Automatic control system sau 1t 2b. Contacts

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;

2. indicated speeds, M number, operational weights and balance: provided for by the operational restrictions specified in the AFM;

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 a 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.

In all of the above cases, sound (bell) and voice alarms are triggered, and the “PITCH OFF” lamps light up. on the PU ACS and the scoreboard “FAULT OF ACS PROD.” on the dashboards of the pilots.

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 a practically 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;

- re-enable the pitch and roll channel in case of their automatic shutdown after the flight of the LBM;

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:

- flight at N more than 7000 m;

In the process of air intake control;

Engine failure;

Side door control

Release of mechanization;

Boltanka is not recommended.
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 LOCATION” lights up on the control and signaling panel, as well as a yellow arrow pointing to the switch that must be used when this place fire (in addition, in the event of a fire in the wing, the green mnemosigns “CRANE IS OPEN” are lit);

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 LOCATION” 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.

2. Check the groups of sensors one by one by tilting the switch from the neutral position;

engine nacelles;
APU and GNG;
wings,

If the corresponding groups of DPS-1 sensors are in good condition, the same alarm is lit as in case of a fire.

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 “CHECKING IQUITS AND UNLOCKING FIRE LOCATION LAMPS” 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;

With serviceable squibs, all green lamps should be on.

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 mnemonic 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 protection system turned on, turn off the wing fire protection system.
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).
Work

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 the H set). 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.
System program control

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);

- issuance of information via COM-64 on the remaining fuel on the aircraft in%.

The automatic part provides:

fuel transfer control;
completion of filling fuel tanks;

- issuance of information to the alarm circuit and the balance

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.

Refueling shield indicators - 3 scales;

External (white) - change in stock in the reserve tank;

medium (yellow) - in an additional tank;
internal (red) - in the main tank.

On the glass of the pointer, 3 yellow risks for each scale correspond to filling the tank by 90% by volume.

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:

2. Refueling speed - 3000 l/min

Note. Full filling capacity 114500 l.

Compound:

two onboard filling fittings in the right chassis fairing;
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);

4. refueling line - branches out in the SR tank;

5. 2 electro-hydraulic filling valves;

6. 12 SPUT4-1 signaling sensors - give an electric 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.

Work

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.

When the tanks are not completely filled, the valves for filling them are closed manually.

Note. AZS “AUTOMAT. TANK SWITCH” switch off when refueling.

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;

2. indicated speeds, M number, operational weights and balance: provided for by the operational restrictions specified in the AFM;

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 a 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.

WARNING: For aircraft prior to No. 0306, aircraft trimming is permitted if the aircraft airspeed does not exceed 530 km/h.

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;

- re-enable the pitch and roll channel in case of their automatic shutdown after the flight of the LBM;

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:

- flight at N more than 7000 m;

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 cockpit:

The main panel “FIRE” flashes, the red signal panel “FIRE PLACE” 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 place (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!”;

1. Main switch to “CHECK” position.

2. Check the groups of sensors one by one by tilting the switch from the neutral position;

engine nacelles;
APU and GNG;
wings,

If the corresponding groups of DPS-1 sensors are in good condition, the same alarm is lit as in case of a fire.

After setting the appropriate switch to the neutral position, everything goes out except:

The yellow arrow is on;

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. Alternately install the button switch on the checked compartments:

engine nacelles (4 pcs.);
wing;
APU;
GNG;

With serviceable squibs, all green lamps should be on.

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.

4. In case of fire in the cockpit or cargo compartment, use portable fire extinguishers.

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;

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).
Work

In the H set and level flight - the fuel tanks communicate with the atmosphere through the main drain, while descending through the additional drain.

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);

- issuance of information via COM-64 on the remaining fuel on the aircraft in%.

The automatic part provides:

fuel transfer control;
completion of filling fuel tanks;

- issuance of information to the alarm circuit and the balance

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.

