Pitot Static System Mamun

1
Pitot-Static System
Prepared and to be presented by

MD. ATAUL MAMUN
Bangladesh Airlines Training Center Biman
May 10 , 2015
Objectives
2
Topic Objectives:
To have idea on earth atmosphere and its
impact on instruments
To learn what is pitot-static system
To learn basic working principles of
instruments that use pitot-static system
To understand the limitations of the system
May 10 , 2015
Syllabus
3
Atmospheric Physics................... .........

L1
Temperature and Instruments Lapse
rate. L1
Mach Computation L1
Airspeed Indicator L2
Altimeter.
L2
Vertical Speed Indicator. L2
Mach meter.
L2
Servo altimeter L2
Pitot probes, static probes and heaters.
L1
Pipelines and flexible hoses. L2
Drain traps, associated equipment
L1 Bangladesh Airlines Training Center Biman May 10 , 2015
Introduction
4
Within an aircraft the flight crews need to know

airspeed, aircraft altitude, vertical speed etc. for
a safe flight.
They get these data from corresponding
instruments
(airspeed
indicator,
altimeter,
vertical speed indicator) in the cockpit.
The above mentioned instruments collect data
from environment through pitot probes, static
ports etc.
Thus the atmosphere provides much of the basic
information required by a pilot. Before we study
pitot-static system instruments we must first,
therefore, Bangladesh
understand
the properties
of the
Airlines Training Center Biman
May 10 , 2015
Atmospheric Physics
5
The earths atmosphere is the surrounding envelope

of air (mostly Nitrogen, 78.09% and Oxygen,
20.95% gas).
The envelope is divided into several layers
extending from the earths surface.
The lowest layer is the troposphere, extending to a
height of about 28,000ft (11km) at the equator.
This is the start of the tropopause, which goes on
up to about 66,000 ft (20km).
Above this is the stratosphere, extending to the
stratopause at an average height of between 60
and 70 miles.
As all aircraft fly in the troposphere or lower levels
Bangladesh Airlines
May 10ourselves
, 2015
of the stratosphere
weTraining
willCenter
notBiman
concern
Atmospheric Physics
6
Atmospheric
Pressure:
The atmosphere is held in contact with the earth's
surface by gravity, producing a pressure within the
atmosphere. Gravitational effects decrease with
increasing distance from the earth's center, so that
atmospheric pressure decreases
steadily with
altitude.
The standard sea-level pressure is 14.7 lb/ and is
equal to 29.92 in Hg or 1013.25 mbar.
The rate at which the pressure falls with height is
termed
as theLapse
lapse
rate. The pressure lapse rate
Standard Pressure
Rate:
1 in
Hg linear,
per 1000ft.
of exponential.
altitude.
is
not
but
May 10 , 2015
Atmospheric Physics
7
Atmospheric temperature:
The air in contact with the earth is heated by
conduction and radiation, and as a result its
density decreases and the air starts rising. As it
rises its pressure falls, allowing the air to expand,
the expansion in turn causing
a fall in
temperature.
The air temperature decreases by 1.98C for every
1,000 feet increase in altitude from +15C at MSL
to -56.5C at 36,089 feet (i.e. up to tropopause)
In the stratosphere the temperature at first
remains constant at
-56.5C, then it increases
again to a maximum at a height of about 40 miles
May 10 , 2015
Atmospheric Physics
8
Figure: ICAO standard atmosphere

May 10 , 2015
What is Pitot-Static System

9
A pitot-static system is a system of

pressure-sensitive instruments that is
used to determine an aircraft's airspeed,
vertical speed, altitude, and Mach
number.
It uses the principle of air pressure
gradient
i.e.
it
measures
pressures/pressure differences and uses
these values to determine the speed
and altitude.
May 10 , 2015
Basics of Pitot-Static System

10
Static Pressure:
Static pressure, as the name suggests, is the
absolute pressure (pressure referenced to a
vacuum) of the air surrounding the aircraft.
This is easily obtained whilst the aircraft is
stationary on the ground, but will be affected as
the aircraft moves through the air, giving rise to
errors. Modern aircrafts sample static pressure
through pairs of Static Vents.
May 10 , 2015

11
Pitot Pressure:
The pitot pressure is a measure of ram air pressure
(the total air pressure created by aircraft motion)
To understand this, let us consider a probe placed
in a flowing fluid. When the fluid flows at a certain
velocity, v over the probe, it will be brought to rest
at the nose
known as the stagnation point.
The stagnation pressure of the fluid,
also known as the total pressure or the
pitot pressure.
May 10 , 2015

