Contacts. Contacts Trajectory control system
"PILOTATION AND NAVIGATION COMPLEX OF AIRCRAFT IL-86 Part II Moscow - 2009 Published by decision of the Editorial and Publishing Council of the Moscow State Technical University of Civil Aviation..."
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VKRS has a built-in health check. When the switch "CONTROL IKVSP" is pressed on the instrument panel of the flight engineer in the VKRS, the signal "+27V" is generated and the board "REDUCE SPEED" lights up.
When the switch is released, the display goes out, VKRS returns to its original position.
The aircraft provides for the control of the health of computers. To do this, from each VRS from the output of the tracking system, a signal proportional to the flight altitude is fed to the BFC. In the BFC, these signals are compared. If the difference between them exceeds the threshold value, then a signal of failure of both VRCs is generated. According to the second signal, the calculators will not generate the "+27V" signal when the maximum allowable speed value is reached.
When the power is turned on, the VKRS should not give out the signal "+27V" (the board "REDUCE SPEED" is not lit). When the switch “CONTROL IKVSP” is pressed, the board “REDUCE SPEED” should light up, when the button is released, it should go out. If the board does not light up and at the same time the board "CHECK IKVSP" lights up, then one of the calculators is faulty.
The VKRS device is similar to the VKRI device, except that one (rather than two) notch-type connectors are installed on the rear panel of the VKRS.
Nutrition of the complex. IKVSP systems and units are powered by direct current with a voltage of 27V, alternating current with a frequency of 400Hz and a voltage of 36V and 115V.
To increase the reliability of the complex, the subchannels in each channel are fed from sources independent of each other.
Information about power sources (tires), circuit breakers, switches and their placement on the aircraft is given in Table 5.
When the power supply is turned on, the IKVSP is ready for operation no later than after 5 minutes. At the same time, IKVSP provides the crew and a number of aircraft systems with information about the current values of altitude and speed parameters, and also generates control commands and one-time commands for ACS and ACS, necessary for automatic control of the aircraft in various modes.
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IKVSP provides the following ACS operation modes:
"Height stabilization";
"Exit to the specified echelon".
"Speed stabilization".
"Stabilization of the number M";
"Director's Office".
IKVSP during the entire flight provides signaling about exceeding the maximum permissible speeds and the number M (display "REDUCE SPEED"), about the dangerous speed of approach to the ground ("DANGER EARTH" display), about incorrect pressure setting on the altitude indicators UV (UVF) (display "CHECK R EARTH"). In flight, IKVSP continuously monitors the reliability of all altitude and speed parameters and signals failures using blinkers on the indicators; during ground checks, an additional signaling of failures is activated in the form of lighting up the "NO RES IKVSP", "CHECK IKVSP" displays.
When you press the handle of the switch "CONTROL IKVSP", the boards "NO RESIS IKVSP" and "CHECK IKVSP" may light up. In order to turn off these boards, press the "RESET IKVSP" button without releasing the handle of the "CONTROL IKVSP" switch. If the boards do not go out, then determine the failed subchannel or channel. The failure of the channels (subchannels) of the current altitude-speed parameters NOTN, VIST, Vmd, VZAD, M is accompanied by the appearance of the corresponding blenders on the UV (UV-F), UMS, USIM indicators. If any channel (subchannel) of the H, VPR, M control commands fails, then it is possible to determine the failed channel only when trying to turn on the ACS in one of the stabilization modes using the signal of the failed subchannel. If, when the mode is turned on, the corresponding lamp on the control panel of the ACS modes does not light up, this means that the corresponding subchannel of the IKVSP has failed.
In flight, there may be cases when the MSRP registers a signal to remove the readiness of the IKVSP in the absence of an indication of failures in the air signal system. This can happen when the height equal to the height of the transition level is set on the PVM-1M console, and the pressure or 760 mm Hg is not simultaneously set on the UV (UV-F) indicators. (1013.2 mbar) during climb after takeoff, or pressure at airfield level during landing. At the same time, there is no light signaling about the removal of the system readiness, since the "NO RESIS IKVSP" and "CHECK IKVSP" displays are disabled in flight, and the crew does not press the "RESET IKVSP" button, as it does during ground checks in order to extinguish scoreboard. To prevent the possibility of such cases, it is necessary after installing all the UV (UV-F) pressures of 760 mm Hg. (1013.2 mbar) when climbing after takeoff, as well as the pressure at the airfield level during landing, each time press the "RESET IKVSP" button, regardless of the altitude that is set on the FDA-1M.
3. AUTOMATIC FLIGHT CONTROL SYSTEM
The automatic flight control system (AFCS) is designed for automatic piloting of the aircraft during climb, in level flight, during descent and during the pre-landing maneuver, as well as for automatic and director control during landing approach. In addition, the SAUP improves the stability and controllability of the aircraft in manual and automatic control and ensures the removal of effort from the control levers.
SAUP is a complex of functionally connected systems (Table 6)
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Trim system Relieves effort from control levers (CT) The automatic flight control system can be divided into two groups.
The first group (autopilot, autothrottle, trajectory control system and stabilizer shifter) provides automatic and director control of the aircraft. This group of systems forms the SAU-1T-2-86 automatic control system.
The second group (automatic stability and control system and trim system) is used both for manual and automatic control and serves to facilitate the control of the aircraft.
SAUP is connected with other aircraft systems (Fig. 35).
To ensure automatic control in flight along the route (during climb and descent, during level flight), when performing a pre-landing maneuver and approach, the necessary information in
SAU-1T-2-86 issue:
IKV-72 - signals proportional to the current roll and pitch angles of the aircraft;
BKK-18 - information on readiness for operation and failures of three IKV and PKP.
Switching unit of the Pizhma-1 system BK-2P:
signals of the reduced or gyromagnetic heading and their serviceability;
range signal (D) of the next PPM from the aircraft and serviceability signal D;
a signal of a given track angle (ZPU), calculated by the computer or manually set on the azimuth selector of the Kurs-MP system, a signal of the serviceability of the ZPU;
signal "+27V, APPROACH" from the digital computer, which switches the autopilot to the landing approach mode;
signal "+27V, PREPARING FOR LANDING" from the computer, according to which the autopilot performs a pre-landing maneuver according to the signals of the computer;
a signal of a given roll (back), calculated by the computer;
signal "+27V, READINESS OF THE SIDE PROGRAM, SERVICE CVM";
signal "27V, WORK DISS";
signal "27V, ON-OT" from the system "Kurs-MP";
drift angle signal from DISS;
Fig.35. Scheme of communication of SAU-1T-2-86 with other aircraft systems
The basic system of course and vertical BSCV:
signals of the given heading and signals of its serviceability;
signals "+27V, CONTROL".
Inertial system I-11-1:
- (for aircraft equipped with I-11-1) signals of lateral deviation from the line of a given path;
signals of the speed of lateral deviation from the line of a given path;
system health signals.
Kurs-MP and Radical systems:
deviation signals from the equal-signal lines of the localizer and glide path beacons of the Katet, ILS, SP-50 systems during landing approach;
a signal of lateral deviation from the line of a given path (LZP), calculated by the computer, in the NAVIGATION mode (comes from the computer through the switching unit of the Kurs-MP system);
RTS readiness signals for operation when the aircraft enters the coverage area of ground-based beacons.
Radio altimeter A-031:
signals proportional to true altitude during approach;
radio altimeter health signals.
Information complex of altitude and speed parameters IKVSP-1:
signals of deviation from the set value of height, speed and number M (N, V, M) and failures of the corresponding subchannels of the IKVSP that generate these signals (out. H, out. Vpr., out. M);
signals "+27V, Vpr 310, Vpr 340" when the corresponding speeds are reached;
signal "+27V H3000" upon reaching the appropriate height;
signal "H" deviations from the specified level of the echelon.
Trimming system ST-1 - Elevator autotrim failure signal.
Flaps - signal "+27V", when the flaps are extended at 5 ° (start of movement) and 40 °.
Chassis - signal "+27V" when releasing the chassis.
In addition, it receives information from SAU-1T-2-86:
switching unit of the Pizhma-1 system BK-2P - signals for switching on the NAVIGATION, APPROACH, NAVIG+HORISE, COURSE+ROL+HORIZE and 2 CIRCLE modes.
Information complex of altitude and speed parameters:
signals for switching on the modes of stabilization of height, speed, number M;
autothrottle activation signal.
MSRP:
failure signals of the roll and pitch channels of the autopilot, autothrottle and APS;
signals for switching on the channels of the autopilot, autothrottle and APS;
signals of limit angles of roll and limit deviations from equisignal zones of heading glide path beacons;
signals of current values of roll and pitch angles;
signals of deviations from equisignal zones of localizer and glide path beacons;
signal "VPR";
rudder deflection signal.
