Professional Documents
Culture Documents
ON
MAINTENANCE OF COMPONENTS OF
AIRBUS A-320 AT Avionics Overhaul Shop
REPORT
SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS
FOR THE AWARD OF THE DEGREE
OF
BACHELOR OF TECHNOLOGY
IN
Submitted by:
KANISHKA MALHOTRA (19915604912)
ANJALI ARYA (01315607813)
To the department
1
Of
Electrical and Electronics
ACKNOWLEDGEMENT
KANISHKA MALHOTRA
ANJALI ARYA
COMPANY PROFILE
Air India is the flag carrier airline of India owned by Air India Limited (AIL), a Government
of India enterprise. It is the third largest airline in India (after IndiGo and Jet Airways) in
domestic market share, and operates a fleet of Airbus and Boeing aircraft serving various
domestic and international airports. It is headquartered at the Indian Airlines House in New
Delhi. Air India has two major domestic hubs at Indira Gandhi International Airport and
Chhatrapati Shivaji International Airport, and secondary hubs at Netaji Subhas Chandra
Bose International Airport, Kolkata and Chennai International Airport. The airline formerly
operated a hub at Frankfurt Airport which was terminated on account of high costs. However,
another international hub is being planned at the Dubai International Airport.
The airline was invited to be a part of the Star Alliance in 2007. Air India completed the
merger with Indian Airlines and some part of the agreed upgrades in its service and
membership systems by 2011. In August 2011, Air India's invitation to join Star Alliance was
suspended as a result of its failure to meet the minimum standards for the membership.
However, in October 2011, talks between the airline and Star Alliance resumed. On 13
December 2013, Star Alliance announced that Air India and the alliance have resumed the
integration process and the airline became the 27th member of Star Alliance on 11 July 2014.
CONTENTS
CERTIFICATES
ii
ACKOWLEDGEMENT
iv
COMPANY PROFILE
CONTENTS
vi
LIST OF TABLES
viii
LIST OF FIGURES
ix
CHAPTER 1: INTRODUCTION
1.1 Infrastructure
10
10
10
11
9
CHAPTER 4: AIRBUS A-320
12
14
15
17
18
5.4 Autopilot
20
21
21
26
6.3 Altimeter
27
29
31
7.1 A P U
32
34
37
39
CHAPTER 8: OVERVIEW
40
REFRENCES
42
LIST OF TABLES
FIGURE
TITLE
NO.
PAGE
NO.
23
FIG
TITLE
URE
NO.
PAGE
LIST OF
NO.
FIGURES
Airbus A-320
12
14
Gyroscope
15
Gyroscope labeled
16
Airspeed Indicator
17
PFD
18
23
23
10
Marker Beakons
25
11
26
12
27
13
28
14
Radio altimeter
29
15
32
16
Smoke detectors
34
17
34
18
35
19
36
9
20
Avionics ventilation
37
21
38
22
Landing light
39
23
40
10
CHAPTER 1
INTRODUCTION
Air India is the flag carrier airline of India owned by Air India Limited (AIL), a Government
of India enterprise. It is the third largest airline in India (after IndiGo and Jet Airways) in
domestic market share, and operates a fleet of Airbus and Boeing aircraft serving various
domestic and international airports. It is headquartered at the Indian Airlines House in New
Delhi. Air India has two major domestic hubs at Indira Gandhi International Airport and
Chhatrapati Shivaji International Airport, and secondary hubs at Netaji Subhas Chandra
Bose International Airport, Kolkata and Chennai International Airport. The airline formerly
operated a hub at Frankfurt Airport which was terminated on account of high costs. However,
another international hub is being planned at the Dubai International Airport.
The airline was invited to be a part of the Star Alliance in 2007. Air India completed the
merger with Indian Airlines and some part of the agreed upgrades in its service and
membership systems by 2011. In August 2011, Air India's invitation to join Star Alliance was
suspended as a result of its failure to meet the minimum standards for the membership.
However, in October 2011, talks between the airline and Star Alliance resumed. On 13
December 2013, Star Alliance announced that Air India and the alliance have resumed the
integration process and the airline became the 27th member of Star Alliance on 11 July 2014.
1.1 Infrastructure
flight simulators are available for A300, A320 and B737. Several international airlines also
avail of these training facilities. Air Indias continuous technology up gradation also extends
to other areas such as Reservations, Passenger Handling Systems and Customer Service.
On 4 August 1993, Air India took the delivery of its first Boeing 747-400, registered VT-ESM
and named Konark. The aircraft was officially withdrawn from use and scrapped at Mumbai
in May 2011. The airline's first Boeing 777-200LR aircraft was delivered on 26 July 2007.
