ADVANCED ARMY AIRCRAFT INSTRUMENTATION SYSTEM. REPORT No. 1.
CONTRACT Nr. DA-036-039SC-87354. TECHNICAL REQUIREMENT SCL5804
...
.UNCLASSI FIED
AD 282 750, ARMED SERVICES TEC~HNICAL INFORMATON AGENCY ARLINGIDN HALL STATION ARLINWT~ 12, VIRGINIA
UNCLASSIFIED
NOTICE: When government or other drawings, specifications or other data are used for any purpose other than in connection with a definitely related government procurement operation, the U. S. Government thereby incurs no responsibility, nor any obligation whatsoever; and the fact that the Government may have formulated, furnished, or in any way supplied the said drawings, specifications, or other data is not to be regarded by impLication or otherwise as in any manner licensing the holder or any other person or corporation, or conveying any rights or permission to manufacture, use or sell any patented invention that my in any way be related thereto.
282 7501
-324 c-u
ADVANCED ARMY AIRCRAFT INSTRUMENTATION SYSTEM I•
REPORT Nr. I
CONTRACT Nr. DA-036-039SC-87354 YfiIhCAL REQUIREMENT SCL-5804 DATED 26 AUGUST 1960
FIRST QUARTERLY PROGRESS REPORT
PERIOD ENDING JUNE 30, 1962
U. S. ARMY SIGNAL RESEARCH AND DEVELOPMENT LABORATORY,
FORT MONMOUTH, NEW JERSEY
DOUGLAS
AIRCRAFT DIVISION • LONG BEACH, CALIFORNIA /
DlOUGL7A'S
•
-
QUALIFIED REQUESTORS MAY OBTAIN COPIES OF THIS REPORT FROM ASTIA
DOUGLAS •M•a
rT COVA
INC. OV.
t SIG•DO Dms
EL SEOUNDO, CALWFOIA
ADVANCED ARMY AIRCRAFT INSTRUMENTATION SYSTEM REPORT No. CONTRACT Nr.
1
DA-036-039SC-87354
TECHNICAL REQUIREMENT SCL5804 DATED 26 AUGUST 1960 FIRST QUARTERLY PROGRESS REPORT PERIOD ENDING JUNE 30, 1962
A pictorial aircraft cockpit display will be installed in a J-50 Beechcraft Twin Bonanza for U. S. Army Signal Corps evaluation
C
pared by:
Approved by:
2. DOUGLAS AIRCRAFT COMPANY. INC.,
AIRCRAFT DIVISION
1.0 TABLE OF CONTENTS
4
1.0
TABLE OF CONTENTS,
2.0
PURPOSE
3.0
ABSTRACT
3.1
PUBLICATIONS,
4.0
FACTUAL DATA
LIST OF ILLUSTRATIONS AND LIST OF EXHIBITS
LECTURES, -
REPORTS AND CONFERENCES
SYSTEM DESCRIPTION
4.1
Equipment Description
4.1.1
GFP (Government Furnished Property)
4.1.1.1
AN/ASW-12 Automatic Flight Control System
4.1.1.2
AN/APN-118 Doppler
4.1.1.3
C-1l Compass System
4.1.1.4
AN/ARC-73 VHF Radio
4.1.1.5
AN/ARN-59 ADF
4.1.1.6
AN/ARC-51X UHF Radio
4.1.1.7
AN/AIC-12 Interphone
4.1.1.8
51V3 Glideslope Receiver
4.1.1.9
R-1O41/ARN Mkr Beacon
4.1.1.10
Vertical Gyro
4.1.2
CFP (Contractor Furnished Property)
4.1.2.1
Vertical Situation Display
4.1.2.2
Horizontal Situation Display
4.1.2.3
Display Generator
4.1.2.4
Map Scanner
4.1.2.5
Airspeed Status Indicator
4.1.2.6
Altitude Status Indicator
4.1.2.7
Caution Display System
3. rOuOLA MAWXAn COMPAWY W-C 1%SUMdO 0MSON
It SUM0-dO CAINCWa
Page
4.1.2.8
V.I.P.S. (Voice Information Priority System)
5.0
4.1.2.9
Central Display Computer
4.1.2.10
Terrain Clearance Radar System (TCRS)
4.1.2.11
Angle of Attack Sensor
4.1.2.12
Fuel Monitoring System
4.1.2.13
Air Data System
4.1.2.14
DME System
4.1.2.15
Omni Converter
4.1.2.16
C-11 Power Supply
4.1.2.17
DC Generators
4.1.2.18
Inverters
4.1.2.19
VHF Nav/Comm Receiver (HU-IA Only)
4.1.2.20
Magnetic Variation Compensator
4.2
Additional Equipment Provisions
4.2.1
AN/APX-44 IFF
4.2.2
SCAT
4.2.3
Automatic Terrain Following Study
4.2.4
Forward and/or Down Looking Television and Infrared.
4.2.5 4.2.6
Standby Attitude Indicator Remote Area Instrument Landing System (RAILS)
4.3
System Interconnection
4.3.1
Block Diagrams
4.3.2
Signal Characteristics
4.3.3
System Control Layouts
FACTUAL DATA - SYSTEM OPERATION
5.1
Display Symbol Description
4. DO=" ASWOLA
4
COMPANY.
W-
IL SU04ND
OMSION
K SMHOUN CALIFORIA
5.1.1
Vertical Display Symbol Description
5.1.1.1
Contact Analog Terrain
5.1.1.2
Contact Analog Sky Texture
5.1.1.3
Pitch Angle Marks
5.1..1.4
Flight Path
5.1.1.5
Speed Ribbon
5.1.1.6
Pull up Marker
5.1.1.7
Impact Point
5.1.2
Horizontal Display Symbol Description
5.1.2.1
Map Storage
5.1.2.2
Acquisition Symbol
5.1.2.3
Present Position Symbol
5.1.2.4
Course Line
5.1.2.5
Range Circle
5.1.2.6
Remote Area Instrument Landing System Symbols
5.2
System Mode Selection
51.2.1
Power Controls
5.2.2
Navigation Modes
5.2.3
Flight Path Course
5.2.4
Flight Path Attitude
5.2.5
Flight Path Reset
5.2.6
Data Entry and Course Set
5.2.7
Map Modes
5.2.8
Bearing Selector
5.2.9
Radar Display Control
5.2.10
Map Scale
5. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
5.3
Operational Description
5.3.1
Pre-Fltght Mode
5.3.2
Take Off Mode
5.3.3 5.3.4
Cruise Mode Land Mode
5.3.5
Radar Display
5.3.6
Reset
5.3.7
Aircraft Stabilized-Ground Stabilized
Flight Path 5.3.8 6.o
7.0
System Capability in D-Mode
FACTUAL DATA- SYSTEM INSTALLAION 6.1
J-50 Aircraft Description and Modification
6.2
HU-IA Aircraft Description
6.3
Power System Description
6.3.1
J-50
6.3.2
JHU-IA
6.4
Weight and Balance Summary
6.5
J-50 Aircraft Performance Summary
6.6
Airworthiness Certification
FACTUAL DATA - TEST PROGRAM
7.1
Component Testing
7.2
System Bench Testing
7.3
Flight Testing
8.0
PROGRAM SCHEDULE
9.0
CONCLUSIONS
10.0
PROGRAM FOR NEXT INTERVAL
11.0
IDENTIFICATION OF KEY TECHNICAL PERSONNEL
12.0
ABSTRACT CARD
13.0
DISTRIBUTION LIST
6. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
LIST OF ILLUSTRATIONS Figure 1.
Summary of Information Requirements in Exhibit 1
2.
Univorsal Display System Block Diagram
3.
Airspeed Status Indicator
4.
Altitude Status Indicator
5.
Vertical Speed Indicator
6.
J-50 Aircraft Cockpit Perspective View
7.
Vertical Angle
8.
Terrain Following Scan Template
9.
Air Data System Schematic
10.
System Interface Specification
11.
Contact Analog Display
12.
Perspective Width of Near End of Flight Path
13.
Flight Path Angular Deviation
14.
a,
15.
Horizontal Display
16.
J-50 Equipment Location
17.
HU-IA Equipment Location
18.
Mockup-Looking Forward, R.H. Side
19.
Mockup-Looking Inbd.,
20.
Mockup-Full Instrument Panel
21.
Mockup-Pilots Instrument Panel
22.
Mockup-Co-Pilots Instrument Panel
23.
J-50 Airplane Power System Schematic
24.
HU-lA
b,
c,
d Impact Point Displays
R.H.
Side
Power System Schematic
e
7. DOUGLAS MAC•,QA COMPANY, WK
It UGLUO00 •SIIO
IN
St UOUNI
, CA•VIOMA
LIST OF EXHIBITS 1.
Information Requirements
2.
Detail Parts List
3.
Automatic Terrain Following Study
4. AN/ASW-12 Automatic Flight Control System 5.
AN/APN-118 Doppler Radar
6.
C-li Compass System
7.
Vertical Gyro
8.
General Description of, and Specifications for, the
Horizontal and Vertical D)splay Subsystem
4
-9.
Map Scanner
10.
Airspeed Indicator Speoification
11.
Altitude Indicator Specification
12.
J-5- Alrcraft Cockpit Perspective
13.
J-50 Aircraft Instrument Panel Layout
14.
HU-IA Instrument Panel Layout
15.
Voice Information Priority System
16.
Computer Specification
17.
General Description of, and Specification for, the Terrain Clearance Radar System (TCRS)
18.
Angle of Attack Spebification
19.
Fuel Flow Meter Specification
20.
Air Data System Specification
21.
Detail Schematic of J-50 Display System
22.
Detail Schematic of HU-lA Display System
23.
System Signal Characteristics
24.
Pilot Task Time-Line Analysis
25.
J-50 Aircraft Scope Drawing
8.
DOUGLAS" AIC•
FrTCOMPANY, INC
it 59GUN•O OVISION
it SEGUNDO. CAPIOUNIA
26.
HU-1A Scope Drawing
27.
J-50 Weight and Balance
28.
HU-lA Weight and Balance
29.
Purchase Speoifications - Generator, Invertere, VOR/LOC, DME
30.
Schedule
31.
Automatic Terrain Following Proposals
32.
Automatic Flight Path Following Proposal
33.
SCAT System Installation Proposal
34.
Forward-Looking TV Camera Installation Proposal
35.
Scope - AAAIS and Supplementary Installation
36.
Increased D-Jbde Capability
9. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
2.0 PURPOSE
This report and its enolosureo, Exhibits 1 through 30, Item 1,
constitute
"Design Plan for the Pictorial Aircraft Cockpit Display",
the U.S. Army Signal Corps Contract No. DA-36-039 SC 87354.
of
Under this
contract Douglas Aircraft will furnish an aircraft instrumentation system based on the latest state-of-the-art concepts of the Army-Navy Instrumentation Program and applicable to a wide variety of aerodynamic vehicles,
including fixed wing,
rotary wing and V/STOL aircraft.
The system will be installed in a J-50 Beechcraft Twin Bonanza aircraft and delivered to the U.S. This report is system and is
Army Signal Corps for evaluation.
a general summary of the design plan for that
supplemented by detail in
the exhibits.
Exhibits 31
through36* are proposals to include desirable additional capability. In addition to the above Item 1,
*
NOTE:
this contract includes:
Item 2:
An engineering test model of the display system
Item 3:
Installation of the engineering test model in an L23D or equivalent aircraft and flight test
Item 4:
Spare Parts list
Item 5:
Furnishing of engineering services during the Army flight test evaluation of the system
Item 6:
Technical reports
Information concerning specific exhibits, listed in. the list of exhibits and referenced herein, is available on a need-toknow basis by applying to the Commanding Officer, USASRDL,
Fort Monmouth, New Jersey, Attention:
SIGRA/SL-SVN.
10. WAN DOUGLAS
FT COMPANY, INC. R UGUND00 OMIION
The system described in with the U.S.
R U OUNDO, CAUUOIA
this report has been configured to comply
Army Signal Corps technical requirement SCL-5804 as
amended contractually and via technical discussions prior to and during the design plan phase of the AAAIS program. The program design objective as stated in
SCL-5804 has been to
develop "an advanced flight instrument display using the concepts This program
developed by the Army-Navy Instrumentation Program (ANIP). is
support of the ASR-2 and ASR-3 aircraft programs.
in
with adequate sensors this equipment shall have,
When provided
as a goal,
self-
sufficient all-weather aircraft operations from remote areas." a
Studies related to implementation of the ASR-2-60 and ASR-3-60 program missions indicate that precise self-contained navigation, inflight data processing and optimization of sensors, controls is
required.
displays, and
These requirements result from the necessity
for provision of effective crew and system performance under allweather battle conditions.
The same requirements imply the use of
system elements capable of handling high data rates with great precision in
real time.
With the provision of suitable sensory devices,
it
is
expected
that the display system mechanization described herein will directly support the requirements implied by the ASR-2-60 and ASR-3-60 program. IF
The system will be installed in a civilian equivalent to the L23D aircraft (a J 50) in accordance with SCL-5804 and delivered to the Signal Corps for evaluation.
The HU-lA helicopter is considered
11.
as an alternate test vehicle.
Installation of the system in
vehicle has superficially affected some components.
However,
a test the design
of the display system is universally applicable to a wide variety of high and low performance aerodynamic vehicles.
It
will meet the display
requirements of future aircraft, and will demonstrate a significant improvement over present instrumentation in the test vehicle.
This report and its enclosures, Exhibits I through 30, summarize and define the detail design of the Advanced Army Aircraft Instrumentation System.
Ila. DOUGLAS AIRCRAFT COMPANY. INC.,
AIRCRAFT DIVISION
3.1 PUBLICATIONS, (a)
Publications - None
(b)
Lectures - None
LECTURES, REPORTS AND CONFERENCES
(a) Reports Monthly Performance Reports 1. 2.
5. 6.
7
9. (d)
Douglas Douglas Douglas Douglas Douglas Douglas Douglas Douglas Douglas
Aircraft Aircraft Aircraft Aircraft Aircraft Aircraft Aircraft Aircraft Aircraft
Company Company Company Company Company Company Company Company Company
ltr ltr ltr Itr ltr ltr Itr ltr ltr
B-30-AIDS-02 dtd 9-22-61 B-30-AIDS-03 dtd 10-6-61 B-30-AIDS-04 dtd 11-6-61 B-30-AIDS-05 dtd 12-1-61 C2-30-AIDS-06 dtd 1-5-62 C2-30-AIDS-07 dtd 2-1-62 C-71-AIDS-08 dtd 3-7-62 C-25-1265 dtd 5-8-62 C-71-AIDS-11-dtd 5-29-62
Conferences Date 1. 14-15 Aug 61
Place Ft. Mon.
Organizations Subject Represented Discussed USASRDL-DAC
Conclusions
Organization of AAAIS Pro-
Design Plan criteria was established.
gram & GFPCFP
'Preliminary GFPCFP equipment list
was formalized. 2.