SAU-1T-2-86 (Fig. 36) The automatic control system SAU-1T-2-86 (hereinafter referred to as SAU) consists of an autopilot, automatic thrust and stabilizer adjustment and a trajectory control system. The autopilot and automatic thrusters and stabilizer shifters have two equivalent half-sets: half-set 1 and half-set 2. The aircraft is controlled by one of the half-sets, the second is in a “hot” reserve and is activated when the first fails. Switching half sets can be done manually.
The trajectory control system has three equivalent channels. During the en-route flight and during the pre-landing maneuver, one channel is used, the second one is in the “hot standby”, the third one is not used. In approach mode, all three channels are used simultaneously.
The autopilot provides stabilization and control of the aircraft relative to its longitudinal, transverse and vertical axes (roll, pitch and heading channels). Together with the trajectory control system, the autopilot ensures the stabilization of the aircraft's center of gravity relative to a given trajectory.
The autothrottle stabilizes the airspeed of the aircraft by throttling the thrust of the engines.
The stabilizer shifter reacts to the deviation of the elevators by an angle of more than 2°, which occurs with a change in the longitudinal balance of the aircraft, and sets the stabilizer to a position in which the longitudinal balance is restored. The stabilizer adjuster works in conjunction with the autopilot pitch channel.
Fig.36. Simplified functional diagram of the ACS
The ACS consists of separate units electrically connected by the aircraft onboard network. Functional connections between the main blocks of the ACS and sensors of other systems, the signals of which are used in the ACS, are shown in a simplified functional diagram.
The sensor signals are fed to the inputs of the amplification and control units of both semi-sets and a three-channel calculator - a communication unit with trajectory sensors (BSDT). In addition, the calculator amplifies and converts the control signals for the position of the center of gravity of the aircraft coming from the digital computer and the Kurs-MP system, and the control signals for the course coming from the PNP and BSK.
The signals of the calculator and sensors of other systems are amplified and converted in the amplification and control units of the ACS. At the output of these blocks, control signals are generated that are fed to the automatic thrust actuator (IMAT), autopilot steering machines and the stabilizer control screw mechanism (VMUS).
The ACS has a control system that continuously monitors the health of the working channels of the autopilot, AT and APS and, in case of their failure, switches to a backup semi-set at the corresponding machine gun or autopilot. If the backup half-set fails, the system disables both half-sets with the corresponding signaling.
A built-in control is provided for the operational check of the operability of the ACS before use. The built-in control is controlled from the PK-31 control panel.
PKP and PNP indicate the main flight and navigation parameters calculated in the LSDT. In addition, TNGs generate signals used to steer the aircraft on course.
ACS and ST The automatic stability and controllability system consists of two systems: the stability system and the controllability system.
The stability system (SUS) provides damping of short-period oscillations of the aircraft relative to its longitudinal and vertical axes using ailerons and rudder without transferring rudder and aileron deviations to the control levers.
The stability system in each channel has four identical subchannels (1, 2, 3, 4) that operate simultaneously, acting on a common traverse associated with the corresponding booster.
The controllability system, depending on the flight speed and balance of the aircraft, changes the gear ratios between the deflection angle of the ailerons and rudders and the angle of rotation of the control levers in such a way that the required angles of rotation of the aircraft control levers do not change in the entire range of used speeds and balance of the aircraft.
The controllability system has two equivalent channels. One of them works, the other is in a "hot standby" and automatically turns on when the first one fails.
The trim system provides for the removal of forces from the control levers that occur when they deviate, making it easier to control the aircraft. The system consists of two identical channels operating simultaneously. If one channel fails, the force removal rate is halved.
Power supply (Fig. 37, 38) Automatons and ACS systems are powered by direct current 27V, alternating current frequency 400Hz and voltage 36V and 200V.
To increase the reliability of the ACS semi-set, both the ACS and ST channels are powered from sources that are independent of each other.
1 and 2 autopilot half sets are powered by:
direct current through the circuit breakers "SAU MAIN PIT" and "SAU DOUBLE PIT" type AZRGK-15, located on RU213 (port side) and RU223 (starboard side), respectively;
alternating current (36V) through the circuit breakers "SAU MAIN PIT" and "SAU DOUBLE PIT" type AZZK-5, located on RU212 (port side) and RU222 (starboard side), respectively;
alternating current (115 / 200V) through automatic circuit breakers "SAU MAIN PIT" and "SAU DOUBLE PIT" type AZZK-2, located on RU211 (port side) and RU221 (starboard side), respectively.
Power is supplied to the autopilot through junction boxes 1 and 2 of the autopilot half-sets, where power is distributed between the autopilot units and the trajectory control system.
1 and 2 autothrottle semi-sets are powered by:
direct current through circuit breakers "SAU BASIC, AT"
and "SAU DUBLIR AT" type AZRGK-5, located at RU213 and RU223, respectively;
alternating current (36V) through automatic circuit breakers "SAU MAIN AT" and "SAU DOUBLE, AT" type AZZK-2, located on RU212 and RU222, respectively;
alternating current (115 / 200V) through automatic protection devices "SAU MAIN AT" and "SAU DOUBLE AT" type AZZK-2, located in RU211 and RU221, respectively.
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The power supply of AT semi-sets is carried out through the MP-24-02 mounting frame, both for AT calculators installed together with other ACS units on this frame, and for other AT units (sensors, IMAT, magnetic amplifiers, as well as AT elements located in the communication unit on the mounting frame MP-51).
Channels 1 and 2 of the stabilizer changer are fed by:
direct current through automatic circuit breakers "SAU MAIN APS" and "SAU DUBLIR APS" type AZRGK-2, located on RU213 and RU223, respectively;
alternating current (36V) through the circuit breakers "SAU MAIN APS" and "SAU DOUBLE APS" type AZZK-2, located on RU212 and RU222, respectively. Power is supplied to the mounting frame MP-24-02, where APS control units are installed.
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4. AUTOPILOT The autopilot is an integral part of the automatic control system. It is designed to automatically control the aircraft using ailerons, elevators and rudders.
Autopilot provides:
aircraft stabilization relative to its center of gravity;
coordinated turns, climb and descent;
stabilization of the given values of altitude, Mach number and airspeed in flight with the help of elevators in the steady state of engine operation;
automatic limitation of roll and pitch angles during automatic control;
automatic flight with the course angle or heading set on the course selector (KS) of the Kurs-MP system or the KURS knob on the control panel (CP);
indication of roll and pitch angles, current heading, predetermined track angle (ZPU) and predetermined course (TO);
signaling of the autopilot operating modes, limiting rolls and failures of course-verticals;
automatic control of the autopilot in all modes;
automatic shutdown of a failed half-set and inclusion of a backup one;
automatic shutdown of the autopilot in case of repeated failure, as well as automatic shutdown of the pitch channel in case of exceeding the permissible values of the pitch angle, pitch angular velocity, vertical overload and in case of failure of automatic trimming in the elevator channel. Turning off the autopilot channels is accompanied by a corresponding alarm.
The composition of the autopilot, the placement and purpose of its blocks (Fig. 39).
The autopilot consists of a double set of blocks that ensure the operation of 1 and 2 semi-sets (Table 8). The blocks included in the autopilot kit in one copy are dual and also provide the operation of 1 and 2 half sets.
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The autopilot consists of two equivalent semi-sets 1 and 2, each of which has three control channels: heading, roll and pitch.
Heading channel The heading channel dampens the oscillations of the aircraft in flight around its vertical axis and eliminates the effects of lateral g-forces (acting along the transverse axis of the aircraft Z).
BDG and DGU are used as sensors in the channel, which measure the angular acceleration around the vertical axis y and the lateral overload n z.
These signals are summed and amplified in the side channel control unit and BMU.
The total signal (control) is fed to the steering machine of the rudder.
The heading channel has high-speed feedback, due to which the damping process is carried out more efficiently.
The operation of the course channel is controlled by the automation control unit (BKA). In case of failure of the working heading channel half-set, the BKA switches to the heading channel backup half-set. In case of a double failure, the control unit turns off the heading channel, while the lamp "KURS OFF" lights up on the signaling console of the PS.
Roll Channel The roll channel stabilizes the aircraft's pitch and yaw and controls the lateral movement of the aircraft.
The roll channel operates in the following modes:
"COURSE STABILIZATION";
"CONTROL FROM THE HANDLE" ROLL ";
"NAVIGATION";
The last four modes can only be enabled in conjunction with the trajectory control system.
Before turning on the roll channel, the lateral channel control unit performs automatic preparation for shockless activation of the steering gears (the signals of the roll angle sensors are reset to zero). If the aircraft is performing a turn, then after turning on the roll channel, the autopilot brings the aircraft into a straight flight and stabilizes the course that the aircraft will have after exiting the turn.
