supply signals to load meters on the overhead
panel in the flightdeck. Figure 53 shows the operation of a current transformer.
Current transformers
Figure 53

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 54 shows a schematic of the Power Distribution Control System (PDCS).
APU GEN
GCU
APB
GEN
APU
BPCU
BTB
RIGHT
GCU
BTB
GTB
RIGHT
IDG
LEFT
GCU
GTB
BTB
LEFT
IDG
Power Distribution Control System (PDCS)

Figure 54

JAR 66 CATEGORY B1
3.23.3 Generator Control & Protection
Each GCU contains the following items:
1. A Field Power Supply (TR unit) which converts 3-phase ac power from the
generator to a rippled dc voltage for the generator exciter.
2. A Control dc Power Supply (TR unit) which converts 3-phase ac power from
the generator to 28 volt dc power for the generator switch and the protection
circuits.
3. A transistor voltage regulator, which controls dc power returning to the field

power supply from the generator exciter.
4. A double-coil magnetic latching relay called the Generator Control Relay

(GCR) which connects the output of the field power supply to the generator
exciter.
5. Transistorised protection circuits for:
Over-voltage (OV) Over-current (OC)
Under-voltage (UV) Differential Current Protection (DP)
Over-frequency (OF) Under-Frequency (UF)
The GCR can be tripped by three manual actions and automatically by the
detection of five faults:
Manual
1. Generator switch off. (Normally left in the ON position).
2. CSD disconnect switch activated (where applicable).
3. Fire handle pulled.
Automatic (Figures quoted are typical)
1. Over-voltage (130 3 volts).
2. Under-voltage (100 3 volts).
3. Over-current (170 amps).
4. Differential Protection (20 amp difference).
5. Over Frequency.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
6. Over-voltage Unit
The unit is designed to protect electrical systems of 200 volts, 3-phase, 400 Hz
from over voltage faults. The unit will operate, to protect the system, when the
voltage rises to (typically) above 220 volts and in effect disconnects the generator
from its loads. Figure 55 shows the circuit for the Over-voltage Unit.
VOLTAGE NORMAL
DE-ENERGISED
OVERVOLT
RELAY
TR1 TR2
D9
D1 D3 D5
R1
LOW
D2 D4 D6
VOLTS
HIGH
VOLTS
ZD4 ZD5
NO BREAKDOWN D8
R4
RV1 T1 T2 T3
ZD1 ZD2 ZD3

OFF ON OFF
C1
D7
R2 R5
R3
C2
Over-voltage Unit
Figure 55
The supply to the unit is via two open-delta connected transformers TR1 and TR2
via the full-wave Rectifier Bridge, across which is connected the potential divider
network R1, RV1 and R2. Under normal conditions, the voltage developed
across RV1 and R2 is not sufficient to break down Zener diodes ZD1, ZD2 and
ZD3. Transistor T1 is therefore not conducting but transistor T2 is, due to the
high potential on its base. This means that T3 is not conducting and the over
voltage relay is not energised.

JAR 66 CATEGORY B1
When the supply voltage exceeds 220 volts, ZD1, ZD2 and ZD3 break down and
(after a time delay afforded by R4, R5 and C2) the voltage across R3 is able to
energise transistor T1. Thus T1 conducts, shutting off T2, which causes T3 to
conduct and the relay to be energised.
C1 is smoothing capacitor. D7 enables C2 to discharge through R3 for operation

on subsequent over-voltage faults. Overall temperature compensation for
transistor T1 is effected through Zener diodes ZD1, ZD2 and ZD3, and by Zener
diodes ZD4 and ZD5 for transistors T2 and T3 respectively. The increased gain
of the transistors due, to a rise in ambient temperature, is compensated for by the
decreased output of the Zener diodes. Diode D9 suppresses the peak inverse
voltage, which would be applied to transistor T3 from the relay coil when the
transistor is shut off.
The length of the time will vary considerably, depending on the value of the over-
voltage and on the rate at which the voltage is rising. The following figures are
given as a rough guide: at 220 volts the unit will operate in less than 10
seconds; at 225 volts it will operate in 0.7 to 1.6 seconds; at 250 volts it will
operate in 0.35 to 0.65 seconds. From this it can be said that the time delay is
Inversely proportional to the value of the over-voltage (i.e. the higher the over-
voltage the shorter the time delay).
3.23.4 Under-voltage & Reverse Phase Sequence Unit
This unit is designed to protect electrical systems of 200 volts, 3-phase, 400 Hz
from under-voltage faults. It will operate, to protect the system, when the voltage
falls to (typically) 173 2 volts and in effect disconnects the generator from its
load. It also affords protection against incorrect phase rotation in the event of the
generator being incorrectly connected.
The supply to the unit is applied to two open-delta connected transformers TR1
and TR2. Each transformer has two secondary windings S1 and S2. The S1
secondary windings supply the phase sequence circuit, whilst the S2 windings
supply the transistor amplifier and voltage sensing circuits.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 56 shows the Under-voltage & Reverse Phase Sequencer Unit circuit.
PART OF GCB CLOSE AND
TR1 TR2 UNDERVOLT

RELAY
S1 S2 S2 S1 D4
D1 D3 D5
R6
D2 D4 D6
T1
D2 T2
C1 ZD1 D1
ZD2
D3
R1
C2 R T R
4 H 5 R
R C4
7
C3
Under-voltage & Reverse Phase Sequencer Unit

Figure 56
Under normal operating conditions the under volt relay is energised, i.e.:
transistors T1 and T2 are switched on. This is accomplished using a two-input
AND gate circuit formed by D1, R6 and D3, R5, thermistor THR and R4. When
D1 and D3 are blocked by the phase sequence circuit and by the voltage
sensing circuit respectively, the transistors are switched ON and the relay is
energised. Should either diode be unblocked, current will flow through it and
through R6, resulting in the relay being de-energised.

JAR 66 CATEGORY B1
3.23.5 Time Delay Activation
The time delay is to prevent tripping of the GCR due to transient under-voltages,
or to allow the CSD to slow down to a UF (Under-frequency) condition on engine
shutdown and inhibit tripping of the GCR.
The GB can be tripped by a fault tripping the GCR, or an over-frequency

condition: (430 5Hz). Faults of under-frequency or over-frequency on their own
do not trip the GCR. Figure 57 shows the time delay circuit.
NO
R E G U L AT E D DC B R E A KD O W N
F RO M G C U
PO W E R SU PPL IES Z D1 D1
R1
NO
OU TPU T
(G C U N O T R I P )
NO
+V E W H E N G E N
C1 C H AR G E
O U T PU T N O R MA L
Q1
ON
R2
B R E A KD O W N
R E G U L AT E D DC (A F T E R C 1 C H A R G E D )
F RO M G C U
PO W E R SU PPL IES Z D1 D1
R1
OU TPU T
(G C U T R IP )
0V WH EN GEN
O U T P U T U ND E R V O LT A G E
C1 C H AR G E
O R IN C O O R E C T P H A S E
S E Q U E N CE
Q1
OFF
R2
Time Delay Circuit

Figure 57

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.23.6 Abnormal Frequency Protection
Both the over-frequency (OF) and under-frequency (UF) detectors are

transistorised voltage sensitive electronic circuits within the GCU, normally
sensing one phase at the generator breaker terminal.
At a level greater than 430 5Hz the OF detector will send a signal to trip the
GCB.
At a level of less than 365 5Hz, the UF detector will send a signal to trip the
GCB, to inhibit the power ready circuit involved in closing the GCB and to prevent
an under-voltage (UV) signal from tripping the GCR during engine shut down.
Figure 58 shows the Abnormal Frequency Protection circuit.
PWR
READY
INHIBIT UV
ON ENG
SHUTDOWN
GEN UF DETECTOR
O/P 365 Hz 5Hz
GB
0.5 - 1 SEC
TRIP
OF DETECTOR
430 Hz 5Hz
Abnormal Frequency Protection circuit

Figure 58

JAR 66 CATEGORY B1
3.23.7 Differential Current Protection
The purpose of a Differential Current Protection system is to detect a short-

circuited feeder line or generator busbar which would result in a very high current
demand on the generator, and possibly result in an electrical fire. The difference
between the current leaving the generator and the current arriving at the busbar
is called a Differential Fault or a Feeder Fault. In an A.C. system, current
comparisons are made phase for phase, by two three-phase current
transformers, one on the neutral side of the generator (Ground DPCT) and the
other on the up stream side of the busbar (Load DPCT).
Figure 59 shows the arrangement and principle of a system as applied to a

single-phase line.
BUSBAR
GROUND LOAD GENERATOR

DPCT DPCT CONTROL RELAY
I I-IF
GEN
FAULT
IF
LOAD
(I - I F) + (IF) = I I-IF
DP DETECTOR
IN GENERATOR
CONTROL UNIT
AIRCRAFT STRUCTURE
Differential Current Protection

Figure 59

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
If the current from the generator is I, and the fault current between the generator
and busbar equals If, then the net current will flow through the aircrafts structure
and back to the generator through the ground DPCT. The remainder of the
current I - If , will flow through the load DPCT, the load, the aircraft structure, and
then back to the generator via the ground DPCT. Thus, the ground DPCT will
detect the generators total current (I - If) + (If) which is equal to I, and the load
DPCT will detect I - If.
The difference in current (i.e. the fault current) between the two current
transformers on the phase line is sensed to be greater than the specified limit (20
30A are typical values) a protector circuit within the GCU will trip the generator
control relay.
Figure 60 shows a 3-Phase Differential Protection circuit.
GCB
CT4 CT1
CT5 CT2
CT6 GEN CT3
R R R
1 3 5
D1
R7
D2
D3
R TO TRIP
V GCR
R R R 1 & GCB
2 4 6 C1
ZD1 D4
3-Phase Differential Protection Circuit

Figure 60

JAR 66 CATEGORY B1
3.23.8 Over-Current Protection
If a very heavy, potentially damaging load is placed on the generator, it is

possible to form three simultaneous faults: over-current (OC), under-frequency
(UF) and under-voltage (UV). If the underlying cause is the OC, it in itself will
cause the voltage to drop and possibly the generator shaft to slow down. In this
case, the OC detector will send out OC LOCKOUT signals to inhibit UF trip of
the GCB or UV trip of the GCR. The OC fault takes priority in this case and will
trip the GCR itself. Figure 61 shows an Over-current Protection circuit.
GCB
CT1
CT2
CT3
GEN
TO TRIP
GCR
& GCB
R R R
1 3 5
D1
R7
D2
D3
R
V
R R R 1
2 4 6 C1
ZD1
Over-Current Protection Circuit

Figure 61

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.23.9 GCU Operation
The primary purpose of the Generator Control Unit (GCU) is to connect the output
of the field power supply to the generator field. This is achieved using a
Generator Control relay (GCR).
The GCR can only be closed by momentarily placing the generator control switch
to ON.
The GCB can only be closed by placing the generator switch momentarily to ON,
energising the power ready relay (GCR closed, not UV, not UF) and tripping other
breakers necessary to prevent paralleling.
The GCR can be tripped by three manual actions and automatically by the
detection of five faults.
Manual actions:
1. Generator Switch to OFF.
2. CSD disconnect switch activated.
3. Fire handle pulled.
Automatic Trip:
1. OV (220V 6V).
2. UV (173V 6V).
3. OC (170A B737).
4. DP (20A Typical for Boeing).
5. OF (430 5 Hz).
The GCR having been tripped, or an UF (365 5 Hz) condition will trip the GCB.
Note: A fault of Under Frequency will not trip the GCR.
Figure 62 shows a block schematic of the GCU.

PART OF POWER
READY RELAY
TRIP &
INTERLOCK
FIELD CCTS
CLOSE
POWER
GCR TO
SUPPLY
GEN
FIELD
CONTROL
DC PWR
UV

UF CLOSE
PS
BATTERY
BACK UP
VOLTAGE GCB
DETECTOR
Figure 62
MODULE 11
(OV - UV) TRIP

JAR 66 CATEGORY B1
CONVERSION COURSE
FREQUENCY UF
GEN AC GB TRIP
Generator Control Unit (GCU)

3 PHASE DETECTOR
OF CIRCUIT
UF/OF
CUURENT OV/UV
LINE GCR
CCTS DETECTOR
TRIP
OC - DP
Page 3-97
CSD DISC
GEN OFF
FIRE HANDLE
MODULE 11.6
ELECTRICAL POWER
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.24 TRANSFORMERS
A transformer is a device for converting A.C. at one frequency and voltage to an

A.C. at the same frequency but at another voltage level. It consists of three main
parts:
1. An Iron Core: provides a circuit of low reluctance for an alternating magnetic

field.
2. A Primary Winding: connected to the main power source.
3. A Secondary Winding: which receives electrical energy by mutual induction

from the primary winding and delivers it to the secondary circuit.
There are two classes of transformers:
1. Voltage or Power transformers.
2. Current Transformers.
3.24.1 Voltage transformers
Voltage transformers are connected so that the primary windings are in parallel
with the supply voltage, in the current transformers, the primary windings are
connected in series with the supply voltage. These transformers may be single
phase or three-phase devices. Transformers for three-phase circuits can be
connected in one of several combinations of star and delta connections
depending on the requirements for the transformer.
When the star connection is used in a three-phase transformer for the operation
of three-phase equipment, the transformer may be connected as a three-phase
system. If a single phase load has to be powered from a three-phase supply it is
sometimes difficult to keep them balanced, itr is therefore essential to provide a
neutral wire so that connections of the loads may be made between this and any
one of the three-phase lines. Figure 63 & 64 show transformer connections.

JAR 66 CATEGORY B1
STAR CONNECTION STAR CONNECTION

THREE-WIRE FOUR-WIRE
Transformer Three-Phase To Three-Phase Supplies

Figure 63
STAR-WOUND
PRIMARY
DELTA-WOUND
PRIMARY
STAR - DELTA
CONNECTION
Transformer Three-Phase To Single-Phase Supply

Figure 64

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.24.2 Transformer Ratings
Transformers are usually rated in Volt/Amperes or Kilovolt/Amperes. The

difference between the output terminal voltages at full load and no-load, with a
constant input voltage is called the regulation of the transformer.
As in the case of an A.C. generator, regulation is expressed as a percentage of

the full load voltage, and depend not only on actual losses (i.e. eddy current,
magnetic leakage and hysteresis losses), but also on the power factor of the load.
Thus, an inductive load, i.e. on having a lagging power factor, will give rise to a
high percentage regulation, while with a capacitive load, i.e. one having a leading
power factor, the regulation may be a negative quality giving a higher output
voltage on full load then on no-load.
Changes in power supply frequency, or the connection of a transformers supply

whose frequency differs from that for which the transformer was designed, has a
noticeable effect on its operation. This is due to the fact that the resistance of the
primary windings is so low that they may be considered to be a purely inductive
circuit.
If the frequency is reduced at a constant value of voltage, then the current will
rise. The increased current will in turn bring the transformer core nearer to
magnetic saturation and this decreases the effective value of inductance leading
to still larger current. Thus, if a transformer is used at a frequency lower that that
for which it was designed, there is a risk of excessive heat generation at the
primary windings and subsequent burn out.
On the other hand, a transformer designed for low frequency can be used with
higher frequencies, since in this case the primary current will be reduced.

JAR 66 CATEGORY B1
3.24.3 Transformer Rectifier Units (TRU)
Transformer-rectifier units (TRU) are a combination of a static transformer and

rectifiers, and are used in some A.C. systems as secondary supply units, and
also as the main conversion units in aircraft having rectified A.C. power systems.
Figure 64 shows the basic principle of operation of a Transformer-rectifier.
LOAD
D.C.
D6
D5
D3
D4
D1
D2
A.C. SUPPLY
3 PHASE
Transformer-Rectifier Operation
Figure 64

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 65 shows a TRU designed to operate on a regulated three-phase input of

200V at a frequency of 400Hz and to provide a continuous output of 110A at
approximately 26V.
RECTIFIER
SECTION
TRANSFORMER
SECTION
AMMETER SHUNT
TERMINALS
A.C. INPUT
TERMAINLS
TEMPERATURE
WARNING SYSTEM
TERMINAL
D.C. OUTPUT
TEMINALS
Transformer-rectifier Unit
Figure 65

JAR 66 CATEGORY B1
Figure 66 shows the schematic circuit for the TRU shown in figure 65.
WARNING
SYSTEM
METER
D.C.
O/P
DELTA
TRANSFORMER UNIT
RECTIFIER UNIT
STAR
STAR
A.C.
I/P
TRU Schematic Circuit

Figure 66

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The unit consists of a transformer and two three-phase bridge rectifier assemblies
mounted in separate sections of the casing. The transformer has a conventional
star-wound primary winding and secondary windings wound in both star and delta
configurations.
Each secondary winding is connected to individual bridge rectifier assemblies

made up of six silicon diodes, and connected in parallel. An ammeter shunt
(dropping 50mV at 100A) is connected in the output side of the rectifier to enable
current taken from the main D.C. output terminals to be measured at ammeter
auxiliary terminals. These terminals together with all others associated with input
and output circuits are grouped on a panel at one end of the unit (see figure 60).
Cooling for the unit is by convection through gauze covered ventilation panels
and in order to give warning of over-heating conditions, thermal switches are
provided at the transformer and rectifier assemblies, and are connected to
independent warning lights. These switches are supplied with D.C. from an
external D.C. source (normally on of the busbars) and their contacts close when
temperature conditions at their respective locations rise to approximately 150C
and 200C.