30 Aug 61
DAC
USASRDL-DAC
Universal application of the AAAIS.
The system is basically universal A study is necessary to determine the systems direct applicability to helicopter.
3.
12-13
Ft. Mon.
USASRDL-DAC
Applicability
DAC to submit re-
of AAAIS to Rotary Wing
quest for authorization to proceed with rotary wing applicability study.
Review of status and
Mr. Halaby requested to be kept up
Sept 61
4.
28 Sept 61
DAC
FAA-DAC
objectives of to date with proAAAIS program gram. with Mr. Najeeb Halaby of FAA
lib. DOUGLAS AIRCRAFT COMPANY, INC.,
Date
Place
AIRCRAFT DIVISION
Organizations Subject Represented Discussed
Conclusions
5.
l1 Oct Ft. Mon. 1l
USASRDL-DAC
Preliminary review of the fixed wing design plan.
Preliminary review satisfactory. Considered desirable to include rotary wing application pending availability of funds.
6.
23-24 Oct 61
USASRDL-DAC
Fixed wing aircraft design plan. status
Availability of funds may have a significant effect upon program schedule.
T.
11 Dec Ft. Mon.
USASRDL-DAC
Program re-
As a result of
view
partial termination program to be restricted to submittal of design plan including
DAC
61
rotary wing study.
8. 1 Feb 62
DAC
USASRDL-DAC
AAAIS map display
Recognized that additional investigation required to determine map content and to resolve method of map display.
9.
4-5
Ft. Mon.
Apr 62
USASRDL-DOD
Detail Re-
Amplification of
SIG. CORP & DAC
view of Design Plan and General Program Review with DOD personnel
the Terrain Avoidance Radar aspect is required. Revision of Design Plan to clarify the application to
rotary wing aircraft is
10.
4 May 62
4,
DAC
USASRDL-DAC
required.
Review Army
Design P'7n will
comments on Design Plan
be returned to DAC for revision and resubmittal.
12. DOUGLAS AIRCRAFT COMPANY. INC.,
AIRCRAFT DIVISION
4'
S4.o FACTUAL DATA - SYSTEM DESCRIPTION
Demands upon the human pilot have increased in direct relation to the increasing performance of aircraft.
Since man functions as a
link in the man-machine system, over-all efficiency is limited by pilot performance and response time.
Improvement of the human element
can be achieved only by selection and training of the best-qualified men.
Utilization of the optimal man-machine coupling can have much
greater impact in increasing the performance of the man-machine weapon. The achievement of this optimal coupling between man and machine has been the long-range objective of the Army-Navy Instrumentation Program (ANIP).
The philosophy of the over-all ANIP includes imple-
mentation of the results of the long-range studies into production aircraft systems whenever feasible.
Faithful application of this concept
through the engineering test model of the Advanced Army Aircraft Instrumentation System will demonstrate that substantial gains in manmachine system efficiency can be realized through'the medium of a perceptually simpler integrated display system, and a revised cockpit arrangement. Major contributions can be identified as follows: "* A solution to the spatial orientation problem in the form of the contact analog with flight path.
The integrated
instrumentation concept permits the pilot to assimilate more information in a shorter time, and obviates excessive pilot head motion and scanning of instruments, thus reducing the frequency of control reversal by the pilot.
"
A cockpit arrangement which reduces pilot distraction and improves information acquisition rate.
DOUGLAS AIRCRAFT COMPANY, INC..
*
AIRCRAFT DIVISION
An explicit display which reduces the computational work load now carried by the pilot and increases his capacity to accept in-flight diversions from briefed flight plan, thereby increasing tactical flexibility.
"* A solution to fuel management problems in maximum range, maximum endurance,
or any other altitude and airspeed
condition.
"* Although it
is
not intended that this system be incorporated
in aircraft on a large scale basis in
the immediate future,
the system will eventually afford a reduced training time for instrument capability of pilots.
"*
An increased all-weather capability resulting from the availability of well integrated sensory information.
Display System Features The cockpit design for the ANIP pilot station includes the proposed primary features as illustrated in Exhibits 8 and 9. *
Primary Displays
*
Auxiliary Disp3aY s
*
Secondary Controls
*
Emergency and Warning Indicators
These displays supply in excess of 50% of the information considered necessary for all
weather flight and as specified for a
100% implemented ANIP cockpit display.
This is
roughly a 200% gain
over the information supplied by conventional instrumentation presently installed in L23D and HU-IA aircraft. is
In addition, the information
more effective because of efficient integratidn.
1J4. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
A complete tabulation of mechanization features, together with a comparison of a 100 percent ANIP system and the requirements of Specification SCL-5804 is presented in Exhibit 1.
Figure 1 is a
summary of Exhibit 1. The system design philosophy provides for system applicability to any aerodynamic vehicle, including fixed wing,
V/STOL, as shown in Figure 2.
rotary wing and
Adherence to this philosophy has had
minor effects on the central computer in that approximaiely 5% of the computers capacity is assigned to functions required only by helicopter (autorotation and vertical angle of velocity vector calculations).
The
terrain radar includes large drift angle stabilization limits required only in a helicopter installation.
These two components are the major
ones affected by the universal design approach.
Cost and weight
increases for these two items are considered minor in attaining the design goal. The details of the system components are as follows: Primary Displays 1. Vertical Situation Display - Contact Analog with Flight Path, Terrain Clearance, and Velocity Track.
The flight path provides
for a pictorial representation of flight relative to a command path stabilized with respect to the ground or the air mass.
This
ground, or air mass, (rather than aircraft) stabilization permits the pilot to fly above, below, to the side, or through this path and thereby observe his positional as well as angular relationship to the desired command.
This feature is particularly important
during landing approach when a definite singular path to the runway 44
15. OULS U
AA
COWPAWY, *C
KeUSGIJN
0MION
Kt HOWNO. CAO•IMRA
SUMMARY OF INFORMATION REQUIREMENTS IN EXHITIT 1 Total pieces of information required
Percent supplied
167
100
Proposed system applied to J-50 aircraft
88
53
Minimum requirements. SCL-5804
42
25
88
53
32
19
29
19
ANIP system to meet ASR-2 requirements
Proposed system applied
to HU-lA
Standard Fixed Wing Army aircraft (L23D)
Standard Army Helicopter
(HU-i)
FIGURE I
716.
34' VJ
0~
I
~UI~V1 4 d4d
01-
cOc
1Y DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
(equivalent to ILS or RAILS)
must be vertically and laterally
maintained rather than Just the correct heading and pitch angles. For evaluation purposes,
a three position switch will be provided
enabling the pilot to select a "Ground Stabilized Path", an Aircraft Stabilized Path" or an "Air Mass Stabilized Path".
The air
mass stabilized path provides the same information as the ground stabilized path, with the exception that the path is ally corrected for wind.
not position-
The aircraft stabilized path provides
correct heading, pitch, and altitude commands but gives no lateral position inf-rmation,
that is,
the near end of the path is
fixed
to the aircraft in the lateral direction. 2.
Horizontal Situation Display - Presenting the map, line,
intended course
present position, fuel range or autorotation situation,
radar mapping or terrain avoidance display.
The fuel range and
autorotation symbol will be interchangeable,
the circle auto-
matically indicating autorotation range only when such a condition is
sensed by the radar RPM transmitter.
voice systems will also, The horizontal display is
The warning light and
so indicate. capable of presenting the Remote Area
Instrument Landing Displays should these displays become a requirement.
II
18. CMOL~AS ANC3AFT COMPANY. WKC.ft SIGUNCO OMIION
t SEU&0", CALWOI4A
Auxiliary Displays: 1. Vertical Reading Altimeter and Airspeed Indicators 2.
Engine RPM Indicator
3.
Engine Gages
4.
Engine Manifold Pressure Indicator
5.
Cylinder
6.
Fuel Quantity Indicators
7.
Wheels, Flaps, and Trim
8.
Endurance, Time and ETA Counters
9.
Auditory Warning and Status System
Head Temp.
10. Rotor RPM (HU-lA Only) Secondary Controls: 1. Flight Mode Selection Panel 2.
Cruise Mode Selection Panel
3.
Communications Mode Selection Panel
4.
Display Control
5.
Radar Controls
6.
Environmental Control
7.
Engine and Fuel Control Panel
8.
Automatic Flight Control System Controls
9.
Emergency Controls
10. Remote Area Instrument Landing System Controls Standby and Warning Indicators: 1.
Warning Indicators (Obstacle,
2.
Stand-by Magnetic Compass
3.
Altimeter (integral to Auxiliary Display)
4.
Airspeed Indicator (Integral to Auxiliary Display)
5.
Heading Indicator (Integral to Horizontal Display)
Wheels,
Doppler, etc.)
19. DOUGLAS MWCUR COMPANY
.
IL NGUNOO MASON
IL 6bGUNDO, CMWONIA
Associated Sensory Equipment: 1.
Search/Terrain Clearance Radar
2.
Doppler Radar
3.
Navigation Radios
4.
Vertical Gyro
5.
Angle of Attack
6.
Compass
7.
Fuel Flow
8.
Fuel Quantity
9.
Air Data
10.
Remote Area Instrument Landing System Radar
Central Digital Computer All data processing and computations required for the complete system are performed by means of a central digital computer. Computer functions include:
"* Vertical display symbol displacement commands "* Horizontal display symbol displacement commands "* Navigation computations "* Fuel management computations "* Cruise Control 4.1
Equipment Description There are three categories of equipment comprising the integrated display system.
They are:
1.
Government Furnished Property
2.
Contractor Furnished Property
3.
Provisional
20. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
The following paragraphs describe these equipments in general terms. meters is
A summary of equipment para-
shown in Table 1.
of these parameters is
A detail breakdown and
shown in Exhibit 2,
technical descriptions of equipments are included in referenced exhibits. Table I also includes a breakout of CFP items wivich are essential parts of the display system. This breakout tabulates differential weights and sizes of this CFP
equipment with respect to that
equipment which it
replaces In,or is
in addition
to, the CONUS avionic configuration for an L23D. Government Furnished Property Government furnished property is furnished to Douglas by the U. Corps for the program.
S.
that equipment Army Signal
The equipment is
listed
in Table 1. AN/ASW-12 - Automatic Flight Control System The ASW-12 Automatic Flight Control System will be installed and made funct'ionally operational. The system is
to be GFP and will be connected to
the following systems to perform the listed functions: SYSTEM
FUNCTION
1.
C-11 Compass System
Heading Hold
2.
C-11 Compass System
Pre-select Heading
3.
AN/APN-l18 Doppler
Radar Altitude Hold
21. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
4r,
"14.
344B-1 Instrumentation Automatic Path Guidance (Omni and Looalizer)
5.
51V-3 Glide Slope Receiver
Automatic Path Guidance (Glide Slope)
Other functions or modes of operation of the AFCS are:
,E
1.
Yaw Damping
2.
Roll Attitude Command (Controller Function)
3.
Pitch Attitude Command (Controller Function)
22. DOUGlAS AUR COMPNY. PC. IL U""O 0MGO
It SOWUNDO. CAUOA
4,
Table I EQUIPMENT SUMMARY
GOVERNMENT FURNISHED PROPERTY (J-50 INSTALLATION)
System Name
Size In.
3
A.C.
D.C.
Wt.Lbs.
V.A.
Watts 406
AN/ASW-12 Autopilot
947
42.8
121
C-li Compass System
900
19.5
95
9,300
65.0
125
224.0
AN/ARC -73
545
45.0
-
205-62
AN ARN-59 A.D.F.
616
20.0
-
79.0
Vertical Gyroscope
207
5.8
1,100
32.0
-
AN/APN-118 Doppler Radar
-
37.2
5.9
AN ARC-51X U.H.F. Radio
255-185
Interphone
576
10
-
22.4
51V3 Glideslope Rcvr.
564
11
-
62.0
1.0
-
2.0
27.3
-
R-1041/ARN Marker
Beacon Rcvr.
.62
AN/APX-44/IFF (Provision)
TOTAL
14,817
279.4
378.2
-
1261.31048.3
23. OOII LAS A"AA
COMiANY, INC
ft UG&4W OMIION
l
S
"W
.
.CA....
Table I (Continued) EQUIPMENT SUMMARY CONTRACTOR FURNISHED PROPERTY
(J-50 INSTALLATION)
System Name
Wt.Lbs.
A.C. V.A.
D.C. Watts
Digital Computer
2,200
69
270
-
Display Generator
2,295
34
350
59
Vertical Display
2,860
14
-
-
Horizontal Display
1,500
16
-
-
Map Scanner
675
36
76
18
V.I.P.S.
210
4.5
-
60
Airspeed Indicator
120
5.5
-
45
Altitude Indicator
160
8
-
50
4,600
115
Power Unit
38
1
C-li Mag. Var. Comp.
16
Angle of Attack
72
2
10
250
Air Data Comp.
54
14
50
70
Fuel Flow
64
2
T.C.R.S. C-l
344B-1 Converter 86oE-l D.M.E. Temperature Probe Inverters D.C. Generators TOTAL
4
Size In. 3
765 1,300
.5
-
-
-
-
45 .5
819
81
1,376
i)0
-
14.5
25
19,149
900
14 26
22
150
14
-
1
3,000
-
118
-
16,8oo
580.5
4,832
17,553
DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
Table I (Continued) COMPARISON OF ESSENTIAL CFP WITH L23D CONUS CONFIGURATION Item
AAAIS
L23D
Volume
(CONUS)
Cu. Ft.
Weight Lbs.
Vertical Display
X
1.55
14.0
Horizontal Display
X
.88
16.0
Display Generator
X
1.25
34.0
Digital Computer
X
1.24
69.0
Terrain Clearance Radar
X
3.20
115.0
300 Ampere DC Generators
X
.45
92.0
3000 VA Inverter
X
.83
61.0
750 VA Inverter
X
.42
25.0
9.82
426.0
Total AAAIS Altimeter - Indicator
X
.01
1.5
Airspeed Indicator
X
.01
1.0
Gyro Horizon Indicator
X
.02
4.0
Radio Compass Indicator
X
.02
2.0
1-101A-115D-7 3 Phase Inverters
X
.12
12.0
100 Ampere DC Generators
X
.32
55.0
Total L23D (CONUS) Differentials
W /9.32
Cu.Ft. NOTE:
-75"3 /350.5
Lbs.
Tha Collins Model 860 DME (or equivalent) has not been in-
cluded in the above tabulation since it
is a backup navigational
aid to be used only for the purpose of system demonstration in the continental United States.
1'
4"I
25. OOUMOAS MACRAFlCOMPANY, WNC.ELUGUNDO DION
IL SOUNOC CAW. A
Table I (Continued) EQUIPMENT SUMMARY
GOVERNMENT FURNISHED PROPERTY (HU-lA INSTALLATION) System Name
Size In.
AN/ASW-12 A.F.C.S.
1280
C-li Compass System
900
AN/APN-118 Doppler
3
Wt.(lbs)
55
V.A.
Watts
138
406
19.5
95
9300
65
125
51V3 Glideslope
564
11
-
AN/ARN-59 A.D.F.