The aircraft was named after the Indian state of Andhra Pradesh. Air India received its first
Boeing 777-300ER aircraft on 9 October, the same year. The aircraft was named Bihar. Air
India received its first Boeing 787 dreamliner aircraft on 6 September 2012 and commenced
flights on 19 September 2012.
Apart from the Boeing aircraft, Air India also operates a wide range of Airbus aircraft. In
1989, Indian Airlines introduced the Airbus A320-200 aircraft, which Air India now uses to
operate both domestic and international short haul flights. In 2005, Indian Airlines introduced
the smaller, A319, which are now used mainly on domestic and regional routes. After the
merger in 2007, Air India inducted the biggest member of the A320 family, the A321, to
operate mainly on international short haul and medium haul routes. At the same time, Air
India leased the Airbus A330s to operate on medium-long haul international routes. As of
February 2013, Air India operates 62 A320 family aircraft.
Fleet restructuring :
As a part of the financial restructuring, Air India sold five of its eight Boeing 777-200LR to
Etihad Airways in December 2013. According to the airline, plans for introducing ultra-long
flights with service to Seattle, San Francisco and Los Angeles were cancelled due to factors
like high fuel prices and weak demand. In April 2014, the airline decided to sell its remaining
three Boeing 777-200LR as well, citing higher operating costs. On 24 April 2014, Air India
issued a tender for leasing 14 Airbus A320 aircraft for up to six years, to strengthen its
2
domestic network.
Current :
As of August 2015, the Air India fleet consists of the following aircraft (including leased
aircraft, excluding subsidiaries)
Airbus A319-100
In
Service
22
Orders
Passengers
F
Total
114
122
144
144
168
168
20 125
146
Notes
Airbus A320-200
24
Airbus A320neo
14
168
168
To be dry-leased
from Kuwaiti leasing
Co.
Airbus A321-200
20
12 172
184
Boeing 747-400
12 26 385
423
Boeing 777-200LR
238
VT-ALG Stored.
342
VT-ALJ in Star
Alliance livery. 3
orders converted to
equivalent number of
Boeing 737 MAX for
Air India Express.
256
Boeing 777-300ER
Boeing 787-8
12
21
6
3
Total
107
24
35 195
35 303
18 238
Total
Operat
ed
Introdu
ced
Retir
ed
Total
Operat
ed
Introdu
ced
Retir
ed
Airbus
A300100
1994
1994
Airbus
A319100
24
2005
Active
Airbus
A300200
1982
2002
Airbus
A321200
20
2007
Active
Airbus
A310300
29
1986
2012
Airbus
A330200
2007
2014
Airbus
A320200
32
1989
Active
Boeing
737-200
2007
2011
Boeing
747-200
2007
2007
14
Boeing
757-200
Boeing
767-300
2006
2008
Boeing
777-200
2006
2010
2005
2011
1986
Boeing
777200ER
3 (5 sold)
2007
Active
1995
Boeing
777200LR
Boeing
777300ER
12
2007
Active
Boeing
787-8
20
2012
Active
Boeing
747-300
Boeing
747-400
14
Douglas
DC-860F
11
1971
1988
1993
1977
2003
2008
Active
Douglas
DC-870F
Ilyushin
Il-62M
1989
Lockhee
d L-1011
TriStar
1995
1996
Boeing
1960
1990s
1983
1990
Total
Operat
ed
Introdu
ced
Retir
ed
707-436
Table 2 : Aircraft operated by Air India
As proud owners of a large fleet, Air India Limiteds operations cover extensive domestic as
well as international networks. Major Service support is provided by its Engineering
department to keep the aircraft in perfect flying condition. By suitably overhauling, repairing
and modifying the Air India fleet, this department prepares them to meet specified
airworthiness standards.
As dedicated team of trained engineers and technicians work hard to carry out stringent
maintenance procedures. Whats more, with critical jobs now being undertaken in-house Air
Indias turnaround time has reduced greatly, making it self-reliant.
Air India Limiteds engineering structure matches the best in international standards. The
entire activity is divided into four regions-Western at Mumbai, Northern at Delhi, Eastern at
Calcutta and Southern at Hyderabad, and they ably handle all major Air Indias fleet types.
A new Avionics Complex at Delhi caters to the avionics and airframe accessories of A-320
aircraft. Equipped with modern Test benches, this fully air-conditioned complex boasts 0.5
micron particle cleanliness!
Indian Airlines Limited A forward looking company, as much for actual flight performance,
as for endless possibilities in aircraft maintenance. Guided by unique, new generation
technology, and forever endorsing latest breakthroughs in related fields, Air india executives
difficult maintenance tasks with a rare show of expertise its growing list of satisfied domestic
and foreign clients, and as the company prepares to take off into the future, exciting
challenges dot the runway. Challenges, it is more than prepared to meet, because for Air India
Limited, as its unparalleled track record has shown, success goes well beyond the skies!
CHAPTER 2
Air India Limited provides its fleet of A-300, A-320 and B-737 aircraft with contemporary,
state-of-the-art engineering facilities. Hundred percent component servicing of B-737s, 90%
of A-300s and 60% of A-320s are already being done by Air India Limited. It also maintains a
number of HS-748 aircraft, belonging to agencies like BSF, AAI and NRSA.
A sound infrastructure takes care of all engineering activities. Each Hangar complex
functions as a self-sufficient unit with various shops like machine, sheet metal, fitting,
carpentry, tailoring and composite material stores for tools and spares, as also sections on
quality control, production planning and spares provisioning. Significant tasks undertaken
include:
Major modifications carried out independently by Air India Limited include Fire Blocking of
Seat Cushion and Installation of Emergency Locator Transmitter, Global Positioning System
and others. Modification of Boeing-737 now enables it to carry V-2500 aircraft engines,
thereby reducing transportation costs substantially.
6
Maintenance Sections
Each of the bases has dedicated Line and Major maintenance sections as well as Overhaul
shops.The Hangar at Mumbai, built on Pile Foundation is the largest in the country. The roof
is of the Cantilever type which means that it rests on cable suspension. Its height at entry
point is 55 feet and the Hangar can accommodate 6 A-300 aircraft at a time.
Production Planning
There is a Production Planning and Control section at every base which handles the total
tasks of production monitoring and control. Its range of activities includes loading of
overhaul shops, planning of major maintenance checks, aircraft routing, provision of
material, warranty and insurance claims, spares, modification kits, special tooling drawings,
technical literature and so on.
Quality Control
The Quality Control section at every base is responsible for the total quality control of the
aircraft. This section maintains the current modification status of the aircraft / engine and
investigates delays and defects. It undertakes condition monitoring of engines and aircraft
components besides ensuring that all approved maintenance schedules are carried out on
time.
The section, in addition, maintains technical documents, monitor trends and repetitive defects
of aircraft and carries out liaison with manufacturers and the DGCA.
Industrial Engineering
Automatic Test Equipment Complex at Delhi, houses two very hi-tech computerised Test
equipment, ATEC 5000 and STS 1000, capable of testing 31 LRUs of A-320 aircraft. The
shop enjoys DGCA approval.
Automatic Test Equipment Computer 5000 is a versatile microprocessor based computer that
tests Avionics components of modern aircraft like B-747, B-757, B-767, A-300/310/320/321,
DC-9710, ATR42/72, etc. with appropriate interfaces and software.
Not just capable of simulating all kinds of electrical, environmental and pneumatic signals
generated during aircraft operation, ATEC also records all outputs generated by the units, on a
16.6 MHz computer.
STS 1000 from Honeywell is being used to test and service three LRUs of Inertial Reference
System, viz. ADIRU, ADM and CDU.
Both Test equipment are backed by high quality UPS, stringent environmental conditions,
continuous monitoring and timely corrective action. Being handled by qualified personnel
trained at vendor facilities, this complex has the expertise to test and repair LRUs up to Card
level (level 2) apart from vendor modifications. The maintenance, repair and upgradation of
ATEC 5000 and STS 1000 are being carried out in-house by trained personnel.
These Test equipment have been very busy since their installation in 1991, catering to the
needs of our fleet of A-320 aircraft and simulators, and can truly be called the Heart-Centre
of about 2000 LRUs spread all over the country.
A PC-AT 386-DX system with 260 MB hard disk is being used for DFDR data retrieval
activities at Mumbai. With this facility, one flights data from DFDR can be decoded and
printed in three hours and flight data from a cassette can be made available for analysis in just
two hours.
DFDR decoding and analysis help in monitoring the health of the aircraft and in maintaining
the required safety standards
8
CHAPTER 3
The components used in different systems of aircraft are broadly classified as given below:
The list of components of different aircraft which the overhaul shops can handle is approved
by Directorate General of Civil Aviation (DGCA). A very well documented and certified
Maintenance Manual acts as a 9Bible for component overhaul. Extent to which individual
component can be maintained is also very clearly divided into 4 categories:
Category B : REPAIRING
Category C : OVERHAULING
Category D : MODIFICATION
DGCA gives approvals for conducting above maintenance operation/ Testing to individual
Engineers and Technicians for each components. This ensure that the person doing
maintenance possess the required skill and competence in component Inspection, Testing,
Maintenance and Certification.
As per airworthiness rules and regulations, all the components fixed on any system in aircraft
needs to be regularly monitored. Each component has a fixed life in terms of flying hours.
After completing each flying hour cycle, the component should be removed from the aircraft
and should go to the overhaul shop for necessary action. All components have the Monitoring
Cards which records the complete information regarding its usage and maintenance (History
Card).
2.
3.
4.
5.
{Discussed}
1. Gyroscopic system
2. Airspeed indicator
3. Primary flight display
4. Autopilot
3.2.3 LIST OF COMPONENTS MAINTAINED BY ELECTRICAL OVERHAUL
SHOP
11
CHAPTER 4
AIRBUS A-320
GENERAL
Crew . . . . . . . . . . . . . . . . . . 2
Passengers . . . . . . . Up to 180 (dense)
Typical Two-class . . . . . . 150
ENGINES
2 CFMI CFM56-5 or
2 IAE V2500 with up to 26,500lb thrust each
AVIONICS
12
111ft 10in
123ft 23in
38ft 7in
162,000lb
142,200lb
134,500lb
92,100lb
6,300USg
26,500lb
PERFORMANCE
RANGE
Range (with 150 passengers):
2,900nm
SPEEDS
Max operating speed 350kts 0.82mach
Max cruise speed 487kts @
28,000ft 454kts @37,000ft
FIELD PERFORMANCE
TO field length 5,630ft
Landing field length 4
13
CHAPTER 5
TOPICS
1) Gyroscopic System
2) Air Speed Indicator
3) Primary flight display
4) Autopilot
14
5.1 GYROSCOPE:
Figure 4: Gyroscope
In addition to the air speed indicator, the altimeter then vertical speed indicator, a basic group
of flight instruments also comprise of instruments which provide direct indication of an
aircraft altitude. There are three such instruments namely: - a Gyro Horizon (sometimes
called an artificial horizon), a direction indicator and a turn and a bank indicator that
1completes group is termed as the basis six arrangement.
1. Spinning Freedom:
its centre.
2. Tilting Freedom:
Precision
Both these properties depend upon the principle of conservation of angular momentum which
means that the angular momentum of a body about a given point remains constant unless
some force is applied to change its angular momentum which is the product of the moment of
inertia and the angular velocity of a body referred to a given point the center of gravity in
case of a Gyroscope.
Figure
16
RIGIDITY
5: Gyroscope labeled
The property which resist any force tending to change the plane of the rotor rotation. It is
dependent on three factors, firstly the mass of the rotor, secondly the speed of rotation and
lastly the distance at which the mass acts at the center i.e. radius of gyration.
PRECISION
The angular change in direction of plane of rotation under the influence of an applied force.
The change in direction takes place not in line with the force but always at a point 90 degrees
away in the direction of rotation. The rate of precision depends upon 3 factors :
The greater the force, the greater is the rate of precision which the greater the moment of
inertia and the greater the angular velocity, the smaller the rate of precision.
Precision of a rotor will continue while force is applied until the plane of rotation becomes
co-incident with that of the force.
At this point, there will be no further resistance to the force and so precision will cease. The
axis about a force is applied is termed the input axis and the one which precision takes place
is termed output axis.
1 .Space Gyro- It has freedom in three planes of axis at right angles to each other. This is a
perfectly balanced gyro and has no friction drift. It is difficult to construct
2.Free Gyro
3.Earth Gyro - Controlled by earth gravity and hence used in artificial horizons
4.Tide Gyro - It is controlled by some external force . 5.Rate Gyro
plane on axis .
17
OPERATION
The pressure-sensitive capsule expands and contracts in response to change in the pilot /
static differential pressure. The capsule deflection is transmitted via the rocking shaft, to the
sector which converts the linear motion to rotary movement of the pointer shaft and,
therefore, the pointer.
The gear ratio between the sector and the pointer shaft pinion is such that the capsule
deflection is suitably magnified. The rocking shaft hair spring removes backlash from the
mechanism.
Its absolutely necessary during testing operations, to maintain the pressure in the pilot
pressure system "P" constantly greater than or equal to that prevailing in the static pressure
system "S".
18
Figure 7 : PFD
Components:
While the PFD does not directly use the pitot-static system to physically display flight data, it
still uses the system to make altitude, airspeed, vertical speed, and other measurements
precisely using air pressure and barometric readings. An air data computer analyzes the
information and displays it to the pilot in a readable format. A number of manufacturers
produce PFDs, varying slightly in appearance and functionality, but the information is
displayed to the pilot in a similar fashion.
Layout:
19
The details of the display layout on a primary flight display can vary enormously, depending
on the aircraft, the aircraft's manufacturer, the specific model of PFD, certain settings chosen
by the pilot, and various internal options that are selected by the aircraft's owner (i.e., an
airline, in the case of a large airliner). However, the great majority of PFDs follow a similar
layout convention.
