U.S. patent application number 09/798439 was filed with the patent office on 2002-09-05 for integrated flight management system.
Invention is credited to Alwin, Steve F., Bachinski, Thomas J., Rach, Eric J..
Application Number | 20020122001 09/798439 |
Document ID | / |
Family ID | 25173407 |
Filed Date | 2002-09-05 |
United States Patent
Application |
20020122001 |
Kind Code |
A1 |
Bachinski, Thomas J. ; et
al. |
September 5, 2002 |
INTEGRATED FLIGHT MANAGEMENT SYSTEM
Abstract
A smart probe assembly for an aircraft includes pressure sensing
ports for sensing pressures indicating angle of attack, static
pressure and pitot pressure, a circuit housing mounted on said
probe includes cards for a central processing unit, and also
includes a global positioning satellite receiver. An antennae for
the global positioning satellite receiver is mounted adjacent to
the probe, on a mounting plate so that the antennae is protruding
from the aircraft without cutting an additional hole in the
aircraft skin, the inputs from the global positioning satellite are
used for providing various flight performance information.
Inventors: |
Bachinski, Thomas J.;
(Lakeville, MN) ; Alwin, Steve F.; (Saint Paul,
MN) ; Rach, Eric J.; (Burnsville, MN) |
Correspondence
Address: |
Nickolas E. Westman
WESTMAN CHAMPLIN & KELLY
Suite 1600 - International Centre
900 South Second Avenue
Minneapolis
MN
55402-3319
US
|
Family ID: |
25173407 |
Appl. No.: |
09/798439 |
Filed: |
March 2, 2001 |
Current U.S.
Class: |
342/357.75 |
Current CPC
Class: |
G01S 19/36 20130101;
G01C 5/005 20130101; G01S 19/15 20130101; G01S 19/49 20130101; G01P
15/18 20130101; G01P 5/165 20130101; G01K 13/028 20130101; G01P
13/025 20130101 |
Class at
Publication: |
342/357.06 |
International
Class: |
G01S 005/14 |
Claims
What is claimed is:
1. A probe assembly for an aircraft including an air data sensing
probe, a mounting plate for said probe, a housing mounted on said
mounting plate on an interior side of the mounting plate opposite
from the probe and having receptacles for receiving circuit cards,
a global positioning satellite receiver card in one of the
receptacles, and a global positioning satellite antennae mounted on
the mounting plate on the same side as the probe and coupled to the
global positioning satellite receiver card.
2. The probe assembly of claim 1 including a central processing
unit for processing information from the global positioning
satellite receiver, and combining it with signals including
magnetic heading for determining the side slip of the aircraft.
3. The probe assembly of claim 1 including a central processing
unit for receiving signals indicating longitude and latitude from
the global positioning satellite receiver, and combining the
signals with accelerometer inputs for navigating the aircraft.
4. The probe assembly of claim 1 and a circuit card comprising a
three axes accelerometer mounted in said housing.
5. The probe assembly of claim 1, wherein the air data sensing
probe comprises a probe having a pitot sensing port at its outer
end, and a pressure sensor for providing a signal indicative of the
pitot pressure sensed at the pitot pressure sensing port, said
pressure sensor being mounted in said rack.
6. The probe assembly of claim 5, wherein the probe has a forward
edge facing an air flow direction, an inlet port formed in the
forward edge, said inlet port leading to an internal passageway
defined in the probe, an exhaust outlet from the passageway, and a
total air temperature sensor mounted in the passageway for
providing a signal indicating total air temperature.
7. The probe assembly of claim 1, and a pair of angle sensing ports
on the probe positioned to sense differential pressure when a
bisecting plane perpendicular to a plane defined by axes of the
angle sensing ports is at an angle relative to the direction of air
flow, and pressure sensors for sensing the differential pressure
between the angle sensing ports, said pressure sensors for sensing
differential pressure being mounted in a card in the housing.
8. The probe assembly of claim 7, wherein there is a central
processing unit supported in a receptacle in the housing, and a
power supply mounted in one of the receptacles in the housing for
powering the sensors, the global positioning satellite receiver,
and the central processing unit.
9. The probe assembly of claim 8, and a plurality of accelerometers
on a circuit card, said accelerometers being connected to the
central processing unit, and the circuit card for the accelerometer
being mounted in a receptacle in the housing.
10. The probe assembly of claim 1, wherein said air data sensing
probe comprises a curved probe having a base, and leading and
trailing edges that curve outwardly from the base and are formed to
provide a barrel that extends generally parallel to the base.
