1 to 10 – One mark each:
1) N trains ply between Chennai and Hyderabad. A person can go from Chennai to Hyderabad by a train and return by a different train in a total of 210 ways. Find N.
a) 30 b) 28 c) 14 d) 15
2) Find the roots of equation y^2- 17y + 160 = 12y -8
a) -21,8 b) 21,8 c) -21,-8 d)21,-8
3) Barat wanted to find ( 13/17 )th of a number. By mistake he found ( 17/13 )th of it. A possible value of the excess of his result over the correct result is (the excess value obtained is an integer)
a) 60 b) 180 c) 240 d) None of these
4) Two unbiased dice were rolled together. Find the probability of the sum of the numbers on them being a two
digit prime number
a) 1/9 b) 1/12 c) 1/18 d) 1/6
5) A triangle whose vertices are ( -a, b ), (-b, -a) and (a,-b) must be
a) Isosceles b) isosceles and right angled c) equilateral d) right angled
6) A five digit number is formed by using the digits 1,2,3,4 and 5 without repetitions. What is probability that the number is divisible by 4?
a) 1/5 b) 5/6 c) 4/5 d) none of these
7) If the eight digit number N = 635a432b is divisible by 36, Find the number of possible values of N
a) 2 b) 3 c) 5 d) none of these
8) For which of the following ranges of x, is the inequality
{x( x+1 )(x + 3)/( x-4 )}>0, necessarily false
a) -3 < x < -1 b) -1 < x < 0 c) x> 4 d) -3< x < 0
9) a, b, and c are 3 real numbers satisfying the following conditions.
a+b+c=8, a^2+b^2+c^2= 38. Find ( ab + bc + ca ).
a) 13 b) -1 c) -13 d) 1
10) If a + b = 30 and ab = 176 , find a^3+b^3=?
a) 10160 b) 11060 c) 11160 d) none of the above
11 to 20 , each carry 2 mark:
11) In a class , there are 50 students among them, 38 students like at most one of chess and carom and 32students like at least one of chess and carom. Find the number of students who like exactly one of these two games.
a) 15 b) 25 c)30 d)20
12)In a certain university , there were eight foreign nationals. At the end of their stay at the university they decided to have a photograph. 3 of them were Kenyans, 4 of them Zambians, 1 of them was Ethiopian. Students of the same country decided to stand together for the photograph, which had all students in a single row. In how
many different ways could they have stood for it?
a) 864 b)768 c)576 d)648
13) Padma borrowed a sum at 4.5% p. a simple interest. She managed to repay it in two years and 4 months. If the amount she repaid was Rs 3,97,800 , find the sum ( in Rs Lakh) she borrowed.
a) 3.75 b) 3.6 c) 3.45 d) 3.3
14) A cube of 3 m edge was cut into small cubes with each smaller cube having an edge of 60 cm. If it was cut into small cubes with each having an edge of 50 cm instead, how many more small cubes would have been formed?
a) 91 b) 87 c) 93 d) 97
15) (p^5)=(q^4)=(r^3)=(s^2)=t
Find log( pqrs / t) {the base of log is t}
a) 17/60 b) 23/60 c)43/60 d)7/60
Answers for 16 to 20 based on the information given below:
In a zoo, 12 animals, Elephant, wolf, deer , bear , gorilla, Tiger, Antelope, Giraffe, Lion, Chimpanzee,Horse and zebra are locked in 12 different cages from
1 to 12(not necessarily in that order. These cages are on either side of a path. Cages 1 to 6 are on the left side of the path and cages 7 to 12 are on the
rightside of the path. Cage 1 is opposite cage 7, cage 2 is opposite cage 8 and
so on. The arrangement of the animals is as follows.
1) The elephant is in the cage 1 and is diagonally opposite the wolf which is opposite to the chimpanzee.
2) The bear is opposite the giraffe which is exactly in between the gorilla and the Antelope.
3) The deer is opposite the lion which is exactly in between the wolf and the tiger.
4) The horse is diagonally opposite the chimpanzee.
