The document discusses emergency locator transmitters (ELTs) used in aircraft. It provides details on:
- How ELTs work, automatically transmitting a distress signal on two frequencies if the aircraft crashes.
- ELT system components including the transmitter, antenna, and battery designed to operate for 48 hours.
- Regulations requiring ELTs on most aircraft and procedures for testing, maintaining, and replacing batteries.
- The purpose of ELTs is to help search teams locate downed aircraft by transmitting a locating signal.
The document discusses the principles and operation of VOR (VHF Omni-directional Range) navigation. It explains that VOR stations transmit radio signals that allow aircraft receivers to determine their bearing from the station and navigate radials. The station transmits both a rotating signal and fixed reference signal, and the receiver compares the phase difference to calculate the radial. It provides details on how VOR radials are displayed on charts and how pilots can navigate to or from a station based on the radial indication.
DME in Aviation||| Avionics || Distance Measuring EquipmentBishow Gautam
DME (Distance Measuring Equipment) uses radio signals to determine the distance between an aircraft and a ground station. It was developed in Australia in the 1950s and consists of an interrogator in the aircraft and a transponder on the ground. The aircraft sends a pulsed interrogation signal and the ground station responds after a precise time delay. By measuring the elapsed time, the aircraft can calculate its distance from the station. DME provides accuracy up to 25 nautical miles, with errors occurring closer to the station due to slant range differences. It operates using two timing modes, X and Y, which differ in their pulse spacing and ground station delay times.
Aircraft Communication Topic 6 pa systemIzah Asmadi
The document discusses aircraft audio control and public address systems. It describes how an audio control unit integrates and isolates audio signals from communication and navigation receivers, and allows selection of inputs and outputs. It provides audio to headsets and speakers. The public address system allows cockpit crew and flight attendants to make announcements to passengers through speakers in the cabin and lavatories. It has priority levels for different types of announcements. Call systems allow crew to communicate and alert each other through lights and sounds.
Aircraft Communication Topic 5 selcal and data link systemIzah Asmadi
The document describes Selcal technology used in aviation. Selcal allows ground operators to selectively call specific aircraft. It works by transmitting aircraft-specific tone combinations that are decoded by the aircraft's Selcal receiver. When the proper tones are received, the decoder alerts the flight crew via visual and audible signals. This allows crews to monitor radios only when their aircraft is being called, reducing workload. The document also provides details on how Selcal systems are implemented and their components.
Nav Topic 10 instrument landing systemsIzah Asmadi
The instrument landing system (ILS) allows pilots to land aircraft using instrument references even in low visibility conditions. The ILS provides both horizontal and vertical guidance to the runway using transmitters that emit radio signals received by the aircraft's instruments. Properly equipped aircraft can land using the ILS in near-zero visibility conditions. The ILS includes marker beacons that transmit tones to indicate the aircraft's distance from the runway. The localizer transmitter provides horizontal guidance by emitting left and right signals to keep the aircraft aligned with the runway centerline.
The Instrument Landing System (ILS) provides precision guidance to aircraft during instrument approaches and landings. It uses radio signals from an antenna array installed at the end of runways to provide lateral and vertical guidance. The ILS allows aircraft to land safely during low visibility conditions. It consists of localizer and glide slope components that guide the aircraft to the runway centerline and a 3 degree glide path for landing. Marker beacons also help pilots locate distances from the runway threshold. The ILS enables categories of instrument approaches with minimum visibility and decision height requirements.
Distance Measuring Equipment (DME) uses radio frequency signals to measure the distance between an aircraft and a ground station. The airborne DME unit includes a transmitter, receiver, timing circuits, and distance indicator. It sends interrogating signals to the ground station transponder, which includes a transmitter, decoder/encoder computer, receiver, and timing circuits. The DME calculates distance by measuring the round-trip travel time of signals and subtracting a fixed ground delay, then displays distance in nautical miles. DME allows pilots to determine their position by combining a VOR radial with a DME distance.
The document provides information about the communication systems on a B737 aircraft, including:
- The radio communication, interphone, cockpit voice recorder, and communication crew alerting systems.
- The audio control panels, radio tuning panels, and radio communication panels used to control the communication systems.
- Details on the audio systems, audio control panels, microphones, radio tuning panels, and limitations of the communication systems. It describes normal operation and what to do in case of degraded audio system operation.
The document discusses the principles and operation of VOR (VHF Omni-directional Range) navigation. It explains that VOR stations transmit radio signals that allow aircraft receivers to determine their bearing from the station and navigate radials. The station transmits both a rotating signal and fixed reference signal, and the receiver compares the phase difference to calculate the radial. It provides details on how VOR radials are displayed on charts and how pilots can navigate to or from a station based on the radial indication.
DME in Aviation||| Avionics || Distance Measuring EquipmentBishow Gautam
DME (Distance Measuring Equipment) uses radio signals to determine the distance between an aircraft and a ground station. It was developed in Australia in the 1950s and consists of an interrogator in the aircraft and a transponder on the ground. The aircraft sends a pulsed interrogation signal and the ground station responds after a precise time delay. By measuring the elapsed time, the aircraft can calculate its distance from the station. DME provides accuracy up to 25 nautical miles, with errors occurring closer to the station due to slant range differences. It operates using two timing modes, X and Y, which differ in their pulse spacing and ground station delay times.
Aircraft Communication Topic 6 pa systemIzah Asmadi
The document discusses aircraft audio control and public address systems. It describes how an audio control unit integrates and isolates audio signals from communication and navigation receivers, and allows selection of inputs and outputs. It provides audio to headsets and speakers. The public address system allows cockpit crew and flight attendants to make announcements to passengers through speakers in the cabin and lavatories. It has priority levels for different types of announcements. Call systems allow crew to communicate and alert each other through lights and sounds.
Aircraft Communication Topic 5 selcal and data link systemIzah Asmadi
The document describes Selcal technology used in aviation. Selcal allows ground operators to selectively call specific aircraft. It works by transmitting aircraft-specific tone combinations that are decoded by the aircraft's Selcal receiver. When the proper tones are received, the decoder alerts the flight crew via visual and audible signals. This allows crews to monitor radios only when their aircraft is being called, reducing workload. The document also provides details on how Selcal systems are implemented and their components.
