RU2550887C2 - On-board integrated crew support information system and cognitive format of presenting flight information at take-off phase of multi-engine aircraft - Google Patents

Abstract

FIELD: physics, computer engineering.

SUBSTANCE: group of inventions relates to self-contained digital integrated systems of on-board equipment of multi-engine aircraft. The on-board information support system comprises a take-off dynamics module, an altitude-speed and meteorological parameter module, a flight characteristics module, an aerodynamics module, an engine thrust module, an aerodrome database module and a global database of the topography of the underlying surface EGPWS of high precision in 3D format and minimum safe altitude, an analysis and decision-making module and other modules. The disclosed cognitive format of presenting information on a flight display includes a synthesized display of the runway with an axial line, the runway threshold, display of the boundaries of maximum allowed lateral deviation of aircraft take-off run and other vital displays. The flight display, on the background of the windscreen, further displays commands to raise the nose wheel, take-off, accelerate the aircraft to safe climbing speeds and commands to maintain an optimum pitch angle at the airborne part of the take-off distance, as well as commands to turn and emergency climb to prevent collision with the underlying surface and manmade obstacles. The formats of said parameters are displayed using principles of activating visual perception of information in information support of the crew in cognitive operations of the crew using principles of artificial intelligence, completeness of information presentation, relevancy and interactivity.

EFFECT: easier control of aircraft and safer flights.

20 cl, 10 dwg, 3 tbl

Description

The group of inventions relates to autonomous digital integrated systems of onboard electronic equipment of multi-engine aircraft (CICBO MVS), in particular, to on-board integrated systems of information support for the crew of a multi-engine aircraft (BISIP MVS), which are designed to prevent aircraft accidents and serious incidents (IPSI) stage "TAKEOFF", and to the systems of visual support for the cognitive activity of the crew by creating new formats for displaying flight information tion (aerobatic, navigation, parameters of power plants and MVS systems, environmental parameters of the cockpit space).

BISIP MVS is an electronic measuring and computing system with enhanced functionality to provide the crew with information support at the stages of pre-flight, pre-launch training, modes of movement along the aerodrome working area, taxiing, take-off and runway runway and in the air section of the full take-off distance for account of a significant increase in the level of situational (informational) awareness and serves to provide the crew with complete, reliable, relevant, consistent and inter active information and the presentation on the inside-cab indicators of only significant parameters that are critical for making decisions on managing the aircraft at the take-off stage.

BISIP MVS contains an autonomous improved on-board integrated complex for visualization of flight parameters (BIKVPP), an improved autonomous on-board integrated complex for visualization of parameters of the underlying surface of the environment of the cockpit space (BIKVZKP), which operates in real time regardless of actual weather conditions at any time of the year or day. and regardless of the technical characteristics of the underlying surface of the environment, the early warning system is one hundred collision of the underlying surface and artificial obstacles thereon air takeoff distance portion to the implementation of the algorithm "lookout", an early warning system of collision with moving and fixed obstacles and the dangerous closing velocity with them when moving the MFR of the movement area.

The BISIP MVS additionally has a system for warning “tail strikes” of the MVS during runway take-off, an improved system for preventing stalling in the air section of the take-off distance, a system for monitoring the runway run-off with predictive and real measuring and computing channels for determining the parameters of take-off run dynamics, and a take-off warning system with configuration of wing and stabilizer mechanization that does not meet the requirements of the flight operation manual (RLE), braking monitoring system (permanently main, emergency and emergency) and preventing takeoff on the parking brake and braked pneumatics, an improved control system for take-off and landing devices (VPU): the position of the chassis and the front landing gear relative to the marking lines of parking lots (MS), taxiways (RD), runways, monitoring the technical condition of the chassis pneumatics - quantity and integrity, a take-off warning system with locked rudders and ailerons and an improved crew error warning system for managing engine thrust reverses. The BISIP MVS also contains hardware and software for crew information support on making correct management decisions in a rapidly changing aerodynamic environment, aimed at preventing airborne missile systems due to aircraft failures, adverse effects of external factors, minimizing erroneous actions and preventing crew inaction, and an improved hardware and software complex visualization of the relief of the underlying surface, implemented on the basis of a virtual display of the underlying surface, the best on-board integrated alarm system (BSAS), designed to intelligently support the cognitive activities of the crew. BISIP MVS also has an on-board operational-advising expert crew information support system designed to prevent aircraft accidents in the event of emergency situations and special cases.

The issues of ensuring the flight safety of an aircraft operated by two pilots and preventing the transition of complicated flight conditions or an emergency to a catastrophic situation depend to a large extent on the timeliness and correctness of the decision by the crew to control the aircraft, as well as the pace of operations prescribed by the crew’s work technology in accordance with RLE requirement. This is due to the fact that a crew of two pilots, in addition to direct responsibilities for steering control of the aircraft, has to fulfill the duties of other crew members: navigator, onboard engineer, onboard radio operator, although the solution to these problems is usually as automated as possible. However, the crew still has to be distracted from piloting to solve the problems of navigation, radio communications and the management of numerous aircraft systems and its power plants. In the inventive device, in order to increase the level of intellectual support of the crew, the activation of visual (figurative) thinking is used, which allows to relieve the mental activity of the crew. Developed new information display formats with dynamic indication of a multitude of simultaneously changing flight parameters allow the crew to anticipate further changes in the parameters - the future movement of the aircraft and its response to the control actions of the crew. The new format (visual display, symbology) of the crew information support at the TAKEOFF stage, developed using the principles of artificial intelligence and cognitiveness, is aimed at increasing the overall level of situational awareness of the crew, taking into account the completeness, reliability, relevance of the flight stages, interactivity, and throughput the human body to process information without the need for calculations, access to long-term memory, and in a rapidly changing environment and RAM, without the need for recognition and decoding of information and eliminates the inappropriate operation of wheel control, reduces the erroneous actions of the crew, as well as the level of uncertainty when deciding on MBC management solutions.

BACKGROUND OF THE INVENTION

It is known that during flight operation of the aircraft at the takeoff stage, the crew has problems ensuring its safety.

In order to identify the main causes of aircraft accidents and serious incidents (APSI), the authors conducted an analysis of the flight safety (BP) status of multi-engine aircraft at the TAKEOFF stage for their long period of flight operation [M.A. Yerusalim Statistical Overview of the Accident Data of Boing-747 Aircraft. M.A. Yerusalimsky Analysis of decision criteria for termination or continuation of take-off of transport category aircraft. Air fleet equipment - 2000 No. 6 (647) - LXXIV tons; Statistics of AP and SI at the “TAKEOFF” stage due to aircraft entering the stall mode http: //www/techavia.ru/math/modeling.htm; NTSB Statistics - United States (National Transport Safety Council)]. According to the NTSB, only between 1983 and 1990 there were more than 4000 APIs at the “RISE” stage of the MVS. From the analyzes it follows that in recent years, the aircraft’s airplanes have been continuously improving at all flight stages, except for the “TAKEOFF” stage, which is associated with the aircraft being rolled out of the runway during interrupted take-offs, stalling at the airspace of the take-off distance and collisions with obstacles while driving at the airport and at airway take-off distance. Analyzes of interrupted take-offs show that APIs occur at the same time for various reasons, of which engine failure is far from the main one. The main causes of missile launch during the take-off stage are deviations in the SU operation, traction reversal, failures and destruction of the landing gear systems, runway control, improperly selected by the crew configuration of the mechanization of the wing and tail, late decision to stop take-off, as well as factors that appear almost suddenly, unexpectedly crew, and factors operating during take-off and take-off.

The analysis of the state of the airspace control system at the “TAKEOFF” stage revealed that the main causes of air traffic control are:

- erroneous actions / inaction of the crew due to the late decision to stop take-off;

- poor runway condition;

- dangerous effects of external factors;

- failures of power plants and aircraft systems.

Analysis of API statistics, recorded over the past 30 years, and associated with the cessation of take-off, allows us to draw the following conclusions:

- more than half of the APSIS indicate the decision and the beginning of the crew’s actions at a speed exceeding V ₁ when it is practically impossible to prevent the aircraft from rolling out of the runway;

- More than 30% of AP occurred on a wet, snowy or icy runway;

- 25% of APs are associated with SS failures;

- About 25% of interrupted take-offs occurred due to the destruction of the pneumatics of the chassis and other failures of the MVS systems.

From the analysis of AP and SI, it was also revealed that the MVS crews make systematic errors:

- in the installation of the mechanization of the wing and stabilizer in the take-off configuration, depending on the actual meteorological conditions, the technical condition of the runway, the actual take-off weight and centering, the operating modes of the power plants, including the intentional installation of mechanization in a configuration that differs from the requirements of the flight manual;

- in the calculations of the required take-off speeds V ₁ , V _P.ST (V _R ), V _OTP (V _LOF ), V ₂ , V ₃ , V ₄ (hereinafter, the symbols correspond to those used in Part 25 of the Aviation Rules) and take-offs with reduced speed growth due to reduced thrust of the SU, braking of the pneumatics of the chassis, exceeding the take-off mass of the established restrictions, poor technical condition of the runway with subsequent rolling out of the aircraft beyond the runway;

- take-offs from short runways that do not meet the conditions for safe take-off;

- take-offs in excess of the maximum permissible take-off weights for actual take-off conditions, including intentional ones;

- disproportionate and uncoordinated movements by the governing bodies to raise the front strut and detach the aircraft, especially in the absence of visual visibility of the horizon line of the cockpit space (ZKP) with the subsequent touch of the runway fuselage with the tail;

- collisions of the aircraft with moving and stationary obstacles while moving along the airfield;

- Stall in the air section of the full take-off distance;

- collisions with terrain and artificial obstacles in the air section of the take-off distance;

- late termination of take-off due to deficiencies in the crew information support on the parameters of run dynamics, lateral deviations from the runway axis, take-offs with locked rudders and ailerons, runway malfunctions (rupture and separation of the chassis pneumatics, turn and hover of the landing gear in an intermediate position, control failure front rack, and the crew not installing the front rack control in the take-off configuration, dangerous braking of the main wheels of the landing gears during taxiing, take-off, mileage);

- unreasonable termination of take-off in case of failures of the MVS systems with which take-off is allowed;

- take-offs under actual weather conditions (FMU) that do not meet the requirements of the flight flight conditions and difficult meteorological conditions (SMU) in the absence of visual visibility of the runway center line and side light markers.

The studies also found that the prerequisites for aviation accidents and serious incidents (IPAI) are deficiencies in the requirements of guidance documents in the development of information support for the crew, for example, the absence in the Aviation Rules (AP-25):

- normalized parameters that control the position of the aircraft at the executive start for making a decision to take off (the maximum permissible lateral deviation from the runway axis depending on the technical characteristics of the runway and the type of aircraft; the maximum allowable longitudinal distance of the aircraft from the end of the runway in the take-off direction);

- requirements on the airspace of the take-off distance for displaying parameters intended to prevent collision with the underlying surface after separation of the aircraft, to prevent stalling and collision with obstacles in the process of additional dispersal of the aircraft to safe climb speeds V ₂ , V ₃ , V ₄ ;

- vision systems (visualization system for the parameters of the underlying surface of the ZKP) parking lots (taxiways), taxiways (RD), runways to ensure the safe takeoff of the aircraft in difficult weather conditions, including when the meteorological range of visibility on the runway is less than 200 m;

- collision avoidance systems with moving and stationary obstacles during movement of the aircraft along the airfield, operating in real time (lack of a visual-speech informant of dangerous distances to obstacles);

- improved integrated intellectual visual visual information on the parameters of the dynamics of the takeoff run of the aircraft on the runway and on the airspace of the take-off distance: the actual rate of increase in speed compared with the calculated (predicted) value, a rating system on the possibility of achieving speed V ₁ in the early stages of take-off run no further than L _FALSE , at least not later than three seconds before the AIM reaches a balanced distance at which it is possible, as a timely decision, to terminate safely zlet, and the safe continuation of take-off;

- visualization of the predicted (calculated) and actual parameters of the clean and full climb gradients with an assessment of the possibility of overcoming obstacles at the minimum allowable distances from the obstacle restriction surface;

- information on the command (director) control of the pitch angle to raise the front landing gear, separation of the aircraft, after-dispersal of the aircraft to speeds V ₂ , V ₃ , V ₄ .

One of the main drawbacks in the crew’s information support is the lack of crew awareness of the status of flight and navigation parameters, take-off and acceleration dynamics at take-off, operational parameters of the control system and aircraft systems in a rapidly changing aerodynamic environment due to imperfection of the aircraft warning system ( visual, sound and tactile). It should be implemented using the principles of early warning with a static and dynamic anticipation of the alarm to achieve controlled parameters of flight operational limitations, without the need for the crew to access long-term and operational memory to perform calculations, recalling numerous flight limitations of parameters, which in turn depend on weather conditions, take-off weight, flight altitude, flight speed, angle of attack and glide, configurations of wing mechanization and stabilization congestion, operating modes of power plants, the current location of the MVS, etc., that is, it should intellectually support the cognitive activity of the crew.

A number of foreign aerospace companies that are developing new technologies that are designed to provide takeoff and landing of aircraft in extremely adverse weather conditions, for example, in conditions of low cloud cover and visibility of less than 200 meters, are known from an analysis of the level of technology to ensure safe takeoff of the Aircraft. Currently, a number of EFVS (Enhanced Flight Vision System) and ESVS (Enhanced Synthetic Vision System) systems are known in the ICBO market. Kollsman, Inc (USA) offers the Kollsman All Weather Window system for operating aircraft in all-weather conditions. Gulfstream Aerospace Corporation has developed the EVS system, which includes an infrared sensor (IR) - Kollsman FLIR, HUD (Head Up Display) from Honeywell and software for processing and visualization of RFQ images.

BAE Systems conducted the Enhanced and Synthetic Vision Integrated Technology Evaluation (FORESITE), which confirms the feasibility of using optical and radar tools to solve aircraft take-off and landing tasks. A vision system is being developed, including infrared sensors and 3-mm radars for takeoff and landing (“Flight Safety Problems”, VINITI, issue 2, M., 2013, p.16).

CMC Electronics (Canada) developed two types of systems: СМА-2600 I - Series ™ and a cheaper version СМА-2610 М - Series ™ in which the first case uses cooled dual-band IR sensors (1 ÷ 3, 3 ÷ 5 μm) , in the second case, uncooled infrared sensors operating in the range of 8–4 μm. Work is underway on a system based on a millimeter radar. The display of the ZKP information is performed on the HUD flight indicator against the background of the windshield of the cockpit and / or MFI (multifunction display). A synthesized vision system (SVS) can also be installed to provide terrain data.

Max-Viz, Inc (USA) developed the EVS2500 system based on two infrared sensors: a long-wave - for imaging terrain and potential obstacles and a short-wave - for detecting bright runway signal lights. Information from both sensors goes to the IFI, where an improved display of the underlying surface of the RFQ is issued.

It is known that the Rockwell Collins EVS system generates infrared images of the underlying surface of the ZKP and displays them on the display of the flight-navigation system on the HGS-4000 windshield, developed by the same company.

However, all of the above EVS systems are sensor-display systems that transmit images received from sensors to the cockpit indicators. At the same time, the image quality strongly depends on WWF (external influencing factors): the actual state of meteorological conditions, the state of the runway cover, the presence of bright light sources on the runway.

In addition, at present, aircraft operate flights to unpaved runways and runways covered with snow, slush, moisture, ice, uncategorized airfields, in SMU, fog, snowfall and rainfall conditions, when the above-mentioned EVS cannot provide the crew with the proper display quality. Moreover, the above EVS systems do not solve the problem of automatic recognition and allocation of runways, taxiways, MS, obstacles. Therefore, the task of combining and displaying RFQ data simultaneously coming from television cameras of the visible frequency range, infrared cameras, millimeter-wave radars, laser locators (TV, IR, MMR, LL) is very important for obtaining high-quality RFQ display at any time of the day, any MU and for all types of runways, regardless of the type of coverage and contamination.

The leaders in the development of the latest systems for enhanced visibility of the cockpit space in real time (EFVS - Enhanced Flight Vision System) are: Sikorsky Aircraft Corp. (USA), Rockwell Collins Inc. (USA), Gulfstream Aerospace Corporation (USA), Honeywell International (USA), Garmin (USA), Aspen Avionics (USA), EADS Deutschland GmbH (Germany), Thales (France). Also known are the achievements of Russian scientists of FSUE GosNIIAS (vision systems, improved and synthesized vision), NPO RADAR MMS (a small-sized radar system that provides high-precision all-weather round-the-clock detection of GDP of aerodromes, with visualization of information on the windshield of the cockpit).

Patents of various Russian and foreign companies are known that partially solve the tasks of crew information support on take-off. For example, the known system for determining the maximum allowable take-off weight and alignment of the aircraft - RF patent No. 2400405, B64D 43/00, publ. September 27, 2010. In US applications No. 201022291, G08G 5/00, publ. 01/27/2011 and 2011130963, G01C 21/00; G06T 15/00; G09G 5/02, publ. 06/02/2011, applications EP 2355071, G01C 23/00; G08G 5/00; G08G 5/06, publ. 08/10/2011 describes methods and technical devices designed to increase the situational awareness of the crew about the current location of the aircraft at the aerodrome in the SMU through the use of synthesized means of displaying the aerodrome area, on which the current navigation parameters are superimposed. RF patent No. 646557, B64D 31/14, published on 05/20/2005, describes a control system for locking the rudders and ailerons in order to increase takeoff safety by eliminating the possibility of takeoff with locked rudders and ailerons.

