Onboard BSU-CP
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Onboard BSU-CP

Onboard BSU-CP

On-board control system BSU-PO consists of the following parts:

1. Flight-navigation system "Path-4MPA", providing:

a) control of the aircraft according to the command hands of the PP-1PM flight instrumentation during the approach from the beginning of the 4 turn;

b) issuing command signals to the autopilot AP-6-3P through the BS-3 communication unit;

c) indication of the main parameters of the aircraft position.

2. Autopilot AP-6EM-ZP, which carries out:

a) stabilization of the center of gravity of the aircraft relative to a given trajectory, using the signals of the height corrector and the system “Path-4MPA”;

b) stabilization of the angular positions of the aircraft around the center of gravity in all operational modes, starting from the height 200 m, including during acceleration and deceleration.

When controlling arms "U-turn" or "Descent - Ascent" the pilot can perform maneuvers in the horizontal and vertical planes, namely to introduce the aircraft into a turn with a roll to 22 ° or change the pitch by up to 10 °.

3. The AT-2 timing device, which provides indication and automatic removal by the rudder of the forces in the control system that arise when the flight mode is changed and the aircraft is centered. The automatic timing device is activated simultaneously with the activation of the longitudinal channel of the autopilot and operates throughout the entire flight under the autopilot. When performing an automatic approach, it is turned off at the same time as the autopilot is turned off with the quick off button.

System BSU-CP performs the following tasks:

automatic and director control aircraft during landing beacon signals

System SP-50M or HUD to a height of 60 m (from the beginning of the fourth turn on the course, and the longitudinal kanalu- after entering the glide path);

automatic stabilization of the angular position of the aircraft in space and barometric altitude, as well as control of the aircraft through the autopilot throughout the range of operating altitudes ranging from a height of 200 m.

In addition, the system BSU-CP allows the combined control of the airplane during landing:

a) at the rate - automatically, on the glide path - on the director's arrow;

b) at the rate - on the director's arrow, on the glide path - automatically.

It is also possible to combine the automatic control of one of the channels with piloting position of slats on a different channel.

Crew actions in case of failure of BSU-CP

When failures BSU-CP crew must turn off the autopilot or stop flying arrows of command if:

an alarm failure BSU-CP;

Roll the aircraft while using the handle "U-turn" over 25 °;

deviation of the aircraft from the areas of the course and glide out of tolerance during the flight OMB and BMB;

after inscribing into the beam area rate exceeds rolls 10 °;

After inscribing the zone glide path vertical airspeed more 6 m / s;

there are jerks or twitching of controls;

vertical acceleration varies by more than ± 0,5.

In the absence of visual orientation to automatic, or the guiding approach to discover failure BSU-CP, you must turn off the autopilot button quick disconnect and switch to manual piloting. If the autopilot is switched off quick disconnect button, it should immediately turn off the switches in series "Getting. AP "," lateral. "And" Cont. ".

In case of refusal BSU-RFP actions of the crew shall be as follows:

In the automatic approach:

1. Illumination of the “TsGV” scoreboard with simultaneous ignition of the “AP side. or “AP prod.” and scoreboard "Path side" and "Path prod." when the corresponding channel of the automaton is disconnected with an audible alarm, it indicates the failure of one of the central control panel

At fire board "of Forces" crew must:

autopilot disconnect button quick disconnect;

Compare the readings with the PP-1PM AGD-1-53 and ET, determine if the PP 1PM, t. e. TSGV serviceable, and switch it switch;

Turn off "Getting. AP "," lateral. "And" Cont. ", And then stop working siren and scoreboards;

in straight level flight to adjust the exchange rate system;

in manual mode for running software-1PM and AGD-1 run approach.

On airplanes with BCG-1, it is permitted to enter the automatic mode in case of failure of one of Forces.

2. The lighting of the scoreboard "AP bok." Or "AP prod." with the issuance of an audible alarm indicates a failure and malfunction of the corresponding channel autopilot. In this case, the actions of the crew are as follows:

button to turn off the autopilot quickly deviation;

Compare the readings with the PP-1PM AGD-1 and ET-53, demonstrate proper operation;

verify serviceability of the COP.

Re-engage the autopilot is allowed only if there is confidence that the trip was false, as happens under the control of arms "Turn" and "Descent - Ascent" or flaps. If there is a repeated failure alarms on the same channel, you can not use it and should go to the manual piloting.