Refueling shield indicators - 3 scales;

External (white) - change in stock in the reserve tank;

medium (yellow) - in an additional tank;
internal (red) - in the main tank.

On the glass of the pointer, 3 yellow risks for each scale correspond to filling the tank by 90% by volume.

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);

4. refueling line - branches out in the SR tank;

6. 12 SPUT4-1 signaling sensors - give an electric 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.

Work

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.

When the tanks are not completely filled, the valves for filling them are closed manually.

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.

Condensate drain control - from two panels located next to the pump. Drainage of condensate from the tanks can be done through special pressure taps installed on the bottom panel of the wing.
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).

Work

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 AT into the NG system to open the distribution valve for supplying NG to this tank.

Each pump is switched off automatically by two signals:

by a signal from the SPUT sensors;
on a signal from SDU-2A-0.3.

Switching to production from additional tanks will occur automatically after switching on any of the reserve tank pumps. After any auxiliary tank pump is switched off, the main tank pump is automatically switched on.

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.

3. After takeoff:

if the reserve tanks are filled, make sure that the yellow lamp “TURN ON RESERVE TANK TRANSFER” is not lit.

4. In flight:

control of 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 on switching on the transfer pumps.

If after the automatic shutdown of the pumps “R” and “D” of the tanks there is a need for more complete generation, then turn on the pumps of these tanks in the following sequence:

turn off the gas station “AUTOMATIC TRANSFER”;
turn on the pumps of additional (reserve) banks manually again;

- return the filling station “AUTOMATIC TRANSFER” to the working position.

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 centralized system draining 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 Shell fuel, British Petroleum, Mobil Oil in 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%.

Butter
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.);
straps with extensions - 4 pcs.;
tail support;
chippers - 18 pcs;
electromegaphone.

Winches are located in front of the cargo compartment in the area of 14-16 sp.:

pulling force 3000 kg.;
has 3 modes of operation:

a. electric - the right position of the handle;

in. 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:

a. loading:

1 door – 3.5 m/min.;
2 doors – 7 m/min.;

b. unloading:

1 door – 4.5 m/min.;
2 doors – 9 m/min.

in. manually - up to 4 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.

The control panel is stored in the stowed position in the region of 15-16 sp., with the help of a harness it can be connected at 3 points: 14, 38 and 54 sp.
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.

Work restrictions:

during operation, the rear electric hoist must not be removed from the threshold of the ramp 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.

Hoist locks:

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.

TTD:

power supply: 200 V 400 Hz, 27 V;
load on the movable block dynamometer - 2500 kg;
travel speed:

along the cargo compartment - 10 m/min.;

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

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.

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;

2. indicated speeds, M number, operational weights and balance: provided for by the operational restrictions specified in the AFM;

3. roll angles: when turned on and in 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 a 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.

WARNING: For aircraft up to № 0306 aircraft balancing may be performed if the indicated airspeed of the aircraft does not exceed530 km/h

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;

Re-enable the pitch and roll channel in case of their automatic shutdown after the flight of the LBM;

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:

Flight at N more than 7000 m;

In the process of air intake control;

Engine failure;

Side door control

Release of mechanization;

TOPIC 3 "AUTOMATIC CONTROL SYSTEM SAU 1T-2B"

INTRODUCTION

At manual control aircraft, the "control system" is the pilot, who uses information from flight and navigation instruments and visual orientation. Multi-channel control, the need for logical processing of information from a complex of instruments and signaling devices, workload with other duties, limited reaction speed and low information throughput of a person determine significant discreteness and limited accuracy of manual control. However, there is a high reliability, the ability to adapt and analyze emerging situations.

At semi-automatic (director) control processing of information from various sensors is carried out in a computing device. The pilot receives information, so to speak, in finished form - in the form of deviations of the arrows of the command (director) device. Normal control of the aircraft is ensured if the pilot deflects the controls in proportion to the deflection of the command arrows. The piloting technique is greatly simplified. Moreover, with semi-automatic control, the control channels and, as a rule, the laws of formation of control (command) signals are the same as in automatic systems.

