TAT SENSOR on A320 and how it works

Total Air Temperature (TAT) Probes play a crucial role in flight operations, influencing fuel temperatures on long journeys, guiding anti-ice system usage based on both TAT and static air temperature (SAT), aiding in Mach number and true airspeed calculations essential for cruise flight and navigation, and providing the necessary data for engine thrust settings and auto throttles.
little bit more about in on A320:
The aircraft is equipped with two TAT sensors with two sensing elements each. The sensing elements of the sensor have variable resistances. The TAT sensor 1 is linked to the ADR portion of ADIRUs 1 and 3, and the TAT sensor 2 is linked to the ADR portion of ADIRU 2.
The TAT sensors are set at 2.33 m from the nose and at 0.60 m of the aircraft axis below the fuselage. The TAT sensor 1 is located on the left side and the TAT sensor 2 is on the right side.
The airflow enters the scoop of the sensor, goes through a calibrated choke and flows over the hermetically sealed platinum resistance sensing element where the temperature is measured. The speed of the flow over the element is controlled by the choke in the element tube.
The ADR portion is designed to operate with a 500 ohms (at 0 deg. C ) temperature sensor unit corresponding to the basic Callender - Van Dusen equation. To improve the accuracy of the sensor, a network of precision resistors is used. This technique is identified by the term Precision Calibration Interchangeability (PCI).
These sensors are heated with 115VAC through the probe heating system. The heating element must not be energized on the ground.
The heating element is implanted in the scoop and strut and keeps the probe free of ice under the most severe icing conditions.
********video is just for information purposes always stick to the latest maintenance manual********
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[@vishwadeep586]

A ton of thanks 😊 for sharing... please upload detailed video on airconditioning and Pressurisation system of a320

[@nomikhan747]

I always enjoy your videos i have 2 years of experience still learning from you.. ❤ Thank you bro

[@zeto.r]

My pleasure, I'm really glad that you like my work

[@fabianlobo77]

How cool so much tech in a sensor!!!

[@zeto.r]

But there are much more things in this system, hopefully I will have chance to explain next time

[@riccardoromiti5632]

Very well explained Tomas, always precious videos made by you

[@zeto.r]

Glad you like them!

[@nadirfarooqui]

Zeto thank you so much for your fuel pump A320 replacement video due to that I replaced very easily
Thank you 😊

[@christophwieselmayer917]

Thanks for the Video, greetings from Vienna.😁

[@zeto.r]

You are welcome and hello as well from VIE 😁

[@zlatimirzdravkov8940]

Thank you , Tomash !

[@zeto.r]

My pleasure

[@dploit]

thanks tomas for the class ! add more 73 if possible 🤗

[@zeto.r]

I will try my best

[@ricardopg]

During flight, is it possible to have a difference in measurement from TAT1 to TAT 2 due to the position of the sun's rays as well?

[@zeto.r]

Most probably not due to the fast movement through the air, air temperature is equal in such cases, that is the reason for aspirations on ground

[@jameswild266]

I would have expected a heater within a temperature sensor to skew the results, I wonder how that is compensated for.

[@zeto.r]

If you know how much power you send to the heater you can calculate the difference

[@vntok]

So you mean there is a bleed pipe connected to the TAT sensor ?

[@zeto.r]

Exactly

[@kunalkumarpoddar2337]

Kindly share apu air intake flap deactivation process.

[@zeto.r]

Will try