616
18.8
ARN-32 Marker Beacon
50
*
Vertical Gyro
207 30
3
Rotor RPM
*
30
2
ARC-55 U.H.F. Comm
*
2500
55
ARC-44 F. M. Comm
*
900
13
SB-329-AR Intercom
*
700
12
APX-44 (Provisions)
*
17,077
62
79
5.8
*
TOTAL
224
2
Engine RPM
-
-
28
290.1
37.2
5.9
395.2
76.9
-
• Avionic equipment installed in HU-IA per TM55-1520-207-10 dtd 3-61.
1'
DOMjMA
ANA"A
COMPANY;
26,.
WNCK NOUNDO 0MOONt IL SGUNO. CMNOMA
Table I (Continued) EQUIPMENT SUMMARY CONTRACTOR FURNISHED PROPERTY
(HU-lA INSTALLATION) Size In.
System Name
Wt.(lbs)
V.A.
Watts
2200
69
270
-
200
6
30
-
Display Generator
2295
34
350
59
Vertical Display
2860
14
-
-
Horizontal Display
1500
16
-
-
Map Scanner
675
36
V.I.P.S.
210
4.5
-
60
Airspeed Indicator
120
5.5
-
45
Altitude Indicator
160
8.0
-
50
Digital Computer Computer Converters
T.C.R.S. C-li Power Unit C-il Mg. Var.
Comp.
4600
115
38
1
76
900 125-95 .5
16
Air Data Computer
54
14
Fuel Flow
64
1
400
10.5
344B-1 Converter
765
14.5
Temperature Probe
1300
45
25
.5
34
26
22
150
14
• 3000
D.C.
6000
52
-
2900
89
-
27,682
70
-
58
TOTAL
-
14
1300
RAILS
150
-
Inverter Generator
18
-
-
50
51X-2B OMNI
860E-l D.M.E.
V
3
1 12000 -
594.0 4977-4947 12,537
2Y. DOOGOAS AMCEAFTCOMPANY. INC.
USOUNDO. CALIPMWA
It UGUNDO MVI8ON
4.
Barometric Altitude Hold
5.
Engine RPM Control (HU-lA
Installation)
The AFCS will not be connected to the Central Computer or Displays for any automatic if
However,
corresponding
command or track functions.
modes of operation are
selected on the Displays and AFCS, control the aircraft
the AFCS should
to follow the display flight
with some degree of accuracy.
path
Errors may result
because the Displays and AFCS are being fed from different reference sensors. The following modes of the Displays and AFCS will be comparable: Displays
AFCS
Mode
Flight Path Selection
Air Data
Present Course
Heading Hold
(Zero Wind Selection) Any Nay.
Mode
Doppler or
Nay.
Ref.
Present Altitude Altitude Hold (BAR) Bearing Command
Auto Path Guidance
(voR)
(OMNI)
Doppler or Nay.
Landing Mode
Auto.
Ref.
(Flt.
(Localizer and Glide Slope)
Path)
Path Guidance
Some study work has been done with regard to an AFCS Terrain Radar tie-in.
This work is summarized in
Exhibit 23. Further detail on the AN/ASW-12 is
given in
Exhibit 4.
P8. DOULAS NOIAFT COMPANW,I•C.
4.1,1.2
It WGUNO DOMION
iL MOUNDO, CAMLOWA
AN/APN-118 Doppler Units The doppler radar is
to be the prime navigational referTwo of the engineering
ence for the display system.
test units of the AN/APN-118 system (Transmitter/ will be used to supply
Receiver and Electronics Unit) information for the displays.
Using pitch,
roll, and
heading information to stabilize the antenna, the doppler units will generate N-S,
E-W aircraft velocities.
These velocities will be used by the central computer to calculate aircraft distance traveled and aircraft drift angle.
The doppler units will also supply radar altitude
information to the auxiliary altitude display and vertical velocity (HU-lA only) for calculation of helicopter vertical angle.
A Doppler Fail signal is being used to
light a doppler fail light on the vertical display panel. Further detail on the AN APN-118 is 4.1.1.3
given in Exhibit 5.
C-ll Gyrosyn Compass System The C-ll Gyrosyn Compass is
an accurate,
light-weight
system designed to meet the rigid requirements of polar navigation.
The heading information is
supplied
to the following associated equipments:
4.
1.
Horizontal Display
2.
Doppler Radar (AN/APN-118)
3.
Automatic Flight Control System (NA/ASW-12 APOS)
4.
Very high frequency OMNI Radio Range (344B-1 VOR) unit
5.
Heading Select Knob
29. 0
,W'JOA,N,,
T COMPANY, PC.
Rt SIUNO OMIoN
IL S
, .UNDo.CAU.O.NA
The C-11 Gyrosyn Compass System has the following components: 1. Thin Flux Valve and Compensator 2.
Compass System Rack Assembly
3.
Controller
4.
C-6 Gyrosyn Compass Indicator
5.
Directional Gyro
The Gyrosyn Compass system combines the flux valve and the directional gyro so that the gyro is
"slaved" to the
earth's magnetic field (eliminating gyro drift) while the gyro's inertia effectively prevents any oscillation of the heading indication. Further detail on the compass system is given in Exhibit
6. 4.1.1.4
AN/ARC-73 V.H.F. Radio (J-50 Installation Only) The primary function of the ARC-73 VHF radio is to receive, amplify, and detect VOR and LOC Navigation radio signals.
The output of the receiver is applied to the
344B-1 instrumentation unit for conversion to VOR bearing and VOR/LOC course deviation signals. is also used for VHF two way communication.
The ARC-73 An aural
navigation signal output and communication radio input and output are connected to the headset/microphone by means of the interphone control.
4.
30. OOUGLAS ACRAFT COMPANY. WK.
4.1.1.5
IL MOUNDOO DMIOVN
IL S6GUN6O, CAAWO
AN/ARN-59 A.D.F. The AN ARN-59 A.D.F. provides airplane to surface station and airplane to airplane bearing information. An output signal provides A.D.F. relative bearing information to the C-6 compass indicator and to the bearing cursor on the horizontal display compass ring. An aural output is provided for surface station identification and for manual direction finding with aural null.
The aural signals are connected to the
headsets through the interphone control. 4.1.1.6
U.H.F. Radio The ARC-51X radio set (for J-50 installation) or ARC-55 radio set (for HU-lA installation) provides two way U.H.F. communication.
The transmitter input and receiver
output are connected to the microphone and headset through the interphone control.
A guard receiver is
provided for emergency reception on one preset guard channel.
The A.D.F. position on the control will not
be used. 4.1.1.7
Interphone System
4.1.1.7.1
AN/AIC-12 Interphone System (J-50 Installation only) The interphone system provides the pilot, co-pilot, and observers with capabilities for intercommunication and selection of desired radio. ment is
provided.
The following equip-
31. WOGAR" AM~A" cOMPAWY
Mic R UGUMo WMis
S1.
2.
A "0~o.CAW
Pilot's and Co-pilot's station a.
C-1611/AIC Interphone Control
b.
"Transmit-Off-Interphone"
c.
Headset/Microphone Jack
Switch
Observers Stations (2)
a.
C-1611/AIC Interphone Control
b.
Interphone Microphone Switch
c.
Headset/Microphone Jack
Each station is capable of receiving UHF and VHF communication radio and navigational radio aural information.
The pilot and co-pilot stations only are
provided with UHF and VHF communication radio transmitting capabilities.
The radio tuning and mode select-
ion controls are accessible only to the pilot and copilot. 1.
The following capabilities are provided:
Communication Radio "A a.
AN/ARC-51X
UHF Transmit
b.
AN/ARC-51X
UHF Receive
c.
AN/ARC-51X
UHF Guard Channel Emergency Receive
"A d.
AN/ARC-73
VHF Transmit
e.
AN/ARC-73
VHF Receive
= Provided at pilot and co-pilot stations
2.
Navigation Radio (Aural Reception) a.
AN/ARC-73 VHF Nay.
b.
R-1041 Marker Beacon
c.
860E-1 DME
d.
AN ARN-59 ADF
only
32. DOUGLAS AIRCRAFT COMPANY, INC.,
3.
4
4.1.l.7.2.
AIRCRAFT DIVISION
Voice Information Priority System
Interphone
System
(HU-lA
Installation only)
The existing HU-lA interphone system will be retained in the helicopter installation.
The capabilities
are essentially the same as the AN/AIC-12 interphone system. 4.1.1.8
51V3 Glide Slope Receiver The output of the 51V3 Glide Slope Receiver provides signals for vertical guidance during landing.
The output
signal provides vertical course deviation information to the AFCS and digital computer,
and also positions the
glide path pointer on the Course Selector Indicator. 4.1.1.9
Marker Beacon System The Marker Beacon Receiver signals are converted to an aural output and to an output that controls the Marker Beacon Indicator Light.
The Aural Output is
connected
to the headset through the Interphone Control.
An
R1041/ARN receiver will be used in the J-50 installation. An ARN-32 receiver will be used in the HU-lA. 4.l.l.lO
Vertical Gyro The Vertical Gyro is
installed for the use of the
integrated display system exclusively.
This allows the
aircraft and AFCS to function independent of the integrated display system. Sperry Part No.
1780610,
The vertical gyro is a
GFP,
and supplies roll refer-
ence to the AN/APN-118 Doppler, Terrain Clearance
33. MOR COPAW OOUOAS A
W.IN t NO4RdD
MOM It K NW0SO CAAOMA
Radar System, Vertical Display, and pLtoh.•ef.rence to the Central Computer, Display Generator, and an APN-118 Doppler. Further detail on the vertical gyro is given in Exhibit 7. 4.1.2
Contractor Furnished Property Contractor furnished property is
the equipment
furnished by Douglas for the program. is
4.1.2,1
The equipment
Table 1.
listed in
Vertical Situation Display The Vertical Situation Display utilizes a 14 inch 900 deflection cathode ray tube. Final video amplification, horizontal and vertical sweep and high voltage circuits are packaged in the display. Standard video techniques are utilized and intensity modulated fixed raster video from any source may be displayed.
Other forms of video may be displayed on
a time sharing basis. The purpose of the display is to present to the pilot actual and command attitude, altitude, heading and speed.
This is accomplished by displaying an artifi-
cially generated picture of the real world normally seen under VFR conditions with command information superimposed.
34. ooUGWA
MSOMT COMPANY.
WN. ILWUONOO DM51ON
RI 610~.
CAUiFOIWA
Exhibit 8 contains a preliminary specification for the vertical display. 4.1.2.2
Horizontal Situation Display The Horizontal Display utilizes a 7 inch round 700 deflection cathode ray tube.
Heading and bearing infor-
mation are displayed by servoed cursors moving over a compass rose which forms a ring around the display tube. Video techniques utilized in this display are standard and any intensity modulated fixed raster video input may be utilized.
Other forms of video may be displayed
on a time sharing basis. The purpose of the display is to provide both pilot and co-pilot with navigation, course, and fuel range information.
Additional information for remote area
instrument landing is provided for helicopter operation. Exhibit 8 contains a preliminary specification for the Horizontal Situation Display. 4.1.2.3
Display Generator The display Generator serves three major purposes; (i) video processing (mixing and shaping), conversion, and (3)
(2) video
symbol generation.
Video mixing and shaping of all displa,ý video, other than RAILS, is accomplished in this unit.
The types of
video which are mixed and shaped include vidicon picture, electronically generated symbols and converted radar video. 4
° gflL
tAVM
35.
COMPANY, W4CI UOSUNDO DON
IR UMON,
CAUPOA
Features of the display generator include:
"* Standard televeision raster intensity modulated to insure maximum flexibility.
"* Standard television kinescope display tube; otherwise 100 percent transistorized.
"* System growth by merely inserting additional circuit cards (no time-shared functions).
"* Single low voltage power supply for both vertical and horizontal situation displays.
"* Capability of switching contact analog and flight path to either or both display tubes to provide wide field Of view for VTOL operations,
or in
case of failure of vertical display tube.
"* System acceptance of image orthicon or IR vidicon inputs for presentation on either display when sensors are available. Video conversion is done in the radar converter section. This process is
one of storing radar video at the radar
scan rate and reading it
out at the display video scan
rate. Symbol generation is
accomplished in another form of
video processing wherein analog signals are used to shape, domain),
(converting from voltage domain to video time the output form of video generators.
the various symbols of the displays are, controlled in shape,
4.
All of
in this manner,
position, motion, and direction.
36. DOUGLAS AIRCRAFT COMPANY. INC..
AIRCRAFT DIVISION
4.
Mixing of the above mentioned forms of video is accomplished in generator.
the final stages of the display
This system is
readily adaptable to
additional inputs and types of inputs. Exhibit 8 contains a preliminary specification for the Display Generator. 4.1.2.4
Map Scanner This Map Scanner is
a vidcon-scanned Map Storage Device.
a selected map area approximately 1,000 miles square, at 2 scales photographically reduced,
is
stored.
The
reduction and readout are such that the displayed scales are approximately 1:250,000 and 1:1,000,000. Selected portions of the 1,000 miles square area are photographically
reduced from a third scale map and
these areas are displayed at a scale of 1:62,500. The map area to be scanned is
determined by positioning
of the vidicon and map relative to each other in response to input error commands from the central digital computer.
The position of the vidicon with
respect to the map is
digitally encoded in
with approximately 17-Bit (1 part in resolution in
each axis.
X and Y,
131,072)
These encoded position
readouts are supplied to the central computer for differencing with the command positions the command error signals.
to obtain
The command error signals
are then transmitted to the map-scanner
servos to
make actual position equal to command position.
37. DOUGA
NAI
COMAN.
W4CI UGUNDOWWN
K
U"D.
CAANOW
The vidicon output is amplified, shaped, and transmitted to the horizontal display unit. positioning, and biasing for the vidicon are
All sweeps,
provided by the display generator, except for final stage amplification. All map area scan (position) computations are done in terms of the terminal map.
Changing of scales accord-
ing to pilot selection is accomplished in the computer by dividing the terminal map position encodement by 4 for the enroute map or by 16 for the master map.
This
procedure results in a command position which places the scanned area at the same coordinates on any selected map.
The center of the scanned area may be offset from
the command position by input of an analog signal which displaces the raster from the center of the vidicon. Since vidicon center is
command (or present) position,
this procedure allows present position to be displayed off the center of the video display. Scanned areas are approximately 6 miles across on the
terminal map, 24 miles on the enroute map, and 96 miles on the master map. Exhibit 9 is
a preliminary specification for the Map
Scanner. 4.1.2.5
Airspeed Status Indicator The Airspeed Status Indicator is
•r. 4
operated.
electro-mechanically
Vertical scale indicates true airspeed,
bOUGLAS AICRAFT COMPANY, INC.
EL SEGUNDO DISION
it SEGUNOo CALIFORIIA
The scale shown
command airspeed and stall speed.
in Figure 3 reflects the low speed requirements of the J-50 test vehicle.