Nav Topic 10 instrument landing systemsIzah Asmadi
The instrument landing system (ILS) allows pilots to land aircraft using instrument references even in low visibility conditions. The ILS provides both horizontal and vertical guidance to the runway using transmitters that emit radio signals received by the aircraft's instruments. Properly equipped aircraft can land using the ILS in near-zero visibility conditions. The ILS includes marker beacons that transmit tones to indicate the aircraft's distance from the runway. The localizer transmitter provides horizontal guidance by emitting left and right signals to keep the aircraft aligned with the runway centerline.
The Instrument Landing System (ILS) provides precision guidance to aircraft during instrument approaches and landings. It uses radio signals from an antenna array installed at the end of runways to provide lateral and vertical guidance. The ILS allows aircraft to land safely during low visibility conditions. It consists of localizer and glide slope components that guide the aircraft to the runway centerline and a 3 degree glide path for landing. Marker beacons also help pilots locate distances from the runway threshold. The ILS enables categories of instrument approaches with minimum visibility and decision height requirements.
Distance Measuring Equipment (DME) uses radio frequency signals to measure the distance between an aircraft and a ground station. The airborne DME unit includes a transmitter, receiver, timing circuits, and distance indicator. It sends interrogating signals to the ground station transponder, which includes a transmitter, decoder/encoder computer, receiver, and timing circuits. The DME calculates distance by measuring the round-trip travel time of signals and subtracting a fixed ground delay, then displays distance in nautical miles. DME allows pilots to determine their position by combining a VOR radial with a DME distance.
The document provides information about the communication systems on a B737 aircraft, including:
- The radio communication, interphone, cockpit voice recorder, and communication crew alerting systems.
- The audio control panels, radio tuning panels, and radio communication panels used to control the communication systems.
- Details on the audio systems, audio control panels, microphones, radio tuning panels, and limitations of the communication systems. It describes normal operation and what to do in case of degraded audio system operation.
The Emergency Locator Transmitter (ELT) is a battery-powered transmitter installed in aircraft to help locate the aircraft if it crashes. The ELT emits a signal on two emergency frequencies that can be detected by search and rescue teams. It is designed to automatically activate upon crash impact and transmit continuously for 48 hours. Proper installation, periodic testing, and battery replacement are required to ensure the ELT functions properly in an emergency.
The document summarizes the instrument landing system (ILS), which provides aircraft with horizontal and vertical guidance when landing during low visibility conditions. The ILS uses radio transmitters on the ground to guide planes to runways. It consists of a localizer for lateral guidance and a glide slope for vertical guidance. Marker beacons located before the runway also help pilots judge their distance from the runway threshold. By keeping the ILS indicators centered in the cockpit, pilots can align their aircraft with the runway centerline and glide path for landing. The ILS was first tested in 1929 and helped enable safer landings in poor weather.
Instrumental Landing System - ILS - Airport EngineeringTheerumalai Ga
A short note on the Instrumental Landing system used for flight landing in Airport Engineering. Worked for an assignment. Hope it'll help you for a read to know about ILS
Instrument Landing System is a system installed in the aeroplanes for a safe landing. This slide includes all the necessary details about the system, components, installations, working, upgradations.
VHF communication systems are used for air traffic control communications between aircraft and ground stations. They operate in the 118-136.975 MHz frequency range and use line-of-sight signals. Modern VHF systems have 720-760 channels and use digital technologies like ARINC 429 data buses for frequency selection and data transfer. VHF systems consist of a transceiver, control head, antennas, and interface to the aircraft audio system.
The document provides information on Automatic Direction Finders (ADF) used for radio navigation. It discusses how ADFs use non-directional beacons and AM broadcast stations to provide a bearing to the pilot. It describes the principles of ADF navigation and antenna theory, explaining how a loop antenna and sense antenna are used to determine the direction of radio signals. It also provides details on ADF circuitry and installation techniques.
The document discusses the Aircraft Communication, Addressing and Reporting System (ACARS). It provides details on:
- ACARS is a digital data link system used to transmit messages between aircraft and ground stations via radio or satellite. It was developed by ARINC in 1978 to automate communication and reduce crew workload.
- The system consists of equipment onboard aircraft and on the ground, as well as data link service providers like ARINC and SITA that connect aircraft to the ground system.
- ACARS transmissions play an important role in investigations of air accidents by providing data to help locate crashed aircraft. It has also been used to collect weather data from commercial flights for agencies like NOAA.
Nav Topic 5 selcal and data link systemIzah Asmadi
The document discusses the Selcal (SElective CALling) system used in aircraft avionics. The Selcal system allows ground operators to selectively call individual aircraft by transmitting tone codes. When the aircraft's Selcal decoder receives the correct code, it alerts the flight crew so they can communicate via radio. The Selcal system monitors radio receivers, decodes signals, and alerts crews without requiring constant radio monitoring. This reduces pilot workload, especially on long flights.
The document provides information on anti-ice and rain protection systems for the Boeing 737 NG, including thermal anti-icing, electrical anti-icing, and windshield wipers. It describes the flight deck window heat, probe and sensor heat, engine anti-ice system, wing anti-ice system, ice detection system, and corresponding controls and indicators. The wing and engine anti-ice systems use bleed air to prevent ice buildup, while probes and sensors are heated electrically. Lights indicate system status and faults like overheat conditions.
ACARS is an aircraft data communication system that allows transmission of messages between aircraft and ground stations for air traffic control, airline operations control, and maintenance. It uses VHF radio or satellite to transmit messages in a standardized format. Main message types include air traffic control, airline operations control, and maintenance messages. ACARS interfaces with flight management systems and cockpit display units.
The document provides an overview of the Instrument Landing System (ILS), which uses radio beams to guide aircraft during approaches and landings. It describes the key components of the ILS, including the localizer and glide path antennas that transmit horizontal and vertical guidance signals. It also explains how the onboard instruments in the cockpit indicate to the pilot whether adjustments are needed to stay aligned with the centerline and glide slope of the runway. The ILS was first used for a scheduled passenger flight in 1938 and was later standardized by ICAO to improve safety during low visibility operations.
This document provides an introduction to the Instrument Landing System (ILS). ILS uses radio beams to guide aircraft to the runway during low visibility landings. It consists of ground-based localizers, glide slopes, and marker beacons, as well as airborne receivers. The localizer transmits left/right guidance while the glide slope provides up/down guidance to help the pilot align with the runway centerline and descend at the proper angle for a safe landing. Marker beacons inform pilots of their position and height along the approach path to the runway. ILS significantly improves safety during instrument approaches and landings.