JAR 66 CATEGORY B1
3.25 ROTARY INVERTER
Used to produce 26V or 115V 400Hz from a D.C. source. It consists of a D.C.
motor driving an A.C. generator, and since many of the systems, which are to be
operated from it, are dependent on constant voltage and frequency, the A.C.
supply must be regulated accordingly. Figure 67 shows a Rotary Inverter circuit.
28V D.C.
INVERTER
CONTROL
BREAKER
115V
400Hz
MOTOR GENERATOR
Rotary Inverter Circuit

Figure 67
When the inverter is switched on, D.C. is supplied to the motor armature and
shunt filed winding, and also to the excitation field winding of the generator. The
motor will start to drive the generator, which in turn produces a three-phase A.C.
output at 115V. In order to control the voltage at this level, the D.C. supply is
passed through a resistor in series with the generator field. This resistor is pre-
set to give the required excitation current at the regulated D.C. system voltage
level.
Since the frequency of the generator output is dependent of the speed of rotation
of the motor, this requires some form of control. This is achieved by using
another pre-set resistor , which is connected in series with the motor shunt filed to
provide sufficient excitation current to run the motor and generator at the speed
necessary to produce a 400Hz output.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 68 shows a schematic of another type of rotary inverter, and although it is

only found on older types of transport aircraft, it shows an example of variation in
application of principles.
28V D.C.
INVERTER
CONTROL
BREAKER
SHUNT 115V
FIELD 400Hz
CARBON
PILE
SERIES
FIELD
RECTIFIER
REGULATOR
FIELD
Rotary inverter Circuit

Figure 68
The motor and generator share a common armature and filed system, and control
of voltage and frequency is based on the carbon pile regulator system. The D.C.
section of the machine is of the four-pole compound wound type, the D.C. being
supplied to the armature winding, series and shunt field-windings. The A.C.
section corresponds to a star-wound generator, the winding being located in slots
of the armature and beneath the D.C. windings.
The A.C. winding is connected to a triple slip ring and brush-gear assembly at at
the opposite end to the commutator. When the inverter is in operation, a three-
phase output is induced in a rotating winding and not a fixed stator winding as in
the case of a conventional A.C. generator.
The A.C. output is rectified and supplied to the voltage coil of the regulator which
varies the pile resistance in the usual manner, this in turn, varying the current flow
through the common field system to keep both the voltage and frequency of the
A.C. output within limits.

JAR 66 CATEGORY B1
3.25.1 Static Inverter
These inverters perform the same conversion function as the rotary machines,
but by means of solid state circuit principles. They are employed in a number of
types of aircraft and in some cases providing the normal source of A.C. They are
more commonly used in supplying emergency sources of A.C. to certain essential
A.C. systems when a failure of the normal source of A.C. has occurred. Figure
69 shows a block schematic of a static inverter.
HARMONIC
FILTER
ODD
400Hz
115V
A.C.
VOLTAGE
CURRENT
SENSOR
SENSOR
OUTPUT
STAGE
NOTCH
TIME
REGULATOR
GENERATOR
CONSTANT
CURRENT
POWER
DRIVER
NOTCH
TIME
CONTROL
NOTCH
400Hz SQUARE-
GENERATOR
NETWORK
SHAPER
FILTER
PULSE
WAVE
TURN ON
DELAY
D.C.
28V
Static Inverter Block Schematic

Figure 69

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The D.C. is supplied to transistorised circuits of a filter network, a pulse shaper, a

constant current generator, power driver stage and the output stage. After any
variations in the input have been filtered or smoothed out, D.C. is supplied to a
square wave generator which provides the first stage conversion of the D.C. into
square-wave form A.C. and also establishes the required operating frequency of
400Hz.
This output is then supplied to a pulse shaper circuit, which controls the pulse
width of the signal and changes its waveform before passing it onto the power
driver stage. The D.C. required for pulse shaper operation is supplied via a turn-
on delay circuit. This is to cause the pulse shaper to delay its output to the power
driver stage until the voltage is stabilised.
The power driver supplies a pulse-width modulated symmetrical output to control

the output stage, the signal having a square-wave form. The power driver also
shorts itself out each time the voltage falls to zero, i.e. during notch-time.
The output stage also produces a square-wave output but of variable pulse width.
This output is finally fed to a filter circuit, which reduces the total odd harmonics
to produce a sine wave output at the voltage and frequency required for operating
the systems connected to the inverter.
As in the case of other types of generators, the output of a static inverter must be
maintained within certain limits. In the example shown, this is achieved by means
of voltage and current sensors, both of which control the notch time of the pulse
width shaper output via a regulator and notch control circuit.

JAR 66 CATEGORY B1
3.26 BOEING 737 ELECTRICAL SYSTEM
The Boeing 737 aircrafts electrical system operates using a split busbar system
and is shown in Figure 70
26V A.C. BUS 2

GEN 2
TR 2
BATTERY BUS
MAIN BUS 2
GCB 2
TRU 3
GEN BUS 2
TRANSFER
RELAY 2
TRANS BUS 2
115 V
GEN
APU
BTB 2
TRU 2
GCB
APU
DC BUS 2
DISCONNECT
TRU 3
EPC
TRU 1
BTB 1
TRANS BUS 1
DC BUS 1
POWER
115 V
EXT
TRANSFER
RELAY 1
GEN BUS 1
26V A.C. BUS 1

MAIN BUS 1
GCB 1
GRND SERV BUS

GRND SERV
RELAY
EXT PWR BUS
TR 1
GEN 1
Boeing 737 Electrical System Schematic

Figure 70

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.26.1 Controls & Indications
The controls for the electrical system on the Boeing 737 300 are on the
'ELECTRIC' section of the overhead panel. There are 4 panels controlling the
electrical system. Figure 71 shows the P5-13 panel.
Boeing 737 P5-13 Electrical Panel

Figure 71

JAR 66 CATEGORY B1
3.26.2 Boeing 737 P5-13 Electrical Panel
D.C. AMMETER Indicates current of a source selected by the D.C. meter

selector for TR 1, 2, 3 AND BAT.
D.C. VOLTMETER Indicates voltage of a source selected by the D.C. meter

selector (all positions).
D.C. METER SELECTOR Selects the D.C. source for the D.C. voltmeter
indications.
TEST Used by maintenance personnel. Connects the voltmeter to the power

systems test module for selection of additional reading points.
BATTERY SWITCH (guarded in ON). OFF no power to battery bus unless

STANDBY POWER Switch (P5-5) is in the BAT Position.
FREQUENCY METER Indicates frequency of the source selected by the A.C.

meter selector.
RESIDUAL VOLTS SWITCH Push to read the residual voltage of the selected
generator (with associated generator control relay tripped).
A.C. VOLTMETER Indicates (130 volt scale) voltage of the source selected.
When the residual volts switch is pushed, the 30 volt scale reads residual voltage
of the selected generator.
A.C. METERS SELECTOR Selects the A.C. source for A.C. voltmeter and
frequency meter indications.
TEST Used by maintenance personnel. Connects the voltmeter and frequency

meter to the power systems test module for selection of additional reading points.
GALLEY POWER SWITCH ON provides electrical power to the galleys when

both generator buses are energized.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 72 shows the P5-13 panel.
Boeing 737 P5-5 panel

Figure 72
3.26.3 Boeing 737 P5-5 Electrical Panel
STANDBY POWER OFF LIGHT Illuminated amber when standby buses are not
powered.
GENERATOR DRIVE LOW OIL PRESSURE LIGHT Illuminated amber when

No 1 or 2 generator CSD oil pressure is below minimum operating limit.
GENERATOR DRIVE HIGH OIL TEMPERATURE LIGHTS Illuminated amber

when No 1 or 2 generator CSD oil temperature exceeds limits.
GENERATOR DRIVE OIL TEMPERATURE INDICATORS No 1 or 2 RISE

scale displays the temperature rise within the CSD. IN scale displays
temperature of oil entering the CSD.

JAR 66 CATEGORY B1
ELECTRICAL STANDBY POWER SWITCH (Guarded in AUTO)
AUTO - Normal operation switch position. With loss of all A.C. power in the air,
the battery is automatically connected to supply the D.C. standby bus power for
essential D.C. equipment and to the inverter to supply A.C. standby bus power for
essential A.C. equipment. To prevent unnecessary battery drain on the ground,
the standby busses are not powered by the battery.
OFF Turns off the power to standby power busses.
BAT Battery supplies power to the battery bus. The D.C. standby bus and turns
on the inverter to supply the A.C. standby bus.
GENERATOR DRIVE DISCONNECT SWITCHES (Guarded in the connected

position). Disengages the CSD from No 1 or No 2 generator.
GENERATOR DRIVE TEMPERATURE SWITCH Selects CSD oil temperature

displayed on indicators (N or RISE).

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 73 shows the P5-4 panel.
Boeing 737 P5-4 panel

Figure 73
GROUND POWER AVAILABLE LIGHT Illuminated blue when ground power is

connected.
TRANSFER BUS OFF LIGHTS illuminated amber when the No 1, or 2

generator transfer bus, is not powered.
BUS OFF LIGHTS Illuminated amber when the No 1, or 2 generator bus, is not
powered.
GENERATOR OFF BUS LIGHTS Illuminated blue when the generator is not
supplying the generator bus (generator is OFF the bus).
APU GENERATOR OFF BUS LIGHT Illuminated blue when the APU is running
but the generator is not supplying a generator bus.
GENERATOR SWITCHES For No 1 or 2 generator, three-position switch,

momentary ON OFF and spring loaded to centre, neutral position.

JAR 66 CATEGORY B1
ON Disconnects either external power or APU generator power from the

generator bus and connects engine generator to the generator bus.
OFF Disconnects generator from the generator bus.
APU GENERATOR BUS SWITCHES - Three-position switch, momentary ON

OFF and spring loaded to centre.
ON Connects APU generator to No 1 (or No 2) generator bus.
OFF Disconnects APU generator from No 1 (or No 2) generator bus.
NOTE; Both APU generator switches work the same on the ground. Only one bus
can be powered by the APU generator in the air.
GENERATOR A.C. AMMETER Displays engine generator No 1 or 2 load in

amperes.
GROUND POWER SWITCH Three-position switch, momentary ON OFF and

spring loaded to centre position.
ON If ground power is available, the engine or APU generators are tripped off
the generator busses and ground power is supplied to the generator busses.
OFF Ground power tripped off the generator busses.
BUS TRANSFER SWITCH (Guarded in AUTO).
AUTO Transfer bus automatically transfers to opposite generator power

source if one becomes inoperative.
OFF Isolates D.C. systems (de-energizes TR3 disconnect relay) and

deactivates automatic transfer feature.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 74 shows the APU control panel
APU Control Panel

Figure 74

JAR 66 CATEGORY B1
The controls for the APU are located on the forward overhead panel and consist
of the following:
APU SWITCH Three position switch OFF momentary START and spring
loaded to ON.
START Start circuit armed. Momentarily holding in START and allowing

return to ON, fuel valve opens, air inlet door opens and the start sequence is
initiated.
ON Operating position after start.
OFF Shuts down the APU.
LOW OIL QUANTITY LIGHT Illuminated blue when oil tank fluid level is low.
LOW OIL PRESSURE LIGHT Illuminated amber when oil pressure is low. APU
automatically shuts down.
HIGH OIL TEMPERATURE LIGHT Illuminated amber when APU oil

temperature exceeds maximum allowable. APU automatically shuts down.
OVERSPEED LIGHT Illuminated amber when APU turbine speed exceeds

allowable rpm. APU automatically shuts down.
A.C. AMMETER Displays APU generator load current.
EXHAUST GAS TEMPERATURE INDICATOR Displays APU exhaust gas

temperature in C.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.26.4 B737 Electrical Power Distribution
The primary power source is non-paralleled 115/200V 3 phase 400Hz A.C. from
two 40kVA generators. A source of A.C. power can be supplied from another
40kVA generator riven by an Auxiliary Power Unit (APU). Power can also be
supplied form an external A.C. power unit. All D.C. is supplied via three TRUs.
The four power sources are connected to the busbars by six 3-phase breakers
and two transfer relays, which are energised and de-energised according to the
switching selections, made on the system control panels. An interlocking circuit
between breakers and switches is also provided to enable proper sequencing of
breaker and overall system operation. A source of power switched onto or
entering the system always takes priority and so will automatically disconnect any
existing power source.
The switches on the control panel (P5-4) are of a Momentary Select type in that
following a selection, they are returned to a neutral position by spring loading.
The bus transfer switch is retained in the Auto position by a guard cover to
provide a path for signals controlling the Normal and Alternate positions of the
transfer relays. In the Off position the transfer relays are prevented from being
energised to the Alternate position so that the two generating systems are
completely isolated from each other.
The indicating lights on the P5-4 panel are as follows:
Ground Power Available (Blue) - When external power is plugged into the
aircraft.
Transfer Bus Off (Amber) - When either the normal coil or a transfer
relay is de-energised.
Bus Off (Amber) - If both the respective GCB and BTB are
open.
Gen Bus Off (Blue) - If the respective GCB is open.
APU Gen Bus Off (Blue) - If APU engine is running and over 95%
rev/min, but there is no power from the
generator.
The ammeters indicate the load current of both main generators.

JAR 66 CATEGORY B1
3.26.5 Operation
When external power is connected to the aircraft and is switched on, the external
power contactor closes and energises both bus-tie breakers (BTB) to connect
power to the whole busbar system. The connection between the generator
busbars and the transfer bus busbars is made via the transfer relays which are
energised to the Normal position by the BTBs.
Once the number one engine is started and the generator switch (P5-4) is
selected to ON, the BTB 1 will open and GCB 1 will closes, ensuring that all the
number one systems power is delivered from the number one generator. At this
time however the external power is still providing power for the number 2 system.
When the number two engine has been started and its generator switched on,
BTB 2 trips open, GCB 2 closes to connect the generator to the number two
system busbars, and the external power contactor also trips open.
If it is only necessary for the services connected to the ground service busbar to
be operated from external power, this may be achieved by leaving the ground
power switch on P5-4 in the OFF position, and switching a separate ground
service switch (forward attendants panel) to ON. The switch energises a
ground service relay the contacts of which change over a connection from the
generator bus 1 to the external power busbar.
The APU generator is connected to the entire busbar system via its own three-
phase breaker, this, in turn being energised by two APU generator switches on
the P5-4 panel. Placing the left (No 1) switch to ON closes the APU generator
breaker and also BTB 1, and with the right or (No 2) switch placed to ON the
BTB 2 is closed. As in the case of connecting an external power supply, the
transfer relays are energised to the Normal position by the BTBs.
The normal in-flight configuration of the power distribution system is for each
generator to supply its respective busbars through its own breakers (GCB1 &
GCB 2). The generator switches (P5-4) then energise these breakers; the
interlock circuits keep BTBs 1 & 2 in the open position, so that the generator
systems are always kept entirely separate. GCB 1 and GCB 2 have a set of
auxiliary contacts which in the closed position energise transfer relays to their
Normal positions and so provide connections between generators and transfer
busbars 1 and 2. As will be noted from the diagram, the transfer busbars supply
TRUs 1 and 2 while TRU 3 is supplied direct from main busbar 2.
In the event of a loss of power from one or the other generators, say the number
1 for example; GCB 1 will open thus isolating the corresponding busbars. When
GCB 1opens, another set of auxiliary contacts within the breaker permit a D.C.
signal to flow from the control unit of the number 2 generator via a bus transfer
switch, the alternate coil of transfer relay 1. The contacts will change over so
that power is supplied to the number 1transfer busbar from generator 2
generator, which is still supplying its busbars in the normal way. A similar
transfer of power takes place in the event of loss of power from generator 2.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Generator busbar 1 and main busbar 1 which carry non-essential loads, can not
be supplies with power from generator 2 under the power loss example given on
the previous page. If, however, power to these busbars is required, the APU may
be started in flight and its number 1 switch (P5-4), momentary placed to the ON
position, thereby closing the APU breaker and the BTB 1. At the same time,
transfer relay 1 contacts would change over from Alternate to Normal so that
the APU supplies the whole number 1 system. If a loss of power from the
number 2 system should occur, it is not possible to connect it to the APU since its
number 2 switch is electrically locked out during in flight operations.
3.26.6 Generator Feeder Lines
Figure 75 shows the routing of the feeder lines from the main generators and the
APU generators. At the wing/fuselage junction, the lines pass through sealed
connectors into the underfloor area. All lines are then routed through an
electrical/electronics compartment. Those from the main generators pass
through sealed connectors into unpressurised nosewheel well to connect up with
the generator breakers.
TO LOAD
BUSBARS
APU
GENERATOR
P6 PANEL BREAKER
LINE CURRENT
TRANSFORMER
ENGINE/WING
DISCONNECT
No 1
GENERATOR
BREAKER
No 2
GENERATOR
BREAKER ENGINE/WING
DISCONNECT
CSD/GENERATOR
NUMBER 1
FROM APU
CSD/GENERATOR GENERATOR
NUMBER 2
Generator feeder Lines B737