However,
the unit is
designed to
operate in high performance aircraft also. with an available gain change is
all
that is
A new scale necessary
to make this indicator applicable to high performance vehicles. The inputs associated with Display System equipment are: FUNCTION
INPUT FROM Air Data Computer
T.A.S.
Central Computer
Command T.A.S.
Mechanization consists of 3 servo motors with rate generators, synchros,
3 servo amplifiers,
3 control transformer
1 digital counter, 3 moving tapes and associa-
ted gears,
rollers and pulleys.
Exhibit 10 is
a detail specification for the Airspeed
Indicator. 4.1.2.6
Altitude Status Indicator The altitude status indicator is
a vertical scale
instrument which presents simultaneous displays of aircraft altituide,
terrain altitude,
command altitude,
prese:ect/terrain follow altitude and maximum permissible aircraft altitude.
The scale shown in Figure 4
reflects the altitude capability of the J-50 test vehicle. However,
4a
•,
the unit is
designed to operate at higher
altitudes.
A new scale and an available gain change is
all that is
necessary to make this indicator applicable
39. m oOU ,.4AS
usaeao
,M e.',.s• a uoao ,ama
CMOS
0
0
PRESMT AS
tIN~
COMMAND
15-
STALL SPEED T//E RAMo ME Tr'R
TAS KTS ,x 10
PRESEN4T TAS
0
AIRSPEED
0
STATU5 INDICATOR
FI GURE 3
TAS
ALTITUDE STATUS IND.
0a
-
-26
Ft
-
IN
7E 9N A I-T/72d
s4
T ~9r/rijDE A/Rcerr
.......
a0T/t ~~,~ce~pr
c3000 OR
IM PR00411~ FOSL-t'k'
41.
DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
to higher flying vehicles. A vertical rate indicator,
although not included in
the present design is under consideration.
It
is
a
vertical scale instrument which presents climb and descent rates up to 20,000 feet per minute by means of a moving pointer and moving tape. cates that the tape readout is
The pointer indi-
used for rates of climb
or dive exceeding 1500 feet per minute as shown in figure 5. INPUTS
FROM
FUNCTION
Air Data Computer
Altitude Rate
Air Data Computer
Aircraft Altitude
Air Data Computer
Barometric Adjust
Radar Altimeter
Terrain Altitude
Central Computer
Command-Altitude
TO OUTPUTS Display Generator
FUNCTION Ground Texture
Central Computer
Preselect Altitude
Terrain Mode Relay
Open-Close Circuit
Terrain Clearance Radar System
Terrain Follow
Air Data Computer
Barometric Adjust
Exhibit 11 is a detail specification for the altitude indicator.
4.1.2.7
Caution Display System A panel of indicator lights to inform the pilot of dangerous or potentially dangerous conditions is
s4
provided.
This panel is
located immediately above
42. OOR"
AM•A
COWAWV, INC.
It UGUNWO
MSION
IL ROUNLO.
CAMLUOA
the vertical situation display and below the glare shield where it
commands the pilot's attention as
he scans £fom the display to the outside world. Figure 6 and Exhibits 12 and posed of
q9
13.
See
The panel is com-
~43. @am"AMOU
COWAW O ~NO. M. Swum SmU@I
a $mINom
CmdeOW
0
0
'.5-WW
0-
V~t-4?7-ICAZ
SPFED
1IIAO
MasaoI
lo
04/
z5 ).PRE 113
--- \AN
Cl
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AW ~
'MdrM'
~"
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-
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-
AUWM.E *~/*V ('-
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4t5. OC. DOUGLAS mLw COMwPAN,
fL UGUNMO MU
IUNDO. CAANM
standard indicator assemblies available commercially. a
The lights are activated,
in parallel with the voice
warning system, by an electric signal from a sensor in Warning (Red)
the system, involved.
and Caution (Amber)
indicators are provided, as follows: Warning Indicators (Red):
These indicate the existance
of a hazardous condition requiring immediate corrective action. Obstacle - Indicates that immediate evasive action must be initiated to avoid an obstacle in
the
flight path ahead. TCRS Fail -
Indicates that the Terrain Clearance
Radar System is
not functioning properly and that
information on obstacles is no longer being provided.
CMTR Fail - Indicates that the computer is not functioning properly and that information being provided to the pilot in the form of command flight path,
etc.,
is
erroneous.
Wheels Up (J-50) - Indicates that a lanaing is being initiated with the landing gear retracted. Autorotation (HU-lA)
- Indicates that the rotor/
engine gear and rotor/engine RPM ratio are out of phase.
4.
46. DOUGLAS AIRCRAFT COMPAW, INC.,
AIRCRAFT DIVISION
"Caution Indicators (Amber):
4
These indicate the
existance of an abnormal condition that is self, immediately hazardous.
not, in it-
The indication permits
the pilot to take corrective action where possible. Gen Fail - Indicates a generator failure. Invtr Fail
-
Indicates failure of the primary
inverter. Doppl Mem
-
Indicates that the doppler is
in
the
memory mode. Fuel Low - Indicates that fuel quantity is
below
a safe reserve. Oxy Low - Indicates that oxygen quantity is
below
a safe reserve.
Air Data Unreliable (HU-IA) indicated airspeed,
- Below 25 knots
the pitot static system is
unreliable. The HU-IA installation will incorporate the following existing console caution indicators above the vertical situation display.
4
See Exhibit 14.
Engine Oil
Transmission Oil Press
Engine Icing
Transmission Oil Hot
Engine Ice Detector Disarmed
Hyd.
Press
47. OOUGkAS AtCRAF, COMPANY, WK.
it
UNOO OG~ VION
R SI
OO, CALWJOIIA
External Power
Fuel Pressure Low Aux Fuel Low Test Circuit:
A "Test" button to check the circuit and
bulbs of the caution panel and the stall warning light is located to the left of the caution panel Just below the glare shield. 4.1.2.8
Voice Information Priority System (VIPS) The voice information priority system provides for warning pilot and crew of dangerous and potentially dangerous conditions affecting flight.
This is
accomp-
lished by transmitting a prerecorded voice warning message over the headset to forcefully direct the attention to the precise hazard and the remedial action to be taken. The voice warning system provides for twenty prerecorded,
selectivity worded warning messages of fifteen
second duration each.
The system has a priority
selection which provides for multiple warning signals. If
a higher priority warning occurs when a lower
priority message is
being transmitted,
the high priority
warning immediately interrupts the message in play. messages start with the first
All
word of the message.
These warning messages will repeat until the fault is corrected or the channel silenced by the pilot. system is
operated in
The
parallel with the warning lights
which indicates the same fault.
48. DOUGLAS JURCMFT COMPANY,
MIC E SEGUNDO DMMIN
IL SEGUNIDO. CAUPOMtS
The voice warning system (VIPS) has three main components.
The Voice Warning
These components are:
Signal Unit, the Signal Summing and Override Assembly, the Pilot's Override Switch Assembly.
The system is
powered by twenty-eight volts, direct-current. Exhibit 15 is a detail discussion of the Voice System. This unit is an off-the-shelf item by Nortronics. 4.1.2.9
Central Display Computer Data processing and computations required for the display system are performed by means of a Central Digital Computer.
The computer accepts inputs from the sensor
equipment and provides outputs to the display equipment as determined by the pilot controls.
The computer
functions include: 1. Vertical Display Symbol Displacement Commands. 2.
Horizontal Display Symbol Displacement Commands.
3.
Navigation Computations.
4.
Cruise Control Computations.
5.
Auxiliary Display Commands.
The computer is a combined incremental (DDA)
and whole
number, general purpose computer designed to solve real-time problems associated with the navigation of airborne vehicles.
It
is a serial digital computer
utilizing a drum memory, modular construction, silicon semi-conductor circuitry. 4E`
and
The word length of
both instruction and data words is 24 BITS plus a space
~AWMu
COWrnev, W.
a GMMW
M
L uoMAo
nA
BIT; the machine has a total capacity of about 100,000 BITS
The computer operates through several types
of input-output conversion devices which are serviced by the computer. The nature of the machine makes it
extremely useful for
certain types of data processing in which smoothing of data for displays is
The entire computer,
required.
including the DDA section,
is
a stored program machine.
Program changes may be effected by reading the new program into the memory by means of a tape. is
required.
No rewiring
This feature provides extreme flexibility
in adapting the computer to perform successfully in wide range of airborne vehicles.
a
The computer is
designed to accept and deliver information at data rates required on high performance aircraft in order to take advantage of this flexibility.
The computer includes
all of the input-output conversion equipment,
self
checking circuitry and power regulation equipment. 4.1.2.9.1
Computer Functions
4.1.2.9.1.1
J-50 System The central digital computer will perform the functions described in
the following paragraphs.
Detailed
descriptions of the operations and computations performed by the computer as well as interface requirements are presented in Exhibit 16.
50. DOUGLAS AMA"F? COMPANV, INC.
1.
iL SEOUNDO DIVISION
It SEOUNCO, CALIFORMA
Navigation: The computer is
capable of computtng pr'esent posit-
ion in any of three modes of navigation. a.
Doppler - The computer accepts north and east velocity inputs from the doppler radar, heading,
and true airspeed;
it
compass
computes drift
angle, wind, ground speed and present position in b.
latitude and longitude.
Air Data - (Wind Memory) true airspeed,
The computer accepts
compass heading,
and uses
doppler remembered wind to compute drift angle, ground speed and present position in
latitude
and longitude. -- (m1nual
Wind) The computer performs the same
functions as above except manual wind inputs are used instead of wind memory. c.
O1411I-DME - The computer receives VOR - magnetic bearing from the OM1I receiver, distan';e to 0MUI-Drairspeed;
it
magnetic heading,
station from DME,
computes drift angle,
and present position in Navigation data is
and true
ground speed
latitude and longiitude.
read into the computer from
the map display where the desired positions are located with the acquisition symbol. 2.
Map Transformation: A Lambert C.nformnal Projection is horizontal mxnp display,
4,
used for the
the coordinates of which
51. AIRCRAFT COMPANY, INC., SDOUGLAS AIRCRAFT DIVISION
are designated X, Y.
Conversion from latitude,
longitude to X, Y coordinates is performed by the computer as well as conversion from X, Y coordinates to latitude,
longitude.
As a result of the programming
flexibility of the central digital computer, other map projections may be utilized.
It
is a relatively simple
procedure to change the computer program to perform the proper map transformation for any desired map projection.
3.
Command Path Orientation : The computer controls the orientation of the command flight path as determined by the selection of switches labeled,
"Flight Path Course",
The position and direction of the flight path on the vertical display corresponds to the position and direction of the course line on the horizontal display. The course line is determined in one of two ways. a.
The computer receives base and destination X, Y, coordinates of the course line from the map scanner and computes the course line map angle.
b.
The computer receives course line base in X, Y coordinates from the map scanner and computes course line map angle from relative bearing information, compass heading,
and map convergence angle.
4. Flight Path Pitch and Altitude Command: Pitch and altitude of the flight path are controlled by the computer as determined by the selection of switches 4•labeled
"Flight Path Altitude.
52. E UGEUNDO MION
[email protected] MOWhI COMMWJ. M
S
ft SOUNO, CAUFMO,
Pitch, of the flight path is determined in
one
three ways: a., Command pitch rate received from the terrain clearance radar system is integrated and used ik,command the pitch of the, flight path. b.
The computer determines the proper path pitch angle which will produce a preselected rate of climb.
c.
Command pitch is set to zero. Altitude of the flight path is determined in one of two ways: a.
Command altitude of the flight path is computed as a function of flight path pitch. command and aircraft velocity (ground speed).
b.
Present altitude or preselected altitude is
stored and becomes command altitude upon.
selection of the proper mode buttons. 5.
Command Speed: For maximum range or maximum endurance the computer computes command true airspeed from the cruise performance equations of the aircraft.
6.
Landing: The computer accepts field altitude, and glldeslope and localizer deviation signals from the ILS system and operates on them to provide command path
53. DOUGLAS A•OU• C
IL INIGO DON . fiCi._W
IL I0UiiDO.MIP1A,
altitude, pitch and position to bring the airoraft safely down to FAA minimums. 7.
Fuel Management: From initial
fuel quantity, fuel consumption rate,
and ground speed,
the computer determines fuel
range remaining and fuel time remaining. 8.
Display Computations: The computer performs the computations necessary to position the symbols on the primary displays
as well as auxiliary indicators. a.
Map Drive - The x, y position outputs from the computer are compared with the position x, y feedback signals from the map scanner, and the error is
b.
used to drive the map in
x, and y.
Computed Course - The course line angle is computed in
terms of relative bearing and dis-
played on the horizontal compass ring. c.
Course Line Position - The position of the course line on the horizontal display is in
computed
terms of x, y distances from the display
center. d.
Aircraft Symbol Position - The computer continuously computes the position of the A/C symbol on the horizontal display in x, y coordinates.
This is
terms of
accomplished for both
fixed map operation and moving map operation. The computer also commands the displacement of
54.
of the A/C symbol from the display center by an 4
amount determined by the offset control input. e.
Vertical Display Flight Path Position - The vertical display flight path position is
deter-
mined by differencing the command path orientation with the aircraft orientation to give the display command heading, displacement.
altitude,
pitch, and
In addition, these parameters are
transformed to provide the correct display perspective. f.
Airspeed Marker - The computer commands the airspeed marker movement on the vertical display by differencing the command airspeed with present airspeed.
g.
Range Circle - From the fuel range computation the computer positions a fuel range circle on the horizontal display.
Fuel range and fuel time
remaining are also displayed on digital counters. h.
Range and Time to Destination - The computer determines range and time to destination by using x,
y coordinates of present position, x, y
coordinates of destination, and ground speed. Range and time to destination are displayed on digital counters. i.
Impact Point - The computer positions the impact point on the vertical display from inputs of angle of attack and drift angle.
:1i
55. DOUMMA
AMOM CWtAWY
4&.1.2.9.1.2
MO W-C OL10WGU0WVO
R SWUM*00 CAMIOS
RU-lA System As
presently configured, the computer will perform
basically the same computations for both the J-50 and HU-la versions of the display systems,
since the two
systems require the same display symbology and auxiliary information with a few exceptions. Additional computations which will be performed for the
HU-lA version are as follows: 1.
Autorotation: The computer accepts inputs of engine RPM and rotor RPM and senses when the helicopter enters autorotation.
In autorotation a warning light goes on,.and
the fuel range circle on the horizontal display becomes an autorotation range circle.
This circle
indicates the safe range within which the helicopter may descend under autorotation conditions. 2.
Vertical Angle: Vertical angle is
computed from doppler vertical
velocity doppler heading velocity, Refer to Figure
L.
Vertical angle is
HU-lA system where angle of J-50 system. received, 3.
If
and pitch angle. used in
attack is
the
used in
the
the doppler signals are not being
the impact point will not be displayed.
