If you haven’t downloaded it yet, you are missing out. Whether you want to transition to a paperless cockpit or plan your flights with better accuracy, here are five aviation apps to add to your digital toolbox. The Investigation found that a fault within the phase locked loop (PLL) circuitry of the ADC had resulted in sudden and erroneous airspeed and altitude indications on the Captain’s instruments.In this day and age, hundreds of aviation apps are available for smartphones and tablets, from in-flight tools to flight training, weather briefings, and even games. The resultant stall warning was followed by a recovery. The altimeter increase triggered an overspeed warning and the Captain reduced thrust and commenced a climb. B763, en-route North Bay Canada, 2009 - On 19 June 2009 a Boeing 767-300 was level at F元30 in night IMC when the Captain’s altimeter and air speed indicator readings suddenly increased, the latter by 44 knots.A “MAYDAY” was declared and the aircraft returned to Accra without further event.
The commander, uncertain as to what was failing, disengaged the automatics and lowered the aircraft’s nose, then handed over control to the co-pilot. Passing F元16, the VNAV mode became active and the Flight Management Computers (FMCs), which use the left ADC as their input of aircraft speed, sensed an overspeed condition and provided a pitch-up command to slow the aircraft. After passing FL180 the crew selected the left Air Data switch to ALTN, believing this isolated the left Air Data Computer (ADC) from the Autopilot & Flight Director System (AFDS). He decided to continue the takeoff and deal with the problem whilst airborne.
#AIR NAVIGATION COMPUTER SOFTWARE#
Some, like the Enhanced Software Configurable Air Data Unit (ESCADU) are software configurable to suit many different aircraft applications. These devices are usually autonomous and do not require pilot input, merely sending continuously updated data to the recipient systems while the aircraft is powered up. The data provided may be true airspeed, pressure altitude, density altitude and OAT, but with no involvement in aircraft attitude or heading, as there are no gyroscopes or accelerometers fitted internally. Output interfaces typically are ARINC 429, Gillham or even IEEE1394 (Firewire). As on simpler aircraft without a fly by wire system, the outputs are typically to the cockpit altimeters or display system, flight data recorder and autopilot system. They commonly have the pitot and static pressure inputs, as well as outside air temperature (OAT) from a platinum resistance thermometer and may control heating of the pitot tube and static vent to prevent blockage due to ice.
In simpler aircraft including helicopters the air data computers, generally two in number, and smaller, lighter and simpler than an ADIRU, may be called Air Data Units, although their internal computational power is still significant. This has now been replaced by the Global Navigation Air Data Inertial Reference System (GNADIRS). In Airbus aircraft the air data computer is combined with altitude, heading and navigation sources in a single unit known as the Air Data Inertial Reference Unit (ADIRU). This enables computation of static air temperature and true airspeed. In some very high speed aircraft equivalent airspeed is calculated instead of calibrated airspeed.Īir data computers usually also have an input of total air temperature. This computer, rather than individual instruments, can determine the calibrated airspeed, Mach number, altitude, and altitude trend data from an aircraft's Pitot Static System. An air data computer (ADC) is an essential avionics component found in aircraft.
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