FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1957
1957 - 0496.PDF
498 FLIGHT, 12 April 1957 Radio Aid Instruments . . . zero, the flight path will converge onto the required heading andthereafter coincide with it. The other elements in the system are a course selector, a controlpanel, a horizon gyro unit and a junction box. The total weight of the components is about 27i 1b.The course selector has two pointers which indicate against a compass scale graduated in two-degree divisions. One pointer repeats theSperry Gyrosyn Compass (combined directional gyro and magnetic compass) and the other can be set manually to the desired course.Aircraft Radio Corporation, Boonton, New Jersey. ARC Course Director System CD-I. (Weight, under 10 lb.) ThisCourse Director System provides the pilot with the correct headings for making instrument approaches and accurate en route tracking onV.O.R. and V.A.R. Stabilized directional information (accurate to about one degree) is furnished by a compass slaved-gyro, from whichheading information may be read off, or it can be repeated on a cross- pointer meter.A heading computer taking heading information from the slaved gyro and track information from the omni-localizer receiver derives thesteering data required to intercept and maintain the required track; hence automatic compensation is made for drift.ARC Radio Navigational Track System. (Weight, under 35 lb.) Combination of the CD-I course director with an ARC Type 15DV.H.F. navigational receiving system has resulted in a simplified "radio navigational tracking system." As with the DC-1, the tracking systemcombines stabilized directional information with omni- or localizer- track information to produce computed steering data.The information is displayed on an IN-14 cross-pointed indicator and omni or localizer selection is made with a C-60 control unit. Thesepanel mounted instruments reduce the cockpit operations of the CD-I Course Director and switch the Type 15D receiver from "localizer"to "omni." Instrument Landing System. If opinions differ upon the ideal en route instrument navigation aids, for the approach phase is least, one system has been almost universally adopted. This is I.L.S. It consists of a localizer radio beam to furnish directional guidance to the airport runway, a glide-path beam to furnish descent angle guidance and markers to give accurate radio fixes along the approach course. The localizer is located on the extended centre line of the air- port instrument runway and radiates a field pattern down the centre line toward the fan markers and another field pattern away from the runway in the opposite direction. The transmitter pro- vides an on-course signal for at least 25 miles from the runway at a minimum altitude of 2,000ft. Equi-signal or phase comparison-type I.L.S. localizers may be used; the latter are more suitable and generate signals more readily handled by V.O.R. receivers. In each case the radiated field pattern is modulated at different frequencies for each side of the centre line, dividing the beam into blue and yellow sectors. The blue sector (marked upon maps and charts and on the I.L.S. indicator instrument) is the right side looking from the outer marker towards the transmitter. The glide-path beam is radiated from a second transmitter located at the side of the instrument runway. The upper and lower sectors are also modulated to different frequencies, but are not colour-distinguished. Standard Telephones and Cables, London.This Instrument Landing System (total weight 40i lb) is typical of many similar units. It includes a localizer and marker receiver (TypeS.R.14-B), and a glide-path receiver (Type S.R.I5-B) with a channel- selector unit and cross-pointer deviation indicator. (Left, upper and lower) Smiths Flight System: A, compass warning lamp; B, lower radio- coupled range; C, compass scale; D, "D.G." flag; E, top radio-coupled range; F, top datum; G, sense knob; H, heading index; J, heading pointer; K, displacement bar; L, displacement scale; M, bottom datum; N, setting knob; O, beam flag; P, attitude-failure flag; Q, pitch pointer; R, end of scale; S, bank scale; T, glide-path flag; U, pitch director pointer; V, horizon bar; W, pitch scale; X, pitch scale setting knob; Y, bank ringsight pointer; Z, azimuth director pointer. (Below, right) Sperry Zero Reader. Left to right, the control panel, course selector and cross-pointer director. The Sperry System: A, horizon displacement; B and C, flight director pointers; D, pitch bar; E, V.O.R. pointer; F, miniature aircraft; G, three-position (off, V.O.R., I.L.S.) flag; H, glide-path displacement. Flight Director Systems. Director systems have been mothered by necessity. Pressure on instrument-panel space and pressure on the work-load of the pilot have become so great that maximum simplification—yet without radical departures from accepted tech- niques—is essential. This is particularly true in the light of the growing demand of air traffic control procedures and the sustained cockpit efficiency required by turbine airliners. Smiths Aircraft Instruments, Ltd., London.Smiths Flight System. The two main instruments of the Smiths Flight System are the director horizon and beam compass, but thesystem comprises as well a twin gyro vertical and comparator unit, a primary control selector and a stand-by magnetic compass. The otherunit in the system is the S.E.P.2 autopilot (described on page 489) which provides radio coupling, approach coupling, height and airspeedmonitoring. The following facilities are available: (1) duplicated indication ofaircraft attitude in a manner similar to that of normal artificial horizons; (2) duplicated indication of magnetic heading from two independentgyro-magnetic compasses; (3) repeated magnetic heading information for other equipment, e.g., R.M.I.; (4) duplicated presentation of I.L.S.and V.O.R. displacement information related to the heading of the aircraft; (5) duplicated flight-director control by attitude demand signalsfor bank and pitch superimposed on the artificial horizon; (6) facilities when linked with the S.E.P.2 autopilot for course steering, turns on topre-selected headings, maintenance of pre-set pressure altitude, air- speed monitoring, V.O.R. tracking, and fully automatic I.L.S. approach;(7) duplicated course-selection common to both autopilot and flight director on primary compass indicators; (8) common function-selectionfor radio coupling in both autopilot and flight director and (9) single- knob control of all normal manoeuvres for both flight director andautopilot. The director horizon is an integrated instrument which providesattitude indication combined with steering and pitch commands for following I.L.S. or V.O.R. Lateral and pitch attitude indications areconventional. Commands are given by the pitch-director pointer, which indicates where the pilot should place the miniature aeroplane on thedial, and by the azimuth-director pointer, which tells him which way to bank. The beam compass displays the aircraft heading relative to selectedI.L.S. or V.O.R.; selection is made by rotating the compass scale; set- ting the heading index ensures that the director horizon will give in-structions for turning onto that heading. The radio displacement bar indicates where the selected beam lies in relation to the aircraft, andthe top and bottom scales mark the limits of the sectors in which the system will lock-on to follow a beam or radial.Sperry Gyroscope Company, Great Neck, New York. Sperry Integrated Instrument System. The principal instruments ofthe Sperry system are a horizon director, deviation indicator, and Gyrosyn compass. The horizon flight director is a bar-less gyrohorizon combined with the flight director pointers of the Sperry zero reader.The pictorial deviation indicator provides identification of glide-path and V.O.R. displacement. Omni-bearing selection is incorporated, andas the aircraft heading changes from this setting the pointer rotates to show the angular position of the beam. The V.O.R. pointer is a narrow"V" which points to the top of the instrument when the aircraft is flying to the V.O.R. station; as it passes into the "from" zone, itrevolves through 180 deg. The glide-path deviation pointer is held out of view when the radio is tuned to a V.O.R. frequency. Compassgraduations are not provided, as this information is supplied by an R.M.I.The Sperry system may be installed in aircraft not equipped with an automatic pilot, or it may be combined with the Sperry A-12 Gyro-pilot.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
