ELECTROSTATIC SENSITIVE DEVICES

Handling of microelectronic devices

The voltage and current requirements for microelectronic devices are of a very low magnitude.  It is therefore necessary to observe strict precautions to avoid damage or destruction when carrying out functional testing and fault diagnosis.  There are some devices whose circuits can, by the very nature of their construction, be damaged or destroyed by “Static Electricity” discharges resulting simply from the manner in which they are handled.

These device are referred to as “Electrostatic-Sensitive Devices” (ESD).  The type of devices that are most susceptible to damage by static electricity 


On aircraft precautions

When replacing Line Replacement Units (LRUs), containing ESDs on aircraft, the following safety precautions must be observed.

1.       All electrical power from the system should be removed by pulling the system circuit breaker(s).

2.       If the power is not removed during LRU removal or installation, transient voltages may cause permanent damage.

3.       After the removal of an LRU from its rack, a conductive shorting dust cap must be installed on each of its electrical connectors.  Under no circumstances must the electrical pins in the connectors be touched by hand.

4.       The conductive dust caps from the unit to be installed can be use on the unit being removed.

5.       The removed unit is then transported with the conductive dust caps fitted.

Aircraft are often fitted with racks containing removable circuit boards, or cards, which often contain ESDs.

During the removal and replacement of the cards, the following procedure is to be followed:

1.       The body of the operator must be grounded by using the wrist strap provided, connected to the appropriate ground jack.

2.       The card is removed using the top and bottom, or left and right, extractors on the card.  Touching the connectors, leads or edge connectors of the card must be avoided.

3.       The removed card is placed in the conductive bag, which is then secured, in accordance with the manufacturer’s approved procedure.

Airspeed indicator

The airspeed indicator or airspeed gauge is an instrument used in an aircraft to display the craft's airspeed, typically in knots, to the pilot.




The airspeed indicator is used by the pilot during all phases of flight, from take-off, climb, cruise, descent and landing in order to maintain airspeeds specific to the aircraft type and operating conditions as specified in the Operating Manual.

During instrument flight, the airspeed indicator is used in addition to the Artificial horizon as an instrument of reference for pitch control during climbs, descents and turns.

The airspeed indicator is also used in dead reckoning, where time, speed, and bearing are used for navigation in the absence of aids such asNDBs, VORs or GPS.

The airspeed indicator is especially important for monitoring V-Speeds while operating an aircraft. However, in large aircraft, V-speeds can vary considerably depending on airfield elevation, temperature and aircraft weight. For this reason the coloured ranges found on the ASIs of light aircraft are not used - instead the instrument has a number of moveable pointers known as bugswhich may be preset by the pilot to indicate appropriate V-speeds for the current conditions

Along with the altimeter and vertical speed indicator, the airspeed indicator is a member of thepitot-static system of aviation instruments, so named because they operate by measuring pressure in the pitot and static circuits.

Airspeed indicators work by measuring the difference between static pressure, captured through one or more static ports; and stagnation pressure due to "ram air", captured through a pitot tube. This difference in pressure due to ram air is called impact pressure.

The static ports are located on the exterior of the aircraft, at a location chosen to detect the prevailing atmospheric pressure as accurately as possible, that is, with minimum disturbance from the presence of the aircraft. Some aircraft have static ports on both sides of the fuselage or empennage, in order to more accurately measure static pressure during slips and skids. Aerodynamic slips and skids cause either or both static ports and pitot tube(s) to present themselves to the relative wind in other than basic forward motion. Thus, alternative placement on some aircraft.

Icing is a problem for pitot tubes when the air temperature is below freezing and visible moisture is present in the atmosphere, as when flying through cloud or precipitation. Electrically heated pitot tubes are used to prevent ice forming over the tube.

The airspeed indicator and altimeter will be rendered inoperative by blockage in the static system. To avoid this problem, most aircraft intended for use in instrument meteorological conditions are equipped with an alternate source of static pressure. In unpressurised aircraft, the alternate static source is usually achieved by opening the static pressure system to the air in the cabin. This is less accurate, but is still workable. In pressurised aircraft, the alternate static source is a second set of static ports on the skin of the aircraft, but at a different location to the primary source.