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Aviation History
1969
1969 - 1030.PDF
938 DIAMOND JUBILEE SALON, electronic symbol generator which provides the interface between the display and aircraft sensors. GE says that displays of this kind have applications in follow-on versions of the DC-10, TriStar and A-300, besides future military fighters and transports. Advantages claimed for the display are the saving of space, because so many different parameters are shown on the one 7in screen. In addition, says General Electric, the system could be integrated with a self-contained airborne precision landing system such as high-resolution radar, inertial platform, infra-red or low-light-level TV cameras. The latter two sensors appear to have military applications, where they could also be part of the weapons aiming system. Among the low-light-level TV cameras on display are one by General Electric and another, shown in a working demon stration, by the French company Thomson-CSF. Such cameras are for use as weapon-aiming systems, navigation systems and helicopter landing aids during night-time. The resolution of the Thomson-CSF camera under simulated night conditions was such that the view appeared as it would have in daytime in drizzle conditions. Another navigation aid from Thomson- CSF was their INCA LC101 moving-map display. This is a back-projected 35mm-film device which, instead of being circular, as most such displays are, has the sides cut off so that the display measurements are 112mm X 72mm (4.4inX2.8in). A new approach by Smiths Industries to the automatic landing problem is revealed on the research section of their stand. It is a diagrammatic representation of a typical pitch/roll channel using typical triplex sensors (unmonitored) which feed into four couplers. Output from each of the couplers is then fed to four quadruplex signal selectors, each of which takes the second highest signal value and feeds it either to a duplex monitored actuator system or to a conven tional triplex or quadruplex actuator arrangement. Thus, Smiths claim, they are able to offer operational flexibility to operators of advanced commercial transports, such as the Three-Eleven or the A-300, who will be able to specify Category 2 approach standards or higher standards as far as Category 3B automatic landing with ground-roll guidance. Development trials with the Trident Category 3A system have just finished at Hatfield on the Smiths ground-roll guidance system which uses para-visual directors mounted in the coaming to give the pilot nosewheel-steering commands so that he can follow the centre-line in visibilities down to 50yd. International Telephone and Telegraph, the company which has just acquired the American interests of Decca, was showing what it claims to be the world's first practical, com mercially available, navigation instrument capable of using satellites for navigation purposes. Originally designed for US Navy use, and now designated ITT 4007AB, the equipment automatically acquires signals from Navy Navigation Satellites (formerly called TRANSIT) and passes the data in the correct FLIGHT Inter-notional, 5 June 1949 form to an associated computer which produces position information in latitude/longitude form, with a claimed maximum error of 0.1 n.m. It can be used in conjunction with other aids, such as Doppler, Loran and inertial platforms, so that con tinuous track information can be obtained between satellite passes and updating can be performed on the other aids. Another new automatic landing system is being shown by the American company, Lear Siegler, who are emphasising in their display their move into the commercial avionics market. The system, for the Lockheed TriStar, is being developed in conjunction with Collins Radio, and comprises a fail- operational electronics system coupled to a flight control system which is capable of being certificated to Category 3A conditions. Another TriStar system on the Lear-Siegler stand is the electronic generator (made by Lear) and Sundstrand constant-speed drive. The combination is claimed to give a significant weight reduction by eliminating the need for a generator front bearing and associated seals. Latest addition to the range of TRACE equipment is being shown by Hawker Siddeley Dynamics. This is the TRACE 2000, an automatic test system aimed at the TriStar and DC-10 market and using a new Honeywell computer, the H.316, and a comprehensive range of Honeywell software. The advantages claimed include easy programming with on-line editing using adapted ATLAS input language; high-speed testing by the use of semi-conductor storage; high-speed signal sources; and multi-test-centre time sharing. By using it in a dual test-centre configuration a marked improvement in cost- effectiveness is claimed. One set costs in the region of £144,000 ($350,000) but for an increase of 1.7 times the initial cost a dual test-centre can be made 3.5 times more efficient than a single centre, because of time-sharing techniques. Besides SWORD (strike and weapon ordnance delivery), which will be covered in next week's issue. Elliott is showing a new series of airborne computer applications, the most interesting of which is the EPR computer that automatically allows the pilot of an aircraft to take off at the optimum power required, taking into account the outside temperature. By using the system, Elliott claim, airlines could make con siderable savings in engine overhaul costs, because much of the wear on an engine takes place at maximum power when temperatures in the various stages are at their highest. Perhaps the most unusual static highlight is the flying ejection seat, known as "Aercab", being shown by a Franco- American company, Stencel Aeroengineering Corp. In response to a joint USAF/USN requirement the company is developing this seat, which has two conventional small jet engines attached, plus a paravane wing, so that after ejection the pilot can start the engines, deploy the wing and fly his strange machine by means of pitch-and-roll controls operated via handgrips. Operation must be below 10,000ft, and speeds of lOOkt are possible, with a range of between 50 and 80 miles. Stalling speed is 90kt. When this speed is reached, or a height of 2,000ft, the pilot detaches himself from the seat and deploys his 'chute manually. Operation of the "fly-away" ejection seat itself is also manual at the moment, but a version with an automatic engine-start and wing-deployment system is under development. Diogram of a typical pitch or roll channel in Smith's new automatic flight control system for advanced transport aircraft, showing the alternative arrangements for monitored or unmonitored sensors and duplex, triplex or quadruplex actuators ilTORED UNMONITORED NSORS SENSORS DUPLEX ACTUATORS TRIPLEX OR auADRUPLEX ACTUATORS
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