Landing aircraft to minimize II category. (1980)

The training film shows the composition and the basic steps of automatic control systems on board aircraft TU-134, TU-154-B, IL-62 during the approach and care in the automatic mode.

Checking the reliability of disabling the autopilot by overpowering, which allows you to check the serviceability of the command alarm.

Switching on and off the traction machine and monitoring the corresponding signals.

Checking the ABS operation in automatic control mode, in particular when leaving for the second round.

This check is performed using the troubleshooting console.

Checking the health of the built-in control system.

Let's consider the main features of the distribution of responsibilities between crew members when landing in conditions of a minimum of category 2 in automatic mode.

In such conditions, continuous monitoring of the ABS operation is necessary.

This is the duty of the co-pilot.

It must be constantly ready, in case of ABSU failure, immediately switch to manual control mode via the failed channel.

The commander of the aircraft, controlling the flight parameters and the operation of the ABSU, usually turns on the traction control and controls the speed.

Note that the traction control is also used in the director approach mode.

In the director mode, piloting is carried out by the co-pilot, so the duties of the aircraft commander remain the same as with automatic approach.

In the conditions of the minimum of category 2, the success of the approach is ensured by the clear and well-coordinated work of the entire crew.

In the automatic control mode, it is necessary to continuously evaluate the actions of the ABSU according to the readings of the instruments and the behavior of the aircraft.

The role of the aircraft commander is especially important.

Large portrait of the commander.

Crew work.

The principal feature of the crew's work is most clearly manifested after entering the glide path.

This refers to the distribution of responsibilities between the commander of the aircraft and the co-pilot.

The flight mechanic controls the operation of the traction machine, and also reports to the commander about the flight altitude by barometric, and below 60 meters by radio altimeter.

Instruments on the control panel.

The commander observes the appearance of the landing strip.

Note the transience of what happened at altitudes from 60 to 30 meters.

Just a few seconds to assess the situation, to make a decision and implement it, this is what determines the principle of the distribution of responsibilities between pilots, which is clearly manifested in their actions.

Under the previous landing minima, the usual shifting of the gaze from the ground to the instruments and back in these conditions would lead to such losses of information that would unacceptably complicate the landing, especially when a corrective maneuver is needed.

With an extreme lack of time, splitting attention is dangerous.

Hence the principle pilots should have more specific tasks.

The commander of the vessel, having the right to choose between landing and leaving for the second round, should be psychologically adjusted to landing.

Then he will be able to timely and fully perceive and evaluate all external information, make a decision and execute it.

Perception and evaluation of instrument information is entirely entrusted to the co-pilot.

The psychological attitude of the co-pilot: leaving for the second round if the commander did not give the command, we sit down to the height of making a decision.

While performing care, the co-pilot prevents the violation of the landing minimum.

The pilot should do the same if at an altitude of 60 meters and at a time when the commander has not yet announced his decision, an integral signal light will light up.

If the commander has already given the command to sit down, he takes control by disabling the ABSU.

The plane is landing.

The landing strip is visible through the fog.

TU-154 aircraft.

The fundamental basis of the on-board automatic control system of the TU-154B aircraft is a combination of trajectory control systems and automatic control of the ACS, the main element of which is the autopilot.

This basis is supplemented by a traction control, a second-round care calculator, as well as built-in monitoring and alarm systems.

The whole system is given the name ABSU-154-2.

A cartoon explaining the location of the control system on the aircraft panel.

On the left navigation console, when landing, the trajectory control system corresponding to the operating mode is switched on, as well as the power supply of the care computer.

On another console there are means of checking the built-in control of the STU and the care calculator, as well as traction machines.

On the right side are the controls of the traction machine.

The traction control is activated in the preparation mode even before the flight.

At the beginning of the pre-landing maneuver, it is necessary to make sure that the power is turned on and that the automatic machine operates, that on the speed indicators of the USSI type continuously monitors the movement of the indexes of the movement of the arrows.

After that, the built-in control system of the machine is checked.