The roll channel has position and speed feedback, which provide aileron deflection by an angle proportional to the control signal, and damping of aircraft vibrations relative to the longitudinal axis.
The roll channel control unit, in case of failure of the operating half-set of the roll channel, includes a reserve half-set. In the event of a double failure, the roll channel is automatically switched off and on the dashboards of both pilots the "ROOL CONTROL" displays flash and the "ROOL DISABLED" lamp on the PS lights up, an audible signal is heard in telephones and loudspeakers and voice information is transmitted: "AUTOPILOT FAILED! DISCONNECT!".
In addition, the control unit turns off the channel in case of failure of two IKV (or PKP), two BSK-4 channels of the BSKV system and power failure from the port and starboard sides, as well as in the "APPROACH" mode at roll angles of more than 15 ° at a height below 150 m and bank angles greater than 7° at altitudes below 60 m.
The roll channel control unit generates signals about the limiting aircraft roll angles. If the roll angle reaches the limit value (32 ±2, or 15 ±2, or 7.5 ±1°), then on the pilots' dashboards the displays "GREAT LION ROLL", "GREAT RIGHT ROLL" will light up.
Threshold switching from 32° to 15° is done:
at an altitude of 200 m and below, if the flaps are retracted or extended at an angle of less than 40 °;
when extending the flaps by 40° regardless of the flight altitude;
at an altitude of 200 m in the "APPROACH" mode with a signal that the RTS is ready for landing, regardless of the position of the flaps.
Switching to a threshold of 7.5±1° is performed at a height of 60 m and below, if the autopilot roll channel is enabled.
If the aircraft roll has reached the limit value when the roll channel is on, then the voice information “ROOL IS GREAT!” is switched on through telephones and loudspeakers.
When automatically and manually switching the roll channel from half-set I to half-set II (or vice versa), the roll channel operation mode is saved except for the case when the roll channel is operating in the "KURS" mode (the mode switch on PR-173 is in the "KURS I" position) .
"COURSE STABILIZATION" mode The roll channel in this mode stabilizes the course that the aircraft had at the moment the mode was switched on. The mode turns on automatically when you turn on the autopilot, as well as in other cases. The inclusion of the mode is accompanied by an alarm - the "KS" display on the pilots' dashboard lights up.
The sensor that measures the deviation from the given course is the BSC course synchronization unit. Deviations in the angle of roll and in the rate of change of roll are measured by the IKV and BDG, respectively. The signal from the IKV is pre-converted to the BSS. The deviation signals are summed up in the AU, the total signal is fed to the MCU, where it is amplified in power and enters the aileron RM.
"ROL" CONTROL mode The mode is used to perform turns and turns. When you turn the "ROL" knob on the control panel, a signal proportional to the angle of rotation of the knob enters the AU, where it is amplified and summed up with other signals. As a result, the roll RMs deflect the ailerons , and the aircraft enters the turn with a bank angle proportional to the angle of rotation of the ROLL control, but not more than 29°.
During the turn, the BCS is reset to zero and does not respond to changes in the aircraft's heading.
Pressing the "ROL" knob turns off any mode in which the roll channel worked before.
To take the aircraft out of the turn, set the "ROL" stick to the neutral position, while the roll channel switches to the "LANGUAGE STABILIZATION" mode, the aircraft goes into straight flight and the roll channel stabilizes the course that the aircraft had at the time the "ROL" knob was set to neutral position.
Pitch channel The pitch channel stabilizes the aircraft's position relative to the lateral axis and controls the longitudinal movement of the aircraft.
The channel operates in the following modes:
"PIT ANGLE STABILIZATION";
"CONTROL FROM THE HANDLE "Descent-Rise";"SPEED STABILIZATION (NUMBER M)";
"HEIGHT STABILIZATION";
The last two modes can only be enabled in conjunction with the trajectory control system.
Before turning on the pitch channel, the control signal at the altitude RM input is brought to zero. This ensures shockless switching on of the channel, regardless of the pitch angle of the aircraft before switching on.
The pitch channel has position, velocity, and isodromic feedback. Position feedback provides a linear relationship between the control signal and the position of the elevator, high-speed feedback - damping aircraft oscillations about the transverse axis, isodromic eliminates static channel errors with constantly acting dive or pitching moments.
The pitch channel is controlled by the control unit. In case of failure of the operating half-set of the pitch channel, the control unit turns it off and at the same time turns on the backup half-set without shock. In the event of a double failure, the control unit completely turns off the pitch channel, while the "CONTROL PITCH" displays flash and the "PITCH OFF" lamp lights up on the PS, an audible signal is heard in telephones and loudspeakers and voice information is transmitted: "AUTOPILOT FAILED! DISCONNECT!".
In addition, the control unit disables the pitch channel if:
deviation of vertical overload from 1 is ±0.35 when flying along the route and ±0.27 in the APPROACH mode at an altitude of 150 m and below;
the pitch angle for pitching up is 15±2° and for diving 7±1°;
refused two IKV;
the automatic trimming system of the elevator failed;
the pitch rate exceeds 2 deg/s when operating in all modes, except for the modes "CONTROL FROM THE HANDLE" DESCENT-ASLIME" and "ENTRY";
the signal of the current pitch angle is not received when operating in the APPROACH mode;
two go-around blocks failed when operating in the "2-LOOP GO-ON" mode;
the channel is powered off by direct or alternating current.
"TAIL ANGLE STABILIZATION" mode This mode stabilizes the pitch angle that the aircraft had at the time the autopilot was turned on. The pitch angle is measured by the IKV and transmitted to the longitudinal channel AC through the tracking system unit. In AU, the signal is amplified and added to other signals. Further, the amplified signal is fed to the elevator steering machine, which turns the elevator, and the aircraft restores the specified pitch angle.
At the same time, AU receives:
a signal proportional to the rate of change of the pitch angle, which provides damping of aircraft oscillations relative to the transverse axis - from the RD;
signal y, proportional to the angular velocity around the vertical axis of the aircraft, compensating for the loss of height at roll angles of more than 3°, - from the RD;
signal h, proportional to the flaps angle, compensating for the change in altitude during the release and retraction of the flaps, - from DP-34;
signal st, proportional to the angle of rotation of the stabilizer, compensating for the effect of the movement of the stabilizer on the aircraft, - from DPS-5-1.
The mode has no isodromic feedback.
Mode "CONTROL FROM THE "DESCENT-ASLIME" HANDLE" The mode is used to control the aircraft by the pitch angle. A signal proportional to the angle of rotation of the "DESCENT-ASLIME" handle enters the AU, where it is summed up with other signals. In this case, the aircraft, under the influence of the elevator, changes the pitch angle in proportion to the angle of rotation of the "Descent-Rise" handle. The mode is turned on when the handle "HOLDER" is pressed and turned off when it is released. Pressing the knob turns off any mode in which the autopilot pitch channel was operating.
"SPEED STABILIZATION (M-NUMBER)" mode The mode is used to stabilize the speed (M-Number) during climb or descent. The pitch channel stabilizes the speed (M number) that the aircraft had at the moment the mode was switched on. Changing the set speed value (M number) when the mode is on is not provided.
Deviation from the set speed (M number) is measured by IKVSP. The signal V (M), proportional to this deviation, enters the AC, where it is converted in the same way as in the "PIT ANGLE STABILIZATION" mode. In this case, the RV is deflected, which leads to a change in the pitch angle of the aircraft and the restoration of the set speed (M number).
The mode has isodromic feedback, therefore, in the presence of constantly acting diving or pitching moments, the speed (the number
M) is maintained without static error, and the pitch angle of the aircraft may change.
When switching half-sets I and II, automatic or manual, the mode is turned off and the pitch channel switches to the "PIT ANGLE STABILIZATION" mode.
"ALTITUDE STABILIZATION" mode The mode is used when performing level flight, as well as during landing approach before "capturing" the glide path. The pitch channel in the "ALTITUDE STABILIZATION" mode works the same way as in the "SPEED STABILIZATION (M-number)" mode. A signal proportional to the deviation from the given height H, which is generated in the IKVSP, is fed to the input of the AU. When the PB deviates, the aircraft, by changing the pitch angle, restores the given altitude, and then the pitch angle. If the conditions affecting the change in altitude are constant, then thanks to isodromic feedback, the flight altitude is restored without a static error, and the pitch angle may change in this case.
When switching half sets, automatic and manual, the mode is saved.
Turning the autopilot and its modes on and off The autopilot turns on at an altitude of at least 200 m, one of its half-sets is working, the other is continuously in coordination with the working half-set and is ready for immediate shock-free activation.
The autopilot can be engaged during climb and descent, in level flight and during a turn. When enabled, the current heading and pitch angle are stabilized. If the autopilot is activated during a turn, then the aircraft will first roll out of the bank, and then the heading will stabilize, which the aircraft will have at the time of roll exit.