16) If the tiger is not opposite the gorilla, then which animal is adjacent to the elephant?
a) Antelope b) horse c) gorilla d) deer
17) In how many ways can the animals be arranged in the cage?
a) One b) two c) three d) four
18) Which animal is exactly in between the giraffe and the deer?
a) Antelope b) Giraffe c) Gorilla d) cannot be determined
19) If zebra is opposite Antelope, then which animal is between Gorilla and chimpanzee?
a) Antelope b) lion c) deer d) cannot be determined
20) The animal in between bear and lion is
a) Zebra b) deer c) tiger d) none of these
VERBAL SECTION:
21 to 30 Each one mark:
21) Potentate is to monarch as quisling is to
a) sybarite b) panhandler c)renegade d)pagan
22) Find the odd one out
a) Quisling – jingoistic b)aficionado—disinterested c)Charlatan—honest
d)stoic—equanimous
23) Find the odd one out
a) Labyrinthine – maze b)asinine – moron
c) supple – convertible d)opprobrious –invective
24) Select the idiom which means: “deeply affected and upset by something”
a) take heart b) heart and soul
c) wear your heart on your sleeve d) take it to heart
25) The meaning of the idiom: ” let the genie out of the bottle “
a) make known a secret, without realizing what you are doing
b) to act according to what you feel rather than what is sensible
c) to allow something bad to happen which cannot then be stopped
d) none of these
26) Pick the option where the word GOODNESS is incorrect or inappropriate
a) For goodness' sake, stop fighting!
b) His essential goodness makes people want to help him.
c) This restaurant is going to remain closed for goodness knows how long.
d) Every body acknowledges the goodness in milk
27 to 30 ) Find the synonyms:
27)TO DISPEL
a) to dissipate b) to dissent c) to distort d) to disfigure
28) ACUMEN
a) exactness b) potential c) shrewdness d) bluntness
Monday, July 26, 2010
LOOK in AeRo MOdeLLerS
This is a simple software tool to calculate the various design parameters of a rc model. just by giving small specifications.. hope you find it intresting
http://www.motocalc.com/motodown.htm
with regards,
Aviator.
http://www.motocalc.com/motodown.htm
with regards,
Aviator.
Sunday, July 25, 2010
FMEA
A failure modes and effects analysis (FMEA), is a procedure in product development and operations management for analysis of potential failure modes within a system for classification by the severity and likelihood of the failures. A successful FMEA activity helps a team to identify potential failure modes based on past experience with similar products or processes, enabling the team to design those failures out of the system with the minimum of effort and resource expenditure, thereby reducing development time and costs. It is widely used in manufacturing industries in various phases of the product life cycle and is now increasingly finding use in the service industry. Failure modes are any errors or defects in a process, design, or item, especially those that affect the customer, and can be potential or actual. Effects analysis refers to studying the consequences of those failures.
The Next Big thing?
edition-1
The memristor, a microscopic component that can "remember" electrical states even when turned off. It's expected to be far cheaper and faster than flash storage. A theoretical concept since 1971, it has now been built in labs and is already starting to revolutionize everything we know about computing, possibly making flash memory, RAM, and even hard drives obsolete within a decade.
The memristor is just one of the incredible technological advances sending shock waves through the world of computing. Other innovations in the works are more down-to-earth, but they also carry watershed significance. From the technologies that finally make paperless offices a reality to those that deliver wireless power, these advances should make your humble PC a far different beast come the turn of the decade.
In the following sections, we outline the basics of 15 upcoming technologies, with predictions on what may come of them. Some are breathing down our necks; some advances are still just out of reach. And all have to be reckoned with.
with regards,
Aviator
The memristor, a microscopic component that can "remember" electrical states even when turned off. It's expected to be far cheaper and faster than flash storage. A theoretical concept since 1971, it has now been built in labs and is already starting to revolutionize everything we know about computing, possibly making flash memory, RAM, and even hard drives obsolete within a decade.
The memristor is just one of the incredible technological advances sending shock waves through the world of computing. Other innovations in the works are more down-to-earth, but they also carry watershed significance. From the technologies that finally make paperless offices a reality to those that deliver wireless power, these advances should make your humble PC a far different beast come the turn of the decade.