Both of her lamps should go out in 10-15 seconds.

Now it is possible to connect the couplings of the actuator of the traction machine with the wiring from the ores to the engines and turn on the speed control mode.

In this mode, the automatic stabilizes the speed by acting on the thrust of the engines, and through it on the position of the arrows of the USI devices.

It keeps the arrows from diverging from the indexes, now fixed.

When it is necessary to change the speed, the pilot rearranges the indexes.

There is a discrepancy, the machine eliminates it by changing the thrust until the instrument speed takes the value set by the indexes.

From this moment on, the difference signal no longer enters the machine, but signals about the current values of pitch and longitudinal acceleration are still being sent.

If they start to change, the USI devices will not have time to react to this, because the machine will immediately change the thrust.

His teams in such cases are ahead of a possible change in speed.

In the control mode, the traction automaton can solve, in addition to the task of speed stabilization, the task of accelerating the aircraft at the command of the departure computer.

The computer's power is turned on when preparing for an automatic landing approach.

Then the built-in control of the care calculator is checked together with the STU.

Switching the care calculator to the preparation mode occurs automatically at the moment of capturing the glide path.

Two signals are received at the input of the calculator: a constant value corresponding to the deviation of the elevator, which is necessary to start the departure maneuver, and a variable value corresponding to the current pitch.

The calculator continuously calculates their algebraic sum in order to give its next value to the autopilot at the time of switching on the care mode.

You can start automatic departure for the second round, for example, by manually transferring the ores to the take-off position, while the traction machine will turn off, and then the contacts of the care calculator will work.

You can also use any of the care buttons on the steering wheels, in this case, the calculator issues two commands simultaneously.

One to the steering unit, the aircraft goes to climb.

The second command to the traction machine is to transfer the ores to the take-off position, the aircraft accelerates.

The traction machine, switching to the preparation mode, moves the indexes.

Now the care calculator, receiving information about the current pitch and instrument speed, calculates for the autopilot the pitch increment necessary to stabilize the speed value that is permissible with the flaps fully released.

You can stop automatic care by switching to manual pitch control, you can also press the reset program scoreboard button on the left navigation console or turn the handle to lower the autopilot lift.

You can disable the ABS of any of the buttons on the steering wheels.

The readiness of the disconnected subsystems for new inclusions is confirmed by the signal shown on the screen.

It lights up on the troubleshooting console, which is part of the built-in control system, which works continuously in flight.

On the pilots' dashboards, this system is represented by three groups of signal boards.

The signals of the display modes light up when the various modes of operation of the ABS are manually or automatically switched on, except for automatic care, and light up, confirming serviceability.

If a failure occurs, then simultaneously with a specific signal, the general serviceability signal will go out and the corresponding signals of the command boards on the visors of the pilots' dashboards will light up.

At altitudes of less than 60 meters, an integral warning light will light up in case of any failure of the automatic approach mode.

In this case, an immediate withdrawal to the second round is necessary, unless, of course, the aircraft commander has already given the command.

Other signals of the command boards inform about the achievement of the decision-making height, as well as about the inclusion of the equipment for the second round and its proper operation.

The pilot checks the ABS before the flight and in flight before landing.

Large aircraft commander.

The co-pilot.

Checking the general serviceability of the ABS.

It begins with the inclusion of the traction machine in the preparation mode and is performed using the troubleshooting console.

Checking the operation of the ABSU in the automatic withdrawal mode for the second round.

Checking the serviceability of the built-in control system of the STU traction machine and the care calculator.

The ABSU serviceability signal is lit.

Pilots in the cockpit of the aircraft.

The commander gives instructions to turn on the traction machine.

The co-pilot reports that the ores are uncoiled.

The inclusion of the traction control machine in the speed control mode is preceded by a check of its built-in control, this is done at the very beginning of the pre-landing maneuver.

The commander instructs to prepare the ABSU for automatic entry.

During automatic approach, continuous monitoring of the ABS operation is the duty of the co-pilot.

