A sensor assembly for monitoring a heater system for an aircraft probe sensor includes a current sensor module with a current sensor core and a high electromagnetically permeable enclosure around the current sensor core. An input wire pathway extends through the current sensor core and is configured to receive a heater input wire. A return wire pathway extends through the current sensor core and is configured to receive a heater return wire. A high electromagnetically permeable tube extends through the current sensor core and is configured to extend around one of the input wire and the heater return wire.

A system may include a static air temperature probe attached to an aircraft, an electronic flight instrument system, and a processor. The processor may be configured to measure a static air temperature at the aircraft using the static air temperature probe. The processor may further be configured to calculate a Mach number associated with the aircraft based at least partially on the static air temperature. The processor may also be configured to calculate a true air speed of the aircraft based on the Mach number. The processor may display an indication of the true air speed using the electronic flight instrument system. The processor may also be configured to calculate the speed of sound based at least partially on the static air temperature.

An angle of attack (AOA) sensor system is disclosed. The system comprises a plurality of pitot tube ports in a housing. The pitot tube ports include a set of positive angle pitot ports, a set of negative angle pitot ports, and a central pitot port. The central pitot port is aligned with a central chord line of a wing of the aircraft. A plurality of pitot tubes communicate with the plurality of pitot tube ports (at a first end), and with a plurality of pressure sensors (at a second end). A microcontroller is configured to generate a respective current AOA value for each pressure sensor based on a respective ram pressure measurement generated by each of the pressure sensors, and generate an AOA measurement of the aircraft by comparing each respective current AOA value to respective calibrated AOA values stored in a memory.

An air data sensor can include an acoustic transmitter configured to output an acoustic signal into an airflow and a plurality of acoustic transducers configured to receive the acoustic signal output by the acoustic transducer. The air data sensor can also include a light source configured to output a light beam into the airflow, and a light receiver configured to receive scattered light from the light beam. The light source and the light receiver can be bistatic such that a measurement zone is formed away from the air data sensor.

The present invention relates to a method for self-testing an angle-of-attack probe comprising the steps of controlling an angular excitation of a rotary element that is rotatable about its equilibrium position according to known excitation characteristics; acquiring angular measurements relating to the rotation of the rotary element, determining a parasitic torque applied to the rotary element on the basis of the angular measurements and of the excitation characteristics; comparing at least one component of the parasitic torque with at least one predetermined threshold and detecting an operating fault in the probe when said component exceeds the predetermined threshold.

A method of health management and assessment for an air data probe comprises performing a calibration process for the air data probe prior to installation of the air data probe on a vehicle; performing an operational process after the air data probe is installed on the vehicle; computing residuals for individual pressure channels of the air data probe and an aggregated response function, based on outputs from the calibration process and the operational process; storing and trending the residuals over time; evaluating a trendline for the residuals against one or more threshold values; and announcing a message when one or more of the threshold values is exceeded, indicating that the health of the air data probe is compromised.

An angle of attack sensor includes a housing having an open end and a closed end, a faceplate positioned on the open end of the housing, the faceplate comprising a periphery at an outer edge of the faceplate, a central opening, and an exterior surface extending from the periphery to the central opening, and a vane assembly extending through the central opening of the faceplate. The exterior surface of the faceplate has a sloped profile from the periphery to the central opening.

A aircraft health management system for identifying an anomalous signal from one or more air data systems (ADS) includes one or more of a frequency processor, configured to provide a spectral signal that is representative of a frequency content of the first ADS signal, a noise processor, configured to provide a noise signal that is representative of a noise level of the first ADS signal, and a rate processor, configured to provide a rate signal that is representative of a rate of change of the first ADS signal. The aircraft health management system also includes a comparator configured to provide a differential signal between the first ADS signal and the second ADS signal, and a prognostic processor configured to determine if the ADS signal is anomalous by comparing values representative of a flight condition signal, the differential signal, and the spectral, noise, and/or rate signals.

An aircraft angle of attack and sideslip angle indicator includes a display responsive to angle of attack and sideslip angle measurements from an angle of attack sensor and a sideslip angle sensor on an aircraft. The display depicts angle of attack along a first (preferably vertical) axis, and sideslip angle along a second (preferably horizontal) axis, with the axes intersecting at a display datum which represents acceptable angle of attack and sideslip angle values from the aircraft. The display depicts the aircraft's current angle of attack and sideslip angle with respect to the display datum, thereby indicating to the pilot whether non-optimal (and perhaps dangerous) flight conditions are occurring.

A method can include vapor depositing a corrosion resistant coating to internal and external surfaces of a metallic air data probe. For example, vapor depositing can include using atomic layer deposition (ALD). The method can include placing the metallic air data probe in a vacuum chamber and evacuating the vacuum chamber before using vapor deposition. The corrosion resistant coating can be or include a ceramic coating. In certain embodiments, vapor depositing can include applying a first precursor, then applying a second precursor to the first precursor to form the ceramic coating.