Lesson 4: Gyroscopes
In aircraft systems, gyroscopes (gyros) provide crucial signals for
indicators. Vertical gyros (VGs) support the Attitude Director Indicator
(ADI) for attitude; directional gyros (DGs) give heading signals for
horizontal situation indicators (HSI) and radio magnetic indicators (RMI);
and rate gyros measure turn rates.
Gyro Principle: A gyro is a rotating mass that maintains its axis
direction unless acted upon by an external force. Its stability is
influenced by mass distribution, rotation speed, and distance between
the axis and the mass center. Applying a force that attempts to tilt the
axis results in "gyro precession," a reaction shifted by 90° in the
direction of rotation.
Degrees of Freedom: Gyros are classified by their degrees of freedom:
1. One Degree: Limited to spinning around its axis (e.g., wheels).
2. Two Degrees: With one gimbal allowing movement in one
direction, like a rate gyro.
3. Three Degrees: With two gimbals, enabling full directional
freedom. Vertical and directional gyros use this degree for stable
orientation in space.
Vertical Gyro (VG): VGs keep the aircraft’s vertical orientation in
artificial horizons. In small aircraft, they’re air-driven, while commercial
aircraft use electric motors. An erection system maintains axis
alignment with Earth's gravity, ensuring stability during acceleration.
Directional Gyro (DG): DGs, with horizontal axes, provide heading
stability. They may require manual drift compensation in small aircraft,
while commercial aircraft have automatic systems.
Rate Gyro: Rate gyros, with limited motion by a spring (1.5 degrees of
freedom), measure aircraft turn rates. They detect yaw rate and
integrate with the ADI for turn coordination, supplemented by a slip
indicator (ball) for turn quality. In some small aircraft, turn coordinators
also detect roll rate.
Laser Gyros: Modern systems often use laser gyros, which measure
angular rates by comparing clockwise and counterclockwise rotating
light beams, detecting time differences due to rotation.
Gyroscopes are fundamental to aircraft instrumentation, enabling
accurate spatial orientation and flight stability.
Summary of Lesson 3: Warning and Recording Systems
1. Altitude Alert System: This system ensures that an aircraft
maintains the altitude cleared by air traffic control (ATC). It
compares the actual altitude with the selected altitude and
triggers an alert (visual and aural) if there is a deviation of more
than 300 ft. The system is integrated into the autoflight or central
warning systems, and is inhibited when selecting a new altitude or
during approach. In some cases, it also alerts pilots when
approaching the selected altitude during manual flight.
2. Overspeed Warning: This system warns pilots when the aircraft
exceeds the maximum operating airspeed (VMO/MMO). It is
triggered by an independent system, often a loud warning sound
or a clacker. The warning can be tested manually or through a
maintenance computer.
3. Stall Warning: The stall warning system alerts pilots when the
aircraft's angle of attack reaches a dangerous level, leading to a
potential stall. It uses a stick shaker to simulate stall conditions
and may include an aural warning. Some aircraft are equipped
with a stick pusher to automatically reduce the angle of attack.
4. Flight Data Recorder (FDR): The FDR records critical flight data
for accident investigation. It tracks multiple parameters (e.g.,
heading, altitude, airspeed, etc.) and uses either magnetic tape or
solid-state memory. The data is stored for the last 25 flight hours,
and the recorder is designed to withstand high G-forces and
temperatures. It is located in the tail section of the aircraft and
includes an underwater locator beacon to aid in crash location.
Lesson 5 Summary: Attitude and Heading Reference Systems
1. Attitude Reference System (ARS):
The vertical gyro is the core component for attitude indication,
often integrated into the attitude indicator (AI). This system
provides essential pitch and roll data, represented by an artificial
horizon in the cockpit.
For larger aircraft, the artificial horizon may be backed by a
standby horizon, powered by the aircraft's battery to remain
functional during electrical power loss.
The gyro is mechanically aligned (erected) using a ball or mass
mechanism, which corrects its vertical position, ensuring
accurate readings for up to 20 minutes after power loss.
The Attitude Director Indicator (ADI) in larger aircraft provides
attitude information through electromechanical systems, often
using a primary flight display (PFD) in glass cockpits.
Various additional indicators on the ADI provide information on
flight path (e.g., turn rate, glideslope, slip indicators), landing
speed, and decision height.
Signal architecture for attitude involves remote vertical
gyros, synchros, and independent wiring to ensure two
independent attitude references for both pilots. In case of failure,
a third independent vertical gyro can provide a backup signal.
A safety feature called attitude comparison alerts pilots when
there is a significant difference in attitude readings between the
two systems.
2. Heading Reference System (HRS):
Heading indicates the aircraft's orientation relative to the Earth's
north poles, either true north or magnetic north.
Direct reading compasses, such as the standby compass, are
essential for backup heading information. These devices use a
magnet that aligns with the Earth's magnetic field, but can be
influenced by aircraft acceleration and turns, especially near
the poles.
The compass deviation caused by the aircraft’s own magnetic
field can be minimized through compass compensation, which
adjusts for errors in the compass reading.
Remote compass systems like the Directional Gyro (DG) use
a flux valve to eliminate heading errors caused by accelerations or
turns. The DG receives stable heading information from the flux
valve, which is corrected by a torque motor to adjust the DG’s
direction.
The heading signal distribution system provides heading
information to both pilots, auto-flight systems, and other avionics,
with warning flags indicating when the signal is invalid.