In the following sections, we outline the basics of 15 upcoming technologies, with predictions on what may come of them. Some are breathing down our necks; some advances are still just out of reach. And all have to be reckoned with.
with regards,
Aviator
V speeds of an aircraft
The takeoff speed required varies with air density, aircraft gross weight, and aircraft configuration (flap and/or slat position, as applicable). Air density
is affected by factors such as field elevation and air temperature. This relationship between temperature, altitude, and air density can be expressed
as a density altitude, or the altitude in the International Standard Atmosphere
at which the air density would be equal to the actual air density.
Operations with transport category aircraft employ the concept of the takeoff
V-Speeds, V1, VR and V2. These speeds are determined not only by the above
factors affecting takeoff performance, but also by the length and slope of the runway and any peculiar conditions, such as obstacles off the end of the runway. Below V1, in case of critical failures, the takeoff should be aborted; above V1
the pilot continues the takeoff and returns for landing. After the co-pilot calls
V1, he/she will call Vr or "rotate," marking speed at which to rotate the aircraft. The VR for transport category aircraft is calculated such as to allow the aircraft to reach the regulatory screen height at V2 with one engine failed. Then, V2 (the safe takeoff speed) is called. This speed must be maintained after an engine failure to meet performance targets for rate of climb and angle of climb.
In a single-engine or light twin-engine aircraft, the pilot calculates the length of runway required to take off and clear any obstacles, to ensure sufficient runway to use for takeoff. A safety margin can be added to provide the option to stop on the runway in case of a rejected takeoff. In most such aircraft, any engine failure results in a rejected takeoff as a matter of course, since even overrunning the end of the runway is preferable to lifting off with insufficient power to maintain flight.
If an obstacle needs to be cleared, the pilot climbs at the speed for maximum climb angle (Vx), which results in the greatest altitude gain per unit of horizontal distance travelled. If no obstacle needs to be cleared, or after an obstacle is cleared, the pilot can accelerate to the best rate of climb speed (Vy), where the aircraft will gain the most altitude in the least amount of time. Generally speaking, Vx is a lower speed than Vy, and requires a higher pitch attitude to achieve.
Saturday, July 24, 2010
No pollution :):):)
SINGAPORE: Singapore's first hydrogen-powered public bus will hit the streets next month.
It'll be the first such bus in Southeast Asia and promises to help save the environment.
Called GreenLite, it does not emit carbon and is "low" on noise.
It's powered by a battery system and fuel cell technology that "converts" hydrogen into electrical energy and creates pure water as a by-product.
The bus is jointly developed by researchers from Singapore's Nanyang Technological University (NTU) and China's Tsinghua University over seven months.
Professor and associate dean (research) at the College of Engineering in NTU, Soh Yeng Chai, says: "This is a new concept in the sense that the standard fuel cell bus uses about 80 to 100 kW (kilowatt), whereas ours is only 40 kW.
"The whole idea is that we want to use the concept of combining hydrogen and battery system to co-power the bus. So under normal conditions, the fuel cell stack is strong enough to power the bus, and at the same time charges the battery. But in high-load conditions, we need to use both the hydrogen and the battery to power the bus.
Such eco-friendly technologies don't come cheap.
Hydrogen costs six times more than diesel.
Prof Soh says: "Currently to run 100 kilometres, we need about 10 kilograms of hydrogen; that translates to about $300."
Still, SBS Transit will be testing out this fuel cell bus, as well as a hybrid bus that runs on both diesel and electricity.
It has trained eight bus captains to operate these buses.
Gan Juay Kiat, CEO, SBS Transit, says: "We're in the early stages of this trial, and we have to consider the capital cost and the operation and maintenance costs of the bus. That's why we're embarking on this trial to understand it more before we make a decision, going forward as to having more hybrid buses in the fleet."
--
With
Regards
Aviator.
It'll be the first such bus in Southeast Asia and promises to help save the environment.
Called GreenLite, it does not emit carbon and is "low" on noise.
It's powered by a battery system and fuel cell technology that "converts" hydrogen into electrical energy and creates pure water as a by-product.
The bus is jointly developed by researchers from Singapore's Nanyang Technological University (NTU) and China's Tsinghua University over seven months.
Professor and associate dean (research) at the College of Engineering in NTU, Soh Yeng Chai, says: "This is a new concept in the sense that the standard fuel cell bus uses about 80 to 100 kW (kilowatt), whereas ours is only 40 kW.
