Understanding Basic Gyro

 This is rather an old video explaining the function of the gyros in the aircraft instrument. It was produced by US navy and designed for learning.

There were three basic instruments that use the gyros:
- turn and bank indicator
- attitude indicator
- direction compass.

A: Principles of Gyro
a. Construction - A rotating mass mounted on one or two gimbals

b. Properties - There are 2 basic properties used in the application of the gyros.
- precession - it is the way the gyro responds to external force.
- rigidity in space - the rotating mass of the gyro will tend to maintain its axis in space. For the aircraft application, the navigation is in relation to the earth space, as such the axis of the gyro has to be adjusted to be aligned in relation to the earth space.

B. Applications
a. Turn and Bank Indication - It measure the rate of turn of the aircraft. The gyro is mounted on a lateral axis on single gimbal. Watch up for the explanation of precession.

b. Attitude Indicator -

TURN AND BANK INDICATOR - How it Works

This is an old film, however it is good reference to understand the operation of a mechanical gyro.
Watch The Video..

Learn about the various parts of the Turn and Slip indicator. You must be familiar with, the faces of the indicator and its internal parts.

The face: pointer, turn rate scale, off flag and slip indicator.
The internal parts: The gyro, stator and rotor, the OFF flag arm/linkage and gimbal.

Take note of the axis of the indicator, corresponding to the axis of the aircraft. The gyro is turning on the lateral axis.
- If you roll the aircraft on the longitudinal axis, or pitch the aitcraft, up or down, the effect of the turn indicator.

- If the gyro turn on the vertical axis corresponding to aircraft turning left or right, the indicator will respond giving the rate of turn.

Understanding Why,
For the purpose of the examination you need to be able to explain the happenings. There are two basic properties that you need to know: Rigidity and Precession.

The property of precession explains why the gyro banks when it moves on its vertical axis. The movement on the vertical axis is transmitted through the axis of the gyro which is equivalent to a force applied at the rim of the rotating gyro mass. The force is shifted by 90 degrees in the direction of rotation.

ADVANTAGES OF FLY BY WIRE by AIRBUS

Airbus is the first to introduce the fly by wire concept in its A320.
The transformation is a planned gradual move from the traditional mechanical cable linkage to control surfaces to present total fly by wire aircraft.

It offers the following main advantages:
1. Performance - as it is an electronic system, the pilots feels and the aircraft responses can be adjusted to a specific performance. Thus aircraft of the same family may be made to feel and behave the same. This eliminate or reduces the hours of crew training.

2. Safety - the active control of the system will ensure that the aircraft operates within a give envelope. For example the bank angle may be limited to specific figure such as 33 degree. So is the pitch angle.

3. Maintenance - It reduces the rigging and adjustment as required by the mechanical cables.

I include the original Airbus pages..
http++://www.airbus.com/innovation/proven-concepts/in-operations/fly-by-wire/

GROUNDBREAKING INNOVATION

A key element of Airbus’ continued innovation is the application of digital fly-by-wire technology – which brings improved handling, enhanced safety and operational commonality to its product line of modern jetliners.

Introduced into civil aviation with Airbus’ single-aisle A320, fly-by-wire technology has allowed the company to develop a true family of aircraft through the highest degree of operational commonality, featuring nearly identical cockpit designs and handling characteristics.

SAFETY AND PERFORMANCE

Overall safety is increased with the use of fly-by-wire, which provides direct input through electrical signals for more precise commands. In addition, the control system monitors pilot commands to ensure the aircraft is kept within a safety margin called the “flight protection envelope.” As a result, pilots always can get the maximum performance out of Airbus aircraft without running the risk of exceeding these limits.

The use of fly-by-wire technology provides a number of operational advantages for Airbus aircraft, including higher precision during flight and lower maintenance costs.

OPERATIONAL BENEFITS

Operators benefit greatly from this key innovation, which allows for simplified crew training and conversion. In addition, pilots are able to stay current on more than one aircraft type simultaneously without supplementary takeoff/landing requirements, recurrent training and annual checks.

The weight savings from the replacement of heavy mechanical control cables provides a significant reduction in fuel consumption. As electrical controls are less complex and easier to maintain than mechanical ones, the use of fly-by-wire also translates to lower maintenance costs for operators.

ROPS - RUNWAY OVERRUN PREVENTION SYSTEM - A320NEO

Experiences and researches had shown that runway overrun in the major cause of aircraft loss. Through years of continuous research, Airbus had come up with an onboard system to assist in reducing the change of runway overrun.
The Airbus-patented ROPS computes minimum realistic in-flight landing and on-ground stopping distances while comparing them to available landing distances in real time. The analyses take into account factors such as runway topography, runway condition, aircraft weight and configuration, wind and temperature. The resulting outcome produces audio callouts and alerts for pilots, making ROPS an awareness tool to assist the crew in the go-around decision making process and also the timely application of retardation/stopping means on touchdown.

Extracted from airbus..... http://www.airbus.com/newsevents/news-events-single/detail/airbus-runway-overrun-prevention-system-rops-certified-on-a320ceo-family/

Airbus’ Runway Overrun Prevention System (ROPS) certified on A320ceo Family

Marking the next step towards ROPS capability across all Airbus families

1 AUGUST 2013 PRESS RELEASE

Airbus has achieved initial EASA certification of its innovative Runway Overrun Prevention System (ROPS) technology on A320ceo* Family aircraft. This on-board cockpit technology, which Airbus has pioneered over several years and is now in service on the A380, increases pilots’ situational awareness during landing, reduces exposure to runway excursion risk, and if necessary, provides active protection. In March this year American Airlines selected ROPS to equip its A320 Family fleet.