At automatic control after amplification, the control signals are fed to the steering gears, the deviation of which causes the control surfaces to move and bring the aircraft to a given flight mode. The pilot controls the command arrows of the director's instruments to maintain a given trajectory of movement.

When the automatic control system is working properly, the command arrows and position bars of the director instruments in the steady state should be close to zero. A significant long-term deviation of the command arrow usually indicates a malfunction of the executive or information part of the control system. In this case, it is possible to switch to director or manual control. The manual and director control circuits in the ACS are the reserve of the automatic circuit.

Ease of transition from automatic control to semi-automatic and manual, and vice versa, is one of the most important requirements to be implemented in the control system.

The ACS provides redundancy of automatic control channels, which ensures normal operation and operability in case of failure of one of the channels. Identification of a failed channel and its replacement with a serviceable one in flight is carried out automatically as a result of continuously performed self-monitoring.

QUESTION "PURPOSE AND SET OF ACS"

SAU-1T-2B provides:

Automatic and director piloting of the aircraft along a given route in the altitude range from 400m to the maximum flight altitude in climb, level flight and descent modes;

Performance of special tasks (landing, flight in battle formations);

Automatic and director construction of the pre-landing maneuver;

Automatic and director approach for landing up to a height of 60m.

SAU-1T-2B has two semi-sets: main and backup (reserve). The control is carried out by one (main) channel, the second (backup) is in a "hot" standby and is switched on automatically or manually if the first one fails. In this case, the replacement occurs without shock while maintaining the maneuver of the aircraft.

Each half kit includes:

Autopilot AP;

Automatic thruster AT (works in conjunction with the autopilot pitch channel);

APS stabilizer shifter (works in conjunction with the autopilot pitch channel) ;

Roll and yaw dampers (used when the yaw and roll channels of the autopilot are off).

The system is controlled using the control panel located on the CPL.

2 QUESTION "AUTOPILOT"

The ACS autopilot, acting on the ailerons, rudder and elevator, provides:

1) stabilization of the angular position of the aircraft along the course, roll and pitch;

2) stabilization of the given values of the height H, the number M and the indicated speed V PR in flight along the route;

3) coordinated turns, climb and descent;

4) automatic and director control of the aircraft in flight along the trajectory set by the UVK in the horizontal plane;

5) automatic and director control of the aircraft when performing the "Korobochka" maneuver, as well as during landing approach up to a height of 60 m according to the signals of course glide path beacons;

6) automatic limitation of the indicated speed.

The autopilot generates and outputs the following parameters to the gearshift and NPP indication devices:

Current angles of roll, pitch and heading (tracking angle) of the aircraft;

Deviation of the aircraft from the given track when flying along the route and from the equisignal zones of the course-gliding beacons when landing;

Command signals for the director control of the aircraft during landing approach, performing the "Korobochka" maneuver and en route flight;

Drift angle;

Heading angle driving radio stations;

Slip angle.

The executive elements of the autopilot, designed to deflect the control surfaces and hold them in a predetermined position, are steering machines (PM). The autopilot consists of four RMs: 1 - ailerons, 1 - launch vehicle and 2 - RV.

Each RM has an override clutch that allows the pilot to intervene in the operation of the autopilot using the controls. Overpowering clutches are triggered by the application of forces:

Aileron-spoilers (steering wheel) 32 ± 5 kg;

Elevator (column) 41 ± 8 kg;

Rudder (pedals) 66 ± 13 kg.

The autopilot performs automatic control of the system operation in all flight modes and automatic switching of the main channel to a backup one in case of failure of the main channel, switching off both channels in case of a double failure of the autopilot.

3 QUESTION "AUTOMATIC DRIVING"

AT is intended to stabilize the indicated airspeed V PR with an accuracy of 2.5% (in the undisturbed atmosphere) by regulating the engine thrust in flight along the route and on the pre-landing descent with automatic and semi-automatic control.