To turn on the autopilot, balance the aircraft, remove the force from the control levers, and then turn on the “AP ON” switch on the control panel, fix it with a safety cap and press the “AP” button on the mode panel. At the same time, the course, roll and pitch channels are switched on simultaneously (semi-set 1). If half-set 1 of any channel is faulty, then pressing the “AP” button will turn on half-set 2 of this channel. When the autopilot is turned on, the "AP" lamps on the mode control panel and the "TOUR 1", "ROL 1" and "PITCH 1" lamps on the alarm control panel light up.
When the autopilot is turned on, the "YEAR STABILIZATION" modes for the bank channel and "TAIL ANGLE STABILIZATION" are switched on
for the pitch channel, regardless of the position of the mode switch on the mode panel. On the dashboard of the pilots, the “KS” board is lit.
Turning on the roll channel modes The control mode from the “ROL” knob is activated by pressing and turning the “ROOL” knob on the control panel, while the aircraft enters the turn under the influence of the autopilot. To turn off the mode, set the ROLL control to the neutral position, while the autopilot switches to the "LEADING STABILIZATION" mode, and the aircraft exits the turn and goes into straight flight with the heading that the aircraft had at the time the ROLL control was set to the neutral position .
Activation of the pitch channel modes The mode "CONTROL FROM THE HANDLE "DESCENT-RAISE" is switched on by pressing the handle "DESCENT-ASLIME" on the control panel. When the knob is turned under the influence of the pitch channel, the aircraft changes the pitch angle by a value proportional to the angle of rotation of the "Descent-Rise" knob.
The "SPEED STABILIZATION (NUMBER M)" mode is activated by pressing the "SPEED" ("MAX") button on the mode control panel, while the "SPEED" ("MAX") lamp lights up on the mode control panel. The mode is turned off by pressing the "DESCENT-RISE" knob, the pitch channel is switched to the "PITTER ANGLE STABILIZATION" mode, the "SPEED" ("MAX") lamp goes out. In addition, the mode is turned off by pressing the "MAX" ("SPEED") or "HIGH" button on the mode panel, while the pitch channel is switched to the "SPEED STABILIZATION (M NUMBER)" or "ALTITUDE STABILIZATION" mode.
The "ALTITUDE STABILIZATION" mode is activated by the "HIGH" button, as well as by the "VERT" button during landing approach. In addition, the mode is switched on automatically when the "Ne" button on the vertical maneuver control panel is pressed and when the flight altitude set on the FDA is reached. When the mode is turned on, the "HI" lamp on the RIGHT lights up.
The mode is turned off by pressing the "DESCENT-RISE" knob, while the pitch channel is switched to the "PITCH ANGLE STABILIZATION" mode. The mode is also turned off when the "SPEED" or "MAX" buttons are pressed, while the pitch channel is switched to the "SPEED STABILIZATION (M NUMBER)" mode. During the landing approach, the mode is turned off automatically when the glide path is "captured".
Autopilot off
Autopilot can be turned off in several ways:
by pressing the "OFF ACS" button on the steering wheels;
by pressing the "COURSE OFF", "ROL OFF" and "PIT OFF" buttons on the signaling console;
turning off the "AP ON" switch on the control panel.
Before turning off the autopilot, you should make sure using the IN3-2B device that there are no forces in the rudder and aileron control wiring. If there is effort, they must be removed with the switches on the "TRIMMER EFFECT" panel. If this requirement is not met, then when the autopilot is turned off, a jerk in the course and roll is possible.
When the autopilot is turned off, its steering gears are turned off and the aircraft control levers become free, and the "AP" lamp on the mode control panel and the lamps signaling the operation of the autopilot channels on the alarm control panel go out.
Pressing the COURSE OFF, ROLL OFF, or PIT OFF button will disable only the corresponding autopilot channel.
Alarms The autopilot has alarms for operating modes, bank limits, yaw, roll and pitch channel failures, critical flight modes (see Tables 9 and 10). As a light (visual) signaling, signal boards of the TS-5 type on the pilots' dashboards, lamps on the ACS consoles, and blenders on the instruments are used.
The signal boards on the pilots' dashboards are connected to the CAC-1 type emergency, warning and notification signaling system, which, receiving signals from the autopilot, amplifies and converts them depending on the purpose of the signal. Autopilot signal boards have an emergency and warning character, so they operate in a pulsed mode.
The audible alarm is activated when the roll and pitch channels are automatically turned off, when the "ACS OFF" button on the controls is pressed. In addition, in flight, in case of failures of the roll and pitch channels and when the limit rolls are exceeded with the roll channel turned on, voice information is transmitted through the phones of the crew members and loudspeakers in the cockpit.
– – –
5. TRAJECTORY CONTROL SYSTEM
The trajectory control system works in conjunction with the autopilot and is designed to stabilize the center of gravity of the aircraft relative to a given trajectory. Trajectory control system provides:flight with a given course or ground angle;
flight along the trajectory specified by the digital computer in the horizontal plane;
automatic control of the aircraft during landing approach up to a height of 30 m according to the signals of course-gliding beacons corresponding to ICAO category 2;
automatic and director control of the aircraft during landing approach up to a height of 60 m according to the signals of course-gliding beacons corresponding to category 1 ICAO;
indication of the position of the aircraft relative to the line of a given path (LZP) when flying along the route, relative to the equisignal lines of the course-gliding beacons during the landing approach;
automatic control during go-around;
indication of command signals during landing approach and during automatic go-around;
signaling of the operating modes of the system, maximum deviations from the equal-signal lines of course-gliding beacons, the readiness of trajectory control during landing approach;
automatic control of system operation;
automatic shutdown of one trajectory control computer in case of its failure and complete shutdown of the system in case of failure of two computers.
The composition of the system, the placement and assignment of blocks (Fig. 40).
The trajectory control system consists of blocks that ensure the operation of two autopilot semi-sets (Table 11). The system calculator (BSDT) is three-channel (consists of three identical blocks). Two channels are used for en-route flight (each channel operates as part of a system half-set). All three channels are used during landing approach.
Fig.40. Placement of blocks of the trajectory control system
– – –
The trajectory control system works in conjunction with the autopilot.
The system receives signals from the BSCS, TsVM and on-board radio navigation systems about the deviation from the ZPU (ZK), about the position of the aircraft relative to the given track in flight along the route, about the descent trajectory during the landing approach. The system converts these signals and, depending on the mode of operation, sends them to the autopilot.
To increase reliability, the system has a built-in communication unit with trajectory sensors (BSDT). The remaining blocks of systems are doubled.
Each calculator block has roll and pitch channels that work in conjunction with the corresponding autopilot channels.
The system operates in the following modes:
Roll channel Pitch channel
"NAVIGATION" "2 CIRCLE"
COURSE mode
The mode is used to fly with a given heading or ground angle.
The set heading or track angle is set by the “COURSE” knob on the course selector of the “Kurs-MP” system, while the “ZPU” and the index “ZK” of the PNP indicate the set ZPU or ZK.
A signal of deviation of the current course from the set value is formed in the PNP and summed with the signal of the drift angle coming from the DISS. A signal proportional to the sum of the signals enters the system computer (BSDT), where the total signal is amplified, and then from the computer to the autopilot, where it is amplified and converted in the same way as in the "COURSE STABILIZATION" mode. The aircraft turns and exits the turn when the aircraft heading becomes equal to the given heading, taking into account the drift angle.
After the aircraft heading becomes equal to the given value, the STU together with the autopilot stabilizes this heading. At the same time, on the PNP, the arrow “ZPU” and the index “ZK” coincide with the drift angle arrow (if DISS is working) or with the heading index (if DISS is not working or is working in the “MEMORY” mode). To change the course of the aircraft, set a new course on the course selector of the Kurs-MP system.
In the "COURSE" mode, two blocks of the BSDT calculator (out of three) are used.
Each unit operates independently of each other and is connected to one autopilot half set. One of the blocks associated with the switched on autopilot half-set is operational, the other connected with the reserve autopilot half-set is in “hot” standby. to the "COURSE STABILIZATION" mode. The mode is also automatically turned off when the corresponding BSCR channel fails.
NAVIGATION mode
The mode is used for automatic navigation along the route specified by the digital computer or the I-11-1 system (when the I-11-1 system is installed on the product), depending on the position of the ACS CONTROL switch
(when installing the I-11-1 system. When the aircraft deviates from the LZP, the computer generates a reference signal (the I-11-1 system - signals z and z, proportional to the deviation and speed of deviation from the LZP). These signals are amplified and converted in the computer (BSDT ), and then enter the autopilot, where control signals are generated for the steering machine of the roll channel. The ailerons are deflected, and the aircraft, making a turn, returns to the LZP. On the PNP, the “ZPU” arrow and the “ZK” index indicate the ZPU of the current great circle calculated in the digital computer The distance counter indicates the distance remaining to the waypoint.
