![]() Output interfaces typically are ARINC 429, Gillham or even IEEE1394 (Firewire). As on simpler aircraft without a fly by wire system, the outputs are typically to the cockpit altimeters or display system, flight data recorder and autopilot system. They commonly have the pitot and static pressure inputs, as well as outside air temperature (OAT) from a platinum resistance thermometer and may control heating of the pitot tube and static vent to prevent blockage due to ice. In simpler aircraft including helicopters the air data computers, generally two in number, and smaller, lighter and simpler than an ADIRU, may be called Air Data Units, although their internal computational power is still significant. ![]() This has now been replaced by the Global Navigation Air Data Inertial Reference System (GNADIRS). In Airbus aircraft the air data computer is combined with altitude, heading and navigation sources in a single unit known as the Air Data Inertial Reference Unit (ADIRU). This enables computation of static air temperature and true airspeed. ![]() In some very high speed aircraft equivalent airspeed is calculated instead of calibrated airspeed.Īir data computers usually also have an input of total air temperature. This computer, rather than individual instruments, can determine the calibrated airspeed, Mach number, altitude, and altitude trend data from an aircraft's Pitot Static System. That tells us we’d need to begin the descent 36 miles from the field.An air data computer (ADC) is an essential avionics component found in aircraft. In this example, we’d multiply 18 minutes x 2 miles per minute based on a groundspeed of 120 knots. Then, to calculate the actual distance from the field where we should initiate the descent, we multiply minutes from the field by the miles per minute we’ll cover based on our current ground speed. So, dividing 9,000 feet by a rate of descent of 500 feet per minute tells us we need to begin descending 18 minutes from the field. Then, to determine how many minutes from the field we need to begin the descent, we divide the altitude we have to lose by the rate of descent in feet per minute. In this case, subtracting 1,000 feet from 10,000 feet tells us we need to lose 9,000 feet. To calculate the distance from the field for starting the descent, we’d first subtract pattern altitude from cruise altitude to determine how much altitude we have to lose. This will tell you how far from the field you should begin your descent. Then you multiply the number of minutes by the number of miles you’ll cover per minute. This will tell you how many minutes from the field you should begin your descent. To calculate when to begin the descent, start by subtracting pattern altitude from cruise altitude, then divide by the rate of descent. These include your typical rate of descent, how many feet vertically you are above pattern altitude for the destination airport, and how much ground you’ll cover per minute at your current ground speed.įor example, at 90 knots you’ll cover 1-1/2 miles per minute, at 120 knots you’ll cover 2 miles per minute, and at 180 knots you’ll cover 3 miles per minute. “To figure out when to begin your descent, you need to know several things.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |