![]() In case of a possible impending failure, they’re programmed to display errors prominently.Įven during normal operations, gyro-based analog heading indicators need to be recalibrated manually by the pilot roughly every ten minutes and usually require calibration after a hard landing or a long holding pattern as well. These systems monitor themselves and self-check for inconsistent readings. Glass cockpit systems are designed to overcome this problem. Pilots are trained to periodically check the suction gauge to see if the vacuum pump is operating normally, but there’s no alert or warning offered by the system itself. A failure of the Artificial Horizon could lead to the aircraft being flown right into the ground if the pilot loses spatial awareness. ![]() If the aircraft is flying in Instrument Meteorological Conditions (IMC), that is, flying without any visual references on the ground, the pilot is entirely dependent on the instruments to keep the aircraft on course. ![]() Failure of the pump (generally due to a blockage), does not provide an alert to the pilot. The gyros, in turn, are driven by a vacuum pump. If the gyroscopes are unable to rotate fast enough, the instruments won’t be able to give accurate readings. They operate using gyroscopes spinning at thousands of rotations per minute. The second most important benefit is reliability. Aircraft equipped with a Traffic Collision Awareness System (TCAS) can have air traffic information overlaid as well, and some units can even receive and display weather data. This screen displays a top-down view of the aircraft and shows the relative positions of nearby airfields, terrain, airspace boundaries, and navigational aids such as VORs, all updating in real-time as the aircraft flies along its programmed route. The available information includes not just the ‘six pack’ described previously, but also data that has no analog counterpart.Īn example of this is the GPS-based moving map display. There’s a qualitative improvement in displayed data as well, as the displays can be customized to reduce clutter and provide only relevant information. High-resolution displays allow way more information to be presented to the pilot at any given time. The most significant advantage offered by a glass cockpit is the massive increase in the pilot’s situational awareness. Advantages of the Glass Cockpit Situational Awareness A TAA is not necessarily a glass cockpit aircraft, but having a glass cockpit does imply a TAA. For an aircraft to be classified as a TAA, the FAA requires the aircraft to be equipped with a glass cockpit, or an IFR-certified GPS navigation system with a moving map display and an integrated autopilot. The Federal Aviation Administration (FAA) refers to some general aviation aircraft as Technically Advanced Aircraft (TAA). A second Multi-Function Display (MFD) displays engine parameters, communication and navigation radio settings, and a moving map display for navigation. The turn coordinator is represented by an arrow above the AH and the Heading Indicator is usually shown below the AH. The Vertical Speed Indicator is located in the center or below the altimeter. The Airspeed Indicator and Altimeters are commonly represented as sliding ‘tapes’ on either side of the Artificial Horizon as seen in the image. ![]() Glass cockpits replace the gyroscopic instruments with electronic Attitude and Heading Reference Systems (AHRS) and Air Data Computers (ADCs). Glass cockpits present these instruments in the same configuration but usually integrate them into a single LCD. The Artificial Horizon, Turn Coordinator, and Heading Indicator use gyroscopes. The Altimeter, Vertical Speed Indicator, and Airspeed Indicator operate using the Pitot-Static system. The placement of instruments relative to each other is standardized. In traditional cockpits, each instrument is placed individually and operates independently of the other. They are collectively referred to as the six-pack and are common to both traditional and glass cockpits.
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