There are patents that describe systems that allow you to control and manage parameters on take-off:

- a system for determining the location of aircraft on the runway during the take-off run until reaching speed V ₁ , with analyzers of the possible place to stop the aircraft on the runway during stopped take-off, with indicators of engine thrust insufficiency - application EP No. 2328054, G05D 1/00, published 01.06.2011;

- a visualization system for runway-related parameters, environmental meteorological conditions, take-off dynamics parameters - PCT application No. 2007006310, B64D 43/00; G05D 1/00, publ. 2007-01-18.

These inventions, despite the fact that they increase the level of flight safety at the “TAKEOFF” stage, have a number of significant drawbacks, for example, they do not provide the crew with information support about readiness / unpreparedness for take-off, and they do not generate an integrated signal to continue / stop take-off when discrepancies of the set of controlled parameters at the take-off stage to the requirements of the flight control standards and do not provide the crew with a complete set of parameters critical for making decisions on controlling the aircraft at the take-off stage, and They read the crew with information about the parameters of the external out-of-hull environment, which does not allow for a safe take-off to the SMU.

In particular, some technical devices designed to increase crew awareness of the current position of the aircraft at the aerodrome in the conditions of SMU are non-autonomous and require the use of complex technical devices located on the taxiway, runway, which ensure operability in conditions of WWF (snow, rain, high humidity) is a difficult technical problem. Systems designed to prevent takeoff with locked rudders exclude the possibility of starting the engines in a riser, while in conditions of adverse WWF (icy state of the MS, taxiway, strong gusty wind), it becomes necessary to perform a taxiing procedure with all the engines running and the locked rudders to avoid they are damaged by a strong gusty wind, and the systems for visualizing the out-of-doors environment do not function in real time and cannot detect dangerous obstacles at the aerodrome oh square.

At the “TAKEOFF” stage, the most interesting are the integrated control systems for aerobatic and navigation parameters, the operating parameters of the control system and aircraft systems, as well as the WWF (environment, technical condition of the runway, technical condition of the aircraft, sudden factors) that provide the crew with visual information about the state of the underlying surface ZKP environment (ZKP technical vision system).

For example, US patent application No. 20028215198, G01C 21/00; G01S 5/00, publ. September 4, 2008, adopted as an analog of BISIP-MVS. This invention is intended to monitor the position of the aircraft on the runway and the dynamics of its movement. The essence of the invention lies in a method for determining the current position of aircraft on the runway during take-off relative to the starting point using global positioning systems ("GPS"). The invention relates to a warning system for a crew about a possible rollout of aircraft beyond the runway and is used to provide information support to the crew in matters of deciding whether to continue / stop take-off at a given runway. The system is also designed to warn the crew that the aircraft has taken too short a runway and for these conditions the aircraft cannot perform a safe take-off.

The system contains a computer to the processor, which is connected to ROM with a global database of aerodromes, input devices (keyboard, selection buttons), and the audio device may contain: siren, speaker, voice source. The system contains many sensors connected to the processor, which provide the processor with digital data for calculating and determining the dynamic characteristics of the takeoff run: take-off speeds V ₁ , V ₂ , ground speed W. For these purposes, the system includes sensors for aircraft weight, air humidity, altimeter, sensor for ambient temperature, airspeed, engine thrust, position sensor for engine control levers (ORE), brakes, heading, which in turn are connected to the processor. The weight sensor is connected to the chassis position sensor. The total weight of the aircraft, the height of the airfield above sea level, air density, and ambient temperature are entered into the system using an input device or a touch screen. The processor, using the actual take-off mass, temperature and density of the outdoor air, depending on the height of the aerodrome, calculates the speeds V ₁ and V ₂ for a particular type of aircraft, and the software for performing this calculation is known from the flight ALE. During taxiing, the GPS receiver constantly determines the current location of the aircraft. Since the coordinates of the ends of the runway are stored in the processor ROM, and the current coordinates are continuously determined by the GPS receiver, the processor of the system constantly calculates the distance between the actual position of the aircraft on the runway and to the end of the runway. During runway take-off run, the processor calculates the current take-off run speed and take-off run time to the end of the runway, the current acceleration, and the remaining distance to the runway end is determined by the formulas known in mechanics.

If the time during which the aircraft can reach the end of the runway is less than the time required to reach the speed V ₂ (i.e., V _{2 is} reached outside the runway), then the processor issues a command to safely terminate take-off. The processor continuously determines the distance necessary to safely terminate takeoff at current speed. The distances required to stop take-off, as well as the distance to the end of the runway, are stored in the computer's memory. Actually apparatus and its program part built according the design speed of the takeoff runway length: V _dil = f (L _dil) and the calculated value takeoff speeds V _1, V _{P.ST, Neg} V, V ₂ depending on the takeoff weight G _vzl height aerodrome above sea level H _aer ; pressure and ambient temperature P ₀ ; t ₀ , technical characteristics of the runway, wind speed and direction in accordance with the nomograms given in the aircraft flight manual or in accordance with the differential equations of the dynamics of the takeoff run. Further, the processor, comparing the actual take-off speed or the distance traveled since the start with the calculated values, determines whether the actual characteristics will meet the requirements of aviation rules (AP) for achieving speed V ₂ within the limits of the available runway, and warns the crew about the need to stop take-off if these conditions are not observed during the take-off run.

Additionally, the system can detect that the aircraft took too short a runway or taxiway for takeoff, the low speed of acceleration of the aircraft along the runway due to insufficient thrust of the SU, icing of the aircraft, that is, the system has the ability to early warning the crew, which allows the procedure to terminate take-off without rolling out the aircraft outside the runway.

However, the claimed system has several disadvantages. For example: the system does not solve the problem of preventing run-outs outside the runway due to lateral deviations of the aircraft during take-off and executive start, prevention of collisions with obstacles at the stages of taxiing, taxiing and take-off runways, preventing tail strikes, stalling, collisions with obstacles in the take-off air section distance, and also can not ensure the safety of take-off in the SMU when visibility on the runway is less than 200 m due to the lack of technical means of viewing the underlying surface of the environment.

In essence, for the inventive BISIP-MVS, the prototype is US Application No. 201010431, G01C 21/00; G05D 1/00, published February 17, 2011, which describes the system and methods for controlling takeoff of the Aircraft.

To control the position of the aircraft on the runway during take-off and on the air section of the take-off distance, the system contains at least two displays of navigation and control systems of the aircraft. The system contains automatic control (ACS), brake control, take-off and landing device (VPU) control, power plant control (SUSU), SU thrust reverse, and many sensors of other systems designed for safe piloting of the Aircraft. Aircraft navigation and control computers MVS contain a database of air navigation. The navigation system contains the BCC navigation system (FMS), the inertial navigation system (INS), the altitude-speed parameters information complex (IKVSP), the satellite navigation system (SNA), the automatic radio compass (ARC) and other non-autonomous radio navigation aerial vehicles.

The patent describes a system for monitoring the position of the aircraft in space at the take-off stage. The system contains visual information devices located in the cockpit and avionics devices, the outputs of which are connected to the inputs of the on-board computer system (Air Force). Cabin facilities contain a user interface in the form of basic flight and navigation indicators, radio communications and radio navigation, as well as audio devices. The user interface can be any: input-output devices (I / O), cursor control devices (mouse, trackball, joystick, keyboard, etc.), text input device. The computer system may contain a database of terrain, a database of navigation data. The various components of avionics have both analog and digital outputs that are connected to the inputs of the computer system.

The location of the AIM on the runway is calculated according to the forecast and compared with data obtained in real time using the navigation system. At the air site, the angle of attack and its acceptable values are determined. The current position of the MVS on the runway during the take-off can be obtained from INS and GPS. The position of the MVS on the runway is compared with the calculated one and the possibility of a safe continuation of take-off by developing a visual or audible alarm is determined. During the take-off, the possibility of a safe take-off continuation is evaluated by comparing the calculated parameters with the actual position of the aircraft on the runway. If the actual run-up parameters deviate from the calculated ones, the system may issue a command to terminate take-off. The BVS database contains the coordinates of the ends of the runway and the center line, which allows the crew to assess the position of the aircraft at the start point (lateral deviation, distance from the end of the runway). And if lateral deviation, for example, more than three meters, the system can generate warning visual or sound signals.

The system can also control take-off speeds, the take-off speed of the MVS depending on the distance traveled, determine the estimated front lift speed V _P.ST depending on the take-off weight G _VZL , power plant operating modes. The system can interrupt take-off under certain conditions: exceeding threshold values with controlled parameters, insufficient speed or acceleration, insufficient runway length, maximum deviation from the takeoff flight angle, loss of SU traction, detection of obstacles on the runway. The system can control the angles of attack, calculate take-off speeds V ₁ , V _P.ST (V _R ), V _OTP (V _LOF ) depending on take-off weight and PMF.

The disadvantages of this system include the lack of information on the current lateral and longitudinal components of the wind speed and their acceptable values depending on the friction coefficient on the runway and its technical condition, on the actual take-off weight and the crew warning system about its exceeding the maximum permissible value for the current take-off conditions. The claimed device does not provide a visual display of the underlying surface of the airspace for any MU and types of coating MS, RD, runway in real time, and the display of the relief of the underlying surface of the airspace in the air section of the take-off distance is not provided, there is no early warning system for collisions with the underlying surface in the air section of the take-off distance with the implementation of the "forward looking" algorithm, does not generate control commands about the readiness / unavailability of the vessel for take-off. In addition, there is no on-board operational-advising expert crew information support system designed to prevent aircraft accidents in the event of emergency situations and special flight incidents.

The technical result of the first invention is to expand the functionality of the integrated systems of aircraft equipment MVS to present the crew with an improved in-cab and cockpit environment at the “TAKEOFF” stage.

A correctly designed format for displaying information, taking into account the requirements of the Aviation Rules, ergonomics, and psychophysiological capabilities of a person to perceive and process information, is one of the main factors for ensuring flight safety on aircraft.

There are patents for monitoring take-off of the AIF due to the presentation to the crew of various formats (symbology) of take-off parameters based on the use of an integrated system for visualizing take-off parameters and visualizing the underlying surface of the ZKP environment.

PCT Application No.2011159412, G08G 5/00; G08G 5/02, publ. 12/22/2011, and US patent No. 8344911, G02F 12/00, publ. 01/01/2013, taken as analogues of the display format of take-off parameters on the take-off indicator, which is implemented by hardware and software. At present, various technical means are known for marking runways (light-signal, shields and others) and for determining the location of aircraft on runways during take-off. These markers can identify the runway number, and the multi-colored runway signal lights illuminate the edges and the center line, which can slightly reduce the meteorological minimum for take-off and landing and provide control of the take-off / run of the aircraft. However, with extremely low visibility, lighting equipment cannot provide a safe take-off.

The most convenient from the point of view of ensuring takeoff safety in the SMU is a way to display the visual appearance of the runway on the indicators of the aircraft information display system (SDI) and the graphical synthesized display of the runway, which are stored in the database of the aerodromes of the computer of the system, entered in it in advance depending on the takeoff course / landing at a certain distance from the runway, the location of the aircraft on the runway and during the takeoff run.

Using the I / O module, the software databases get the approach to the take-off strip, while the calculated and actual take-off parameters are displayed. As the carrier of the aerodrome database (graphical display of the runway, the names of the aerodromes, depending on the _takeoff MK), the following can be used: a hard disk, an on-board computer, flash memory, rewritable optical discs and other means, including removable ones. Information in the on-board computer system FMS can be entered using communication lines or using wireless means of communication. A graphic synthesized image of a runway can be displayed on a transparent HUD display on which flight information can be superimposed. Synthesized runway video image simulating runway visibility from the cockpit can be displayed on the integrated flight indicator IPFD.

However, the drawbacks of the presentation of information to the crew in the claimed inventions is the lack of output to the take-off indicator of the parameters of the dynamics of the takeoff run of the aircraft, WWF, as well as control commands (visual text messages) to continue / stop the flight, readiness / unpreparedness for takeoff. In addition, the format does not contain the display of MS, taxiways, runways and obstacles to them in real time.

Of great interest is the TOPMS (TAKE-OFF PERFORMANCE MONITORING SYSTEM) take-off monitoring information format, developed at NASA's NASA Langley Research Center (NASA Technical Paper 3403, "Flight Test of Takeoff Performance Monitoring System", David B, Middleton et al, May 1994, http://www.cs.odu.edu/~mln/ltrs-pdfs/tp3403.pdf), which can serve as a prototype for the display format (symbology) of take-off parameters of the MVS.

The TOPMS display contains a symbolic image of the runway, on which and around which the moving and stationary symbols of the dynamics of the runway run along the runway are applied, as well as the symbolic API that appears on the display in special situations. The runway symbol is a stationary yellow vertical frame; at the end of the runway is a digital counter with a runway length in meters. Inside the runway symbol, a movable sun symbol is displayed, which moves along the runway symbol in accordance with its actual location. On the left side of the runway symbol is a digital instrument speed counter. The symbol “balanced estimated distance to reach speed V ₁ ” is an open green triangle located inside the runway symbol. The symbol "actual distance to achieve speed V ₁ " is a filled triangle with a horizontal bar opposite its base, above which is a digital counter with a calculated value of V ₁ . The symbol “line for limiting the distance to achieve speed V ₁ ” is a red strip located across the runway symbol, the position of which is determined by the TOPMS calculator and corresponds to the longest distance on the runway at which speed V ₁ can be reached. According to the relative positions of the symbols “speed limit line for achieving speed V ₁ ”, “actual distance for achieving speed V ₁ ”, “estimated distance for achieving speed V ₁ ”, the crew receives information on whether the decrease in the rate of increase in speed is critical. A critical decrease in the speed tempo is signaled by the fact that the symbol "actual distance to reach speed V ₁ " goes over the symbol "line to limit the distance to reach speed V ₁ ", changing its color from green to red. The symbol “predicted stopping distance of the aircraft” is located inside the runway symbol in the form of a blue cross that appears when a text message is displayed on the indicator about the need to stop takeoff. The symbols “wind direction and speed” are three arrows indicating the full wind vector, its lateral and longitudinal components. At the ends of the arrows are digital counters of wind speed and its components. The symbol “wind direction” is a movable arrow of variable length, the direction of the arrow indicates the direction of the wind relative to the runway heading. The arrows indicating the direction of the lateral and longitudinal components of the wind direction can change their color from green to red if the lateral and longitudinal components exceed the maximum permissible values for this type of aircraft. The symbol “SU thrust” by the number of SUs is rectangular strip indicators, framed by a yellow frame and located on the sides of the runway symbol in its upper part. The thrust of the SU is defined as normal and sufficient to take off when the heights of the tape indicators correspond to the rotational speed of the SU rotors. The color of the ribbon indicator is green if the rotor speed is sufficient for safe takeoff, and red if the thrust is insufficient for safe takeoff. The signal symbol "STOP" appears in the upper part of the display above the symbol "Runway" in case the calculator decides to stop takeoff.

Despite solving a rather complicated task of providing information support to the aircraft crew at the take-off stage for continuing or stopping take-off, this information display format is not able to provide the MB crew with full parametric and signaling information at the stages of preflight preparation, taxiing, occupation of the executive launch, take-off and air section of the take-off distance and has a number of significant disadvantages, namely:

- there is no information display format designed to control the take-off configuration of the aircraft: the take-off configuration of the mechanization of the wing and stabilizer, locking the rudders and ailerons, the braking system, the runway, the presence of moving and stationary obstacles when the aircraft moves across the area of the airfield;

- there is no format for displaying information to prevent takeoff in case of lateral deviation of the aircraft from the center line on the take-off run exceeding the established limits, in case of failure of the aircraft systems, warning of a tail strike, preventing collision of the aircraft with the terrain and artificial obstacles in it at the airspace of the take-off distance;

- there is no format for displaying information for the safe movement of aircraft over the area of the aerodrome and for safe take-off at low visibility on the runway.

The technical result of the second invention is the development of a new format for visual intellectual support of the cognitive activity of the crew, increasing the situational awareness of the crew by reducing the level of uncertainty in decision making, i.e. providing the crew with complete, reliable, relevant, consistent and interactive information.

The analysis of the automated information and communication systems allowed to formulate the main tasks, as well as ways to solve them, to prevent erroneous actions of the MVS crew, control the adequacy of actions, eliminate the deficit of information support, reduce the psychophysiological load, make timely and error-free decision to take off, to continue / stop takeoff in a rapidly changing aerodynamic setting on the takeoff and the initial climb, that is, for the intellectual support of the cognitive activity of the crew. The list of work on the development of BISIP MVS and the criteria for the prevention of aircraft accidents is given in table 1.