AT is two-channel system. AT channels duplicate each other. When one channel is working, the second one is in a hot standby, automatically connecting to work if the first one fails.

AT can be turned on provided that the throttles are unlocked and the corrector for the given speed of the KZSP is ready for operation. The AT included in the work by regulating the thrust of the engines stabilizes the V PR that the aircraft had at the time the AT was turned on. When changing V PR AT rejects the throttle in the right direction. In this case, the change in the pitch angle is compensated by the autopilot pitch channel.

If necessary, the AT can be overpowered by the crew by applying efforts of 5.6 kgf m.

4 QUESTION "AUTOMATIC STABILIZER REPLACEMENT"

APS provides:

Automatic rearrangement of the stabilizer in case of a change in the longitudinal trim of the aircraft (depletion of part of the fuel, change in load, and other reasons), causing the elevator to deviate by an angle of > 1.5°, at roll angles less than 10° with a time delay of 2 s;

Automatic rearrangement of the stabilizer to dive from the balancing position when performing parachute landing of equipment and cargo;

Automatic control of APS operation;

Alarm on and off APS.

APS is two-channel system. The channels are identical and duplicate each other.

Turning on the APS carried out manually by the APS OSN button. (APS DUBL.) on the PU ACS under the conditions that the RV is deviated from the neutral position by an angle< 1,5° и что предварительно включен канал тангажа автопилота. АПС включается автоматически при тех же условиях во время открытия в полете грузолюка.

The left or right pilots, depending on the position of the STABILIZER CONTROL SWITCH switch on the CPL, can manually control the stabilizer, regardless of whether the APS is on or not.

APS turns off manually with the APS OFF or ACS OFF button. APS is automatically disabled in case of failures, as well as in case of automatic or manual shutdown of the pitch channel.

5 QUESTION "COMMUNICATION OF ACS WITH ON-BOARD SYSTEMS"

ACS works in conjunction with on-board systems and sensors:

Central gyro verticals TsGV-10P (left and right) give out to the ACS (main and duplicate) electrical signals proportional to the current roll angles γ and pitch υ of the aircraft. The ACS receives information about the readiness for operation and failures of the three vertical gyroscopes from the BSG-2P unit.

Control computer complex KP1-76 (UVK) emits electrical signals:

1) given roll γ W;

2) lateral deviation Z from the given flight path at the checkpoint;

3) predetermined track angle of the LPA, used when flying in the "Random Direction" mode of operation;

4) DC signals +27V:

- "Course stabilization", including the mode of stabilization of the course angles, roll and pitch of the aircraft;

- "Runway exit", switching the ACS to the landing approach mode;

- "The shortest distance", including the "Arbitrary direction" mode;

- "Work" when UVC is turned on.

Accurate exchange rate system TKS-P generates signals proportional to the current orthodromic or gyromagnetic heading of the aircraft for indication on the NPP and control of the aircraft along the course.

Radio engineering complex short-range navigation and landing equipment RSBN-7S and KURS-MP-2 give signals:

1) deviations from the equisignal zones of the course and glide path ground-based radio beacons of the Katet, ILS and SP-50 systems during landing approach;

2) deviations from LZP when flying on VOR beacons;

3) RTS readiness for operation when the aircraft enters the coverage area of ground-based radio beacons.

Doppler Ground Speed and Drift Meter DISS-013 generates a signal proportional to the drift angle of the US aircraft.

Automatic radio compasses ARK-15M and ARK-U2 give out signals proportional to the heading angles of driving radio stations.

Air signal system SVS1-72 issues a signal of readiness and a signal of deviation from the set value of the number M.

Speed and height correctors KZSP and KZV give out signals of deviation from the given values of the indicated speed and relative height to the ACS.

Automatic angle of attack and overload AUASP-18KR gives a signal of the critical angle of attack to turn off the ACS.

Radio altimeter RV-5 gives a true flight altitude signal.

inertial system I-11 measures the lateral deviation z and the speed of the lateral deviation ż from the given trajectory.