"The whole idea is that we want to use the concept of combining hydrogen and battery system to co-power the bus. So under normal conditions, the fuel cell stack is strong enough to power the bus, and at the same time charges the battery. But in high-load conditions, we need to use both the hydrogen and the battery to power the bus.
Such eco-friendly technologies don't come cheap.
Hydrogen costs six times more than diesel.
Prof Soh says: "Currently to run 100 kilometres, we need about 10 kilograms of hydrogen; that translates to about $300."
Still, SBS Transit will be testing out this fuel cell bus, as well as a hybrid bus that runs on both diesel and electricity.
It has trained eight bus captains to operate these buses.
Gan Juay Kiat, CEO, SBS Transit, says: "We're in the early stages of this trial, and we have to consider the capital cost and the operation and maintenance costs of the bus. That's why we're embarking on this trial to understand it more before we make a decision, going forward as to having more hybrid buses in the fleet."
--
With
Regards
Aviator.
ANTI GRAVITY TESTS
This one is definitely hard to beleive. I couldn't verify the authenticity of the message. Anyways Read on.................................
Dighi in Pune, the city of the brightest Indian defense research scientists and engineers is full of whispers these days. According to some sources in Pune the scientists are tight lipped and say they cannot speak till 2012. What is going to happen in 2012? No one knows but they keep saying before any question is asked – “I know nothing!” If you carefully keep your ears on these whispers you will realize India has tested something no one wants to talk about, It is a break through in conventional Physics and traditional mechanical and aeronautical engineering.
Still the question comes back why should all stay quiet till 2012? Where did this anti-gravity technology come from? Strange activities are being seen for quite some time in the Indian side of Himalayas. Some say the technology came from a Tampere University of Technology in Finland where an Indian scientist was research engineer. Others says it is really a planned diversion – it came from indigenous research that started in 1070s just after India exploded the first nuclear device in Pokhran. Mrs. Indira Gandhi in late seventies while communicating with news journalists once in Kolkata during a whirlwind election trip mentioned that India must research forgotten technologies that were part of Hindu mythologies like Ramayana and Mahabharata. When quizzed further she mentioned that like in ancient days we should be able to fly effortlessly.
Anti gravity technology can change India and the world. Uses seem limited only by the imagination: Lifts in buildings could be replaced by devices built into the ground. People wanting to go up would simply activate the anti-gravity device -- making them weightless -- and with a gentle push ascend to the floor they want.
Space-travel would become routine, as all the expense and danger of rocket technology is geared towards combatting the Earth's gravitation pull. By using the devices to raise fluids against gravity, and then conventional gravity to pull them back to earth against electricity-generating turbines, the devices could also revolutionize power generation.
India will most likely announce the discovery as part of peaceful innovation series. But obviously the military applications can make conventional missiles and aircrafts obsolete overnight.
Effortless lifting and low cost denial of gravity can change our world. And if the whispers are right, India may be changing the world forever.
--
With regards,
Aviator
Dighi in Pune, the city of the brightest Indian defense research scientists and engineers is full of whispers these days. According to some sources in Pune the scientists are tight lipped and say they cannot speak till 2012. What is going to happen in 2012? No one knows but they keep saying before any question is asked – “I know nothing!” If you carefully keep your ears on these whispers you will realize India has tested something no one wants to talk about, It is a break through in conventional Physics and traditional mechanical and aeronautical engineering.
Still the question comes back why should all stay quiet till 2012? Where did this anti-gravity technology come from? Strange activities are being seen for quite some time in the Indian side of Himalayas. Some say the technology came from a Tampere University of Technology in Finland where an Indian scientist was research engineer. Others says it is really a planned diversion – it came from indigenous research that started in 1070s just after India exploded the first nuclear device in Pokhran. Mrs. Indira Gandhi in late seventies while communicating with news journalists once in Kolkata during a whirlwind election trip mentioned that India must research forgotten technologies that were part of Hindu mythologies like Ramayana and Mahabharata. When quizzed further she mentioned that like in ancient days we should be able to fly effortlessly.
Anti gravity technology can change India and the world. Uses seem limited only by the imagination: Lifts in buildings could be replaced by devices built into the ground. People wanting to go up would simply activate the anti-gravity device -- making them weightless -- and with a gentle push ascend to the floor they want.