Table 1 The list of work on the development of BISIP MVS and the criteria for the prevention of aircraft accidents Take-off stages, list of works Symbols of parametric information, safety conditions, technical means of implementation The main criteria for preventing AP List of alarm information, technical means of emergency warning one 2 3 1. Pre-flight preparation for flight: Volumetric loading module (SPM) with visualization of input parameters into digital airborne computing systems (FBC-FMS), airplane navigation computing system (BCC-FMC) go flight control computing system (ASCM) source data: runway technical characteristics, environmental parameters, NOTAN warnings , SNOTAM. Information input-output devices (UVV), touch screens of flight-related navigation indicators, multifunctional control panels of computers: central computer center, VSS Ensuring the prevention of erroneous input of information into the computers of the centralized air traffic control system, VSS, VSUP 1.1 Identification of the actual technical condition of departure aerodromes, destination, spare, environmental parameters on them, the technical condition of the aircraft

one 2 3 1.2 Identification of the parameters of the actual technical condition of the departure aerodrome, automation of the calculation of the required parameters of the departure, destination, spare aerodromes and their assessment to ensure safe flight: CBVS, world database of aerodromes, technical means for visualizing runway parameters, improved BSAS An improved airborne crew information support system with visual, audible, tactile emergency warning signals - BSAS. Emergency warning information: visual and verbal “TO TAKEOFF READY / NOT READY” when the parameters of the actual technical condition of the departure, destination and emergency conditions for safe take-off and landing are in compliance / non-compliance - the required estimated take-off distance taking into account the coefficient of adhesion (see AP-25); _STAKE ≤RDR L (distance available takeoff) - the required estimated distance of the interrupted take-off (see AP-25); L _PR.VZL <RDPV (available distance interrupted take-off) - the required estimated take-off distance (see AP-25); L _{TAKE ≤} RDV (available take-off distance) - runway slope; θ - actual runway incline in take-off direction - type of runway coverage; Concrete, asphalt concrete, soil, snow, ice - runway surface conditions; Dry, wet, wet, the height of the layer of snow ..., moisture ..., To _SC ... - the height of the obstacles in the area of air approaches; N _PREP - distance to obstacles from the start point of the take-off; L _PREP

one 2 3 1.3 Identification of environmental parameters at the departure aerodrome: Technical means of measuring and visualizing meteorological parameters, BSLS Emergency warning signal information (NSI): on readiness / unpreparedness for take-off at the stages of prelaunch, taxiing, pre-launch and executive launch; the continuation or termination of take-off take-off depending on the correspondence / inconsistency of the actual weather conditions for the safe take-off of this type of aircraft - atmospheric pressure values at the start point of the MVS; P ₀ - outdoor temperature; t ₀ - wind speed and meteorological direction, lateral, oncoming, incidental components of wind speed relative to the direction of the runway; U; δ; U _b ; U _in ; U _p ; - dependences of the lateral, oncoming, incidental components of the wind speed relative to the direction of the runway with their permissible values depending on the type of MVS and the coefficient of adhesion;

(К_СЦ.; требов. РЛЭ); U_в; $$U_{п}\le U_{в}^{д\text{}оп}$$

; $$U_{п}^{д\text{}оп}$$

(К_СЦ.; требов. РЛЭ); $$U_b\le U_b^{d\text{A.}\mathrm{about}P}$$

(To _SC .; Req. RLE); U _in ; $$U_P\le U_{\mathrm{at}}^{d\text{A.}\mathrm{about}P}$$

; $$U_P^{d\text{A.}\mathrm{about}P}$$

(To _SC .; Req. RLE); - predicted weather conditions at the landing and reserve aerodromes Meet the requirements for deciding to depart 1.4 Automation of the calculation of the forecast take-off parameters and their visualization: Integrated complex for determining altitude-speed and meteorological parameters (IKVSiMP), TsBVS, BSAS APSI: warning if $$U_b\le U_b^{d\text{A.}\mathrm{about}P}$$

(To _SC ) $$U_P\le U_{\mathrm{at}}^{d\text{A.}\mathrm{about}P}$$

; $$U_P^{d\mathrm{about}P}$$

(To _SC ) $$G_{\mathrm{AT}3L}^{f\mathrm{but}\mathrm{to}t}=G_{\mathrm{AT}3L}^{d\text{A.}\mathrm{about}P}$$

- lateral, oncoming, incidental components of wind speed relative to the direction of the runway; U _b ; U _in ; U _p ; = f (U, δ) - the altitude of the aerodrome above sea level; N _AER = f (P ₀ ) Warning alarm with the assessment of the possibility of achieving a speed of V ₁ on the take-off run no further than L _SBAL and no later than 3 seconds - temperature deviations from the International Standard Atmosphere (ISA); Δt = f (15 °)

one 2 3 - the maximum allowable take-off weight for the given aerodrome, meteorological conditions, technical condition of the aircraft;

(тех. хар. аэр. вылета, фак. МУ, тех. сост. МВС, конф. мех) $$G_{\mathrm{AT}3L}^{d\text{A.}\mathrm{about}P}=f$$

(Tech. Har. Aero. Departure, Fac. MU, Tech. Comp. MVS, Conf. Fur) Warning signaling of achievement ± ΔZ _fact = ΔZ ^extra - takeoff speeds; V ₁ ; V _PST ; V _OTR ; V ₂ ; V ₃ ; V ₄ Alarm at $$U_b\le U_b^{d\text{A.}\mathrm{about}P}$$

(To _SC ) U _in ; $$U_P>U_{\mathrm{at}}^{d\text{A.}\mathrm{about}P}$$

; $$U_P^{d\mathrm{about}P}$$

(To _SC ) $$G_{\mathrm{AT}3L}^{f\mathrm{but}\mathrm{to}t}>G_{\mathrm{AT}3L}^{d\text{A.}\mathrm{about}P}$$

± ΔZ _fact > ΔZ ^add > ΔZ ^before -5 - allowable lateral deviations from the center line of the runway; ± ΔZ _fact <ΔZ ^extra <ΔZ ^before -5 (for runways with BPB) - allowable lateral, oncoming, associated components of the wind speed relative to the direction of the runway at the takeoff takeoff at known take-off courses and adhesion coefficient $$U_b\le U_b^{d\text{A.}\mathrm{about}P}$$

(To _SC .; RLE requirements); U _in ; $$U_P\le U_{\mathrm{at}}^{d\mathrm{about}P}$$

; $$U_P^{d\mathrm{about}P}$$

(To _SC .; Req. RLE); 1.5 Development of a system for measuring the actual take-off weight and centering of the aircraft in the parking lot, at the executive start and before the decrease Technical means for measuring and visualizing take-off and landing weights APSI $$G_{\mathrm{AT}3L/P\mathrm{ABOUT}\mathrm{FROM}}^{f\mathrm{but}\mathrm{to}t}>G_{\mathrm{AT}3L/P\mathrm{ABOUT}\mathrm{FROM}}^{d\text{A.}\mathrm{about}P}$$

1.6 Automation of the calculation of the predicted take-off parameters in the air section of the full take-off distance and their visualization: CBVS, cognitive complex indicator of navigational situation (CINM), unit for determining aerobatic and navigation parameters of high accuracy (BPiNP). airborne multifunctional radio engineering complex SNS (BMRK SNS), visualization of the calculated and actual trajectories of climb in the air section of the take-off distance APSI: Visual, sound, tactile means of crew information support: warning if: $${\eta }_N^{f\mathrm{but}\mathrm{to}t}\le {\eta }_N^{R\mathrm{but}\mathrm{from}h}$$

; emergency if $${\eta }_N^{f\mathrm{but}\mathrm{to}t}<{\eta }_N^{R\mathrm{but}\mathrm{from}h}\le {\eta }_{H.N.}^{R\mathrm{but}\mathrm{from}h}$$

APSI: warning if: ΔH _fact = ΔH ^additional emergency, if: ΔH _fact > ΔH ^additional - parameters of a clean take-off path with a failed engine: - the net climb gradient in the take-off distances 2, 3, 4a, 4c; $${\eta }_{H.N.}^{R\mathrm{but}\mathrm{from}h}=f$$

(t ₀ , G _ВЗЛ , U, δ, К _СЦ , runway parameters, ΔH, $$D=\frac{\Delta H\cdot \mathrm{one}00}{\eta }$$

,); $${\eta }_{H.N.}^{R\mathrm{but}\mathrm{from}h}\le {\eta }_{H.N.}^{f\mathrm{but}\mathrm{to}t}$$

- the flight altitude of the aircraft at the ends of sections 2, 3, 4a of the take-off trajectory; H; H _calc ≥H _prep +10

one 2 3 - parameters of the full gradient of climb in section 3;

) $${\eta }_{ПОЛН.}^{расч}\le {\eta }_{ПОЛН}^{факт}$$

$$L_{ЛП}=L_{ВПП}+L_{КП{Т}_1}(+L_{КП{Т}_2})$$

ΔH_факт<ΔH^доп=H_ист-H_преп>10η _FULL = f (t ₀ , G _OZL , U, δ, K _SC , runway parameters, ΔН, $$D=\frac{\Delta H\cdot \mathrm{one}00}{\eta }$$

) $${\eta }_{P\mathrm{ABOUT}LN.}^{R\mathrm{but}\mathrm{from}h}\le {\eta }_{P\mathrm{ABOUT}LN}^{f\mathrm{but}\mathrm{to}t}$$

$$L_{LP}=L_{\mathrm{AT}PP}+L_{\mathrm{TO}P{T}_{\mathrm{one}}}(+L_{\mathrm{TO}P{T}_2})$$

ΔH _fact <ΔH ^add = H _East -H _prep > 10 If there are obstacles in the take-off and landing areas that do not meet the requirements of the standards, the development of special take-off schemes with signaling of special RNP modes - visualization of the obstacle restriction line; - assessment of the runway to take off for given conditions Obstacle height limits in the area of air approaches in accordance with the operational standards of civil and military aerodromes 1.7 Evaluation of the available strip of air approaches for take-off under given conditions (the scheme of the full take-off distance, with the parameters given in paragraph 1.2 is shown in figure 1). Development of a hardware-software complex for synthesized display of aerodrome exit schemes, approach, taxiing, parking Display on the CINEMA of the strip of air approaches PVP = SZ + ZP, SID schemes superimposed on an improved display of the relief of the underlying surface Hardware and software with databases: World database of aerodromes, world database of the relief of the underlying surface, air-blast, BPiNP, TsVVS, SPM or sensory air-blast. Display of synthesized MS schemes; RD; Runway; SID (Standard Instrument Departure): STAR (Standard Terminal Arrival Route) Technical means of visualization of MS, RD. Runways, moving and stationary obstacles on them with signaling of dangerous distances to obstacles in real time and technical means of synthesized display of the airfield area, SID schemes. approach, approach 2.0 PRE-CARE PREPARATION 2.1 Assessment of safe take-off capabilities based on the analysis of actual meteorological conditions, the actual technical condition of the runway, the actual take-off weight and technical condition of the Aircraft, compliance with the requirements of the Flight Manual and the Federal Aviation Rules for flying CBVS, general aircraft systems (OSS), multifunctional indicator (IFI), CINEMA, cognitive integrated flight indicator (KPI). Monitoring system and control of power plants (CMS) and MVS systems, assessment of take-off capabilities in case of failures and malfunctions of individual MVS systems, the central air traffic control system database with a list of permissible failures and malfunctions of the MVS with which the flight to the base airport is allowed to complete Input Integral. visual and speech API: “TO THE TAKEOFF READY / NOT READY” 2.2 Takeoff Prevention with Inappropriate Aircraft Configuration Monitoring technical means: wing mechanization configurations, braking systems (main and Integrated visual and speech API “ON TAKEOFF”

one 2 3 RLE requirements: configurations of mechanization of the wing and stabilizer on the parking brake, locked steering wheels and ailerons, damaged pneumatics of the wheels of the chassis, hazardous effects of WWF emergency), takeoff and landing control of the wheels of the front landing gear, the integrity of the pneumatics of the chassis, WWF at the taxiing stages, pre and executive starts. TsBVS, IKVSiMP, BSAS, OSS READY / NOT READY ”, depending on the compliance / non-compliance of the monitored parameters with the requirements of the RLE 2.3. Prevention of collision of the aircraft with moving and stationary obstacles during movement of the aircraft along the aerodrome Multispectral means for detecting moving and stationary obstacles and dangerous approach speed with them, laser rangefinders, high-resolution television cameras, integrated with infrared optical sensors for video images of the environment of the cabin space - optoelectronic obstacle detection systems (ECO) Integrated audiovisual warning device for dangerous distances to obstacles, dangerous speed of approaching the aircraft with obstacles 3.0 taxiing 3.1 Visualization and recognition of MS, taxiways, runways and their centerlines; obstacles to them in real time regardless of actual weather conditions, types of coverage and airfield pollution Multispectral optoelectronic technical means of visualizing ZKP in real time. Combiner (combiner) of the flight indicator on the background of the windshield of the lantern of the cockpit Integrated audiovisual warning device for dangerous distances to obstacles, dangerous speed of approaching the aircraft with obstacles 3.2 Presentation to the crew of the synthesized display of MS, taxiway, runway and the location of the MVS on them TsBVS, the world database of aerodromes, hardware and software visualization of the aerodrome area, MS, RD, runway, BMRK SNS, BPiNP, UVV, KINO Cognitive indication of the location of the aircraft on the aerodrome area with APSI on the possibility of rolling the aircraft beyond the aerodrome taxi schemes 3.3 Development of an audiovisual guide for monitoring the mechanization of the wing and stabilizer, locking the rudders and ailerons, the braking system and other MVS systems TsBVS, OSS, database takeoff configuration MVS (power plant control system (SU SU) and many systems included in IKBO), BSAS Integrated visual and speech NARS “TO RISE READY / NOT READY” - depending on the correspondence / inconsistency of the configuration of the MVS on the executive

one 2 3 start the requirements of the RLE, for example: with the issuance of control commands of the form: “CHECK THE ENGINE THRUST”, “CHECK THE WING CONFIGURATION / STABILIZER OF THE ATOR”, “THE STEERING LOCKS ARE LOCKED”, “THE REVERSE IS FAULTED / LOCKED”, etc. 4.0 TAKEOFF. DETERMINATION OF TAKEOFF DYNAMICS PARAMETERS IN REAL TIME 4.1 Executive start. Development of monitoring systems: take-off position of the wing and stabilizer mechanization, runway, parking brake, locking of rudders and ailerons, current location of the aircraft on the runway: distance from the end of the runway, lateral deviation from the center line, compliance with the conditions for safe take-off. Development of a system to prevent the SU from entering the take-off mode of operation in case of a mismatch between the take-off configuration parameters in accordance with the requirements of the RLE of this type of MVS Electronic blocks IKBO MVS, OSS, SU SU, governing bodies and own electronic blocks BISIP MVS: IKVSiMP, BPiNP, BMRK, TsIVV, DATIS - digital information converter ATIS in graphic form, BSAS, KPI, ILS, KINO, MFI, TsBVS with shapers control teams on readiness / unavailability for take-off depending on the correspondence / non-compliance of runway parameters, the external environment, the technical condition of the aircraft and its location (distance from the end and lateral deviation from the runway axis) by the time the engines take off for takeoff mode to the requirements of RLE and Federal Aviation Flight Rules Conclusion of the integrated visual and speech control command: “RED SIGNALS DO NOT BURN FOR THE RISE OF READY,” while allowing the crew to bring the engine ores to emergency / take-off / rated engine operation modes. Prevention of take-off when the information-control command is triggered: “I AM NOT READY TO TAKE OFF” with an indication of the unpreparedness for take-off, for example: “CHECK THE ENGINE THRUST”, WING / STABILIZER OF THE ATOR,

one 2 3 “THE STEERING LOCKS ARE LOCKED”, “THE REVERSE IS MALFUNCTED / LOCKED”, “THE SMALL TYEAA OF THE DRIVER No. 1” and others with the blocking of the possibility of outputting the engine thrust to modes above the nominal 4.2. Development of a system for monitoring the predicted parameters of the takeoff run take-off dynamics before reaching the speed V ₁ : determining the growth rate of the take-off run speed, determining the lateral deviation from the runway center line, predicting the possibility of reaching the run-off balance of the balanced take-off distance under the condition: V _run <V ₁ , normalization of longitudinal acceleration parameters (growth rate of the instrument and a running track speed), the maximum allowable lateral deviation, the time decision proactively reach the speed V ₁ is not less than 3 , The mismatch between the predicted and the actual takeoff speed takeoff speed