In the "NAVIGATION" mode, as well as in the "COURSE" mode, two BSDT blocks are used - according to the number of autopilot semi-sets. The switching of units is carried out together with the switching of the autopilot semi-sets, while the mode is not turned off.
The mode is automatically switched off in case of failure of the computer, while the roll channel switches to the "COURSE STABILIZATION" mode.
ENTRY mode
Roll channel The roll channel in the APPROACH mode operates in two submodes: APPROACH and ZK.
The APPROACH submode is used during landing approach to reach the runway axis with subsequent descent to 30m along the trajectory set by the localizer that meets the requirements of ICAO category 2.
The "ZK" submode is used to build a pre-landing maneuver in the airfield area without using a digital computer.
In the APPROACH submode, three LSDT units are used.
The mode is turned on at the start point of the fourth turn, while the input is off. The numerator signal of the signals generated in the PNP is equal to the difference between the values of the runway heading and the current heading of the aircraft. The signal in the calculator is passed through a link with a dead zone in the range of 20.
A signal proportional to the yaw rate is generated in the LSDT and ensures the damping of the aircraft's yaw oscillations.
The signal k, proportional to the deviation from the equisignal zone of the localizer, comes from the Kurs-MP system. In addition, in each block of the calculator, a signal k is generated, which is proportional to the speed of deviation from the equal-signal zone of the localizer. At the output of each BSDT block, a total signal is generated. Signals from the output of three blocks are fed to the comparison block, where quorum is performed, i.e. determination of the arithmetic mean value of the signal. This signal enters the autopilot, where it is amplified and converted in the same way as in the NAVIGATION mode. The roll channel steering machines deflect the aileron, and the aircraft, turning around, takes a position in which the ass = 0.
In the "ZK" submode, the roll channel works in the same way as in the "KURS" mode.
The pre-set ground angle of the pre-landing maneuver section is set by the "COURSE" knob on the control panel.
When the flaps are extended to an angle of 40 (or when the switch "ACC ENTRY AT FLAPS 30" is turned on, if the flaps are extended to an angle of more than 5), isodromic feedback is switched on in the roll channel to compensate for lateral errors that occur in the presence of constantly acting heeling moments.
In the APPROACH submode, the correct operation of the BSDT calculator units is monitored. The control is carried out in the comparison block. If the reference signal of one of the three units differs from the quorum signal of the reference square. exceeding the tolerance, the unit will automatically shut down. If the reference signal of one of the two remaining units differs from the reference signal, then both remaining units are switched off, despite the fact that one of the units is OK. In this case, the APPROACH submode switches to the LANGUAGE STABILIZATION mode.
Pitch channel When the mode is turned on, the altitude that the aircraft had at the moment the mode was turned on is first stabilized, then after the "capture"
glideslope - descend along the equisignal line of the glideslope beacon to a height of 30m. The mode is activated at the same point (beginning of the fourth turn) at which the APPROACH submode for the roll channel is activated, the flight altitude is stabilized in the same way as in the autopilot's ALIGHT STABILIZATION mode.
At the same time, a signal r from the Kurs-MP system, proportional to the deviation of the aircraft from the equi-signal line of the glide path beacon, arrives at the input of three BSDT units. In each block of the LSDT, in addition, a signal r is generated, which is proportional to the speed of deviation of the aircraft from the equi-signal line of the glide path beacon. However, the signals r and r do not participate in the control until the glide path is “captured”. The "capture" of the glide path occurs after the aircraft has entered the runway axis and extended the flaps to 40 when the aircraft crosses the equisignal line of the glide path beacon. After the “capture” of the glide path, the signals r and r are amplified and converted into a signal ass, which from the output of each block enters the comparison unit, where a signal is generated ass.kv. the same as in the roll channel.
Setpoint signal enters the autopilot, where it is converted in the same way as in the "HELT STABILIZATION" mode. In addition, at the moment of "capture" of the glide path, the calculator blocks generate a short-term forcing dive signal, which is necessary to reduce the time for the aircraft to go into the descent mode along the equisignal line. Under the influence of these signals, the elevator is deflected into a dive, and the aircraft begins to descend.
At a height of 200m, the correction unit is activated by the DBK signal, which corrects the gear ratio between the signal zad.kv. and deflection of the elevator depending on the flight altitude. The correction continues up to a height of 30m, while the gear ratio is reduced by 50%.
At a height of 150 m, a signal proportional to the vertical overload n y is connected to the DBK signal to improve the quality of flight stabilization on the glide path when the equi-signal line of the glide path beacon is bent. At the same time, the signaling of limit deviations from the equal-signal lines of the course and glide path beacons is turned on. The alarm works up to a height of 30m.
At an altitude of 30m, the “H resolved” board lights up (if it did not light up earlier on the radio altimeter signal), and the pilots must turn off the ACS and make a further descent and landing with manual control. At a height of 18m, the “H solved” board goes out. In the APPROACH mode, in the pitch channel, as well as in the roll channel, the control of the correct operation of the calculator blocks is carried out. The control is performed in the comparison block in the same way as in the roll channel.
If the computers fail, the autopilot switches to the mode
"PIT ANGLE STABILIZATION".
2 lap modeThe mode is used for automatic go-around during landing approach. The mode can be turned on provided that the flaps are extended to 40 and the autopilot is turned on.
Roll channel If the 2LAP mode is enabled at an altitude below 30m, the care unit switches the autopilot's roll channel to the LANGUAGE STABILITY mode. After the flight altitude exceeds 30m, the escape block switches the bank channel to the "KIND" mode. In this mode, the roll channel continues to work until the "2 circle" mode is turned off.
Pitch channel When the mode is activated, the care unit sends forcing signals to the autopilot for pitching: a constant signal and a signal that is continuously increasing. The elevator is deflected and the aircraft goes into climb mode with an increasing pitch angle. When the pitch angle reaches 6, the escape block disables both forcing signals, and the autopilot pitch channel switches to the "PIT ANGLE STABILIZATION" mode. In order to prevent the stabilization mode from being affected by the extended flaps and the longitudinal acceleration of the aircraft, the escape unit issues commands to the autopilot to turn on the signals n x and the angle of rotation of the flaps, which are added to other signals "TAIL ANGLE STABILIZATION". In the "2 LAP" mode, additional control is introduced: if after 0.4s after turning on the mode the elevator does not start to deviate and the aircraft does not switch to pitching, or if the pitch angle reaches 9 and the elevator or stabilizer does not move to a dive, then first automatically switching to the reserve half-set is performed, and then, if the malfunction is not eliminated, the pitch channel is switched off with the corresponding light and sound signaling.
Director control The director control of the aircraft is a reserve, it is used during landing approach. In director control, the aircraft is piloted by the pilot, controlling the position of the aircraft by the command arrows of the control panel. The formation of signals that reject the command arrows is carried out in the BSDT calculator and in the communication unit with the BSDP director devices.
Commands for director control are generated as the difference between the control signal zad.kv. (set sq.) and the current value of the angle of roll (pitch). The control signals are formed in the BSDT in the same way as in automatic control, the calculation of the difference between the control signals and the current values of the roll and pitch angles. It is converted into commands for PKP command shooters in the BSDP.
Director control can be turned on in the coverage area of the landing RTS. To do this, turn on the “AP ON” switch on the control panel, fix it with a protective cap and set the mode switch to the “ENTRY” position. At the same time, the “K” and “T” blenders are removed from the control panel (the “T” blender is removed after the flaps are extended to an angle of 40 or after turning on the switch “ACS ENTRY AT FLAPS 30”, if the flaps are extended to an angle of more than 5), appear in the field of view command arrows.
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The SAU-42T system is made on the domestic element base on 1986BE1T microcontrollers developed and manufactured by PKK Milandr CJSC.
The block of the computer system SAU-42T BVS-42T is made of two channels and contains two duplicating computers with autonomous power supply modules. Each of the unit's calculators is connected to sensors and multifunctional indicators via ARINC 429 code communication lines and by one-time commands. In addition, each of the calculators of the BVS-42T unit is connected to the BP-42T drive units by two communication lines with a CAN interface. With such a structure, an increased fault tolerance of the system is achieved due to the fact that it remains operational in all control modes with at least one serviceable motion parameter sensor and an indicator from among the duplicated ones.
Main characteristics
- The composition of the SAU-42T system:
The SAU-42T system consists of a BVS-42T computer system unit - 1 pc. and drive units BP-42T for rudder, ailerons, altitude and elevator trimmer (total 4 pcs.).
