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Either pump in this hydraulic channel is able to deliver hydraulic pressure to the system services downstream; it is, however, more usual for the ACMP to be used as the primary source of power with the ADP providing supplementary or demand power for speci c high demand phases of ight. The ACMP may be activated by supplying a command to a high power electrical contactor, or Electrical Load Management Unit (ELCU), as described in 5 Electrical Systems. The pneumatic pressure driving the ADP is controlled by means of a 28 VDC powered solenoid controlled Modulating Shut-Off Valve (MSOV) upstream of the ADP. Hydraulic uid temperature and pressure is monitored at various points in the system and the system information displayed on system synoptic or status pages as appropriate.
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By contrast with the bleed air system already described which provides energy or power for a number of diverse aircraft systems, the pitot static system is an instrumentation system used to sense air data parameters of the air through which the aircraft is ying. Without the reliable provision of air data the aircraft is unable safely continue ight. The pitot static system is therefore a high integrity system with high levels of redundancy.
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There are two key parameters which the pitot static system senses: Total pressure Pt is the sum of local static pressure and the pressure caused by the forward ight of the aircraft. The pressure related to the forward motion of the aircraft by the following formula: Pressure = V2 Where the velocity is the air density of the surrounding air and V is
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Static pressure or Ps is the local pressure surrounding the aircraft and varies with altitude Therefore total pressure, Pt = Ps+ V2 The forward speed of the aircraft is calculated by taking the difference between Pt and Ps An aircraft will have three or more independent pitot and static sensors Figure 6.11 shows the principle of operation of pitot and sensors.
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Pitot and static sensors
Pneumatic Systems
The pitot probe shown in the top diagram is situated such that it faces in the direction of the air ow, thereby being able to sense the variation in aircraft speed using the formula quoted above. The sensing portion of the pitot probe stands proud from the aircraft skin to minimise the effect of the boundary layer. Pitot pressure is required at all stages throughout ight and a heater element is incorporated to prevent the formation of ice that could block the sensor or create an erroneous reading. The pitot heating element is active throughout the entire ight. The static probe shown in the lower diagram is located perpendicular to the air ow and so is able to sense the static pressure surrounding the aircraft. Like the pitot probe the static probe is provided with a heater element that continuously heats the sensor and prevents the formation of ice. On some aircraft the pitot and static sensing functions are combined to give a pitot-static probe capable of measuring both dynamic and static pressures. A typical installation on a civil transport aircraft is depicted in Figure 6.12.
Right Side Left Side
Right Static 1 & 2
Right Static 3
Left Static 3 Left Static 1 & 2
Pitot 2
Pitot 1 & 3
Typical pitot and static probe installation
This shows a con guration where three pitot probes are used; pitot 2 on the right side and pitot 1 and pitot 3 on the left side of the aircraft nose. Three static probes are located on the left and right sides of the aircraft. Pitot and static probes are carefully towards the nose of the aircraft such that the sensitive air data measurements are unaffected by other probes or radio antenna. Residual instrumentation errors due to probe location or installation are calibrated during the aircraft development phase and the necessary corrections applied further downstream in the system. Fine bore tubing carries the sensed air data pressure pitot and static to the aircraft instruments or the air data suite. Due to the sensitivity of the sensed data, water drain traps are provided so that extraneous moisture such as condensation may be extracted from the pitot-static lines. Also, following the replacement of any part of the pipework or the destination instrument, leak checks have to be carried out to ensure pipework integrity. The ways in which the air data is used to portray meaningful data to the crew by means of the aircraft instruments is shown in Figure 6.13.