Aircraft Communication Topic 4 vhf communication systemIzah Asmadi
VHF communication systems are used for air traffic control and allow pilots to communicate with air traffic control centers, towers, and flight service stations. They operate between 118-151.975 MHz and communication is limited to line-of-sight. Modern VHF systems incorporate digital technology for reduced size and easier maintenance. Pilots select frequencies using a control panel that interfaces with a transceiver unit, which contains a receiver, transmitter, and antenna to send and receive radio signals.
This document provides summaries of various aviation navigation and safety systems, including:
- Automatic Direction Finder (ADF) which uses nondirectional radio beacons (NDBs) to determine direction;
- VHF Omni-directional Range (VOR) which provides navigation guidance from ground-based transmitters;
- Distance Measuring Equipment (DME) which measures slant distance from aircraft to ground stations;
- Instrument Landing System (ILS) which provides precision guidance for landing with localizer and glide slope signals;
- Traffic Collision Avoidance System (TCAS) which monitors nearby aircraft independently of air traffic control and warns pilots of potential collisions.
This document provides a quick reference guide to air navigation systems. It describes key systems such as the Instrument Landing System (ILS), which uses localizers and glide paths to guide aircraft horizontally and vertically during landing. It also discusses Distance Measuring Equipment (DME) for measuring distances from ground stations, marker beacons along approach paths, the older Microwave Landing System (MLS), and the newer GNSS Landing System (GLS). The guide provides brief overviews of the operating frequencies, components, and functions of these various air navigation aids.
The document provides an overview of the Instrument Landing System (ILS) and Air Traffic Control (ATC). ILS is a precision instrument approach system that provides horizontal and vertical guidance to aircraft approaching and landing on a runway. It uses separate antenna arrays to transmit left-right and up-down signals to guide the pilot. ATC manages air traffic to prevent collisions and maximize efficiency. Modernization efforts aim to upgrade outdated radar/radio systems and address issues like congestion through new GPS and satellite technologies. While ILS and ATC play key roles in safety and efficiency, challenges remain in fully implementing new solutions.
This document summarizes different types of emergency locator transmitters (ELTs) used in aircraft. It describes 5 types of ELTs: Type A or AD are automatic ejectable transmitters; Type F or AF are automatic fixed transmitters installed in aircraft; Type AP are automatic but portable; Type P must be manually activated; and Type W or S are water activated or for survival and will transmit if immersed in water. The document provides details on the features and operation of each ELT type.
This document provides a summary of VHF Omni-Directional Range (VOR) navigation. It describes VOR frequency, transmission, range, and identification. It also explains aircraft VOR equipment including the receiver, antenna, Course Deviation Indicator (CDI), and Radio Magnetic Indicator (RMI). The principal of VOR operation using phase comparison is outlined. Key aspects of CDI and RMI operation are defined, including rules for CDI interpretation. Common types of VOR errors and the VOR test facility are defined. Example exam questions on CDI calculations, twin pointer RMI, maximum VOR range, the 1 in 60 rule, and leading/lagging VOR signals are provided.
The autopilot flight director system (AFDS) consists of two flight control computers and a mode control panel. The AFDS and autothrottle are controlled automatically by the flight management computer to fly the optimized flight path. The mode control panel is used to select AFDS and autothrottle modes, with engaged modes annunciated on the flight mode annunciator. The flight director displays command guidance for the pilot when engaged but does not provide flare guidance for landing.
This chapter discusses project scheduling techniques including lagging activities, crashing projects, and developing activity networks. It covers applying lag relationships, constructing Gantt charts, accelerating projects through crashing or fast-tracking, understanding time-cost tradeoffs of crashing, and developing networks using both activity-on-node and activity-on-arrow approaches. The chapter aims to help readers schedule projects efficiently while understanding the costs and benefits of different techniques.
The Emergency Locator Transmitter (ELT) is a battery-powered transmitter installed in aircraft to help locate the aircraft if it crashes. The ELT emits a signal on two emergency frequencies that can be detected by search and rescue teams. It is designed to automatically activate upon crash impact and transmit continuously for 48 hours. Proper installation, periodic testing, and battery replacement are required to ensure the ELT functions properly in an emergency.
The document summarizes the instrument landing system (ILS), which provides aircraft with horizontal and vertical guidance when landing during low visibility conditions. The ILS uses radio transmitters on the ground to guide planes to runways. It consists of a localizer for lateral guidance and a glide slope for vertical guidance. Marker beacons located before the runway also help pilots judge their distance from the runway threshold. By keeping the ILS indicators centered in the cockpit, pilots can align their aircraft with the runway centerline and glide path for landing. The ILS was first tested in 1929 and helped enable safer landings in poor weather.
Instrumental Landing System - ILS - Airport EngineeringTheerumalai Ga
A short note on the Instrumental Landing system used for flight landing in Airport Engineering. Worked for an assignment. Hope it'll help you for a read to know about ILS
Instrument Landing System is a system installed in the aeroplanes for a safe landing. This slide includes all the necessary details about the system, components, installations, working, upgradations.
VHF communication systems are used for air traffic control communications between aircraft and ground stations. They operate in the 118-136.975 MHz frequency range and use line-of-sight signals. Modern VHF systems have 720-760 channels and use digital technologies like ARINC 429 data buses for frequency selection and data transfer. VHF systems consist of a transceiver, control head, antennas, and interface to the aircraft audio system.
The document provides information on Automatic Direction Finders (ADF) used for radio navigation. It discusses how ADFs use non-directional beacons and AM broadcast stations to provide a bearing to the pilot. It describes the principles of ADF navigation and antenna theory, explaining how a loop antenna and sense antenna are used to determine the direction of radio signals. It also provides details on ADF circuitry and installation techniques.
The document discusses the Aircraft Communication, Addressing and Reporting System (ACARS). It provides details on:
- ACARS is a digital data link system used to transmit messages between aircraft and ground stations via radio or satellite. It was developed by ARINC in 1978 to automate communication and reduce crew workload.
- The system consists of equipment onboard aircraft and on the ground, as well as data link service providers like ARINC and SITA that connect aircraft to the ground system.
- ACARS transmissions play an important role in investigations of air accidents by providing data to help locate crashed aircraft. It has also been used to collect weather data from commercial flights for agencies like NOAA.