Figure 75

JAR 66 CATEGORY B1
The feeder lines from the APU generators are connected to its breaker located
above floor level within a special compartment (P6) on the flight deck to the rear
of the First Officers position. This compartment contains most of the A.C. and
D.C. busbars, bus-tie breakers, and voltage control and protection units for all
three generators and an external power control unit. Figure 76 shows the
location of the electrical/electronics compartment and the P6 compartment.
P6
EXTERNAL PANEL
GENERATOR APU BUSBAR
POWER GENERATOR &
BREAKERS BREAKER PROTECTION
PANEL APU CONTROL
UNITS
BUSTIE
BREAKERS
TRUs
BATTERY
CHARGER
NOSE
WHEEL
BAY
EXTERNAL
POWER
CONTACTOR
INVERTER
E1 RACK
E3 RACK
BATTERY
EXTERNAL D.C.
RECEPTACLE
E2 RACK
ACCESS DOOR
TO COMPARTMENT
Electrical/Electronic/P6 Compartments
Figure 76
The feeder lines from the main generator breakers pass into this compartment to
connect with the A.C. busbars. A circuit breaker panel is mounted on the front
side of the compartment, thus this compartment is termed the Load Control
Centre of the aircraft.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 77 shows the P6 panel.
APU GENERATOR
CONTROL UNIT
BUS
PROTECTION
PANEL
G5
G7
POWER
115 V A.C.
SUPPLIES
FOR TEST G4 G3
28V D.C.
EQUIPMENT
No 2 GENERATOR
CONTROL UNIT
GEN BUS GEN BUS
No 2 No 1
No 1 GENERATOR
CONTROL UNIT
P6 PANEL P18 PANEL

(BEHIND F/O) (BEHIND CAPT)
P6 Panel
Figure 77

JAR 66 CATEGORY B1
3.26.7 Boeing 737 D.C. Power
The 28V D.C. system consists of:
1. Three 50-amp transformer-rectifier units (TRU).
2. A 36 Ampere/hour battery.
3. Battery Charger.
The TRUS convert 115V A.C. to 28V D.C. and are identified as TRU 1, TRU 2
and TRU 3. The three TRUs are connected in such a way that the loss of any
one unit will not result in the loss of a D.C. busbar. The relay between TRU 1 and
TRU 3 is held closed by supplying D.C. signals from the generator control units
via the bus transfer switch in its Auto position. Figure 78 shows the D.C. power
distribution system.
115 V AC 115 V AC
GRND SERV BUS MAIN BUS 2
ALTERNATE
BATT CHRG
TRANS RLY 115 V AC 115 V AC
TRANSFER BUS 1 TRANSFER BUS 2
BATT
OVERHEAT
RLY
BATT T/R T/R T/R

CHRG 1 2 3
APU START
INTERLOCK
RLY
DC BUS 1 DC BUS 2
HOT BATT BUS

ALTERNATE NORMAL
OFF
BATTERY BUS CONTROL BAT

ON
STANDBY POWER
BATT BUS
BATTERY
BAT OFF AUTO
B737 D.C. Power Distribution Layout

Figure 78

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.27 B747 GENERATING SYSTEM
The B747 aircraft uses a further variation of the split busbar system. Its A.C.
power generating system utilises a system of interlocking GCBs and BTBs, but
in this case various combinations of generator operation are possible. Figure 79
shows a simplified diagram of the B747 A.C. power generation system.
GPU
GEN 4
XPC 2
GCB 4
BTB 4
AC BUS 4
TIE BUS
GEN 3
GCB 3
BTB 3
AC BUS 3
SSB
GEN 2
GCB 2
BTB 2
AC BUS 2
APU
TIE BUS
APB
GEN 1
XPC 2
GCB 1
BTB 1
AC BUS 1
GPU
B747 A.C. Power Generating System

Figure 79

JAR 66 CATEGORY B1
3.27.1 Operation
If the GCBs only are closed, then each generator will only supply its respective
load busbar; in other words, they are operated individually and unparalleled. The
generators may, however, also be operated in parallel when the BTBs are closed
to connect the load busbars to the Tie-Busbar. As will be noted from figure 77,
this busbar is split into two parts by a split system breaker (SSB) which, in the
open position allows the generators to operate in two parallel pairs.
Closing of the SSB connects both parts of the Tie-Busbar so that all four
generators can operate as a fully paralleled system. By means of the interlocking
system between breakers and the manual and automatic sequencing by which
they are controlled, any generator can supply power to any load busbar, and any
combination of generators can be operated in parallel.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.28 LOAD SHARING
When a load is placed on an ac busbar, the nature of the load will determine the
power factor of the system. Any load current, whether leading or lagging, can be
thought of as having two components: -
1. One in phase with the voltage.
2. One in quadrature with the voltage.
The component in phase with the voltage is termed the real load component and
the quadrature component is termed the reactive load component. Figure 80
shows the In-phase and In-Quadrature components of load current.
VOLTAGE
CURRENT (REAL)
CURRENT (REACTIVE)
CU
RR
EN
T(
AC
TU
AL
)
CURRENT (REAL)
POWER FACTOR =
CURRENT (ACTUAL)
In-Phase & In-Quadrature Components Of Load Current

Figure 80

JAR 66 CATEGORY B1
3.28.1 Real Load Division
Division of real load among paralleled generators becomes necessary, because it

is not possible to attain exactly identical speed governor settings on all four
generator constant speed drives. Therefore, in a paralleled system, the
generator, which has the highest speed governor setting, will carry more than its
share of real load. The unbalance in real load among paralleled generators is
detected by means of current transformers and a real load division loop, whereby
signals proportional to the unbalance are supplied to control devices, which
correct the torque on the generator rotors. Figure 81 shows balanced real loads
whereas figure 82 shows unbalanced real loads.
TOTAL REAL LOAD
I1 (REAL)
I1 (REACTIVE)
I1
(AC
TU
TOTAL REACTIVE LOAD
AL
)
GEN 1
I2 (REAL)
I2 (REACTIVE)
I2
(AC
TU
AL
)
GEN 2
GENERATORS SUPPLYING SAME

LOAD AND SHARING LOAD EQUALLY
POWER FACTORS EQUAL
Balanced Real Loads

Figure 81

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
TOTAL REAL LOAD
I1 (REAL)
I1 (REACTIVE)
I1
(AC
TU
AL
TOTAL REACTIVE LOAD
GEN 1
I2 (REAL)
I2 (REACTIVE)
I2
(A
CT
U AL
)
GEN 2
GENERATOR 1 IS SUPPLYING MORE

REAL LOAD THAN GENERATOR 2
GEN 1s POWER FACTOR INCREASES
GEN 2s POWER FACTOR DECREASES
Un-balanced Real Loads

Figure 82
The frequency of an isolated generator is determined by the initial setting of the

basic speed governor on its associated constant speed drive. Since the ac
generators are synchronous machines, two or more generators operating in
parallel will be locked together with respect to frequency, whereby the frequency
of the paralleled system is that of the generator which supplies the highest
frequency.
If the speed governor setting on one constant speed drive is higher than others in
a parallel operating system, its associated generator will motor the generators
with which it is paralleled. In this case, the generator with the higher speed
governor setting rotates at the same speed as its constant speed drive output.
Since each generator is mechanically coupled to its own constant speed drive
through an overrunning clutch, the generators which are being motored rotate at
a speed which is higher than their associated constant speed drive output.
Therefore there is less transfer of energy from the constant speed drives to the
generators, which are being motored.

JAR 66 CATEGORY B1
Since the energy supplied to the motored generators originates from a generator
with a higher speed governor setting, this generator carries more than its share of
real load and the motored generators carry less than their share of real load. To
equally divide real load among parallel generators, equal amounts of energy must
be supplied in the form of torque on the generator rotors.
Real Load sharing is controlled by adjustment of the Constant Speed Drive Unit.
Figure 83 shows a real load sharing loop.
GOVERNOR
DETECTOR
AMPLIFIER
MAGNETIC
ERROR
TO CSD
CONTROL
LOAD
GEN
4
GOVERNOR
DETECTOR
AMPLIFIER
MAGNETIC
ERROR
TO CSD
CONTROL
LOAD
GEN
3
DETECTOR
GOVERNOR
AMPLIFIER
MAGNETIC
ERROR
TO CSD
CONTROL
LOAD
GEN
2
DETECTOR
GOVERNOR
AMPLIFIER
MAGNETIC
ERROR
TO CSD
CONTROL
LOAD
GEN
1
Real load Sharing

Figure 83

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.28.2 Reactive Load Division
Gen A and Gen B are two ac generators operating in parallel. If the excitation
(field current) of an ac generator is altered, the output voltage will be altered also.
Assume Gen B to be overexcited and thus receiving more field current than Gen
A. The output voltage of Gen B will increase and the voltage difference between
the generators will cause a circulating current to flow from Gen B to Gen A.
Figure 84 shows reactive current circuit.
REACTIVE
GEN A 115V CIRCULATING 125V GEN B
CURRENT
Reactive Current Circuit

Figure 84
Because of the very inductive nature of the ac generator, this current will be
lagging by approximately 90 to the generators emf and so represents a reactive
load. Although no real power circulates between the generators, the current
causes the generators and their lines to overheat due to power developed within
the resistance of the copper conductors. This loss restricts the real power output
current of the generator and limits the amount of power or torque available to
keep the generators synchronised. The excitation of the generators must
therefore be kept equal, so that zero reactive currents flows between them.

JAR 66 CATEGORY B1
Figure 85 shows balanced reactive loads whereas figure 84 shows unbalanced

reactive loads.
TOTAL REAL LOAD
I1 (REAL)
I1 (REACTIVE)
I1
(AC
TU
TOTAL REACTIVE LOAD
AL
)
GEN 1
I2 (REAL)
I2 (REACTIVE)
I2
(AC
TU
AL
)
GEN 2
GENERATORS SUPPLYING SAME

LOAD AND SHARING LOAD EQUALLY
POWER FACTORS EQUAL
Balanced Reactive Loads

Figure 85
TOTAL REAL LOAD
I1 (REAL)
I1 (REACTIVE)
I1
(A
CT
TOTAL REACTIVE LOAD
U AL
GEN 1 )
I2 (REAL)
I2 (REACTIVE)
I2 (
AC
TU
AL
)
GEN 2
GENERATOR 1 IS SUPPLYING MORE

REACTIVE LOAD THAN GENERATOR 2
GEN 1s POWER FACTOR DECREASES
GEN 2s POWER FACTOR INCREASES
Un-balanced Reactive Loads

Figure 86

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Reactive Load Sharing is controlled by adjustment of generator field. Figure 87

shows a reactive load sharing.
AND GENERATOR
SHUNT FIELD
TO PRE-AMP
DETECTOR
ERROR
REACTOR
MUTUAL
GEN
4
AND GENERATOR
SHUNT FIELD
TO PRE-AMP
DETECTOR
ERROR
REACTOR
MUTUAL
GEN
3
AND GENERATOR
SHUNT FIELD
TO PRE-AMP
DETECTOR
ERROR
REACTOR
MUTUAL
GEN
2
AND GENERATOR
SHUNT FIELD
TO PRE-AMP
DETECTOR
ERROR
REACTOR
MUTUAL
GEN
1
Reactive Load Sharing

Figure 87

JAR 66 CATEGORY B1
The mutual reactor is a device capable of sensing reactive load. Note that its
primary winding (P) is fed from a current transformer at phase C. Its secondary
winding (S) is fed directly from the same phase. The air gap in its core causes a
phase shift of 90 between the primary current and the secondary voltage. Figure
88 shows the circuit of the mutual reactor operation.
GENERATOR OUTPUT
MUTUAL
REACTIVE REACTOR
LOAD SHARE
LOOP VOLTAGE
REGULATOR
TO THE
TIE BUS
Mutual Reactor Operation

Figure 88

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figures 89 92 show how reactive load division is calculated.
Ip
DUE TO THE INDUCTIVE

CHARACTERISTICS
OF THE MUTUL REACTOR
PRIMARY CURRENT SETS
UP SECONDARY VOLTAGE
90 TO IT
Vs
Figure 89
SECONDARY CURRENT, FED

DIRECTLY FROM PHASE C
IS AT 90 TO V SECONDARY
AND THUS 180 TO THE
PRIMARY CURRENT
Is Ip
Vs
Figure 90

JAR 66 CATEGORY B1
WITH A POWER FACTOR OF 1

OR UNITY, THE VOLATGE FROM
WITH A REACTIVE LOAD
PHASE C WILL BE INTHE
PHASE
VOLTAGE FROM
WITH THE SECONDARY CURRENT
PHASE C WILL BE IN PHASE
WITH THE SECONDARY VOLTAGE
Is I PHASE C Ip
(SECONDARY)Vc
V SECONDARY
V PHASE C
THE REGULATOR SEES

I PRIMARY THIS AS TOO HIGH A
VOLTAGE AND REDUCES THE
FIELD EXCITATION
Vs
Figure 91
Is Ip
WITH A REACTIVE LOAD THE REGULATOR SEES

THE VOLTAGE FROM Vc THIS AS TOO HIGH A
PHASE C WILL BE IN PHASE VOLTAGE AND REDUCES THE
WITH THE SECONDARY VOLTAGE FIELD EXCITATION
Vs
Figure 92

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.29 EMERGENCY AC POWER GENERATION
Emergency A.C. is available in case of all aircraft engine driven generators

failing. Emergency A.C. generation is available from either:
1. Standby Generator.
2. Auxiliary Power Unit (APU).
3. Ram Air Turbine (RAT).
3.29.1 Standby Generator
Some larger aircraft have standby generators. These generators are a variable
speed, variable frequency type and operate when the engines are running. They
connect to a back-up generator converter, which makes the standby generator
output into a stable 115V, 400Hz.
3.29.2 Auxiliary Power Unit (APU) Boeing 737
Normally located in the aft end of the fuselage, behind the pressure bulkhead and
below the horizontal stabilizer and is a single shaft gas turbine. The APU
generator is normally identical to the engine generators and will supply 55kVA on
the ground or 45kVA as an alternate electrical power source. Figure 93 shows
the location of the APU (Boeing 737).
APU
COOLING ENGINE
FAN
APU AIR
INLET
EXHAUST DUCT
COOLING AIR
INLET
EXHAUST
MUFFLER
COOLING
ACCESS AIR EXIT
DOOR
GENERATOR
Boeing 737 APU Location

Figure 93

JAR 66 CATEGORY B1
3.29.3 Ram Air Turbine (RAT)
The RAT is used on aircraft to supply an emergency source of hydraulic power,

electrical power, or both, in the event of failures.
The RAT is stowed in the fuselage, usually in the underbelly or in the lower side
of a wing to body fairing. Should the main hydraulic system pressure fall to zero
(i.e. all pumps failed), or the electrical generators should all fail, the RAT will
automatically deploy into the airstream. Figure 94 shows the RAT from a Boeing
777 aircraft.
FWD INBD
PROPELLER/GOVERNER G E N E R A TO R
O U T P UT E L E CT R ICA L
UNIT
RAT C O N NE C T O R S
GENERATOR HYDRAULIC
PUMP
M O U N TIN G
H OL ES
G C U S IG N AL S
& POW ER
IN P UT
S H AF T
FW D
RAT Generator (Boeing 777)

Figure 94

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The RAT consists of the following components: -
1. A variable pitch propeller,
2. A hydraulic pump,
3. An electric retract/deploy actuator,
4. A speed sensing device,
5. A teleflex lock cable,
6. Up and down limit switches.
3.29.4 Emergency Pump
The ram air turbine drives a hydraulic Pump, which directly powers flight controls
and landing gear. The RAT supplies electric loads such as actuators and DC
Power loads by driving a hydraulic motor generator. Some aircraft have sufficient
battery reserves for minimal functions.
3.29.5 Emergency Generator
The ram air turbine drives a generator when the aircraft makes use of electric
motor pumps (EMP) for hydraulic functions. Flight controls and landing gear are
operated by the RAT through the EMP, while AC and DC power loads are drawn
directly off the RAT generator.
3.29.6 Generator And Pump
The ram air turbine can drive both the generator and pump if the use of other
subsystems for power conversion is not desired. Higher total power availability is
achievable by managing pump, or generator loading, at the RAT according to
system priorities and turbine capability.
3.29.7 Extended Twin Engined Operations (ETOPS)
Certification for ETOPS operation must consider operation of the aircraft with
partial loss of power due to one engine out. Additional consideration of loss of
main generator or pumps is also a concern in this situation. Therefore ram air
turbine operation throughout the envelope in all weather for 120 or 180-minute
diversions can help optimize the number of backup subsystems aboard the
aircraft.

JAR 66 CATEGORY B1
3.30 EXTERNAL/GROUND POWER
Electrical power is required for the ground operations of aircraft for turn rounds,
engine starting, lighting and so on. While the aircraft batteries are capable of
supplying these services for a very limited period, they should be conserved for
the important role of supplying power under emergency conditions. A separate
circuit is therefore incorporated to allow for connection of external power supplies
to aircraft.
3.31 DC EXTERNAL POWER
Figure 95 shows a 3-pin external power receptacle.
3 PIN EXTERNAL
POWER RECEPTACLE
EARTH
EXTERNAL
SUPPLY SOCKET
POSITIVE D.C.
3 PIN
PLUG
POSITIVE D.C.
ACCESS
DOOR
D.C. External Power Plug & Receptacle

Figure 95

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
A basic external power circuit incorporating a 3-pin socket is shown at Figure 96.
MAIN D.C. BUS
REVERSE
CURRENT
CIRCUIT
BREAKER
EXTERNAL
POWER
RELAY
BATTERY
SYSTEM
EXT BATT
POWER
SELECTOR
D.C. External power Schematic

Figure 96
Note that there are 2 large pins (carrying the main busbar load) and one small
pin, which carries the supply to the coil of the external power relay. This means
that if ground power is being applied and the external power plug is withdrawn,
the small pin leaves the power receptacle first, thus breaking the supply to the
external power relay, which opens its contacts. In this way, the main busbar load
is no longer supplied and arcing is prevented as the 2 large pins leave the power
receptacle.