- The SAU-42T system performs the following functions:
Automatic and director stabilization of the given values of pitch, roll, heading, vertical speed and barometric flight altitude;
Automatic adjustment of the aircraft to the horizon at the command of the crew (provided that position sensors of the controls are installed on the aircraft);
Automatic and director processing of signals from the navigation system;
Limitation of the limiting flight modes in terms of the parameters of longitudinal and lateral movements, accompanied by the issuance of appropriate signals to the SOI-42T system;
Priority of manual control of the aircraft over automatic control by overpowering through the control levers of the aircraft;
Possibility of emergency shutdown and activation of the SAU-42T (pilot intervention in aircraft control);
Absence of abrupt movements of control surfaces and aircraft controls in case of failures and switching of operating modes of the SAU-42T.
- The SAU-42T system has the following operating modes:
Advanced control;
Stabilization of roll and pitch angles specified with SOI-42T;
Stabilization of the course set from SOI-42T;
Vertical speed stabilization;
Stabilization of the current altitude;
Change of flight level with stabilization of a given altitude;
Management according to the BMS-2010 system;
Director control through the channels of the elevators, directions and ailerons on the command to switch to manual control;
Bringing the aircraft to the horizon at the command of the crew;
Elevator trim on crew command.
- Complex of ground testing of the system (KNO SAU-42T):
KNO SAU-42T is an automated product development system. The simulation is carried out in the MATLAB environment with the Real Target Machine connected to the control computer via an Ethernet channel. KNO includes a computer for displaying flight data via the JTAG channel and a load stand containing sensors of the angular positions of the controls, the signals from which are fed to the object model, implemented as a software module in a real-time machine.
Specifications SAU-42T:
Dimensions:
block BP-42T 104×113×225 mm,
block BVS-42T 148×121×312 mm.
The total mass of the system blocks is 15 kg.
The block body material is aluminum alloy.
Power supply: from the DC network 27 V SES from two sides.
Power supply parameters according to GOST R 54073-2010 for category 2 consumers.
Power consumption - no more than 100 W (peak power - no more than 250 W).
Terms of Use:
Working temperature – from minus 40 °С to + 55 °С,
Air humidity - up to 95% at a temperature of 35 ° C,
Atmospheric pressure - from 45.7 kPa (350 mm Hg)
Reliability indicators:
Mean time between failures in flight (T op) - not less than 2000 hours,
The average shelf life in the original packaging in an unheated room is at least 5 years.
SAU-42T components meet the requirements for lightning resistance for degree of hardness 3 according to OST 1 01160-88.
Quantitative indicators of SAU-42T:
Ready to work time - no more than 3 minutes,
Continuous operation time - at least 8 hours,
Stabilization accuracy (excluding sensor errors, in a calm atmosphere, in steady flight):
Pitch angle ± 1°;
Banking angle ± 1°;
Heading angle ± 1.5°;
By barometric flight altitude:
± 8 m at a height of ± 500;
± 10 m at a height of 2000;
± 12 m at a height of 4000;
Vertical speed 1 m/s within operating limits.
Dynamic range of speed torques of drives:
Rudder: 22.59 Nm at 0°/s, max no-load speed 84°/s;
Elevator, elevator trim tab, ailerons: 13.55 Nm at 0°/s, max no-load speed 114°/s;
Moments of slippage of servo couplings and limiting deflection angles:
Rudder: (9.04±1.13) Nm, left (27±1)°, right (29±1)°;
Elevator: (6.21±0.79) Nm, up (15.5±0.5)°, down (13±1)°;
Elevator trim: (5.08±0.68) Nm, up (28±5)°, down (25±5)°;
Ailerons: (5.08±0.68) Nm, up (25±2)°, down (15)°.
SAU-1T-2B
Conditions for switching on and operating the ACS in flight
Switching on and operation of ACS is allowed in the range of values:
In automatic and director control mode from 400 m to operational
in automatic or director approach control mode up to a height of at least 60 m;
3. bank angles: during power-up and operation up to ±30 5°.
Note. The autothrottle is allowed to be used at altitudes not exceeding 7000 m, M 0.74.
The piloting kit control system provides automatic switching of the faulty ACS half-set to the corresponding serviceable half-set. The ACS system provides an airspeed limit of 600 +20 -10 km/h
Note. The ACS provides a given flight mode in turbulent conditions with an intensity that does not cause the aircraft to reach the limits (n ukr; kr; Vkr) indicated below.
ACS (longitudinal channel) is automatically turned off when the aircraft reaches:
Vertical overload, less than 0.5 and more than 1.5 in the cross-country flight mode; less than 0.65 and more than 1.35 in the approach mode from a height of 200 m by radio altimeter signal;
angle of attack equal to ( cr - 0.5) according to the AUASP signal;
a pitch angle of more than 20° for a pitch-up and 10° for a dive.
1. Before switching on the AP in steady flight, balance the aircraft with the stabilizer so that the elevator (E) is in the neutral position. The position of the RV is controlled by the indicator of the position of the RV. Set the mechanism of the trim effect RV (MTE) to the neutral position. MTE PH and ailerons to remove the load from the respective controls.
2. Immediately after switching on the AP, make sure, by the RV indicator, that the RV is deflected by an angle of no more than ±2°. If the RV is deviated by an angle of more than ±2°, balance the aircraft with a stabilizer (without disabling the AP), deviating it in the direction specified in paragraph 1.
3. At all stages of flight with the AP on, requiring a change in the flight speed, as well as when the aircraft's centering is changed, when the PB deviates by an angle of more than ±2° and the “CHECK PB POSITION” lamp on the instrument panel lights up, balance the aircraft with a stabilizer (without turning off autopilot), deflecting it in the direction indicated in paragraph 1.
WARNING: For aircraft prior to No. 0306, aircraft trimming is permitted if the aircraft airspeed does not exceed 530 km/h.
4. In the case of performing maneuvers at an almost constant speed (exit to an overload, a turn, etc.), when the RV may turn out to be deflected for a long time by an angle of more than ±2 °, the stabilizer should not be used.
IT IS FORBIDDEN:
turn on the power supply of the AP below 400 m;
use ACS both in automatic and semi-automatic mode up to N below 60 m;
set the switch “NORM.-BOLT.” to the “BOLT.” until further notice;
automatic approach With two failed engines;
Use the pitch channel in the automatic approach mode if the center of gravity is beyond 26...36% SAH;
Continue automatic landing approach with a deflected PB at an angle of more than 4-5 °. Mandatory manual balancing with a stabilizer is required;
Raise the rudders to check the ACS on the ground if the wind speed is more than 15 m/s;
use APS at airspeed over 500 km/h;
turn on the autothrottle when:
In the process of air intake control;
Side door control
Release of mechanization;
Fire extinguishing system
To extinguish a fire in the wing compartments, engine nacelles, APU compartment, GNG compartment, there are: 3 UBTs-16-6 (I and II turn on the right between 26-27 sp., III turn - on the left 27-28 sp. in the cargo compartment).
To extinguish the fire in the GNG compartment, 3 UBSH-3-1s are designed (I and II line on the left 26-27 sp. and III line on the right 29 sp.) in the cargo compartment.
Signal points are located on the lower surface of the fuselage on the left (III) and on the right (I and II) at 26-27 sp.
In the event of a fire in any compartment (temperature increase of 2°/s and, if more than 3 sensors are triggered and the ambient temperature is 180-400°C), the signal is sent to the corresponding executive unit BI-2A.
In the cockpit:
The main panel “FIRE” flashes, the red signal panel “FIRE POINT” lights up on the control and signaling panel, as well as the yellow arrow pointing to the switch that must be used at a given fire site (in addition, in case of fire in the wing, green mnemosigns “KRAN OPEN");
Information is received via RI-65: “FIRE, I'M BOARD No., FIRE!”;
The squib cartridges of the pyrohead of the first stage of this compartment are triggered and freon enters the fire site. If necessary, you can apply queues II and III manually: queue I is triggered both automatically and manually, and II and III only manually. When the fire disappears, the red signal boards go out. To extinguish the arrow and the green mnemonic, you must press the button “CHECKING THE IQUIT LAMPS AND UNLOCKING THE LAMPS OF THE FIRE SITE” on the squib test panel.
On the wingtips and both fairings of the landing gear, mechanisms for emergency activation of the fire-fighting system are installed. If during landing with retracted landing gear at least one of the mechanisms works, then all the squibs will explode and freon will enter all fireproof compartments. Power to undermine the squibs comes from batteries.
Checking the performance of the fire alarm system
1. Main switch to “CHECK” position.
engine nacelles;
APU and GNG;
wings,
After setting the appropriate switch to the neutral position, everything goes out except:
The yellow arrow is on;
For the wing, the green mnemonic sign is “FAUCET IS OPEN”. They must be extinguished by pressing the button “CHECK IQUITS AND UNLOCK FIRE LIGHTS” after checking the sensors for nacelles, engines, APU, and GNG, fenders.
