1.

1 Gyroscopic Instruments
The gyroscope (Gyro) forms an essential element in artificial horizons,automatic
pilot systems and gyro compasses.In navigation it provides a means by which an
aircrafts direction and attitude can be determined.
Definition
It is well known that aspinning top will remain upright which it is set spinning at
high speed,but as its speed of rotation slows down it eventually topples.
Any rotating mass has gyroscopic properties which produce special effects that it
does not have if it is sationary.masses which produce gyroscopic effects include
jet engines,spinning coin,a bicycle wheel,the earth,in fact any mass that rotates.
Although all rotating masses have gyroscopic properties,in engineering terms the
name gyroscope is used extensively to describe a rotating mass-or rotormounted in such a way that the spin axis of rotor is free to rotate about one or
more axes at right angles to the spin axis.
.
1.1.1 Gyroscopic Properties
As mechanical device a gyroscope may be defined as a system containing a
heavy metal wheel (rotor), universally mounted so that it has three degrees of
freedom:
Spinning freedom:

About an axis perpendicular through its centre (axis of

spin XX).

Tilting Freedom:

About a horizontal axis at right angles to the spin axis

(axis of tilt YY).

Veering Freedom:

About a vertical axis perpendicular to both the other

two axes (axis of veer ZZ).

The three degrees of freedom are obtained by mounting the rotor in two
concentrically pivoted rings, called inner and outer rings. The whole assembly is
known as the gimbal system of a free or space gyroscope. The gimbal system is
mounted in a frame so that in its normal operating position, all the axes are
mutually at right angles to one another and intersect at the center of gravity of the
rotor.
The system will not exhibit gyroscopic properties unless the rotor is spinning.
When the rotor is spinning at high speed the device becomes a true gyroscope
possessing two important fundamental properties:
1. Gyroscopic Inertia (Rigidity).

2. Precession.
1.1.2 Rigidity
The property, which resists any, force tending to change the plane of rotor
rotation. It is dependent on:
1. The mass of the rotor.
2. The speed of rotation.
1.1.3 Precession
The angular change in direction of the plane of rotation under the influence of an
applied force. The change in direction takes place, not in line with the force, but
always at a point 90 away in the direction of rotation. The rate of precession
also depends on:
1. The strength and direction of the applied force.
2. The angular velocity of the rotor.
Figure 32 shows a gyroscope.

Z
FRAME

ROTOR
OUTER
RING

X
Y

INNER
RING

Gyroscope.
Figure 33 shows the characteristics of gyro rigidity.

B
C

Gyro Rigidity
Figure 33
Gyro A has its spin axes parallel with the Earth's spin axes, located at the North
Pole. It could hold this position indefinitely.
Gyro B has its spin axes parallel to the Earth's spin axes, but located at the
Equator. As the Earth rotates, it would appear to continually point North.
Gyro C is also situated at the Equator. As the Earth rotates, it appears to rotate
about its axes, however it is the Earth that is rotating and not the gyro.
This rigidity can be used in a number of gyro instruments including the directional
gyro.

1.1.4 Precession
If an external force is applied to a spinning gyro, its effect will be felt at 90 0 from
the point of application, in the direction of gyro rotation. This is known as
precession. It can be seen in Figure 34, that if a force is applied to the bottom of
the rotating wheel, it will rotate about its horizontal axis.
This property is not wanted in some instruments, such as directional gyros. The
use of precession is used in turn indicators, which will be covered later.