The center of the PFD usually contains an attitude indicator (AI), which gives the pilot
information about the aircraft's pitch and roll characteristics, and the orientation of the
aircraft with respect to the horizon. Unlike a traditional attitude indicator, however, the
mechanical gyroscope is not contained within the panel itself, but is rather a separate device
whose information is simply displayed on the PFD. The attitude indicator is designed to look
very much like traditional mechanical AIs. Other information that may or may not appear on
or about the attitude indicator can include the stall angle, a runway diagram, ILS localizer and
glide-path needles, and so on. Unlike mechanical instruments, this information can be
dynamically updated as required; the stall angle, for example, can be adjusted in real time to
reflect the calculated critical angle of attack of the aircraft in its current configuration
(airspeed, etc.). The PFD may also show an indicator of the aircraft's future path (over the
next few seconds), as calculated by onboard computers, making it easier for pilots to
anticipate aircraft movements and reactions.
To the left and right of the attitude indicator are usually the airspeed and altitude indicators,
respectively. The airspeed indicator displays the speed of the aircraft in knots, while the
altitude indicator displays the aircraft's altitude above mean sea level (AMSL). These
measurements are conducted through the aircraft's pitot system, which tracks air pressure
measurements. As in the PFD's attitude indicator, these systems are merely displayed data
from the underlying mechanical systems, and do not contain any mechanical parts (unlike an
aircraft's airspeed indicator and altimeter). Both of these indicators are usually presented as
vertical tapes, which scroll up and down as altitude and airspeed change. Both indicators
may often have bugs, that is, indicators that show various important speeds and altitudes,
such as V speeds calculated by a flight management system, do-not-exceed speeds for the
current configuration, stall speeds, selected altitudes and airspeeds for the autopilot, and so
on.
Drawbacks:
The great variability in the precise details of PFD layout makes it necessary for pilots to study
the specific PFD of the specific aircraft they will be flying in advance, so that they know
exactly how certain data is presented. While the basics of flight parameters tend to be much
the same in all PFDs (speed, attitude, altitude), much of the other useful information
presented on the display is shown in different formats on different PFDs. For example, one
PFD may show the current angle of attack as a tiny dial near the attitude indicator, while
another may actually superimpose this information on the attitude indicator itself. Since the
various graphic features of the PFD are not labeled, the pilot must learn what they all mean in
advance.
A failure of a PFD deprives the 20
pilot of an extremely important source of information. While
backup instruments will still provide the most essential information, they may be spread over
several locations in the cockpit, which must be scanned by the pilot, whereas the PFD
presents all this information on one display. Additionally, some of the less important
information, such as speed and altitude bugs, stall angles, and the like, will simply disappear
if the PFD malfunctions; this may not endanger the flight, but it does increase pilot workload
and diminish situational awareness.
5.4 AUTOPILOT
An autopilot is a system used to control the trajectory of a vehicle without constant 'handson' control by a human operator being required. Autopilots do not replace a human operator,
but assist them in controlling the vehicle, allowing them to focus on broader aspects of
operation, such as monitoring the trajectory, weather and systems. Autopilots are used
in aircraft, spacecraft, missiles, and others. Autopilots have evolved significantly over time,
from early autopilots that merely held an attitude to modern autopilots capable of performing
automated landings under the supervision of a pilot. The autopilot system on airplanes
sometimes colloquially referred as"George"
CHAPTER 6
TOPICS:
1) Instrument Landing System
2) Emergency Locator Transmitter
3) Altimeter
4) Global Positioning System
The Instrument Landing System (ILS) is an instrument approach system which provides
precise guidance to an aircraft 21
approaching a runway and in some cases along the runway
surface.
International Civil Aviation Organization (ICAO) has defined three categories of visibility,
the Third of which is subdivided. All are defined in terms of Runway Visual Range (RVR)
and, except category III, Decision Height (DH). Due to some problems, category III has not
been installed in India. The various categories are defined in Table
CATEGORY
II
IIIA
---------------
IIIB
---------------
IIIC
---------------
ZERO
Principle of Operation
An ILS consists of two independent sub-systems, one providing lateral guidance, the other
vertical guidance to aircraft approaching a runway.
The emission patterns of the localizer and glideslope signals. Note that the glideslope beams
are partly formed by the reflection of the glideslope aerial in the ground plane.