It should be ready in case of ABSU failure to switch to manual control via the failed channel.

The co-pilot reports that the ABS serviceability indicator is lit.

The co-pilot is entrusted with speed control.

The traction control is also used in the director approach mode.

This improves piloting and approach accuracy.

In the director mode, piloting is carried out by the co-pilot.

The duties of the aircraft commander remain the same as with automatic entry.

In the conditions of the minimum of category 2, the success of the approach is ensured not only by the serviceable action of the ABS, but also by the clear and well-coordinated work of the entire crew.

The commander controls the actions of automation, evaluating them according to the readings of instruments and the behavior of the aircraft, while the role of the aircraft commander is particularly important.

Big commander.

The commander's dialogue with the co-pilot.

The flight mechanic reports the readings of the instruments.

The principal features of the crew's work are most clearly manifested after entering the glide path.

The flight engineer controls the operation of the traction machine.

The navigator controls the accuracy of the aircraft's movement, reports to the commander about the passage of control points, then about the flight altitude by barometric, and below 60 meters by radio altimeter.

The commander visually observes the appearance of the landing strip.

The landing team.

We pay attention to the extreme shortage of time at altitudes of 30 meters, it determines the principle of distribution of functions between pilots.

The commander of the aircraft, having the right to choose between landing and leaving for the second round, is psychologically tuned to landing, to timely and complete perception of information from ground landmarks and its assessment.

The choice of the right solution and its confident execution, therefore, the analysis and evaluation of the instrument information is entirely entrusted to the co-pilot.

The psychological attitude of the co-pilot is to go to the second round, if the commander did not give the command, we sit down to the height of making a decision.

By performing care, the co-pilot prevents a violation of the landing minimum.

Big co-pilot.

The co-pilot should do the same in the event that at an altitude of less than 60 meters and at a time when the commander has not yet announced his decision, an integral signal light will light up.

Of course, if the commander has already announced the decision to land, he takes control by turning off the ABSU.

The commander is watching the runway.

The IL-62 plane is landing.

The commander of the aircraft is watching the runway.

Trajectory control system (STU).

Autopilot (AP).

Automatic traction (AT).

Equipment for the second round in automatic mode (AU).

Automatic stabilizer permutation (APS).

Upgraded yaw damper (DRM).

Built-in monitoring and alarm system (SVKiS).

All these elements are combined into a single complex of ICS automation.

The ACS-1T-2 system is called.

A cartoon showing the location of the main controls of the ACS on the central console of the pilots.

Here are the means of enabling the operation modes of the STU, as well as the main and backup channels of the AP, AT, APS.

AP, AT, APS are switched on immediately into operating mode, and this requires attention to the conditions of their inclusion, for example, to the balance of the aircraft.

The AT can be turned on only by making sure that its actuators are turned on in advance, and the engine control levers (ores) are uncoupled.

It is necessary to check the combination of indexes with arrows on the speed indicators of the USI type.

When the AT is turned on, it stabilizes the flight speed, acting on the engines keeps the arrows of the USI devices from discrepancies with the indices.

When the indexes and arrows are combined, the difference signal does not enter the machine, but signals about the current values of pitch and longitudinal acceleration are sent.

If they begin to change, the automatic machine immediately and to the necessary extent affects the thrust, preventing the inevitably associated changes in speed.

There comes a time when, for example, after the release of the flaps, it is necessary to change the speed.

The pilot rearranges the indexes, AT affects the engines.

When the speed changes, the longitudinal balancing of the aircraft is disrupted, if the deviation of the elevator exceeds three degrees, a signal is sent to the stabilizer permutation machine.

The delay in triggering the machine depends on the magnitude of the longitudinal acceleration, when it is greater than 0.04, the machine is triggered immediately.

At lower accelerations and rolls up to 15 degrees, it waits for 8 seconds, and on turns at a constant speed it does not work at all.

Before entering the glide path, such a cycle of automatic operations performed by the ACS is repeated once again.