Nav Topic 5 selcal and data link systemIzah Asmadi
The document discusses the Selcal (SElective CALling) system used in aircraft avionics. The Selcal system allows ground operators to selectively call individual aircraft by transmitting tone codes. When the aircraft's Selcal decoder receives the correct code, it alerts the flight crew so they can communicate via radio. The Selcal system monitors radio receivers, decodes signals, and alerts crews without requiring constant radio monitoring. This reduces pilot workload, especially on long flights.
The document provides information on anti-ice and rain protection systems for the Boeing 737 NG, including thermal anti-icing, electrical anti-icing, and windshield wipers. It describes the flight deck window heat, probe and sensor heat, engine anti-ice system, wing anti-ice system, ice detection system, and corresponding controls and indicators. The wing and engine anti-ice systems use bleed air to prevent ice buildup, while probes and sensors are heated electrically. Lights indicate system status and faults like overheat conditions.
ACARS is an aircraft data communication system that allows transmission of messages between aircraft and ground stations for air traffic control, airline operations control, and maintenance. It uses VHF radio or satellite to transmit messages in a standardized format. Main message types include air traffic control, airline operations control, and maintenance messages. ACARS interfaces with flight management systems and cockpit display units.
The document provides an overview of the Instrument Landing System (ILS), which uses radio beams to guide aircraft during approaches and landings. It describes the key components of the ILS, including the localizer and glide path antennas that transmit horizontal and vertical guidance signals. It also explains how the onboard instruments in the cockpit indicate to the pilot whether adjustments are needed to stay aligned with the centerline and glide slope of the runway. The ILS was first used for a scheduled passenger flight in 1938 and was later standardized by ICAO to improve safety during low visibility operations.
This document provides an introduction to the Instrument Landing System (ILS). ILS uses radio beams to guide aircraft to the runway during low visibility landings. It consists of ground-based localizers, glide slopes, and marker beacons, as well as airborne receivers. The localizer transmits left/right guidance while the glide slope provides up/down guidance to help the pilot align with the runway centerline and descend at the proper angle for a safe landing. Marker beacons inform pilots of their position and height along the approach path to the runway. ILS significantly improves safety during instrument approaches and landings.
Aircraft Communication Topic 4 vhf communication systemIzah Asmadi
VHF communication systems are used for air traffic control and allow pilots to communicate with air traffic control centers, towers, and flight service stations. They operate between 118-151.975 MHz and communication is limited to line-of-sight. Modern VHF systems incorporate digital technology for reduced size and easier maintenance. Pilots select frequencies using a control panel that interfaces with a transceiver unit, which contains a receiver, transmitter, and antenna to send and receive radio signals.
This document provides summaries of various aviation navigation and safety systems, including:
- Automatic Direction Finder (ADF) which uses nondirectional radio beacons (NDBs) to determine direction;
- VHF Omni-directional Range (VOR) which provides navigation guidance from ground-based transmitters;
- Distance Measuring Equipment (DME) which measures slant distance from aircraft to ground stations;
- Instrument Landing System (ILS) which provides precision guidance for landing with localizer and glide slope signals;
- Traffic Collision Avoidance System (TCAS) which monitors nearby aircraft independently of air traffic control and warns pilots of potential collisions.
This document provides a quick reference guide to air navigation systems. It describes key systems such as the Instrument Landing System (ILS), which uses localizers and glide paths to guide aircraft horizontally and vertically during landing. It also discusses Distance Measuring Equipment (DME) for measuring distances from ground stations, marker beacons along approach paths, the older Microwave Landing System (MLS), and the newer GNSS Landing System (GLS). The guide provides brief overviews of the operating frequencies, components, and functions of these various air navigation aids.
The document provides an overview of the Instrument Landing System (ILS) and Air Traffic Control (ATC). ILS is a precision instrument approach system that provides horizontal and vertical guidance to aircraft approaching and landing on a runway. It uses separate antenna arrays to transmit left-right and up-down signals to guide the pilot. ATC manages air traffic to prevent collisions and maximize efficiency. Modernization efforts aim to upgrade outdated radar/radio systems and address issues like congestion through new GPS and satellite technologies. While ILS and ATC play key roles in safety and efficiency, challenges remain in fully implementing new solutions.
This document summarizes different types of emergency locator transmitters (ELTs) used in aircraft. It describes 5 types of ELTs: Type A or AD are automatic ejectable transmitters; Type F or AF are automatic fixed transmitters installed in aircraft; Type AP are automatic but portable; Type P must be manually activated; and Type W or S are water activated or for survival and will transmit if immersed in water. The document provides details on the features and operation of each ELT type.
This document provides a summary of VHF Omni-Directional Range (VOR) navigation. It describes VOR frequency, transmission, range, and identification. It also explains aircraft VOR equipment including the receiver, antenna, Course Deviation Indicator (CDI), and Radio Magnetic Indicator (RMI). The principal of VOR operation using phase comparison is outlined. Key aspects of CDI and RMI operation are defined, including rules for CDI interpretation. Common types of VOR errors and the VOR test facility are defined. Example exam questions on CDI calculations, twin pointer RMI, maximum VOR range, the 1 in 60 rule, and leading/lagging VOR signals are provided.
The autopilot flight director system (AFDS) consists of two flight control computers and a mode control panel. The AFDS and autothrottle are controlled automatically by the flight management computer to fly the optimized flight path. The mode control panel is used to select AFDS and autothrottle modes, with engaged modes annunciated on the flight mode annunciator. The flight director displays command guidance for the pilot when engaged but does not provide flare guidance for landing.
This chapter discusses project scheduling techniques including lagging activities, crashing projects, and developing activity networks. It covers applying lag relationships, constructing Gantt charts, accelerating projects through crashing or fast-tracking, understanding time-cost tradeoffs of crashing, and developing networks using both activity-on-node and activity-on-arrow approaches. The chapter aims to help readers schedule projects efficiently while understanding the costs and benefits of different techniques.
Aircraft Communication Topic 4 hf communication systemIzah Asmadi
HF communication systems operate between 2-30 MHz and are used for long-distance radio transmissions via ground waves. They are commonly found on larger aircraft to provide extended communication range with ground stations or other aircraft. A typical HF system consists of an HF transceiver and power amplifier located in the aircraft's electronics rack, an antenna, and a control head in the cockpit. The Rockwell Collins HF-220 is an example HF system that uses an automatic antenna coupler to tune the antenna across the operating frequency range.