A localizer (LOC) antenna array is normally located beyond the departure end of the runway
and generally consists of several pairs of directional antennas. Two signals are transmitted on
a carrier frequency between 108 MHz and 111.975 MHz. One is modulated at 90 Hz, the
other at 150 Hz and these are transmitted from separate but co-located aerials. Each aerial
transmits a fairly narrow beam, one slightly to the left of the runway centerline, the other to
the right. The localizer receiver on the aircraft measures the difference in the depth of
modulation of the 90 Hz and 150 Hz signals, when this difference is zero the receiver aerial is
on the centerline of the localizer which normally coincides with the runway centerline.
A glideslope (GS) antenna array is sited to one side of the runway touchdown zone. The GS
signal is transmitted on a carrier frequency between 328.6 MHz and 335.4 MHz using a
technique similar to that of the localizer, the centreline of the glideslope signal being arranged
to define a glideslope at approximately 3 above the horizontal.
Localizer and glideslope carrier22
frequencies are paired so that only one selection is required
to tune both receivers.
Localizer and glideslope signals are displayed on a cockpit instrument, called a Course
deviation indicator (CDI), as vertical and horizontal needles (or an electronic display
simulating needles). The pilot controls the aircraft so that the needles remain centered on the
display, the aircraft then follows the ILS centerline. The signals are also fed into autopilot
systems to allow approaches to be flown on autopilot.
23
Modern localizer antennas are highly directional. However, usage of older, less directional
antennas allows a runway to have a non-precision approach called a localizer backcourse.
This lets aircraft land using the signal transmitted from the back of the localizer array. This
signal is reverse sensing so a pilot would have to fly opposite the needle indication. Highly
directional antennas do not provide a sufficient signal to support a backcourse. In the United
States, backcourse approaches are commonly associated with Category I systems at smaller
airports, that do not have an ILS on both ends of the primary runway.
Marker Beacons:
On some installations marker beacons operating at a carrier frequency of 75 MHz are
provided. When the transmission from a marker beacon is received it activates an indicator on
the pilot's instrument panel and the modulating tone of the beacon is audible to the pilot. The
height at which these signals will be received in an aircraft on the correct glideslope is
promulgated. Although the following three types of beacon are specified, in practice it is rare
to find middle or inner markers and outer markers are no longer universal.
Outer Marker
The outer marker should be located 7.2 km (3.9 NM) from the threshold except that, where
this distance is not practicable, the outer marker may be located between 6.5 and 11.1 km (3.5
and 6 NM) from the threshold. The modulation is two dashes per second of a 400 Hz tone,
the indicator is blue. The purpose
24of this beacon is to provide height, distance and equipment
functioning checks to aircraft on intermediate and final approach. In the United States, an
NDB is often combined with the outer marker beacon in the ILS approach (called a Locator
Outer Marker, or LOM); in Canada, low-powered NDBs have replaced marker beacons
entirely.
Middle Marker
The middle marker should be located so as to indicate, in low visibility conditions, that visual
contact with the runway is imminent, Ideally at a distance of 1050m from the threshold. It is
modulated with a 1300 Hz tone as alternate dots and dashes.
Inner Marker
The inner marker, when installed, shall be located so as to indicate in low visibility conditions
the imminence of arrival at the runway threshold. This is typically the position of an aircraft
on the ILS as it reaches Category II minima. The modulation is 3000 Hz dots at 6 per second.
25
DESCRIPTION:
ARTEX ELT 110-406 is an automatic activated Emergency Locator Transmitter (ELT). It
is a device to detect the aircraft after it has been crashed. It can be manually activated via
the MANU-OF-AUTO switch on the unit, or via the optional remote AUTO/MANU
switch on the front of the aircraft. It gets activated automatically with the longitudinal
thrust of 5g for 55 milliseconds.
It is an Oran7ge plastic box of (216*82*60) mm dimension, fixed on a mounting tray and
locked by a metallic strap with Quick Operatinglatch.
OPERATION:
The ELT is equipped with an impact g switch that will automatically activate the
transmitter when a g forces of at least 5g is applied to the longitudinal axis of the
aircraft, from nose to tail for 55 milliseconds. Due to this it transmits the standard swept
tone on 121.5MHz and 243.0MHz.
The 406.025MHz transmitter turns on every 50
26
seconds for 440 milliseconds (standard short message) or 520 milliseconds (optional long
message).
During this time an encoded message is sent to the satellite. The information contained in
this message is shown below:
GPS or Global Positioning System is a system that works with navigation, tracking, and
positioning. It is worldwide, using radio-navigational systems that are stemmed from
satellites. A grouping of 24 satellites and ground stations are used to calculate positions for a
GPS. The accuracy of these satellites for a GPS can be measured up even to a centimeter.
