Tu-154B Navigation

Материал из FlightGear

TKS

TKS-P2 - this compass TU-154. TKS provides consumers gyroscopic and gyromagnetic course. The system has a double gyroscope unit GA-3, double blocks of gyromagnetic course BGMK-2, magnetic sensors, align controls, failure warning.

A feature of the system is a method of forming the magnetic course. Magnetic course produced from gyroscopic, in special units gyromagnetic course BGMK. Signals of magnetic sensors is adjusted corrective mechanisms of the KM-5.

The TKS model is quite accurate, except for the influence of acceleration on the gyroscopes and the errors associated with the bank. You can take that model, gyroscopes stabilized at all times. In the KM-5 provides for the possibility of introducing a fourth deviation, but for now this feature is not used. Generally, modeling errors of gyros requires serious theoretical work, as this part of the work be postponed until better times.

Electrical power included tumblers 411-415, control of system proceed by PU-11 panel (436). Let us consider the procedure of align gyros.

When the power on, gyroscopes failure indicators (436-I, J) will off. Further, in describing the PU-11 refers to the letter of administration according to Fig.

For the latitudinal pattern of correction needed to put the latitude of departure airport on the scale of A, by rotating the handle D. Latitudinal correction mode is selected switch B. At the TU-154, in reality, only manual correction (right position) switch envolved. However, during the flight, pilot must manually set current latitude, with an accuracy of about degrees. In the model used and the automatic mode (left switch B), while the scale of A will show the current latitude. From the standpoint of realism, auto use is not desirable.

Next, we need to align gyros GA-3 - main and reserve. Typically, gyroscopes are oriented to the magnetic meridian, but if necessary, can be taken into account the magnetic declination using the KM-5. KM-5 instruments are back for the co-pilot on the side of the cabin to the left of the flight engineer panel. You can access them with a navigator workplace. In the center of the device, there is ahotspot to enter the magnetic declination. In this model, during normal operation to control the KM-5 is not necessary.

The usual procedure of gyroscope done so. Turning the G-up, switch C in the left (MK), and press and hold fast align button H. At this point, the main giroagregat GA-3 relies on the magnetic meridian, by the signals from induction sensor. In this model, at this point, there is a string tip where you can observe the position of GA-3 and BGMK. In real life, to control the process of alignment, an instrument USH (337), but in the model, unfortunately, this is not possible (of course, if you build multi-screen system, you probably can).

When the main gyro will take the required position and the movement stops, you need to switch the toggle switch "correction" (G) in the down position, and press the button again to align (H). There will be a correction for reserve gyro. After the completion of correction, we can see the needle and the index of instrument USH(337) showed the same rate, the current aircraft magnetic heading.

Correction gyros done, switch C you need to now put in the middle position (GPK).

After the alignment of gyros, perform correction blocks gyromagnetic course (BGMK). To do this, you need to press the fast align button and to keep it until the end of changing the magnetic course, see tip. In real life, control of the correction of BGMK is made on instruments IKU (RMI, 106).

After BGMK correction , you must switch G and press and hold the fast alignment button H, make a correction of second BGMK. Magnetic course from first BGMK came to IKU (RMI) on captain panel, and second- to the IKU of co-pilot panel.

Before taking off, after the aircraft on the runway axis, you can set the gyros with greater accuracy. Selection of corrected gyros do by tumblers G, a manual correction - switch F. The same switch is made to translate TKS gyros to the meridian of destination airport before landing.

When a failure or error of gyro unit, consumers (HSI and NVU) can be diverted to the reserve gyro by switch E.

NVU

Navigational computing device, NVU - a tool navigation Tu-154. Input data for the NVU is a ground speed from the system DISS and orthodromic course from TKS. NVU integrates speed and thus produces a notation specified path.

NVU system is rather difficult in use, and in preparing the route. To use the system, requires a chart preparation. The perfect guide to the use of DDP in a model of PT is here (pnk_3.20.pdf, p. 19), the English version is included in the document pttu154_94eng.pdf, p.41, p.84. NVU for the FG model corresponds to PT (excluding virtual assistant navigator) and should work with the navigation calculator PT. Everyone who wants to learn the NVU should be sure to read these sections of the documentation.