DIRECTION
OF
ROTATION

PRECESSION RATE
= APPLIED FORCE
90 IN THE
DIRECTION OF SPIN

SPIN AXIS
90
APPLIED
FORCE

DIRECTION
OF
PRECESSION

Gyro Precession
Figure 34
The three degrees of freedom are obtained by mounting the rotor in two
concentrically pivoted rings, called inner and outer rings. The whole assembly is
known as the gimbal system of a free or space gyroscope. The gimbal system is
mounted in a frame so that in its normal operating position, all the axes are
mutually at right angles to one another and intersect at the center of gravity of the
rotor.
a)Free Gyro:A gyro having complete freedom in three planes at right angles to
each other.this is also sometimes known as space gyro.

b)Tied Gyro:A gyro having freedom in three planes at right angles to each other
but controlled by some external source.all gyros on aircraft are tied.
c)A tied gyro controlled by gravity to maintain its position relative to the earth.the
artificial horizon gyro is an earth gyro.
d)Rate Gyro:A gyro having one plane of freedom at right angles to the plane of
rotation ,so constructed as to measure rate of movement about the plane at right
angles to both the plane of rotation and plane of freedom .these gyros will have a
spring to bring them back to datum once precessional force is removed.

Instruments that use either the rigidity or the precession of gyros are:
1. Gyro Horizon Unit.
2. Attitude Director Indicator.
3. Standby Horizon Unit.
4. Direction Indicator.
5. Turn and Slip Indicator.
6. Turn Co-ordinator.

Gyro Horizon Unit

The Gyro Horizon Unit gives a representation of the aircrafts pitch and roll
attitudes relative to its vertical axis. For this it uses a displacement gyroscope
whose spin axis is vertical. Figure 37 shows a displacement gyro and the two
axis of displacement.

ROLL

PITCH

Displacement Gyro
Figure 37

Indications of attitude are presented by the relative positions of two elements,

one symbolising the aircraft itself, the other in the form of a bar stabilized by the
gyroscope and symbolising the natural horizon. Figure 38 shows a typical Gyro
Horizon Unit.

SPERRY

Gyro Horizon Unit

Figure 38
The gimbal system is so arranged so that the inner ring forms the rotor casing
and is pivoted parallel to an aircrafts lateral axis (YY 1); the outer ring is pivoted at
the front and rear ends of the instrument case, parallel to the longitudinal axis
(ZZ1). The element symbolizing the aircraft may either be rigidly fixed to the
case, or it may be externally adjustable for setting a particular pitch trim
reference.

1.2

Attitude Director Indicator (ADI)

The ADI presents a symbolic three-dimensional display of the aircrafts attitude,

combined with lateral and vertical steering commands. The aircrafts attitude is
displayed by the relationship of a stationary airplane symbol with respect to a
moveable horizon line. The horizon line is carried on a sphere, which is servo
driven in pitch and roll. The sphere is marked off in increments of 5 degrees, and
is coloured blue to represent sky above the horizon line, and black or
brown/orange to represent ground below the horizon line. The sphere is
unbalanced in the roll axis so that on loss of power it rotates to approximately 90
degree left bank indication. Cross pointer bars are used to indicate flight director
commands and are brought into view by operation of the flight director switches
(FD BARS). The horizontal (pitch) bar indicates below the miniature airplane
symbol to command pitch up attitude. The vertical (roll) bar indicates to the right
center display to command right roll, and to the left of center of display to
command left roll. Both bars are biased out of view when the FD BARS are off,
but the FD flag will not appear unless a power loss is experienced.
Aircraft position relating to a glideslope is given by a pointer moving over a
vertical display. Aircraft position above the glideslope beam is indicated by the
pointer being positioned below the glideslope scale index, and aircraft position
below the glideslope beam is indicated by the pointer being positioned above the
glideslope beam. The loss of the glideslope valid signal will cause the glideslope
warning flag (GS) to come into view. The glideslope indicator and warning flag
are mounted on the right hand side of the ADI presentation.
Localiser deviation is indicated by lateral movement of the localiser pointer, and
is a read on a fixed horizontal scale. The pointer indicates to the right of the
fixed scale index if the aircraft is to the left of the localiser beam and to the left of
the index if aircraft is to the right of the localiser beam. The loss of either the
localiser valid input or tuned to localiser input will bias the localiser pointer from
view. Loss of the localiser valid signal causes the localiser (LOC) flag to move
into view. The localiser indicator is positioned at the bottom of the ADI display,
above the inclinometer.
Slip information is conventionally displayed on the ball type inclinometer
mounted on the indicator at the bottom of the ADI display. Instantaneous testing
of the sphere and flight director is accomplished by pressing the TEST switch.
The sphere should indicate:
(a)

10 5 Pitch Nose up.