RAILS: The computer will be capable of operating on signals from the RAILS system and providing commands for the flight path on the vertical displayk
56. DO="GINM *amsav
W-P~Y a UNDpO OMsMo Kic
IL uMAo. CAUMOMA
0
-
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0)4
0
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57. DOUGLAS AIRCRAPT COMPANY. INC.,
UCKRAPT 9IONM
Other computations which can be performed by the computer for the HU-IA are limited In the present system due to inadequate sensors. is
An example of this
the safe flight envelope computation.
This comput-
ation would provide a prediction to avoid excessive load factor maneuvers,
lack of control,
and rotor instability.
Airspeed bensors necessary for this computation are not presently available.
4.1.2.10
Terrain Clearance Radar System (TCRS) The TCRS supplies terrain information required for terrair following, warning. ments'
terrain avoidance, ground mapping,
and obstacle
It is based on the principle of Texas Instru-
Terrain Clearance Radar which is currently in use
in Army drones. For terrain following the radar scans vertically through the flight path of the aircraft as shown in Figure 8. scan is
The
ground path stabilized by inputs from the doppler
radar. A pre-programmed negative "g" template is
compared with a
positive "g" input created by the radar from the amount of video returned in
the envelope of the scan pattern.
The resultant output is
directly proportional to the "g's
required to maintain a pre-set altitude
58. DOUGLAS AIRCRAFT COMPANY, INC.,
FIGURE
AiICRAFT
8.
WYSM
TERRAIN
)OLWVINQTEMPLATE
59. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
above the terrain.
Minimization of overshoot after
4
clearing an obstacle is
inherent with this principle
since the output will be negative as well a..i positive.
60. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVINso
The TCRS has the following components: Antenna/R.
F.
Assembly,
For terrain following, information,
in
Receiver,
Power Supply,
and Transmitter.
the TCRS sends vertical scan
the form of up-down commands,
to the
Central Computer for the generation of the flight path commands for the Vertical Display.
The far end of the
displayed flight path is
positioned as a function of the
radar up-down commands.
The near end is
positioned as
a function of the aircraft altitude with respect to a computed flight path altitude (terrain clearance altitude).
o
6~1. DOUGLAS AIRCRAFT COMPANY, INC.,
AIRCRAFT DIVISION
Upon initial selection of the terrain following function, the flight
path is
displayed at a standard altitude
position below the aircraft.
Under normal operation,
the TCRS computes commands which position the flight The pilot
should respond to the flight
path.
path and maintain
approximately the same altitude relationship to the path. If
the pilot
and flies flight
fails
to respond to the flight
the aircraft
path commands
into an unsafe condition,
path pitches
to maximum (climb
- high),
the
the radar
sends a signal through the Voice Information Priority System (VIPS)
commanding him to take corrective action.
The same signal is the pilot's if
also sent to the
instrument panel.
the TCRS fails,
During terrain following,
the VIPS commands
the "TCRS Fail" light on the pilot's lights,
and the flight
"obstacle" light on
path is
corrective action, instrument panel
pitched up to command
aircraft maximum rate of climb (climb-high ). ility
is
Capab-
provided for selecting the terrain following
function over the range of 250 feet to 1000 feet or radar altitude. When in
the "Operate" condition,
regardless of mode,
the TCRS scans vertically and provides obstacle warning. It
searches for obstacles in
the path of the aircraft
and provides obstacle warning signals to the central computer to command maximum aircraft climb on the displayed flight path, to VIPS for aural warning,
and
to the "obstacle" light on the instrument panel for visual
warning.
62. DOUGLAS AMCRAFT COMPANtY IWC. ILSEGUNDO OWSION
7For
it SEGUNDO. CA"iUOft
terrain avoidance,
the TMRS sends Azimuth scan,
clearance plane (profilosoope) the scan converter in
type,
information to
the display generator.
The scan
converter converts the radar video from radar scan-rates to the television scan-rates required for presentation on the horizontal display.
Terrain which exists on the
aircraft flight plane will be displayed on the horizontal display. For ground mapping,
the radar sends ground mapping video
to the scan converter for presentation on the horizontal display.
This information is
because the beam is
limited at high altitudes
not spoiled.
However,
altitudes useful search information o. A tilt
control is
at lower
be obtained.
provided for vertical beam position-
ing. Terrain avoidance or ground mapping information is
over-
laid on the horizontal display map as a * 20 degree PPI display.
The pilot can observe obstacles in
his aircraft at, above,
front of
or below his flight vector and
compare them with his map display. For both terrain avoidance and ground mapping,
the
radar ranges are selected simultaneously with the selection of map scales.
The displayed map area
diameters are approximately 6,
4
24,
and 96 miles.
63. DOUoLA
NSOAFT COMPAWY. OW.
2
IL
GUNDO OMON
it
SUNMO, CUIOIMAi
The radar is mechanized such that terrain following may be selected with or without terrain avoidance or ground mapping.
When one of the horizontal functions
is selected with terrain following, the radar antenna scans twice in the vertical direction and once in the horizontal direction per second.
This scan pattern
supplies adequate information for both functions. The radar is roll and drift angle stabilized during all functions,
and is flight vector stabilized during
terrain following.
This is accomplished by feeding to
the radar, roll angle information from the vertical gyro, drift angle from the central computer, angle of attack from the angle of attack sensor or the central computer. For detailed information on the operation of the TCRS or on the mechanization of the functions of the Display System associated with the radar outputs, see Exhibit 17. 4.1.2.11
Angle of Attack Sensor The J-50 Aircraft Angle of Attack Transducer provides a synchro output to the Terrain Clearance Radar System and a digital output to the Central Digital Computer. The Transducer will be installed in a probe on the wing outboard of the engine nacelle.
The location of the
propellers prevents installation of the transducer on the fuselage.
For the HU-lA installation, the computer
will determine the vertical angle velocity vector from Doppler inputs of vertical and horizontal speed. 4.
DOUGLAS AROLAMT COMPANY, WC.
It SIGUNDO WAS"O
it SEGUNDO. CAUNOWAA
The detail specification for the Angle of Attack Sensor is 4.1.2.12
included in Exhibit 18.
Fuel Monitoring System The Fuel Flow Transmitter is flow range of 60-400 PPH.
a volumetric type with
The installation provides
an AC output of fuel flow to the Central Digital Computer. Exhibit 19 is
a detail specification for the Fuel
Flow Transmitter.
DOUGWA "mCRF COMANYf, 1W.
.1.2.13
EL SGUNO'
OMSION
K a""oe.
cAMNOWa
Air Data System The Air Data Computer utilizes inputs of static pressure, total pressure,
total temperature and
barometric correction to compute true air speed and pressure altitude.
The true airspeed output
is digital for the Central Digital computer and analog for the True Airspeed Indicator.
The altitude
output is digital for the Central Digital computer and analog for the Altitude Indicator.
See figure 9.
The Air Data System is unreliable below 25 knots IAS. The unreliable condition output signal is provided for the caution panel, VIPS and display generator. A detail specification for the Air Data Computer is included in Exhibit 20. .1.2.14
860E-1 D.M.E. System The 860E-1 Distance Measuring equipment measures the time required for the propogation of an interrogation pulse to the select TACAN or VORTAC ground facility and the transmission of a reply pulse back to the aircraft.
The time is converted to a range output
signal which is furnished to the range indicator and to the digital computer. The 860E-1 is off the shelf equipment and does not require a detailed purchase specification. ments are listed in Exhibit 29.
Require-
DOUGI.AS Ai2C9AFT COMPANY. INC.
IL SEGUNDO. CA&6;.,,, A
IL SEGUNDO DIVISION
ý57C.O
0
\
C..
0
its'.
I
Figure 9.Air Data System Schematic
t
-
~
%CI&.. I:WtW
`6T
4 .1.2.15
014NI Convertel The Navigation Radio Output Signaa from the AN/ARC-73 (Collins 51X-2B Receiver) are applied to the 344B-1 Instrumentation unit.
The signals are converted in
the instrumentation unit to provide the following outputs. a.
VOR relative bearing signal to the C-6 compass indicator and to the Horizontal Display bearing cursor.
b.
VOR/LOC Course Deviation Signal to the Course Selector indicator.
c.
VOR Course Deviation Signal to the Automatic Flight Control System.
d.
LOC Course Deviation Signal to the Digital Computer.
This unit is
off the shelf equipment and does not
require a detailed purchase specification.
Require-
ments are listed in Exhibit 29. 4.1.2.16
C-11 Gyrosyn Compass System "Power Supply" The power supply for the C-li
Compass system is
Gyroscope Company Part Number 1775143,
which is
a Sperry a plug-
in component mounted in the C-11 Compass rack assembly. The power supply furnishes regulated d-c voltage to engergize the latitude control circuit in the directional gyro and the controller. Power required from the aircraft is nominal 115 volts,
400 cps single-phase. 4-
The use of full-wave bridge
68. DOUGLAS AIRCRAFT COMPANY, INC.
ELSEGUNDO DIVISION
rectifier
It SGUN0O, CALIOIA
provides filtered 305 volt d-c supply to a
voltage regulator for use in latitude control circuitry. This unit is
an "off the shelf" item for which a purchase
specification is not required. Generators
4.1.2.17
D.C.
4.1.2.17.1
J-50 Installation: d-c generators,
The Engine-driven 100 ampere,
that power the electrical system in the
Beechcraft J-50 airplane, generators,
28 V
are replaced with 300 ampere
Bendix Aviation Corp.
Part Number 30E20-11,
to supply the added display system loads. generator voltage regulators,
The batteries,
and generator relays that
are furnished with the J-50 airplane,
are retained with-
out change. 4.1.2.17.2
HU-lA Installation:
The transmission driven 300 ampere,
28 V d-c Main Generator that supplies power for the Helicopter electrical system will be replaced with a 400 ampere Unit (Jack & Heintz Modified type 30010 Generator)
to supply the added display system loads.
The voltage regulator and overvoltage relay that is
used
with the 300 ampere generator will be retained for use with the 400 ampere generator. An Engine driven 100 ampere,
28 V d-c standby generator
and controls and the 24 volt battery that are furnished with the HU-IA will be retained without change. 4!
69. OOCUGMOWA 80
COMPANW4C OK
MOLUNSO SVIIIO
K SONOW~
4.1.2.18
Inverters
4.1.2.18.1
J-50 Installation:
WU4
Since alternating current power is
not provided in the Beechoraft J-50 airplane, a main and an emergency 115 Volt, 400 cps inverter have been added.
The 3000 VA main inverter, Bendix Part No.
32E03-9 supplies a-c power to the display system and radio loads.
The 500 VA emergency inverter, Bendix
Part Number 32E01y supplies a-c power to the navigation radio and instruments upon failure of the main inverter. 4.1.2.18.2
HU-lA Installation:
Two AN3532-2 250 VA inverters are
supplied with the HTJ-lA Helicopter.
The increase in a-c
load due to the display system installation necessitates replacing one of the inverters with a 3000 VA unit.
This
3000 VA main inverter, Bendix Part Number 32E03-9, will supply power to the HU-IA existing a-c loads and added AAAIS loads.
The remaining AN3532-2 inverter will nor-
mally be inoperative.
This 250 VA spare inherter will
supply a-c power to the HU-lA existing loads upon failure of the main inverter. 4.1.2.19
V.H.F. Nay/oomm Receiver (HU-1A installation only) The primary function of the Collins 51X-2B Receiver, is to receive, amplify, and detect VOR/•OC Navigation Radio Signals.
The output of the receiver is applied to the
344B-1 instrumentation unit for conversion to VOR Bearinand VOF/LOC Course Deviation Signals.
The receiver is
also used for reception of V.H.F. communications.
An
aural navigation signal output and communication radio
70. DOUGLAS MCU
€COMPANY. INC.
R SEGUN•O OMUON
. SOUNDO. CA•O•I4A
output are connected to the headset by means of the interphone control. 4.1.2.20
Maonetic Variation Compensation The magnetic variation compensator is
located on the
display system panel and provides for manual insertion of magnetic variation.
The compensator receives magnetic
heading from the C-11 compass system and modifies it,
as
a function of Uie variation setting, to provide true heading information to the display system and APN-118 Doppler. The compensator is
positioned through a differential
synchro by a manual set knob, geared to a numerical counter for visual readout.
The compensator is
capable
of correcting for ± 180 degress of magnetic variation.
V.
71. DOUWAMWM coWAW. WC.
4.2
R EoUNCO OMON
ELUG,,.,
CAUPOMA
ADDITIONAL EQUIPMENT PROVISIONS Space, cooling and power provisions for additional equipment are available. installed, however,
If additional equipment is
its weight must be compensated for
by the deletion of fuel. 4.2.1
AN/APX-44 IFF It appears that installation of IFF equipment will be a requirement for all aircraft flying under IFR conditions. Space, weight and power provisions have been made so that the Army may install the AN/APX-44 equipment after receipt of the aircraft.
4.2.2
Safe Condition, Approach - Take Off (SCAT) SCAT is a system which indicates to the pilot precise attitude and power requirements during low speed flying. The system consists of the followlng components: *
Lift Transducer - The source of information for the SCAT System is the Lift Transducer which is mounted on the underside of the wing leading edge.
The Lift
Transducer by means of a variable reluctance transformer transduces the position of the sensing vane, measuring coefficient of lift Signal *
(CL),
to the SCAT
Summing Unit.
Flap Transmitter - The effect of wing flap position on coefficient of lift
(CL)
is introduced into the
SCAT Signal Unit by the Flap Transmitter which is connected to the flaps through mechanical linkage.
72. ODWOLAS A"CADI COMPANY, INC.
*
IL NOUNDO OMION
IL SEGUNDO, CALNOROA
of lift
SCAT Signal Summing Unit - The coefficient signal with flap position compensation
is
combined signal
with a gyro-oriented horizontal accelerometer within the SCAT Signal Summing Unit. integrated (CL/CL max)
change of acceleration signal is
The resultant
and lift
ratio
supplied to the SCAT Indicator
and/or Automatic Flight Control System and/or the Computer. SCAT Indicator
- The instantaneous
information utilized by the pilot
speed condition is
continually scale
displayed by a pointer moving across a special on the SCAT Indicator. the aircraft
is
When the pointer is
flying at the optimum lift
centered condition.
Space and power provisions have been made so that the Army may install
The
SCAT after receipt of the aircraft.
SCAT indicator may be used,
or the flight path on the
vertical display may command the proper action.
The
computer will accept the SCAT input and command the speed market ribbon for this display.
The principles
of operation of the SCAT system do not permit its
use
on the helicopter. .2.3
Automatic Terrain Following Study Under the present contract with the Army,
there is
no
requirement to couple the Terrain Clearance Radar System to the AN/ASW-12 Automatic Flight Control System for automatic terrain following.
However,
a Douglas
funded
73. DOOUOS DBAM WPMY C
OWAMSOI i.f
SMMUOM 1 UNOUNDO CUIPOWIA
study has been conducted on the J-50 in conjunction with other aircraft to evaluate the requirements for Preliminary results indicate
the automatic tie-in.
the need of a coupler between the two systems for modulating,
shaping, and limiting the command signal from
the radar.