It again involves AT, AP, APS, which turns off when entering the glide path.

At the moment of the flap release, the signal about this removes the lock of the care calculator.

Now the calculator can be activated by pressing any button of the second circle on the steering wheels.

Then the calculator issues 4 commands simultaneously: AP to shift the elevator and the steering unit to accelerate the shift, AT the transfer of ores to the take-off position, APS - it turns on and works.

When the current pitch is equal to the set one, the care calculator gives the AP a command to stabilize the pitch.

At the moment when the instrument speed reaches 310 km / h, the care computer gives the AT command to reduce the thrust of the engines, and when the acceleration drops to 0, the care computer gives the AT command to stabilize the achieved speed.

You can prevent automatic departure by turning the handle of the descent-ascent of the AP and pressing any of the buttons for quick disconnection of the ACS on the steering wheels.

All disabled ACS subsystems are in full readiness, their serviceability is monitored by the built-in monitoring equipment.

The green glow of the AP, AT, APS are health signals.

The signals of the display modes on the dashboards have the same meaning, they light up when the various modes of the ACS are switched on manually or automatically.

The signals of this scoreboard on the middle board are addressed to the entire crew.

They are duplicated on the two boards of the right pilot upper and lower.

If a failure occurs, the corresponding green signals will go out, the red ones on the remote control and on the upper command boards of the pilots will light up.

At altitudes of less than 60 meters, with any failure of the automatic approach mode, an integral signal light lights up, in this case, an immediate departure for the second round is necessary, unless the commander has given the command to sit down before.

Other signals of the command scoreboards notify about reaching the decision-making height, as well as about the inclusion and proper operation of the automatic departure equipment for the second round.

Crew control of the ACS-1T-2 operation.

Preflight check operations.

Control of the reliability of switching off the ACS by buttons on the steering wheels.

Monitoring the reliability of disabling the autopilot by overpowering.

It is important to ensure the safety of the approach in case of automation failures.

The crew during the IL-62 flight.

Distribution of duties among the crew during landing in conditions of minimum category 2 in automatic mode.

Before switching on the ACS, it is necessary to check, and if necessary, provide conditions for the trouble-free commissioning of all its subsystems and their normal operation in the future.

Commands of the aircraft commander and other crew members.

Continuous control of the ACS is the main duty of the co-pilot.

In case of failure of the ACS, it switches to manual control via the failed channel.

The co-pilot, together with the flight engineer, controls the operation of the AT and controls the speed before entering the glide path.

AT is also used in the director approach mode.

In the director mode, piloting is carried out by the co-pilot, the duties of the commander remain the same as in the automatic approach.

It is necessary to monitor the actions of the onboard ACS, evaluating them according to the readings of the instruments and the behavior of the aircraft.

The commander watches the readings of the instruments.

After performing the fourth turn, given that the APS will turn off at the entrance to the glide path, it is necessary to check the balancing of the aircraft, then it is necessary to turn on the main AT channel instead of duplicating it.

Control of the work of the AT for the flight engineer.

The control of the flight speed and the rate of descent is carried out by the co-pilot.

The navigator pays special attention to the accuracy of the aircraft movement in the longitudinal channel, in particular to the height at which the aircraft passes the control points.

In the future, the navigator reports to the commander the altitude of the flight by barometric, and below 60 meters by radio altimeter.

The commander is watching the runway.

The commander's command to land.

The commander of the ship, having the right to choose between landing and leaving for the second round, is psychologically set up for landing.

The analysis and evaluation of the instrument information is entirely entrusted to the co-pilot.

The psychological attitude of the co-pilot is to go to the second round, if the commander did not give the command, we sit down to the height of making a decision.

Performing care, the co-pilot prevents this violation of the landing minimum.

Similarly, the co-pilot should act if at an altitude of less than 60 meters and at a time when the commander also did not announce any decision, an integral signal light will light up.

If the commander has already given the command to sit down, he takes control by disabling the ACS.

The plane lands on the runway.

The crew of the aircraft.