(b)

20 5 Roll to the Right.

(c)

ATT and FD flag in view.

(d)

FD Bars Indicate Nose Up and Roll to the Right.

Figure 43 shows an Attitude Director Indicator (ADI)

FD

GSL

A
TEST

TT

RW

Attitude Director Indicator (ADI)

Figure 43
1.3 Standby Attitude Indicators
The standby attitude indicator provides a continuous visual indication of the
aircraft attitude in the pitch and roll axes.
1.3.1 Description and Operation
The standby attitude indicator display comprises a two-coloured drum supported
in an outer gimbal, a roll marker mounted on the outer gimbal shroud and a roll
scale and aeroplane index mounted on the front cover behind the dial glass. A
white line dividing the two colours on the drum, blue representing the sky and
dark orange representing the earth, represents the horizon. Attitude is indicated
by the position of the drum relative to the aircraft symbol. A graduated scale on
the drum, which can indicate 60 degrees of dive or 80 degrees of climb, indicates
pitch angle. Roll angle is indicated by a white marker relative to the roll scale
which is graduated at zero degrees and 10, 20, 30, 40, 50 and 60 degrees left
and right of zero. A fast erection knob is provided on the bottom right-hand side
of the instrument face and is a purely mechanical caging device. Figure 46
shows a Standby Attitude Indicator and its location.

Standby Attitude Indicator H 301

Figure 46

1.4 Direction Indicators

This indicator was the first gyroscopic instrument to be introduced as a Heading
Indicator .The instrument uses a horizontal axis gyroscope and, being nonmagnetic, is used in conjunction with a magnetic compass.
In its basic form, the outer ring of the gyro carries a circular card, graduated in
degrees, and referenced against a lubber line fixed to the gyro frame. When the
rotor is spinning, the gimbal system and card are stabilized so that, by turning the
frame, the number of degrees through which it is turning may be read on the
card. Figure 50 shows a Directional Indicator.

180

170

Directional Indicator
Figure 50

In the directional gyro, the rotor is enclosed in a case, or shroud, and supported
in an inner gimbal which is mounted in an outer gimbal, the bearings of which are
located top and bottom on the indicator case. The front of the case contains a
cut-out through which the card is visible, and also a lubber line reference.
The caging/setting knob is provided at the front of the case to set the indicator
onto the correct heading (magnetic). When the setting the heading, the inner
gimbal has to be caged to prevent it from precessing as the outer gimbal is
rotated. Figure 51 shows the construction of a directional gyro.

Directional Gyro
Figure 51
1.5 Turn & Slip Indicator
This indicator contains two independent mechanisms:
1. A gyroscopically controlled pointer mechanism for the detection and
indication of the rate at which an aircraft turns.

2. A mechanism for the detection and indication of slip/slide.

A gimbal ring and magnifying system, which moves the pointer in the correct
sense over a scale calibrated in what is termed Standard Rates, actuate the
rate of turn pointer. Although they are not always marked on a scale, they are
classified as follows:
1. Rate 1 - Turn Rate 180 per minute.
2. Rate 2 - Turn Rate 360 per minute.
3. Rate 3 - Turn Rate 540 per minute.
4. Rate 4 - Turn Rate 720 per minute.
Figure 52 shows a typical Turn & Slip indicator.

2 MIN

Turn & Slip Indicator

Figure 52
For the detection of rates of turn, a rate gyroscope is used and is arranged in the
manner shown in figure 53.

