Navigation Flashcards
What is Nav
INTRODUCTION Figure 1 The navigation system consists of numerous systems that supply the aircraft navigation data for instrument flight, landing, and other navigation functions.
What are Flight environment data system
Flight Environment Data System The flight environment data systems sense environmental conditions such as total and static pressure via the pitot-static probes, and outside air temperature via the total air temperature probes (TATs). Flight environment sensors supply the air data to the air data computer system, the standby instruments and the stall protection system.
What is the Integrated Stby inst syst
Integrated Standby Instrument System (Global Express XRS and Global 5000)
The integrated standby instrument system (ISIS) consists of a single self-contained integrated standby instrument (ISI), installed to provide standby attitude, altitude and airspeed information to the flight crew. The integrated standby instrument is installed on the Global Express XRS and Global 5000. It replaces the standby attitude indicator and standby altimeter/airspeed indicator, installed on the Global Express.
What is VHF Nav
VHF Navigation System The VHF navigation (VHF NAV) system is a remote-controlled integrated radio system. The VHF NAV system operates as a conventional VHF omnidirectional radio/instrument landing system (VOR/ILS). It receives the approach and landing data used to correctly align the aircraft with a runway.
Wat is SSEC
Static source error correction
The compensation function for SSE is termed static source error correction (SSEC). During flight SSE is automatically compensated for by the ADC, using programmed SSEC tables stored in the ADC. Since the upper and lower probes are subject to different airflow and surface regime, each is provided with a separate SSEC table. The SSEC table for upper probes is in ADC 1 and lower probes in ADC 2 and 3. Installation strapping of the ADC determines which SSEC table becomes active. Both upper and lower SSEC are functions of AOA and Mach number. The AOA value is received by the ADC from the DAU.
What is Rad Alt
Radio Altimeter System
The radio altimeter system gives information about the altitude above ground level (AGL) of the aircraft during the approach phase of the flight. The radio altimeter system has a maximum height of 2550 feet altitude, and is shown on the primary flight displays (PFDs).
What is Air data system
Air Data Computer System
The air data computer system is the primary source of air data. The air data computer system uses the flight environment system to monitor the external atmospheric conditions and sends the air data parameters to the other avionics systems.
What is ATC
Air Traffic Control Transponder System
The air traffic control (ATC) transponder system transmits and receives an aircraft identification code and barometric altitude data. The aircraft and ATC ground stations use this data to prevent midair collisions with other aircraft. This system operates with the traffic collision avoidance system (TCAS).
What is TCAS
Traffic Collision Avoidance System The traffic alert and collision avoidance system (TCAS) is an auxiliary air traffic control (ATC) system. The standard system, TCAS 2000, operates with TCAS I, TCAS II, MODE S, and ATC radar beacon systems (ATCRBS)
What s IRS
Inertial Reference System
The inertial reference system (IRS) is a three-axis inertial sensor system. The IRS uses sensor output data to calculate attitude, true/magnetic heading, angular/linear accelerations, and velocity. The IRS supplies groundspeed, position/track, wind speed/ direction, and attitude data to the electronic flight instrument system (EFIS). The EFIS shows this data on the primary flight display (PFD) and multifunction display (MFD).
What is Nav display system
Navigation Display Unit System The navigation display unit (NDU) system is a backup navigation system that calculates and shows navigation data. The NDU system is an integrated navigation computer and display system. It receives navigation data from the inertial reference system (IRS) and from pilot inputs, and provides outputs that are displayed on the EFIS, PFD and MFD displays.
How many tat probes
There are three total air temperature (TAT) probes on the aircraft. The TAT probes transmit total air temperature to the ADCs. TAT probe 1 provides pressure and temperature data to the engine electronic controller (EEC) no. 1. TAT probe 2 provides pressure and temperature data to EEC 2. The TAT probes also have internal heating elements to prevent icing.
Pitot probes, how many
Pitot-Static Probes
Figure A1 Static Port S2 Quick Disconnect Pitot-static probes 1 and 3 are mounted on the left side. Pitot-static probe 2 and the standby pitot static probe are mounted on the right side of the fuselage. The pitot-static probes are combination probes containing a single pitot and dual static ports. The contoured shape of the probe compensates for the aircraft aerodynamic characteristics. The probes have a pitot drain hole to provide drainage of moisture. Each probe has a strut that projects it away from the fuselage to isolate it from pressure disturbances close to the fuselage. The probes are mounted far enough apart so that a single bird strike would not damage more than one of the probes. The base plate contains the electrical and pressure fittings. The probes have dual heating elements for protection against icing. The heaters are controlled and monitored by the HBMUs. For more details on the pitot-static heaters, refer to chapter ATA 30.