The Global Positioning System (GPS) is a satellite-based navigation system made up of a
network of 24 satellites placed into orbit by the U.S. Department of Defense. GPS was
originally intended for military applications, but in the 1980s, the government made the
system available for civilian use. GPS works in any weather conditions, anywhere in the
world, 24 hours a day. There are no subscription fees or setup charges to use GPS.
The GPS was initially used for military operations. Providing the military with precise
locations and navigations, the GPS is a wonderful asset. Standard Positioning Service and
Precise Positioning Service are the two levels of service that are provided by GPS. The first
(SPS) is for consumer use of the GPS and is available worldwide. It gives accuracy of
approximately 100 meters longitude and latitude. The second (PPS) give military positioning
of approximately 25 meters.
GPS, is the only fully-functional satellite navigation system. A constellation of more than two
dozen GPS satellites broadcasts precise timing signals by radio to GPS receivers, allowing
them to accurately determine their location (longitude, latitude, and altitude) in any weather,
day or night, anywhere on Earth.
GPS has become a vital global utility, indispensable for modern navigation on land, sea, and
air around the world, as well as an important tool for map-making, and land surveying. GPS
also provides an extremely precise time reference, required for telecommunications and some
scientific research, including the study of earthquakes.
GPS usage by aircraft passengers
Most airlines allow passenger use of GPS units on their flights, except during landing and
take-off when other electronic devices are also restricted. Even though inexpensive consumer
GPS units have a minimal risk of interference, there is still a potential for interference.
Because of this possibility, a few airlines disallow use of hand-held receivers for safety
reasons. However, other airlines integrate aircraft tracking into the seat-back television
entertainment system, available to all passengers even during takeoff and landing.
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DESCRIPTION:
It is the air borne Frequency-Modulated Continuous Wave instrument used to determine
the altitude above the terrain in the range from 0 to 2500 feet. It provides accurate reading
to the pilot about the aircraft altitude.
It consists of a receiver-transmitter, an indicator and a transmit and receive antenna. It also
consists of an optimized circuit for displaying altitude in the range from 0 to 2500 feet.
OPERATION:
The aircraft approaches the runway along the desired glide path.
The pilot set the DH index to the desired altitude.
The received FM CW signal continuously updates the indicator.
The indicator displays the altitude continuously through the descent.
Altitude trip no 8 is annunciated and fasten seat belt sign is lit.
The aircraft continues to descent. The DH annunciated light and the pilot
begins the landing procedure.
The landing gear touches the runway and the indicator reads 0 feet.
As the weight of the aircraft is placed on the landing gear, the indicator reads
less than 0 foot.
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CHAPTER 7
TOPICS
1) A P U
2) SMOKE DETECTORS
3) AVIONICS VENTILATION
4) LANDING LIGHTS
The function of the aircraft electrical system is to generate, regulate and distribute
electrical power throughout the aircraft
New-generation aircraft rely heavily on electrical power because of the wide use of
electronic flight instrument systems
Power Used:
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Power Sources:
There are server different power sources on large aircraft to be able to handle
excessive loads, for redundancy, and for emergency situations.
These power sources include:
Engine driven AC generators
Auxiliary Power Units
External power
Ram Air Turbines
Engine Driven AC Generators
Each of the engines on an aircraft drives an AC generator
The power produced by these generators is used in normal flight to supply the entire
aircraft with power
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Power section
Load compressor
Gearbox
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The power section is the gas generator portion of the engine and produces all the power for
the APU. The load compressor is generally a shaftmounted compressor that provides all
pneumatic power for the aircraft. There are two actuated devices, the inlet guide vanes that
regulate airflow to the load compressor and the surge control valve that maintains stable or
surge free operation of the turbo machine. The third section of the engine is the gearbox. The
gearbox transfers power from the main shaft of the engine to an oil cooled generator for
electrical power. Within the gearbox, power is also transferred to engine accessories such as
the fuel control unit, the lube module, and cooling fan. In addition, there is also a starter
motor connected through the gear train to perform the starting function of the APU.
With the Airbus A320 all electric airplane, the APU delivers only electricity to the aircraft.
The absence of pneumatic system simplifies the design, but the demand for hundreds of kW
of electricity requires heavier generators and unique system requirements.
Smoke detectors are the devices that sense smoke,typically as an indicator of fire. Smoke
detectors are typically housed in disk-shaped plastic enclosure about 150mm in diameter and
25mm thick.
Most smoke detectors works either by optical detection or by physical
process(ionization),while other use both detection methods to increase sensitivity of smoke.
Design
Ionization
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Inside a basic ionization smoke detector. The black, round structure at the right is the
ionization chamber. The white, round structure at the upper left is the piezoelectric buzzer
that produces the alarm sound.