Space-travel would become routine, as all the expense and danger of rocket technology is geared towards combatting the Earth's gravitation pull. By using the devices to raise fluids against gravity, and then conventional gravity to pull them back to earth against electricity-generating turbines, the devices could also revolutionize power generation.
India will most likely announce the discovery as part of peaceful innovation series. But obviously the military applications can make conventional missiles and aircrafts obsolete overnight.
Effortless lifting and low cost denial of gravity can change our world. And if the whispers are right, India may be changing the world forever.
--
With regards,
Aviator
DO 254
What is DO-254?
DO-254 (also known as DO254, D0254 and Eurocae ED-80) is a formal avionics standard which provides guidance for design assurance of airborne electronic hardware. DO-254 provides certification information from project conception, planning, design, implementation, testing, and validation, including DO-254 Tool Qualification considerations. DO-254 and DO-178B are actually quite similar, with both having major contributions via personnel with formal software process expertise. Until recently, avionics hardware certification did not require the same strict avionics certification standards as did software via DO-178B. But, avionics systems are comprised of both hardware and software, with each have near-equal affect upon airworthiness. Now, most avionics projects come under a DO-254 certification or compliance mandate. Additional information can be found via our formal DO-254 training provided in 1-day and 2-day formats.
DO-254 (also known as DO254, D0254 and Eurocae ED-80) is a formal avionics standard which provides guidance for design assurance of airborne electronic hardware. DO-254 provides certification information from project conception, planning, design, implementation, testing, and validation, including DO-254 Tool Qualification considerations. DO-254 and DO-178B are actually quite similar, with both having major contributions via personnel with formal software process expertise. Until recently, avionics hardware certification did not require the same strict avionics certification standards as did software via DO-178B. But, avionics systems are comprised of both hardware and software, with each have near-equal affect upon airworthiness. Now, most avionics projects come under a DO-254 certification or compliance mandate. Additional information can be found via our formal DO-254 training provided in 1-day and 2-day formats.
DO 178B
What is RTCA/ DO-178B? What is DO178B? What is Do-178B? What is DO/178? What is D0178B? What is DO178?
These are all popular terms for the same document: RTCA/DO-178B: Software Considerations in Airborne Systems and Equipment Certification. RTCA is the acronym for Radio Technical Commission for Aeronautics and is located at 1828 L Street, NW, Suite 805, Washington, D.C. 20036. RTCA/DO-178B was developed by the commercial avionics industry to establish software guidelines for avionics software developers. The first version, DO-178 covered the basic avionics software lifecycle. The second version, DO-178A, added avionics software criticality level details and emphasized software component testing to obtain quality. The current version, DO-178B, evolved avionics software quality via added planning, continuous quality monitoring, and testing in real-world conditions. Technically, DO-178B is merely a guideline. In reality, it is a strict requirement. At merely 100 pages, DO-178B is all things to all people, which means it is quite broad in nature and requires in-depth understanding of intent, voluminous ancillary documentation, and case studies to be properly used
These are all popular terms for the same document: RTCA/DO-178B: Software Considerations in Airborne Systems and Equipment Certification. RTCA is the acronym for Radio Technical Commission for Aeronautics and is located at 1828 L Street, NW, Suite 805, Washington, D.C. 20036. RTCA/DO-178B was developed by the commercial avionics industry to establish software guidelines for avionics software developers. The first version, DO-178 covered the basic avionics software lifecycle. The second version, DO-178A, added avionics software criticality level details and emphasized software component testing to obtain quality. The current version, DO-178B, evolved avionics software quality via added planning, continuous quality monitoring, and testing in real-world conditions. Technically, DO-178B is merely a guideline. In reality, it is a strict requirement. At merely 100 pages, DO-178B is all things to all people, which means it is quite broad in nature and requires in-depth understanding of intent, voluminous ancillary documentation, and case studies to be properly used
Tuesday, July 20, 2010
Navigation database: ARINC 424(LEGS)
The Path and Terminator concept is a means to permit coding of Terminal Area Procedures, SIDs, STARs and Approach Procedures. Charted procedure are translated into a sequence of ARINC 424 legs in the Navigation Database. Flight plans are entered into the FMS by using procedures from the navigation database and chaining them together.
