Landing of aircraft according to minimum category II (1980)

The aircraft is landing.

The pilot is carefully watching the landing process.

The runway becomes visible through the fog.

The TU-134 aircraft.

The onboard automatic control system, which ensures landing in Category 2 minimum conditions, is built on the same fundamental basis as the previous one.

On a combination of the director or trajectory control system (STU) with the autopilot.

The new system has been modified, in addition, its composition has been supplemented with an autothrottle, automatic go-around equipment, as well as built-in control and signaling facilities.

To simplify the diagram, a combined designation and name of the SVK are given.

ABSU-134 system.

A cartoon explaining the placement in the cockpit and the operation of the autothrottle and go-around equipment.

You can stop the automatic go-around by turning the autopilot descent/ascent handle or by pressing any of the ABSU quick disconnect buttons on the control wheels.

A signal indicating that the ABSU is ready for operation again.

The signal lights up on the troubleshooting console, which is part of the built-in control system, which operates continuously during flight.

The cockpit also has a test button to check the serviceability of the SVK system itself and three groups of signal boards.

On the mode board, signals appear during manual or automatic activation of various ABSU operating modes, except for automatic go-around, and light up, confirming serviceability.

If a failure occurs, then simultaneously with a specific signal, the general serviceability signal will go out.

The corresponding command signal will light up on the pilots' board, in this case, control the pitch.

The signal - go-around manually.

At altitudes less than 60 meters, in case of any failure of the automatic landing approach mode, the integral signal light lights up.

In this case, an immediate go-around is required, unless, of course, the commander has previously given the command to land.

Other signals on the command boards inform about reaching the decision altitude, as well as about the activation of the automatic go-around equipment and its proper operation.

ABSU-134 has more functions and is used at lower altitudes than previous systems.

Crew control of ABSU-134 before flight and during landing.

Basic actions of the crew during pre-flight check of ABSU-134.

Checking the reliability of the autopilot disconnection by overriding, allowing you to check the serviceability of the command signaling.

Switching the autothrottle on and off and monitoring the corresponding signals.

Checking the operation of the ABSU in automatic control mode, in particular when going around.

This check is performed using the troubleshooting console.

Checking the serviceability of the built-in control system.

Let's consider the main features of distributing responsibilities between crew members during a landing approach under minimum category 2 conditions in automatic mode.

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

This is the responsibility of the second pilot.

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

The aircraft commander, monitoring the flight parameters and the operation of the ABSU, usually turns on the autothrottle and controls the speed.

Note that the autothrottle is also used in the director mode of the landing approach.

In the director mode, the second pilot performs piloting, so the duties of the aircraft commander remain the same as during an automatic approach.

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

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

The role of the aircraft commander is especially important.

Close-up portrait of the commander.

Crew work.

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

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

The flight engineer monitors the operation of the automatic thruster, and also reports to the commander on the flight altitude according to the barometric, and below 60 meters according to the radio altimeter.

Instruments on the control panel.

The commander observes the appearance of the landing strip.

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

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

The usual shifting of gaze from the ground to the instruments and back at previous landing minimums would have led to such losses of information under these conditions that would have unacceptably complicated the landing, especially when a corrective maneuver is necessary.

With extreme time pressure, split attention is dangerous.

Hence the principle that pilots should have more specific tasks.

The aircraft commander, having the right to choose between landing and going around, must be psychologically prepared for landing.

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

The perception and evaluation of instrument information is entirely assigned to the second pilot.

The psychological attitude of the second pilot: go around if the commander has not given the command to land before the decision altitude.

By going around, the second pilot prevents the violation of the landing minimum.

The pilot should do the same if the integral signal light comes on at an altitude of 60 meters and at the moment when the commander has not yet announced his decision.

If the commander has already given the command to land, he takes control by turning off the ABSU.

The plane is landing.

The runway is visible through the fog.

The TU-154 plane.

The basic principle of the onboard automatic control system of the TU-154B is a combination of the trajectory STU and automatic control ACS systems, the main element of which is the autopilot.

This basis is supplemented by an autothrottle, a go-around computer, as well as built-in control and signaling facilities.

This entire system is called ABSU-154-2. Cartoon explaining the location of the control system on the aircraft panel.

On the left navigation console, when approaching the landing, the trajectory control systems corresponding to the operating mode are switched on, as well as the power supply to the go-around computer.

The other console contains the means for checking the built-in control of the STU and the go-around computer, as well as the autothrottles.

On the right side are the autothrottle controls.

The autothrottle is switched on in preparation mode even before the flight.

At the beginning of the pre-landing maneuver, it is necessary to make sure that the power is on and that the automatic control unit is working, that the USI-type speed indicators continuously track the movement of the indexes and the movement of the arrows on the speed indicators.

After this, the automatic control unit's built-in control system is checked.

Both of its lamps should go out after 10-15 seconds.

Now you can connect the couplings of the automatic control unit's actuator with the wiring from the rods to the engines and turn on the speed control mode.