3. Set the main switch to the “FIRE EXTINGUISHING” position and close the cover.
Attention! 1. Do not move the main switch to the “FIRE EXTINGUISHING” position when the alarm is not turned off in order to avoid self-discharge of fire extinguishers of the 1st stage.
2. If the main switch is set to the “CHECK” position, then the 1st stage does not work either automatically or manually.
Checking the serviceability of fire extinguisher squibs
1. Check the serviceability of the green signal lamp of the squib cartridges by pressing the button “CHECKING THE LAMPS OF THE FIRE EXTINGUISHER IQUITS AND UNLOCKING THE LAMPS OF THE FIRE LOCATION”.
2. Alternately install the button switch on the checked compartments:
engine nacelles (4 pcs.);
wing;
APU;
GNG;
3. Set the switch to the “OFF” position. (green lamp off).
Actions of the crew in the event of a fire
A crew member, having discovered a fire, is obliged to report to the CC. The fire is extinguished on the command of the QC. When a fire is detected in the fireproof compartments of the BT, it is necessary:
1. Duplicate the inclusion of a fire extinguisher of the 1st stage for which:
Set the extinguishing agent supply switch on the USPS panel under the lit yellow arrow to position 1.
2. If the fire is not eliminated by the fire extinguisher of the 1st stage, then apply the 2nd stage, if not eliminated - the 3rd stage.
3. After 20-30 With after extinguishing the fire, turn the switch for supplying the extinguishing agent to the neutral position (turn off the yellow arrow), and for the wing and the green mnemo sign by pressing the button “CHECKING THE IQUID LAMPS”).
4. In case of fire in the cockpit or cargo compartment, use portable fire extinguishers.
Note. If a fire occurs in the engine nacelle, APU or GNG, then it is necessary to turn off the corresponding engine, APU, GNG and ensure uniform fuel production, and in case of a fire in the wing with the fire alarm turned on, turn off the fire alarm of the wing.
Portable fire extinguishers
In the technical compartment, the navigator's cabin and the air gunner's cabin are installed with an OR-1-2 fire extinguisher;
Fire extinguishers OR-2-6-20-30 are installed in the cargo compartment, one for 14 pcs., the other for 56 pcs. left side;
When transporting flammable goods, an additional 4 fire extinguishers can be installed instead of oxygen cylinders:
2 pieces - 25 w, left, right;
2 pcs. - 56-57 sp. on right.
Basic data
OR-1-2 OR-2-6
FUEL SYSTEM
Drainage system of fuel tanks
The tanks of each semi-wing have an autonomous drainage system, which includes the following units:
Drainage tank (NK-38-39);
The air intake of the system (from the bottom of the wing) has 3 vacuum and 1 safety valve, which ensures operation in case of freezing of the air intake;
The line of the main and additional drainage. The main tanks of the external engines have an independent main drainage line, and the remaining half-wing tanks have a common main drainage line. The line of additional drainage is common to all half-wing tanks;
Drain tank fuel transfer system:
a) ESP-87 (outside the tank);
b) fuel filter;
c) signaling sensor 1 SMK-Z of the SPUT-4 system;
d) SD-02 (pressure alarm).
Job
In the H set and level flight - the fuel tanks communicate with the atmosphere through the main drain, while descending through the additional drain.
In case of blockage of the air intake, the communication of the tanks with the atmosphere is provided by vacuum valves (in level flight and during descent) and a safety valve (in set H). If available 120 l fuel in the drainage tank, the pump is automatically turned on - fuel enters the 1P (4P) tanks, the pump is turned off automatically from SDU2A-0.2. The pumps can also be turned on manually.
Program control system
and fuel measurement SPUT4-1
The measuring part provides:
continuous measurement of the fuel supply on the aircraft;
alternate measurement of the fuel reserve in each tank of this group and measurement of the fuel reserve in general for the engine (the same for refueling);
The automatic part provides:
fuel transfer control;
completion of filling fuel tanks;
fuel for engine 2000 kg.
System indication is represented by 9 indicators:
5-on the outer part of the central dashboard;
4-on the filling plate.
Cabin indicators with engine number designation have two scales:
External for measuring the total fuel supply for the engine and in the reserve tank;
internal - in the additional and main tank.
External (white) - change in stock in the reserve tank;
medium (yellow) - in an additional tank;
internal (red) - in the main tank.
The system power is turned on from RU-24 to +27 V and from the BI dashboard using the “FUEL METER” switch for alternating current.
Central Filling System
This system ensures filling of pressure tanks from below:
1. Refueling capacity - 84840 kg;
2. Refueling speed - 3000 l/min
Note. Full filling capacity 114500 l.
Compound:
the main refueling valve (before entering the ZR tank) - main;
double-acting valve - ensures the completeness of fuel pumping after refueling or its protection from thermal expansion of the fuel (right side at the top);
two onboard filling fittings in the right chassis fairing;
6. 12 SPUT4-1 signaling sensors - give an electrical signal to close the filling valve;
7. elements of the refueling control circuit;
8. 12 signaling devices SDU2A-0.2 of increased pressure in tanks at P more than 0.2 give a signal to close the filling valve (red lamp on the filling panel).
Indication, signaling, controls
12 aggregate lamps (green) for the open position of the filling valves;
12 warning lights (red) for increased pressure in tanks;
Green and yellow lamps for the open and closed positions of the main refueling valve.
Controls:
fuel gauge indicator switch (in the cab);
two hard switches (one in the cockpit);
switches for controlling the tap and refueling valves located on the refueling panel.
1. Turn on the main switch - the yellow lamp of the closed position of the main valve is on.
2. Open the main refueling valve - the green lamp lights up.
3. Turn off the fill valve switches - the green lamps will light up.
When the tanks are full, their valves are automatically closed by a signal:
signaling sensor SPUT4-1;
at the command of the float valve (if it does not close from the SPUT);
from SDU2A-0.2.
Note. AZS “AUTOMAT. TANK SWITCH” switch off when refueling.
Fuel condensate centralized drain system
In its composition, this system has 2 electric condensate drain valves, each of which is connected by main pipelines to the tanks of the corresponding half-wing.
1. The RNM-1 diaphragm type hand pump is located next to the filling shield.
The pump drain cock is located on the pump inlet.
Fuel transfer control system
There are two pumping systems on the aircraft:
1. Pumping system to the supply compartment of the main tanks.
2. Pumping system to pre-expenditure compartments of tanks 1G (4G) and 2R (3R).
The pumping system to the service compartments of the main tanks includes:
a) 20 ETsNG-10s76 pumps (two each in pre-consumable main tanks);
b) 12 signaling sensors of the SPUT-4-1 system;
c) 2 blocking HF type “GROUND-AIR” on the left rear and right front main legs. After the aircraft liftoff, they prepare for operation the automatic control circuit for pumping from the additional and main tanks;
d) pressure indicator SDU2A-0.3 - behind the transfer pumps.
Alarm, controls on the central dashboard in the cab:
a) 20 green lamps for the operation of transfer pumps. The lamp is on if the pump generates a pressure of at least 0.3 kg/cm 2 ;
b) one yellow signal lamp - “TURN ON RESERVE TRANSFER. TANKS” - lights up after separation and not turning on at least one pump of reserve tanks;
c) switch for manual control of AZR pumping at RU-23 (24).
Job
1. All tanks are full.
Fuel pumping starts from the moment the reserve tank pumps are turned on. With the appearance of pressure behind the pump, SDU2-0.3 is triggered:
the signal lamp of the pump operation lights up;
served 27 IN into the NG system to open the distribution valve for supplying NG to this tank.
by a signal from the SPUT sensors;
on a signal from SDU-2A-0.3.
In this case, the pumps for transferring additional tanks are turned on manually, then the circuit works as described above. If the pumps were not turned on manually before takeoff, they are switched on automatically after takeoff.
Fuel transfer system
The pre-flow compartment has 4 jet pumps of the CH-7 type, which are installed on the walls of the ribs separating the pre-flow compartment of tanks 1G (4G), 2P (3P) from the rest of the tank.
Fuel supply system for engines
TTD:
1. Non-produced fuel balance with automatic control is about 2000 kg.
2. With manual about 700 kg.
3. Altitude of the system in case of de-energization of pumps up to 8000 m(development by gravity).
4. Non-produced residual fuel during gravity generation 5000 kg (7600 l).
5. Permissible difference in the amount of fuel in the tanks of the left and right wing 4000 kg.
Compound:
1. 8 booster pumps ETsNG-10s76 - located in the supply compartment of each main tank.
2. 4 fuel fire cocks.
3. Banding system (3 cranes).
Alarm, controls:
1. 8 green lights “BOOSTER PUMPS OPERATION”. Light up on a signal from SDU-3A-0.6 (P=0.6 kg/cm 2 ).
2. 3 green lights for “LOOP VALVES OPEN”.