There are 23 leg types that have been created to translate into computer language (FMS), procedure designed for clock & compass manual flight. It’s high time to implement RNAV, using only DO236 preferred leg types: IF, TF, RF which are fixed and without possible interpretation. The leg type is specified at the end point : “path terminator concept” .
The Initial Fix or IF Leg defines a database fix as a point in space. It is only required to define the beginning of a route or procedure.
Track to a Fix or TF Leg defines a great circle track over ground between two known databases fixes
Preferred method for specification of straight legs (course or heading can be mentioned on charts, but designer should ensure TF leg is used for coding).
RF legs:
Constant Radius Arc or RF Leg defines a constant radius turn between two database fixes, lines tangent to the arc and a center fix.
CF legs:
Course to a Fix or CF Leg defines a specified course to a specific database fix. TF legs should be used instead of CF whenever possible to avoid magnetic.
DF legs:
Direct to a Fix or DF Leg defines an unspecified track starting from an undefined position to a specified fix. Procedure designers should take into account the FMS flight path depends on initial aircraft heading aswell.
FA legs:
Fix to an Altitude or FA Leg defines a specified track over ground from a database fix to a specified altitude at an unspecified position.
FC legs:
Track from a Fix from a Distance or FC Leg defines a specified track over ground from a database fix for a specific distance.
FD legs:
Track from a Fix to a DME Distance or FD Leg defines a specified track over ground from a database fix to a specific DME Distance which is from a specific database DME Navaid.
FM legs:
From a Fix to a Manual termination or FM Leg defines a specified track over ground from a database fix until Manual termination of the leg.
CA legs:
Course to an Altitude or CA Leg defines a specified course to a specific altitude at an unspecified position.
CD legs:
Course to a DME Distance or CD Leg defines a specified course to a specific DME Distance which is from a specific database DME Navaid.
CI legs:
Course to an Interceptor CI Leg defines a specified course to intercept a subsequent leg
CR legs:
Course to a Radial termination or CR Leg defines a course to a specified Radial from a specific database VOR Navaid.
AF legs:
Arc to a Fix or AF Leg defines a track over ground at specified constant distance from a database DME Navaid.
VA legs:
Heading to an Altitude termination or VA Leg defines a specified heading to a specific Altitude termination at an unspecified position.
VD legs:
Heading to a DME Distance termination or VD Leg defines a specified heading terminating at a specified DME Distance from a specific database DME Navaid.
VI legs:
Heading to an Interceptor VI Leg defines a specified heading to intercept the subsequent leg at an unspecified position.
VM legs:
Heading to a Manual termination or VM Leg defines a specified heading until a Manual termination.
VR legs:
Heading to a Radial termination or VR Leg defines a specified heading to a specified radial from a specific database VOR Navaid.
PI legs:
Procedure Turn or PI Leg defines a course reversal starting at a specific database fix, includes Outbound Leg followed by a left or right turn and 180 degree course reversal to intercept the next leg.
HA, HF, HM leg types:
Racetrack Course Reversal or HA, HF and HM Leg Types define racetrack pattern or course reversals at a specified database fix
With regards,
Aviator.
There are 23 leg types that have been created to translate into computer language (FMS), procedure designed for clock & compass manual flight. It’s high time to implement RNAV, using only DO236 preferred leg types: IF, TF, RF which are fixed and without possible interpretation. The leg type is specified at the end point : “path terminator concept” .
The Initial Fix or IF Leg defines a database fix as a point in space. It is only required to define the beginning of a route or procedure.
Track to a Fix or TF Leg defines a great circle track over ground between two known databases fixes
Preferred method for specification of straight legs (course or heading can be mentioned on charts, but designer should ensure TF leg is used for coding).
RF legs:
Constant Radius Arc or RF Leg defines a constant radius turn between two database fixes, lines tangent to the arc and a center fix.
CF legs:
Course to a Fix or CF Leg defines a specified course to a specific database fix. TF legs should be used instead of CF whenever possible to avoid magnetic.
DF legs:
Direct to a Fix or DF Leg defines an unspecified track starting from an undefined position to a specified fix. Procedure designers should take into account the FMS flight path depends on initial aircraft heading aswell.
FA legs:
Fix to an Altitude or FA Leg defines a specified track over ground from a database fix to a specified altitude at an unspecified position.