3. Long (more than 6 sec.) Burning of the AT-2 signal lamp with simultaneous unlimited efforts in the elevator channel (according to the UAT-3 indicator) indicates the failure of the auto trimmer. On airplanes with a modified scheme, the Autotrimmer scoreboard and the effort indicator lamp are on. In this case it is necessary:

turn off the longitudinal channel autopilot switch "Cont." on the remote control, hold hands steering wheel;

efforts to remove the elevator mechanical trimmer;

perform landing approach in director mode control of the longitudinal channel (at the time of entering the glide path, press and release the button, the lamp "Gliss.").

4. Illumination of the “Path Side.” Or “Path of Prod.” Display indicates a malfunction of the director system. The crew must disable the corresponding autopilot channel and perform an approach on this channel using the NKP-4 position bar.

Re-engage the autopilot is allowed if there is certainty that an alarm was false.

5. The ignition of the warning lamps "KRP" or "hydraulic fracturing" (on the modified scheme - the scoreboard "KRP", "hydraulic fracturing")

and falling on the respective blenker NKP-4 indicates the failure of both sets of equipment Kurs-MP-1 or failure of ground beacons.

At the same time refusing the corresponding channel is switched off the autopilot and the crew performs the approach using the system OSB RSP.

In the the guiding approach:

1. Illumination of the “TsGV” panel with simultaneous ignition of the “Side-by-Side.” Or “Path of Pros. It is necessary:

stop flying arrows of command;

compare readings PP 1PM with AGD-1 and ET-53, identify defective TSGV and install it TSGV switch;

in straight level flight to adjust the exchange rate system;

set the switch "TSA" to "Off.";

working on software-1PM and AGD-1 run approach.

2. Illumination of the “Path Side.” Or “Path of Prod.” Display indicates a malfunction of the director system. In this case, the crew must:

stop flying arrows of command;

Switch the "TSA" to "Off.";

verify serviceability PP 1PM comparing their readings with readings AGD-1 and ET-53;

perform the approach of KGG, OSP and RSP.

3. The ignition of the “KRP” and “PIU” warning lamps and the falling out of the corresponding blenders on the NKP-4 indicate a failure of both sets of KURS-MP-1 or ground beacons. With this failure, the crew must make an approach using the SPF, EPR, and the working channel of the KGG.

In the automatic stabilization and control of the aircraft through the autopilot:

1. Illumination of the “TsGV” board with simultaneous ignition of the “AP-box-side” or “AP-prod.” Board and disconnection of the corresponding autopilot channel with sounding the alarm indicates that one of the TSGVs has failed.

Seeing the fire of the scoreboard "of Forces", the crew must:

autopilot disconnect button quick disconnect;

comparing the readings PP 1PM with AGD-1-53 ET and determine if the TSGV and install it switch "of Forces";

turn off the switch "Getting. AP ", thus stopping the alarm siren and scoreboards;

in straight level flight to adjust the COP;

if the plane has a BCG-1, re-enable automatic. In the absence of BCG-1 re-engage the autopilot is prohibited.

2. Illumination of the “AP bok.” Or “AP prod.” Board with an audible alarm indicates that the corresponding autopilot channel is turned off.

The crew follows: turn off the relevant switch "transverse". or "Prod."; compare readings PP 1PM

with AGD-1-53 and ET and demonstrate proper -

make sure the course system is working. If the crew is confident that the failure alarm was triggered, it is allowed to re-enable the autopilot, but without using it during the second alarm trigger.

3. Long, more than 6 seconds, the burning of the AT-2 signal lamps with simultaneous presence of untimulated forces in the elevator channel (according to the UAT-3) indicates a failure of the auto-trimmer. If the system is modified on the plane, the Avtotrimmer scoreboard and the effort indicator lamp will light up on failure.

In case of refusal avtotrimmera crew to turn off the longitudinal channel autopilot while holding the wheel arms; v W removed from the helm of a mechanical effort elevator trim; turn off ACS-AT-2; re-enable the longitudinal channel autopilot.

Acceleration and deceleration then perform a longitudinal channel autopilot disengaged.

After a 1-1,5 hours to make the autopilot off and on, taking efforts to control the elevator and mechanical trimmer.

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