6 QUESTION "MAIN TECHNICAL DATA of self-propelled guns"

1) Stabilization accuracy of angles set from the autopilot control sticks in all flight modes:

Roll ± 1.0°;

Pitch ± 0.5°;

Heading ± 0.5°;

2) Range of change of the angular position of the aircraft from the autopilot control sticks:

Roll ± 30°;

Pitch angle when pitching 20°;

In pitch angle when diving 10 °;

3) Accuracy of flight in steady state, except for conditions of strong turbulence, with automatic control:

In altitude when flying along the route ± 30 m;

Altitude at pre-landing maneuvers ± 20 m;

According to the number M ± 0.005;

Indicated speed ± 10 km/h;

4) Operating restrictions:

Switching altitude > 400 m;

Landing height > 60 m;

APS usage rate< 500 км/ч;

Conditions for using AT 4 engines are good,

H FLOOR< 7000 м,

mechanization removed,

entrance doors closed.

7 QUESTION "SAU CONTROL PANEL"

The ACS PU is located on the CPL and is designed to control the autopilot, autothrottle and stabilizer shifter. To turn on all the elements of the autopilot for current, except for connecting the steering gears, use the switch under the VKL.AP cap. Button-lamp ON.AP. is designed to turn on the steering gears of all three channels of the autopilot. The roll and pitch channels work in the course and pitch stabilization mode.

ACS control panel

Separate activation (deactivation) of the main and backup channels of the autopilot is performed by pressing the green (red) buttons-lamps COURSE, ROLL, PITCH. The autopilot is quickly disengaged by the OFF button on the pilots' controls.

Activation of one of the stabilization modes (ALTITUDE, MAX, SPEED) is performed by pressing the corresponding STABILIZATION buttons. Switching off the mode is carried out by pressing the Descent-Rise handle.

In the lower part of the console there is a switch of ACS operating modes, which can be set to the positions APPROACH, COURSE, NAVIG. This activates the corresponding basic autopilot modes.

The APPROACH mode is activated to perform the BOX maneuver and approach. The COURSE mode is used to stabilize the aircraft and perform various maneuvers. The NAVIGATION mode is applied during the flight along the route set by the UVC.

8 QUESTION "OPERATING MODES OF ACS"

Lateral motion control, stabilization of the aircraft position relative to the longitudinal and normal axes is carried out by the roll channel of the autopilot. The longitudinal motion control and the stabilization of the angular position of the aircraft are carried out by the autopilot pitch channel.

Before turning on the roll channel in the lateral movement control unit, the roll signals coming from the TsGV-10P are reduced to zero so that the AP turns on without shock, without sudden movement of the rudders. After turning on the channel, the autopilot brings the aircraft out of the roll and stabilizes the course with which the aircraft flies after the roll out.

The roll channel operates in the following modes:

- Exchange Rate Stabilization. The aircraft restores the set heading (the course of the aircraft before turning on the roll channel), and then restores the roll;

- "Management". Allows you to control the lateral movement of the aircraft through the autopilot using the handles "COURSE" and "ROOL" on the PU ACS. In this case, the aircraft performs a coordinated turn until the handles return to their original position.

- "Flight along a given trajectory." The autopilot, by changing the roll, keeps the center of mass of the aircraft on the trajectory calculated by the UVK;

- "The shortest distance." Allows you to take the aircraft from a given point to a given one by the shortest distance (from an arbitrary direction);

- "Box". The autopilot provides automatic execution of a pre-landing maneuver - a standard box (left or right) in order to bring the aircraft into the fourth turn zone (the zone of reliable reception of the signals of the course glide path beacons). The mode is activated at the command of the navigator after the flight of the DPRS in 90 s when performing a small box or after 150 s when performing a large box. At the same time, signals of I, II, III and IV turns are formed according to the CSD signals (with the right box - at the angles of 180, 120, 120, 75°, with the left box - at the angles of 180, 240, 240, 285°). The mode is turned off automatically at the beginning of the fourth turn.