Aircraft Communication Topic 3 radio componentsIzah Asmadi
The document discusses basic radio system components including amplifiers, oscillators, modulators, demodulators, filters, antennas, tuning circuits, and transmitters and receivers. It provides details on each component's function and operating principles. Amplifiers are used to increase signal strength and come in classes A, B, and C. Oscillators produce frequencies using LC circuits that are stabilized using feedback or crystals. Modulators combine audio and radio frequencies while demodulators separate them. Antennas transmit and receive radio waves and come in types like dipoles and monopoles that have characteristics like polarization and directivity.
Aircraft Communication Topic 2 modulation and propagation of radio wavesIzah Asmadi
The document discusses different methods of modulation used in aviation communication, including amplitude modulation (AM), frequency modulation (FM), and single-sideband (SSB) modulation. It also describes how radio waves can propagate via different paths, such as surface waves, sky waves, and space waves, depending on the frequency of the radio transmission. The simplest form of modulation is on-off keying used for Morse code, while more advanced methods like AM, FM, and SSB are used to transmit voice and music signals. Radio waves at different frequencies propagate differently, with lower frequencies following the curvature of the Earth and higher frequencies traveling in straight lines.
Radio technology uses electromagnetic waves to transmit information between locations. Early aircraft radios provided communications, while navigation systems developed later. Modern aircraft use radio for various purposes including communications, navigation, air traffic control, weather avoidance, approach guidance, altitude measurement, and collision avoidance. Radio waves are categorized into frequency bands from very low to extremely high, with aircraft systems using bands from very low to super high frequency.
The document discusses the various interphone and public address systems on aircraft, including:
- The flight interphone system which allows communication between flight crew and ground personnel.
- The service interphone system which provides communication between flight crew, attendants, and ground crew.
- The cabin interphone system which allows communication between the cockpit and cabin attendants.
- The passenger address system which transmits announcements from the flight crew to passengers.
- The emergency locator transmitter (ELT) which transmits distress signals to help locate an aircraft after a crash. Regular maintenance and testing of the ELT is required.
The document discusses the various interphone and public address systems on aircraft, including:
- The flight interphone system which allows communication between flight crew and ground personnel.
- The service interphone system which provides communication between flight crew, attendants, and ground crew.
- The cabin interphone system which allows communication between the cockpit and cabin attendants.
- The passenger address system which transmits announcements from the flight crew to passengers.
- The emergency locator transmitter (ELT) which transmits distress signals to help locate the aircraft in an emergency. Regular maintenance and testing of the ELT is required.
This document provides information on traffic collision avoidance systems (TCAS). It begins by stating the lesson objectives are to explain the principles of TCAS operation and different types of TCAS. It then discusses TCAS I, which issues traffic advisories, and TCAS II, which provides resolution advisories that recommend vertical maneuvers to pilots. TCAS II is now required internationally on aircraft over 30 seats or 15,000 kg. The document provides details on how TCAS, TCAS I, and TCAS II function to help pilots visually locate intruder aircraft and resolve potential collisions.
This document provides a summary of instrument panels and systems on a Boeing 727-200 aircraft. It describes the layout of the main instrument panels used by pilots and crew. It also provides details on the types of instrument indicators and how they are mounted. The document then summarizes several key aircraft systems including the flight data recorder, clocks, and aural warning system. It explains the components and functions of these systems.
Emergency and role equipment of HelicopterBai Haqi
This document provides information about emergency and role equipment fitted to helicopters, including emergency locator transmitters (ELTs), search lights, rescue hoists, cargo hooks, and infrared cameras. It describes the purpose and function of each piece of equipment, as well as maintenance requirements. The key points covered are that ELTs transmit distress signals from crashed aircraft, search lights are used for night operations, hoists rescue people in emergencies, cargo hooks carry external loads, and infrared cameras detect heat signatures. Proper maintenance following manufacturers' manuals is important to ensure this equipment functions correctly when needed.
Transponders are required equipment that help air traffic control identify and track aircraft. They automatically send a unique four-digit identification code in response to interrogation from ATC radar. Transponders can operate in different modes to provide identification, altitude reporting, and collision avoidance. ELTs and EPIRBs are emergency locator beacons that transmit distress signals to help search and rescue teams locate downed aircraft. FDRs and CVRs are flight data and cockpit voice recorders, known collectively as the "black boxes," that record key flight parameters and cockpit audio to help investigate accidents.
This document outlines the key safety systems and equipment required for unmanned machinery space (UMS) class vessels. It discusses requirements for control of propulsion equipment from the bridge, a centralized control room, automatic fire detection and alarms, comprehensive machinery alarms, a fire control station, automatic bilge pumping, an emergency generator, local manual controls, automatic boiler controls, and safety systems. It emphasizes the need for adequate instrumentation, automatic shutdowns, load shedding, duplicate pumps, separate steering gears, personnel safety systems, and regular testing and maintenance to ensure safety is equivalent to manned vessels.
This document outlines the key safety systems and equipment required for unmanned machinery space (UMS) class vessels. It discusses requirements for control of propulsion and machinery from the bridge, a centralized control room, automatic fire detection and alarms, comprehensive machinery alarms, a remotely located fire control station, automatic bilge pumping systems, an emergency generator, local manual controls, automatic boiler controls, and safety systems for machinery shutdown and redundancy of essential systems. It also covers requirements for regular testing and maintenance of instrumentation to ensure safety is maintained without manned machinery spaces.
The document provides information on warning systems for the Boeing 737 NG, including visual, aural and tactile warnings. It describes conditions that trigger red warning lights for issues that require immediate attention, such as engine fires. Amber caution lights indicate issues needing timely attention. Blue, green and dim/bright blue lights provide non-critical information. The stick shaker and aural warnings alert to impending stalls. Ground proximity warning systems monitor altitude and terrain clearance in different phases of flight.
This document provides an overview of communication, navigation, and surveillance equipment used at airports in India. It discusses various facilities including VHF communication, digital voice recorders, dedicated satellite networks, VOR and DME navigation systems, and surveillance technologies. The aim is to familiarize the reader with the key CNS systems and how they enable safe and efficient airport operations.
This document provides instructions and safety precautions for installing, operating, and maintaining an inverter chassis unit. Key points include:
- Proper installation location and environment are important for cooling and to prevent dust/moisture from affecting operation.
- Separate main circuit and control circuit wiring and minimize lengths if parallel. Ground shield cables at the inverter.
- Directly ground the inverter enclosure to a ground bar or pole with a cable no smaller than 38mm^2.