Also there is
a requirement
•r a computer
study to determine gains for stability and to verify the A detailed summary of the study is
hardware required. included in
Exhibit 3.
Although the physical tie-in of the radar to the AFCS in the J-50 or HU-lA is effort, Douglas is
not required as part of the current
planning to continue the computer
studies for the J-50 tie-in as a part of a study on a group of airplanes.
This information will be forwarded
to the Army in event there is a desire to couple the automatic terrain following during the Army evaluation phase of the program. 4.2.4
Forward and/or Down Looking Televisions and Infra-Red Demonstration of the applicability of this system to ASR-2 and ASR-3 aircraft is is
possible since the system
limited only by the sensors.
Should a requirement
arise for forward and/or down looking television or infra-red displays,
the display system can process and
display this information on either the vertical or horizontal cathode ray tubes. 4.2.5
Standby Attitude Indicator Space is
ti
available in the pilot's instrument panel for
74. Douo&*s
cOM"POANY, W
It
INO
IIONIK SO
UWO
the installation of a standby attitude indicator.
1.
4.3
SYSTEM INTERCONNECTI04 The integrated aircraft cockpit display system consists of the central digital computer,
display generator,
verti-
cal display, horizontal display, auxiliary displays, and the various associated sensory units. 4.3.1
Block Diagram The grouping of equipment into computer, .sensors
is
displays and
illustrated in the simplified block diagram
of figure 2.
More sophisticated sensors may be sub-
stituted in this system without affecting the installation or the functions of the computer or displays. computer will, of course,
The
be able to send more accurate
information to the displays if
more accurate information
is available from the sensors. Detail schematics of the system installations are shown in Exhibits 21 and 22. 4.3.2
Signal Characteristics Exhibit 23 is
a compilation of signals for the display
system in which each signal is detail as is
available at this time.
example of signal description. number is
described in as much Figure 10is an
The assigned signal
cross-referenced on the schematic diagrams of
Exhibit 21 and 22.
These three exhibits form the focal
point of the design effort for the display system.
They
are the gathering and comparison point for all equipment
75. ~ocuOI
COM~fc. IL NU@W IAmcmc~
HUSDM0 cmUrU
wilsoKI MIM
SYSTEM INTERFACE SPECIFICATION
NO.
SYMBOL
SIGNAL NAME
MIN
MAX
RANGES Physioal Range Conversion Device Physical Rge. Conversion Device Digital Rge. Conversion Devioe Voltage Rge. ZERO SETTING ANALOG SCALE FACTOR
,
DIGITAL SCALE FACTOR
DIGITAL CONVERSION.
INPUT/OUTPUT IMPEDANCE ACCURACY MAX.RATE OF CHANGE RESOLUTION
NULL
EXCITATION SOURCE OF EXCITATION
PERIPHERAL EQPT. MFR. UNIT NAME PERIPHERAL DEVICE ACCURACY INPUT/OUTPUT IMPEDANCE
DISCRETE SIGNAL METHOD OF SWITCHING
-, TRANSISTOR
RELAY
SWITCH
EXCITATION SOURCE OF EXCITATION ...... OPEN/CLOSED CIRCUIT MEANS
REMARKS:
FIGURE 10
......
._
_
76. COUSMM ANC
AIP.
WC
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UWAM_CAUll
signal compatability,
they serve as a check list
for
individual engineers who are responsible for specific
equipments, and they will form the basis of the overall wiring schematic of the aircraft. It
should be noted that one form being used in Exhibit
23 is tailored for digital computer interface information, and can be used directly by the programmer in programming the computer.
Another form is used to
describe signals, which are not related to the computer. 4.3.3
System Control Layout Physical relationship of the system controls is shown in figure 6 and Exhibits 12 and 13 for the J-50 and in Exhibit 14 for the HU-lA.
The arrangements are the
result of detailed studies which combined human factors and the physical constraints of the aircraft through a time-line analysis of the proper sequence the pilot must go through in the use of the system. A Time Line Analysis is
a motion and time study of the
required operations to perform a particular task graphically detailed on a time scale.
The analysis is
simply
one of determining the motions required to perform the operation and then assigning predetermined time standards to each limiting motion.
The Time Line Analysis deter-
mines the total time required to complete one or a series of operations the pilot must perform in flying the airplan
K
77. Daum"s *mom COMM.
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S@IIOUM
C^MMC
When compared with the time available to perform the operations,
it
determines the location of equipment and
the necessity for combination of tasks and/or integration of equipment.
A detailed description may be found in
WADC Technical Report 56-488 (AD-97305)
Procedures For
Including Human Engineering Factors in the Development of Weapon Systems By H. P. Oct.
1956.
Exhibit 24.
Vankott,
and J.
W. Altman,
Examples of this analysis are given in
78. Dom"tA AmNAPT COMPAWY 04. K UO4JD
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5.0 5.1
FACTUAL-'DATA SYSTEM OPERATION
DISPLAY SYMBOL DESCRIPTION In order to best describe the operation of the display system, a definition of symbols on the two primary displays is
required.
The two primary displays will
consist of cathode ray tubes upon which are projected video displays to provide the pilot with command and actual flight information. 5.1.1
Vertical Display Symbol Description Both fixed wing and helicopter versions of the vertical display will employ the same symboloty with the possible addition of a landing point reference in display.
The vertical display is
information for azimuth,
pitch,
the primary b-ource of
roll,
altitude conditions and commands.
the helicopter
velocity and
These are described
using the following symbols.
5.1.1.1
Contact Analog Terrain The basic analog display is anchored to the real world in every respect so that the surface planes are perceived in
3-dimensional space,
and all motion between
the aircraft and these surfaces is motion.
same as aircraft
Perceived motion of the terrain texture provides
the pilot with information about the direction of motion. The textured surface of the ground plane is
discernible
at all altitudes; the size and number of the texture
&L
elements is a function of the altitude up to saturation,
79. SOUOLA
AMAM cOMPANY WC
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a SWW400. CA&NFM"
thereafter maintaining the same relative size and number. The texture is made up of a grid pattern. The texture varies in size and appearance as a function of distance from the horizon. A display of this type is
shown as figure 1L
of the texture element is
a function of the aircraft
pitch attitude.
It
The shape
will appear in the true shape in a
vertical dive and perspectively distorted in all other attitudes as a function of attitude.
The textured ground
surface provides the pilot with an analog of a surface that is much the same as that perceived through contact flight over a flat terrain. that the horizon is
When the attitude is
such
visible, the texture moves downward
on the vertical display scope as a function of the forward motion of the aircraft.
The horizontal line moves
up or down with a change in pitch angle and rotates about an axis normal to the display scope with a change in roll angle.
A change in heading angle is
indicated by lateral
motion of the textured pattern. 5.1.1.2
Contact Analog Sky Texture The sky plane is
also represented by a textured surface
of a considerably smaller number of elements than the earth texture and with the shape of stylized clouds, See Figure 11.
The cloud pattern represents clouds located
at an extremely high altitude and long range.
lim
all,
81. SOCUOA Mw
5.1.1.3
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W_ aNOsSO
mum a IMMM CWUM
Pitch Angle Marks A series of small horizontal lines are presented at fixed angles to allow the pilot to reasonably determine his pitch attitude.
5.1.1.4
~Flight Path The vertical display will also contain a flight path. The earth coordinate position, attitude, altitude, and velocity of the path will be controlled by command signals received from the computer.
Path elements,
("Tar
Strips" similar to lines on a highway) will appear on the path way and move toward the observer in the same manner as the ground texture. The size of the path (Apex angle),
indicates the altitude
the aircraft is above the commanded flight path.
The
lateral displacement of the near end of the flight path will indicate the amount that the aircraft is displaced from the path in position.
The location of the apex
point of the path relative to the horizon will indicate the pitch angle being commanded. ment
The lateral displace-
of the path apex point will indicate the difference
between aircraft heading and command heading.
!&
82.
Figures 12 and 13 will aid in visualizing the relative size and shape of the flight path, as seen on the vertical display, as aircraft altitude above the path Figure 12 shows the near end perspective width
varies.
of the flight path in inches measured along the bottom edge of the display screen as a function of the normalized
altitude above flight path.
Figure 13 shows
the flight path angular deviation from the horizontal as a function of normalized altitude above flight path. Both figures assume on course flight conditions with the aircraft pitch angle equal to the flight path P1tCA angle. Index marks can be provided on the frame of the vertical display to indicate when the aircraft is above the flight path by an amount equal to some fraction of the flight path width.
However, it
is recommended that calibration
marking be deferred until Army in-flight evaluation determines optimum path width and optimum distance above the path.
These dimensions are adjustable by merely
changing constants in the computer. 5.1.1.5
Speed Ribbon A speed ribbon will be positioned along the right hand side of the flight path when desired.
This ribbon in-
dicates the difference between present aircraft speed and command aircraft speed such that if
I
the aircraft is
83.
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flying too slow the ribbon will move toward the horizon and if
the aircraft is
moving too fast,
the ribbon will
move away from the •horizon.
5.1.1.6
Pull Up Marker A pull up marker will be available to point to the pilot.
This
Indicate a pull up
marker will be driven by the
display computer and will appear as a heavy line on the flight path moving toward the observer as the pull up point is 5.1.1.7
reached.
Impact Point An impact point represented by a small square will be located with respect to display center (i.e.,
aircraft
centerline) to indicate the angular position
of the
aircraft velocity vector.
If
there is
no wind,
and the
impact point coincides with the far end of the fltght path, the aircraft velocity vector is command path.
parallel to the
Deviation of the impact point to either
side of the far end of the
flight path is
an indication
of the difference between the aircraft velocity heading and the command path heading.
Deviation of the impact
point above or below the far end of the flight path is an indication of the difference between the aircraft velocity vector pitch angle and command path pitch angle.
({2
86. DOM"&A ANVM COWMY. WL
A NUNSO WM ILO $MUOM4CIIIPO
Figures 14 a,
b,
c,
and d will help to clarify the
usage of the impact point on the vertical display. Figure 14 a indicates the velocity vector is and on course.
Figure 14 b shows the velocity vector
pitched up with respect to the path but still heading - wise.
level
on course
Figure 14 c shows the aircraft dis-
placed to the left of the command course,
the velocity
vector pitched up with respect to the horizon and pointing to the right of the command course. 14 d shows vector is path,
Figure
a typical landing display; the velocity pitched down at the same angle as the command
and on course.
.............
Figure 14a Level Course -On
Figure 14b Pitched Up Course -On
88.
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.iur ...... ... e....t. o ... Cour . Pithe Up...... .. e.ded to.Riht.o.Cour.
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1,4
Figure. ......... La..ding. Display
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..................
.........
...........
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( 5.1.2
Horizontal Display Symbol Description the primary source of navi-
The horizontal display is
(See Figure 15).
gational information. a position which is
It
is
located in
accessable to both the pilot and The symbols
co-pilot (See figure 6).
appearing and the
information presented are the same for both J-50 and HU-lA with the addition of RAILS symbology in the HU-lA version.
5.1.2.1
Map Storage A map area 1,000
miles square at 2 scales and selected
portions of the same area at a third scale are provided. The photographically reduced map areas are stored on a film strip and, when viewed at the display, the full area scales are 1:250,000 and 1:1,000,000 with the partial coverage scale at 1:62,500.
Map originals
with the desired information confnt will be provided by the Signal Corps.
Information as to minimum line
widths and separations,
information density,
numeric size requirements,
alpha-
and other pertinent data
will be supplied by DAC. The storage mechanism will be designed to facilitate film strip removal and replacement. operation will not, 5.1.2.2
however, be an In-flight capability.
Acquisition Symbol The acquisition symbol is
t
The strip change
represented by a small circle.
90. @OCUMOASMCL
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92. DOUGLAS AMCRAPCOMPAN,
5.1.2.3
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Present Position Symbol The present position symbol will represent the aircraft position and true heading.
The symbol will form an
approximate aircraft shape. 5.1.2.4
Course Line The course line will appear as a line running across the display face along the same commanded course being presented on the vertical display.
5.1.2.5
Range Circle The fuel range remaining will appear as a circle centered at the present position symbol.
The circle will have a
radius equivalent to the distance that can be traveled at the present rate of fuel consumption before the reserve fuel supply must be used. When the helicopter enters autorotation,
the range circle
will indicate the distance that can be traveled under autorotation conditions. 5.1.2.6
Remote Area Instrument Landing System Symbols The microwave RAILS system display capability will be a part of the HU-IA only.
RAILS will take over the hori-
zontal display in the RAILS mode of operation and all standard RAILS symbols will be displayed.
(RAILS outputs
to the vertical display will be utilized to position the command path described in
i,
k
5.1.1.4).
93. nOUGtAS AWCIA•T COMPANY. INC
5.2
It UGUN•DO D
RVISONt SEGUNDO, CALNOMNIA
SYSTEM MODE SELECTION The mode selection controls for the display system have been organized in a logical pattern to facilitate ease of pilot operation.
The location of the controls is
consistant with human factors studies and a time line analysis performed during the design plan period. grouping of the controls is
The
such that each group is
related to an independent function of the display system. With the exception of the power controls,
the pilot need
only select one mode from each group to accomplish a specific system mode of operation.
The modes available'
have been selected to afford a high degree of flexibility with a minimum of control complexity. Ing is 5.2.1
as follows:
The control group-
(See figure 6 and Exhibits 12 and 13)
Power Controls Primary power for the system is
controlled by a single
switch located on the instrument panel.
Individual
circuit breakers for each sub-system will be provided for test purposes but will not be located centrally. Included in the category of power controls will be the doppler and terrain clearance radar standby-operate switches. The switches included in this group are: *
"System Power"
*
"Doppler Standby-Operate"
*
'TCRS Radar Standby-Operate"
94. DOCUAS MIOOAFr COWPANY. INC. it UGUt0 WAS"
ME OUNDO. CACO,
Mode Controls Navigation S5.2.2 Three sources of navigation information are provided. The "Nay Mode" controls are used to select the desired navigation mode.
5.2.3
*
Doppler
*
Air Data
*
Nav Ref.
These controls are:
Flight Path Course Several alternatives are provided with regard to the c These controls allow
command course to be presented.
the pilot to select the course desired.
The controls
pvovided are:
5.2.4
*
Take Off
*
Course Hold
*
Nay Course
*
Bearing Command
*
Homing
*
Land
Flight Path Attitude In all modes of operation with the exception of "Take Off" and "Land" a flight path attitude must be selected in addition to a course mode.
The modes provided to
control flight path attitude are: *
Max Range
*
Max Endurance
*
Vertical Rate
95. OOUALAS N•M
COWWWC.
ILC UNCO "SON
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S* Alt Hold
5.2.5
*
Pre-Select Alt
'
Terrain Follow
Flight Path Reset The flight path reset button is pvovided to allow the pilot to clear from his displays the flight path symbols. This allows him to enter new commands or fly without a flight path being displayed.,
5.2.6
Data Entry and Course Set One of the primary functions of the horizontal display is
to pro ide the input source for the navigation section
of the computer.