11. The probe assembly of claim 1, wherein said global positioning
satellite antennae mounted on the mounting plate for the probe is
spaced from the probe to sufficiently be out of the influence of
probe heaters.
12. An air data sensing assembly for aircraft, comprising an air
data sensing probe, a mounting plate supporting the probe, the
mounting plate fitting into a hole in the aircraft skin such that
the probe protrudes externally of the aircraft, and a global
positioning satellite antennae mounted on the same plate as the
probe, and extending to the exterior of the aircraft through the
same opening as the opening for the mounting plate.
13. The air data sensing probe of claim 12, wherein the mounting
plate mounts a housing that is positioned on an opposite side of
the plate from the probe and global positioning satellite antennae,
said housing forming a rack mounting circuit cards, a global
positioning satellite receiver circuit card connected to the global
positioning satellite receiver antennae, circuit cards sensor for
sensing pressures from the probe, and a processor circuit card for
processing signals from the sensor circuit card and from the global
positioning satellite receiver circuit card, the circuit cards all
mounted in the rack.
14. The air data sensing probe of claim 13, wherein the housing
includes a magnetometer circuit card for determining magnetic
heading, the processor processing the information from the global
positioning satellite receiver card and combining the outputs of
the global positioning satellite receiver card and the magnetometer
circuit card to determine the side slip of the aircraft.
15. The air data sensing probe of claim 14, an accelerometer
circuit card providing inertial navigation signals, and wherein the
central processing unit receives signals indicating longitude and
latitude from the global positioning satellite receiver card, and
combines the longitude and latitude signals with accelerometer
inertial navigation signals for navigating the aircraft.
16. The air data sensing probe of claim 13, wherein the probe
comprises a probe body and a barrel portion, said body being
positioned between the barrel portion and the mounting plate, an
opening in a leading edge of the body relative to the air stream
against which the air stream impinges, a passageway in the body
having an exhaust opening on a trailing edge of the body, a total
air temperature sensor passageway for sensing total air
temperature, and a pressure sensor card supported in the rack in
the housing for receiving signals from the total air temperature
sensor and providing signals to the processor circuit card.
17. An air data sensing probe assembly comprising a unitary probe
extending into an air stream, said probe having a plurality of
pressure sensing ports thereon, a mounting plate for said probe,
said mounting plate being adapted to be mounted onto a wall of an
aircraft such that the probe extends through a hole in the wall of
the aircraft, a circuit card housing supported on the mounting
plate on an opposite side of the mounting plate from the probe, a
plurality of pressure sensors formed on a circuit card and mounted
in the housing, a global positioning satellite antennae supported
on the mounting plate and extending on the same side as the probe,
a global positioning satellite receiver circuit card mounted in
said housing and coupled to the global positioning satellite
antennae, a central processor mounted in the housing for receiving
signals from the pressure sensors, and the global positioning
satellite receiver card, for providing output signals used for
navigating the aircraft, an inlet opening in the probe leading to
internal ducts, said inlet opening being on a leading edge of the
probe, a total air temperature sensor mounted in the ducts, said
total air temperature sensor being connected to a temperature
sensor in the housing which provides temperature signals to the
central processor, and the housing, probe and base plate comprising
a single package mounted as a unit, and having a single electrical
coupling leading from the housing and positioned on the side of the
mounting plate opposite from the probe.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates to an integrated flight
control system for an aircraft that includes at least one smart
probe having an internal computer card or central processing unit,
which receives input data or signals including solid state inertial
reference, pressure inputs, angle of attack, and temperatures, and
further having a global positioning satellite (GPS) receiver
circuit included as part of the smart probe. The GPS receiver also
provides inputs to the central processing unit.
[0002] In the prior art various smart probe assemblies have been
advanced where the probes have housings with micro-processors and
which receive pressure sensor inputs, temperature sensor inputs,
and angle of a attack inputs. The smart probe microprocessor will
provide the desired output signals to various controls or displays.
Smart probes can be redundant, or in other words two different
probes can be connected so the data from one probe can be fed to
the other for determining information such as differential pressure
that indicates aircraft side slip.
[0003] At present, however, the probes are not capable of
determining the ground speed, aircraft attitude, latitude,
longitude, track, turn rate, or GPS altitude, which outputs can be
provided with existing global positioning satellite receivers.