на дистанции разбега 0÷L_СБАЛ; нормирование величины максимально допустимого отклонения МВС от осевой линии ВПП на разбеге ΔZ^доп≤ΔZ^пред-5 (м) Отсутствие отказов СУ и систем МВС, препятствующих взлету до достижения скорости V₁, отсутствие особых случаев, опасных факторов ВВФ, препятствующих взлету на участке разбегаTsBVS, IKVSiMP, BPiNP, BMRK SNS, OSS for issuing failure signals SU, MVS, ILS, KPI, KINO systems. Achieving speed V ₁ at the take-off distance no further than L _SBAL , making a decision to continue / stop take-off no later than 3 s before the _{aircraft reaches the} take-off distance L _SBAL . Normalization of the mismatch between the calculated and predicted take-off speeds $$\Delta V_{R\mathrm{BUT}3B}=V_{R\mathrm{BUT}3B}^{f\mathrm{but}\mathrm{to}t}-V_{R\mathrm{BUT}3B}^{PR\mathrm{about}gn}{\le }_{R\mathrm{BUT}3B}^{d\mathrm{about}P}$$

at a running distance of 0 ÷ L _SBAL ; normalization of the maximum permissible deviation of the aircraft from the center line of the runway on the take-off ΔZ ^add ≤ΔZ ^before -5 (m) No failures of the control system and aircraft systems that prevent take-off before reaching speed V ₁ , no special cases, dangerous factors of WWF that prevent take-off at the take-off run Conclusion of the notifying speech information: "SPEED GROWS: 100, 110 ... 150, 160, 170" CALCULATION TEMP / SMALL "; 3 s before reaching speed V ₁ and / or distance L _FALSE “SOLUTION? (ABROAD) "; Decision-making by the aircraft commander (FAC): "TAKEOFF CONTINUE / TURN OFF". “LIFT” (front rack lift speed). “TAKE-OFF” (tear-off speed) API: Visual and speech: “TAKE-OFF TAKE OFF” - if the parameters of the run-up dynamics do not correspond to the normalized predicted values and / or the occurrence of special cases that impede safe take-off: “SMALL SPEED”, “FAILURE SU”, “FIRE SU ”,“ VPU FAILURE ”,“ LATERAL DEVIATION

one 2 3 GREAT ”,“ LIMIT WIND ”,“ ACCELERATION OF LITTLE ”,“ TYEA OF LITTLE DIGITERS ”,“ DANGEROUS BRAKING ”, simultaneous operation of visual and sound signaling devices of a strong attracting effect on stopping take-off 4.3 Prevention of crew errors in bow wheel control and brake application. Normalization of the lateral deviation of the MVS from the center line in case of a runway failure, and due to erroneous actions of the crew to maintain the take-off run Technical means of determining the lateral deviation of the MVS from the center line: BPiNP, BMRK SNS, TsBVS, OSS, technical means of monitoring the front wheel control system, braking systems ΔZ ^add ≤ΔZ _PRED -5; alarm input, if Δz _FACT ≥ΔZ ^extra f (V _CRACK , L _ACCESS ), input of notification information on the take-off indicator about the deviation of the aircraft from the take-off course. Visual display of a moving mock-up of the aircraft along the runway. Display on the take-off indicator of the maximum permissible boundaries of deviations of the MIF ± ΔZ from the center line of the runway, the operation of a text pop-up message in red flashing “EXTENDED SIDE DEVIATION”, “TAKE-OFF TAKE OFF”, duplicated by speech information of the same content APSI: Notification signaling of runway control: “STEERING FROM PEDALS ON / CORRECT / MALFUNCTION”, “PARKING BRAKE ON / OFF”. “REOT OF EOTOV” by the APSI visual and verbal “Failure of the runway”, “EXTREME LATERAL DEFLECTION”, “DANGEROUS BRAKING”, “RAPID PNEUMATIC”, “REVERSE INCLUDED TAKE OFF TAKE OFF” 4.4. Development of an expert-advisory system for assessing the capabilities of the crew to continue / stop take-off after the aircraft reaches a speed of V ₁ in special flight cases and in emergency situations not provided for in the aircraft IKVSiMP, BPiNP, BMRK SNS, TsBVS. The module for analysis and decision-making of the central air defense center, the knowledge base on the crew’s action in special flight situations and in emergency situations. Implementation of an expert decision-making system in the event of special cases and situations in section V _RASB > V ₁ APSI speech: “TAKEOFF TO CONTINUE / STOP”, “FULFILL AN EMERGENCY LANDING AT THE DEPARTURE AERODROME”, “FULFILL AN EMERGENCY LANDING ON

one 2 3 AREA № ……… ”,“ FOLLOW AT THE RESERVED AERODROME ” 4.5 Development of a system for monitoring the state of the chassis after the MVS is separated from the runway: issuing additional information to the crew about: the extended / retracted position of the landing gear, the suspension of the landing gear in an intermediate position (not installing the struts on the locks of the retracted / extended position), the rotation of the struts, the integrity of the pneumatics and their number Chassis monitoring technical devices: three-zone indicator of the position of the landing gears: retracted, exhausted, intermediate positions, the indicator of the expanded position of the landing gears, the integrity of the pneumatics and their quantity. Infrared video cameras with illumination of the niche of the struts. Visualization of the technical condition of the chassis APSI speech and visual about the technical condition of the landing gear after the separation of the aircraft: “CHASSIS REMOVED / ISSUED / CORRECT / WRONG”; “INCLUDE CHASSIS VISUAL CONTROL MODE” 5.0 Ensuring safe take-off at a low level of visibility on the runway and on the aerodrome area Improved multispectral technical means for visualizing air-borne obstacles and recognizing MCs, taxiways, runways and obstacles on them, ensuring safe approaching to passenger terminals, taxiing, occupying the runway, take-off run in low visibility conditions in real time, regardless of actual weather conditions, type of airfield cover area and its pollution (water, snow, snow blows, icing, etc.). MM-radar, IR-radar, TK-television camera, laser range finder, ILS, CINEMA, video processor for combining video images of ZKP from multispectral sensors Visual and speech APSI of dangerous distances to obstacles and dangerous speed of approaching obstacles, superimposed on the video of the RFQ, display on the ILS combiner of signal information about low speed growth, lateral deviation, command signaling to raise the front landing gear, detach and re-accelerate the aircraft to speeds V ₂ , V ₃ , V ₄ 6.0 Development of a system to prevent loss of controllability of the MVS on take-off under the influence of hazardous WWF (low adhesion coefficients, strong crosswind, low Technical means for displaying the actual wind speed and direction, the actual and permissible lateral and longitudinal components of the wind speed relative to the runway center line, depending on the friction coefficient of the IKVSiMP, BMRK SNS, PBVS, SZM, BSAS,

(К_сц, состояние ВПП); $$U_{п}^{факт}>U_{п}^{доп}=f$$

(К_сц, состояние ВПП);Conclusion speech. visual apis: $$\pm U_b^{f\mathrm{but}\mathrm{to}t}\ge \pm U_b^{d\mathrm{about}P}=f$$

(K _sc , runway condition); $$U_P^{f\mathrm{but}\mathrm{to}t}>U_P^{d\mathrm{about}P}=f$$

(K _sc , runway condition);

one 2 3 visibility) combine ILS, MOVIE. Technical means of converting speech meteorological information (ATIS) into a digital form with subsequent conversion into a symbolic form displayed on the take-off indicator DATIS MVS Visualization of the MVS installation at the executive start: the actual value of the lateral deviation from the runway center line A Z and the distance from the runway end in the take-off direction - S ± ΔZ≥ ± ΔZ ^add ; S≥S ^extra "EXTREME SIDE WIND";"EXTRAORDINARY WIND WIND";"LATERAL / LONGITUDINAL DEVIATION GREAT" 7.0 Prevention of false alarm BSAS BISIP MVS (minimization of errors type I and II) The use of technical means to determine the parameters of the takeoff run dynamics, the parameters at the airspace of the take-off distance in real time, and calculate the predicted parameters that operate on various physical principles: inertial, air-speed, radio engineering, satellite, television, thermal imaging, radar, and their combination. Reservation of measuring and computing channels BISIP MVS. Use of SPM with a control module containing reference calculations of take-off speeds and take-off weight (without fuel and with the maximum amount of fuel to be refueled) for extreme (dangerous) WWF, minimum lengths of airborne, airborne, airborne, and airborne APSI: visual and speech about the performance of measuring and computing channels BISIP MVS. The use of comparison modes in the visualization of the calculated (predicted) and actual (real) parameters of the run dynamics, the use of signaling backup tools operating on various physical principles 8.0 Elimination of errors in inputting information into the central computer center, VSS, VSUP Elimination of input errors in the BISIP MVS calculators of the source data for calculating mass, centering data, actual weather conditions data, commercial load due to the use of the control center database: mass-centering, configuration, traction of power plants, flight performance, database of flight operating restrictions in accordance with the requirements of the RLE. Visualization of the parameters entered in the calculators of the central air-conditioning system, VSS, VSUP Notification signaling about erroneous entry of parameters or exceeding the actual take-off weight, about the exit of controlled take-off parameters beyond the flight operational restrictions established by the RLE

one 2 3 MVS 9.0 Prevention of incorrect management decisions in the absence of complete and reliable information about the state of the MVS systems Implementation of technical visualization tools to display information about the SU and their incomplete traction, IKBO systems, the use of a new network information management system, monitoring systems about the take-off position of the MVS configuration. Using the CBVS expert assessment module to assess the possibility of continuing take-off in case of failures of the MVS systems not provided for in the Flight Manual and assessing the possibility of flying to the destination, alternate aerodrome, making an emergency landing at the departure aerodrome or to the emergency landing site NDEP on failures of the control system and MVS systems. Issuing recommendations to the crew to continue the flight or to make an emergency landing at the departure airport, to the emergency landing sites at the take-off stage 10.0 Ensuring flight safety in the airspace of the take-off distance 10.1 Development of a system to prevent stalling due to loss of speed and the MIF reaching critical angles of attack, and critical glide angles

(С ВЫПУЩ. МЕХ.); γ<γ^доп; ϑ<ϑ_доп; β_ФАКТ<β^доп Technical means for visualizing take-off parameters in the air section of the take-off distance: BPiNP, IKVSiMP, BMRK, SNS, BSAS, ILS, KPI, KINO combiner. Development of informative safety functions for angles of attack, slip, instrumental speeds V ₂ , V ₃ , V ₄ , minimum distance ΔН to the surface of the obstacle restriction on take-off. Providing visualization of conditions: V _OTR ; V ₂ > V _DUMP ; α _FACT <α ^add ; $$V_{\delta }>V_{\delta \mathrm{FROM}\text{A.}\mathrm{AT}\mathrm{BUT}L}^{d\mathrm{about}P}$$

(WITH RELEASE. FUR.); γ <γ ^add ; ϑ <ϑ _extra ; β _FACT <β ^add APSI: warning, if V ₂ = V _SVAL ; α _FACT = α ^add ; V _δ = V _{δ SVAL} +10; β = β ^extra γ = γ ^extra ; ϑ = ϑ ^additional emergency, if V ₂ ≤V _SVAL ; α _FACT ≥α ^add ; V _δ ≤ V _{δ (SVAL)} ; γ> γ ^add ; ϑ> ϑ ^add ; β> β ^add

one 2 3 11.0 Development of a system for preventing collision of the aircraft with terrain and artificial obstacles in the air section of the full take-off distance Hardware and software for the synthesized display of the predicted trajectories of climb, improved display of the relief of the underlying surface with “raised” dangerous heights, exit schemes, approach; overlay on the synthesized aphid to display the relief of the underlying surface and the predicted climb paths, the actual climb path. Visualization of predicted and actual full and clean climb gradients η≥η _CLEAN ; η _CLEAN ≥0. Evaluation of the possibility of overflight obstacles exceeding ΔН≥10 m. Implementation of the "forward looking" algorithm for the early warning system for the aircraft to approach the earth's surface in the direction of flight using the EGPWS hardware-software complex APSI: warning if η = η _CLEAN ; ΔH≤10; emergency if η≤η _CLEAN ; 0 <ΔH <10. 12.0 Prevention of accidents related to errors in the use of thrust reverser of power plants and their failures Development of audiovisual technical means of control of traction reverse systems SU. Cessation of take-off in case of failure of the reverse system to speed V ₁ , blocking of the use of reverse thrust SU with a one-sided failure of the reverse system with the issuance of information "REVERSE" API: visual and verbal: “REVERSE IS FIXED / FAILURE / LOCKED”; “TAKEOFF READY / NOT READY”

The technical result of the first invention is achieved by the fact that the onboard integrated crew information support systems at the take-off stage of a multi-engine aircraft containing technical means for visualizing flight and navigational flight parameters, power plant and ship systems parameters, a visualization system for the parameters of the underlying surface of the cabin’s environment, multifunctional control panels for computing systems of the vessel located on the instrument panels of the cabin the crew, and a flight indicator located on the background of the windshield of the cockpit, electronic measuring and computing systems for determining flight and navigation parameters, a receiver for the satellite navigation system, systems for monitoring the parameters of the technical state of power plants and ship systems, technical means for monitoring the parameters of the run dynamics, external environmental factors, as well as determining the actual take-off weight of the vessel, a control system for take-off configuration with Udna, a warning-alarm system, a system for determining the current position of a vessel on the runway during take-off, predicted take-off speeds and a predicted location, generating control commands to continue or stop take-off, as well as a digital on-board computer system connected using multiplex digital channel information exchange with the above systems of the vessel, the digital on-board computer system further comprises a computing m the take-off dynamics take-off, altitude-speed and meteorological parameters module, flight performance module, aerodynamics module, powerplant traction module, aerodrome database module and EGPWS world surface elevation relief database with increased accuracy in 3D format and minimum safe altitudes, analysis module and decision making, a module for determining the maximum allowable take-off and landing weights, as well as many databases, a knowledge base of expert advisory systems, technical means of visualizing saws the flight and navigation parameters of the flight are made in the form of an improved on-board autonomous integrated flight parameter visualization system with intellectual support for crew cognitive activity, the visualization system of the underlying environment surface of the cabin space at low altitudes is an improved stand-alone integrated airborne multispectral system of visualization of the parameters of the cabin environment functioning in real time mode regardless of the time of year or day to, regardless of the actual, meteorological environmental conditions and regardless of the technical condition of the underlying surface coating, and the visualization of the underlying surface of the surrounding space environment at high altitudes is made in the form of an improved hardware-software complex for the synthesized visualization of the volumetric relief of the underlying surface of the hanging space with the implementation functions of preventing collision of the vessel with the underlying surface using algo The “REVISING” totem, operating in real time, the ship take-off configuration control system is made in the form of an improved ship take-off configuration control system, preventing the ship from taking off with the configuration of the wing and stabilizer mechanization that does not meet the requirements of the flight manual, the brakes of the chassis brake wheels, with the parking brake, with locked rudders and ailerons, insufficient engine thrust, insufficient speed growth, dangerous effects of external factors, improper installation When the vessel starts at an executive launch, in excess of the take-off weight of the established limits, the on-board alarm system is a highly integrated intelligent information system for the crew in its cognitive activity, containing visual cognitive signaling sources in the form of digital counters, pop-up text messages, markers and indices, tactile alarm in the form of steering wheel vibrators and brake pedals with the issuance of the crew their voice commands and voice prompts for the prevention of accidents and serious incidents.