Photoelectric:
A photoelectric smoke detector (also known as an optical smoke detector) contains a light
source (typically an incandescent light bulb or light-emitting diode), a lens, and a
photoelectric receiver (typically a photodiode). In spot-type detectors, all of these
components are arranged inside a smoke chamber where smoke from a nearby fire will flow.
In large open areas such as atria and auditoriums, optical beam smoke detectors are used. A
wall-mounted unit emits a beam of infrared or ultraviolet light which is either received and
processed by a separate device or reflected back to the receiver by a reflector.
According to the National Fire Protection Association (NFPA), "photoelectric smoke
detection is generally more responsive to fires that begin with a long period of smoldering
(called smoldering fires)." Also, studies by Texas A&M and the NFPA cited by the City of
Palo Alto California state, "Photoelectric alarms react slower to rapidly growing fires than
ionization alarms, but laboratory and field tests have shown that photoelectric smoke alarms
provide adequate warning for all36types of fires and have been shown to be far less likely to be
deactivated by occupants."
Although photoelectric alarms are highly effective at detecting smoldering fires and do
provide adequate protection from flaming fires, fire safety experts and the National Fire
Protection Agency recommend installing what are called combination alarms, which are
alarms that either detect both heat and smoke, or use both the ionization and photoelectric
processes. Also some combination alarms may include a carbon monoxide detection
capability.
Not all photo detection methods are the same. The type and sensitivity of light source and
photoelectric sensor, and type of smoke chamber differ between manufacturers.
Performance differences:
Photoelectric smoke detectors respond faster (typically 30 minutes or more) to fire in its
early, smouldering stage (before it breaks into flame). The smoke from the smouldering stage
of a fire is typically made up of large combustion particlesbetween 0.3 and 10.0 m.
Ionization smoke detectors respond faster (typically 3060 seconds) in the flaming stage of a
fire. The smoke from the flaming stage of a fire is typically made up of microscopic
combustion particlesbetween 0.01 and 0.3 m. Also, ionization detectors are weaker in
high air-flow environments, and because of this, the photoelectric smoke detector is more
reliable for detecting smoke in both the smoldering and flaming stages of a fire.
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Intermediate
Used in flight when skin temperature is high. This is similar to close-circuit
except the skin air extract valve is partially opened to allow some air to exhaust
overboard.
Open-circuit
Used for ground operations (oleo compressed, thrust below TO) with a high skin
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temperature. In this mode only the skin air inlet and extract valves (shown in red
in Simplified avionics cooling schematic) are open, meaning air from outside
the aircraft is moved across the avionics equipment and then exhausted
externally.
The skin temperature thresholds are different for flight and ground cases and incorporate a
dead band to prevent rapid mode switching. The bands are 9C to 12C on the ground and
32C to 35C in flight.
Cooling of the cockpit panels is provided by drawing air conditioned air from the cockpit
over the panels in all modes.
Avionics ventilation controls
Landing lights are lights, mounted on aircraft, that illuminate the terrain and runway ahead
during takeoff and landing.
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Overview
Almost all modern aircraft are equipped with landing lights if approved for nighttime
operations. Landing lights are usually of very high intensity, because of the considerable
distance that may separate an aircraft from terrain or obstacles. The landing lights of large
aircraft can easily be seen by other aircraft over 100 miles away.
Key considerations of landing light design include intensity, reliability, weight, and power
consumption. Ideal landing lights are extremely intense, require little electrical power, are
lightweight, and have long and predictable service lives. Past and present technologies
include ordinary incandescent lamps, halogen lamps, various forms of arc lamps and
discharge lamps, and LED lamps.
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Landing lights on Indigo Airways airbus a320, two on the nose undercarriage leg and two on
the wings. Landing lights are typically only useful as visibility aids to the pilots when the
aircraft is very low and close to terrain, as during take-off and landing. Landing lights are
usually extinguished in cruise flight, especially if atmospheric conditions are likely to make
the lights reflect or glare back into the eyes of the pilots. However, the brightness of landing
lights makes them useful for increasing the visibility of an aircraft to other pilots, and so
pilots are often encouraged to keep their landing lights on while below certain altitudes or in
crowded airspace. Some aircraft (especially business jets) have lights that when not needed
to directly illuminate the groundcan operate in a flashing mode to enhance visibility to
other aircraft. One convention is for commercial aircraft to turn on their landing lights when
changing flight levels. Landing lights are sometimes used in emergencies to communicate
with ground personnel or other aircraft, especially if other means of communication are not
available (radio failures and the like). Additionally, landing lights have at times been installed
as a vehicle high beam in the hot rod scene, although this is not DOT-approved.
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REFERENCES
Aircraft Manuals
www.air-india.nic.in
Smartcocpit.com
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