- Additional noise suppression measures may be needed depending on the application.
- Verify power voltage is within the inverter's rated tolerance before operation.
The document discusses aircraft audio control units. It describes:
1) How audio control units integrate and isolate audio signals from various avionics receivers and transmitters to allow pilots to control what they hear.
2) The Baker Model M1035 audio control unit, which has provisions for multiple audio inputs and outputs, audio selection controls, and isolation of audio signals.
3) How audio control units provide audio mixing and isolation through internal circuits to prevent interference between different receiver audio outputs.
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Aircraft Communication Topic 7 elt, cvr and fdr
1. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
EEmmeerrggeennccyy LLooccaattoorr
TTrraannssmmiitttteerr
The Emergency Locator Transmitter (ELT) is a self‑contained battery operated
transmitter that is designed to help locate an airplane after a crash.
An ELT has an inertia switch that closes in the event of a crash and starts the
transmitter emitting a series of down-sweeping tones simultaneously on two
emergency frequencies, 121.5 MHz in the VHF band and 243.0 MHz in the UHF
band.
The battery in an ELT has a design life long enough to operate the transmitter
continuously for 48 hours.
An emergency locator transmitter (ELT), also referred to as a locator beacon, is
required on aircraft:
to provide a signal or signals that will enable search aircraft or ground stations
to find aircraft that have made crash landings in remote or mountainous areas.
AV2220 - Aircraft Communication Systems Chapter 3 1
2. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
The ELT system is a transmitter that emits an onmidirectional signal on the
international distress signals at 121.5 and 243.0 MHz.
General-aviation aircraft, commercial aircraft, the FAA, and the CAP (Civil Air Patrol)
monitor 121.5 MHz.
The 243.0 MHz is monitored by the military services.
The unit is designed:
to automatically activate under emergency condition
or may be operated manually from the cabin to summon assistance in other than a
disabling emergency condition,
the distress signal can be detected by Search and Rescue Satellite (SARSAT).
ELTs are installed as far aft in the fuselage as it is practical to place them, and they
are connected to a flexible whip antenna.
The installation must be such that orients the inertia switch so that it is sensitive to a
force of approximately 5G along the longitudinal axis of the aircraft.
AV2220 - Aircraft Communication Systems Chapter 3 2
3. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
When an ELT is properly installed, it requires little maintenance other than ensuring
that it remains securely mounted and connected to its antenna.
There must be no evidence of corrosion, and the battery must be replaced
according to a specific schedule.
Non-rechargeable batteries must be replaced or chargeable batteries recharged:
when the transmitter has been used for more than one cumulative hour, or
when it has reached 50% of its usable life, or
if it is rechargeable 50% of its useful life of charge.
The date required for its replacement must be legibly marked on the outside of the
transmitter case and recorded in the aircraft maintenance records.
An ELT can be tested by removing it and taking it into a shielded or screened room to
prevent its radiation from causing a false alert.
AV2220 - Aircraft Communication Systems Chapter 3 3
4. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
An operational check may be made with the ELT in the aircraft by removing the
antenna and connecting a dummy load.
If it is not possible to use a dummy load:
the antenna may be left in place
the ELT operated for no more than three audible sweeps
the test must be conducted within the first five minutes after any hour
If the ELT must be operated outside of this time frame:
the nearest FAA control tower must be contacted and the test coordinated with
them
The pilot should check at the end of each flight to be sure that the ELT has not been
triggered.
This is done by tuning the VHF receiver to 121.5 MHz and listening for the tone. If
no tone is heard, the ELT is not operating.
AV2220 - Aircraft Communication Systems Chapter 3 4
5. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
System Components
The fixed ELT must be installed
securely in the aircraft at a location
where crash damage will be minimal.
The location selected is usually in the
area of the tail cone;
In some cabin-type aircraft, the
unit is installed in the aft, top part
of the cabin.
Access is provided in either case so the
unit can be controlled manually.
ELT system block diagram
AV2220 - Aircraft Communication Systems Chapter 3 5
6. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
System Components (cont’d)
An ELT transmitter for small airplanes with the antenna and coaxial cable
AV2220 - Aircraft Communication Systems Chapter 3 6
7. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
System Components (cont’d)
The ELT system components consist of:
Transmitter including adapter plate
and battery
Remote control
Antenna
Wire kit for remote control
Antenna cable
ELT system components location
AV2220 - Aircraft Communication Systems Chapter 3 7
8. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
System Operation
The ELT is battery powered and is automatically turned on by crash forces. It will
transmit a special swept tone for 48 hours on two different emergency frequencies.
They are 121.5 MHz and 243.0 MHz;
121.5 is the civilian emergency frequency
243.0 is the military emergency frequency.
It is designed to activate automatically and no preliminary procedures other than
proper installation, periodic testing, and specified battery replacement are required.
The transmitter is activated by an acceleration operated switch when a rapid
deceleration force is applied along the longitudinal axis of the aircraft.
The ELT must be installed as far aft as possible but in front of the tail surfaces
since this area has been shown to remain intact in most airplane crashes.
AV2220 - Aircraft Communication Systems Chapter 3 8
9. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
System Operation (cont’d)
The batteries in the ELT must be replaced or recharged at specific intervals as
required by the FARs.
A typical ELT consists of a self-contained dual-frequency radio transmitter and
battery power-supply with a suitable whip antenna.
When armed, it will be activated by an impact force of 5g or more, as may be
experienced in a crash landing.
The ELT is powered by the alkaline battery pack.
After a crash landing, the ELT will provide line-of-sight transmission up to 100 mi
[161 km] at a receiver altitude of 10,000 ft [3050 m].
The ELT transmits on both distress frequencies simultaneously at 75-mW rated
power output for 50 continuous hours in the temperature range of -4 to +131oF
[20 to + 55oC].
AV2220 - Aircraft Communication Systems Chapter 3 9
10. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
System Operation (cont’d)
There are times when an aircraft technician may need to test an ELT so he
should be familiar with the procedure.
If possible, the ELT should be tested with the antenna disconnected or shielded to
prevent the transmission of emergency signals into the air.
If this cannot be done, it is still permissible to test the ELT, but only during the
first five minutes of any hour and for three audio sweeps maximum.
A VHF communication radio is turned on and tuned to 121.5 MHz.
The ELT is then switched on manually until the signal is heard on the receiver and
then switched off again.