Moreover, the receiver of the satellite navigation system is an on-board multifunctional radio complex of the satellite navigation system and satellite communication system, containing receivers of satellite navigation systems, satellite communication systems, including the Internet, a computer, an antenna post, consisting of at least three receiving antennas, placed along the fuselage and on the wings of the ship, as well as a system with a database of cartographic information. Moreover, the on-board integrated system additionally contains an information system for determining altitude-speed and meteorological environmental parameters, including a multi-channel panoramic receiver of air pressures of the incoming air stream, containing a chamber for complete braking of the air stream with sensors for static air pressure and temperature of the inhibited air stream, while receiving openings the total pressure of the panoramic receiver through pneumatic pipelines connected to the electric nym block containing the total pressure sensor and a computer to determine the complete set of parameters aerometric vessel. Moreover, the system for determining the current location of the vessel at all stages of take-off, including on the runway during take-off, the predicted take-off speeds and the predicted location at all stages of take-off, determine the parameters of the dynamics of the take-off of the vessel and its spatial position, is made in the form of electronic measuring and computing systems for determining flight and navigation parameters and additionally contains sensors of angular accelerations of the connected axes of the aircraft and micromechanical sensors ki of apparent accelerations and angular velocities installed on the faces of a truncated hexagonal pyramid, which is mounted in the ship’s basic coordinate system. Moreover, the system for determining the actual take-off weight of the vessel is a digital meter of actual take-off weight and centering and contains force, pressure, displacement sensors, laser rangefinders and a calculator for calculating take-off weight with increased accuracy. Moreover, the onboard integrated system further comprises a digital converter of the synthesized speech meteorological information into a symbolic graphic view in real time. Moreover, the on-board integrated system further comprises a removable loading module comprising a digital computer, a keyboard for inputting initial variables and a control module for eliminating erroneous input of initial data and preventing erroneous calculations of the take-off parameters of the vessel. Moreover, the onboard integrated system additionally contains an optical-electronic system for preventing the collision of a vessel with moving and stationary obstacles and for monitoring the position of the vessel on the ground relative to the center lines of taxiways, runway and parking lots. Moreover, the improved autonomous on-board integrated multispectral system for visualizing the outfit includes multispectral sensors of various physical principles of operation and a computer for integrating video images from these sensors. Moreover, the sensors of a different physical principle of action are television sets, millimeter wave radars, infrared radars, laser rangefinders, microradars. Moreover, the improved control system of the take-off configuration of the vessel is configured to control the installation of wing mechanization and plumage in the take-off configuration and contains an early warning system to prevent collisions with the terrain and artificial obstacles in the air section of the take-off distance, a warning system about dangerous climb modes, a command system control of pitch angles and prevention of tail impacts during take-off, braking control system for the main pneumatics and their the power and condition of the landing gear, a take-off warning system with locked rudders and ailerons, a warning system to turn on the reverse engine thrust during their failure and one-sided failure, a system for preventing collisions with obstacles during take-off, horizontal flight and descent with director modes for avoiding obstacles, a system for prevention of deviation of the vessel from the center line of the runway during take-off. Moreover, the system for determining the current location of the vessel on the runway during the take-off run is made in the form of an electronic measuring and computing unit for determining the parameters of the spatial position and navigation parameters, which additionally determines the actual and forecasted parameters of the trajectory of climb in the air section of the take-off distance. The technical result of the second invention is achieved by the fact that an improved visualization system for the parameters of the inside and inside the flight environment, containing a new format for presenting the crew with complete, reliable, relevant, interactive and intellectual information about the flight, navigation parameters, parameters of the power plants and ship systems, parameters of external factors , environmental parameters of the cockpit space, on the take-off aerobatic indicator, a mobile system is additionally presented synthesized display of the runway with the center line, its threshold number, display of the maximum permissible lateral deviation of the vessel on the take-off run, fixed symbolic display of the vessel superimposed on the synthesized display of parking lots, taxiways, the runway to the left and right of which cognitive digital counters of the required and actual take-off speed, digital counters-signaling devices of the discrepancy between the predicted and actual take-off speed of the vessel, and also cognitive signaling devices with information about the engine thrust at the current time, information windows with pop-up cognitive text messages about the readiness / unavailability of the vessel for take-off, the need to continue or stop take-off, information windows of landing gear monitoring systems, maximum allowable take-off weight, reverse engine thrust, actual wind, takeoff and landing devices, configurations of mechanization of the wing and stabilizer, braking system, locking of rudders and ailerons, spatial parameters position with digital tally and pitch angle signaling indicators, as well as the parameters of the runway dynamics of the vessel along the runway, and the pilot indicator on the background of the windshield additionally presents commands for raising the landing gear, for breaking and re-accelerating the vessel to safe climb speeds, teams to maintain the optimum pitch angle in the airspace of the take-off distance, as well as commands for the lapel and / or emergency climb to prevent collision with the relief of the underlying surface and are artificial and obstacles, while visual support for the crew’s cognitive activity is realized through the creation of a new format for displaying shelf information using the principles of enhancing visual perception of information, which minimizes the need to shift one’s gaze from ZKP to intra-cabin indicators and create more favorable conditions for piloting aircraft on take-off, resembling the take-off of a ship in simple meteorological conditions by reducing the number of mental operations, eliminating inappropriate operations on the management of the vessel, providing the crew with complete, up-to-date, interactive information and eliminating uncertainty zones when deciding on the helm control of the vessel, and on the integrated indicator of the navigational situation after the vessel reaches a height of 400 m, the crew is additionally presented with a vertical profile of the climb path and an improved terrain display underlying surface, on which SID schemes are superimposed, as well as the actual position of the vessel in the horizontal plane, its track speed heading, current heading, lateral deviation from a given flight path, command heading to bring the ship to a given airway, cognitive alarms of minimum safe altitudes, mapping the terrain in front of the ship at least 40 nautical miles within the width of the airway corridor, established by the flight rules with hazardous altitude alarms in the direction of flight and cognitive command levels to perform maneuvers to prevent collisions with obstacles. Moreover, in the cognitive format for the presentation of flight information at the pre-flight training stage, the take-off flight indicator additionally displays digital counters of the actual technical parameters of the runway, the actual environmental parameters, the allowable angles of attack and slip, the longitudinal and lateral components of the wind speed relative to the center line of the runway, permissible take-off weight, estimated take-off speeds, required full and clean climb gradients, as well as digital digital counters-indicators of the required runway parameters for the expected take-off conditions, the required longitudinal and lateral components of the wind speed, the actual take-off weight, the actual angle of attack and glide, superimposed on the synthesized displays of the ship's parking lots on the apron of the aerodrome with an indication of its location, taxiways and runways . Moreover, at the taxiing and taxiing stage, the take-off flight indicator additionally displays the configuration of the wing and stabilizer mechanization, the position of the rudders, the parking brake, the control configurations of the front landing gear and the main landing gears, the state of the chassis pneumatics, heading information, information about wind speed and direction, state power plants and ship systems using cognitive graphics, and a graphic image of MV is superimposed on the synthesized display of parking lots, taxiways and runways C for monitoring the position of the vessel relative to the marking line of parking lots, taxiways and the center line of the runway and pop-up text messages about the presence of moving and stationary obstacles and a dangerous speed of approach with them in space. surrounding the ship when it is stationary and moving. Moreover, at the stage of occupying the executive start, the take-off flight indicator additionally displays digital cognitive counters-annunciators of roll and pitch angles, a director pitch angle for raising the front strut, digital counters-signaling devices of the actual take-off speed, a digital counter of the required take-off speed depending on the take-off run or time take-off, digital counter-signaling device of the discrepancy between the actual and required take-off speeds, digital counters-signaling devices of longitudinal station location of the vessel from the end of the runway in the take-off direction and a digital counter-signaling device for lateral deviation of the vessel from the center line of the runway, cognitive text messages about the readiness / unavailability of the vessel for take-off. Moreover, at the take-off stage, the take-off flight indicator additionally displays cognitive indicators designed to control the thrust of the power plants for compliance with the requirements of the RLE. the boundaries of the maximum permissible deviations of the vessel from the center line of the runway, the balanced distance of continued / discontinued take-off with the display area of text messages for deciding whether to continue / discontinue take-off, director angles of separation and re-acceleration of the vessel to speeds V ₂ , V ₃ , V ₄ , pop-up a symbol warning the crew about the danger of a tail strike, and a cognitive signaling device of the discrepancy between the calculated and actual take-off speeds with the text message “BOUNDARY. DECISION! ”In combination with a cognitive mnemonic sign of the discrepancy between the actual and predicted take-off speed, pop-up cognitive text messages“ RISE CONTINUE / STOP ”. Moreover, the display of the parameters of the spatial position of the vessel either represents the model of the vessel rotating along the roll against the background of a fixed horizon and against the background of a moving line dividing the space-sky and ground plane, while the direction of rotation of the controls corresponds to the direction of rotation of the layout the vessel both in pace and proportionality, or the display of the spatial position of the vessel as “view of the horizon from the crew’s cabin” in combination with the use of command indices is used Owls for an unmistakable withdrawal of the vessel by the crew from any spatial position into the horizon plane. Moreover, on the airspace of the take-off distance on the take-off flight indicator, the director pitch angle is also displayed for optimal safe climb, the director angles of the roll, the pitch and the course to perform maneuvers to prevent collisions with terrain or artificial obstacles, digital counters, signaling the actual climb gradient, the actual angles of attack and slip, as well as the trajectory of climb in the vertical plane, a digital counter-indicator of a safe height field the one with the conclusion of a text message about the approach of the vessel to a dangerous height, superimposed on an improved synthesized display of the terrain. Moreover, on the flight indicator against the background of the windshield, the parametric and signaling information at low altitudes is superimposed on the improved video image of the underlying surface of the cockpit space, and at high altitudes, on the improved synthesized display of the underlying surface.

The essence of the proposed technical solutions is illustrated by drawings.

Figure 1 Scheme of the full take-off distance.

Figure 2 Structural diagram of the inclusion of measuring and computing blocks BISIP in the architecture of the ICBO MVS.

Figure 3 Structural diagram of the interaction of the crew of the MVS with BSIP MVS;

Figure 4 The diagram of the connections of the modules CBVS.

Fig. 5 Structural diagram of the construction of a real-time optoelectronic system for the early warning of a collision with moving / stationary obstacles at an aerodrome.

( $$\Delta W_{разб.}^{д\text{}оп}$$

) в зависимости от длины разбега.6 The main method of determining the permissible value of the mismatch of speeds $$\Delta V_{R\mathrm{but}sb.}^{d\text{A.}\mathrm{about}P}$$

( $$\Delta W_{R\mathrm{but}sb.}^{d\text{A.}\mathrm{about}P}$$

) depending on the take-off run.

Fig.7. The layout of the receiving holes of the total pressure on the MPVD.

Fig. 8. Display format of flight information on a comprehensive take-off flight indicator.

Fig. 9 A format for displaying zero information on an aerobatic display located on the background of a windshield (ILS) for daytime take-off conditions.

Figure 10 The display format of flight information on the flight indicator, located on the background of the windshield (HLS) for night take-off conditions.

ARCHITECTURE OF BUILDING AND HARDWARE COMPOSITION BISIP MVS

The architecture of the BISIP MVS construction complies with the modern requirements for constructing the aircraft avionics. Guidelines for the development and certification of integrated modular aviation electronic equipment (IMA) and includes:

1. Modules of converters of primary information.

2. On-board data transmission system.

3. Computing modules based on the on-board computing platform.

4. Information display systems and actuators for executing instructions specified by the calculator obtained as a result of processing data from primary information sources and according to functional algorithms embedded in the measuring and computing systems included in the BISIP MVS hardware.

Figure 1 shows a diagram of the full take-off distance, which shows the technical characteristics of the runway, take-off parameters and the initial climb, necessary for the crew to ensure flight safety at the take-off stage, the parameters of which are shown in table 1.

The structure of the structure, the scheme of fitting into the architecture of the ICBO of modern MVS, the hardware composition of the BISIP MVS is shown in Figure 2, and the newly developed electronic measuring and computing systems are shaded in gray.

The apparatus of the claimed device contains an improved autonomous onboard integrated complex visualization of flight parameters (BIKVPP - ECDS Enhanced Cockpit Displays System) and an improved autonomous onboard integrated complex visualization of the underlying surface of the environment ZKP (BIKVZKP - EFVS), newly developed electronic measuring and computing systems and units, improved Airborne Alarm System (BSAS - EFWS Enhanced Flight Warning System); removable boot module with visualization of input parameters (SPM - an input / output device for information on-board computer system MVS), multispectral imaging devices for technical vision of the cockpit space, improved hardware-software complex for synthesized display of the underlying surface of the cockpit space (ESVS), optoelectronic early warning system collisions with moving / fixed obstacles during the movement of the aircraft along the aerodrome area. The BISIP MVS hardware interacts via multiplex information exchange channels (MKIO) with the standard electronic blocks of the ICBO MVS.

The hardware composition of the BIKVPP includes:

1. Visualization tools for flight and navigation parameters, visualization tools for control system parameters and aircraft systems, parameters entered into the digital on-board computer system (CBCS) and the airplane navigation computing system (BCC), namely: integrated flight indicators (KPI 1) of the left and right pilots , combinators (combine operators) of flight indicators against the background of the windshield of the cockpit lantern (ILS 2), complex indicators of the navigation situation of the left and right pilots (CINEMA 3), indicators and control panels of computer systems piloting the left and right pilot (CP ARIA 4) integrated reserve indicator system parameters (PSOE 5), multifunctional propulsion indicator (SU) and MVS systems (MFI 6), see FIG. 2.

2. The BIKVZKP includes technical means for generating video images of the underlying surface of the environment of the enclosed space, consisting of sensors of different physical principle of operation (DRFD) of the multispectral range (shaper of technical vision ZKP), namely: television receivers of the visible wave range (TV receivers 7) , millimeter wave radar (MM radar 8), infrared receivers of the invisible wave range (IR radars 9), laser locators (LL-Lidars 10), video processor - will calculate Spruce of improved display of the outside space (VP UOZKP 11) - a calculator for the integration of video images received from the formers 7, 8, 9, 10.

3. Network information management systems 12 and 16 are used to display information on indicators BIKVPP 1, 2, 3, 6.

4. The newly developed electronic measuring and computing systems and blocks BISIP MVS figure 2 are marked in gray, which includes:

- The upgraded digital on-board computer system for the port and starboard central airborne transport system 13;

- removable boot module SZM 14 with visualization of input parameters into the digital on-board computer system of the MVS;

- An improved on-board alarm system BSAS 15 with sources of voice information (RI), sound tonal alarm (ZTS), sound signals of strong attracting effect (ZSSPD), tactile alarm (TS); visual signals of strong attracting action (VSPPD), which can be used as existing central signal lights (CSO) yellow and red;

- On-board multifunctional radio engineering complex of satellite navigation system and satellite communication system, BMRK SNA - SSS 19 with advanced functionality;

- information complex of high-speed and meteorological environmental parameters IKVSiMP 20 with advanced functionality;

- a block for determining flight and navigation parameters, dynamic parameters of the take-off run of increased accuracy and with enhanced functionality of the BPiNP 21;

- digital meter of actual take-off weight and centering MVS TsIVV 22;

- Digital converter of synthesized speech meteorological information ATIS (Automatic Terminal Information Service) into a symbolic graphic view, DATIS 27.

5. BISIP MVS interacts via digital code lines of communication, for example AMNC 825 or CAN-BUS; CAN -Aerospace with many sensors of the known common aircraft systems (OSS) of the left and right sides, namely:

- power supply systems SES 28;

- automatic pressure control systems in the cockpit and in the passenger compartment SARD 29;

- take-off and landing devices VPU 30;

- anti-icing system PIC 31;

- fire protection system PPS 32;

- braking systems TORM. 33;

- air conditioning system SLE 34;

- fuel system TOPL. 35;

- auxiliary power unit APU 36;

- hydraulic system HYDR 37;

- flap control system CLOS 38;

- Slat control systems PRECR 39;

- stabilizer control system STAVIL 40;

- locking system for rudders and ailerons STOPOR 41;

- control systems of the power plant and thrust reversers of engines SU SU 42 and others;

6. BISIP MVS using multiplex channel 18 for information exchange, for example: MKIN ARINC - 429 also interacts with the components of the integrated complex of airborne equipment IKBO, for example:

- radio navigation aids RTS _nav 23;

- radio communications RTS _{communications} 24;

- automatic control system ACS 25;

- many other blocks IKBO 26.

7. Parameters of the OSS sensors of the left and right sides, the parameters of the developed electronic measuring and computing systems and BISIP MVS units, the parameters of the components of the ICBO are fed to the onboard signal concentrators of the BCS 17 of the left and right sides.

8. The left and right side signal concentrators are connected via an information network, for example: ARINC - 664 with digital onboard computer systems of the central airborne navigation system 13 of the left and right side.

9. On-board computer systems CBVS 13 on the network information management system, for example: ARINC - 818 see pos.12, associated with BIKVPP and BIKVZP.

10. BISIP MVS also interacts with the SNA receivers - PU SNA, on-board device for recording flight modes (BUR), information complex for high-altitude-speed parameters (IHFS), onboard inertial navigation system (SINS), meteorological navigation through the code line of communication (CLS); radar (ML radar) and other electronic components IKBO MVS (not shown in the diagram).

11. For information exchange between its own electronic measuring and computing units and electronic devices that are part of the ICBO MVS, BISIP MVS uses new information exchange technologies, for example: ARINC 664 digital information network and ARINC 818 network information management system.

The block diagram of the crew’s interaction with the BISIP MVS, namely with the BIKVPP flight parameters visualization system and the BIKVZKP underfloor space visualization parameters system, is shown in FIG. 3, according to which the crew 48 perceives environmental parameters 43 and visual information about the outside space 47.

A multi-engine aircraft (MVS) 44 contains primary information sensors DPI 45, designed to determine the parameters of the spatial position, take-off dynamics, altitude and speed parameters. The readings of the sensors are converted to digital form in the transducers 46.

Crew 48 receives information based on visual, acoustic, tactile analyzers and smell (in case of fire).

Figure 3 shows:

49 - governing bodies of the MVS;

50 - actuators or steering machines;

51 - control surfaces (rudders, ailerons, brake flaps, etc.).

Figure 4 shows additional computational modules that expand the functionality of the pulp and paper 13:

- take-off dynamics module 52;

- module 53 high-speed and metrological parameters;

- module 54 flight performance of a particular type of aircraft;

- aerodynamics module 55;

- module 56 traction power plants;

- module 57 database of airports of departure and landing;

- module 58 analysis and decision making;

- modules 59, 60, 61, 62 — databases of standardized parameters for the “TAKEOFF” stage and flight operational restrictions in accordance with the requirements of the Russian Railways;

- knowledge base module 63 expert advisory system;

- module 64 determining the maximum allowable take-off and landing weights;

To input information from a removable boot module SZM 14 in the computer TsBVS 13 serves as an input-output device UVV 65.

Module 53 communicates with module 58 via an internal system bus 66 of the central bank 13.

Figure 5 shows the structural diagram of the construction of an optoelectronic system (OES ZKP 67) real-time early warning of a collision with moving / stationary obstacles when moving the aircraft along the airfield and in airspace. OES ZKP 67 contains a video processor 68 for improved display of ZKP, a block 69 of micro-television cameras of various ranges TK-1, TK-2, a block 70 of microlaser radar rangefinders LD-1, LD-2, a block of 71 infrared cameras IR-1, IR -2. Mini radar 72 are located near doors, hatches and in the areas of the entrance to the special transport vehicles for maintenance or loading.

Figure 6 shows the calculated changes in the airside speed depending on the takeoff run of the aircraft and the practical possible options for its development depending on external factors that determine the allowable amount of mismatch between the actual and calculated speeds of the aircraft at the time the aircraft reaches a balanced take-off distance.

BRIEF DESCRIPTION OF THE PURPOSE AND DEVICE OF ELECTRONIC UNITS BISIP MVS

The integrated pilot indicators of the KPI 1 of the left and right pilots are full-color liquid crystal indicators with diagonals 10 ", 12" or 14 ", for example, MFTS - 0333M (multifunctional digital indicator) manufactured by ELARA OJSC or TDS-12 manufactured by TRANSAS CJSC, which are connected on digital communication lines through a network information and control system 12 with a central air defense system 13 and are intended for visual display of flight parameters KPI 1 of the left and right pilots are serial products mastered by the industry of the Russian Federation eration. From the standpoint of expanding the functional capabilities of indicators and reduce the total number of indicators KPI 1 as the left and right pilot multifunction full-color 15 "LCD indicators or indicators of a new generation may be used, made using OLED, FOLED technologies.

Combiners (combiners) of the ILS 2 left and right pilots, which can be used Head-up Displays (HUD) of Rockwell Collins Inc., are transparent optical displays designed to present the crew with an improved video image of the underlying surface of the ZKP (MS, RD, Runway) and obstacles on it, received from the output of the VP UOZKP 11 video processor in real time, or the synthesized image of the ZKP, on which symbolic displays of the parameters of the spatial position of the aircraft, dynamics ha, WWF and signaling information for the same parameters. At the same time, all the information necessary for the crew to prevent APIs, namely: flight, navigation information and information on the status of the control system and aircraft systems, the cockpit space in the entry and landing areas is concentrated on one indicator - ILS 2 combiner.