This EASA certification of ROPS on the A320ceo is the next step in making ROPS available for line-fit and retrofit to other Airbus models including very soon the A320ceo with Sharklets, the A330 Family, and also the A320neo**. ROPS was first approved by the European Aviation Safety Agency (EASA) on the A380 in October 2009 and to date is currently in service or ordered on most of the A380 fleet. ROPS is also part of the A350 XWB’s basic configuration.

“Already in service on the A380, ROPS is the result of years of continuing research by Airbus,” said Yannick Malinge, Airbus’ Senior Vice President and Chief Product Safety Officer. He adds: “This initial EASA certification for ROPS on the A320 Family is an important new step to offering the enhanced safety benefits across all our aircraft and for the industry.”

Runway excursion – meaning either an aircraft veering off the side of the runway, or overrunning at the very end – has become the primary cause of civil airliner hull losses in recent years, particularly as other formerly prevalent categories of aircraft accidents have now largely been eliminated. Furthermore, various industry bodies including the EASA, NTSB, Eurocontrol and FAA recognize this and are fully behind the introduction of effective measures by commercial aviation stakeholders to not only mitigate, but eliminate the risk of runway excursions.

In line with this, Airbus is working to make ROPS commercially available for aircraft from other manufacturers. The system will be coupled to the mandatory Terrain Avoidance Warning System already fitted and will utilize an enhanced and specially developed version of its worldwide runway database.

To regularly enhance the A320 Family’s capabilities and performance, Airbus invests approximately 300 million euros annually in keeping the aircraft highly competitive and efficient. More than 9,600 A320 Family aircraft have been ordered and over 5,600 delivered to operators worldwide. With a record backlog of over 4,000 aircraft, the A320 Family reaffirms its position as the world’s best-selling single-aisle aircraft Family.

Airbus is the world’s leading aircraft manufacturer of passenger airliners, ranging in capacity from 100 to more than 500 seats. Airbus has design and manufacturing facilities in France, Germany, the UK, and Spain, and subsidiaries in the US, China, Japan and in the Middle East. In addition, it provides an international network of customer support and training centres.

*ceo = Current Engine Option

**neo = New Engine Option

SYLLABUS FOR MODULE 11A

Those going for B1.1 (Airplane Turbine) License have to take Module 11A.

Module 11A is about the aeroplane aerodynamics, structure and systems. Under the previous BCAR Section L, the licenses were segmented into smaller responsibility area:

- Airframe
- Engine
- Electrical, plus other licenses.

However under EASA, The Airframe, Engine and Electrical are combined into one single license, B1.1.

However this blog is only focused on the avionics / electrical components. On some system like Electrical Power, there appears to duplication with module 3. I would consider, module 11A is the application of the basic knowledge taught in module 3. In module 3, we learn about the construction and operation of batteries, and in module 11A, we learn about the batteries as fitted to an aircraft.

The syllabus is given below...

11.6 Electrical Power (ATA 24) Level 3 -
Batteries Installation and Operation;
DC power generation;
AC power generation;
Emergency power generation;
Voltage regulation;
Power distribution;
Inverters, transformers, rectifiers;
Circuit protection;
External/Ground power;

11.8 Fire Protection (ATA 26) Level 3 -
(a) Fire and smoke detection and warning systems;
Fire extinguishing systems;
System tests.
(b) Portable fire extinguisher Level 1

11.14 Lights (ATA 33) Level 3 -
External: navigation, anti-collision, landing, taxiing, ice;
Internal: cabin, cockpit, cargo;
Emergency.

11.18 On Board Maintenance Systems (ATA 45) Level 2 -
Central maintenance computers;
Data loading system;
Electronic library system;
Printing;
Structure monitoring (damage tolerance monitoring).

11.19 Integrated Modular Avionics (ATA42) Level 2
Functions that may be typically integrated in the Integrated Modular
Avionic (IMA) modules are, among others:
. Bleed Management, Air Pressure Control, Air Ventilation and Control,
Avionics and Cockpit Ventilation Control, Temperature Control, Air
Traffic Communication, Avionics Communication Router, Electrical Load
Management, Circuit Breaker Monitoring, Electrical System BITE, Fuel
Management, Braking Control, Steering Control, Landing Gear
Extension and Retraction, Tyre Pressure Indication, Oleo Pressure
Indication, Brake Temperature Monitoring, etc
Core System;
Network Components

11.20 Cabin System (ATA44) Level 2 -
The units and components which furnish a means of entering the
passengers and providing communication within the aircraft (Cabin
Intercommunication Data System) and between the aircraft cabin and
ground stations (Cabin Network Service). Includes voice, data, music and
video transmissions.
The Cabin Intercommunication Data System provides an interface
between cockpit/cabin crew and cabin systems. These systems support
data exchange of the different related LRU’s and they are typically
operated via Flight Attendant Panels
The Cabin Network Service typically consists on a server, typically
interfacing with, among others, the following systems:
- Data/Radio Communication, In-Flight Entertainment Systems
The Cabin Network Service may host functions such as:
- Access to pre-departure/departure report
- E-mail/intranet/internet access,
- Passenger database,
Cabin Core System
In-Flight Entertainment System
External Communication System
Cabin Mass Memory System
Cabin Monitoring System
Miscellaneous Cabin System