AV2220 - Aircraft Communication Systems Chapter 3 10
11. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Automatic Operation Manual Operation
The ELT function switch, located in the
ELT transmitter must be set in ARM
position.
The ELT remote control switch, located
in the cockpit must be set in ARM
position.
The ARM position is the "normal"
position for the control switch.
In this position, the transmitter will
automatically commence transmitting
if the aircraft stops abruptly within
defined specification.
There are two forms of manual
operations of ELT:
Set the ELT function switch to ON
position, or
Set the ELT remote control switch to
ON position.
Manually operate the ELT only when:
A "soft” crash does not activate the
ELT.
For very brief periods during
authorized test of transmitter.
AV2220 - Aircraft Communication Systems Chapter 3 11
12. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Test Operation
The control panel on an ELT unit
contains a switch with three positions:
AUTO, OFF, and ON.
The unit may be tested by tuning the
VHF COMM receiver to 121.5 MHz and
then placing the ELT switch in the ON
position.
The emergency tone will be heard if
the ELT is operating.
Immediately after the test, the switch
should be returned to the AUTO
position.
Set the VHF No. 1 or VHF No. 2 aircraft
transceiver to 121.5 MHz with the
volume turned up.
Turn on the transmitter for 1½
seconds.
A repeating downward swept audio
signal should be heard on VHF
communication receiver.
Turn the transmitter off after 3 audio
sweeps.
Move the transmitter switch to ARM
position (normal position).
AV2220 - Aircraft Communication Systems Chapter 3 12
13. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Test Operation (cont’d)
If an ELT is inadvertently turned on,
owing to a lightning strike or an
exceptionally hard landing,
the control switch should be placed
in the OFF position to stop the
transmission,
then the switch should be returned
to the AUTO position to arm the unit.
Testing of an ELT should be performed
within the first 5 minutes of an hour
(FAA regulation) and only three pulses
of the transmitter should be activated.
For example, a test could be conducted
between 1:00 p.m. and 1:05 p.m. with
a maximum of three beeps being heard
on a frequency of 121.5 MHz.
Tests conducted in this manner do
not alert the FAA to a crashed
aircraft.
Before this check or test:
we should contact the airport control
tower to avoid an unnecessary
“alert" or false alarm
coordinate with search and rescue
agency since the activate ELT can be
detected by the Satellite ground
station.
AV2220 - Aircraft Communication Systems Chapter 3 13
14. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Service for an ELT
An ELT requires a minimum of service;
however, certain procedures are
necessary to assure satisfactory
operation.
The battery pack must be changed in
accordance with the date stamped on
the unit.
Typically, the batteries are replaced
every 2 years or after 20 min of
continuous use.
The replacement date must be clearly
marked on the battery's data plate;
otherwise, the battery is not airworthy.
The ELT should be tested regularly to
assure satisfactory operation.
An inspection of the ELT mounting and
antenna should be made periodically to
ensure firm attachment to the aircraft.
Regulations regarding the operation of
ELTs are set forth in FAR Part 91.52.
Technicians involved with the
installation and service of ELTs
should be familiar with these
regulations and manufacturer's data.
AV2220 - Aircraft Communication Systems Chapter 3 14
15. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
ELT Regulation
FAR 91.207 Emergency Locator Transmitter
No person may operate a U.S. registered civil airplane unless it meets the applicable
requirements listed below for ELTs.
Each emergency locator transmitter must be in operable condition and meet the
requirements of TSO‑C91 or TSO‑C91A and it must be installed as far aft as
practicable.
Batteries used in the ELT must be replaced or recharged as appropriate:
When the transmitter has been in use for more than one cumulative hour; or
When 50% of the useful life has expired.
The expiration date for the replacement or recharge of the battery must be legibly
marked on the outside of the transmitter and entered in the aircraft maintenance
record.
AV2220 - Aircraft Communication Systems Chapter 3 15
16. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
FAR 91.207 Emergency Locator Transmitter (cont’d)
The requirements for ELT do not apply to:
A newly acquired aircraft that must be ferried to a place where the ELT will be
installed.
An aircraft with an inoperative ELT that must be ferried to a place for ELT repair.
Turbojet powered aircraft.
Scheduled air carrier flights.
Training flights conducted entirely within 50 nautical miles of the airport of operations.
Design and test flights.
Delivery flights of new aircraft.
AV2220 - Aircraft Communication Systems Chapter 3 16
17. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
FAR 91.207 Emergency Locator Transmitter (cont’d)
The requirements for ELT do not apply to (cont’d):
Aircraft engaged in aerial application of chemicals for agricultural purposes.
Research and development aircraft.
Exhibition and air racing aircraft.
Aircraft equipped to carry only one person.
An aircraft during any period in which the ELT has been temporarily removed for
inspection, repair, modification or replacement, subject to the following:
A maintenance record entry must be made that includes the date of removal, the
serial number and the reason for removal.
A placard must be placed in view of the pilot which states "ELT not installed".
The aircraft must not be operated more than 90 days after initial ELT removal.
AV2220 - Aircraft Communication Systems Chapter 3 17
18. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
CCoocckkppiitt VVooiiccee aanndd FFlliigghhtt
DDaattaa RReeccoorrddeerr
The cockpit voice recorder (CVR) and the flight data recorder (FDR) are designed to
automatically record information in flight that can be used during an investigation
following an accident or serious incident.
They are installed on all air carrier jets and some commuter airliners and privately
owned aircraft.
The recorders are installed in the aft fuselage as since this area is least likely to be
severely damaged in an accident.
A Cockpit Voice Recorder and Flight Data Recorder installed in the aft section of the fuselage
AV2220 - Aircraft Communication Systems Chapter 3 18
19. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
The CVR is designed to record sounds in the cockpit and communications on the
intercom and radio systems.
It has a hot microphone in the cockpit which is always activated to record voices,
warning sounds, engine noise etc.
The CVR is also connected to the intercom so that conversations between the
members of the crew can be recorded.
It is also connected to radios so that communications with ATC are recorded.
The CVR has a continuous recording system that holds approximately the last 30
minutes of audio.
It is located in the aft fuselage for better survival and it is waterproof and
protected against fire and impact forces.
AV2220 - Aircraft Communication Systems Chapter 3 19
20. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
The flight data recorder has many more inputs than the cockpit voice recorder.
It has a recording time of 8 hours on smaller aircraft and about 24 hours on larger
aircraft.
The CVR and FDR are located in the same area of the aft fuselage and have
similar protection from water, fire etc.