JAR 66 CATEGORY B1
3.31.1 External DC Multiple Busbar System
In some aircraft D.C. power is distributed from a multiple busbar system and it is
necessary for certain services connected to each of the busbars to be operated
when the aircraft is on the ground. This requires a more sophisticated
arrangement of the external power supply system. Figure 97 shows a schematic
of a multiple D.C. busbar system.
No 3 DC
BUS
MAIN
AUX
TIE CONTACT
No3 BUS
No 2 DC
BUS
ESS DC
BUS
No 1 DC
BUS
MAIN
AUX
TIE CONTACT
No 1 BUS
INDICATORS
MAGNETIC
GROUND SUPPLY
CONTACTOR
MAIN
AUX
AUX
GROUND SUPPLY
MASTER SWITCH
OFF
ON
GROUND
POWER
PLUG
Multiple D.C. Busbar System External Power supply

Figure 97

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Referring to Figure 97, it can be seen that in addition to the external supply relay
or contactor, there are contactors for tying the busbars together. There are also
magnetic indicators to indicate that all connections have been made.
When the external power unit is connected to the aircraft and the master switch is
selected to ON, it energises the external power supply contactor, thus closing its
auxiliary and main sets of contacts. One set of auxiliary contacts complete a
circuit to the magnetic indicator, which then indicates that an external supply is
connected, and on (Indicator C). A second set complete circuits to coils in the
No 1 and No 3 bus-tie contactors while a third and main heavy-duty set connect
the supply direct to the Vital and No 2 busbars.
When both bus-tie contactors are energized their main contacts connect the
supply from the external supply contactor to their respective busbars. Indication
that both busbars are also Tied to the ground power supply is provided by
magnetic indicators A and B which are energized from the Vital busbar via
the auxiliary contacts of the contactor.

JAR 66 CATEGORY B1
3.32 AC EXTERNAL POWER
Figure 98 illustrates an ac external power receptacle. There are 4 large pins

through which three phases and neutral are fed and 2 small pins, which are fed
by dc for operating a ground power contactor.
These small pins carry out the same function as the small pin in the dc receptacle
in that they ensure the 3 phase and neutral load bearing pins are open circuited
before the external power supply plug can be disconnected, thus preventing
arcing.
EXTERNAL NOSE
POWER WHEEL
READY SERVICE
WELL
LIGHT INTERPHONE
LIGHTS
CONNECTION
A.C. PHASE A
A.C. PHASE B
A.C. PHASE C
A.C. NEUTRAL
D.C.
A.C. External Power Receptacle

Figure 98

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Three phase 400 Hz 115V AC power is supplied to the aircraft through the
external power receptacle. Before being connected to the aircraft systems, a
Ground Power Control Unit (GPCU) monitors the supply. Although aircraft
ground power systems vary from type to type the following parameters are
generally monitored:
1. Over voltage
2. Phase sequence
3. Under voltage
4. Over current
5. Over frequency
6. Open phase
7. Under frequency
8. Phase imbalance
When these parameters are within specified limits, then ground power is allowed
to feed the aircraft systems.

JAR 66 CATEGORY B1
3.32.1 A.C. External Power Circuit
Figure 99 shows a typical external A.C. power supply circuit.
BREAKER RELAY
GROUND POWER
POWER PLUG
AC GROUND
3 A.C. MAIN BUS BAR
3
3
28V DC FEEDBACK
3
RESISTOR
LIMITING
CLOSE
TRIP
GROUND POWER
PROTECTION
SEQUENCE
AVAILABLE
PHASE
GROUND
POWER
TRU
1
GROUND
SWITCH
POWER
TRIP
28V DC BUS BAR
CONTROL
RELAY
CLOSE
FREQ
EXT
SELECTOR
SWITCH
VOLTS
A.C. External Power Supply Circuit

Figure 99

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
When external A.C. power is coupled to the receptacle a three-phase supply is

fed to the main contacts of the external power breaker, to an external power TRU
and to a phase sequence protection unit. The TRU provides a 28v D.C. feedback
supplies to a hold-in circuit of the ground power unit. If the phase sequence is
correct the protection unit completes the circuit to the control relay coil, thus
energising it. A single-phase supply is also fed to an amber light, which comes
on to indicate that external power is coupled, and to a voltmeter and frequency
meter via a selector switch.
The circuit is controlled by an external power switch connected to a busbar

supplied with 28v D.C. from the aircrafts battery system. When the switch is set
to the Close position current flows across the main contacts of the energized
control relay, to the Close coil of the external power breaker, thus energising it
to connect the external supply to the three-phase A.C. main busbar. Selecting
the Trip position on the external power switch disconnects the external power
supply. This action connects a D.C. supply to the trip coil of the external power
breaker, thus releasing its main and auxiliary contacts and isolating the external
power from the A.C. main busbar.
Figure 100 shows the A.C. external power receptacle and nose wheel bay control
panel for the Boeing 737 aircraft.
INTERPHONE
EXTERNAL
POWER
FLIGHT SERVICE
NOSE
PILOT WHEELWELL
ON
NORM
NOT CALL
IN USE
LIGHT
Boeing 737 External Power

Figure 100

GRND SERV
RELAY
FROM
GEN BUS 1 A.C.
EPC2
EXT PWR
TO GEN 1
VIA EPC 1
115 V AC 115 V AC
GRND SERV BUS MAIN BUS 2
ALTERNATE
BATT CHRG
TRANS RLY 115 V AC 115 V AC
TRANSFER BUS 1 TRANSFER BUS 2

BATT
OVERHEAT
RLY
BATT T/R T/R T/R

CHRG 1 2 3
MODULE 11
Figure 101
JAR 66 CATEGORY B1
CONVERSION COURSE
APU START
INTERLOCK
RLY
DC BUS 1 DC BUS 2
Boeing 737 External Power Schematic

HOT BATT BUS
ALTERNATE NORMAL
OFF
BATTERY BUS CONTROL BAT
ON
Figure 101 shows an external power schematic for the Boeing 737 aircraft.
Page 3-147
STANDBY POWER
BATT BUS
MODULE 11.6
D.C.
EXT PWR BATTERY
BAT OFF AUTO
ELECTRICAL POWER
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.33 B747 ELECTRICAL SYSTEM
A detailed schematic diagram of the electrical system for a Boeing 747

commercial transport is shown in Figure 102.
3.33.1 Normal Operation
There are many AC and DC buses throughout the Electrical Power Generation
System (EPGS). Power from these buses is distributed to all the electrical loads
required for flight and ground operations. The Bus Control Units (BCU),
Generator Control Units (GCU), and the Auxiliary Generator Control Units
(AGCU), receive inputs from the flight deck control panel, current transformers,
and current sensors to monitor and control the contactors, breakers, and relays to
provide distribution of both AC and DC power to the different buses.
The 115 volt AC power from the four IDGs is applied to the four main ac buses;
ac bus 1, 2, 3, and 4 through the GCBs. The output of the four IDGs is normally
operated in parallel through the Bus Tie Breakers (BTB), sync bus, and the Split
System breaker (SSB).
For ground operations, provided external power is not available, the APU
generators can power the main AC buses through the Auxiliary Power Breakers
(APB), sync bus, and the BTBs. The APU generator can not be paralleled
through the SSB.
External power applied to the airplane supplies the main ac buses through the
External Power Contactors (XPC), sync bus, and the BTBs. External power can
not be paralleled through the SSB.
If only one APU generator or one side of the external power is available, both the
right and the left sync bus halves can be powered through the SSB.
The 115 volt AC three phase power from ac bus 1, 2, 3, and 4 is supplied to the
four TRUs, which supply the inputs of the main DC buses; DC bus 1, 2, 3, and 4.
The main DC buses are normally tied together by the DC isolation relays (DCIR)
and the DC tie bus.
3.33.2 Ground Handling and Ground Service Systems
The AC ground handling bus is energised automatically through the ground

handling relays (GHR), provided BCU No. 1 determines the power from either
external power No. 1 or APU generator No. 1 is of good quality. External power
has priority over auxiliary power if both are connected.
The external power TRUs are supplied with 115 volt AC three-phase power from
the AC ground handling bus. The 28 volt DC output of the external power TRUs
will power the DC ground handling bus.

JAR 66 CATEGORY B1
The ground service bus receives 115 volt AC three phase power from either AC
bus 1, external power No. 1, or APU generator No. 1 through the ground service
select relays (GSSRs) and the ground service transfer relays (GSTRs),
depending on the source selected by BCU No. 1. External power has priority
when connected for ground operations. AC bus 1 powers the ground service bus
for electrical loads necessary during normal flight operations.
An autotransformer powered by the ground service bus, supplies 28 volt AC

single phase power to the 28 volt AC ground service bus.
An autotransformer powered by the ac bus 3, supplies 28 volt AC single phase

power to the main 28 volt AC bus.
The main and APU battery chargers receive power from the ground service bus.
The output of the battery chargers power the main and APU hot battery buses,
also maintaining the batteries at full charge condition.
3.33.3 Main Standby System
During normal power operations, DC bus 3 powers the main and APU battery
buses through the battery transfer relay. The AC standby bus is powered by AC
bus 3 through the AC standby power transfer relay.
If power is lost on AC and DC bus 3, the system switches to standby power,

energising the main battery relay, and also de-energising the battery transfer
relay and the AC standby power transfer relay. The main and APU battery buses
will now be powered by the main and APU hot battery buses. The static inverter
will also receive 28 volt DC power from the main battery hot bus. The 115 volt
AC single phase power from the static inverter will power the AC standby bus.
The captain's transfer bus receives power from AC bus 3 through the instrument
bus voltage sense unit (IBVSU), and the first officer's transfer bus receives power
from AC bus 2 through another IBVSU.
If the voltage is lost on AC bus 3, the IBVSU will automatically switch to AC bus 1
to power the captain's transfer bus. If AC bus 2 has a power loss, the IBVSU will
switch the first officer's transfer bus to AC bus 1.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.33.4 APU Standby Power System
The primary flight displays, navigation displays, and the flight management
computers normally receive 115 volt AC power from the captain's and first
officer's transfer buses. With a loss of the captain's transfer bus, the APU static
inverter will energise and supply power to the left flight display, left navigation
display, and the left flight management computer.
A power loss of the first officer's transfer bus will result in the loss of the right
primary flight display and right navigation display. Power can be restored by the
APU static inverter by switching the EFIS power display switch to F/O position. If
both the captain's and the first officer's bus have a power loss, then only the
captain's or the first officer's displays may be powered at one time.
The APU static inverter receives 24 volt DC power input from the APU inverter
transfer relay when the system switches to standby power.

APU APU
GEN 1 GEN 2
APB 1 APB 2
SSB
EXT LEFT SYNCH BUS RIGHT SYNCH BUS EXT
PWR PWR
1 2
XPC 1 BTB 1 BTB 2 BTB 3 BTB 4 XPC 2
GHR
IDG IDG IDG IDG
AC GHB 1 AC BUS 1 AC BUS 2 AC BUS 3 AC BUS 4
1 2 3 4
AC GHB 2
IBVSU

GHR
IBVSU
TRU TRU TRU TRU
DC BUS 1 DC BUS 2 FO TRNS BUS CPT TRNS BUS DC BUS 3 DC BUS 4
DCIR DCIR DCIR DCIR
DC BUS TIES
MODULE 11
Figure 102
TRU DC GHB APU PRI FLT DISP - L
STATIC NAV DISP - L
28V AC
INV 28 AC MAIN BUS
APU XFMR
JAR 66 CATEGORY B1
TRU DC GHB FMC

CONVERSION COURSE
APU INV BATT

XFR RLY XFR

RLY CAPT XFR
RLY
AC GSB
Boeing 747 Electrical System

PRI FLT DISP - R
GSTR NAV DISP - R
GSSR
AC GSB UTIL STATIC

FO XFR
INV
RLY
GSTR
GSSR AC STBY BUS
MAIN BATT MAIN HOT
MAIN BATT BUS
CHRG BATT BUS
STBY PWR
MAIN XFR RLY
BATT
28V AC
28V AC GSB
XFMR
APU BATT APU HOT

CHRG BATT BUS APU BATT BUS
MAIN BATT
Page 3-151
APU APU XFR RLY
BATT
BATT START
RLY
RELAY
MODULE 11.6
ELECTRICAL POWER
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.33.5 Electrical System Control Module
Switches are provided on the electrical system control module for manually
selecting and monitoring the operating status of the functions selected by the
operator. Figure 103 shows the Electrical System Power Module.
Electrical System Power Module

Figure 103
Generator Control Switches (Gen Cont)
The generator control switch is a latched, alternate action switch. When

depressed to the latched (ON) position, the electrical power generating system is
directed to place the 115 volt AC power from the integrated drive generator onto
the AC bus. The release (OFF) position removes the integrated drive generator
voltage from the ac bus.

JAR 66 CATEGORY B1
Generator Drive Disconnect Switches (Drive Disc)
The generator drive disconnect switch is a protected momentary action switch

that controls mechanical disconnection of the integrated drive generator from the
engine gearbox.
Bus Tie Breaker Switches (Bus Tie)
The bus tie breaker switch is a latched, alternate action switch. When depressed
to the latched (AUTO) position, automatic paralleling of the ac buses occurs. The
release (ISLN) position isolates the selected bus from the other AC buses.
APU Generator Control Switches (APU GEN)
The APU generator switch is a momentary switch. Actuation alternately allows

APU generator power to be applied or removed from the AC buses.
External Power Control Switches (EXT PWR)
The EXT PWR switch is a momentary switch. Actuation alternately allows

external power to be applied or removed from the AC buses.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.33.6 Electrical Synoptic EICAS Display
The electrical synoptic display presents graphic views and parameters for
generator control, generator drive disconnect status, bus tie, split system breaker,
main bus, electrical power flow, and galley and utility bus status.
Illuminated combinations of green coloured flow segments within the bus outlines
indicate electrical power flow. The electrical synoptic display is selected via the
EICAS display select panel located on the glareshield. Figure 104 shows the
EICAS Display Select panel and the EICAS synoptic display for the electrical
system.
LOWER EICAS DISPLAY
Collins
EICAS DISPLAY
SELECT PANEL
EICAS Display Select Panel & Synoptic Display

Figure 104

JAR 66 CATEGORY B1
Split System Breaker
The Split System Breaker (SSB) status is indicated pictorially in the open or
closed positions.
Bus Tie
Bus tie breaker status is indicated by square box symbology. If bus tie breaker 1-
4 is open, an amber coloured ISLN message is displayed within a box. If bus tie
breaker 1-4 is closed, two white coloured vertical lines overlay the bus outlines
and are enclosed within a box. For invalid bus tie data, the respective bus tie
symbol is replaced by a low intensity white box.
Main Bus
A coloured message and outline indicate main bus status. If ac bus 1-4 is on, the
bus number message and outline are coloured white. If ac bus 1-4 is off, the bus
number message and outline are coloured amber. For invalid main bus data, the
outline changes to low intensity white.
Galley and Utility Bus
Galley and utility bus status is indicated by the display of an associated message
located next to the appropriate main bus indicator. If main bus 1-4 is on and the
galley bus 1-4 relay is closed, the GALLEY message is coloured green;
otherwise, the message is coloured amber. If main bus 1-4 is on and the utility
bus 1-4 relay is closed, the UTILITY message is coloured green; otherwise, the
message is coloured amber. If galley or utility bus data becomes invalid, the
associated message changes to low intensity white.
Generator Control
Generator control status is indicated by square box symbology. If generator

control breaker 1-4 is open, an amber coloured message OFF is displayed within
an amber box. If generator control breaker 1-4 is closed, two white coloured
vertical lines overlay the bus outline and are enclosed within a white box. For
invalid generator control data, the associated symbol is replaced by a low
intensity white box.
Generator Drive
Generator drive disconnect status is displayed by a message enclosed in a

coloured box. If a drive overtemperature or low oil pressure condition exists, then
an amber DRIVE TEMP/PRESS message is displayed within an amber coloured
box. For normal conditions, a white coloured box is displayed. For invalid data,
the box changes to low intensity white.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.33.7 DC Distribution
There are four main transformer rectifier units (TRUs), each TRU powers an
associated main 28 volt DC load bus. In addition, under normal operation, the
battery buses are supplied from DC bus No. 3. The TRUs are normally operated
in parallel through the DC isolation relays (DCIRs), 75 amp thermal circuit
breakers, and a DC tie bus. The TRUs are identical and are interchangeable.
Main Transformer Rectifier Unit
The main TRUs are static devices which convert 3-phase nominal 115/200 volt,
400 Hz ac input power into unregulated 28 volts dc output power for the airplane
main dc system. Each TRU employs a transformer with a star connected primary
and paralleled star-delta secondary connections. The 6-phase output from the
secondaries is connected to a 6-phase full wave rectifier bridge and filtered to
produce the desired output. Each TRU has an output voltage of 29 volts at no
load and approximately 27 volts at rated load. The four main TRUs are rated for
a continuous output load of 75 amps.
DC Bus Isolation Relay
The DC isolation relay parallels the four main DC buses when de-energized
during normal operation. When energized, they isolate their associated main
buses. The four DCIRs operate in conjunction with the BTBs and the bus tie
switches.
DC Current Sensor (DCCS)
The DCCS is used in six locations in the airplane DC system to operate in

conjunction with the batteries, TRUs, BCUs, and GCUs to provide the required
current sensing. They are rated for continuous operation at 180 amps DC. The
DCCSs are used for the following functions:
1. Provide TRU current sensing to the GCUs and BCUs for indication on
the EICAS maintenance page.
2. Provide monitoring of TRUs for proper operation and relaying this

information to the GCUs and BCUs which provide failed TRU indication
on EICAS and for triple channel autoland operation.
3. Provide battery current indication on the EICAS maintenance page and

battery discharging indication at an advisory level on EICAS via the
BCUs.

