Following acceleration paramters are transmitted from Inertial Reference System (IRS) to Flight Control System (FCS)
I only know acceleration based on the aircraft axis i.e lateral, longitudinal & Normal acceleration but what these acceleration paramters signifies?
I can't be sure without seeing actual documentation of the thing, but I would expect:
Following acceleration paramters are transmitted from Inertial Reference System (IRS) to Flight Control System (FCS) Flight Path Acceleration Along Track Acceleration Cross Track Acceleration Vertical Acceleration Unbiased Normal Acceleration Along Heading Acceleration Cross Heading Acceleration I only know acceleration based on the aircraft axis i.e lateral, longitudinal & Normal acceleration but what these acceleration paramters signifies?
text. So, questions: Can ACARS be turned off? Would this generate a warning at the base station? Can ACARS send postion, altitude and heading information automatically? Can ACARS be repeatedly pinged to track an aircraft's position and heading? Would this require any intervention by the pilots? (posted separately) Is this system standard on commercial airliners? What data do Airlines collect...An aircraft's Aircraft Communications Addressing and Reporting System uses line of sight HF via ground stations or satellites to communicate with its base station. This system allows for three
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection of the stick will command a certain rate, releasing it will make the system maintain the current attitude. See the Airbus Normal control law. direct control: a deflection of the yoke will directly translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instrument Time Time in Type Cross Country Time Night Time Landings (including night landings) Dual given/received Anything else?
The alpha vane is an external probe used to measure the angle of attack. I have been trying to understand how exactly it works, but I can't find any clear explanation or simulation. Is the vane static or dynamic i.e. does it rotate along its central axis? Given that it has a significant surface area, I think that it would either: Rotate because of the force/drag exerted by the airflow, and give an angle of attack proportional or equal to its angle of rotation Measure the force being exerted on it via a force sensor embedded in the surface Is either of these correct? In short, how
Based on the reading I've been doing of FAA's Next Generation Air Traffic Control (NextGen) plans, I've been wondering if and how radar systems will continue to be used for ATC as NextGen rolls out? Questions include: Is it correct to assert that radar coverage will effectively become a less precise, backup only, data feed? I am suggesting this because my understanding (which could easily be incorrect) is that ADS-B will mandated for most (everyone?) and so aircraft will be actively reporting their precise position without the need for a radar track. Will existing radar coverage eventually
Inspired by this question. My knowledge concerning helicopters is quite limited: what is auto-rotation? are there other "rotations" possible? in what do they differ?
What difference to the pilot does it make it say a runway is Concrete or Asphalt? Does it require different information in the flight management system or other calculations?
There are two main types of supplementary oxygen devices in light aircraft: Cannula: Oxygen mask: What are the major differences between these two devices? Is one more suitable for specific siutations than another, or is it just a matter of personal preference?
When I took delivery of a new Cessna 182T last year, I did a test flight for certification purposes. During the test flight we had to perform a power off stall but that didn't go as planned.... This "mushing" went on for what seemed ages before I eventually applied power and pushed the nose down to gain airspeed again. We tried it again after that and the same thing happened. I had an instructor... anymore. There was a passenger in the back seat, fuel tanks only half full so the CG was more aft than usual, but well within limits Ever since that flight I've wondered: What could cause