This function is
obtained by utilizing
the data entry and course set controls.
5.2.7
*
Present Position
*
Position 1
*
Position 2
*
Nay Station
*
Data Entry
*
Course Set
These are:
Map Modes The map presented on the horizontal display has two modes of operation.
£
*
Moving Map
*
Fixed Map
These are:
96. DOOG&
AIM
5.2.8
CP•WA V1W.
IL tGUNWO DMO
U SIUNOMO CAWW
Bearing Selector The bearing cursor on the horizontal display has three sources of information.
The bearing selector controls
the source of information being displayed.
This-control
has the following positions:
5.2.9
*
Computed Bearing
*
ADF Bearing
*
OMNI Bearing
Radar Display Control The type of radar information being displayed is led by the radar display control.
control-
This control has three
positions which are: *
Ground Map Terrain Avoidance (Azimuth scan through vertical flight vector) Off
5.2.10
Map Scale The map presented on the horizontal display has three scales.
These are:
*
Master
*
Enroute
*
Terminal
Consideration is
being given to provide for a fourth
scale for the HU-lA 5.2.11
RAILS Select In the HU-lA,D provision will be made for a button to
I
i
97.
y DOCUGAS ANC*AFT COMPANV, I*C
It WGLOO DIVISION
it MOUNDO, CANOMA
select the RAILS landing mode.
In this mode the RAILS
symbology aguld appear on the horizontal display instead of the map.
5.3
OPERATIONAL DESCRIPTION The system is
capable of operating on one of several
modes or combination of modes.
Mode selection is
performed by the pilot through the use of an integrated control network.
The system is
programmed to respond to
the activation of these controls.
Examples of the func-
tional use of the pilot controls and their relation to the primary and auxiliary displays is
presented in
the
following mode descriptions. The arrangement of these controls is
shown in
figure 6
and Exhibits 12 and 13 for the J-50 installation, Exhibit
(
and in
14 for the HU-IA installation.
.
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6.0
It SOUNOC
CUO
FACTUAL DATA - SYSTEM INSTALLATION
Location of equipment in the J-50 and HU-1A in shown
in Figures 16 and 17.
The aircraft will be modified
to provide maximum accessibility for installation, removal and maintenance as well as providing for maximum crew effictiveness.
Details of installation provisions, cooling provisions and interconnect wiring will be determined on a model shop basis after receipt of the aircraft.
A wooden
mockup of the J-50 fuselage from the baggage compartment forward has been constructed to aid in general arrangement of instruments and controls.
This mockup
will also serve to take the first rough cut at equipment installations.
Figures 18, 19, 20, 21, and 22
are photographs of the mockup.
6.1
J-50 Aircraft Description & Modification
6.1.1
The J-50 Beechcraft Twin - Bonanza is an all metal, six-place, low wing, twin engine cantilever monoplane, with retractable triangle landing gear and full complement of standard engine and flight instruments. The aft two seats will be removed and the instrument panel revised for the display system installation.
a.
Power Plants
Two Lyooming six-cylinder 1650-
L80-AlB6 engines, rated at 320 hp at 3200 rpm
at sea level and 340 hp at 3400 rpm for take-off.
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Figure 21.
MOCKUP-
PILOTS INSTH.
PANEL
119.
Figure 22.
M4OCKUp
-
0
PANEL -PILOTS INSTh.
120.
V suuaOs mum"M.ow.
C.
121.+ oc. a mwimoMO
b.
a
ueo.
Propellers:
cmNOS
Two Hartzell 3-blade,
constant speed, c.
Fuel:
full feathering,
hydraulically controlled propellers.
100/130 minimum octane avaition gasoline.
Two 44 gallon main tanks'and two 71 gallon auxiliary tanks contain the usable fuel (146 gallons maximum for the display system installation). d.
Manuevers:
This is
Aerobatic maneuvers, e.
Maximum Weight:
a normal category airplane. including spins,
7300 lbs.
prohibited.
(Take-Off) 7000 lbs.
(Landing). f.
Controls: Conventional 3 control system with dual "W" type control wheels.
6.1.2
Equipment Location Installation of the equipment in the J-50 is Exhibit 25.
shown in
The aircraft modification can be divided
into 7 general areas: Nose - Revise the forward nose structure for the installation of the terrain avoidance radar antenna and asso-'ý ciated radome. Forward Equipment Compartment - Add equipment racks for mounting new equipment. Instrument and Center Console Panels - Remove the instrument panel and sub-panel.
Add display system instruments
for the pilot and conventional instruments for the copilot.
Revise the center console panel,
i.e.,
re-route
trim cables and relocate emergency landing gear down pump,
oil shutoff switches,
generator circuit breakers
DOIIUG
COIMAN
OX.
R
aand
UGDO WMM
IIR
CMOIM IU"0
landing gear circuit breakers.
Add horizontal
display instruments.
Placement of the horizontal situation display in the position shown in Figure 6 was determined by the following two factors.
(1) It was desired to place the horizontal situation display in the horizontal plane to retain the ANIP concept that information from a particular plane should be displayed in that plane. (2)
It was desired to keep the modifications of the aircraft to a minimum.
The optimum position for this display in a production configuration would be in a horizontal plane directly below the vertical display.
This position was not
chosen for this system installation because it would require a major modification to the control system. Cabin - Revise pilot and co-pilot seat removal installation to prevent interference with the new center console. Aft Fuselag
Remove the aft two passenger seats.
- Revise the lower airframe structure for
the installation of the Doppler Receiver-Transmitter. Add the autopilot servos.
Add the main and standby
inverters.
I
U"
123. SOUG
AS•,M1 COW.A
L[
NC
UGOUWOMWIM
Wr•i
-
.tWSIUNOO,CM
The C-il flux valve will be installed in the
wing to minimize interference problems.
The angle of
attack sensor will be installed in the wing to keep the sensor from being affected by propeller blast. 6.2
HU-1A Aircraft Description Installation of the equipment in the HU-lA is in Figure 11 and in Exhibit 26.
shown
A wide cabin with
large volume permits the utility type aircraft to be used for the evaluation of the proposed display system. Weight and balance of the aircraft has been obtained in accordance with the TM-55-1520-207-l0 Operator's Manual.
Performance information may also be obtained
from this manual.
6.3
Power System Description
6.3.1
J-50 The primary power system in the Beechoraft J-50 airplane is 28 V.D.C.
powered from two engine
driven paralleled generators. provided from two 12
I
Battery D.C.
power is
124. S
MMM CW*N, OCUMGAN
#C
L MUO~NDO AIVION
R ESAISO. CAMNOWA
.
t -
volt, 33 ampere hour batteries connected in series.
A
115 volt A.C. 400 c.P.s. power source is not provided. The 100 ampere generators that are furnished with the airplane are replaced with 300 ampere generators to supply the added AAAIS load.
The existing voltage
regulators and generator relays are retained for control of the new generators. A 3000 VA main inverter is provided to power the added A 500 VA emergency inverter
115 volt 400 C.P.S. load.
is provided to power the A.C. loads required for communication radio, navigation radio and instruments in case of failure of the main inverter.
Refer to Figure 23 for
the schematic of the revised power system. The maximum continuous 28 V.D.C. load (Take-off and climb on the two paralleled generators is as follows: Existing loads and added radio loads
163 A.
3000 VA main inverter Display System D.C.
81 A.
55 A.
load
15 A.
ASW-12 A.F.C.S. Total
314 A.
J-150
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C
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GEN. FAILURE
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C. LOADS
NOTE 4 ~4E0 1. DCTTF-D LINE1 1NDICATT= E-QUIpMENT V=UWM1 WIMk AMPLANS PREVIJOU* TO MvODIFtCATION*
M &u arU.
x
3
_
DOUGAS ANOCWFCOMPANY
6.3.1
WNCR SEUNDO WYSN
R 1605400 CAUUOWSE
(J-50 Continued) The normal continuous 28 V.D.C. load (Cruise Condition) is as follows: Existing loads and added radio loads
62 A. 163 A.
3000 VA main inverter Display System D.C. loads
55 A.
ASW-12 A.F.C.S.
15 A.
Total
295 A.
The continuous output of the two paralleded 28 V.D.C. generators is: 2 X 300A. X .9 = 540 A. The display system and A.F.C.S. electrical loads are automatically monitored-upon failure of one generator. The maximum continuous 28 V.D.C. load with one 300 ampere generator operating is as follows: Existing loads and added radio loads
81 A.
Emergency 500 VA inverter
35 A. Total
116 A.
Upon failure of both generators, remaining non-essential loads must be manually switched off in order that battery power for essential loads be available.
Ii
II J II1Hl• K:]"•. .. .... "........-I IIIIlI I IllI!,,,,,,
1.27. DOUGANSCM
-
6.3.1
CO1AN.
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OM
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llA
J-50 (Continued) The maximum continuous load on the 3000 VA main inverter is as follows: 95 VA
C-lI Compass System
240 VA
D.M.E. AN/ARC-73 VHF Nay/Corn Radio
26 VA
Terrain Clearance Radar System
900 VA
Doppler Radar
125 VA
Computer
340 VA
Display Generator
350 VA
Airspeed Display Synchro
35 VA
Vertical Displacement Gyro
37 VA
Angle of Attack System
14 VA
Air Data System
50 VA
Altitude Display Synchro
35 VA
Fuel Flow Sensors
40 VA
ASW-12 AFCS
138 VA
Electric Horizon
45 VA
Map Scanner
50 VA
SCAT Signal summing unit (Provisions Only) 115 VA Total
2635 VA
The maximum continuous load on the emergency 500 VA inverter is as follows: C-11 Compass System
95 VA
Electric Horizon
45 VA
D.M.E.
£AN/ARC-73
240 VA
VHF Nay/Corn Radio Total
26 VA 406 VA
r
~~OUOW@A ANWUP COMPAN,
C. IL UGW0UDON 0
a
OUNSO
CIINOWA
Transfer from main to emergency inverter will be accomplished manually.
VOUOLAS
AM cWPANY. Wc
WOA4 PO
1
a USODO. CIOA
J-50 Power System Added Components
Req 300 Ampere 2
Bendix 30E20-11,
Width 6 9/16
Height
(Each) 46//
58//
3000 VA 3ý Inverter
1
7 i/4"
18"
500 VA Iqverter
1
6 1/2"
13"
8 1/2"
D.C. Bus Tie Relay
1
3 5/16"
3 5/8"
4 5/8"
2.55#
A. C. Monitor Relay
1
2 11/16"
3"
3 5/16"
0.8//
A.C. Voltmeter
1
2" (Dia.)
2 9/16"
0.7,#
Frequency Meter
1
2" (Dia.)
4"
1.1#
Voltage/prequency Selector Switdh
1
2" (Dia.)
1 5/8"
0.2#/
Overvoltage Relay
2
2 15/16"
4 55/64"
4 27/32"
1.8/f
External Power Relay
1
2 7/16"
5 1/2"
4 1/2"
2.6#/
Generator Field Relay
2
4 1/2"
5"
4 1/2"
3.0//
Ammeter Shunt
2
1 3/4"
3 1/4"
1 5/8"
0.3#
D.C. V/A Meter
2
2"(Dia.)
3"
I 6
.. . ...... C •. ... +,,,
I#L
Lenghth 11 13/32
(Dia.)
Generator
(
Weight
Size
No.
.. .
ii Jlltl l I[I . .. . ...
. . . ... +
1i"
25#f
0.O/7
130.
H-A S16.3.2 The primary power system in the HU-lA helicopter is
28 VDC powered from a transmission driven 300 ampere main generator and an engine driven 100 ampere standby starter/generator.
DC power is also provided from a
24 volt, 24 ampere hour battery. A.C. Power is supplied from a 250 VA, 115 volt main inverter and a 250 VA, 115 volt non-operating spare inverter.
The 300 ampere main generator that is furnished with the helicopter will be replaced with a 400 ampere unit to supply the added AAAIS load.
The existing voltage
regulator and over-voltage relay will be retained for control of the new generator.
The 100 ampere standby
generator and controls will be retained without change.
The main 250 VA 115 Volt inverter will be replaced with a 3000 VA, 200/115 volt, 3 phase unit to power the added AAAIS load.
The spare 250 VA 115 volt inverter
will be retained to power the helicopter existing (essential) AC loads in case of failure of the main inverter. Refer to Figure 24 for the schematic of the revised power system.
( 2. ...
. ..
..
. ... . ..
- ~l u i
HU- 1A
ELECTRICAL I
LOD4METER
Dace
3400 VaV .L~
8 V.GEN.
GEN
IA~TREABMT
131
T7RCAL POWER~Tv CONTROL5 M~AN GrmL.,SWrT:H STAWDBY GEN. 5wflm 2~w
-
BATTERY $ONITCN
MCcT-
es~o.NONaES r=XISNGx D.C.
5 U5 i5WirrcH
INVERTER 51VIfCH
0)4 C&.OD
>.F
MAIN GEN. FAILURv yV, LKE DISPAY. DNSAY . tM.0 S-~IB OGN. FAILUIM N.F.NAV.COM.INVERT R FrAJLURE D.~C.S, PGii LO
C.
VA
M170ROMN CON VERTMR
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MMT~tELAYAM
NOTE% L EXWTTF-
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pFURSHE WVrH HU-IA
TO
MODIFICATION,,
PREVIOU5
FIGUIE 2.1f
Aim) 7DOUGLA
1
AMCRWICOMPANY. WKC. IL SGNDOL MSONO St SEGUNDO. CNNONSA
6.3.2
HU-lA (Continued) The maximum continuous 28 VDC load (take-off) on the 400 ampere main generator will be as follows: Existing loads & added radio loads
155.A.
3000 VA main inverter
157.A.
Display System D.C.
load
31.A.
ASW-12 A.F.C.S.
15.A. Total
358.A.
The normal continuous load during cruise condition will be substantially the same as the load during take-off. The 100 ampere standby generator is automatically connected to the primary D.C. main generator.
bus upon failure of the
At the same time, the existing non-
essential loads, the display system loads, AFCS,
DME,
VHF navigation/communication receiver, and the 3000 VA main inverter loads will be automatically monitored. The maximum 28 VDC load with the 100 ampere standby generator operating will be as follows: 2 Min. Existing Loads
30 Min.
114.6
85.7
Additional Load on Spare Inverter
2.5
2.5
V.I.P.S.
0.5
Negl.
Total Upon failure of both generators,
117.6
88.2
the portion of remaining
loads that are not required must be manually switched off in order that available.
battery power for essential loads be
Vg
133. DOUGLA
mawOE
6.3.2
COWMPAY
aic
OKSEGUND
0N&
a
SEUN
CNNOMIA
HU-IA (Continued) The maximum continous load on the 3000 VA main inverter will be as follows: Existing HU-IA loads
130 VA
Additional Compass load
60 VA 240 VA
D.M.E. VHF Nay Radio OMNI converter
(
26 VA
Terrain clearance radar
900 VA
Doppler Radar
125 VA
Computer
340 VA
Display Generator
350 VA
Vertical Displacement Gyro
37 VA
Airspeed Display Synchro
35 VA
Altitude Display Synchro
35 VA
Air Data System
50 VA
Fuel Flow Sensor
20 VA
ASW,12 AFCS
138 VA
Map Scanner
50 VA Total
2536 VA
The maximum continous load on the spare 250 VA inverter will be as follows: Existing HU-lA loads
130 VA
Additional Compass load
60 VA Total
190 VA
Transfer from main to spare inverter will be accomplished manually.