12
At the stagnation point, kinetic energy of

the fluid is converted into pressure
energy.
Kinetic energy=pressure
energy
(P=dynamic
pressure=difference
between pitot and static
pressure)
So, by measuring dynamic pressure we

can determine the fluid velocity.
May 10 , 2015

13
Figure: Measuring airspeed by using pitot and static pressures

May 10 , 2015
Air Speed Indicator

14
May 10 , 2015
Air Speed Indicator
cntd.
15
Airspeed indicator measures the difference between the pitot

and static pressures in terms of the 1/2V2 formula i.e. it
measures a differential pressure which varies with the square of
the airspeed.
May 10 , 2015
Air Speed Indicator
cntd.
16
Pointer movement means capsule deflection. At low speeds

small pointer deflection means large speed variations and vice
versa.
So direct magnification of deflection would give a non-linear
scale reading which is inconvenient to read.
To make the dial linear an arrangement needed so that the
pointer movement is increased for small deflections and
decreased for large deflections i.e. a variable magnification
which is called, in this case, the square-law-compensation
May 10 , 2015
Air Speed Indicator
cntd.
17
Square-lawcompensation
Figure: Square-law-compensation by rocking lever/sectorarm mechanism

May 10 , 2015
18
Typical pitot probes, static ports and

their locations
A pitot probe consists of a pipe
facing into the airflow, with
electrical heating to prevent
icing and a water drain at its
lowest point.
The static vents are cross
connected, by pipework,
in pairs to balance out any
pressure difference caused
by sideslip of the aircraft.
May 10 , 2015
Vertical Speed Indicator

19
VSI is a very sensitive differential pressure gauge,

designed to indicate the rate of altitude change from
the change of static pressure alone.
This indicator consists basically of three main
components,
I.
a capsule,
II.
an indicating element and
III.
a metering unit with an orifice
The orifice is opened to the interior of the

case to apply static pressure to the
exterior of the capsule. It has a time-lag
response characteristic.
May 10 , 2015
Vertical Speed Indicator

20
Level flight: zero differential

pressure across capsule
aircraft descending: metering unit maintains

case pressure lower than capsule pressure
aircraft ascending: metering unit maintains

case pressure higher than capsule pressure
May 10 , 2015
21
Instruments with PitotStatic System
May 10 , 2015
Altimeter
22
Figure: Aneroid Barometric altimeter
An altimeter operates on the aneroid barometer

principle, i.e. it responds to changes in
atmospheric pressure.
The Altimeter has a sealed evacuated capsule
inside a sealed
case.
May 10 , 2015
Altimeter
23
The air pressure on the outside of the capsule tends

to squash it, this being opposed by the leaf spring
and the spring action of the corrugated metal
itself. As barometric pressure increases or
decreases, the capsule will be compressed or
expanded respectively.
By the use of an amplifying lever and chain linkage
the expansion and contraction of the capsule is
transmitted to a pointer that moves over a scale,
calibrated to show barometric pressure, with the
leaf and tensioning springs maintaining tension in
the linkage.
The aneroid comes from the Greek aneros, 'not wet.
May 10 , 2015
Altimeter errors due to changes in

atmospheric pressure
24
The basis for the calibration of altimeters is the

standard atmosphere. If the atmospheric pressure at
MSL is not standard, the altimeter will be in error.
If an aircraft were on the ground on an airfield at sea
level with standard pressure (1013.25 mb, 29.92 in Hg)
the altimeter would indicate zero feet.
If the atmospheric pressure now falls to say, 1012.2 mb
(29.89 in Hg) the altimeter would indicate +30 feet.
If atmospheric pressure had risen to 1014.2 mb (29.95
in Hg) it would have indicated -30 feet. Similar errors
would occur in flight.
There is a Baro correction knob to set the pressure of
the day in millibars, (or inches of Hg), so that the
altimeter displays the correct height.
May 10 , 2015
Altimeter Dial
25
Altimeters used to have

three pointers rotating at
different rates, one
revolution of a pointer
indicating one thousand, ten
thousand and one
hundred thousand feet of
altitude respectively.
May 10 , 2015
Q Code for altimeter setting

26
It is essential for maintaining adequate separation

between aircraft and for terrain clearance during takeoff and landing. Meteorological data is transmitted from
ATC, forming part of the ICAO Q" code of
communication. The three code groups used in
connection with altimeter setting procedures are QNH,
QFE and QNE.
QFE Setting the pressure prevailing at an airfield to
make the altimeter read zero on landing and take-off.
QNE Setting the standard sea-level pressure of
1,013.25 mbar (29.92 in Hg) to make the altimeter
read the airfield elevation.
QNH Setting the pressure scale to make the altimeter
read airfield height above sea-level on landing and
May 10 , 2015
take-off
Altimeter errors due to changes in

atmospheric temperature
27
Figure: Effect of atmospheric temperature on an

altimeter
The
standard
atmosphere
assumes
certain
temperature values at all altitudes and consequently
non-standard values can also cause errors in
altimeter readings.
May 10 , 2015
Pressure (Position) Error