- Landing approach. It is performed to enter the runway axis with subsequent descent to a height of 60 m along the trajectory set by the heading glideslope beacons.

The pitch channel operates in the following modes:

- "Pitch angle stabilization". In this mode, the autopilot stabilizes the pitch angle set by the pilot;

- "Management". Allows the pilot to control the aircraft in pitch using the "Descent-Rise" handle on the ACS launcher. At the same time, the action of the “DESCENT-RISE” handle is limited by angles of 20º for pitching and 10º for diving;

- "Stabilization of speed or number M". Turns on with the buttons-lamps "SPEED." or "MAX" on PU self-propelled guns. If V PR or M number deviates from the set value, the autopilot, deviating PB, changes the pitch angle, while restoring the values of V PR or M number, after which the previous value of υ is restored.

- Altitude stabilization. The mode is activated by pressing the button-lamp "STABILIZE. HEIGHT" on PU SAU. In this case, the autopilot, by changing the pitch angle, stabilizes the specified flight altitude.

- Landing approach. Turns on automatically or manually. In this case, after the aircraft enters the landing course, the autopilot initially operates in the Altitude Stabilization mode. When crossing the axis of the equisignal zone of the glide path radio beacon, provided that the flaps are extended, the altitude stabilization is turned off, and the aircraft switches to the descent mode. In this case, the autopilot ensures the stabilization of the center of gravity of the aircraft relative to the given glide path.

9 QUESTION "Commander and flight instrument (CAT)"

The checkpoint is a combined device consisting of an artificial horizon indicator and a director direction indicator. Two tracking systems work out the roll and pitch angles coming from the TsGV. The roll angle is measured on a fixed roll scale 8 when the aircraft silhouette is turning 7. The practically maximum aircraft roll angles do not exceed 32º, and at an altitude below 200 m when landing with the ACS on, they are no more than 13º. The pitch angle is measured on a tape scale (card) 9 relative to the center 11 of the roll indicator within 0 ÷ 80º. The pitch scale above the horizon line is colored in White color, below - in black. The pitch scale mechanism has a spring, which, when the power is off, moves the scale tape to its highest position. A knob is installed on the front panel of the instrument, with which you can set the pitch scale within ±12º.

The vertical command arrow 1 of the lateral channel (roll command arrow) indicates the direction and magnitude of the steering wheel deviation to ensure a smooth exit of the aircraft to the line of the specified track (LZP) when flying along the route, performing the "Box" maneuver, to the line of the equisignal course zone when entering the runway axis according to localizer signals (KRM). Deviation of the command arrow is limited by an electric stop when reaching an angle of 22º.

Lateral deviation bar 4 (course bar) shows the lateral deviation of the aircraft from the LZP when flying along the route. The circle depicts the position of the aircraft, the movable bar - the position of the LZP. When the aircraft is flying exactly along the LZP, the command arrow and the lateral position bar will be in the center. It is necessary to clearly understand the difference in the readings of the command arrow and the position bar. The command arrow does not indicate the position of the aircraft, this information is carried by the indication of the position bar.

The command arrow 6 of the longitudinal channel (brown or yellow) shows the direction and magnitude of the deviation of the control column to ensure a smooth fit of the aircraft into the LZP vertically, into the glide path (during landing on timing signals).

On the left side of the device there is a horizontal bar 2 deviations in the height of the aircraft in the vertical plane relative to the specified flight altitude. When descending and landing, the bar indicates the location of the equisignal zone line of the glide path beacon relative to the aircraft. The circle of the indicator characterizes the position of the aircraft. In the lower part of the device there is a pointer 12 of the sliding angle. All four indicators (command hands and position bars) are ratiometric instruments.

The deflection of the side channel command arrow is proportional to the difference between the specified calculated bank angle and the current bank angle. The deviation of the command arrow of the longitudinal channel is determined by the difference between the given and current pitch angles.