In this mode, the automatic control unit stabilizes the speed by acting on the engine thrust, and through it on the position of the USI instrument arrows.

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

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

A divergence occurs, the automatic control unit eliminates it by changing the thrust until the indicated speed takes the value specified by the indexes.

From this point on, the automatic control unit no longer receives a differential signal, but continues to receive signals about the current pitch and longitudinal acceleration values.

If they begin to change, the USI instruments will not have time to react to this, because the automatic unit will immediately change the thrust.

In such cases, its commands are ahead of a possible change in speed.

In the control mode, the automatic unit can solve, in addition to the task of speed stabilization, the task of accelerating the aircraft on command from the escape computer.

The power supply to the computer is switched on during preparation for an automatic landing approach.

Then, the built-in control of the escape computer is checked together with the STU. Switching the escape computer to the preparation mode occurs automatically at the moment of capturing the glide path.

Two signals are sent to the input of the computer: a constant value corresponding to the deflection of the elevator required to begin the escape maneuver, and a variable value corresponding to the current pitch.

The computer continuously calculates their algebraic sum in order to give the next value to the autopilot at the moment of switching on the escape mode.

An automatic go-around can be started, for example, by manually moving the rudders to the takeoff position, in which case the automatic unit will be switched off, and then the contacts for switching on the escape computer will be triggered.

It is also possible to use any of the departure buttons on the control wheels, in this case the computer issues two commands simultaneously.

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

The second command to the autothrottle to move the rudders to the takeoff position, the aircraft accelerates.

The autothrottle, having switched to the preparation mode, moves the indices.

Now the departure computer, receiving information about the current pitch and the indicated airspeed, calculates for the autopilot the pitch increment necessary to stabilize the speed value that is permissible with the flaps fully extended.

You can stop the automatic departure by switching to manual pitch control, you can also press the program reset button on the left navigation console or turn the autopilot descent/ascent handle.

You can turn off the ABSU using any of the buttons on the control wheels.

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

It lights up on the troubleshooting panel, which is part of the built-in control system, which operates continuously during flight.

On the pilots' instrument panels, this system is represented by three groups of signal panels.

The mode panel signals light up when various ABSU operating modes are switched on manually or automatically, except for automatic departure, and they light up to confirm 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 panels on the pilots' instrument panel visors will light up.

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

In this case, an immediate go-around is required, unless, of course, the aircraft commander has already given the command.

Other signals on the command panels inform about reaching the decision altitude, and about the activation of the go-around equipment and its proper operation.

The pilot checks the ABSU before the flight and in flight before the landing approach.

Large - aircraft commander.

Second pilot.

Checking the general serviceability of the ABSU. It begins with switching on the autothrottle to the preparation mode and is performed using the troubleshooting console.

Checking the operation of the ABSU in the automatic go-around mode.

Checking the serviceability of the built-in control system of the autothrottle STU and the go-around computer.

The ABSU serviceability signal is on.

Pilots in the cockpit.

The commander gives the order to switch on the autothrottle.

The second pilot reports that the rods are unlatched.

Switching on the autothrottle to 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 gives the order to prepare the ABSU for the automatic approach.

During an automatic approach, continuous monitoring of the ABSU operation is the responsibility of the second pilot.

He must be ready to switch to manual control via the failed channel in the event of an ABSU failure.

The second pilot reports that the ABSU serviceability indicator is on.

The second pilot is responsible for speed control.

The autothrottle is also used in the director approach mode.

This improves piloting and approach accuracy.

In the director mode, piloting is performed by the second pilot.

The responsibilities of the aircraft commander remain the same as during an automatic approach.

Under minimum category 2 conditions, a successful landing approach is ensured not only by the proper operation of the ABSU, but also by the clear and coordinated work of the entire crew.

The commander monitors the actions of the automation, assessing them based on instrument readings and aircraft behavior, with the role of the aircraft commander being especially important.

Close-up of the commander.

Dialogue between the commander and the second pilot.

The flight mechanic reports instrument readings.

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

The flight engineer controls the operation of the automatic throttle.

The navigator controls the accuracy of the aircraft's movement, reports to the commander on passing checkpoints, then on the flight altitude by the barometric altimeter, and below 60 meters by the radio altimeter.

The commander visually observes the appearance of the runway.

The command to land.

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

The aircraft commander, having the right to choose between landing and going around, is psychologically prepared for landing, for timely and complete perception of information from ground reference points and its assessment.

The choice of the right decision and its confident execution, therefore, the analysis and assessment of instrument information is entirely entrusted to the second pilot.

The psychological attitude of the second pilot is to go around, if the commander has not given the command, we land before the decision-making altitude.

By going around, the second pilot prevents violation of the landing minimum.

Close-up of the second pilot.

The second pilot should do the same if the integral signal light comes on at an altitude of less than 60 meters and at a time when the commander has not yet announced his decision.