28
Measuring airspeed and altitude by pitot and/or static port has

two challenges:
1. to design a probe which will not cause any disturbance to the
airflow over it
2. To find a suitable location on the aircraft where the probe will
not be affected by the disturbance due to aircraft movement
itself.
A pressure error is introduced in the instrument due to this
problem.
Pressure or position error (PE) is defined as the difference
between the local static pressure and the free-stream static
pressure.
Altimeter and airspeed indicators suffer from PE most.
By using pressuring
error correction transducers,
we can
May 10 , 2015
29
Alternate
Sources
Pressure
If failure of the primary pitot-static pressure source

occurs, for example, complete icing up of a probe
due to a failed heater circuit, then it is obvious that
errors will be introduced in the indications of the
instruments
As a safeguard against failure, therefore, a standby
system may be installed in aircraft employing
pitot-static probes whereby static atmospheric
pressure and/or pitot pressure from alternate
sources can be selected and connected into the
primary system.
The required pressure is selected by means of
selector valves connected between the appropriate
pressure sources
andTraining
the Center
flight
instruments,
and
Bangladesh Airlines
Biman
May 10 , 2015
30
Alternate
Sources
Pressure
Figure: Alternate pitot pressure and static pressure system

May 10 , 2015
Pitot-Static Heating
31
To prevent icing, the pitot tubes and static ports

have an arrangement of heating (usually
electrical heating.) The heating elements require
28V DC or 115V AC.
The heating circuit has a control switch as well
as an indication light to know whether or not the
circuit is functioning correctly.
In the circuit shown, K1 and K2 are current
sensing relays. If the Pilot has failed to switch
the heating on; or a heater element has gone
open circuit; no current will flow through the
relay coil. The relay will de-energise, connecting
e loss of A330
flight AF from
447 in mid-Atlantic,
2009 was duebus
to icingto
of the
pitotMaster
probes. )
28 VDC
the leftJune
essential
the
Caution Logic;
thus
illuminating
the May
appropriate
Bangladesh
Airlines
Training Center Biman
10 , 2015
Pitot-Static Heating Circuit

32
May 10 , 2015
33
Drains
In order for a pitot-static system to operate effectively
under all flight conditions, provision must also be made
for the elimination of water that may enter the system
as a result of condensation, rain, snow, etc., thus
reducing the probability of `slugs' of water blocking the
lines.
Such provision takes the form of drain holes in probes,
drain traps and drain valves in the system pipelines.
Drain holes are drilled in probe pitot tubes and casings,
and are of such a diameter that they do not introduce
errors in instrument indications.
May 10 , 2015
Pipelines
34
Pitot and static pressures are transmitted through

seamless and corrosion-resistant metal pipelines. The
diameter of pipelines is related to the distance from the
pressure source to the instruments to eliminate
pressure drop and time -lag factors.
It is very important to ensure that there are no leaks in
the pipework, as this would give rise to inaccurate
readings. Even though they don't have to handle high
pressures, the instruments are very sensitive to small
changes in pressure so that even very small leaks can
cause errors in the instruments.
The tubing and hoses that are used are not very strong
and should be inspected carefully for damage. The
fittings and connections should be installed with care
and torqued to specified values as stated in the AMM.
May 10 , 2015
Speed of Sound (Mach)

35
When an aircrafts speed approaches the speed of

sound, it experiences large
increases in air
resistance and severe buffeting. To prevent
structural damage or loss of control the pilot needs
to know aircraft speed in relation to the speed of
sound. The ratio of TAS to the Local Speed of
Sound is called Mach.
The speed of sound has a value of 1.0M. Mach is
measured with a Machmeter. To keep below a safe
limit, fastest true airspeed over any part of the
aircraft
account is taken into account(e.g. over the
v= aircraft's speed, a= the speed of sound
top
the wings)
Machof
number
(M) = =
May 10 , 2015
Machmeter
36
The construction of a Machmeter

has
a
differential pressure capsule sensing pitot-static
pressure (IAS) combined with an aneroid capsule
to sense static pressure
(Altitude). Combining
these two inputs gives Mach number.
Static pressure, s, is applied to the inside of the
sealed instrument case. Pitot pressure, p, is fed to
the inside of the airspeed capsule. The resulting
capsule movement (Pitot - Static = IAS) is applied
through the mechanical linkage to the aneroid
capsule output.
The aneroid capsule modifies the IAS movement as
a function of altitude, giving an output of Mach to
the pointer.
May 10 , 2015
Machmeter
37
Figure: Machmeter
May 10 , 2015
Central Air Data Computers (CADC)