SUMMARY OF THE INVENTION
[0004] The present invention relates to the determination of
various parameters during flight, utilizing a smart probe
arrangement, that will not only provide the basic information of
pressure, total air temperature (TAT) and other physical
parameters, but also will provide information that is available
from global positioning satellite signals. These include longitude,
latitude, ground speed, turn rate, GPS altitude and similar
information.
[0005] The present probe further includes accelerometers and rate
sensors on a circuit card or cards wherein the accelerometers are
positioned to sense inertial forces in the three mutually
perpendicular axes. A magnetometer for determining the magnetic
field of the earth at the aircraft location can be provided so that
the accelerometers can be used for determining the position of the
aircraft or air vehicle during operation.
[0006] The accelerometers and rate sensors further provide
information, in connection with the global positioning satellite
receiver as to the pitch, roll, yaw and magnetic heading of the
aircraft. The difference between the aircraft track, as determined
by the GPS receiver, and the magnetic heading provides angle of
side slip, for example. The algorithms for determining these
outputs can be placed in the smart probe processor, and the
information can be substantially instantaneously transmitted to a
flight management system, or on board avionics including cockpit
displays, or automatic pilot controls.
[0007] By adding additional circuit cards into the card rack of a
smart probe, and providing a small antennaes for the global
positioning satellite receiver, that does not substantially affect
the drag of the aircraft, the determination of the aircraft
position and other parameters can be obtained without having a
large number of different probes, and antennaes.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] FIG. 1 is a schematic representation of a typical flight
management system utilizing smart probes having circuitry according
to the present invention;
[0009] FIG. 2 is a fragmentary rear view of a probe and a typical
housing or bracket and circuit cards utilized with the smart probes
of FIG. 1;
[0010] FIG. 3 is a flow chart showing typical information for the
calculations occurring in the smart probe system for the flight
director arrangement;
[0011] FIG. 4 is a functional block diagram of the features of the
present invention;
[0012] FIG. 5 is a top view of a probe shown in greater detail and
schematically showing an instrumentation housing; and
[0013] FIG. 6 is a front view of the probe of FIG. 5.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0014] Referring first to FIG. 1, a flight director system is shown
generally at 10 and is installed on an aircraft or air vehicle 12,
which has a skin 14 that forms an outer wall. While the aircraft is
shown fragmented into sections, the mounting of the probes is
generally along the sides of the fuselage. A typical smart external
air data sensing probe shown at 16 is mounted on a suitable face
mounting plate 18 which is attached to the skin 14. In addition, if
desired, a second smart air data sensing probe 20 is mounted on a
mounting plate 22 on an opposite side of the aircraft from the
first smart probe 16. The probe configuration can be any desired
configuration, and specifically, the probe can be a suitable probe
such as those shown in U.S. Pat. No. 4,378,696 or U.S. Pat. No.
4,096,744, and preferably, including an integral total temperature
sensor installed in the probe strut such as that shown in U.S. Pat.
No. 5,731,507.
[0015] The smart probe of the present invention has the functions
for providing pitot pressure (P.sub.t) static pressure (P.sub.s)
angle of attack (AOA) and the additional features of global
positioning satellite information. Also total air temperature and
an inertial reference are provided.
[0016] The smart probes 16 and 20 each have barrels that are
mounted on struts that extend outwardly from the aircraft skin 14.
The barrels 16A and 20A of probe 16 and 20 on opposite sides of the
aircraft are shown. The probes have pitot ports at the leading ends
which are indicated at 16B and 20B, and angle of attack sensing
ports which are typically shown at 16C and 20C. These ports 16C and
20C are on the top and bottom of each probe out near the leading
end adjacent the pitot pressure ports 16B and 20B in a known
manner. The ports 16C and 20C are positioned so that the angle of
attack will cause a differential in pressure at the top and bottom
ports and there will be a change in this sensed pressure as the
angle of attack changes, as is well known.
[0017] The pressure sensing ports 16C and 20C, are designated
P.sub..alpha.2, and a lower pair of the angle sensing ports which
are present on both of the probe barrels is P.sub..alpha.1. These
pressures along with P.sub.tM, provides static pressure as well as
other functions indicating aircraft performance utilizing pressure
data. These signals are all provided in a normal manner that is
well known in the field.
