Browse Topic: Pitot-static instruments

Items (31)

This SAE Aerospace Standard (AS) covers one type of maximum-allowable-airspeed instrument which gives a continuous indication of both indicated airspeed and maximum allowable airspeed not exceeding 650 knots.

A-4 Aircraft Instruments Committee

Maximum-Allowable-Airspeed Instruments (Turbine Powered Subsonic Aircraft)

AS437B (Current)

12/22/2020

A-4 Aircraft Instruments Committee

Maintenance of Pitot-Static Systems of Transport Aircraft

AIR975B (Current)02/20/2020

In efforts to increase the accuracy and reliability of altimetry, speed measurement and other aspects of air data, a great deal of attention and money have been expended on new and refined pressure transducing and computing systems and on the standards by which they are calibrated. So much progress has been made in this that the limiting factor is, or may soon be, the sensing and transmitting in the aircraft of the pressures to be transduced. Until the appearance of References 1-13 and 18 there was little guidance available on the maintenance of pitot and static systems. This report presents what information is available, suggests limits, and lists the principal original papers on the subject.

A-4 Aircraft Instruments Committee

Collins Aerospace provides avionics for C-130H modernization program

SAE-MA-0000209/03/2019

The Lockheed C-130H Hercules fleet operated by the Air National Guard and U.S. Air Force Reserve is getting new Collins Aerospace Systems avionics that will help extend the life of the legacy aircraft by 20 years.

Kucinski, William

ADAPTORS AND SEALS FOR PIPE CONNECTIONS TO AIRCRAFT PITOT/STATIC INSTRUMENTS AND ASSOCIATED EQUIPMENT

TSC47-017_0104/19/2018

No Scope available.

SOFIA Closed- and Open-Door Aerodynamic Analyses

TBMG-1264701/01/2012

Work to evaluate the aerodynamic characteristics and the cavity acoustic environment of the SOFIA (Stratospheric Observatory for Infrared Astronomy) airplane has been completed. The airplane has been evaluated in its closed-door configuration, as well as several open-door configurations (see figure). Work performed included: acoustic analysis tool development, cavity acoustic evaluation, stability and control parameter estimation, air data calibration, and external flow evaluation.

Aircraft Damage Caused by Ground Support Equipment

AIR1589A (Historical)12/09/2009

Only those incidents where a piece of ground support equipment directly associated with the "turnaround" servicing of an aircraft was involved are reviewed. Specifically excluded are those incidents that occurred during heavy maintenance, overhaul activity, or aircraft taxiing.

AGE-3 Aircraft Ground Support Equipment Committee

Experimental Investigation into the Temperature and Heat Transfer Distribution around Air-Cooled Cylinders

2006-32-003911/13/2006

This paper describes an experimental investigation into the surface heat transfer coefficient of finned metal cylinders in a free air stream. Ten cylinders were tested with four different fin pitches and five different fin lengths. The cylinders and their fins were designed to be representative of those found on a motorcycle engine with an external cylinder diameter of 100mm and fin lengths of 10 to 50mm. The fins of each cylinder were gravity die cast in aluminium alloy. Each cylinder was electrically heated and mounted in a wind tunnel which subjected it to a range of air speeds between 2 and 20 m/s. The surface heat transfer coefficient, h, was found primarily to be a function of the air speed and the fin separation, with fin length having a lesser effect. In addition to the determination of an overall heat transfer coefficient, the distribution of cooling around the circumference of each cylinder was also studied. Not surprisingly, the cooling was found to be greatest on the front

Thornhill, D., Stewart, A., Cuningham, G., Troxler, P., Meyer, R., Price, B.

Experimental Investigation into the Free Air-Cooling of Air-Cooled Cylinders

2003-32-003409/16/2003

This paper describes an experimental investigation into the surface heat transfer coefficient of finned metal cylinders in a free air stream. Eight cast aluminium alloy cylinders were tested with four different fin pitches and five different fin lengths. The cylinders and their fins were designed to be representative of those found on a motorcycle engine. Each electrically heated cylinder was mounted in a wind tunnel and subjected to a range of air speeds between 2 and 20 m/s. The surface heat transfer coefficient, h, was found primarily to be a function of the air speed and the fin separation, with fin length having a lesser effect. The coefficient increases with airspeed and as the fins are separated or shortened. It was also noted that a limiting value of coefficient exists, influenced only by airspeed. Above the limiting value the surface heat transfer could not be increased by further separation of the fins or reduction in their length.

Thornhill, D., Graham, A., Cunnigham, G., Troxler, P., Meyer, R.