38
We have learned that the pressures on which the operation of the primary
flight instruments is dependent are transmitted through a system of
pipelines. Thus for a large aircraft huge amount of plumbing would be
necessary.
In order to minimize the plumbing arrangements, the concept of
supplying the pressures to a special unit at some centralized location, and
then transmitting the air data electrically to wherever required, was
developed and resulted in the design of units designated as central air
data computers (CADC)
CADC is a device that produces electrical signal equivalents of pitot and
static pressures by the combined operation of mechanical and
synchronous transmission devices. The final computed output signals are
then supplied to the appropriate indicators which, unlike their
conventional counterparts, contain no pressure-sensing elements.
May 10 , 2015
Central Air Data Computers (CADC)

39
Figure: Modular arrangement of a CADC

system
May 10 , 2015
Servo Altimeter
40
Mechanical or conventional altimeters suffer from friction

in their bearings and mechanical linkages; this leads to
the indication lagging actual altitude by as much as 10%
(called hysteresis). As the aircraft climbs hysteresis
error increases. These limitations can be overcome by
replacing the mechanical linkage between the capsules
and pointer with an electrical servo mechanism.
In servo altimeter a two-phase drag-cup type motor is
coupled by a gear train to the pointer and counter
assembly, and also to a differential gear which drives a
cam. The reference phase of the motor is supplied with a
constant ac voltage from the main source, and the
control phase is connected to the amplifier output
channel.
May 10 , 2015
Servo Altimeter
41
May 10 , 2015
Servo Altimeter
42
When the aircraft altitude changes the capsule respond

that and the displacement of the capsules in
transmitted to the I-bar, changing its angular position
w.r.t. the E-bar. The E and I Bar converts capsule
movement into an electrical signal; amplitude being
proportional to the amount and phase the direction of
that movement. This signal is amplified and fed to a
servomotor to drive the pointer and height counters in
the correct direction. It also, via the worm gear, cam
and cam follower, drives the E bar back to a null
position. Indication is similar to the mechanical
altimeter.
The set ground pressure knob puts a bias on the E bar,
which is then driven to a null by the servo as before,
with the bias appearing as a change of indicated
May 10 , 2015
altitude.
Airspeed terminology
43
May 10 , 2015

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1

Prepared and to be presented by

Bangladesh Airlines Training Center Biman

Bangladesh Airlines Training Center Biman

Atmospheric Physics................... .........

Within an aircraft the flight crews need to know

The earths atmosphere is the surrounding envelope

Bangladesh Airlines Training Center Biman

Figure: ICAO standard atmosphere

What is Pitot-Static System

A pitot-static system is a system of

Bangladesh Airlines Training Center Biman

Basics of Pitot-Static System

Bangladesh Airlines Training Center Biman

Basics of Pitot-Static System

Basics of Pitot-Static System

At the stagnation point, kinetic energy of

So, by measuring dynamic pressure we

Basics of Pitot-Static System

Figure: Measuring airspeed by using pitot and static pressures

Air Speed Indicator

Bangladesh Airlines Training Center Biman

Air Speed Indicator

Airspeed indicator measures the difference between the pitot

Bangladesh Airlines Training Center Biman

Air Speed Indicator

Pointer movement means capsule deflection. At low speeds

Bangladesh Airlines Training Center Biman

Air Speed Indicator

Figure: Square-law-compensation by rocking lever/sectorarm mechanism

Typical pitot probes, static ports and

Bangladesh Airlines Training Center Biman

Vertical Speed Indicator

VSI is a very sensitive differential pressure gauge,

an indicating element and

a metering unit with an orifice

The orifice is opened to the interior of the

Vertical Speed Indicator

Level flight: zero differential

aircraft descending: metering unit maintains

aircraft ascending: metering unit maintains

Bangladesh Airlines Training Center Biman

Instruments with PitotStatic System

Bangladesh Airlines Training Center Biman

Figure: Aneroid Barometric altimeter

An altimeter operates on the aneroid barometer

The air pressure on the outside of the capsule tends

Bangladesh Airlines Training Center Biman

Altimeter errors due to changes in

The basis for the calibration of altimeters is the

Altimeters used to have

Bangladesh Airlines Training Center Biman

Q Code for altimeter setting

It is essential for maintaining adequate separation

Altimeter errors due to changes in

Figure: Effect of atmospheric temperature on an

Pressure (Position) Error

Measuring airspeed and altitude by pitot and/or static port has

If failure of the primary pitot-static pressure source

Figure: Alternate pitot pressure and static pressure system

To prevent icing, the pitot tubes and static ports

Pitot-Static Heating Circuit