Integrated indicators of the navigation situation CINEMA 3 left and right pilots are designed to display navigation parameters and contain a multi-window format for the presentation of navigation information. As CINEMA 3, multifunctional digital indicators MFCI - 0333M manufactured by ELARA OJSC can be used, and display formats of the navigation situation are carried out using the function buttons located on the indicator frame, or the formats can be controlled using the touch screen. At the same time, on CINEMA 3 the crew is presented with: a graphic image of the flight plan with the coordinates of the starting point, turning points and the final point of the route; current aeronautical information; the actual trajectory of the movement of the MVS in the vertical and horizontal planes; current location of the AIM; navigation parameters: ground speed, arrival time at route points; radar images from MNRLS; synthesized display of exit, approach, approach approaches, as well as taxiing patterns at aerodromes, parking lots and runways, in addition to KINO 3, an improved synthesized display of the underlying surface topography with cognitive warning indicators of collision with the underlying surface with the implementation of the forward looking algorithm can be displayed , for example, using databases of aeronautical information from Jeppesen or Honeywell (USA) and using the global database EGPWS / TAWS. And at the take-off stage to the set of the MVS of 400 m, these indicators are used as take-off indicators.

The control panels of the VCC 4 navigation system computer calculators can represent 5 "diagonal liquid crystal indicators and have the ability to display the parameters entered into the BCC computer and additionally navigation information, information from MNRLS and collision avoidance warning systems in case of failure of the main indicators, i.e. They serve as backup indicators for displaying flight and navigation information.The indicators of the VSS 4 launcher have a full-size keyboard and additional functions. cial buttons for precise navigation solving problems in accordance with the requirements of ARINC-739 specifications.

The ISRP 5 indicator is a 5 "LCD indicator and is designed to visualize flight and navigation information generated by the backup system for determining flight navigation parameters.

The multifunctional indicator MFI 6 is a 15 "LCD indicator and is designed to display parametric and signal information in a multi-window format of MVS and SU systems.

The on-board integrated real-time visualization of the underlying surface of the under-deck space BIKVZKP (vision system) is designed to present the crew an improved visual image of the underlying surface (MS, RD and runway) in real time and contains:

- TV receiver 7 - two digital cameras of visible small and medium ranges for low light levels with high resolution, for example: RT-10XXDC (Raster Technology LLC), which are installed in the nose of the fuselage to view the underlying surface in the direction of movement of the MVS The viewing angle is ± 90 ° from the longitudinal axis of the MVS;

- MM-radar 8 - front-view radar station (radar) of the millimeter range, for example, a small 3 mm range of the Visibility-2000 radar manufactured by RADAR MMS, designed to provide safe take-off / landing, taxiing of aircraft at categorized and non-categorized airfields. It provides autonomous all-weather, in the absence of optical visibility, runway detection and reliable reliable information on the relative position of the aircraft and the runway, the detection of moving / stationary obstacles on the runway, taxiway, passenger taxi, taxiing in conditions of limited optical visibility, approaching to passenger terminals. Moreover, the detection range of the runway, taxiway is 3–6 km, the infrastructure of the aerodrome is 6–8 km, equipment is 4–6 km, the accuracy of determining the axis of the runway is 4–5 m;

- IR radar 9 - three infrared cameras of near, middle and far ranges, for example: infrared cameras with ranges of 1 ÷ 3 μm, 3 ÷ 5 μm, 8 ÷ 14 μm;

- LIDAR 10 optical laser radar, designed to measure the range and angular coordinates of moving and stationary obstacles, to accurately measure the speed of moving targets (moving obstacles), to obtain non-coordinate information on surface parameters: tilt angles, curvature, surface roughness, determine the true flight altitude and measure the distance to obstacles of moving and stationary objects on the runway, taxiways and parking lots. As laser locators LL can be used LL type KA-98, Lotaws and other systems for measuring range, image formation and target recognition. Laser range finders can also be used laser range finders such as Leica Rangemaster II, which together with other sources of information provide the detection of dangerous objects on the runway, taxiway, MS.

BIKVZKP, in addition, contains a hardware-software complex for the formation of improved instrumental flight visibility of the cockpit space and obstacles on it for any weather conditions, any types of coatings of MS, RD, runway, operating in real time due to the processing of video images of ZKP obtained from sources of different physical action, integrating image data into one format, the most informative than each of its components individually, and outputting the improved image to KPI 1, ILS 2, CIN 3, as necessary, due to the use of real-time video processors, namely: a video processor for improved display of the enclosed space of a VP UOZKP 11 multispectral vision system, for example: RT-827VP (Rastr Technology LLC), designed to combine images received from its systems 7 , 8, 9, 10, as well as a software package for the formation of the synthesized visibility of the enclosed space — an improved relief of increased accuracy, for example: EGPWS (Enhanced Ground Proximity Warning System) from Rockwell Collins (USA) or we are Garmin (USA).

The electronic modules BISIP MVS 19, 20, 21, 22 and 27 are designed to measure, calculate the actual acceleration characteristics of the aircraft on the runway, determine its current location on the airfield and on the runway, determine the parameters of the WWF, measure the actual take-off weight and centering, and spatial position parameters on the stage of separation and climb on the air section of the take-off distance and the transmission of aerobatic, navigation information, as well as the parameters of the dynamics of the take-off into the digital on-board computer systems of the central airborne navigation system 13 of the left and right side in and on the indicators of the BIKVPP, using for these purposes digital code lines of communication, multiplex channel of information exchange MKIO 18, digital information networks 16 and 12.

The developed electronic systems and blocks of the BISIP MVS include:

- TsBVS 13 digital on-board computer systems of the left and right side with advanced functionality, which can be used on-board digital computers BTsVM-486 or computing unit BV-9600 manufactured by ELARA OJSC. The functionality of these calculators can be expanded by introducing additional modules for calculating take-off dynamics parameters, meteorological parameters, flight performance characteristics, aerodynamics, propulsion thrust and a database module: a global database of aerodromes, for example: Garmin (USA), an improved global terrain database (EGPWS) of Honeywell International (USA), flight operating restrictions, including WWF, take-off configuration of the aircraft, technical characteristics of the aircraft, its system m and power plants. In order to expand the functionality of the BISIP MVS in providing information support to the crew in a rapidly changing environment, namely, in making timely error-free decisions on steering control, the following additional modules are introduced: a module for analyzing and making decisions, a module for the knowledge base of the causes of AP and SI, a module for the mathematical model of takeoff dynamics, a module for analyzing the current position and forecasting the position of the aircraft on the runway and on the airspace of the take-off distance, with a knowledge base of expert advisory system designed for assessment the crew’s ability to continue / stop take-off after the aircraft reaches a speed of V ₁ , with recommendations to the crew to continue the flight to the destination or the nearest alternate aerodrome, the need to perform an emergency landing at the departure aerodrome or to perform an emergency landing at the sites intended for these purposes;

- SZM 14 removable boot module - a functional computing system with an LCD indicator with the ability to display on the SZM indicator 14 parameters entered into the BCC calculators (not shown in the diagram) and digital on-board computer systems of the central air defense system 13. Designed to enter the flight mission (flight plan: coordinates of the starting, turning and ending points of the route, flight altitude) and variables: P ₀ ; t ₀ ; U; δ; To _SC ; actual technical characteristics of the departure aerodrome: DDR, WFD, RDPV, KPT, full and clean climb gradients, actual commercial load and amount of fuel, curb weight of the aircraft, input of aeronautical flight information (AIP) - NOTAM, SNOTAM warnings, aerodrome name and threshold number Runway. The SPM 14 calculator contains the world database of aerodromes, the module for calculating the maximum allowable take-off weight according to the following initial data entered into the SPM 14 calculator: actual meteorological parameters at the departure aerodrome, actual runway technical condition, data on the weight of an empty airplane, centering of an empty airplane, weight of a service equipment, the weight of the necessary fuel for the flight, commercial loading, the weight of the equipped aircraft, the operating modes of power plants. In order to eliminate errors in the calculation of take-off speeds, the maximum allowable take-off weight, the SPM 14 has a control unit (a database of calculations performed with high accuracy for various flight conditions and runway conditions).

- BSAS 15 - an improved integrated airborne warning and alarm system with advanced functionality, for the intellectual support of the cognitive activity of the crew. It contains visual, sound, tactile means of crew information support, namely: sources of cognitive visual signaling (digital counters, pop-up windows with text messages, pop-up markers and indices, visual signals of a strong attracting effect of the AHSS, implemented as central signaling lights (ЦСО) of yellow and red flashing colors; sources of sound signaling: voice information (RI), sound tone signaling (ZTS), sound signals are strong attracting action (ZSSPD); tactile signaling devices (TS) in the form of steering wheel vibrators and brake pedals.In the computers of the developed electronic units BISIP MVS 19, 20, 21, 22, 27 and TsBVS 13, an algorithm for generating notification, warning and alarm information is implemented. BSAS 15 is designed to reduce the likelihood of erroneous crew actions at all stages and flight modes of the aircraft, including the issuance of 13 control commands to the crew together with the central air traffic control center on readiness / not preparedness for take-off and on termination / continuation of take-off .

- BMRK SNS-SSS 19 airborne multifunctional radio complex of satellite navigation system and satellite communication system with advanced functionality, designed for high-precision automatic determination of navigation parameters: geographical coordinates of the current location, ground speed, course, drift angle, and also for determining longitudinal and lateral acceleration on the take-off of the MVS, its spatial position relative to the local plane of the true horizon: angle in roll, pitch and yaw rate, as well as to provide a special carriage, commercial communications and the Internet. Structurally, BMRK SNS-CCC 19 contains receivers of GLONASS / GPS satellite systems, satellite communication systems, for example: a receiver (PU) of the GLOBAL / STAR satellite communication system. BMRK SNS-SSS 19 also contains a computer, an antenna post, consisting of three to four receiving antennas located along the fuselage and on the wings of the MVS, and may also contain its own database of cartographic information;

- IKVSiMP 20 - electronic measuring and computing complex for determining altitude-speed and meteorological environmental parameters of the MVS with advanced functionality. Designed to determine the complete set of aerometric parameters: true and instrumental speed, angle of attack and glide, barometric altitude in the air section of the take-off distance, outdoor temperature, atmospheric pressure at the ground and at altitude, wind speed and direction, longitudinal and lateral components of speed wind relative to the connected axes of the MIF and relative to the centerline of the runway. Structurally, it contains: a multichannel electrically heated panoramic receiver of air pressures of the incoming air flow and air flow generated by the wind, as well as a chamber for completely braking the air flow incident on the vessel with the static pressure and temperature sensors of the inhibited ambient air flow, an electronic unit containing sensors total air pressure, processor and service electronics elements. A multichannel air pressure receiver (MPVD) is a geometric body of rotation that senses the full pressure of the incoming air flow and wind along ten channels for receiving full pressure and additionally has a chamber for completely braking the air flow, in which the static pressure and temperature sensors of the inhibited air flow are placed, while full pressure sensors located in the IKVSiMP 20 electronic unit are connected to the MPVD by pneumatic lines, and the IKVSiMP 20 electronic unit via digital communication lines zi KLS is connected by the system bus MKIO 18.

- BPiNP 21 - electronic measuring and computing unit for determining flight and navigation parameters with advanced functions. Designed to determine the parameters of the spatial position and navigation parameters, the parameters of the run dynamics, namely: roll angles, pitch, yaw relative to the local underlying surface (the plane of the local true horizon in a normal earth coordinate system in accordance with GOST 20058-80); current navigation parameters, namely, the geographical coordinates of the current location on the runway and on the air section of the take-off distance, ground speed and its longitudinal and lateral components in the associated coordinate system and in the normal earth coordinate system, the distance traveled from the starting point, the amount of lateral deviation MB С from the runway center line, runaway dynamics parameters, namely: ground speed, longitudinal and transverse components of ground speed relative to the center line of the runway, longitudinal and lateral acceleration relative to the runway center line, the yaw rate in a normal coordinate system at the takeoff runway MFR, in autonomous mode, and in the complexed with BMRK SNA-SCS 19 or the absence of information from BMRK SNA-SCS 19 complexed with the operation mode. The integrated operating modes of BPiNP 21 with BMRK SNS-SSS 19 and / or IKVSiMP 20 are intended for high-precision determination of run-up dynamics parameters and increase of system reliability by minimizing errors of the first and second kind. BPiNP 21 in its composition may contain an inertial measuring module (IIM) of its own design, which includes:

, измерения вектора ускорения поля тяжести земли и его составляющих в базовой системе координат, образованной углами крена и тангажа по отношению к нормальной земной системе координат при установке МВС на отгоризонтированной площадке в нормальных климатических условиях с обжатиями стоек шасси и пневматиков колес в соответствии с требованиями РЛЭ и направлением продольной оси МВС в сторону географического Северного Полюса;- a measuring unit of three-axis micromechanical accelerometers, designed to measure the parameters of the apparent acceleration vector and its components in the associated coordinate axes of the MVS:

measuring the acceleration vector of the earth’s gravity field and its components in the basic coordinate system formed by the roll and pitch angles with respect to the normal earth coordinate system when installing the MVS on a horizontal platform in normal climatic conditions with compression of the landing gear and wheel pneumatics in accordance with the requirements of RLE and the direction of the longitudinal axis of the MVS in the direction of the geographical North Pole;

;- a measuring unit of three-axis micromechanical gyroscopes designed to determine the parameters of the absolute angular velocity of rotation vector and its components in the connected axes of the MVS

;

в связанных осях МВС;- a three-axis measuring unit, designed to determine the total magnetic field strength of the Earth (MPZ) and the magnetic field strength of the MVS (vector magnetometer) and its components

in the connected axes of the MVS;

;

;

;- temperature sensors of the environment surrounding the vector meters

;

;

;

- micromechanical three-axis measuring unit, designed to measure the angular accelerations of the connected axes of the MVS.

In addition, BPiNP 21 contains a calculator and service electronics elements (secondary power sources, hardware smoothing filters, multi-channel analog digital converters, communication and interface modules, etc.). BPLNP 21 on the CLS is connected to the system bus MKIO 18 and provides information to the blocks of signal concentrators BCS 17, which in turn is through information networks 16, for example: ARING 664 specifications are connected to the CBVS 13, which performs additional computational procedures necessary to form a unique and the crew’s intuitive flight, navigation information necessary for the intellectual support of the crew’s cognitive performance. This information is transmitted through a network of information management systems 12 for display on indicators BIKVPP 1, 2, 3, 6.

In order to minimize zero drift (readings of micromechanical accelerometers and angular velocity sensors when there is no measured information at the input) in time and from start to start, micromechanical accelerometers and micromechanical gyroscopes, angular acceleration sensors can be installed on the faces of the hexagonal pyramid, which will significantly increase the accuracy of determining the parameters spatial position and navigation parameters by improving the stability of gear ratios of primary information sensors mation: linear acceleration and angular velocity, as in this case inertial sensors are installed in a state of stable equilibrium.

- TsIVV 22 digital measuring device of actual take-off weight of the aircraft; designed to measure the actual take-off weight of the aircraft in the parking lot and at the executive start, and which contains the actual weight sensors;

- DATIS 27 digital sensor - converter of synthesized voice information ATIS (AUTOMATIC TERMINAL INFORMATIOIN SERVICE) to digital with subsequent conversion of speech information into character and graphic form through the use of ACARS (Aircraft Communication Addressing and Reporting System), an address-reporting system of aviation communications company ARINC.

Since the well-known EFVS / SVS / CVS (Enhanced Flight Visual System / Synthetic Vision System / Combine visual system) system is used in the development of the BISIP MVS, the visualization of aerobatic and navigation parameters and the visualization of the airspace, as well as the presentation to the crew of a combined display of aerobatic and navigation information superimposed on the RFP, is carried out in accordance with the requirements of KT-315 and is standard. The difference is that the ILS 2 indicators are developed using the latest OLED, TOLED technologies built on a transparent film - a substrate and organic LEDs built onto it, the color of which is controlled by electric current. They have high brightness and contrast with high resolution color images, which are three times higher than conventional liquid crystal indicators used earlier.

DESCRIPTION OF THE WORK OF DEVELOPED BLOCKS BISIP MVS

The crew perceives environmental parameters 43 (Fig. 3) and visual information 47 about the cockpit space both visually through the glazing of the cockpit lamp in simple weather conditions, and with the help of technical means 1 ÷ 6 BIKVPP and using BIKVZKP and its technical means 7 ÷ 11 using visual, acoustic and tactile analyzers.

The BIKVPP BISIP MVS visualization system allows the crew to recognize dangerous situations in the early stages of the take-off run and help them make the right decisions to continue / stop take-off, prevent tail strikes during the take-off run and stall due to reaching critical angles, and also avoid collisions with obstacles when moving across an area the aerodrome and at the airspace of the take-off distance due to the fact that the readings of the primary information sensors of the DPI 45 MVS 44 through the converters 46 enter the developed electronic blocks BI SIP MVS 19, 20, 21, 22, in which they are converted into physical quantities: current take-off speed, acceleration, roll and pitch angles, altitude, angle of attack and slip. And information about the failures of the control system and the MVS systems according to the CLS OSS and MKIO 18 is fed to the input of the on-board computer system TsBVS 13, in the forecast and analysis module of which, based on the calculated (predicted) characteristics of the parameters of the dynamics of take-off, the characteristics of take-off parameters obtained in real time are compared, and which, in turn, are compared with the parameters allowed in operation at the “TAKEOFF” stage. On their basis, the CCBF 13 develops control commands about the crew’s readiness / unavailability for takeoff, about the possibility of continuing or stopping takeoff. The BSAS 15 system provides the crew with notification, warning, emergency, signaling information that operates on various physical principles of action (visual, audible, tactile). The crew, using the readings of indicators 1 ÷ 6 and alarm warning information generated by the BSAS 15, acting on the controls 49 through the SAU 26 system or directly on the actuators 51 (steering machines), acts on the control surfaces of the MVS (ailerons, elevators, rudders, stabilizer, braking system (main and emergency), front wheel control, SU control (OREs), SU thrust reverses, wing mechanization (flaps, slats, spoilers, spoilers, brake flaps) effectively prevents the aircraft from rolling out of the runway and stalling, colliding with obstacles on the aerodrome area and in the airspace of the take-off distance, since the crew has created favorable conditions that intuitively resemble take-off in simple weather conditions with the additional possibility of recognizing dangerous situations at the early stage of the run due to control commands, issued by CBVS 13.