134. DOMGLA
ONO A NOUNO, CAW**"M
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AiJAhT COWAWY.
HU-lA (Continued)
6.3.2
POWER SYSTEM
Added or replaced components
No. Req. Width
Item
Size Length
Height
Weight (each)
Jack & Heintz type 30010 28 VDC Generator Modified to provide 400A. cont. output
1
8"
12"
8"
52#
3000 VA, 200/115 volt 3 phase main inverter
1
7 1/2"
18"
li"
58#
Generator Relay 600 A.
1
4L"
51/2"
3 7/8"
3.7#
Generator Field Relay
1
4 1/2"
5"t4
1/2"
3.0#
D.C. Bus Tie Relay
1
3 5/16"
3 5/8"
4 5/1'8
2.5#
External Power Relay
1
2 7/16"
5 1/2"
4 1/2"
2.60
Loadmeter Shunt
1
1 3 /4"
3 1/4"
1 5/S'
0.3#
2"
2"
3"
2.5#
1 200/115V. Wye to 115V Dbita Transformer, 250VA Frequency Meter
1
2" (Dia)
4"
-
1.1
A.C. Voltage/Frequency Selector Switch
1
2" (Dia)
I 5/8"
-
0.2#
A.C. Monitor Relay
1
2 11/16"
3"
3 5/16"
0.8
I
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135. COCUMOVA M
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Weight and Balance Weight and balance studies of the equipment
installations
shows them to be compatible with the center of gravity
I
limits and gross weights of the aircraft.
Center of
gravity shift limits for the J-50 are indicated on the scope drawing of Exhibit 25. The detail weight and balance statements are included in
(
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I
Exhibits 27 and 28.
136.
6.5
J-50 Performance Summary (data based on J-50 Flight Handbook 50-590130-3,
dated Nov. 15, 1960)
7300
Take-off Weight (Max Gross) (Ib) Minimum Take-oft Distance (200 Flap)(No Wind) Ground Roll
(ft)
1260
Total over 50 ft. obst.
(ft)
16O40
Gear & Flaps up
(mph)
95
Gear & Flaps down
(mph)
85
Stalling Speed (Power-off)
Rate-of-Climb Two Engines at Sea Level
(fpm)
1270
One Enginer at 5000 feet
(fpm)
136
Service Ceiling (100 ft/min R/C, 7000 lb gross wt) Two Engines
(ft) 29,000
One Engine
(ft) 12,200
High Speed at 12,000 Ft
(mph)
235
Maximum Range (No allowance for warm-up, taxi,take-
off or climb to altitude. No reserve) 230 Gal 137 Gal
65% Power at 10,000 ft (mi) Cruise speed
(mph)
45% Power at 15,200 ft (ait) Cruise speed
(mph)
845
1400
207
207
980
1650
178
1178
Endurance (No allowance for warm-up, taxi,take-off No reserve). or climb to altitude. 137 gal 230 Gal
cl
65% Power at 15,200 ft (hr)
4.10
6.8
45% Power at 15,200 ft (hr)
5.10
9.2
137.
7,iO
(Ib)
Landing Weight
Minimum tanding Distance (Pull Flaps-300 )(No Wind) Ground Roll
(ft)
1000
Total over 50 ft obstacle
(ft)
1840
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DOUGLA
6.6
COM!WAPN W-C It S@UNO MEYS
IL OUPWO06 CAUPOUA
J-50 Airworthiness Certification The modifications and/or additions to the J-50 will
comply with current FAA requirements for this airplane catagory.
The FAA has been contacted and knows the
general extent of the program.
Continuous liaison
will be maintained with the FAA so that requirements will be met before certification is requested. Human Factors Current crew comfort and safety features will be preserved The displays and system controls for the new equipment will comply with the concepts of human engineering.
The
co-pilot will have sufficient conventional equipment.
(
Performance and Flying Qualities Minimum flight and ground handling characteristics throughout the existing envelope will remain unchanged. Strength The modifications and/or additions to structure will comply with current requirements and will be fully substantiated by strength analysis and/or proof load reports where required.
All
139.
move"s *MMY CO*W be. a MKWMiO BPIsau T7.0
a N0W06 CMNOUM
FACTUAL DATA - TEST PROGRAM
Testing of the equipments to be installed will beaccomplished on three levels:
Component testing
upon receipt from the Government, the vendor, or the Douglas Production Facility; system testing upon installation in the aircraft; and flight testing. Equipment installation and structural modifications will be substantiated by strength analysis.
Proof
load testing will be performed where required for FAA airworthiness certification. 7.1
Component testing of Government and Vendor Furnished Equipment will be performed in accordance with test procedures and equipment frunished by the goveienment
or by the vendor of the equipment.
This testing will
assure that the units are acceptable upon arrival at Douglas. 7.2
System Bench Testing will be performed in the aircraft, first on a sub-system basis, and then on a total system basis.
Use of the aircraft as the bench saves the
expense of duplicating of wiring harnesses, saves time in checking out aircraft power and wiring systems, and brings out electrical Interference problems at an early stage of the program
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Flight Testing will be limited to that required for the aircraft to prove airworthiness and that,'requtred for the system to prove it
to be operational.
System
evaluation will be conducted by the Army. 8.0
Program schedule information to presented in Exhibit 30.
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The Advanced Army Aircraft Instrumentation System as defined herein will represent a significant improvement in
aircraft instrumentation.
The
design of th:,s system has advanced to the point of finalization of equipment specifications and, upon approval of the Army,
the letting or subcontracts
to Obtain the equipment. Two significatht problems which occurred during the Design Plan phase are: (1)
The difficulty in
obtaining the reduction factor
of 270X for map information as originally proposed to put a 1000 X 1000 NM map on a 4J X 4
slide.
This problem has been resolved by changing the map storage to 70an film strips involving a reduction factor of 1oX. (2)
The determination of map projection and pap content to be used.
The projection problem was
resolved by assuring that the computer will handle any map protection transformation. decision on map content is
The
being joint&* worked
upon by Douglas and USASRDL.
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142. DOWM" MOM COMPANY HG.
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PROGRAM FOR NEXT INTERVAL
The program for the next reporting period, contingent upon the
cont.aot Item 1 Design Plan approval and
authorization to proceed with
Items
2 thru 6, will
consist of the following: (a)
Vendor coordination effort
br finalization
of the respective equipment specifications. (b)
Formalization of the respective sub-contracts for submittal
(c) (d)
to the Army for approval.
Detail equipment and aircraft installation design. Rework of J-50 aircraft for installation of the system components.
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Identification of Key Technical Personnel V., D. KIRKLAND Assistant Chief Design Engineer, Avionics, Aircraft Division Education:
B.S., Purdue University,
1948; M.S.,
University of Notre Dame in 1950. Mr. Kirkland Joined the Douglas Company shortly after graduation.
His present position of Assistant Chief
Design Engineer was reached through experience as design specialist, aircraft automatic controls; design specialist, missile guidance; chief, analog computing facility, and section chief, missile guidance.
Mr. Kirkland's spec-
ialty is in the flead of electronic automatic flight
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control systems.
$a
144.
E. L. WITTEN Chief, Navigation and Displays Section, Aircraft Division
Education:
B.S., Electrical Engineering, University of
Louisville, Kentucky, 1943. Mr. Witten has been employed by Douglas Aircraft since graduation on assignment such as radar and communication equipment evaluation, design of remote control equipment and integral alirplane antenna systems, and system evaluation
vendor coordination
df the AERO X24A fire control system,
avionic proposals for the XVA airplane and the Eagle
missile system.
He is chief of the Navigation Display
Section which is responsible for the weapons and navigation and instrumentation systems on the A4D airplane, the photographic system on the A3D airplane, and instrumentation and navigation systems
on commercial aircraft.
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w . R. MORELAND Navigation and Displays Section
Assistant Chief, Education:
B.S.,
Electrical Engineering,
Institute of Technology, Engineering,
1954; M.S.,
Illinois
Electrical
California Institute of Technology,
Since 1955, Mr.
1955.
Moreland has handled numerous areas of
design effort for Douglas,
including power boost and Full
power aircraft control system design, autopilot and automatic air-to-air Fire Control system synthesis, analog computer simulation studies, advanced aircraft systems proposal studies, and missile
automatic
control systems.
He was responsible for the analysis and applicability study of an inertial navigation system for light-weight, high performance aircraft. Since 1959, he has engaged in
various ASW projects,
ticlud-
ing technical responsibillyr for the design and development of an automatic signal data analyzer for submarine explosive echo ranging Fire Control Systems.
His present position is
Systems Engineer for ASW and Weapons Systems. While still
in
school, Mr. Moreland accomplished work for
the Barber-Colman
Company,
acquiring a well rounded back-
ground in electro-mechanical actuators and aircraft automatic control systems.
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J. H. KENDALL Design Specialist - Navigation and.pisplay Section Mr.
Kendall employed by Douglas since 1952, has devoted
his efforts almost exclusively to theftield ot weapons system design, analysis, and control.
Major programs-
responsibilities have included analog computer simulation of the complete Aero X24A/45D-- Fire Control System, design of radar display simulators for human factors studies, F6D-l Eagle Missile Control System, and A3D-2Q Doppler Navigation System.
He has also
been involved in every major proposal effort since he came
to Douglas which includes both aircraft and
missile weapons systems.
His present Job is
head of
the Design and Installation Group of the Navigation and Display Section.
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J.N. CAlOW Design Specialist, Navigation and Displays Section Education:
B.S., Electrical Engineering, Duke University.
Mr. Cahow Joined Douglas in 1950 after 2 years with U. S. Electrical Motors in the design and testing of induction motors.
His experience at Douglas includes 3 years of
aircraft radio and power system design, installation and testing; and 7 yearsfof equipment integration, design, and testing of airborne electronic fire control, navigation, and bombing systems.
He specializes in controls
and displays for electronic systems.
14'I8. MUM"
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V. E. HAMILTON Design Specialist, Navigation and Display Section, Aircraft Division Education:
Studied Psychology, University of Southern
California;
Space Technology, Modern Engineering Physics,
University of California at Los Angeles; Human Relations in Management, Loyola University. Mr. Hamilton joined the Douglas Company in 1939.
In
1955, Mr. Hamilton specialized in optics by taking special courses, and later developed cllimated sights and pilot display projection optics.
Further technical contributions by Mr. Hamilton include: Optical detectors for biological and chemical warfare devices. Gunsight and cathode-ray tube (CRT)
optical projectors.
Engineered Optical development for surveillance satellite. Directed special development of' instrument lighting and dichroic
coatings on optical surfaces.
Invented special ambient light-trapping filters
for
CRT and electroluminescent panels. Several articles by Mr. Hamilton have appeared recently in technical magazines. He is
C
a past president cd the American Optical Society.
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150. 13.0 DISTRIBUTION LIST U. S. ARMY SIGNAL R&D LABORATORY Fort Monmouth, N. J. SIGRA!/SL-SVN Distribution List for First Quarterly Report by Douglas Aircraft Co Inc. Contract DA-36-039 SC-67354 No. of Copies 1 I 2 1 1 1 I
S1 1 1 1 2 1 1
S1 1 10 1 1
S
Distribution List OASD(R&E), ATTN: Technical Library, The Pentagon, Washington 25, D. C. Chief of Research and Development, OCS, Department of the Army, Washington 25, D. C. Chief, U. S. Army Security Agency, Arlington Hall Station, Arlington 12, Va. Deputy President, U. S. Army Security Board, Arlington Hall Station, Arlington 12, Virginia Chief of Transportation, ATTN: TAFO-D, Department of the Army, Washington 25, D. C. Director, U. S. Naval Research Laboratory, ATTN: Code 2027, Department of the Navy, Washington 25, D. C. Commanding Officer & Director, U. S. Naval Electronics Laboratory, San Diego 52, California Commander, Aeronautical Systems Division, ATTN: ASAPRL, Wright Patterson Air Force Base, Ohio Commander, Aeronautical Systems Division, ATTN: ASNPFC (C. J. Jolly), Wright Patterson Air Force Base, Ohio Commander, Air Force Cambridge Research Laboratory, ATTN: CR0, L. 0. Hanscom Field, Bedford, Mass. Commander, Air Force Cambridge Research Laboratory, ATTN: CRZC, L. 0. Hanscom Field, Bedford, Mass. Commander, Air Force Cambridge Research Laboratory, ATTN: CCSD, L. 0. Hanscom Field, Bedford, Mass. Commander, Rome Air Development Center, ATTN: RAALD, Griffiss Air Force Base, N. Y. 1 Commanding General; U. S. Army Electronic Proving Ground, ATTN: Technical Library, Fort Huachuca, Arizona Director, U. S. Army Board of Aviation Accident Research, Fort Rucker, Ala. President, U. S. Army Aviation Board, Fort Rucker, Alabama Commander, Armed Services Technical Infromation Agency, ATTN: TIPCA, Arlington Hall Station, Arlington 12, Va. Commanding Officer, U. S. Army Transportation Materiel Command, ATTN: L. A. Bell, Air Br, Stnd Div, P. 0. Box 209, St Louis, Missouri Commanding Officer, U. S. Army Engineer Geodesy, Intelligence Mapping Research and Development Agency, ATTN: ENGGM-SS (Tredwell) Fort Belvoir, Va.
151.
No. of Copies
1 3 1 2 1 3 9
Distribution List (contd)
AFSC Liaison Office, Naval Air R&D Activities Command, Johnsville, Penna. U. S. Continental Army Command Liaison Officer, U. 8. Army Signal R&D Laboratory, Fort Monmouth, N. J. Corps of Engineers Liaison Office, U. S. Army Signal R&D Laboratory, Fort Monmouth, N. J. Marine Corps Liaison Office, U. S. Army Signal R&D Laboratory, Fort Monmouth, N. J. Commanding Officer, U. S. Army Signal R&D Laboratory, ATTNt Director of Engineering, Fort Monmouth, N. J. Signal R&D U. S. ArmyDivision, Officer, Commanding Monmouth, ATTN: N. J. FortLaboratory, Chief, Technical Information Commanding Officer, U. S. Army Signal R&D Laboratory, ATTN: SIGRA/SL-SVN, Fort Monmouth, N. J.
This contract is oupervised by Mr. Billy L. Gibson, Navigation & Flight Aids Branch, Avionics Division, Surveillance Department, U. S. Army Signal R•&D Laboratory, Fort Monmouth, N. J., telephone 201-59-61415.
(