3. 4 yellow lamps “FIRE CRANE CLOSED” - are on.
at the same time, transfer pumps from the first filled tanks in turn are turned on.
if the reserve tanks are filled, make sure that the yellow lamp “TURN ON RESERVE TANK TRANSFER” is not lit.
control of the operation of booster pumps by alarm;
control of the process of transferring fuel to the supply compartment of the main tank, the transition of fuel production to the next tank is determined by the green light turning on the transfer pumps.
turn off the gas station “AUTOMATIC TRANSFER”;
turn on the pumps of additional (reserve) banks manually again;
If it is necessary to use the full supply of fuel when the “RESIDUE 2000 kg” display lights up:
Switch to manual control of pumping, for which it is necessary; a) turn on the main tank transfer pumps;
b) turn off all filling stations “AUTOMATIC TRANSFER”;
c) manually turn on the pumps for transferring additional and reserve tanks;
d) monitor the moment when the green lamps of the transfer pumps go out, if it goes out - turn off the pump manually.
Monitor the fuel balance between engine tanks.
Fuel sludge control
BI is carried out during the pre-flight inspection of the aircraft by draining from all tanks in turn through a centralized drain system at least 2.5 liters from each tank. If there is water, ice crystals or mechanical impurities in the fuel sludge, drain the sludge again from all 20 drain points through the drain pressure valves until clean fuel appears.
ATTENTION! Draining and control of fuel sludge are carried out:
when the aircraft is accepted by the crew, if refueling is not performed, as well as after the aircraft has been parked for more than 5 hours;
immediately before refueling the aircraft;
after refueling the aircraft, but not earlier than 15 minutes. after its completion.
Imported oils and liquids
Fuel
Russia: T-1, TS-1, RT, T-7P
Bulgaria: T-1, TS-1
Former GDR: LW 9025 spec. TVTNL-12991
Poland: P-2 spec. PN-57/c-96026
Romania: T-1, Jet A-1
Czech Republic and Slovakia: PL-4 spec. TRD-25-005-64, PL-5 (only for one-time refueling with a total operating time of TA no more than 30% of the resource
Yugoslavia: SM-1
Algeria: Jet A-1 spec. DERD 2494
Canada: Type 1 JP-5 spec. 3 P-23f
USA,
Europe,
Japan:
ATF-650, ATK, ATP, ATP-K-50, Avtur, Avtur-50 spec. DERD-2494 (England) - fill up to t=-45 0 С, ETF-650, JP-1, JP-5 or Avcut spec. DERD 2494 (Japan), Avtour-50 spec. Air-3405/B (France), TYPE A-1 spec. D1655 / 63t (USA) - up to -45 0 С.
It is allowed to use when developing up to 30% of TA due to the low anti-wear properties of fuel from Shell, British Petroleum, Mobil Oil in the countries:
Angola: Jet A-1 spec. DERD 2494
Libya: Jet A-1 spec. DERD 2494
Madagascar: Jet A-1 spec. DERD 2494
Due to the increased aggressiveness to TA seals, fuel according to the DERD specification - 2494 with the following resource limitation is allowed for use:
Peru Turbo A-1 350 h.
Iraq Jet A-1 350 h.
NDRY Jet A-1 200 h.
Anti-crystallization additives are added regardless of TNV in the a / d departure when flying beyond the Arctic Circle and from it, in other cases during TNV 5 0 C:
"I" or "THF" - 0.2% (0.3% is allowed)
"I-M" or "THF-M" - 0.1 - 0.12%.
Oil
Canada: Turbooil - 2 specification 3GP-901
USA: Turbool - 2 spec. Mil-6081B
It is allowed to mix domestic and foreign grades of fuel (oils) in any proportions. At foreign airports, the use of ASA-3 additive is allowed, which prevents the accumulation of static electricity in the fuel.
hydraulic fluid
Analogue of AMG-10 - "AiroShell - Fluid" according to the specification:
England: DTD-585
France: FHS-1
USA: MIL-5606A
Canada: 3-6P-26A
CARGO CABIN EQUIPMENT
Serves for placing self-propelled and non-self-propelled equipment, containers, etc. in the aircraft. The components can be distinguished:
equipment for loading non-self-propelled wheeled vehicles - LPG-3000 winches - allows you to handle cargo weighing up to 42 tons;
equipment for cargo loading using electric hoists ET-2500;
floor equipment - cargo up to 40 tons;
mooring equipment.
I Winch equipment
Set:
electric winches LPG-3000A - 2 pcs.;
winch control panel PUL-3000 - 1 pc.;
winch control box - KUL-3000;
pull blocks - 4 pcs.;
loading blocks - 3 pcs.;
two-horned hook - 1 pc.;
persistent block;
slings - 4 pcs.;
intermediate supports - 2 pcs.;
rope decks - 1 set (8 pcs.);
drapes with extensions - 4 pcs.;
tail support;
chippers - 18 pcs;
electromegaphone.
pulling force 3000 kg.;
has 3 modes of operation:
V. unwinding - extreme left position;
power supply: 200 V 400 Hz - 2 electric motors, 27 V - relay and friction clutch;
control - from the front panel of the flight engineer for 14 sp.;
rope travel speed:
1 door – 3.5 m/min.;
2 doors – 7 m/min.;
1 door – 4.5 m/min.;
2 doors – 9 m/min.
clutch slipping duration - no more than 3 seconds. (for the entire period - no more than 100 slips);
winch weight - no more than 130 kg;
cable length - 59.5 m (working - 55 m);
cable diameter - 10.5 mm.
II Hoist equipment
Allows you to serve universal containers, platforms and standard cargo weighing up to 10 tons, with their location between 21-87 sp.
Set:
electric hoists ET-2500 - 4 pcs.;
hoist rails - 2 sets;
locking devices - 4 sets;
hoist beams - 2 pcs.;
roller wagon - 2 pcs.
during operation, the rear electric hoist cannot be removed from the ramp threshold further than 6 m;
when two hoists are working on one side, it is impossible to bring them closer than 1.85 m;
it is impossible to display the loaded hoist on the rail of the stowed position.
the electric hoist is not controlled if the pressure partition is in the middle position (two displays should be lit);
when operating the hoist on the descent-ascent, the movement does not turn on.
power supply: 200 V 400 Hz, 27 V;
load on the movable block dynamometer - 2500 kg;
travel speed:
downhill:
1 door – 1.1 m/min.;
2 doors – 2.25 m/min.;
on the rise:
1 door – 0.75 m/min.;
2 doors – 1.5 m/min.;
slip force - 3600 - 4600 kg. (one slip no more than 3 seconds, no more than 100 slips in total);
cable working length - 24 m;
modes of operation: movement, descent-ascent, free running.
III Floor equipment
Designed for loading, unloading and securing containers, cargo and flexible pallets. The equipment is installed from 17 to 67 sp. according to the schedule on the port side between 40 - 41 sp.
Set:
cross beams - 48 pcs.;
longitudinal beams with stoppers - 24 pcs.;
mounting brackets for the central roller track - 26 pcs.;
container grips - 2 pcs.;
belts with shock absorbers - 48 pcs.
Container types
|
|
Type container |
Dimensions, mm |
kg |
Qty |
||
|
length |
width |
height |
||||
|
1 2 3 4 |
UAK-5 UAK-5A UAK-2.5 Aviation pallet cargo PA-5,6 PA-2.5 UUK-10 Aviation pallet flexible OTT-3-72 |
2991 2991 1456 2991 |
2438 2438 2438 2438 |
2430 1900 1900 2438 |
5670 5000 2500 10160 |
6 6 12 4 |
IV Mooring equipment
Designed for fastening non-self-propelled equipment and various cargoes.
Set:
long red mooring chains (5 m) - 18 pcs. , load - 17 tons;
green short mooring chains (3.7 m) - 16 pcs., load - 17 tons;
mooring knots with folding fingers: on the floor - 202 pcs., on the ramp - 6 pcs., load - 17 tons;
mooring nets - 6 pcs., load - 2500 kg., size - 2.4 x 3.75 m., cell size - 15 x 15 cm;
removable mooring knots - 48 pcs.;
belt tensioners - 2 pcs., compression value - 700 kg;
mooring rings: on the floor - 15 pieces, on the ramp - 12 pieces, load - 1000 kg;
mooring stencil
ki cargo - 1 pc.;
bag for removable mooring knots - 2 pcs.;
mooring device for fastening heavy equipment - 1 pc.;
mooring equipment for securing cargo in containers and on pallets - 1 pc.;
mooring equipment for fastening long loads - 1 set.
RADIO ELECTRONIC EQUIPMENT
Radio navigation equipment
Consists of: ARK-15M, ARK-U2, RV-5, RSBN-7, KURS-MP-2, SDK-67, A-711.
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