The developed blocks BISIP MVS work as follows.

The work of the MPVD. A fixed spherical MPVD mounted on the surface of the fuselage in the place of least “shadowing” of the air flow incident on the MVS with its design, including wind at the stages of parking, taxiing and occupation of the executive start, senses the full pressure of the incoming air flow through eight channels for receiving full pressure in the azimuthal direction relative to the longitudinal axis of the MVS and along the three channels for receiving the total pressure of the vertical plane of symmetry of the MVS, see Fig. 7. The central hole P ₁ and the hole P ₅ coincide with the longitudinal axis of the aircraft, and the holes P ₂ and P ₈ are located in relation to the hole P ₁ at an angle of 15 ° to the horizontal plane, and the holes P ₃ and P ₇ are located along the transverse axis of the MPVD , holes P ₄ and P ₆ at an angle of 45 ° to the hole P ₅ , and holes P ₉ and P ₁₀ are located in the vertical plane of symmetry at angles of 15 ° with respect to the hole P ₁ . MPVD has an additional chamber for complete braking of the air flow, in which the sensors are located temperature inhibited air flow and its static pressure (see Fig.7).

Channels for the complete reception of pressure P ₁ ÷ P ₁₀ via pneumatic pipelines are connected to absolute pressure sensors of the IKVS and MP 20 electronic unit, and the readings of the sensors of the temperature of the inhibited flow and static pressure via analog communication lines are transmitted to the multichannel analog digital converter of the same unit. Using the MPVD installed in the incoming air flow, the total pressures in horizontal and vertical planes in the associated velocity coordinate system are perceived, the angular position of the true air velocity vector is determined: the angles of attack and slip, the static pressure of the incoming air flow, the temperature of the inhibited air flow, and true and instrumental flight speeds, barometric flight altitude, wind speed and direction when the aircraft is in the parking lot and executive start [see Braslavsky D.A. Instruments and sensors of aircraft M. Mechanical Engineering 1972. 392 s; Petunin A.N. Methods and techniques for measuring gas flow parameters. M. Engineering 330 s]. Since the range of measurement of angles of attack and slip is limited to a value of the order of ± 30 °, then to determine them with an accuracy of 0.2 ° RMS (standard deviation) and determine the direction of the wind with an accuracy of about 10 ° RMS (in accordance with the requirements of the Manual on meteorological support for flights) for the MVS of the transport category, it is enough to have an MPVD containing eight full pressure inlets in the horizontal plane and three inlets in the vertical plane.

Work IKVS and MP 20

The calculator ICVS and MP 20, using the readings of the sensors for full pressure, static pressure, and the temperature sensor of the inhibited air flow entering the aircraft, calculates the full set of altitude-speed parameters of the MVS in accordance with the equations:

V _x = f ₁ (P ₁ -P ₈ ; P ₁ -P ₂ ; P ₁ -P _cm ; T ^∗ );

V _y = f ₂ (P ₁ -P ₉ ; P ₁ -P ₁₀ ; P ₁ -P _cm ; T ^∗ );

V _z = f ₃ (P ₃ -P ₂ ; P ₃ -P ₄ ; P ₃ -P _cm ; P ₇ -P ₆ ; P ₇ -P ₈ ; P ₇ -P _cm ; T ^∗ )

;

или

;

.The air speed and its components in the associated velocity coordinate system V = f (V _x ; V _y ; V _z ) are determined depending on the ratio or pressure difference in the receiving holes P ₁ -P ₈ , for example, as

;

or

;

.

According to the data measured using absolute pressure sensors in the receiving holes P ₁ ; P ₂ ; P ₃ ; P ₄ ; P ₅ ; P ₆ ; P ₇ ; P ₈ P ₉ ; P ₁₀ of the static pressure sensor and P _cm ;, the temperature sensor of the inhibited air flow T ^∗ located in the chamber of complete braking of the incoming air flow, the electronic unit calculator IKVSiMP 20 calculates, in accordance with the system of equations, the vector module of the true air velocity and its components relative to the longitudinal axis of the MVS , as well as its angular position in the associated velocity coordinate system according to the equations below:

;

;

;

;

,

,

where α = ψ _α is the angle of attack; β = ψ _β is the MVS slip angle equal to the bevel angles of the plane air flow in the yaw plane ψ _β in the plane ψ _α orthogonal to it;

V _x ; V _y ; V _z are the components of the true or instrumental airspeed in the associated velocity coordinate system.

The module of the true airspeed vector, the angles of attack and slip, the vertical speed is determined from the expressions:

;

;

;

;

;

;

;

;

;

, где

;

where

OXZ and OXY - directions of the associated coordinate axes relative to the center of mass of the MVS in accordance with GOST 20058-80;

P ₁ ; P ₂ ; P ₃ ; P ₄ ; P ₅ ; P ₆ ; P ₇ ; P ₈ P ₉ ; P ₁₀ - full pressure of the incoming air flow in the receiving holes of the MPVD;

P _cm - static pressure taken by the sensor in the brake chamber;

T ^∗ is the temperature of the inhibited air flow recorded by the sensor in the braking chamber;

, где K_i=f(ψ_i) - коэффициент, характеризующий угловое положение i-й трубки полного давления относительного направления набегающего воздушного потока, который используется для получения информации о скорости и направлении ветра. Далее по гипсометрическим формулам, используя зависимости по [ГОСТ 5214-74 и ГОСТ 4701-81 Таблица аэродинамическая. Динамические давления и температура торможения воздуха для скорости от 10 до 4000 км/час. Параметры М. Издательство стандартов 1974 - 239 с и ГОСТ 4701-81 Атмосфера стандартная. Параметры, М Издательство стандартов. 1981 - 179 с.] определяются: приборная скорость, плотность воздуха, высота полета, температура наружного воздуха, истинная воздушная скорость, плотность воздуха на высоте полета, вертикальная скорость в соответствии с их функциональными зависимостями от полного давления набегающего потока, статического давления и температуры заторможенного потока воздуха. Эмпирические формулы здесь не приводятся в виду их громоздкости.In the plane parallel to the plane of symmetry of the OXZ MVS on the surface of the MPVD around the circumference there are holes for sampling the total pressure of the air flow P ₁ -P ₈ when the MVS is parked on the MS, RD (preliminary start), runway (executive start), designed to determine the wind direction speed, when there is no information about the airspeed of the aircraft. In this case, the MPVD represents the full pressure receivers repeated in the azimuthal direction, with full pressure receivers: P ₁ ; P ₂ ; P ₃ ; P ₄ ; P ₅ ; P ₆ ; P ₇ ; P ₈ . Depending on the wind direction to the longitudinal axis of the MVS, the angular characteristics of the air flow parameters are formed in accordance with the ones shown in Fig. 8.37 p. 385 [V.M. Soldatkin. Methods and means of measuring the aerodynamic angles of aircraft. Kazan 2001]. In accordance with the materials presented in this literature, an array of informative signals is formed in the form of pressure drops

where K _i = f (ψ _i ) is a coefficient characterizing the angular position of the i-th full pressure tube relative to the direction of the incoming air flow, which is used to obtain information about the speed and direction of the wind. Further, according to the hypsometric formulas, using the dependences according to [GOST 5214-74 and GOST 4701-81 Aerodynamic table. Dynamic pressures and braking temperatures for speeds from 10 to 4000 km / h. Parameters M. Standards Publishing House 1974 - 239 s and GOST 4701-81 Standard atmosphere. Parameters, M Publisher Standards. 1981 - 179 pp.] Are determined: instrument speed, air density, flight altitude, outdoor temperature, true air speed, air density at altitude, vertical speed in accordance with their functional dependences on the total free-stream pressure, static pressure and inhibited temperature air flow. Empirical formulas are not given here in view of their bulkiness.

на воздушном участке взлетной дистанции. Далее модуль 53 вычислителя ЦБВС 13 определяет продольные и поперечные составляющие скорости ветра как U_в; U_п=V_x-W_x (встречную и попутную составляющие): ±U_б=V_z-W_z (боковые составляющие в левый и правый борт) относительно осевой линии ВПП, сравнивает их текущие значения с пороговыми значениями в зависимости от состояния ВПП для конкретного типа МВС U_в; U_п=f₁(К_сц); ±U_б=f₂(К_cц), хранящихся в модуле базы данных 57 ЦБВС 13. Если при этом параметры фактического ветра $$\left|U_{в}\right|;\left|U_{п}\right|;\left|U_{б}\right|\ge U_{в}^{доп};U_{п}^{доп};U_{б}^{доп}$$

модуль 58 анализа и принятия решения ЦБВС 13 и модуль 59 алгоритма диспетчеризации ЦБВС 13, определяющий этапы и режимы полета, вырабатывают управляющие команды для экипажа «К ВЗЛЕТУ ГОТОВ/ НЕ ГОТОВ» после ввода номера порога ВПП на МС, РД и на ВПП в процессе занятия исполнительного старта, или управляющую команду «ВЗЛЕТ ПРОДОЛЖИТЬ/ПРЕКРАТИТЬ» после занятия МВС исполнительного старта и установки его на взлетный курс в зависимости от соответствия/несоответствия параметров ветра требованиям РЛЭ для обеспечения безопасного взлета.Longitudinal and transverse components of wind speed ± U _x ; ± U _z relative to the longitudinal axis of the MVS OX in the associated coordinate system at the aircraft parking, taxiway and executive start (in the absence of information about air and ground speed) is defined as: ± U _x = ± V _x ; ± U _z = ± V _z . When the MIF moves in airspace with the known parameters V, W, γ, ψ, ϑ, the airspeed data V = f (V _x ; V _y ; V _z ) calculated in the associated coordinate system of the MIF are redesigned into the normal Earth coordinate system in accordance with with GOST 20258-80, using for these purposes the current parameters of the spatial position of the MVS (γ, ψ, ϑ), which are continuously supplied to the calculator ICVSiMP 20 via digital, code lines of communication from the BPiNP 21. In this case, coordinate transformations are carried out according to well-known formulas projection transforms projection in matrix form (the direction cosines of vectors for converting the components in accordance with GOST 20058-80). From this it is clear that at the aircraft parking, when there is no incoming air flow, and the roll and pitch angles are small, IKVSiMP 20 actually determines the longitudinal and transverse components of the wind speed ± U _x ; ± U _z in the associated velocity coordinate system, as well as the value of atmospheric pressure at the level of the runway or its thresholds, the outdoor temperature. In this case, the output characteristics of IKVSiMP 20 are the altitude and speed parameters of the MVS, namely: V _ol ; V _East ; N _bar ; V _y ; P ₀ ; T ₀ ; V _x ; V _y ; V _z , α, β as well as wind parameters: U and δ, and the longitudinal and lateral components of the wind speed ± U _x ; ± U _z when the aircraft is stationary relative to the earth’s surface. To determine the wind parameters during the movement of the MVS, the above-mentioned parameters along the CLS are supplied to the first input of the module 53 of the altitude-speed and metrological parameters of the central air defense station 13, the second input of which receives information about the eastern and northern components of the ground speed W _E ; E _N and information about the current course of the MVS ψ generated by the BPiNP 21 unit, both in its autonomous mode of operation and in the combined mode from the BMRK SNA-SSS 19. The take-off dynamics module 52 of the TsBVS 13 computer using the known coordinate transformation formulas and the known values of W _E ; W _N and ψ converts the components of the ground speed W _E ; W _N in the longitudinal and transverse components of ground speed in the associated coordinate system ± W _X ; ± W _Z , which allow you to additionally determine the current drift angle of the MVS:

in the air section of the take-off distance. Next, the module 53 of the calculator CBVS 13 determines the longitudinal and transverse components of the wind speed as U _in ; U _p = V _x -W _x (oncoming and associated components): ± U _b = V _z -W _z (side components to the left and right side) relative to the center line of the runway, compares their current values with threshold values depending on the status of the runway for a specific type of MVS U _in ; U _p = f ₁ (K _sc ); ± U _b = f ₂ (K _cc ) stored in the database module 57 of the central air traffic control system 13. If the actual wind parameters are $$\left|U_{\mathrm{at}}\right|;\left|U_P\right|;\left|U_b\right|\ge U_{\mathrm{at}}^{d\mathrm{about}P};U_P^{d\mathrm{about}P};U_b^{d\mathrm{about}\mathrm{<figure-callout\; id="58"\; label="P\; module"\; filenames="00000152.png,00000153.png"\; state="\{\{state\}\}">P\; </figure-callout>}}$$

module 58 for analysis and decision-making of central air traffic control system 13 and module 59 of the central air traffic control system of central air traffic control system 13, which determines the stages and flight modes, generate control commands for the crew “TO TAKE OFF / NOT READY” after entering the runway threshold number on the MS, RD and on the runway during training an executive start, or the “RISE CONTINUE / STOP” command, after the MVS has taken an executive start and set it to the take-off course depending on the compliance / non-compliance of the wind parameters with the requirements of the RLE to ensure safe take-off.

At the stages of climb, horizontal flight, descent and approach, when data on the true airspeed, course, ground speed and drift angle are known, information about which, taken from IKVSiMP 20, BPiNP 21, BMRK SNS-SSS 19, is continuously received to the inputs of modules 52, 53, 54, 55, 56 of the central air navigation system 13. Computing module 53 of the central air navigation system 13 determines the meteorological direction of the wind δ or its navigation direction — HB (navigation wind) and wind strength U by solving the well-known equation of the navigation velocity triangle. In this case, the longitudinal and transverse components of the wind speed are calculated at the current rate obtained from BPiNP 21 or with high accuracy from BMRK SNS-SSS 19.

по алгоритму, изложенному в РЛЭ для конкретного типа МВС или алгоритму, приведенному в источнике информации М.Р. Алкина, Н.А. Зайцева д.т.н., И.В. Калинина, к.т.н, Т.П. Ткачева, к.т.н. «Оценка влияния начальных условий взлета на выполнение заданной схемы вылета». ОАО «Московский институт электромеханики и автоматики»; М.Р. Алкина, И.В. Калинина «Автоматизация расчета взлетных летно-технических характеристик». «Гироскопия и навигация» СПб. 2005, рассчитывает максимально допустимый взлетный вес, а также максимально допустимый посадочный вес.In addition, the module 64 CBVS 13 on the known values of U; δ; P ₀ ; t ₀ , the actual state of the runway (K _sc , the actual lengths of the DDR, RDPV, RDS, KPT, contamination of the runway), information about G _design. ; G _topl. ; G _Komer. ; SAH _fak %; η _CLEAN ;

according to the algorithm described in the RLE for a specific type of MVS or the algorithm given in the information source M.R. Alkina, N.A. Zaitseva Doctor of Technical Sciences, I.V. Kalinina, Ph.D., T.P. Tkacheva, Ph.D. "Evaluation of the impact of the initial take-off conditions on the implementation of a given departure pattern." OJSC "Moscow Institute of Electromechanics and Automatics"; M.R. Alkina, I.V. Kalinina "Automation of calculation of take-off flight technical characteristics." “Gyroscopy and navigation” St. Petersburg. 2005, calculates the maximum allowable take-off weight, as well as the maximum allowable landing weight.

