Modern electronic Machmeters use information from an air data computer system.

There were significant problems with the autopilot, the central air data computer, and the MA-8 fire control system.

Air data computers usually also have an input of total air temperature.

For example, any air data computer will provide the barometric altitude of the aircraft as label 203.

An air data computer analyzes the information and displays it to the pilot in a readable format.

"We use tiny hydraulic devices to bend the aircraft skin, all controlled by air data computers.

IS&S produces both air data computers, as well as the instruments necessary to display the information.

This allows some degree of interchangeability of parts, as all air data computers behave, for the most part, in the same way.

Normally, the aircraft's central air data computer, or CADC, began swinging the wings forward when the plane's speed dropped below three hundred knots.

Total air temperature is an essential input to an air data computer in order to enable computation of static air temperature and hence true airspeed.

Other instruments that might be connected are air data computers, flight data recorders, altitude encoders, cabin pressurization controllers, and various airspeed switches.

In order to compute TAS the air data computer must convert total air temperature to static air temperature.

An air data computer with inputs of pitot and static pressures is able to provide a Mach number and, if static temperature is known, true airspeed.

Each aircraft will contain a number of different systems, such as flight management computers, inertial reference systems, air data computers, radar altimeters, radios, and GPS sensors.

In aerospace, the mechanical stand-alone altimeters which are based on diaphragm bellows were replaced by integrated measurement system which is called Air data computer (ADC).

The computers in question are an air data computer, which gathers information for the autopilot and other equipment, and a flight control computer that is the heart of the autopilot.

While the explanations below explain traditional, mechanical instruments, many modern aircraft use an air data computer (ADC) to calculate airspeed, rate of climb, altitude and Mach number.

Electronic Flight Instrument Systems (EFIS) contain an air data computer with inputs of impact pressure, static pressure and total air temperature.

The EFIS repeats this selected altitude on the PFD and by comparing it with the actual altitude (from the air data computer) generates an altitude error display.

Gillham code is a digital code using an eleven-wire interface that is used to transmit uncorrected barometric altitude between an encoding altimeter or analog air data computer and a transponder.

The Gripen's Ternav tactical navigation system combines information from multiple onboard systems such as the air data computer, radar altimeter, and GPS to continuously calculate the Gripen's location.

An air data boom provides air pressure, temperature, and airflow direction data to data acquisition and air data computers for the computation of aircraft orientation, airspeed, altitude, and related information.

In Airbus aircraft the air data computer is combined with altitude, heading and navigation sources in a single unit known as the Air Data Inertial Reference Unit (ADIRU).

AHRS can be combined with air data computers to form an "air data, attitude and heading reference systems" (ADAHRS), which provide additional information such as airspeed, altitude and outside air temperature.

Modern electronic Machmeters use information from an air data computer system.

There were significant problems with the autopilot, the central air data computer, and the MA-8 fire control system.

Air data computers usually also have an input of total air temperature.

For example, any air data computer will provide the barometric altitude of the aircraft as label 203.

An air data computer analyzes the information and displays it to the pilot in a readable format.

"We use tiny hydraulic devices to bend the aircraft skin, all controlled by air data computers.

IS&S produces both air data computers, as well as the instruments necessary to display the information.

This allows some degree of interchangeability of parts, as all air data computers behave, for the most part, in the same way.

Normally, the aircraft's central air data computer, or CADC, began swinging the wings forward when the plane's speed dropped below three hundred knots.

Total air temperature is an essential input to an air data computer in order to enable computation of static air temperature and hence true airspeed.

Other instruments that might be connected are air data computers, flight data recorders, altitude encoders, cabin pressurization controllers, and various airspeed switches.

In order to compute TAS the air data computer must convert total air temperature to static air temperature.

An air data computer with inputs of pitot and static pressures is able to provide a Mach number and, if static temperature is known, true airspeed.

Each aircraft will contain a number of different systems, such as flight management computers, inertial reference systems, air data computers, radar altimeters, radios, and GPS sensors.

In aerospace, the mechanical stand-alone altimeters which are based on diaphragm bellows were replaced by integrated measurement system which is called Air data computer (ADC).

The computers in question are an air data computer, which gathers information for the autopilot and other equipment, and a flight control computer that is the heart of the autopilot.

While the explanations below explain traditional, mechanical instruments, many modern aircraft use an air data computer (ADC) to calculate airspeed, rate of climb, altitude and Mach number.

Electronic Flight Instrument Systems (EFIS) contain an air data computer with inputs of impact pressure, static pressure and total air temperature.

The EFIS repeats this selected altitude on the PFD and by comparing it with the actual altitude (from the air data computer) generates an altitude error display.

Gillham code is a digital code using an eleven-wire interface that is used to transmit uncorrected barometric altitude between an encoding altimeter or analog air data computer and a transponder.

The Gripen's Ternav tactical navigation system combines information from multiple onboard systems such as the air data computer, radar altimeter, and GPS to continuously calculate the Gripen's location.

An air data boom provides air pressure, temperature, and airflow direction data to data acquisition and air data computers for the computation of aircraft orientation, airspeed, altitude, and related information.

In Airbus aircraft the air data computer is combined with altitude, heading and navigation sources in a single unit known as the Air Data Inertial Reference Unit (ADIRU).

AHRS can be combined with air data computers to form an "air data, attitude and heading reference systems" (ADAHRS), which provide additional information such as airspeed, altitude and outside air temperature.