FC legs:
Track from a Fix from a Distance or FC Leg defines a specified track over ground from a database fix for a specific distance.
FD legs:
Track from a Fix to a DME Distance or FD Leg defines a specified track over ground from a database fix to a specific DME Distance which is from a specific database DME Navaid.
FM legs:
From a Fix to a Manual termination or FM Leg defines a specified track over ground from a database fix until Manual termination of the leg.
CA legs:
Course to an Altitude or CA Leg defines a specified course to a specific altitude at an unspecified position.
CD legs:
Course to a DME Distance or CD Leg defines a specified course to a specific DME Distance which is from a specific database DME Navaid.
CI legs:
Course to an Interceptor CI Leg defines a specified course to intercept a subsequent leg
CR legs:
Course to a Radial termination or CR Leg defines a course to a specified Radial from a specific database VOR Navaid.
AF legs:
Arc to a Fix or AF Leg defines a track over ground at specified constant distance from a database DME Navaid.
VA legs:
Heading to an Altitude termination or VA Leg defines a specified heading to a specific Altitude termination at an unspecified position.
VD legs:
Heading to a DME Distance termination or VD Leg defines a specified heading terminating at a specified DME Distance from a specific database DME Navaid.
VI legs:
Heading to an Interceptor VI Leg defines a specified heading to intercept the subsequent leg at an unspecified position.
VM legs:
Heading to a Manual termination or VM Leg defines a specified heading until a Manual termination.
VR legs:
Heading to a Radial termination or VR Leg defines a specified heading to a specified radial from a specific database VOR Navaid.
PI legs:
Procedure Turn or PI Leg defines a course reversal starting at a specific database fix, includes Outbound Leg followed by a left or right turn and 180 degree course reversal to intercept the next leg.
HA, HF, HM leg types:
Racetrack Course Reversal or HA, HF and HM Leg Types define racetrack pattern or course reversals at a specified database fix
With regards,
Aviator.
Thursday, July 15, 2010
ARINC 424
ARINC – Aeronautical Radio Inc. , a corporation of a variety of stockholders such as airlines, aircraft manufactures and other air transport companies. Arinc activities includes operation of land radio stations, the allocation and assignment of frequencies and the exchange of technical information.
AEEC- Airlines Electronic Engineering committee.
ARINC 424 is a specification for Navigation System Data Buses.
DEF: is a standard for the preparation and transmission of data for assembly of airborne navigation system data buses.
Arinc424 speed and altitude limits:
According to ARINC 424 speed limitations can be coded in different ways by using different path terminators. Inorder to achieve consistency all speed restrictions in RNAV procedures should be applied at specific waypoints. Speed restrictions that are only applied during specific time periods are not coded in database. Some legacy systems can only process speed restrictions in combination with an altitude restriction.
The altitude description field will designate whether a waypoint should be crossed “at”, “at or above” or “at or below” specified altitudes.
The conditional termination altitude can be coded in columns 90 through 95 of the SID record. If a “+”, “-” or blank is coded in the altitude description field, input of a second altitude must imply a conditional altitude termination.
If a published take-off requires a turn greater than 15 degrees from the runway heading without an altitude specified before the turn.....a CA, VA, or FA on the runway heading to an altitude of 400 feet (or as specified by source) must be coded before the turn or as first leg of the departure.
arinc 424 waypoint, navaid, fix coordinates:
The geographic position of waypoints, intersections, navaids, runway thresholds etc. is defined in the latitude/ longitude fields.
Nine alpha/numeric characters define the latitude in degrees, minutes, seconds, tenth of seconds and hundredths of seconds:
N45562518
Ten alpha/numeric characters define the longitude in degrees, minutes, seconds, tenth of seconds and hundredths of seconds:
E015523622.
This resolution reflects the airlines desire for the use of best available data.
The Path and Terminator concept was developed to permit coding of terminal area procedures, SIDs, STARs and approach procedures without proliferating the number of waypoints. The two elements Path and Terminator prescribing the way in which a path is to be flown and how the path is to be terminated.
Over the years and in particular with the introduction of RNAV new leg types were added.
Currently, the ARINC 424 document describes 23 path terminators.
Certain limitations such as leg sequence or fly-by/ fly-over rules must be considered by procedure designers.