EXT LEFT SYNC BUS RIGHT SYNC BUS EXT
PWR PWR
No 1 No 2
EPC 1 EPC 2
SSB
APB 1 BTB 1 BTB 2 BTB 3 BTB 4 APB 2
AC 1 AC 2 AC 3 AC 4
AC BUS 1 DIST AC BUS 2 DIST DIST AC BUS 3 DIST AC BUS 4
APU APU
GEN 1 GEN 2

AGCU GCU GCU GCU GCU AGCU
1 1 2 3 4 2
IDG IDG IDG IDG

1 2 3 4
BCU BCU
MODULE 11
Figure 105
1 2
JAR 66 CATEGORY B1
CONVERSION COURSE
IBVSU IBVSU
TRU
MN BAT STATIC
TRU TRU TRU HOT BUS INVERTER
PMG - L AC STBY
PFD - L
B747 Electrical System Schematic

ND - L DC BUS 1 FO XPR CAPT XPR DC BUS 2 DC BUS 3 DC BUS 4 MN BAT RELAY
Figure 105 shows a schematic of the total electrical system.
STBY PWR
XPR RELAY
APU STATIC APU BAT

CAPT XPR INVERTER HOT BUS OFF
RELAY PFD - R
ND - R BAT XPR AUTO
RELAY
BAT
CAPT VOLTAGE SINGLE
APU BAT ON SENSE RELAY TO BCU
XPR RELAY TRU RELAY
APU INV
APU BAT
XPR RELAY
BUS
CAPT XPR FO
Page 3-157
PWR TEST RELAY OFF
EFIS SW
APU BAT BAT SW
RELAY
STBY PWR
MODULE 11.6
SW
ELECTRICAL POWER
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.34 CIRCUIT PROTECTION
A common cause of circuit failure is called a Short Circuit. A short circuit exists
when an accidental contact between conductors allows the current to return to
the source through a short, low-resistance path as shown in Figure 106.
SHORT
HIGH
CURRENT
LOAD
FLOW
A Short Circuit
Figure 106
If the current flow caused by a short circuit at some section of a cable is left
unchecked, the heat generated in the cable will continue to increase until
something gives way. A portion of the cable may melt, thereby opening the
circuit so that the only damage done would be to the cable involved. However,
there is a probability that much greater damage would result; heat could char and
burn the cable insulation and that of other cables within the loom, and so causing
more short circuits and setting the stage for an electrical fire.
This failure is prevented by making sure that all insulation on the wires is in good
condition and strong enough to withstand the voltage of the power source.
Furthermore, all wiring should be properly secured with insulating clamps or other
devices so that they cannot rub against any structure and wear through the
insulation. To further protect the circuits the installation of protective devices,
such as Fuses and Circuit Breakers are used.

JAR 66 CATEGORY B1
3.34.1 Fuses
A fuse is a thermal device designed primarily to protect the cables of a circuit

against the flow of short-circuits and overloads currents. In its basic form, a fuse
consists of a low melting point fusible element or link, enclosed in a glass or
ceramic casing. This casing not only protects the element, but also localizes any
flash, which may occur when Fusing. The link or fusible element is made of
either:
1. Lead.
2. Lead/Tin.
3. Tin/Bismuth.
Or some other low melting temperature alloy. When the current flowing through a
fuse exceeds the capacity of the fuse, the metal strip melts and breaks the circuit.
The strip must have low resistance, and yet it must melt at a comparatively low
temperature. When the strip melts, it should not give off any vapor or gas that will
serve as a good conductor, because this would create an arc between the melted
ends of the strip. The metal or alloy used must be of a type that reduces the
tendency towards arcing.
Fuses are generally enclosed in glass or some other heat-resistant insulating

material to prevent an arc from causing damage to electrical equipment or other
parts of the aircraft. Fuses in aircraft are classified as:
1. Cartridge Type.
2. Plug-in Type.
3. Clip Type.
All types are easily inspected, removed and replaced.
3.34.2 Current Limiters
Current Limiters are essentially a Slow-blow fuse. That is, when the circuit
becomes overloaded, there is a short delay before the metal links melts and
disconnects the circuit. This is because the link is made of copper, which has a
higher melting point than the alloys used in other types of fuse. The current
limiter will carry more than its rated capacity and will also carry a heavy overload
for a short time. They are designed to be used in heavy-power circuits where
loads may occur of such a short duration that they will not damage the circuit or
equipment. The capacity of a current limiter for any circuit is so selected that the
current limiter will always interrupt the circuit before an overload has had time to
cause damage.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 107 shows some typical aircraft fuses and current limiters.
LIGHT DUTY
FUSE HOLDER FUSES
FU S IB LE
E LE M E N T
TE R M IN A LS
HEAVY DUTY
FUSES CURRENT LIMITER
Typical Aircraft fuses & current limiters

Figure 107

JAR 66 CATEGORY B1
3.35 CIRCUIT BREAKERS
Circuit breakers, unlike fuses or current limiters, isolate faulted circuits and
equipments by means of a mechanical trip device actuated by a bi-metallic
element through which the current passes to a switch unit. Figure 108 shows two
types of circuit breakers found on aircraft.
TYPICAL
CIRCUIT BREAKER
CIRCUIT BREAKER
WITH A MANUAL TRIP
BUTTON
Circuit Breakers
Figure 108
They are used for the protection of cables and components and, since they can
be reset after clearance of a fault, they avoid some of the replacement problems
associated with fuses and current limiters. Furthermore, close tolerance trip time
characteristics are possible because the manufacturer, to suit the current ratings
of the element, may adjust the linkage between the bi-metallic element and the
trip mechanism.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The mechanism is of the Trip-Free type; i.e. it will not allow the contacts of the
switch unit to be held closed while fault current exists in the circuit. The design
and construction of circuit breakers varies, but in general they consist of three
main assemblies:
1. A Bi-metallic element.
2. A contact type switch unit.
3. A mechanical latching mechanism.
A push-pull button is also provided for manual resetting after thermal tripping has
occurred, and for manual tripping when required to switch off the supply to a
circuit or system. The construction and operation of a circuit breaker is shown in
figure 109.
PUSH-PULL
BUTTON CONTROL
CONTROL MAIN SPRING TRIPS
SPRING CONTACT MAIN CONTACT
LATCH
MECHANISM
OPERATES
THERMAL
ELEMENT
THERMAL
ELEMENT
OPENS
LATCH
MECHANISM
LOAD SUPPLY
CLOSED CONDITION TRIPPED CONDITION
Circuit Breaker Operation

Figure 109

JAR 66 CATEGORY B1
In the closed position; current passes through the switch unit contacts and the
thermal element, which in thus carries the full current supplied to the load being
protected. At normal current values, heat is produced in the thermal element, but
is radiated away fairly quickly, and after an initial rise in temperature remains
constant.
If the current should exceed the normal operating value due to a short circuit, the
temperature of the thermal element starts to rise and becomes distorted. This
distortion will eventually become enough to release the latch mechanism,
allowing the control spring to open the main contact, thus isolating the load from
the main supply. At the same time the push-pull button extends, exposing a
white band to indicate that the circuit breaker has operated.
After the circuit breaker has tripped, the distorted thermal element starts to cool
down and reverts to its original state. Once the fault causing the trip has been
rectified, the circuit can then be reset using the push-pull button.
In a three-phase a.c. circuit, triple-pole circuit breakers are used, and their
mechanisms are so arranged that in the event of a fault current in any one or all
three of the phases, all three poles will trip simultaneously. Similar tripping will
take place should an unbalanced phase condition develop as a result of a phase
becoming Open-circuited. The three trip mechanisms actuate a common push-
pull button.
3.36 REVERSE CURRENT CUT-OUT RELAY
A reverse current cut-out relay is used principally in a D.C. generating system

either as a separate unit or as part of a voltage regulator (see section 3.11).
These circuit breakers are designed to protect power supply systems and
associated circuits against fault currents of a magnitude greater than those at
which cut-outs normally operate. Furthermore, they are designed to remain in a
Locked-out condition to ensure complete isolation of a circuit until a fault has
been cleared.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
Figure 110 shows an example of a Reverse Current CB.
RUBBER SHROUDED MANUAL TRIP

SETTING HANDLE BUTTON
TERMINAL
BLOCK
MAIN
TERMINAL
(BUSBAR)
MAIN
TERMINAL
(GENERATOR)
Reverse Current CB
Figure 110
It consists of a magnetic unit, the filed strength and direction of which are
controlled by a single-turn coil connected between the generators positive output
and the busbar via a main contact assembly. An auxiliary contact assembly is
also provided for connection in series with the shunt-field winding of the
generator. Opening both contact assemblies is controlled by a latching
mechanism actuated by the magnet unit under heavy reverse current conditions.

JAR 66 CATEGORY B1
Figure 111 shows the circuit arrangement for a Reverse Current CB.
CONSUMERS
REVERSE CURRENT
CIRCUIT BREAKER
CONTACTOR
LINE
CUT-OUT
REGULATOR
VOLTAGE
GEN
Reverse Current CB Circuit

Figure 111

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.36.1 Operation
Under normal current flow closing of the relay energises the line contactor, the
heavy-duty contacts, which connect the generator output to the busbar via the
coil, and main contacts of the normally closed reversed current circuit breaker.
The magnetic field set up by the current flow assists that of the magnetic unit,
thus maintaining the breaker contacts in the closed position. The generator shunt
filed circuit is supplied via the auxiliary contacts.
When the generator is being shut down, or a failure of its output occurs, the
reverse current resulting from the drop in output to a value below that of the
battery flows through the circuit. The cut-out relay will operate and de-energise
the line contactor, which takes the generator off line. Under these conditions, the
reverse current circuit breaker will remain closed, since the current magnitude is
much lower than that at which it will operate.
If the cut-out or line contactor failed to open, then the reverse current would
continue to flow towards the generator, and in addition to its motoring effect on
the generator, it would also reverse the generator field polarity. The reverse
current passing through the circuit breaker coil would continue to increase, thus
its magnetic field strength would also increase until the latch mechanism opened.
This would isolate both the main and auxiliary contacts of the circuit breaker.
Note; the breaker must be reset after the circuit fault has been cleared.

JAR 66 CATEGORY B1
3.37 OVERVOLTAGE PROTECTION
Overvoltage is a condition which could arise in a generating system in the event

of a fault in the filed excitation circuit, i.e. internal grounding of the filed windings
or an open-circuit in the voltage regulator sensing lines. Devices are therefore
necessary to protect consumer equipment against voltages higher than those at
which they are normally designed to operate.
The methods used vary between aircraft systems and also on whether they
supply D.C. or A.C. Figure 112 shows an overvoltage relay method of protection
for a D.C. system.
CONNECTOR
LINE
D.C. BUSBAR
SHUNT
FIELD
GEN
SENSING
COIL
OVER VOLTAGE
RELAY
VOLTAGE
SENSING
COIL
REGULATOR
VOLTAGE
Overvoltage Relay
Figure 112

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
3.37.1 Operation
The relay consists of a number of contacts connected in all essential circuits of

the generator system, and mechanically coupled to a latching mechanism. The
mechanism is electromagnetically controlled by a sensing coil and armature
assembly, the coil being connected in the generators shunt field circuit and in
series with a resistor, the resistance of which decreases and the current through
it is increased.
Under normal regulated voltage conditions, the sensing coil circuit resistance is
high enough to prevent generator shunt-field current from releasing the relay
latch mechanism, and so the contacts remain closed and the generator remains
connected to the busbar. If an open circuit occurs in the regulator voltage coil
sensing line, shunt field current will increase. Because of the inverse
characteristics of the relay sensing coil resistor, the electromagnetic filed set up
by the coil causes the latch mechanism to release all the relay contacts to the
open position, thereby isolating the system from the busbar.
After the fault has been cleared, the contacts are reset by depressing the push
button.

JAR 66 CATEGORY B1
3.38 SOLID STATE OVERVOLT PROTECTION
Figure 113 shows a solid state overvoltage protection system
TO
GEN BUSBAR
GB TRIP
RELAY
INVERSE
TIME DELAY S1
OVERVOLTAGE
DETECTOR
GENERATOR
CONTROL RELAY
S2 GENERATOR
FIELD
O.V. LIGHT
RELAY
28V FIELD SUPPLY

DC FROM VOLTAGE
28V REGULATOR
DC
Overvoltgage Protection (Solid State)

Figure 113
The detector uses solid state circuit elements which sense all three phases of the
generator output, and is set to operate at a level greater than 130 3 volts. An
overvoltage condition is an excitation type fault probably resulting from a loss of
sensing to, or control of, the voltage regulator such that excessive field excitation
of a generator is provided.
The signal resulting from an overvoltage is supplied through an inverse time

delay to two solid state swicthes. When switch S1 is made it completes a circuit
through the coil of the generator control relay, one contact of which opens to
interrupt the generator excitation filed circuit. The other contact closes and
completes a circuit to the generator breaker trip relay, this in turn, de-energises
the generator breaker to disconnect the generator from the busbar. The making
of switch S2 energises the light relay causing it to illuminate the annunciator light.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
The purpose of the inverse time delay is to prevent nuisance tripping under
transient conditions. Figure 114 shows the principle of operation of the inverse
time delay.
V
O 160V
L
T
GB
A TR
IP
G
E 145V
130V
0.1 SECS 0.55 SECS 1 SEC
TIME
Inverse Time Delay Operation

Figure 114

JAR 66 CATEGORY B1
3.38.1 List of Abbreviations
A. ABTR autoland bus transfer relay

CBX APU control bus transfer relay
AC EBTR AC emergency bus transfer relay
ACR autoland control relay
AIR autoland inverter relay
APC auxiliary power contactor
APPR auxiliary power pilot relay
APTC auxiliary power transfer contactor
ASC APU start contactor
ASCR APU start control relay
ASR APU start relay
B. BCR battery charger relay

BIC battery isolate contactor
BPC battery power contactor
BPO WR battery power only warning relay
BTC bus tie contactor
BTCR bus tie control relay In GCU 1/ 2/ 3
D. DC BTC DC but tie contactor

DC EBPC DC emergency bus power contactor
DC EBTC DC essential bus transfer contactor
DC EPR DC external power relay
DC GR DC galley relay
E. EBTC essential bus transfer contactor

EIC emergency inverter contactor
EPC external power contactor
EPIR external power interlock relay In GPCU
EPPR external power pilot relay
EPRR external power ready relay In GPCU
G. GC galley contactor
CR generator control relay In GCU 1/ 2/ 3
GCU generator control unit In flight compartment
GHBC ground handling bus contactor
GHR ground handling relay
GLC generator line contactor
GLPPR galley power pilot relay In equipment panel
GPCU ground power control unit In flight compartment
GPPR generator power pilot relay
GPTC generator power transfer contactor
GSBC ground service bus contactor
H. HSOR high speed oven relay In equipment panel
I. IDG integrated drive generator On engines

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 3
AEROPLANE
AERODYNAMICS,
O....OIR.... off indicator relay In relay box 1/ 2
P. PMG permanent magnet generator In IDG 1/ 2 and Gen 3

POR point of reference
PRR power ready relay In GCU 1/ 2/ 3
T. TFR TRU fault relay

TPR TRU power relay
TRU transformer rectifier unit 1/ 2/ 3 In forward avionics bay
Note: All relays are located in the electrical power centre unless mentioned.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
PART 4
CONTENTS
4 LIGHTS ......................................................................................... 4-1
4.1 EXTERNAL LIGHTING .................................................................... 4-1
4.2 INTERNAL LIGHTING ..................................................................... 4-1
4.3 BOEING 737 EXTERNAL LIGHTING ................................................. 4-2
4.4 NAVIGATION LIGHTS ..................................................................... 4-3
4.5 LANDING LIGHTS .......................................................................... 4-4
4.5.1 Retracting Landing Lights.............................................. 4-5
4.6 RUNWAY TURN-OFF AND TAXI LIGHTS .......................................... 4-6
4.7 ANTI-COLLISION LIGHTS ............................................................... 4-6
4.7.1 Strobe Light Operation .................................................. 4-7
4.7.2 Strobe Light Safety........................................................ 4-7
4.7.3 Rotating Beam Anti-Collision Lights .............................. 4-8
4.8 WING ILLUMINATION LIGHTS ......................................................... 4-10
4.9 EMERGENCY ESCAPE SLIDE LIGHTS.............................................. 4-10
4.10 EXTERNAL LIGHT CONTROL PANEL ............................................... 4-11
4.11 CARGO & SERVICE LIGHTING ........................................................ 4-12
4.12 FLIGHT COMPARTMENT LIGHTS ..................................................... 4-14
4.12.1 Pillar & Bridge Lighting .................................................. 4-16
4.12.2 Wedge Lighting ............................................................. 4-16
4.12.3 Master Caution/Failure Lights ....................................... 4-17
4.13 PASSENGER COMPARTMENT LIGHTS ............................................. 4-18
4.13.1 Passenger Service Unit (PSU) ...................................... 4-19
4.14 PASSENGER READING LIGHTS ...................................................... 4-20
4.15 ATTENDANT CALL SYSTEM ........................................................... 4-21
4.16 EMERGENCY EXIT LIGHTING.......................................................... 4-22
4.16.1 Emergency Lighting Operation ...................................... 4-24
4.17 SELF ILLUMINATING SIGNS............................................................ 4-27