What is HBMU
Two heater and brake temperature monitoring units (HBMUs) control all the probe heaters. If a probe heat failure is detected by the HBMU, it will be annunciated by a CAS message.
All TAT heating elements are controlled by the HBMUs. The heating elements of TAT 1 and TAT 3 are controlled by HBMU 1. The heating element of TAT 2 is controlled by HBMU 2. Circuit breakers for the TAT probe heaters are
How many ADC,s
3,
What is STBY system
The standby instrument system consists of a standby compass, standby attitude indicator and a combination standby altitude/airspeed indicator. The standby instrument system is installed to provide the flight crew with an independent source of heading, attitude, altitude and airspeed required to meet safety requirements. These stand-alone instruments provide the necessary minimum flight environment information in the event of a serious system failure. The standby instrument system on airplane serial numbers 9002-9158 consists of a standby compass and electromechanical standby attitude and standby altitude/airspeed instruments. On airplane serial numbers 9159 and subs, the system consists of a standby compass and an EFIS type integrated standby instrument (ISI). See section C in this chapter for description of the ISI system
Stby components
The standby instrument system consists of the following components: • Standby magnetic compass • Standby attitude indicator • Standby altimeter/airspeed indicator
What is ADC
The air data computer
system consists of three air data computers (ADCs). Other components/systems associated with the air data computer system are a reversion control panel, two PFD control panels, four pitot-static probes, three total air temperature (TAT) probes and two heater current/brake temperature monitoring units (HBMUs). The ADCs receive pitot pressure, static air pressure and total air temperature from their associated probes, barometric pressure settings from the PFD controllers and aircraft configuration data. The ADCs perform computations, including static source error correction, and transmit the air data information for display to the pilots and to other systems in the aircraft. The reversion control panel allows the pilots to select another ADC as their source of information if an ADC fails or is suspected of supplying unreliable information. ADC failures are indicated as EICAS messages. The ADCs can be monitored and tested through CAIMS.
How many ADC,s
Air Data Computers
The air data computers (ADCs) are installed in the left and right side consoles in the cockpit. ADC 1 and 3 are on the left side and ADC 2 is on the right side. Inputs to the ADC consist of static and pitot pressure, total air temperature, baro set information and aircraft configuration data. Pitot pressure and static pressure are supplied through quick-disconnect fittings on the front panel. The total air temperature input is from the total air temperature probes. All electrical input/ output is through a multipin connector on the front panel.
Speed tape
Airspeed Tape
The airspeed tape indicates IAS. The green rolling digits indicate current speed. IAS display range is from 30 to 900 knots. The tape is labeled every 10 knots below 200 knots and every 20 knots above 200 knots.
The green airspeed digital readout in the current value window of the airspeed tape will roll. The digital readout will freeze at 30 knots and the digits are removed from the lower portion of the airspeed tape. When the airspeed trend vector exceeds VMO or less than calculated stall warning speed by 1 knot, the digits turn amber. When IAS is equal or exceeds VMO or less than the calculated stall warning speed, the digits turn red.
Sat-tat
Static air temp and total air temp
If ADC,s are miscompared
Yaw damper will not engage
Miscompare will be an advisory
What is RVSM
RVSM refers to the reduction of aircraft vertical altitude separation by air traffic control (ATC) from 2000 feet to 1000 feet between FL 290 (29,000 feet) and FL 410 (41,000 feet). Air traffic vertical separation was traditionally 1000 feet. At the lower altitudes and above FL 290 (29,000 feet), air traffic separation was 2000 feet as a result of the known inaccuracy of altimeters at high altitudes. Due to increasing air traffic in the 1980s, and the development of more accurate altimeter systems and test equipment, RVSM was introduced to reduce the vertical separation above FL 290 from 2000 feet to 1000 fee
What is skin Waviness insp
Skin Waviness Inspection
For continued RVSM certification, a remeasure of the skin waviness is required after all repairs, rework or panel(s) replacement in the RVSM critical area (zone 4). If repair, rework or panel(s) replacement was carried out, use qualified personnel and do a skin mapping of the entire zone. The results are then sent to Bombardier Business Aircraft Customer Support, Customer Support Engineering, Montreal. Analysis of the data indicate that the overall repeatability of the surface fitting is measured within 0.015-0.020 inches. A geometric contour approval (GCA) certificate is issued to confirm that a skin waviness inspection has been carried out and the aircraft meets allowable waviness requirements for certification.
