Manuale d’uso / di manutenzione del prodotto E6-B del fabbricante ASA Electronics
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2 E6-B Flight Computer Instructions This instruction booklet can be used with the three different E6-B models available from ASA. If you have a different model than the one depicted, some parts of your computer may appear slightly different from the computers pictured in this booklet.
3 Contents Page Instructions for Using ASA Flight Computer ...... 4 The Slide Rule Side .......................................... 5 Time, Speed, and Distance Problems .............. 8 Fuel Consumption Problems ........................... 11 Conversions .
4 Instructions for Using ASA Flight Computer Your ASA E6-B Flight Computer has two main parts: a circular slide rule side for making quick calculations, and a wind side for computing ground speed and wind correction angle. The slide portion of the circular slide rule side also includes quick- reference material.
5 The Slide Rule Side The term “circular slide rule” shouldn’t be intimidat- ing. This side of your computer simply consists of a rotating disk with numbers on the middle scale, which when set a.
6 Now look at the number 15 on the disk. Between 15 and 16 each calibration mark is equal to .2 and would be read as 15.2, 15.4, etc. If you were solving a problem with an airspeed of 150 knots, the first calibration past 15 (150 in this case) would be 152.
7 Figure 2. Line up the number 60 (the rate arrow) with the number 12 on the outer disk (or, scale)..
8 Time, Speed, and Distance Problems The rate arrow on the disk is always set to indicate a value per hour on the outer scale. There are three basic time-speed-distance problems. In two of these problems you know the rate, while in the third prob- lem, the rate is part of the answer you are looking for.
9 Figure 4 Figure 3.
10 In the final and most common type of time-speed- distance problem, the time and distance are known, and you need to solve for unknown speed . The rate arrow represents the answer. You will have flown between two known ground reference points 26 NM apart and checked the time between them to be: 13 (thirteen minutes, that is, not thirteen hours).
11 Fuel Consumption Problems Problems involving fuel consumption, fuel endur- ance, and fuel capacity are solved using the same numbers you used in the time-speed-distance prob- lems. With the exception of time values, only the names change. Assume that your airplane’s Approved Flight Manual indicates fuel consumption of 8.
12 When you paid for your fuel you noted on the delivery ticket that it took 32 gallons to top the tanks. You flew four hours and twenty minutes before stopping for fuel. What was the average fuel con- sumption ? This time the rate arrow provides the answer.
13 Conversions You can’t solve a problem unless the values agree. You can’t mix statute and nautical miles, gallons and liters, or Fahrenheit and Celsius. Your ASA E6-B Flight Computer makes it possible for you to convert between values with simple settings of the middle scale.
14 You can convert either nautical or statute miles to kilometers . Find the KM marking on the outer scale. Set the known value beneath the NAUT or STAT arrow as before, and read kilometers under the KM marking. For example, to convert 115 stat- ute miles to kilometers: 1.
15 U.S. Gallons to Imperial Gallons Your Approved Flight Manual lists fuel capacity in U.S. gallons, but in many countries fuel is delivered in Imperial gallons. Arrows marked U.S. GAL and IMP. GAL are provided on both middle and outer scales to help you convert between these quanti- ties.
16 middle scale and read 38.5 U.S. gallons on the outer scale. Quantity / Weight Conversions Aviation gasoline weighs 6 pounds per U.S. gallon. For weight and balance calculations, aviation gaso- line weight-per-gallon can be determined by lining the U.
17 1. Align the arrows. 2. Read 15 pounds on the outer scale opposite of 2 gallons on the middle scale. See Figure 12. Imperial gallon weight of fuel and oil may also be determined in the same manner by lining up the IMP. GAL arrow on the middle scale with the FUEL LBS or OIL LBS arrow on the outer scale.
18 Using the Altitude and Speed Correction Windows Altimeters and airspeed indicators are designed to give correct indications under standard conditions at sea level. The consistency of the earth’s atmo- sphere does not change linearly as you gain alti- tude; its density is affected by variations in tempera- ture and pressure.
19 3. Read the density altitude over the arrow in the DENSITY ALTITUDE window. See Fig- ure 13. Figure 13 shows a pressure altitude of 15,000 feet set opposite an outside air temperature of -15 ° C. A calibrated airspeed of 145 knots converts to a true airspeed of 183 knots and a density altitude of 15,000 feet under these conditions.
20 Converting Mach Number to True Airspeed To convert Mach Number to True Airspeed (or vice versa), rotate the inner dial until you see the Mach No. Index inside the airspeed correction window on the inner dial. Line up the true or outside air tem- perature (do not use Indicated Air Temperature) opposite this Mach No.
21 True Altitude When the air is colder than standard your altimeter can mislead you into thinking you are higher than you actually are. Determine true altitude by the following steps: 1. Determine pressure altitude by setting 29.92 momentarily on the altimeter.