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
PAGE
INTENTIONALLY
BLANK

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4 LIGHTS
Lighting is important in the safe operation of aircraft and aircraft systems and falls
into two main groups:
4.1 EXTERNAL LIGHTING
1. Navigation Lights to mark the extremities of an aircraft and give

position reference.
2. Flashing lights to mark the position of an aircraft.
3. Landing and taxiing lights for forward and lateral illumination.
4. Lights to illuminate wings for ice inspection.
5. Illumination to assist in the evacuation of passengers and crew in

the event of an emergency landing.
4.2 INTERNAL LIGHTING
1. Lights to illuminate consoles/control panels.
2. Lights for passenger compartments and information signs.
3. Warning lights to indicate system-operating condition.
4. Emergency lighting.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.3 BOEING 737 EXTERNAL LIGHTING
Figure 1 shows the layout of the Boeing 737 aircrafts external lighting.
110
140
140
110
Boeing 737 External Lighting

Figure 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.4 NAVIGATION LIGHTS
All aircraft in flight or moving on the ground during the hours of darkness must
display the following lights.
A GREEN light, at or near the starboard wing tip so that it is visible in the
horizontal plane from a point directly ahead through an arc of 110 to starboard.
A RED light, at or near the port wing tip so that it is visible in the horizontal plane
from a point directly ahead through an arc of 110 to starboard.
A WHITE light visible from the rear of the aircraft in the horizontal plane through
an arc of 140.
Figure 2 shows the layout of the Boeing 737 aircrafts navigation/position lights.
WING TIP NAVIGATION LIGHTS
TAIL CONE STROBE LIGHT
WING TIP REAR POSITION LIGHT
Navigation/Position Lights
Figure 2

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.5 LANDING LIGHTS
These lamps provide illumination for aircraft landing and taxiing in conditions of
night or poor visibility. The term Landing and Taxi lamp also covers such
equipment as flare-out lights and runway turn-off lights.
The Boeing 737 aircraft has a total of 4 landing lights. Two are the fixed type and
are located on the wing leading edges near the fuselage. Two are the retractable
type and are located in the outboard flap track fairing.
Note: When the retractable landing lights are extended the lights shine forward,
regardless of the flap position. The outboard lights provide good visibility under
adverse weather conditions and minimise the effect of reflected light into the flight
deck. Figure 3 shows landing and turn-off lights Boeing 737 aircraft.
FIXED LANDING & TURN OFF LIGHTS
RETRACTABLE LANDING LIGHT
Landing & Turn-off Lights

Figure 3

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.5.1 Retracting Landing Lights
These lamps are extended by means of an actuator via a slipping clutch or shear
links. This ensures lamp retraction in the event of it failing to do so at high speed,
for whatever reason. The lamp unit is generally of the sealed beam type.
Figure 4 shows the typical arrangement of an extending landing lamp. The lamp
is shown fully retracted.
EXTEND
D
A
LIGHT
F
115V
400Hz M
B
RETRACT
C
Retracting Landing Light Circuit

Figure 4
When an extend selection is made, the motor M is supply through contacts D.

As the motor runs, cams A B C rotate. A rotates to open contacts D and
close contacts E when the lamp is fully extended. Cam B closes contacts F to
enable a supply via closed contacts E to the lamp. Contacts G close as cam
C rotates to arm the circuit for a retract selection.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.6 RUNWAY TURN-OFF AND TAXI LIGHTS
Runway turn-off lights in each wing root inboard of the inboard landing lights.
They are aimed ahead and to the side of the aircraft to illuminate taxiway turnoffs.
A nose gear taxi light is mounted on the inner cylinder of the nose gear shock so
that it turns with the nose gear.
4.7 ANTI-COLLISION LIGHTS
Anti-Collision Lights are intended as attention-getters to warn of the presence of

an aircraft and identify its position. Anti-collision lights are mounted on the top
and bottom of the fuselage, aft of the wing leading edge. Each anti-collision light
is a strobe light covered in a red lens.
Note: In addition to the anti-collision lights, some aircraft are fitted with white
strobe lights on each wing tip and tail and act as aircraft position indicators.
Figure 5 shows the lower anti-collision light (strobe), Boeing 737 aircraft.
Anti-Collision (Strobe) light

Figure 5

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.7.1 Strobe Light Operation
The strobe light works on the principle of a capacitor-discharge flash tube. The
capacitor converts an input power of 28V dc or 115V ac into a high dc output of
around 450V. This discharge occurs between two electrodes in a neon-filled tube
and this in turn produces a high intensity flash of light at a rate of approximately
60 flashes per minute.
4.7.2 Strobe Light Safety
WARNING:
1. Do not handle the unit for at least 5 minutes after power is removed.
2. Never touch a new flash tube with bare hands.
3. Damage to the eyes may result from looking directly into high intensity
light.
Figure 6 shows the circuit for Anti-Collision Lighting
115V
400Hz ANTI-COLL OFF
CONTROL
GND SRV AC BUS 1 PANEL WARNING
LIGHT
PWR
ANTI-COLLISION TOP
NOISE FILTER
VOLTAGE VOLTAGE
TIMING CCT DOUBLER DOUBLER
CCT CCT ANTI-COLLISION
BOTTOM
TRIGGER CCT
STORAGE CCT STORAGE CCT
Anti-Collision Lighting Circuit

Figure 6

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.7.3 Rotating Beam Anti-Collision Lights
There are two types of rotating beam anti-collision light:
1. Rotating Reflector.
2. Rotating Lamp.
Figure 7 shows a rotating reflector beacon type anti-collision light.
SPREAD
BEAM NARROW
BEAM
Rotating Reflector Anti-Collision Light

Figure 7
In this type of light a motor drives a rotating reflector which reflects light from one
lamp. The speed of rotation is (typically) 40-45 rpm giving a flashing frequency of
80-90 Hz/min. The reflector has one half flat to emit a narrow high intensity
beam, while the other half is curved to increase the vertical spread of the light
beam to 30 above and below the horizontal.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
Figure 8 shows a rotating lamp unit type of anti-collision light.
Rotating Lamp Anti-Collision Light

Figure 8
This type of lamp employs two filaments mounted in tandem; each pivoted on its
own axis. One half of each lamp consists of a reflector and a motor rotates the
two lamps through 180. Since the lamps are set in opposite directions, 180 to
each other, then the effect is of a continuously rotating light beam.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.8 WING ILLUMINATION LIGHTS
Two wing illumination lights are provided for scanning the wings and engines in
flight for ice detection purposes. Also used on the ground to illuminate the
immediate area. The lights are flush mounted, one on each side of the fuselage
forward of the wing leading edge and just above the cabin floor level.
4.9 EMERGENCY ESCAPE SLIDE LIGHTS
Four exterior lights illuminate the escape slide areas for the forward and aft entry
and forward and aft service doors. An additional four lights illuminate the
overwing escape doors and the areas just aft of the wing trailing edge. Figure 9
shows emergency lights from the Boeing 737 aircraft.
OVERWING ESCAPE LIGHT
DOOR ESCAPE SLIDE LIGHT
Emergency Lights
Figure 9

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.10 EXTERNAL LIGHT CONTROL PANEL
The control panel for the external lights is normally located on the lower overhead
panel. Figure 10 shows the external light control panel for the Boeing 737
aircraft.
RUNWAY APU ANTI WHEEL

LANDING ENGINE START WING
E
TURNOFF STROBE POSITION COLLISION WELL
RETRACT OFF OFF ON BAT OFF OFF OFF
X
T
TAXI
E L OFF R OFF OFF BOTH
N GRD OFF CONT GRD OFF CONT OFF
D IGN IGN
L ON R L ON R FLT L R FLT
ON ON ON ON ON
OUTBOARD INBOARD ON ON ON
START
RUNWAY
LANDING TURNOFF
RETRACT OFF
E
X
L R TAXI
T OFF OFF
E
N
D
L ON R L ON R
OUTBOARD INBOARD ON ON
ANTI WHEEL
WING
STROBE POSITION COLLISION WELL
OFF ON BAT OFF OFF OFF
OFF
ON ON ON ON ON
External Light Control Panel

Figure 10

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.11 CARGO & SERVICE LIGHTING
The purpose of the cargo and service compartment lights is to provide the
necessary illumination for cargo handling and for performing all service activities.
Dome lights and floodlights are used to provide illumination in the cargo
compartments, wheel wells and servicing compartments. The lights can operate
from internal power or from an external power source. Light switches are
provided within the compartments the lighting serves. Figure 11 shows the
distribution of cargo/service lighting for the Boeing 737 aircraft.
Cargo/Service Lighting
Figure 11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
Figure 12 shows a simplified diagram of the compartment lights circuit.
OFF
ELEC LOWER
RACK ON
NOSE
OFF
E/E
ON
OFF
A/C RIGHT
BAY A/C
ON
28V OFF
GRND
SERV LEFT
BUS A/C
ON
AFT
ACCESS
OFF
APU
ON
ACCESSORY BAY
OFF
BAYS
TAIL
ON
CONE
Compartment Lights Circuit

Figure 12

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.12 FLIGHT COMPARTMENT LIGHTS
The purpose of the flight compartment lights is to provide illumination for the flight
compartment, its instruments, controls and other equipment so that the flight
crewmembers can perform their jobs.
Dome lights supply general illumination for the cabin. The lightshield provides
background lighting for the pilots. Each instrument and instrument panel has
integral lighting. The control stand is illuminated from an overhead floodlight.
Floodlights illuminate circuit breaker panels. There are also lights for the standby
compass and for map lighting.
Figure 13 shows the position of the flight compartment light control panels.
FLOOD PANEL
DOME WHITE BRIGHT
BRIGHT
DIM
OFF OFF
OFF
BRIGHT
CIRCUIT BREAKER
BRIGHT
OFF
PANEL
BRIGHT
OFF
LIGHTS
TEST
BRT
DIM
PANEL MAP
BRIGHT BRIGHT
MAP PANEL
BRIGHT BRIGHT BACKGROUND AFDS FLOOD
BRIGHT BRIGHT
OFF OFF
OFF OFF
OFF OFF
Flight Compartment Light Control Panels

Figure 13

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
Figure 14 shows the rear flight compartment and circuit breaker panel
illumination.
Rear Flight Compartment & Circuit Breaker Panel Lamps

Figure 14

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.12.1 Pillar & Bridge Lighting
The pillar light contains a miniature center contact filament lamp (pea lamp). A
single cable carries the supply, while a ground tag completes the circuit for the
lamp. An aperture has a filter through which the light is distributed. These lights
can be used as single items or in a bridge configuration.
4.12.2 Wedge Lighting
Wedge lighting uses two wedges of glass, inner wedge A and outer wedge B.
Light is introduced to wedge A by a lamp, some light penetrates directly to the
instrument dial while some is trapped within wedge A to be distributed down the
dial. Light escaping into wedge B is reflected down the wedge but is prevented
from further escape by none reflective black paint. In this way, the light is
retained and illuminates the dial. Figure 15 shows Pillar/Bridge and Wedge type
lighting.
APERTURE PILLAR
LAMPS
BRIDGE
LIGHTING
GROUND
CONNECTION LAMP
ELECTRICAL
SUPPLY INNER
WEDGE A
PILLAR
LIGHTING
INSTRUMENT
PILLAR & BRIDGE LIGHTING DIAL
OUTER
WEDGE B
BLACK
PAINT
WEDGE LIGHTING
Pillar/Bridge & Wedge Integral Lighting

Figure 15

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.12.3 Master Caution/Failure Lights
The master caution/failure system informs the flight crew that a system fault
annunciator has illuminated on the forward overhead, aft overhead or fire control
panels. The system receives inputs from various fault annunciators to illuminate
two master caution lights and one of twelve sections of the master caution
annunciators. Both annunciators have a Push to Cancel, Push to Recall
function. Figure 16 shows the Master Caution lights for the First Officer and
captains position.
ANTI-ICE ENG
MASTER FIRE
HYD OVERHEAD CAUTION WARN
PUSH TO RESET PUSH TO RESET
DOORS AIR COND
FIRST OFFICERS PANEL
FLT CONT ELEC

FIRE MASTER
WARN CAUTION IRS APU
PUSH TO RESET PUSH TO RESET

FUEL OVHT/DET
CAPTIANS PANEL
Master Caution/Failure Panel (B737)

Figure 16

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.13 PASSENGER COMPARTMENT LIGHTS
The passenger compartment is illuminated by ceiling and window lights. Entry

and threshold lights provide additional lighting for the doorways. Other cabin
lighting systems include lavatory lights, reading lights, passenger information
signs and attendant call system. Figure 17 shows the layout for passenger
lighting.
CEILING LIGHTS
DEFUSER PANELS
MID AISLE
SIGN
EXIT
PASSENGER
LIGHT PANEL
WINDOW
LIGHTS
CEILING
LIGHTS
EMERGENCY
EXIT DIRECTION
INDICATORS
Passenger Compartment Lighting

Figure 17

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.13.1 Passenger Service Unit (PSU)
The passenger service unit contains:
1. Reading Lighting.
2. Fasten Seat Belt & No Smoking signs.
3. Attendant Call button.
4. Air conditioning fans.
5. Life vest storage.
6. Oxygen mask storage.
Figure 18 shows the Passenger Service Unit.
READING
PUSH
LIGHTS
AT BELT
INSIDE
LIFE VEST
STORAGE
FEVEST
FASTEN SE
PUSH LI
G
NO SMOKIN
READING
LIGHT
SWITCHES AUDIO
SPEAKER
OXY MASK
STORAGE
Passenger Service Unit (PSU)

Figure 18

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.14 PASSENGER READING LIGHTS
Passenger Panel and Fwd Cabin Attendant Panel circuits are shown at Figure
19.
DC BUS 1 DC BUS 2 AC BUS 1 AC BUS 2
16 S
DELAY
RH
OTHER
PASSENGER
LTS
LH
FLT
DECK
SW
ATT
CALL N/S LIGHTS F/S LIGHTS
READ LT
TOUCH
CONTROL
READ LT
CALL READ
Passenger Panel and Fwd Cabin Attendant Panel Circuits

Figure 19
All passengers have a reading light with a touch-control button on a Passenger

Panel to switch the light on or off. There is a Reading Reset switch on the
Attendant Panel to switch off all reading lights in one action. When operated, the
reading lights supply is broken for 16 seconds only. When the supply is restored,
the lights remain off but are ready for ON selection. A Read Lights Test switch
on a maintenance and test panel enables all reading lights to be switched on for
inspection.
Note: N/S Lights = No Smoking Lights

F/S Lights = Fasten Seat Belt Lights
S/R Read Lt = Set/Reset Reading Lights

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.15 ATTENDANT CALL SYSTEM
Figure 20 shows an Attendant Call System circuit.
DC BUS 2 CALL READ
ATT
CALL
READ LT
TOUCH
CONTROL
READ LT
N/S LIGHTS F/S LIGHTS
TO/FROM
OTHER PASS
PANELS
PASS TO ATT
PA LAV TO ATT
SYSTEM
ATT TO ATT
ATT CALL
LAVATORY
PILOT TO ATT
ATT TO PILOT
CREW CALL SYSTEM
Attendant Call System Circuit

Figure 20
AN ATTENDANT CAN BE CALLED FROM EACH PASSENGER STATION THROUGH THE

ATT. CALL TOUCH BUTTON. THIS ACTION BRINGS ON A LIGHT IN THE AREA CALL
LIGHTS AFT AND FWD STATIONS. A CHIME ON THE P/A SYSTEM ALSO ALERTS THE
ACTION. RESET IS ACHIEVED BY A SECOND TOUCH AT THE ATT CALL SWITCH.
Operation of a switch in either lavatory will call an attendant in similar fashion and
from which lavatory the call was made is identified at the Area Call Lights Aft
and Fwd stations.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.16 EMERGENCY EXIT LIGHTING
Emergency lights automatically illuminate exit signs and egress paths when
normal lighting system power is lost. They are powered by battery packs and are
located in the flight and passenger compartments. The system also includes the
external lights used to illuminate the escape routes form the doors and overwings
hatches.
Floor proximity lighting provides visual; guidance for cabin evacuation when all
sources of cabin lighting above four feet is obscured by smoke. They are
positioned on the left-hand side of the aisle and have an illuminated arrow spaced
every 40 inches to indicate the direction to the nearest exit. Figure 21 shows the
position of the emergency exit signs and floor proximity lighting.
EXIT
FLOOR TRACK
SIGNS
LIGHTING
Emergency Exit Signs & Floor Proximity Lights

Figure 21

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
Figure 22 shows details of the floor proximity lighting.
LENS
COVER
LAMP
ASSEMBLY
TRACK
COVER
FLOOR TRACK
Floor Proximity Lighting

Figure 22
Figure 23 shows over-wing escape hatch exit lights.
EXIT
EXIT
INDICATOR
Over-wing Escape Hatch Lights

Figure 23

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.16.1 Emergency Lighting Operation
The emergency lights (6V) are fed from battery packs, which under normal
conditions are trickle charged from the aircraft main electrical system. The 6V
lights operate as for the following conditions. A three-position switch located on
the flight deck controls the system. The three positions are:
1. OFF.
2. ARMED.
3. ON.
ARMED
Is the normal in-flight position of the switch. A warning light, NOT

ARMED is displayed if the switch is in the OFF or ON position during flight.
ON
The battery packs are not charged. 6V lights ON even though main electrical
power available and normal lights are also ON.
OFF
The battery packs are charged. 6V lights remain OFF even in the event off main
electrical power loss.