Boundary-Layer Rake of Pitot Tubes for Flight Testing

TBMG-2981912/01/1999

A boundary-layer rake of pitot tubes has been designed and built for installation on a flight-test fixture (FTF) on the NASA Dryden F-15B, which is a two-seat version of the F-15 high-performance, supersonic, all-weather fighter airplane. This boundary-layer rake will be used in flight-research projects in which there are requirements for detailed surveys of the turbulent boundary layer. A design feature unique to this rake is a curved rake body; this feature makes it possible to cluster the pitot tubes in the near-wall region more densely than they can be clustered in conventional rakes. Results of tests have shown that this rake exhibits good aerodynamic performance and that it is operationally rugged.

Improving AC-130H Gunship Performance Through Drag Reduction - A Wind Tunnel and Flight Test Partnership

1999-01-550610/19/1999

Approximately 120 hours of wind tunnel testing were accomplished to determine the drag contributions of various external protuberances on the AC-130H Gunship and to recommend modifications to achieve optimal drag reduction potential. Also, the operational impact of the recommended configuration was quantified using a performance modeling code. The overall objective of this effort was to establish a solid foundation via experimental and computational ground efforts to support flight test of drag reduction modifications to an aircraft. Thirteen basic AC-130H protuberances were evaluated to determine their incremental drag. A recommended reduced-drag configuration was developed which provided a drag reduction potential of 58.2 counts. An Air Force Research Laboratory performance modeling code (CASP) predicted that the H-model gunship could save 1,630 lbs of fuel, increase its radius 57.4 nmi, or increase its loiter time by 30.0 minutes in a typical combat mission with the recommended

Yechout, Thomas R., Dowty, Jonathan C.

Advanced Measurement of Angle of Attack and Sideslip

TBMG-3229711/01/1998

Nearly every military and commercial aircraft in the United States today uses pitot-static probes for accurate, repeatable airdata measurements. Recently, local angle-of-attack- and sideslip-sensing capabilities have been added to these probes to satisfy requirements for advanced aircraft with extended maneuvering envelopes. Probes made in advanced shapes to satisfy these requirements have been evaluated in wind-tunnel tests at angles of attack up to 90°, with favorable results. Flight tests of the Advanced L-probe Air Data Integration (ALADIN) program, directed toward evaluating the performances of these probes, were recently concluded at NASA Dryden Flight Research Center.

DESIGN AND INSTALLATION OF PITOT-STATIC SYSTEMS FOR TRANSPORT AIRCRAFT

ARP920A (Current)10/01/1996

This SAE Aerospace Recommended Practice (ARP) covers the design and installation requirements for pitot-static systems.

A-4 Aircraft Instruments Committee

MAINTENANCE OF PITOT-STATIC SYSTEMS OF TRANSPORT AIRCRAFT

AIR975A (Historical)

09/01/1996

A-4 Aircraft Instruments Committee

Magnesium Heat Sink Evaluations

93041503/01/1993

A system has been constructed to estimate heat dissipated from geometrically identical heat sinks and pinfins extruded from magnesium (M1A) and aluminum (6063-T5)alloys. Two longitudinal fins of circular cross sectional area, machined from aluminum and magnesium, are used to calibrate the equipment. Thermocouples were mounted on an aluminum connecting cylinder between a heater and the pin fins or heat sinks. Insulation around this same cylinder and the heater keeps most of the heat flowing axially to be dissipated by the pin fins and heat sinks. Thermocouples were also mounted on the longitudinal fins to measure temperature distribution. Measured temperature distributions on the aluminum and magnesium pin fins were in good agreement with theoretical models. After calibration of the measuring equipment, the heat dissipated through actual aluminum and magnesium heat sinks was measured as a function of air velocity over the heat sinks. Aluminum and magnesium heat sinks were then tested at

Brown, James F., Riopelle, Lisabeth

Second Generation Airliner Dry Stripping (PMB) Following Boeing's Specifications

90097104/01/1990

On May 3, 1985, Republic Airlines (now Northwest Airlines) dry stripped with plastic media blast (PMB) their first DC-9 aircraft in Atlanta, Georgia. Four days later, Hill Air Force Base began production in their new facility designed to dry strip F-4 fighter aircraft in Ogden, Utah. These two important steps initiated the first generation of airline and military production PMB dry stripping. After this inception of the PMB process, numberable questions were raised pertaining to structural safety after being subjected to dry stripping. In the intervening four years, process improvements have been made and test data accumulated to verify safety of the PMB process. Boeing, with approval by the Federal Aviation Administration (FAA), has issued their specification for plastic media (PMB) dry stripping of airframes, Document D6-54705, PLASTIC MEDIA ABRASIVE STRIPPING OF ORGANIC FINISHES. We consider this to be the start of the second generation airliner dry stripping program. In this paper

Pauli, Robert, Taylor, William

MAINTENANCE OF PITOT-STATIC SYSTEMS OF TRANSPORT AIRCRAFT

AIR975 (Historical)10/01/1984

A-4 Aircraft Instruments Committee

Development and Flight Test of a Two-Place Night/Adverse Weather A-10 for the Close-Air Support and Battlefield Attack Mission

79106902/01/1979

Recognizing a critical void in battlefield support tactical air capability in night and adverse weather, a Fairchild sponsored activity was undertaken to develop, build and critically evaluate a near term, cost-effective solution consisting of an enhancement of the highly effective A-10 system. The objective was to incorporate an effective integration of proven avionics with appropriate displays and presentations into a modified A-10, and to demonstrate night/adverse weather tactical effectiveness using this system to exploit the A-10's tactics and munitions. The N/AW A-10 has been demonstrated to be a formidable and viable night-low level penetrator with outstanding lethality.