Database suppliers must be accomplished using path/terminators most appropriately reflecting the government source.
HOPE THIS HELPS,
AVIATOR
AEEC- Airlines Electronic Engineering committee.
ARINC 424 is a specification for Navigation System Data Buses.
DEF: is a standard for the preparation and transmission of data for assembly of airborne navigation system data buses.
Arinc424 speed and altitude limits:
According to ARINC 424 speed limitations can be coded in different ways by using different path terminators. Inorder to achieve consistency all speed restrictions in RNAV procedures should be applied at specific waypoints. Speed restrictions that are only applied during specific time periods are not coded in database. Some legacy systems can only process speed restrictions in combination with an altitude restriction.
The altitude description field will designate whether a waypoint should be crossed “at”, “at or above” or “at or below” specified altitudes.
The conditional termination altitude can be coded in columns 90 through 95 of the SID record. If a “+”, “-” or blank is coded in the altitude description field, input of a second altitude must imply a conditional altitude termination.
If a published take-off requires a turn greater than 15 degrees from the runway heading without an altitude specified before the turn.....a CA, VA, or FA on the runway heading to an altitude of 400 feet (or as specified by source) must be coded before the turn or as first leg of the departure.
arinc 424 waypoint, navaid, fix coordinates:
The geographic position of waypoints, intersections, navaids, runway thresholds etc. is defined in the latitude/ longitude fields.
Nine alpha/numeric characters define the latitude in degrees, minutes, seconds, tenth of seconds and hundredths of seconds:
N45562518
Ten alpha/numeric characters define the longitude in degrees, minutes, seconds, tenth of seconds and hundredths of seconds:
E015523622.
This resolution reflects the airlines desire for the use of best available data.
The Path and Terminator concept was developed to permit coding of terminal area procedures, SIDs, STARs and approach procedures without proliferating the number of waypoints. The two elements Path and Terminator prescribing the way in which a path is to be flown and how the path is to be terminated.
Over the years and in particular with the introduction of RNAV new leg types were added.
Currently, the ARINC 424 document describes 23 path terminators.
Certain limitations such as leg sequence or fly-by/ fly-over rules must be considered by procedure designers.
Database suppliers must be accomplished using path/terminators most appropriately reflecting the government source.
HOPE THIS HELPS,
AVIATOR
PLACEMENT EDITION 1
FLIGHT MANAGEMENT SYSTEM FROM THE SCRAP....
ARINC 424 or ARINC 424 Navigation System Data Base Standard is an international standard file format for aircraft navigation data maintained by Airlines Electronic Engineering Committee and published by Aeronautical Radio, Inc.. The ARINC 424 specifications are not a database, but a "standard for the preparation and transmission of data for assembly of airborne navigation system data bases".[1][2]
The ARINC 424 specification is a 132-byte fixed-length record format. Each record consists of one piece of navigation information such as an airport, heliport, runway, waypoints, navaids, airways, arrival routes, and departure routes.[3]
The ARINC 424 contains several sub-specifications for different data formats. New formats have been introduced as capabilities of equipment have increased and new classes of equipment (such as GPS) have been introduced. The sub-specifications are indicated by a format number. The three sub-specifications currently in use by the NACO are ARINC 424-13, ARINC 424-15, and ARINC 424-18.
ARINC 424 or ARINC 424 Navigation System Data Base Standard is an international standard file format for aircraft navigation data maintained by Airlines Electronic Engineering Committee and published by Aeronautical Radio, Inc.. The ARINC 424 specifications are not a database, but a "standard for the preparation and transmission of data for assembly of airborne navigation system data bases".[1][2]
The ARINC 424 specification is a 132-byte fixed-length record format. Each record consists of one piece of navigation information such as an airport, heliport, runway, waypoints, navaids, airways, arrival routes, and departure routes.[3]
The ARINC 424 contains several sub-specifications for different data formats. New formats have been introduced as capabilities of equipment have increased and new classes of equipment (such as GPS) have been introduced. The sub-specifications are indicated by a format number. The three sub-specifications currently in use by the NACO are ARINC 424-13, ARINC 424-15, and ARINC 424-18.
Hi Aviators....
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With regards,
Aviator.
With regards,
Aviator.
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