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G. Principal airplane systems and indicators that are connected to the INS (Fig. 2) are listed below.
(1)
AC Power System (24-22-00)
(2)
Central Air Data Computer (CADC) (34-12-00)
(3)
Autoflight Systems (Chapter 22)
(4)
Weather Radar (34-43-00)
(5)
Magnetic Heading Reference System (MHRS) (34-21-00)
(6)
Attitude Director Indicator (ADI)
(7)
Horizontal Situation Indicator (HSI)
(8)
Optional navigation data displays capable of using synchro, analog, or digital input signals.
(9) On AF 116-150, 152-199; LH 011-030, 051-070, 082-099; AZ 221-299; XA MD501-599; GN 601-699; AT 701-750; VM 751-799; less airplanes with XA PMS, see *[1], 34-41-00 page 1;
DME Systems (34-55-00).
(10) Performance Management System (34-62-00).
H. Power, true airspeed, barometric altitude and DME range are the only electrical inputs to the INS.
(1)
Three types of 400 Hz ac power are required from the airplane electrical system. These are 115 volts, 26 volts, and variable 0 to 5 volts (Fig 3). The 0 to 5 volts is used for panel lighting in the mode selector unit and for panel and keyboard lighting in the control/display unit. The 26 volts is used in the navigation unit for excitation of synchro signal outputs. The 115 volts supplies all other power requirements during normal operation.
(2)
The true airspeed input signals to the INS from the central air data computer are used for determination of wind speed and wind direction The barometric altitude from the central air data computer is used for damping the integrating loop which computes altitude. Should the barometric altitude signal become unreliable, the INS automatically uses a simulated altitude profile, which is selected on the basis of ground speed, in place of the barometric altitude.
I. The navigation information relationships determined by the inertial navigation system are best described by referring to Fig. 4. These relationships are displayed in digital form on the control/display units and in analog form on the pilots' flight instruments.
(1)
True heading (HDG) is the angle between the airplane centerline and true north.
(2)
True airspeed (TAS) is the airspeed of the airplane with respect to the surrounding air.
(3)
Wind speed (WS) is the velocity of the wind with respect to a point on the earths surface.
(4)
Wind-on-Nose (WON) is the component of wind acting along the horizontal axis of the airplane, and can be either headwind or a tailwind.
(5)
Ground track angle (TK) is the angle between true north and an imaginary line on the earth's surface connecting successive position points over which the airplane has flown (ground track).
EFFECTIVITY
AIRPLANES WITH DELCO INS CONFIG 1 03 A Page 6 Apr 25/9734-41-00
....XA
ATLAS ALL EXCEPT AT 701-750
NOT INSTALLED ON LH 014,054-070,082-099;
VERTICAL ACCELERATION
AIRPLANES WITH PMS
SB 34-2080
MD 501-599; AT 701-750; AF 183-199;
CROSS-BODY ACCELERATION ALL EXCEPT
ATLAS ALL EXCEPT LH 011-030,051-070,082-099; AT 701-750; AZ 221-229
AT 701-750 AZ 221-229; VM 751-799 PLUS AIRPLANES INCORPORATING SB 27-2176 GROUND SPEED ALONG TRACK ACCELERATION
INS Simplified Schematic
Figure 2
EFFECTIVITY CONFIG 1 AIRPLANES WITH DELCO INS
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AIRPLANE AC POWER SYSTEM
INS Power Inputs
Figure 3
EFFECTIVITY CONFIG 1AIRPLANES WITH DELCO INS
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OFF TRACK
TK - TRACK ANGLE GS - GROUND SPEED TAS - TRUE AIRSPEED HDG - TRUE HEADING DA - DRIFT ANGLE XTK - CROSS TRACK DISTANCE TKE - TRACK ANGLE ERROR POS - PRESENT POSITION WAY PT - WAYPOINT DIS - DISTANCE TO GO DIS - DISTANCE-TO-GOTIME - TIME-TO-GO WS - WIND SPEED WON - WIND ON NOSE COMPONENT (HEAD OR TAIL) DSRTK - DESIRED TRACK ANGLE
Inertial Navigation Relationships
Figure 4
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STOPPED
0.7G
1.0G
PROOF MASS ACCELEROMETER - TILT
Simple Proof Mass Accelerometer
Figure 5
EFFECTIVITY CONFIG 1AIRPLANES WITH DELCO INS
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FEET PER
SECOND PER
SECOND
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本文链接地址：747飞机维护手册AMM CHAPTER 34 - NAVIGATION 第34章导航2(82)