22 If the station altitude is unknown, read calibrated altitude MSL on the middle scale and true altitude MSL on the outer scale. In Figure 15 the pressure altitude is 10,000 feet, station altitude is 5,000 feet, outside air temperature is -19 ° C, and your indicated (calibrated) altitude is 12,000 feet.
23 Figure 16 ground speed will indicate 450 feet per minute, while a jet following that same gradient at 240 knots ground speed will show a vertical speed of 1,200 feet per minute.
24 (Answers are on Page 38) GROUND SPEED FEET PER MILE FEET PER REQUIRED MINUTE 1. 120 350 2. 100 250 3. 150 300 Off-Course Problems When you navigate by pilotage, you will occasion- ally find your airplane has drifted off the planned course due to the wind.
25 Figure 17 opposite of the distance off course; read additional degrees of heading change opposite of the rate arrow. Add the two answers and apply the result to your heading. Example: Your destination is 235 miles ahead ( see Figure 18 on the next page).
26 Figure 19 shows the setups in equations. Figure 19 Figure 18.
27 The Crosswind Table To determine headwind, tailwind or crosswind component quickly and easily, you must know the angle between your course and the reported wind direction.
28 Example: The ATIS reports the wind as from 23 0 ° at 14 knots with runway 18 in use. In the column headed by 5 0 ° ( see Figure 20) there is a box for 10 knots and a box for 20 knots. Interpolating, the headwind component will be 9.5 knots and the crosswind component will be 11.
29 TC VAR = MC –E +W MC WCA = MH –L +R MH ± DEV = CH Figure 21 Note: Some slight variations exist on the E6-B models, but the calculations are the same; be sure to count the lines accurately.
30 that represents the true airspeed. Read ground speed under the grommet. The wind correction angle is measured right or left of the center line. Be sure to count the degrees accurately — the value of each line changes at the 100, 150, or 250 knot arc, depending on the E6-B model you are using ( see Note below Figure 21).
31 Figure 22 Here are some sample problems: (Answers are on Page 38) TRUE WIND WIND TRUE TRUE GROUND DIREC. VELOCITY COURSE TAS HDG SPEED 1. 240 38 300 165 2.
32 Determining Winds in Flight Winds aloft forecasts are frequently in error. If you have an autopilot and some free time, you can calculate the actual winds at your location and altitude. It helps if you have GPS, too. To solve an inflight wind problem you need your ground speed, true heading, true course, and true airspeed.
33 check came out to be 120 knots, and you calculate the true airspeed at your altitude to be 140 knots. 1. Set 180 ° at the TRUE INDEX on the wind side of the computer.
34 Figure 24.
35 Figure 25.
36 Notes.
37 Answers to Sample Problems Time-Speed-Distance Problems, Page 10 1. 4 Hours and 12 Minutes 2. 138 Knots 3. 183 Nautical Miles 4. 110 Knots 5. 133 Nautical Miles Fuel Consumption Problems, Page 12 1. 26 Gallons 2. 12.8 GPH 3. 4 Hours and 28 Minutes 4.
38 Altitude Correction Problems, Page 22 1. 9,750' True Altitude 2. 10,350' True Altitude 3. 7,200' True Altitude Feet per Mile vs. Feet per Minute Problems, Page 24 1. 700 FPM 2. 415 FPM 3. 750 FPM Wind Problems, Page 31 TRUE GROUND HDG SPEED 1.
Un punto importante, dopo l’acquisto del dispositivo (o anche prima di acquisto) è quello di leggere il manuale. Dobbiamo farlo per diversi motivi semplici:
Se non hai ancora comprato il ASA Electronics E6-B è un buon momento per familiarizzare con i dati di base del prodotto. Prime consultare le pagine iniziali del manuale d’uso, che si trova al di sopra. Dovresti trovare lì i dati tecnici più importanti del ASA Electronics E6-B - in questo modo è possibile verificare se l’apparecchio soddisfa le tue esigenze. Esplorando le pagine segenti del manuali d’uso ASA Electronics E6-B imparerai tutte le caratteristiche del prodotto e le informazioni sul suo funzionamento. Le informazioni sul ASA Electronics E6-B ti aiuteranno sicuramente a prendere una decisione relativa all’acquisto.
In una situazione in cui hai già il ASA Electronics E6-B, ma non hai ancora letto il manuale d’uso, dovresti farlo per le ragioni sopra descritte. Saprai quindi se hai correttamente usato le funzioni disponibili, e se hai commesso errori che possono ridurre la durata di vita del ASA Electronics E6-B.
Tuttavia, uno dei ruoli più importanti per l’utente svolti dal manuale d’uso è quello di aiutare a risolvere i problemi con il ASA Electronics E6-B. Quasi sempre, ci troverai Troubleshooting, cioè i guasti più frequenti e malfunzionamenti del dispositivo ASA Electronics E6-B insieme con le istruzioni su come risolverli. Anche se non si riesci a risolvere il problema, il manuale d’uso ti mostrerà il percorso di ulteriori procedimenti – il contatto con il centro servizio clienti o il servizio più vicino.