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

The Il-62 aircraft is approaching for landing.

The aircraft commander is monitoring the runway.

Trajectory control system (TCS).

Autopilot (AP).

Autothrottle (AT).

Go-around assist system in automatic mode (AU).

Automatic stabilizer adjustment system (ASA).

Upgraded yaw damper (MYD).

Built-in control and signaling system (BCS).

All these elements are combined into a single automated system SVK. The system is called SAU-1T-2. Cartoon showing the location of the main controls of the ACS on the central pilot console.

Here are the means for switching on the operating modes of the TCS, as well as the main and backup channels of the AP, AT, APS. AP, AT, APS are switched on immediately in the operating mode, and this requires attention to the conditions of their switching on, for example, to the balance of the aircraft.

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

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

When the AT is on, it stabilizes the flight speed, by acting on the engines, it keeps the USI instrument arrows from diverging from the indexes.

When the indexes and arrows are aligned, the machine does not receive a differential signal, but signals about the current pitch and longitudinal acceleration values are sent.

If they begin to change, the machine, preventing the inevitable speed changes associated with this, immediately and to the required extent affects the thrust.

There comes a moment when, for example, after releasing the flaps, it is necessary to change the speed.

The pilot rearranges the indexes, the AT affects the engines.

When the speed changes, the longitudinal balance of the aircraft is disturbed, if the elevator deflection exceeds three degrees, a signal is sent to the stabilizer rearrangement machine.

The delay in the operation of the machine depends on the value of the longitudinal acceleration, when it is greater than 0.04, the machine operates immediately.

At lower accelerations and bank angles up to 15 degrees, it waits 8 seconds, and does not work at all during turns with a constant speed.

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 is switched off when entering the glide path.

At the moment of additional extension of the flaps, a signal about this removes the blocking of the escape computer.

Now the computer can be activated by pressing any button of the second circle on the control wheels.

Then the computer simultaneously issues 4 commands: AP to shift the elevator and the steering unit to accelerate the shift, AT to move the rudders to the takeoff position, APS - it turns on and works.

When the current pitch equals the specified one, the escape computer gives the AP a command to stabilize the pitch.

At the moment when the indicated airspeed reaches 310 km/h, the escape computer gives the AT a command to reduce engine thrust, and when the acceleration drops to 0, the escape computer gives the AT a command to stabilize the achieved speed.

Automatic escape can be prevented by turning the AP descent/ascent handle and pressing any of the ACS quick disconnect buttons on the control wheels.

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

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

The signals of the mode boards on the instrument panels have the same meaning; they light up when various ACS activation modes are switched on manually or automatically.

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

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

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

At altitudes below 60 meters, in case of any failure of the automatic landing approach mode, the integral signal light comes on; in this case, an immediate go-around is required, unless the commander has previously given the command to land.

Other signals on the command boards notify about reaching the decision altitude, as well as about the activation and proper operation of the automatic go-around equipment.

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

Preflight check operations.

Monitoring the reliability of the ACS shutdown using the buttons on the control wheels.

Monitoring the reliability of the autopilot shutdown by overriding.

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

Crew during the flight of the Il-62. Distribution of duties among the crew during the landing approach under conditions of the minimum of the 2nd category in automatic mode.

Before switching on the ACS, it is necessary to check and, if necessary, ensure the 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 monitoring of the ACS is the main responsibility of the second pilot.

In case of ACS failure, he switches to manual control through the failed channel.

The second pilot, together with the flight engineer, monitors the AT operation and controls the speed before entering the glide path.

The AT is also used in the director mode of the landing approach.

In the director mode, the second pilot performs piloting, the duties of the commander remain the same as in the automatic approach.

It is necessary to control the actions of the onboard ACS, evaluating them based on the instrument readings and the behavior of the aircraft.

The commander watches the instrument readings.

After the fourth turn, taking into account that the APS will turn off when entering the glide path, it is necessary to check the balance of the aircraft, then turn on the main AT channel instead of the backup one.

The flight engineer monitors the AT operation.

The second pilot monitors the flight speed and the rate of descent.

The navigator pays special attention to the accuracy of the aircraft's movement in the longitudinal channel, in particular, to the altitude at which the aircraft passes the checkpoints.

Then the navigator reports the flight altitude to the commander according to the barometric altimeter, and below 60 meters according to the radio altimeter.

The commander watches the runway.

The commander's command to land.

The aircraft commander, having the right to choose between landing and going around, is psychologically prepared for landing.

The analysis and evaluation of the instrument information is entirely assigned to the second pilot.

The psychological attitude of the second pilot is to go around if the commander has not given the command to land before the decision altitude.

By going around, the second pilot prevents the landing minimum from being violated.

The second pilot should do the same if the integral signal light comes on at an altitude of less than 60 meters and at the moment when the commander has not announced any decision.

If the commander has already given the command to land, he takes control by turning off the ACS. The aircraft lands on the runway.

The aircraft crew.