INPUT
AXIS

FWD

Y1

F
Y

X1

Rate Gyro Turn Indicator

Figure 53
It differs in two respects from the displacement gyro as it only has one gimbal
ring and a calibrated spring restraining in the longitudinal axis YY 1. When the
indicator is in its normal operating position the rotor spin axis, due to the spring
restraint, will always be horizontal and the turn pointer at the zero datum. With
the rotor spinning, its rigidity will further ensure that the zero position is
maintained.

When the aircraft turns to the left about the vertical input axis the rigidity of the
rotor will resist the turning movement, which it detects as an equivalent force
being applied to its rim at point F. The gimbal ring and rotor will therefore be
tilted about the longitudinal axis as a result of precession at point P.
As the gimbal ring tilts, it stretches the calibrated spring until the force it exerts
prevents further deflection of the gimbal ring. Since precession of a rate gyro is
equal to its angular momentum and the rate of turn, then the spring force is a
measure of the rate of turn.
Actual movement of the gimbal ring from its zero position can, therefore, be
taken as the required measure of turn rate.
1.5.1 Bank Indication
In addition to the primary indication of turn rate, it is also necessary to have an
indication that an aircraft is correctly banked for the particular turn. A secondary
indicating mechanism is therefore provided, which, depends for its operation on
the effect of gravitational and centrifugal forces. A method commonly used for
bank indication is one utilising a ball in a curved liquid-filled glass tube as shown
in Figure 26.
In the normal level flight the ball is held at the center of the tube by the force of
gravity. Let us assume the aircraft turns left at a certain airspeed and bank
angle. The indicator case and the tube move with the aircraft and centrifugal
force (CF) in addition to that of gravity acts upon the ball and tends to displace it
outwards from the center of the tube. However, when the turn is executed at the
correct bank angle and matched with airspeed, then there is a balanced condition
between the two forces and so the resultant force (R) hold the ball in the center
of the tube.
If the airspeed were to be increased during the turn, then the bank angle and
centrifugal force would also be increased. As long as the bank angle is correct
for the appropriate conditions, the new resultant force will still hold the ball
central.
If the bank angle for a particular rate of turn is not correct (under-banked/overbanked), then the aircraft will tend to either skid or slip. In the skid condition the
centrifugal force will be the greatest, whereas in the slip condition the force of
gravity is greatest.

Figure 54 shows bank indication for various aircraft bank conditions.

CF

CF

CF

R
W

Bank Indications
Figure 54

1.6 Turn Co-ordinator

The final instrument in this group is the turn co-ordinator. Basically, its
mechanism is changed slightly from the turn and slip indicator, so that it senses
rotation about the longitudinal axis, (bank) as well as the vertical axis, (turn). This
gives a more accurate indication to the pilot, of the turning of the aircraft.
Figure 55 shows a Turn co-ordinator indicator.

TURN COORDINATION

R
2 MIN
NO PITCH
INFORMATION

Turn co-ordinator Indicator

Figure 55

1.6.1 Warnings
1. ATT Flag
Indicates an internal failure of the ADI or a Gyro Attitude (VRU) failure.
2. FD Flag
Indicates an internal failure of the command bars for any axis or flight director
failure.
3. LOC Flag
Indicates a loss of the localiser valid signal, or insufficient signal with index off
scale.
4. Glideslope Flag
Indicates loss of the localiser valid (G/S) signal with index off scale.
1.6.2 Attitude Distribution
Figure 44 shows a block schematic of the attitude transfer switching circuit and
shows the distribution of the attitude information. The transfer switching is drawn
in the NORMAL position fed from 28V ESS DC.
Switching allows either gyro to supply both ADI attitude displays and the
autopilot. The flight data recorder and weather radar are hard wired to No 1
gyro.
Primary outputs are used exclusively for the ADI attitude displays. Buffered
secondary 3 wire outputs are used for the autopilot, FDR and ADI crossswitching. The latter arrangement prevents a faulty ADI being paralleled with the
other ADI thus causing the loss of both.
The instrument comparator monitor (ICM) provides comparison of the ADI
attitude displays. A two wire roll signal is also fed to the ICM to increase the
heading warning threshold in turns.