[0018] The smart probes have a separate housing or rack integrally
mounted on the base of the probe as indicated at 28 and 30,
respectively. The housings or racks 28 and 30 each include
operating circuit cards, and also have pressure sensors indicated
generally at 34, A to D converters 36, that form part of a central
processor 38 and provide digital signals representing each of the
pressures sensed at the ports 16B, 20B, 16C and 20C, and the
aligned lower angle of attack sensing ports. These digital signals
are provided to the digital central processor circuitry (CPU) 38 in
each of the housings. The digital processor circuitry will provide
information to data connections or buses 40. The processor
circuitry also can have digital data circuits or buses 42 for
outputting the processed information and calculated parameters that
are necessary to provide signals to the avionic systems or flight
directors shown at 44 and 46.
[0019] The probes 16 and 20 have total air temperature sensors 50
built into the struts of the probes, or if desired the total air
temperature can be provided from separate probes. The total air
temperature sensors 50 provide information inputs to permit
calculation of true air speed.
[0020] The digital data circuitry for the smart probe 16 carries
information to the avionics along a digital line 56. The second set
of instrumentation 46 is provided with information from digital
data connector or a standard data bus 42 from probe 20 along a
digital communication line 58. The information also can be fed to
4a central flight management system 60 and will include the
additional information obtained by the additional features of the
present invention. The probes can communicate with each other along
a link 54. Also, Ps.sub.1 (probe 1) and Ps.sub.2 (probe 2) can be
compared for redundant Ps differences equating to a yaw
measurement.
[0021] In this form of the invention, a global positioning
satellite receiver circuit card 62 is supported in a receptacle or
rack in the housing 28, and it is connected to an external antennae
64 that can be mounted onto the mounting plate 18 of the probe 16.
The antennae is usually spaced from the probe barrel sufficiently
far so that heat from the probe heaters will not affect it. By
mounting the antenna on the mounting plate 18, the assembly reduces
the number of holes that have to be formed in the skin 14 of the
aircraft. In addition to the GPS receiver, which is indicated by
the card 62 in the housing or rack 28 in FIG. 3, the rack 70
supports a magnetometer shown at 66 on the GPS card 62. Solid state
accelerometers and rate sensors 68 are provided on a card and are
oriented to sense accelerations in three mutually perpendicular
axes forming the roll, pitch and yaw axes of the aircraft. The rack
forms receptacles in the housing for supporting circuit cards.
[0022] GPS receiver circuitry, utilizing the known antennae 64 will
provide direct information of latitude, longitude, and ground speed
as well as the track of an air vehicle. A moving map display is
also standard with a GPS receiver.
[0023] Magnetic heading can be obtained with a magnetometer and
effects of the magnetic field around the earth can be examined as
well.
[0024] The initial position system is a series of accelerometers
that provide signals in three axes and by appropriately analyzing
them they give an inertial measurement of position. The inertial
system is a solid state circuit with no moving parts, and all the
needed compensation of the signals is provided by the probe CPU
circuit card so that there is not any need for providing an onboard
computer.
[0025] The accelerometer rate cards are shown at 68, and the
sensors can be positioned on the card rack 70 so that they will be
oriented to properly obtain the accelerations in the three axes
that are reference axes for the aircraft.
[0026] In addition to the information outlined above, the pitch,
roll and yaw of the aircraft are obtainable, by either pressure
measurements, or by utilizing information from the inertial
guidance accelerometers and global positioning satellite receiver
output. The global positioning satellite receiver will provide for
a turn rate (rate of change of direction), as well as altitude, as
is known.
[0027] FIG. 3 shows representation of functions carried out in a
smart probe in the inputs from the pressure sensors indicated at 59
including P.sub..alpha.1, P.sub..alpha.2, and P.sub.tm, which are
the pressures of the top and bottom ports and the pitot port. These
inputs are provided to a circuit 59A for compensation and the
pressures are then used for calculating angle of attack of the
probe tube as at 59B. Calculating the true pressures is done by
adding in factors such as aircraft characterizations, in algorithms
that are selected as at 59C. The outputs are filtered at 59D and
then used with inputs from a probe on the opposite side of the
aircraft for calculating angle of side slip and aircraft angle of
attack as shown at 76, which is fed to a bus 42 that is part of the
CPU in the smart probe 16. The individual pressure signals from
filter 59D also can be carried along line 59E and fed to the bus
42, for use by smart probe 20, or by the processing circuitry in
the smart probe 16.