With director control, the pilot, by moving the yoke and column, returns the command arrows to the center of circle 11. In automatic control and normal operation of the ACS, the command arrows are always within the central circle.

On the front panel of the device on the left there is a button-lamp 13 (red) CLEARING, which serves for remote accelerated caging of the CGV. It burns when you press it and when the central gas supply system fails. After caging and during normal operation of the CHV, this lamp goes out.

Red signaling flags T and K 3 and 5 appear on the front of the device when the power to the pitch or roll channels is turned off, when these channels fail, when the main control center or landing RTS fails.

If the aircraft is energized and the autopilot is turned off, then at the checkpoint the command arrow of the longitudinal channel is in the lower part of the scale, without preventing the pilot from controlling the position of the aircraft along the artificial horizon.

Command and flight instruments are powered by three-phase alternating current U=36V, f=400 Hz from RU25 (left gearbox) and RU26 (right gearbox) through circuit breakers TsGV-10 P LEFT, TsGV-10 P RIGHT.

DC power is supplied from RU23 (left gearbox), RU24 (right gearbox) through circuit breakers TsGV LEV, TsGV RIGHT.

10 QUESTION "NAVIGATION AND FLIGHT INSTRUMENT (NPP)"

NPP is the main indicator of the position of the aircraft in the horizontal plane. The device determines the orthodromic or gyromagnetic course, the given heading or the given track angle, the drift angle, the orthodromic or magnetic track angle, the drift angle, the orthodromic or magnetic track angle, the heading angle of the drive radio station, the orthodromic or magnetic bearing to the drive radio station, the deviation of the aircraft from equisignal lines along the course and glide path when the aircraft is in the coverage area of the course and glide path beacons.

According to the NPP of the navigator, the orthodromic course and the ground angle are determined. There is no indication of KUR and bearing to the radio station.

Depending on the position of the OK-MK switch located under the instrument on the pilot's panel, the NPP instrument shows an orthodromic or gyromagnetic heading. The reading is made on the internal movable scale 6 relative to the upper fixed index 5. The scale is graduated from 0 to 360º, digitization - after 30º, division value - 2º. On the same scale, the set course is set or counted with the help of a wide arrow 3. It is prohibited to use the ZK handle of the given course until specifically indicated. The set course is set using the COURSE knob from the ACS control panel (the mode switch is in the COURSE or ENTRY position, by the navigator's RZK handle or from the control computer complex).

In the "Approach" mode, the set heading can only be set from the pilot's COURSE knob. The current track angle (orthodromic or magnetic) is measured relative to the moving scale using a narrow arrow 2 in the "Navigation" and "Course" modes.

The drift angle and heading angle of the radio station are measured relative to the fixed scale 1 also using a narrow arrow.

The US signal enters the NPP if the mode switch on the ACS control panel is in the COURSE or NAVIG position.

When the switch is in the APPROACH position, as well as when the ACS power is off, the narrow arrow shows the KUR relative to the fixed scale, and the bearing to the radio station relative to the movable scale.

In flight in the "Control" mode from the COURSE stick, after working out the set course, the ZK arrow must coincide with the narrow arrow showing the drift angle. In case of failure of DISS-013-S2, the ZK arrow coincides with the fixed index in the upper part of the device.

When performing the "Box" mode, the ZK arrow coincides with a fixed index before the first turn, when performing subsequent turns, the ZK arrow turns synchronously with the heading scale of the device.

According to the bars 7 and 8, the angular deviations ɛ g ɛ k from the equivalent lines of the glide path and localizers are determined. Signals to the magnetoelectric systems of the bars come from RSBN-7S or KURS-MP-2.

On the NPP device there are blenders K and G, which are triggered when entering the zones of reliable reception of signals from the localizer and glide path radio beacons. At the same time, the shutters are closed.

The navigation and flight instrument is powered by alternating current U≈36 V 400 Hz and direct current U=27 V.