An air data system includes an avionics system and a plurality of sensors associated with the avionics system, each of the sensors providing a signal indicative of a parameter used by the avionic system to determine the flight status of the aircraft. At least one air data probe is electronically coupled to the avionics system. At least one pitot static probe is coupled to a pressure transducer through pneumatic tubing, the pressure transducer is electronically coupled to the avionics system.

An air data system includes an avionics system and a plurality of sensors associated with the avionics system, each of the sensors providing a signal indicative of a parameter used by the avionic system to determine the flight status of the aircraft. At least one air data probe is electronically coupled to the avionics system. At least one pitot static probe is coupled to a pressure transducer through pneumatic tubing, the pressure transducer is electronically coupled to the avionics system.

Estimating the speed of an aircraft estimates three components of the speed vector (TAS, AOA, SSA) of an aircraft relative to the surrounding air. The static pressure is estimated on the basis of measurements of geographical altitude. A first intermediate variation of a linear combination of the three components of the speed vector of the aircraft relative to the surrounding air is estimated using explicitly the fact that the pressure measured by the static probe is falsified by a known quantity under the effect of the three components of this speed vector of the aircraft relative to the surrounding air. The process then estimates the three components of the speed vector of the aircraft relative to the air by likening the latter to the speed vector of the aircraft relative to an inertial reference frame and by using inertial measurements. The various estimates are fused to provide a final result.

Estimating the speed of an aircraft estimates three components of the speed vector (TAS, AOA, SSA) of an aircraft relative to the surrounding air. The static pressure is estimated on the basis of measurements of geographical altitude. A first intermediate variation of a linear combination of the three components of the speed vector of the aircraft relative to the surrounding air is estimated using explicitly the fact that the pressure measured by the static probe is falsified by a known quantity under the effect of the three components of this speed vector of the aircraft relative to the surrounding air. The process then estimates the three components of the speed vector of the aircraft relative to the air by likening the latter to the speed vector of the aircraft relative to an inertial reference frame and by using inertial measurements. The various estimates are fused to provide a final result.

An air data probe includes a probe head having an interior surface defining a cavity, a component positioned within the cavity of the probe head, a plurality of protrusions defining contact between the interior surface of the probe head and a peripheral surface of the component prior to brazing the component to the probe head, and a braze material located between the interior surface of the probe head and the peripheral surface of the component as a result of brazing the component to the probe head.

An air data probe includes a probe head having an interior surface defining a cavity, a component positioned within the cavity of the probe head, a plurality of protrusions defining contact between the interior surface of the probe head and a peripheral surface of the component prior to brazing the component to the probe head, and a braze material located between the interior surface of the probe head and the peripheral surface of the component as a result of brazing the component to the probe head.

In an embodiment, a method for aircraft weight estimation is provided that includes determining a weight signal based on a dynamic pressure signal, a calibrated angle of attack signal, a lift coefficient signal, a load factor signal, and a wing surface area. In another embodiment, a method to estimate aircraft weight is provided that includes determining a weight based on historical flight data relating horizontal control surface position to dynamic pressure. In another embodiment, a system for continuously estimating aircraft weight during flight is provided that includes a pitot-static subsystem, an angle of attack indicator, an accelerometer, a controller configured to provide a weight signal, and a signal filter for filtering the weight signal to determine a stable aircraft weight.

An independently operable flight data capture and transmission device includes an aerodynamically efficient main body having a mounting bracket for securing the device onto the wings, fuselage or strut of an aircraft during flight. A sensor suite is positioned within the main body to independently capture flight data information pertaining to the flight characteristics, statistics, metrics, performance and environment of the aircraft during flight. A control unit is positioned within the main body to selectively control an operation of the sensor suite, store the flight data information within a memory and communicate with a user device. A mobile application displays the flight data information and communicates operating instructions to the device, and a power generation unit generates power for use by the system components during flight.

An independently operable flight data capture and transmission device includes an aerodynamically efficient main body having a mounting bracket for securing the device onto the wings, fuselage or strut of an aircraft during flight. A sensor suite is positioned within the main body to independently capture flight data information pertaining to the flight characteristics, statistics, metrics, performance and environment of the aircraft during flight. A control unit is positioned within the main body to selectively control an operation of the sensor suite, store the flight data information within a memory and communicate with a user device. A mobile application displays the flight data information and communicates operating instructions to the device, and a power generation unit generates power for use by the system components during flight.

A flow rate assembly can include a fluid flow interface portion having a front facing wall and a back facing wall. The flow interface portion can include an inlet passage within the fluid flow interface portion, an outlet passage within the fluid flow interface portion, at least one inlet aperture extending through the front facing wall of the fluid flow interface portion into the inlet passage, and at least one outlet aperture extending through the back facing wall of the fluid flow interface portion into the outlet passage. In some cases, the fluid flow interface portion includes a plug forming at least a portion of the inlet passage.