DC BUS 1 EMER DC BUS
28V DC 28V DC
OFF ON
ARMED
EMER
POWER
GSBC 1
NORM ON
EMER LIGHTS

AC BUS 1
OFF IND
BATTERY POWER C A B K
SUPPLY UNIT
(BPSU)
PART 4
Figure 24
AEROPLANE
AERODYNAMICS,
MODULE 11 BOOK 2
JAR 66 CATEGORY B1
AC BUS 2
OFF IND
Emergency Lighting System

Figure 24 shows an Emergency Lighting system circuit.
SCR 1
EXIT
LTS
STANDBY DN UP
LIGHTS
R LG Q1
TOILETS UP
CABIN/
Page 4-25
ENTRANCE
EXIT SIGNS
PASS DOOR LT
ESCAPE HATCH LT C A B K
CEILING LT
EMERGENCY LIGHTS
JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
The following explains the operation of the circuit in Figure 24 with the selector
switch in the ARMED position.
The battery power supply units supply electrical power to the emergency lights (6-
Volt) and the inverters of the floor proximity emergency lighting when the
transistor Q 1 is on (conducting).
Transistor Q1 comes on when the gate in the supply unit has:
1.Logic zero at the inverting input and;
2.Logic one at the non-inverting input
To have logic one at the non-inverting input, the Silicon Controlled Rectifier
SCR 1 must be on. This occurs when there is a positive voltage on pin B (ARM).
As long as 28 Volt is on pin A (CHARGE and HOLD-OFF), the internal batteries
are charged and logic one at the inverting input of the gate keeps the transistor
off.
When the voltage is removed from pin A and B, there is a logic zero at the
inverting input and a logic one from the internal batteries at the non-inverting
input. This turns the transistor on and the emergency lights and floor proximity
emergency lighting comes on.
The only way to switch off the emergency lights is to put 28 Volt on pin C
(DISARM). This reverse biases the Silicon Controlled Rectifier SCR 1.
Note: The voltage at pin B, necessary to arm the emergency lights, can also be
supplied by the battery power supply unit itself, through pin K (6 Volt) and
the attendant switch or EMER LIGHT rotary selector in the ON position.
WARNING
Minimum use of the battery packs (testing etc) must be made. The battery packs
take up to 20 hours to recharge.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
4.17 SELF ILLUMINATING SIGNS
The only possible hazard attendant upon the use of such signs is that due to
inhalation or absorption into the body of gas released in the event of breakage of
the glass envelope. Tritium gas is mildly radioactive; therefore, the signs should
be handled carefully to avoid breakage. Should breakage occur, the aircraft
should be evacuated and all doors left open to allow maximum ventilation.
Disposal of broken signs are subject to the Radioactive Substances Act 1960 and
the Radioactive Substances (Luminous Articles) Exemption Order 1962 and
should, therefore, be returned to the manufacturer for disposal. All self-
illuminating signs should be checked for luminosity level on initial fitting and at
periods specified in the relevant maintenance schedule. Such signs usually have
a scrap life of 5 years and should then be returned to the manufacturer for
disposal.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 4
AEROPLANE
AERODYNAMICS,
PAGE
INTENTIONALLY
BLANK

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
PART FIVE
CONTENTS
5 ON BOARD MAINTENANCE SYSTEMS ..................................... 5-1
5.1 MULTI FUNCTION COMPUTER SYSTEM (MFC) ................................ 5-1
5.1.1 Function ........................................................................ 5-1
5.1.2 Maintenance Panel ....................................................... 5-3
5.1.3 Built-In Test Equipment (BITE) ...................................... 5-6
5.1.4 Operation ...................................................................... 5-10
5.2 DATA LOADING ............................................................................ 5-11
5.2.1 Navigation Data Base ................................................... 5-12
5.3 STRUCTURE MONITORING ............................................................. 5-13
5.3.1 Low Cycle Fatigue......................................................... 5-14
5.3.2 Health & Usage Monitoring (Hum) ................................. 5-14
5.3.3 Structural Monitoring ..................................................... 5-15
5.4 CENTRAL MAINTENANCE COMPUTING SYSTEM (CMCS) ................. 5-17
5.4.1 Flight Deck Effect (FDE)................................................ 5-18
5.4.2 Maintenance Access Terminal (MAT)............................ 5-18
5.5 PORTABLE MAINTENANCE ACCESS DEVICE (PMAT) ...................... 5-21
5.6 AIRPLANE CONDITION MONITORING SYSTEM (ACMS) .................... 5-22
5.6.1 Airplane Condition Monitoring Function (ACMF) ........... 5-24
5.6.2 Quick Access Recorder (QAR) ...................................... 5-25
5.7 AIRPLANE INFORMATION MANAGEMENT SYSTEM (AIMS) ............... 5-26
5.7.1 Flight Compartment Printing System ............................. 5-28

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
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AERODYNAMICS,
PAGE
INTENTIONALLY
BLANK

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5 ON BOARD MAINTENANCE SYSTEMS

On board maintenance systems enable the engineer to confirm faults and in
some cases go straight to the defective item, thus saving time and money in the
maintenance of aircraft. There are many different on board maintenance systems
in use on modern aircraft, ranging from a simple magnetic indicator on an LRU, to
complex systems that allow engineers to connect laptop computers to down load
system parameters and fault data.
5.1 MULTI FUNCTION COMPUTER SYSTEM (MFC)
In flight monitoring and ground test capabilities are provided by the MFC system
(as fitted to the ATR 72). It consists of two independent computers MFC1 and
MFC2. The use of these two computers has meant the removal of a total of 9
redundant LRUs.
Each computer includes two independent modules, Module A & B. Each Module
receives signals from all the various systems and system controls. They also
include a self-test capability so that each module can be tested to ensure it is
operating correctly.
5.1.1 Function
After processing the input information, the unit will output to the various systems
to:
1. Monitor, control and authorise operation of the aircraft systems.
2. Manage system failures and flight envelope anomalies and command

triggering of associated warning in the "Crew Alerting System" (CAS).
3. Provide readout of BITE memory via a maintenance panel on the flight

deck, giving information of any system failures.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 1 shows a simplified block diagram of the MFC system.
FAULT FAULT
ACTIVATE ACTIVATE
MFC 1A MFC 1 MFC 1B

STATUS STATUS
INPUTS INPUTS
MFC 1A MFC 1B
OUTPUTS OUTPUTS
PRIMARY ELECTICAL ELECTICAL PRIMARY

SECONDARY POWER POWER SECONDARY
MFC Block Schematic Diagram

Figure 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.1.2 Maintenance Panel
The ATR 72 maintenance panel (located right-hand console), enables the

operator to identify faults on the system using a rotary switch and a failure
display. The control panel (located on the overhead panel) allows the switching
on and fault monitoring of the MFC system. Figure 2 shows the MFC
Maintenance and control panels.
MFC
1A 1B 2A 2B
FAULT FAULT FAULT FAULT
OFF OFF OFF OFF
MFC CONTROL PANEL (OVERHEAD)
BITE ADV DISPLAY

8 4 2 1 MFC
DATA BITE
F F F F BUS LOADED
NORM
FLT
ERS WOW & L/G
MFC DOORS
MAG
3 BOOTS
IND
PTA/ERS TEST
2 NAV
MISC
1 BRK
FLT
CTL
MFC MAINTENANCE PANEL (OVERHEAD)
MFC Maintenance & Control Panels

Figure 2

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The Maintenance panel has the following functions:
Bite Loaded Indicator - Indicates when a fault has been recorded by the
maintenance system.
System Selector Switch - Normally placed in the NORM FLT position.

During maintenance operations, enables the various systems to be selected and
the relevant failure codes displayed.
Bite Advisory Display - Indicates, through illuminated lights, the code of the
failure recorded. Combination of illumination of these lights enables up to 14
failures per system to be coded.
PTA/ERS push-button - PTA function (push to advance) enables recorded

failures on selected system to be run. At the end of the selected system test
FFFF is displayed. It also acts as an "Erase" function; this will clear current faults
from the system. They will be stored in the systems non-volatile memory.
Test push-button - Used to check operation of the "BITE LOADED" magnetic

indicator.
Data Bus connector - Enables the connection of the Maintenance Test Set
system to be connected. This enables the down load of all faults onto a
Notebook type computer.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The failure codes are all listed in the aircraft maintenance manual. Table 1
shows an example of the code/failure relationship.
SYSTEM: WOW/L/G
CODE 8 4 2 1 DEFINITION
1 F Right Main Gear Prime DnLk Prox Switch Fail
2 F Nose Gear Prime DnLk Prox Switch Fail
3 F F Left Main Gear Prime DnLk Prox Switch Fail
4 F Right Main Gear Sec DnLk Prox Switch Fail
5 F F Nose Gear Sec DnLk Prox Switch Fail
6 F F Left Main Gear Sec DnLk Prox Switch Fail
7 F F F Left Main Gear WOW 1 Prox Switch Fail
8 F Nose Gear WOW 1 Prox Switch Fail
9 F F Right Main Gear WOW 1 Prox Switch Fail
A F F Left Main Gear WOW 2 Prox Switch Fail
B F F F Nose Gear WOW 2 Prox Switch Fail
C F F Right Main Gear WOW 2 Prox Switch Fail
D F F F
E F F F
F F F F End of list for selected system
Failure Codes - De-icing Boots System

Table 1

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.1.3 Built-In Test Equipment (BITE)
Large aircraft often incorporate "built-in Test Equipment" (BITE) systems to

monitor and detect faults in a variety of aircraft systems. Before BITE systems,
faults finding often required the connection of special Test Equipment then
lengthy tests to establish where the fault lay. Then the rectification by replacing
the required Line Replacement Unit (LRU) followed by a functional test to confirm
the system serviceability, and finally, the removal of the test equipment. The use
of BITE systems reduces the time-spent fault finding and thus eliminates the
need for specialist test equipment.
The BITE continuously tests the various systems and stores all fault information
to be recalled later, either by the flight crew or a maintenance team. Once the
appropriate repair has been made, the BITE system can then be used to reset
the system for operation. Most BITE systems are capable of isolating system
faults with at least 95% probability of success on the first attempt.
The introduction of digital systems on the aircraft has made BITE systems
possible. Discrete digital signals are used as the code language for BITE
systems. The BITE system interprets the various combinations of digital signals
to determine a system's status. If an incorrect input value is detected, the BITE
system records the fault and displays the information upon request. This
information may be by illuminating a number of Light Emitting Diodes (LED's), or,
as with modern systems, a display on a CRT or TV display.
A complex BITE system is capable of testing thousands of input parameters from

several different systems. Most BITE systems perform two types of test
programs:
1. Operational Test
2. Maintenance test
Normal operational checks start with initialisation upon switch on of system power
supplies.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 3 shows the BITE flow sequence.
POWER
POWER
UP
UP PROTECTION
PROTECTION
RESET
RESET
INITIALIZE
INITIALIZE CONTROL
CONTROL OPERATIONAL
OPERATIONAL
BITE
BITE
INPUT
INPUT OUTPUT
OUTPUT
BITE Flow Diagram

Figure 3

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The operational BITE program is designed to check:
1. Input signals.
2. Protection circuitry.
3. Control circuitry.
4. Output signals.
5. Operational BITE circuitry.
During normal system operation, the BITE monitors a "Watchdog" signal initiated
by the BITE program. This watchdog routine detects any hardware failure or
excessive signal distortion, which may create an operational fault. If the BITE
program detects either of these conditions, it automatically provides isolation of
the necessary component, initiates warnings and records the fault in a Non-
volatile memory.
The maintenance program of the BITE is entered into only when the aircraft is on
the ground and the "Maintenance Test" routine is requested.
On aircraft fitted with Flight Management System FMS, a more complex BITE
system is provided. In the Boeing 737, the FMS BITE provides fast and accurate
diagnosis of the main FMS components.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 4 shows the Boeing 737 FMS Bite System.
Boeing FMS BITE System

Figure 4

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.1.4 Operation
Self-contained In-flight monitoring and ground test capabilities are provided for
the main FMS components. Each major FMS component contains
comprehensive tests for itself, its sensor inputs, and other interfaces. In-flight
data is automatically stored for analysis on the ground through the BITE system.
BITE is controlled via the FMS Control Display Unit, CDU. The FMS display will
display (in plain English), system status for all systems under test. The operator
simply selects from a menu of test options and inputs interactive responses via
the CDU. BITE runs the test and provides corrective action diagnostics. The
system is designed for line maintenance fault isolation to a single line
replacement unit (LRU), within minutes. The BITE system will also carry out
system verification; to check interfaces after corrective maintenance action.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.2 DATA LOADING
Navigation information required by the aircraft systems is loaded using "Data

Loaders". These loaders are capable of downloading thousands of bytes of
information into the required system in a matter of seconds. The validity of the
current data loaded into an aircraft can be checked using the FMS CDU, which
will show the current version, loaded into it. Figure 5 shows a Data Loader as
fitted to the Boeing 737
429 BUS
DISK STORAGE DISK STORAGE INTERFACE
POWER
PROG CHNG COMP RDY XFER R/W FAIL
SPARE
FUSE
PROG DATA TRANSFER IN PROGRESS

LINE
CHNG
COMP
DATA CHANGE IS REQUIRED
DATA TRANSFER IS COMPLETE
FUSE
RDY UNIT READY FOR OPERATION
XFER
R/W
DATA TRANSFER FAILURE
UNABLE TO ACCESS DISK DATA
ON/OFF
FAIL SYSTEM TEST FAILURE
Boeing 737 Data Loader

Figure 5

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.2.1 Navigation Data Base
The Navigation database (NDB) contains data that describes the environment in
which the aircraft operates. The type of information loaded includes:
1. Approaches.
2. Country Name.
3. Waypoints.
4. Airports.
5. Runways.
6. Marker Beacons.
7. Holding Patterns.
This information is used by the Flight Management Computer (FMC), to create

flight plans that define the aircraft route from origin to destination.
The source data and the NDB are updated on a 28-day cycle that it corresponds
to the normal revision cycle for navigation charts. Each update disk contains the
data for the current cycle and the next one. This arrangement provides the user
with greater flexibility since it is not necessary to load a new disk on a specific
day. Each PCMCIA card contains 8 megabytes of storage.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.3 STRUCTURE MONITORING
Structural (Health), monitoring and usage monitoring have evolved over the years
to improve the methods of monitoring critical aircraft components. Structural
monitoring was first applied to the monitoring of aircraft engines. This was for two
primary reasons:
1. To prevent engine damage and possible hazard to the aircraft

following a catastrophic failure.
2. The detection of failures before any real damage has occurred.
The engine was monitored for:
1. Engine Speeds.
2. Engine Temperatures.
3. Engine Pressures.
4. Engine Vibration.
Figure 6 shows Engine monitoring set up.
OFF ENGINE
AIRCRAFT MONITORING
ANALYSIS RECORDER
Engine Structural Monitoring