Air carrier jets have been required to carry CVRs and FDRs for some years, but
recently new regulations have gone into effect that require these devices on
smaller aircraft.
AV2220 - Aircraft Communication Systems Chapter 3 20
21. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Regulation for CVR and FDR
FAR 91.609 Flight Recorders and Cockpit Voice Recorders
Multi‑engine turbine powered airplanes or rotorcraft with 10 passenger seats or more
manufactured after October 11, 1991 must have a digital flight data recorder with 8
hours storage.
After October 11, 1991, multi‑engine turbine powered airplanes and rotorcraft with 6
passenger seats or more and with a required minimum flight crew of 2 pilots must
have an approved cockpit voice recorder with minimum storage of 15 minutes.
If an accident or incident occurs, the operator must hold the data 90 days or longer if
requested.
AV2220 - Aircraft Communication Systems Chapter 3 21
22. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Regulation for CVR and FDR (cont’d)
FAR 91 Appendix E: Flight Recorder Specifications
The flight recorder required for certain
aircraft under FAR 91.609 must record
the following items:
1. Airspeed.
2. Altitude.
3. Magnetic Heading.
4. Vertical Acceleration.
5. Longitudinal Acceleration.
6. Pitch Attitude.
7. Roll Attitude.
1. Pitch Trim Position.
2. N1, EPR or Prop RPM and Torque.
3. Vertical Speed.
4. Angle of Attack.
5. Autopilot Engagement.
6. TE Flap Position.
7. LE Flap Position.
8. Reverse Thrust.
9. Spoiler / Speedbrake Position.
AV2220 - Aircraft Communication Systems Chapter 3 22
23. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Cockpit Voice Recorder
The cockpit voice recorder, or CVR, is an important device for determining the
cause of an aircraft accident.
An endless tape allows for 30 minutes of recording, and then it is automatically
erased and recorded over.
There are four inputs to the recording heads:
The microphones of the captain
The microphones of first officer
The microphones of flight engineer
A microphone that picks up received audio and cockpit conversations
These microphones are always "hot" and do not require any type of keying.
AV2220 - Aircraft Communication Systems Chapter 3 23
24. AAVVIIOONNIICCSS
TTEECCHHNNOOLLOOGGYY
Cockpit Voice Recorder (cont’d)
The pickups are all in the cockpit, but the actual tape recorder is in a fire resistant box
usually located near the tail of the aircraft.
The CVR is painted bright orange so that it is easily identified among the wreckage.
Cockpit voice recorders (CVRs) are very similar to flight data recorders; they look
nearly identical and operate in almost the same way.
CVRs monitor the last 30 min of flight deck conversations and radio communications.
The flight deck conversations are recorded via the microphone monitor panel located
on the flight deck.
This panel is also used to test the system and erase the tape if so desired.
The erase mode of the CVR can be operated only after the aircraft has landed and the
parking brake set.
Playback is possible only after the recorder is removed from the aircraft.
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Cockpit Voice Recorder (cont’d)
In Boeing 737:
The cockpit voice recorder uses four independent channels to record cockpit audio
on a 30 minute continuous-loop tape.
Recordings older than 30 minutes are automatically erased.
One channel records cockpit area conversations using the area microphone.
The other channels record any individual audio and transmissions from the pilots
and first observer.
In Boeing 757:
The cockpit voice recorder records any transmissions from the cockpit made
through the audio selector panels.
It also records cockpit area conversations using an area microphone.
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Cockpit Voice Recorder (cont’d)
In Boeing 777:
It has four-channel solid state voice recorder with flight deck area
microphone records the most recent 30 minutes of flight crew
communications.
It erases automatically so that only the last 30 minutes are on the memory
tape.
Inputs from the voice recorder are from the area microphone that picks up
any conversations on the flight deck, the captains, first officers, and first
observer's audio panel and their hot microphones (oxygen mask).
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Cockpit Voice Recorder (cont’d)
Input to the voice recorder is from:
the cockpit voice recorder
microphone,
the captain's,
first officer's, and
first observer's audio from their hot
microphone inputs to the AMU.
The cockpit voice recorder panel has
test and erase buttons and is on the
maintenance panel in the flight deck.
The cockpit voice recorder microphone
is on the overhead panel in the flight
deck.
There is a voice recorder jack on the
service and APU shutdown panel that
permits a ground crew member to
monitor flight deck conversation.
The recorder unit is in the aft
equipment center.
It includes an underwater locator
beacon (ULB).
To bulk erase the cockpit voice
recorder, the airplane must be on the
ground and the parking brake set.
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Flight Data Recorder
Since 1958 any commercial
passenger aircraft flying in the
United States has been required to
be equipped with an automatic flight
data recording system.
The FAA changed the regulations to
include virtually all turboprop
aircraft.
Today flight data recorders are found
on most corporate and all transport-category
aircraft.
The system must monitor both flight
parameters and flight deck voice
activities.
Recorded flight parameters include:
Aircraft's altitude
Airspeed, pitch attitude
Roll attitude
Magnetic heading
Vertical acceleration
Flap position
Gear position
Engine power
Greenwich Mean Time
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Flight Data Recorder (cont’d)
A flight data recorder is housed in a
crushproof container located near
the tail section of the aircraft.
The tape unit is fire-resistant and
contains a radio transmitter to help
crash investigators locate the unit
under water.
A data recorder is typically used for
accident investigation;
however, some airlines also use
recorded data to aid in
troubleshooting recurring
mechanical defects.
A flight data recorder
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The tape unit from a flight data recorder
Flight Data Recorder (cont’d)
A modern flight data recorder uses a
magnetic recording tape to store digital
data of flight parameters of the past 25
flight hours.
The recorder receives the majority of
its input signals from existing sensors
located throughout the aircraft.
The information is sent to the recording
unit, which stores up to 900 bits of
information on 1 in. of tape.
The tape unit employs:
two 4-channel record heads
two 4-channel erase heads
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Flight Data Recorder (cont’d)
One record and one erase head are used
when the tape travels from left to right.
The other pair of heads is used when the
tape travels from right to left.
The two pairs of erase-record heads are
set at different levels (tracks) along the
tape, thus producing an 8-track, single-channel
format.
This format allows for 25 h of data
storage at 3.125 h per track.
The tape reversal and track switching are
performed automatically when the tape
reaches its limit of travel.
The tape unit from a flight data recorder
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