Tu-154B Avionics
Материал из FlightGear
This section describes the devices and systems flight-navigation system.
Содержание |
Artificial horizons
The aircraft has two attitude indicators PKP (101). Each device receives information about the roll and pitch of their own gyro. To control the proper use third control gyro. Block of roll control (BKK) provides reliability roll \ pitch, as well as light and blankernoy signaling.
On the real plane, a signal of roll \ pitch, except for the PKP, goes to the autopilot. In the model of autopilot is working on its own sensors, it is done in order to simplify debugging.
PKP is a complex combination device than indicating pitch and roll angles, the device information is taken out of the demolition, a deviation from glidepath altitude and course as well as the deviation from the specified speed. The device has two arrows director, managed to signal the nav radio, and all necessary blankers alarm.
Attitude indicators include three svitches at the overhead 408, 409, 410 (left, right and control). For initial use of gyroscopes, two buttons under the hood (357) on the remote PN-5. After the establishing gyroscopes, it is necessary to reset the alarm by switching the BKK switch "test" (405)
In addition PKP indicators, the plane set a reserve attitude indicator AGR (115). It is completely autonomous and operates a network of DC. Including the switch at 404 overhead.
Altimeters and the variometer
In the left pane are:
Altimeter UVO-15 (105). Bottom has hotspot to enter the pressure in the SVS, the pressure (in mm Hg. Art.) Displayed on an additional digital scale
See futomer UVID-15 (117). The device is not connected with the SVS, has its own hotspot to set the pressure (in inches Hg) and the scale of pressure. The device requires power, and included 403 switch in the overhead.
Altimeter VM-15 (118). Duplicate UVO-15, works from the SAF, the pressure has no input.
Radar altimeter RV-5M (116). Has a hotspot to enter of altitude sounding of the alarm, the yellow lamp at the height of the indicator and the additional board "H". Instrument dependent on roll and pitch. Including switch 425, 426 (left and right). In this model, the unit the second pilot is fully duplicated the testimony of the first. From the heights of PB-5M depends audio warning during approach.
Variometer VAR-30 (104). Works independently.
Variometer VAR-75 (110). Designed to measure speed of alarm descend.
In this model, devices in the panel second pilot duplicate captain panel, with the exception of PNP, which is managed by a separate switch, and allows to control the VOR NCP, as set out in the real flight manual.
Measuring speed
IAS indicator US (108), the model works completely autonomously, independently of the power supply. The device is equipped with a moving index, which shows the speed settings for autothrottle. If autothrottle working in coordination, the index follows the arrow speed.
The composite index of the speed KUS (113) shows the instrument and the true speed, wide and thin arrows, respectively. In this model, I did not own to recalculate the speed of the correction tables. Instead, I took the ready variable FDM JSBsim velocities / ve-kts and velocities / vt-fps, respectively, taking into account the units of measurement. As I understand it, is what should show KUS. Comments are welcome - perhaps I am wrong...
Device 109 indicates the number of Mach.
Index speed air or ground USVP-K (320) is located on the right side of the central panel, close to the co-pilot. Depending on the situation at the bottom of the handle, the instrument shows the air speed of the SVS or ground speed, from the equipment diss.
Diss
Doppler velocity and drift meter, DISS is designed to measure velocity relative to the ground, in two perpendicular planes. According to the Diss produced notation traversed path in the navigation computer NVU, as well as the definition of angle of drift and feed it into ABSU correction direction, and the STU.
Diss FG modeled in a rather simplistic, in particular, is not modeled by the deterioration of the accuracy of the system during flights over the water surface. Disclaimers Diss at speeds below 180 km / h simulated further as well as signaling and control.
Diss included three switches on overhead - power, land/sea, work/control (433, 434, 435, respectively). All three need to put the toggle switch in the up position.
The aircraft is equipped with two sets of navigation receivers Kurs-MP. Kurs-MP works with the systems of VOR and ILS. In this model, the receiver is also working with the DME, while the simulator allows different VOR and DME control, for greater realism.
Automatic landing approach on ILS signals is possible only with the first set, flying VOR - with both.
Kurs-MP using the switch 421, 422. The choice of frequency and input radian is done with panels 445, 446. There are hotspots above and below digits. There are indicators "FROM" and "TO", signaling system in operational range, even when the system is configured to ILS. This, of course, a retreat from realism, but I thought that this model can be retained.
Information from the Kurs-MP receivers delivered to:
HSI indicators PNP in VOR and ILS modes;
IKU Indicator (RMI), (106), if the switches at the bottom of the device are in a position VOR.
Indicator USHDB (338), if the switches on the overhead stay in VOR position. In this case, the opposite end of the arrow shows the Radial, which is the plane
ABSU, automatic flight VOR or ILS signals
ADF Radio
The aircraft has two ADF radio, their desks are located on the overhead, 442 and 443. At each panel you can set the two frequencies (there is a zone of mouse left and right of the digits), the operating frequency is selected tumblers, and is designated a green lamp.
Information filed with the radio on:
IKU Indicator (RMI), (106), if the switches at the bottom of the device are in the ARK position.
Indicator USHDB (338), if the switches on the overhead stay in the ARK position. In this case, the arrow shows the course angle of the radio station.
Radio included switch 429, 430.
RSBN
Control panel of the receiver system RSBN is overhead, Pos. 438. The left knob sets the "tens" channel number, right - "units". Power produced switch 437.
Navigational System RSBN supplied to the device PPDA-SH (321), and channel ranges overlap at the IDR (107). Basic consumer information RSBN - it NVU nav computers, that produces range correction by this information. For more information, see the description of the NVU.
In the model, for RSBN need to make information about the RSBN beacons in the base simulation, the file Navaids / nav.dat.gz. To do this, together with the model file is rsbn.dat. Support RSBN made by analogy with the well-known scenario Pryadko-Gritsevskogo for MSFS, RSBN station in FG - VOR is slightly modified method of installation of frequency. To install RSBN on Unix:
Copy Navaids / nav.dat.gz in the archives, just in case.
Unzip Navaids / nav.dat.gz in their home directory.
Open the resulting nav.dat in your favorite text editor and remove at the end of the file the line "99."
Append rsbn.dat at the end of nav.dat, for example: cat rsbn.dat>> nav.dat
Gzip nav.dat
Copy the edited file to the Navaids / nav.dat.gz. Here, you'll need root permission.
For windows all around as well, only need a archiver understands gz. You can combine the files in any text editor, because are ordinary text files.
RSBN system only applies in the countries of ex-USSR, and abroad it can not be used. To be able to correct NVU on flights abroad, RSBN model has been expanded for the reception of signals beacons VOR. To translate RSBN in this mode, you must include tumbler "identification" (424).
In this mode, set the beacon frequency is produced by the same remote control handles 438, but now the left knob sets megahertz, right - khz. To control the imposed frequency, appears at the bottom of the screen tip. This mode - completely virtual, reality RSBN can not work with beacons VOR. From the standpoint of realism, to use it is not recommended.