Williamson, John M., Shawler, Wendell

System Integration in Business Aircraft Avionics

74034602/01/1974

There is an increasing need for improved efficiency in flight operations of business aircraft while preserving the operational flexibility that is essential to the business aircraft mission. The growing complexity of the air traffic control environment coupled with new regulatory demands has spawned the development of new avionic devices to meet the new requirements. These devices must be integrated into the avionic equipment complex in a manner that fits the normal pattern of pilot activity and does not increase his workload. The operational integration will result in less overall avionic system complexity, fewer interface compatibility problems, improved reliability and lower cost of ownership.

Wohlers, A.K.

Engine Performance for the Business Jets

70020902/01/1970

The pilot flying one of today's business jets has a high precision tool at his command. Some of the same basic principles of flying piston-powered airplanes still apply; however, with the jet engine he is faced with revising some of his operating and handling techniques. These changes in techniques have been brought about by increased engine thrusts, increased speeds, longer range, and higher altitudes. It is the purpose of this paper to explain some of these new characteristics associated with the high performing jet engine, such as, engine ratings, installation effects, operating limitations, thrust setting procedure, engine performance, engine check-out and testing, airplane range. The interrelationship of these characteristics are discussed to show the importance of proper engine operation so the operator can gain maximum performance from the business jet.

Smith, Lawrence D.

DESIGN AND INSTALLATION OF PITOT-STATIC SYSTEMS FOR TRANSPORT AIRCRAFT

ARP920 (Historical)10/01/1968

This Aerospace Recommended Practice covers the design and installation requirements for pitot-static systems.

A-4 Aircraft Instruments Committee

AS8679 Arrangement of Banjo Fittings, Pitot Static Systems

AS8679-2 (Current)10/11/1967

No scope available.

Engine and Airframe Technical Standards Committee (TSC)

C-5A Flight Control System

67057402/01/1967

The C-5A flight control system is explained with individual schematics illustrating each subsystem. Several mechanical failure situations and necessary pilot actions are described. The distribution of hydraulic power and its importance on an airplane which uses fully powered hydraulic flight controls is explained. The handling quality requirements and some results of ground based simulation studies are presented.

Jamison, Gene S.

AS8681 Banjo Body, Static. Pitot Static System

AS8681-2 (Current)12/12/1966

No scope available.

Engine and Airframe Technical Standards Committee (TSC)

AS8683 Banjo Bolt, Static. Pitot Static System

AS8683-1 (Current)10/11/1966

No scope available.

Engine and Airframe Technical Standards Committee (TSC)

AS8680 Banjo Bolt, Pitot. Pitot Static System

AS8680-1 (Current)10/11/1966

No scope available.

Engine and Airframe Technical Standards Committee (TSC)

AS8682 Banjo Bolt, Pitot. Pitot Static System

AS8682-1 (Current)10/11/1966

No scope available.

Engine and Airframe Technical Standards Committee (TSC)

Angle of Attack as an Aid to Flying

65025002/01/1965

Application of the early ideas of Wilbur and Orville Wright, in regards to angle of incidence, has provided the Navy with an effective method of controlling airplane approach and landing speeds. The current Navy angle-of-attack systems have commercial applications for use in landing, clear air turbulence, stall warning and other flight regimes. The most important application of the angle-of-attack, to date, has been its use with automatic throttle for control of speed in approaches and landings. The angle-of-attack system provides optimum reference for auto-throttle operation regardless of aircraft weight, bank angle, flap settings, “g” loading and engines in operation.

Tuomela, Commander C. H.

Airspeed Indicator (Pitot Static) (Reciprocating Engine Powered Aircraft)

AS391 (Historical)07/01/1947

This Aeronautical Standard covers five basic types o fairspeed instruments as follows: Type I - 1 revolution Type II - 1 revolution (unequal scale) Type III - 1 1/2 to 1 3/4 revolutions Type IV - 7 revolutions Type V - 1 3/4 to 2 revolutions

A-4 Aircraft Instruments Committee

THE MEASUREMENT OF LANDING SPEED AND OTHER FLIGHT TEST PROCEDURE

34007101/01/1934

CRAM, RALPH L.

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