[0028] The GPS receiver 62 is represented in FIG. 3, and it
provides outputs indicating latitude along a line 70, longitude
along line 72, GPS altitude along line 73 and the ground speed
along a line 71. These GPS outputs are conventionally provided as
readouts with GPS receivers. The signals can be carried to bus 40
and also can be directed to a bus 42 for use by the probe circuitry
in housing 30 for probe 20. The magnetometer 66 provides the
magnetic heading along line 80 and the track signals indicating the
track of the aircraft determined by GPS signals is provided along a
line 82 and is combined with the magnetic heading as shown by a
block 84 to provide the angle of side slip. The angle of side slip
also can be calculated from the pressures sensed on opposite sides
of the aircraft, as previously explained. The block 76 would
receive a pressure signal from the probe 20, along a line 77 to
provide the inputs for calculated angle of side slip based upon
pressure sensing.
[0029] The GPS receiver further can be used for providing turn
rate, and altitude. The turn rate can be calculated utilizing the
output from the magnetrometer and the GPS receiver as indicated by
the box 88. Using the inputs from the GPS receiver 62 and the
magnetometer 66, the actual wind direction and velocity can be
calculated as indicated by block 87. This calculation can be used
to detect changes in the headwind component and thus be used as an
early warning wind shear detector.
[0030] The accelerometer system indicated at 68 will provide
inertial outputs along a line 90, and can be used directly to
provide an indication of position from a zero or reference point.
The information as to the longitude and latitude from the GPS
receiver can be fed to the accelerometer circuitry 68 for
compensation.
[0031] An inertial navigation unit can be made up of the power
supply, the sensor card and the magnetometer. These components are
connected to provide navigation control.
[0032] The pitch, the roll, and the yaw also can be provided by
pressure sensors, as well as the total temperature being provided
for compensation purposes. The roll, pitch and yaw also are
provided by the accelerometer system 68. The yaw also can be
obtained by calculating the side slip, as shown at block 84, which
essentially is a direct indication of yaw.
[0033] A block diagram showing a summary of the flight director
system is illustrated in FIG. 4. The flight director system
illustrated generally at 110 is based upon the utilizing a smart
probe with various circuit cards inserted into the housing or
frame, including the accelerometer card 68, which is illustrated as
providing inertial pitch, roll and yaw, the GPS receiver card 62,
which is tied in with the system, and also is used for calculations
by the CPU or computer 38, which bears the same number in FIG.
4.
[0034] However, a power supply indicated at 112 is also provided,
and power is obtained from the aircraft electrical system to
provide the suitable filtered and/or regulated voltage for the CPU
38. A pressure card is illustrated at 114 and this is one that
resolves pressures from different pressure sensors. Represented in
FIG. 4 are solid state pressure sensors 116 that provide
differential pressure and solid state pressure sensors 117 that
provide absolute pressure 117. The input pressures for sensors 116
and 117 can come from the same ports on the probes. A metal
diaphragm differential pressure sensor 119 also can be used. All of
these are provided to the circuitry that resolves the pressures as
explained in FIG. 3. The pressure card 14 provides suitable signals
to the central processor or computer 38, which is part of smart
probe 16.
[0035] The operating outputs that are obtained from the smart probe
include the magnetic heading indication indicated at 120, and the
air data 122 which again can come from the pressure sensors, and
include indications of angle of attack, angle of side slip, static
pressure, pitot pressure, and the like. A central processing unit
38 can provide heater control 124 to the probe heaters, to provide
deicing heat. Wind analysis, which was previously explained based
upon the magnetic heading and the information from the GPS
receiver, is indicated at 126. Flight data recording is indicated
at 128, and this can be recorded in real time. A moving map display
130 is a feature of the GPS receiver system, and is common in GPS
receivers.
[0036] A digital terrain map, and terrain avoidance system is
indicated at 132. This is tied in with information from the GPS
receiver, as well as information programmed in about the terrain
over which the aircraft will fly. Terrain avoidance also can be
obtained by radar height altitude gauges, and the GPS system can
provide absolute altitude relative to sea level.
[0037] A differential receiver 138 provides inputs that can be used
on the terrain avoidance system, as well as other systems for
operation of the aircraft. The differential receiver 134 aids super
accurate GPS position sensing. If desired, a probe diagnostics
program can be provided as indicated by 134, for running through a
test to make sure that the smart probes are operating properly.
[0038] Fuel flow management 136 is tied in with the wind, energy
being consumed, and other inputs as desired to calculate endurance
of the aircraft.