Figure 6

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The first British application of engine health monitoring was on BEA Trident
aircraft. Initially simple discrete inputs giving the engine parameters were
monitored and recorded on a suitable on-board recorder. This data was then
removed from the aircraft for the necessary analysis using ground-based
equipment.
5.3.1 Low Cycle Fatigue
The availability of cheap microprocessors in the early 1970's enabled a further

development to be embodied. This has allowed more precise measurements and
calculations to be made of which "Low Cycle Fatigue" is a typical example. The
Low Cycle Fatigue Counter (LCFC), receives inputs from the engine for such
parameters as engine speed (NL and NH) of compressors and turbines. It then
processes this information to calculate engine damage cycles. These damage
cycles are not related to actual damage but more a measure of the component
life being consumed by these critical items.
5.3.2 Health & Usage Monitoring (Hum)
Typical parameters monitored by modern HUM systems are:
1. Engine Speed.
2. Engine Temperature.
3. Engine Pressure.
4. Engine Torque.
5. Accelerations.
6. Vibration Levels.
7. Aircraft Stress.
The extension of HUMS is extended to the monitoring of gearboxes and

transmission trains on helicopters where the continued operation of the power
train is essential to airworthiness.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
A typical HUMS is shown at Figure 7. The engine and other health parameters
are conditioned and converted into suitable digital format for use by the
microprocessor. After the necessary calculations and algorithms have been
executed the data is stored in non-volatile memory until conclusion of the flight.
The data is then extracted by means of a suitable "Data Transfer Unit" (DTU).
PROCESSOR
INPUT
SIGNAL HUMS DATA
MONITORED
PARAMETERS CONDIT- ALGORTHIMS BUS
IONING INTERFACE
NON-VOLATILE
MEMORY
HUMS
OFF DATA
AIRCRAFT TRANSFER
ANALYSIS
UNIT
HUMS
Figure 7
5.3.3 Structural Monitoring
When an aircraft comes into service, the manufacturer will have calculated its life
as the number of cycles (take-off - flight - landing) it will achieve. This is normally
in the region of 10s of thousands of cycles, with say an average flight time. The
aircrafts life in hours is calculated by taking an average flight time, this could be
1 hours. Therefore to calculate the aircrafts life in hours simply multiply the
average flight time by the number of cycles, e.g. 1 hours X 60,000 cycles =
90,000 hours life.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Manufacturers will also test a sample airframe to destruction, simulating the

effects of flight, 24 hours a day until the airframe fails. Structural testing could
also be carried out on actual aircraft in service. Strain gauges, positioned at
various points on the airframe, measure the structural stress on the airframe.
This information is gathered by an on board computer for analysis after every
flight.
With the requirements for modern aircraft having flight data recorders, these can
also be used to monitor the aircrafts structure and thus identify any faults before
they cause catastrophic failure. Figure 8 shows the FDR system.
FDR
ARINC 429
ANALOGUE
AIRCRAFT
SYSTEMS ANALOGUE
DISCRETES
ARINC 629
ARINC 573
FAULT
MONITORING
DFDAU
AIMS
FDR System
Figure 8

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.4 CENTRAL MAINTENANCE COMPUTING SYSTEM (CMCS)
The CMCS supports both line and extended maintenance functions through
menu selections on the Maintenance Access Terminal (MAT) or Portable
Maintenance Access Terminal (PMAT). Other menu selections support special
maintenance functions, on-line help and report production. Figure 9 shows the
location of the MAT.
MAT KEYBOARD
MAT KEYBOARD
SLOT
MAINTENANCE ACCESS
TERMINAL (MAT)
FLIGHT COMPARTMENT
REAR RIGHT SIDEWALL
Maintenance Access Terminal (MAT)

Figure 9

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The CMCS is used for:
1. Monitoring the aeroplanes systems for faults.
2. Processing fault information.
3. Supplying maintenance messages.
4. Monitoring flight deck effects (FDE).
Maintenance messages give the engineers detailed fault information to help in

troubleshooting. The Aeroplane Condition Monitoring System (ACMS) monitors
for any system faults, if a fault is detected, a maintenance message is sent to the
CMCS. The CMCS processes the data and shows a maintenance message so
the maintenance crew can examine it and find a corrective action.
5.4.1 Flight Deck Effect (FDE)
FDE inform the flight and ground crews of the conditions relating to the safe
operation of the aircraft. The ground crew must find the cause of an FDE to find
the corrective action. The FDE data is used along with the aircrafts maintenance
manuals to isolate the fault.
The ACMS monitor conditions related to the loss of a system or function. If a

condition exists that requires repair or deferral, the ACMS sends FDE data to the
AIMS Primary Display System (PDS). The PDS will show the FDE on the MAT
and PMAT.
5.4.2 Maintenance Access Terminal (MAT)
The MAT has a display screen and controls for selecting and viewing fault data.
A keyboard is also provided (stored when not in use) which allows certain entries
and controls displayed data. The MAT also has a cursor control device, which
has a power supply module that receives 115V ac via the MAINT ACCESS
TERMINAL circuit breaker located on the overhead panel. This PSM then
distributes power for the remainder of the MAT. The cursor control device
contains the following controls:
1. Track Ball.
2. Selection Keys.
3. Brightness Control.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 10 shows the MAT and cursor control device.
MAT DUAL
DISK DRIVE
MAT DISPLAY
MAT CURSOR SELECTION KEYS (3)

TRACK BALL
CONTROL DEVICE
POWER SUPPLY
MODULE
BRIGHTNESS CURSOR CONTROL

CONTROL DEVICE
MAT & Cursor Control Device

Figure 10

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 11 shows the MAT display showing FDE data.
LINE EXTENDED OTHER

HELP REPORT
MAINTENACE MAINTENANCE FUNCTIONS
INBOUND FLIGHT DECK EFFECTS N77701

TBC1234 KBFI/KMWH
Select text of Maintenance Message, then select the LEG STATRT WAS 1753Z 07 JUL 00
MAINTENANCE MESSAGE DATA button to get more THIS DATA IS FROM LEFT CMCF
data.
MAINTENANCE
Flight Deck Effects recorded during the present leg
MESSAGE DATA
FDE: F/D ZONE TEMP CTRL STATUS NOT ACTIVE

Fault Code : 216 011 00 1948z 07JUL00
FDE: CAPT RA FLAG PFD FLAG ACTIVE

Fault Code : 343 311 31 1948z 07JUL00
Maintenance Message: 34-42011 ACTIVE

Approach 1941z 07JUL00
Radio Altimeter Transceiver (left) has an internal fault.
ERASE
GO BACK
FAULT
MAT Displayed Data

Figure 11

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.5 PORTABLE MAINTENANCE ACCESS DEVICE (PMAT)
The PMAT is stored within the electronics bay and has the same functions as the
MAT. There is a PMAT terminal receptacle located on the MAT position. There
are also four other PMAT receptacles located throughout the aircraft. These are
located:
1. Electronics Bay.
2. Nose Gear.
3. Right Main Gear Bay.
4. Stabilizer Bay.
Figure 12 shows a PMAT and receptacle.
SELECTION
PMAT SWITCHES
POWER
SWITCH
CURSOR
CONTROL
LCD
PMAT RECEPTACLE
DISPLAY
KEYBOARD
DISK
DRIVE
Portable Maintenance Access terminal (PMAT)

Figure 12

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.6 AIRPLANE CONDITION MONITORING SYSTEM (ACMS)
The ACMS (Boeing 777) collects monitors and records data from the aircrafts
system. The data collected by the system is used to produce reports. These
reports are used to:
1. Analyse airplane performance.
2. Analyse trends.
3. Report significant events.
4. Troubleshoot faults.
Figure 13 shows the layout of the Boeing 777 ACMS.
AIRPLANE CONDITION ACMS REPORTS

ACMS REPORTS
ACMS
XXXX REPORTS
MONITORING SYSTEM XXXXX
XX X XX XXXXXXX
XXXX XX X XX XXXXXXX
XXXXX XXXX XX XXXXXXX
XXXXX
XXXX XX
XX X XX XXXXXXX
(ACMS) XXXXX XXXX XX XXXXXXX
XXXXX
XXXXX
X X XXXXXXXXXXXXX
XX XXXX XX XXXXXXX
XXXXXXX XXXXXXXXXX
XX X XXXXX
XXXXXXXXXXXXX
X XXXXXXXX XXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXX XXXX
XXXX XXXXXXXXXX
XXXXXXX
XXXXXXX
XXXXXXXX XXXX
XXXX XXX XX XXXXXXXXX
XXXXXXX
XXXXXXXX XXXX
XXXXXXX
XXX XX XXXXXXXXX
XXXXXXX
XXXXXXXXXX
XX XXXXXXXXX
XXXXXXXXXXXXXX X X X X
XXXXXXX
XXXXXXX X X X X
XXXXXXXXXXXXXX
XXXXXXXX X X X
XXXXXXX
XXXXXX
XXXXXXXXXXXXXX
XXXXXXX
XXXXXX
XXXXXXXXXXXXXX
XXXXXXXXXXXX XXXXXXX
XXXXXX
ACMF PDF
QAR CMCF
AIMS
FMCF DCMF
TMCF FDCF DA
TA
DFDAF
Boeing 777 ACMS

Figure 13

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The ACMS receives data from the Airplane Conditioning Monitoring Function
(ACMF) which is located in the left-hand AIMS cabinet. The ACMS is accessed
through formats on the Maintenance Access Terminal (MAT), Portable
Maintenance Access Terminal (PMAT) or the side displays on the flight deck.
The ACMS can if required be programmed by the user airline to carry out custom
features. Figure 14 shows the general arrangement of ACMS.
RH QAR
DISPLAY
LH FLIGHT COMPARTMENT
DISPLAY MAT PRINTER
PMAT
A
FLIGHT CONTROL VHF
I
ARINC 629 BUS (3) TX/RX
R SDU
C SYSTEMS
R ARINC 629 BUS (4)
A
ARINC 429
F ANALOG
T DISCRETES
LEFT HAND AIMS CABINET
ACMS (Boeing 777)

Figure 14

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.6.1 Airplane Condition Monitoring Function (ACMF)
The ACMF is a combination of standard and custom software. The custom

software is set to the following functions:
1. Report Format.
2. Report Content.
3. Triggers.
Triggers are logic equations that detect conditions and cause data to be
recorded, e.g. engine exceedances. The ACMF sends data to the following units:
1. Quick Access Recorder (QAR).
2. Maintenance Access Terminal (MAT).
3. Portable Maintenance Access Terminal (PMAT).
4. MAT or PMAT disk drives (to record data onto diskette).
5. Flight deck Side Displays (SD).
6. Data Communication Management Function (DCMF).
Note: The DCMF is used to send data to the airline base while the aircraft is
airborne via either the VHF communication or Satellite communication system.
The ACMS collects data to record and sends reports to many output devices.
The MAT and PMATs allows the user to see the ACMS data and control the
function of the ACMS. Aircraft systems send data into the AIMS cabinet
input/output modules on:
1. Flight Control ARINC 629 Buses.
2. System ARINC 629 Buses.
3. ARINC 429 Buses.
4. Analogue Inputs.
5. Discrete Inputs.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.6.2 Quick Access Recorder (QAR)
The QAR records data sent from the ACMF onto a 3.5 inch 128 MB optical disk
and holds 41 hours of data. A spare disk is located within the unit should the
active disk become full. Figure 15 shows a QAR and optical disk.
PRESS
SPARE DISK
POWER ON OPTICAL QAR
DISPLAY
DISPLAY PENNY
&
GILES
FAIL
LOW CAPACITY
MAINTENANCE
EJECT
MADE IN OPTICAL DISK CARTRIDGE

U.K.
QUICK ACCESS RECORDER
Quick Access Recorder (QAR)

Figure 15
The optical disk has a magnetic surface with an infrared laser optically tracking
the disk. Data from the ACMF (Core Processing Module, CPM) is received by
the QARs CPU. The CPU does a self-test to check the validity of the data and
then sends control information to the memory device.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The QRA memory device contains two memories:
1. Flash memory (non-volatile).
2. Formatter memory.
The flash memory holds configuration data, system data and identification files
and sends this data to the formatter. The formatter arranges the received data,
then sends it to the cartridge drive circuits.
The cartridge drive circuits control the position of the laser tracking recording
head. They also write data on and read data from the optical disk. The front
keyboard is used to read information from the optical disk and to run functional
tests. The CPU also sends data to the 16 bit LCD displays. These displays
show:
1. Stored data.
2. QAR menus.
3. Test results.
4. Messages.
The QAR sends data and status to the CPM/COMM in the left AIMS cabinet. The
ACMF monitors the data and status.
5.7 AIRPLANE INFORMATION MANAGEMENT SYSTEM (AIMS)
The AIMS collects and calculates large quantities of data and manages this data
for several integrated aircraft systems. The AIMS has software functions that do
all the calculations for each aircraft system. The AIMS has two cabinets, which
do the calculations for these systems. Each cabinet contains:
1. Cabinet Chassis.
2. Four input/output Modules (IOM).
3. Four Core Processor Modules (CPM).
The IOM and CPM are in the cabinet chassis, which has a backplane data bus
and a backplane power bus to distribute data and power to the IOMs and CPMs.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The IOMs transfer data between the software functions in the AIMS CPMs and
external sources. The CPMs supply the software/hardware to do the
calculations. There are four types of CPMs:
1. CPM/COMM Core Processor Module/Communication.
2. CPM/ACMF - Core Processor Module/Aircraft Condition Monitoring

Function.
3. CPM/B - Core Processor Module/Basic.
4. CPM/GG - Core Processor Module/Graphics Generator.
Figure 16 shows the AIMS system (Boeing777).
AIRCRAFT CONDITION PRIMARY DISPLAY CENTRAL MAINTENCE

MONITORING SYSTEM SYSTEM COMPUTING SYSTEM
(ACMS) (PDS) (CMCS)
FLIGHT DATA AIMS LEFT-HAND CABINET

RECORDER SYSTEM
(FDRS) AIMS RIGHT-HAND CABINET
FLIGHT MANAGEMENT THRUST MANAGEMENT DATA COMMUNICATION

COMPUTING SYSTEM COMPUTING SYSTEM MANAGEMENT SYSTEM
(FMCS) (TMCS) (DCMS)
AIMS System
Figure 16

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.7.1 Flight Compartment Printing System
The flight compartment printer supplies high-speed hard copies of text for the
following systems:
1. Primary Display System (PDS).
2. Airplane Condition Monitoring System (ACMS).
3. Central Maintenance Computing System (CMCS).
The flight compartment printer receives data from the print driver partition of the
Data Communication Management Function (DCMF). The DCMF is located
within the AIMS. The DCMF prioritises data sent to the printer in the following
order:
1. Flight Deck Communication Function (FDCF) of the DCMS.
2. Central Maintenance Computing Function (CMCF) of the CMCF.
3. Airplane Condition Monitoring Function (ACMF) of the ACMS.
4. Multi Function Display (MFD).
The printer can print at 300 dots per inch (DPI). It uses a roll of paper, which is
125 feet long and is A4 European Air standard paper. The printer contains all
mechanical components and electronics necessary for printer operation. The
mechanical components include:
1. Printer head.
2. Rollers to move paper.
3. Motor and drive system.
The electronic components include:
1. Power supply module.
2. Processor board.
3. Controller board.
4. Interconnection board

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 17 shows the flight compartment printer.
RESET TEST
FAIL PAPER CUT SLEW
TOP VIEW
SIDE VIEW
Flight Compartment Printer

Figure 17
Controller Board Receives brightness controls from dimmer controls that drive
the lights on the front panel.
Processing Board Processes all inputs for the left AIMS cabinet and changes
the data signals to control the thermal printer.
Interconnection Board Controls the flow of data between the processor board
and the controller board and the mechanical devices that print three paper.

JAR 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
PAGE
INTENTIONALLY
BLANK

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JAR 66 CATEGORY B1

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Part 1 Page 1

1.14.2 RUNNING UP .................................................................. 1-60

Part 1 - Page 2 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

1.36.1 EPR FORMULA ............................................................... 1-125

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Part 1 Page 3

Part 1 - Page 4 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

1 INSTRUMENT SYSTEMS (ATA 31)

1. Pressure instruments. 2. Gyroscopic instruments

3. Compasses. 4. Mechanical indicators

1.1 THE ATMOSPHERE

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-1

Temperature change within the atmosphere can be divided into 3 bands,

Figure 2 shows three bands of the atmosphere.

Page 1-2 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

1.1.1 STANDARD ATMOSPHERE

To be able to produce an instrument capable of accurately measuring aircraft

Advances in aircraft performance and the introduction of missiles highlighted the

Height in feet Air Pressure in Millibars

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-3

1.2 PRESSURE INSTRUMENTS

1.2.1 AIR DATA INSTRUMENTS

Page 1-4 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

PITOT PROBE STATIC VENTS

Aircraft Pressure Head

1. IAS = Pitot minus Static - (In knots).

2. Mach No = Pitot - Static divided by Static.

3. Baro Ht = Static - (In feet).

4. Vertical Speed = Change in Static pressure - (X 1000ft/min).

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-5

Figure 4 shows typical aircraft static vent:

Aircraft Static Vent

Page 1-6 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

1.2.2 LOCATION OF PROBES AND STATIC VENTS

The choice of probe/vent locations is largely dependent on the type of aircraft,

Figure 5 shows the location of probes and vents on a Boeing 737.

Boeing 737 Air Data Probe and Vent Location

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-7

Water Drain Valve

The three primary instruments in the Air Data System are:

1. Altimeter (Baro Ht).

2. Indicated Air Speed (IAS) Indicator.

3. Vertical Speed Indicator.

Page 1-8 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

Air Data Instrumentation

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-9

1.3.1 ANEROID BAROMETER

In its simplest form, if a membrane or pressure sensitive capsule is to be used to

If a linkage mechanism is attached to the membrane, this movement can be

Simplified Aneroid Barometer

Page 1-10 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

Altitude measurements require little change in the basic instrument configuration

It consists of an airtight instrument case containing an evacuated capsule stack.

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-11

Figure 10 shows the face of a barometric altimeter .

Page 1-12 MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11

1.3.2 FRICTION COMPENSATION

Friction in the gearing of a simple altimeter cannot truly be compensated for,

1.3.3 TEMPERATURE COMPENSATION

Temperature Compensation U Bracket

MOD 11 BOOK 2 PART 1 ISSUE 6 - 01/02/11 Page 1-13

The second method employed to compensate for changes in temperature of the

Bi-metallic Compensating Link