[0039] In FIGS. 5 and 6, a more detailed view of a typical probe
used for the present invention is illustrated. A typical smart
external air data sensing probe shown at 166 is mounted on a
suitable face mounting plate 168 which is attached to the skin of
the aircraft. The probe configuration is a curved probe that
provides pitot pressure (P.sub.t) at a port 167, static pressure
(P.sub.s), angle of attack (AOA) and the additional features of
global positioning satellite information, total air temperature
measurement, accelerometer or inertial guidance and a
magnetometer.
[0040] The probe 166 has angle of attack sensing ports which are
typically shown at 169 (P.alpha.) and 171 (Pd.sub.2). The port 169
is on the top, out near the leading end adjacent the pitot pressure
port 167. The ports 169 and 171 are positioned so that angle of
attack will cause a differential in pressure at the top and bottom
ports and there will be a change in this sensed pressure as the
angle of attack changes.
[0041] The pressures at the ports 169 and 175 along with the pitot
pressure provides static pressure as well as other functions
indicating aircraft performance utilizing pressure data.
[0042] The smart probe 166 has a separate housing or rack 170
mounted on plate 168 of the probe 166. The housing or rack 170
includes operating circuit cards and also has pressure sensors
indicted generally at 174 that will provide digital signals for
each of the pressures sensed at the ports 167, 169 and 171. The
signals are provided to a digital processor circuitry 173 (CPU)
that has an A/D converter and which will provide information to
desired data connections or a data bus. The processor circuitry 173
also can have digital data circuits or buses for outputting the
processed information and calculated parameters that are necessary
to provide signals to the avionic systems or flight directors as
shown in FIG. 1.
[0043] The probe 166 has a total temperature sensor input opening
176 in the leading edge of the probe 166. Passageways shown at 178
provide for a flow over a sensor 180 in the passageways. The total
temperature sensor provides an input to permit calculation of true
air speed.
[0044] In this form of the invention, a global positioning
satellite receiver circuit card 182 is supported in the housing 170
and it has an external antennae 184 that can be mounted onto the
mounting plate 168 of the probe 166. The antennae 184 is usually
spaced from the probe barrel sufficiently far so that heat from the
probe heaters will not affect it. By mounting the antennae on the
mounting plate 18, the assembly reduces the number of holes that
have to be formed in the skin of the aircraft. In addition to the
GPS receiver, which is indicated by the card 182 in the housing or
rack 170 in FIG. 1, the rack 70 supports a magnetometer shown at
186. Solid state accelerometers are provided on a card and are
oriented to sense accelerations in three mutually perpendicular
axes forming the roll, pitch and yaw axes of the aircraft.
[0045] GPS receiver circuitry, utilizing the known antennae 184
will provide direct information of latitude, longitude, and ground
speed as well as the track of an air vehicle. A moving map display
is also standard with a GPS receiver.
[0046] Magnetic heading can be obtained with the magnetometer 186
and effects of the magnetic field around the earth can be examined
as well.
[0047] The housing 170 also has pressure sensors 188 that sense the
pressure from ports 167, 169 and 171 to provide outputs. A power
supply card 190 provides power for the CPU and GPS cards. A
separate power supply 192 is used for the pressure sensors. A
sensor circuit card 194 also is mounted in the housing 170.
[0048] The accelerometer cards are shown at 68, and the sensors can
be positioned on the card rack 70 so that they will be oriented to
properly obtain the accelerations in the three axes that are
references axes for the aircraft.
[0049] In addition to the information outlined above, the pitch,
roll and yaw of the aircraft are obtainable, by either pressure
measurements, or by utilizing information from the inertial
guidance accelerometers and global positioning satellite receiver
output. The global positioning satellite receiver will provide for
a turn rate (rate of change of direction), as well as altitude, as
is known.
[0050] The functions carried out in smart probe 176 are as shown in
FIG. 3 using the inputs P.sub..alpha.1, P.sub..alpha.2, and
P.sub.tm, which are the pressures of the top and bottom ports 169
and 171 and the pitot port 167. The GPs and total air temperature
sensor inputs are used in the same manner.
[0051] The addition of a GPS receiver thus provides a wide range of
additional information that can be combined on a unitary smart
probe, utilizing less holes in the aircraft in that the antennae
can be installed with the air data sensing probe, and the central
processing unit needed for processing the signals is mounted in a
card right at the smart probe. Two smart probes can be utilized, or
more, as desired for obtaining redundancy and other needed
information.
[0052] Although the present invention has been described with
reference to preferred embodiments, workers skilled in the art will
recognize that changes may be made in form and detail without
departing from the spirit and scope of the invention.
* * * * *