The work of BP and NP 21

, вектора абсолютной угловой скорости вращения МВС с его составляющими

относительно его связанных осей X, Y, Z, суммарного вектора напряженности магнитного поля Земли (

) и магнитного поля МВС (

) с его составляющими H_X, H_Y, H_Z на связанные оси МВС в месте установки векторного магнитометра и вектора ускорения силы поля тяжести Земли с его составляющими относительно связанных осей судна

. Вычислитель БПиНП 21 по известным алгоритмам работы БИНС, например: приведенных в книге «Ориентация и навигация подвижных объектов: современные информационные технологии» под ред. Б.С. Алешина, К.К. Веремеенко, А.И. Черноморского - М. Физ-мат лит., 2006 - 424 с. определяет пилотажные параметры, а именно: углы крена, тангажа, курс, истинную высоту, а также навигационные параметры: путевую скорость W, северную W_N и восточную W_E составляющую путевой скорости, путевой угол ПУ, географические координаты местоположения МВС φ, λ. Однако, БПиНП 21 отличается от БИНС тем, что его чувствительные элементы устанавливаются в базовой системе координат, образованной установкой МВС в нормальных климатических условиях на специально отгоризонтированной площадке с выпущенными и убранными шасси, причем продольная ось МВС направляется на географический Северный Полюс, что позволяет заранее определить текущие углы связанных осей МВС относительно нормальной земной системы координат, и тем самым повысить точность определения параметров пространственного положения и местоположения МВС на разбеге и на воздушном участке взлетной дистанции. Кроме того, в целях уменьшения погрешностей определения пилотажных и навигационных параметров, накапливающихся со временем ошибок из-за параметров нестабильности ДПИ, реализованных на микромеханических датчиках (особенно микромеханических гироскопов - ММГ) из-за дрейфов нуля и передаточных коэффициентов в запуске, от запуска к запуску, которые приводят к дрейфу угловых координат пространственного положения МВС, большим погрешностям определения путевой скорости и координат местоположения, к неприемлемым значениям в соответствии с требованиями стандартов навигационных определений RNP (RNP - требуемые навигационные характеристики - перечень навигационных характеристик, необходимых для выполнения полетов в пределах установленного воздушного пространства, а тип RNP - величина удерживания, выраженная через расстояние в морских милях от планируемого местоположения, в пределах которого воздушные суда будут находиться в течение, как минимум, 95% общего полетного времени), дополнительно работа БПиНП 21 отличается от известных типовых алгоритмов БИНС тем, что в заявляемом устройстве применяется способ отключения/включения интеграторов показаний ММГ ω_x, ω_y, ω_z по сигналам высокочувствительных датчиков угловых ускорений. Т.е. при отсутствии сигналов с ММГ ω_x, ω_y, ω_z интеграторы отключены и накопления ошибок не происходит. Вычислитель БПиНП 21 в отличие от алгоритмов работы БИНС использует различные способы определения пилотажных и навигационных параметров в зависимости от фактических условий полета.Based on the fact that the current spatial position parameters γ, ψ, ϑ relative to the plane of the true horizon formed by the normal coordinate system in accordance with GOST 20058-80, the current location of the aircraft in the geographical coordinate system and the true flight height in the air section of the full take-off distance are calculated using well-known algorithms for the functioning of strapdown inertial navigation systems (SINS) and course-lines in the presence of a complete set of data from sources of primary information and placed in an inertial measuring module (IIM - not shown). Moreover, BPiNP 21 can function both in stand-alone mode and in integrated modes with BMRK SNA-SSS 19, in the presence of navigation information SNA and / or in a complex mode of operation with IKVSiMP 20 in the absence of navigation information from SNA. The block of sensitive elements of the IIM contains meters of the apparent acceleration vector and its components

, the vector of the absolute angular velocity of rotation of the MVS with its components

relative to its associated axes X, Y, Z, the total vector of the Earth’s magnetic field strength (

) and magnetic field MVS (

) with its components H _X , H _Y , H _Z on the connected axis of the MVS at the installation site of the vector magnetometer and the acceleration vector of the Earth's gravity field with its components relative to the connected axes of the vessel

. BPiNP 21 calculator according to well-known SINS operation algorithms, for example: those given in the book “Orientation and Navigation of Moving Objects: Modern Information Technologies”, ed. B.S. Alyoshina, K.K. Veremeenko, A.I. Chernomorsky - M. Fiz.-mat lit., 2006 - 424 p. determines aerobatic parameters, namely: roll, pitch, heading angles, true altitude, as well as navigation parameters: ground speed W, north W _N and east W _E component of ground speed, ground path angle PU, geographical coordinates of the location of the MVS φ, λ. However, BPiNP 21 differs from SINS in that its sensing elements are installed in the basic coordinate system formed by the MVS installation in normal climatic conditions on a specially horizontally calibrated platform with the chassis extended and retracted, and the longitudinal axis of the MVS is directed to the geographic North Pole, which allows you to determine in advance the current angles of the connected axes of the MVS relative to the normal earth coordinate system, and thereby increase the accuracy of determining the parameters of the spatial position and location dix MFR at takeoff and air portion takeoff distance. In addition, in order to reduce the errors in determining the flight and navigation parameters that accumulate over time due to the instability parameters of the PDI implemented on micromechanical sensors (especially micromechanical gyroscopes - MMG) due to zero drifts and gear ratios in the launch, from launch to launch which lead to a drift of the angular coordinates of the spatial position of the MVS, large errors in determining the ground speed and location coordinates, to unacceptable values in accordance with RNP (RNP - required navigational characteristics - a list of navigational characteristics necessary for flying within the established airspace, and type RNP - the amount of retention expressed in terms of the distance in nautical miles from the planned location within which the aircraft will be located during at least 95% of the total flight time), in addition, the operation of BPiNP 21 differs from the well-known typical SINS algorithms in that in the inventive device TBE applicable method enable / disable indications integrators MMG ω _x, ω _y, ω _z of highly sensitive sensors signals angular accelerations. Those. in the absence of signals with MMG ω _x , ω _y , ω _{z, the} integrators are disabled and error accumulation does not occur. The BPiNP 21 calculator, in contrast to the BINS operation algorithms, uses various methods for determining flight and navigation parameters depending on the actual flight conditions.

. Величины этих проекций зависят от положения корпуса измерителя, установленного жестко в центре масс МВС в базовой системе координат, относительно плоскости земного горизонта - местной плоскости истинного горизонта, и определяются углами крена и тангажа - продольными и поперечными углами наклона корпуса измерителя к плоскости местного истинного горизонта.In the mode of steady horizontal straight flight, when the values of ω _x , ω _y , ω _z are equal to or close to zero, i.e. in the absence of signals from the angular velocity sensors of the connected axes of the MVS, the roll and pitch angles are determined using the readings of precision linear acceleration sensors installed in the base coordinate system, the signals of which are proportional to the effective value of the projection of the gravity vector

. The values of these projections depend on the position of the meter body fixed rigidly in the center of mass of the MVS in the base coordinate system, relative to the plane of the earth's horizon — the local plane of the true horizon, and are determined by the roll and pitch angles — the longitudinal and transverse angles of the meter body to the plane of the local true horizon.

по известному выражению:In MVS maneuvering modes in airspace with angular velocities ω _x , ω _y , ω _z (ω _y , ω _ϑ , ω _ψ ) or with angular roll, yaw, and pitch velocities, BPiNP 21 calculator using the readings of the angular velocity sensors of the connected MVS axes and quaternion integration, generates information about the spatial position of the MVS: roll, pitch and yaw angles relative to the local plane of the true horizon constructed by the BPiNP calculator. The output information of the BPiNP block 21 is also the eastern W _E and northern W _N components of the ground speed obtained by integrating the linear accelerations of the coupled axes O _X and O _Z , obtained in turn by redesigning the readings of the accelerometers installed in the base coordinate system in a normal earth coordinate system using the current angles of roll, pitch and yaw, as well as taking into account compensations for Coriolis accelerations and accelerations associated with the curvilinearity of the movement of the MIF in near-Earth airspace. MVS location coordinates φ, λ are calculated by reintegration obtained by W _N and W _E according to well-known algorithms of inertial navigation systems (INS) using the integration of Poisson equations or quaternion integration, the solutions of which have no uncertainty zones. Moreover, in the integration unit, the analytical construction of the plane of the local horizon is carried out, with respect to which the roll, pitch and yaw angles are determined. In contrast to the well-known SINS algorithms, the formation of aerobatic, navigation parameters in BNiNP 21 is carried out according to the known magnitude of the magnetic course ψ _M calculated from the measurements of the magnetic induction vector obtained from the vector magnetometer

by a well-known expression:

, где

where

индукции геомагнитного поля на оси связанной системы координат МВС [см. Ориентация и навигация подвижных объектов: современные информационные технологии. Под ред. Б.С. Алешина, К.К. Веремеенко, А.И. Черноморского - М. Физ-мат лит., 2006 - 424 с.]B _x , B _y , B _z - projections of the vector

induction of the geomagnetic field on the axis of the connected coordinate system of the MVS [see Orientation and navigation of moving objects: modern information technology. Ed. B.S. Alyoshina, K.K. Veremeenko, A.I. Black Sea - M. Fiz.-mat lit., 2006 - 424 p.]

;

, и темпа бокового отклонения МВС от осевой линии ВПП, интегрирование величины W_z позволяет определить величину линейного бокового отклонения ±Δz, информация о которой по КЛС поступает в модуль 58 прогноза и анализа ЦБВС 13, в памяти которого хранится база данных (модуль 61) нормируемой величины ±Δz^доп=f(L_разб, V_приб).The values of W _N and W _{E are} redesigned into a coupled coordinate system of the MVS, but due to the small roll and pitch angles at the executive start, the longitudinal and transverse components of the ground speed in the coupled coordinate system W _x are calculated using the formulas known in trigonometry and the known course; ± W _z , which are necessary to assess the growth rate of the take-off speed of the MVS:

;

, and the rate of lateral deviation of the MVS from the center line of the runway, integration of the value of W _z allows us to determine the value of the linear lateral deviation ± Δz, the information about which is transmitted via the CLS to the module 58 for prediction and analysis of the central air traffic control system 13, in the memory of which the standardized database (module 61) is stored values ± Δz ^add = f (L _sc , V _prib ).

, и если после достижения МВС приборной скорости V_пр≥100 км/ч возникает условие

, то срабатывает управляющая команда на прекращение взлета.To assess the rate of lateral deviation of the MVS from the center line of the runway BPiNP 21 additionally gives the value of the angular velocity of yaw ω _y , which is necessary to estimate the rate of the lateral deviation of the MVS from the center line on the take-off, which is received in the analysis and forecast block 58 of the central air traffic control center 13, where the current value is compared ω _y with an acceptable value

And if after the MFR airspeed V _ave ≥100 km / h condition occurs

, then a control command is triggered to stop take-off.

;

, полученных от приемного устройства БМРК СНС-ССС 19, при известном курсе ψ взлета. Определение географических координат текущего местоположения φ, λ осуществляется как в автономном режиме работы БПиНП 21, так и в комплесированном режиме работы по известным алгоритмам комплексирования. [см. Теория инерциальной навигации (корректируемые системы). В.Д. Андреев. Издательство «Наука». Главная редакция физико-математической литературы. М, 1967 г. 648 стр.]To increase the accuracy of determining the speed of the take-off speed, depending on the art and style of piloting by the aircraft crew, the status of the runway, the actual MU, the longitudinal and transverse components of the ground speed W _y ; ± W _z in the BPiNP 21 calculator, an inertial-satellite filter algorithm is implemented in which the longitudinal and transverse components of the ground speed are combined in a coupled coordinate system

;

received from the receiving device BMRK SNS-SSS 19, with a known course ψ take-off. The geographical coordinates of the current location φ, λ are determined both in the autonomous operating mode of the BPiNP 21 and in the combined mode of operation according to well-known integration algorithms. [cm. Inertial Navigation Theory (Adjustable Systems). V.D. Andreev. Publishing House "Science". The main edition of the physical and mathematical literature. M, 1967. 648 pp.]

Moreover, due to the peculiarities of using the MRS SNA-SSS 19, designed not only to determine geographic coordinates, current ground speed and current track angle, but also to accurately determine the coordinates of the angular position of the MVS γ, ψ, ϑ through the use of an antenna post, consisting of three or four receiving antennas of the SNA, spaced along the fuselage in the longitudinal and transverse directions, the computing module BPiNP 21 implements the algorithm of the inertial-satellite filter based on the mismatch rank:

ΔW = W ^AND -W ^C ; Δγ = γ ^AND -γ ^C ;

Δϑ = ϑ ^AND -ϑ ^C ; Δφ = φ ^AND -φ ^C ;

Δλ = λ ^AND -λ ^C.

The implementation of such an algorithm makes it possible to determine with high accuracy the rapidly changing parameters of the spatial position and the takeoff run dynamics of the MVS.

In order to increase the accuracy of determining flight and navigation parameters, BPiNP 21 computing module implements algorithmic compensation of instrumental errors of primary information sensors based on their mathematical models of operation.

Then the output characteristics of the BPiNP 21 block are:

W _x ; ± W _z are the longitudinal and transverse components of the MVS ground speed averaged over a time interval during runway take-off in the base or associated coordinate system;

;

- продольная и поперечная составляющие ускорения на разбеге МВС;

;

- the longitudinal and transverse components of acceleration on the take-off run of the MVS;

ψ _and (ψ _m ) - current true (magnetic) course;

ω _y is the angular velocity of yaw;

- угловое ускорение рыскания;

- angular acceleration of yaw;

γ, ϑ - current roll and pitch angles in all flight modes;

,

- текущие угловые ускорения связанных осей судна по крену и тангажу;

,

- current angular accelerations of the connected axes of the vessel in roll and pitch;

W _N ; W _E ; W; PU; γ; φ - northern and eastern components of ground speed, ground speed, ground angle, current coordinates of the location of the MVS in a normal earth coordinate system

Work CBVS 13

The crew, controlling the take-off speed during take-off, awaits the moment when the MVS reaches speed V ₁ and makes a further decision to terminate or continue take-off if there is only information about speed V ₁ , which is still the main decision-making criterion for take-off. However, in the case of a takeoff run with a slower pace, the achievement of V ₁ may occur too late outside L _run > L _failed and safe termination of take-off is not guaranteed, since the runway may not have enough runway + CPT remaining balance (end braking band) to prevent rolling out the runway, and if they continue to rise the actual climb gradient η ^fact may be below the minimum, ie, η ^fact <η ^additional , which can lead to a collision of the aircraft with obstacles in the air section of the take-off distance. Due to the lack of technical means to control the rate of increase in speed by the time V _{1 is} reached, technical means to control lateral deviation from the center line, and means to prevent tail strikes, the crew previously performed run control intuitively. In order to improve the situational awareness of the crew at the “TAKEOFF” stage, the developed TsBVS 13 provides the BIKVPP indicators with improved parametric and signal flight information.

The block diagram of the interaction of modules for calculating take-off characteristics with input information in real time and output information displayed on the indicators BIKVPP and the issuance of the crew control commands necessary for safe take-off is shown in Figure 4.

In accordance with Figure 4, the CBVS 13 uses the output information:

;

; ПУ^С; φ^С, λ^С; γ^С, ψ^С, ϑ^С;- from BMRK SNS-SSS 19 actual parameter values:

;

; PU ^C ; φ ^C , λ ^C ; γ ^C , ψ ^C , ϑ ^C ;

;

; ПУ^А; φ^A, λ^А; γ^А, ψ^А, ϑ^А или эти же параметры, полученные с высокой точностью при комплексированной работе с БМРК СНС-ССС 19 с индексами К:

;

; ПУ^К; φ^К, λ^К; γ^К, ψ^К, ϑ^К;- from BPiNP 21 actual parameter values:

;

; PU ^A ; φ ^A , λ ^A ; γ ^A , ψ ^A , ϑ ^A or the same parameters obtained with high accuracy in the integrated work with BMRK SNA-SSS 19 with indices K:

;

; PU ^K ; φ ^K , λ ^K ; γ ^K , ψ ^K , ϑ ^K ;

- from IKVSiMP 20 actual values of the parameters of N _BAR ; P ₀ ; P _N ; T ₀ ; T _N ; V _and ; V _OL ; V _Y ; α; β;

- from DATIS 27, current meteorological information at the aerodromes of departure, landing, and spare, obtained via ACARS channels: Н _НГО (height of the lower boundary of the clouds); V _runway (instrumental or meteorological visibility on the runway); speed U and meteorological wind direction δ; technical characteristics of the runway cover (humidity, snow, icing), K _SC (adhesion coefficient);

- from TsIVV 22 actual take-off weight;

- from a variety of left and right side OSS sensors: actual parameters of power plants (n _HPC ; n _KND ) - rotational speed of the rotors of high and low pressure compressors, PCM sensors (torque indicators for MVS with turboprop engines), current throttle position, current wing mechanization configuration - δ _close ; δ _ancestor and stabilizer α _stub , current rudder position (information on locking / unlocking), information on the position of the runway take-off and landing devices - the chassis is released / removed, the front wheel control is set to the taxiing, take-off / landing, and correct / FAULT ", the provisions of the braking system -" PARKING BRAKE ON / OFF ", the presence / absence of pressure in the braking systems, as well as discrete signals of failures of the control system and the MVS systems: self-propelled guns, IKVSP, BINS, RTS, SES, hydraulic system, fuel system and other systems not allowing the flight to be carried out, in accordance with the list of failures with which take-off is permitted, as set out in the aircraft flight manual. The reception of information from the MVS and SU systems, the processing of the received information in digital form, the generation of information about current failures, the display of information about current failures on the BICWFP screen and the formation of the control commands of the centralized fire alarm system 13 are carried out using the blocks for collecting, converting and processing analog and discrete signals of the BPAPS ( not shown in the diagram), as well as the use of code lines of communication, CLS, MKIO 18, information networks 16, network information management system 12, which perform the reception of analog and discrete signals, processing and digital information transmission through information exchange channels - signal concentrators - BCS 17 of the left and right sides, provide connection to the corresponding radial communication lines to ensure interaction with the following MVS systems: control of wing mechanization, alarm of doors and manholes, steering control system, wheel braking, control taxiing device and chassis, hydraulic system, power supply system, anti-icing system, fire protection system, etc. Blocks BCS 17 left and right about the boards provide interaction with OSS systems on radial communication lines by means of reception and transmission of bidirectional code signals of the form GOST 18977-79 (RTM 1495-75 rev. 3) or CAN-Aerospace. Left-right and right-side air-central circuits 13 interact with system buses IKBO MVS, information network 16 and network information and control system 12, which, in turn, provide reception, processing and transmission of digital information through channels of information exchange of signals, as well as provide connection to corresponding communication lines to ensure the interaction of the integrated flight visualization system (BIKVPP + BIKVZKP), system units BISIP MVS and IKBO MVS.

TsBVS 13 port and starboard interact through the input / output device SZM 14, as well as with the actuators BSAS 15.

TsVVS 13 of the left and starboard side traditionally contain work programs, a working configuration program, specialized databases that determine the configuration of the ICBO (avionics) and, in some cases, support the operation of units during a short-term power off of the on-board power supply, databases - digital data arranged in a convenient order for their storage and exchange within the operating system, modules of algorithms for primary processing and transformation, integrated information processing, management, exchange and delivery of information, systems about Display of information, control and checks, dispatching, etc.

;

;

;

; РДР_min;

;

; нормируемых параметров градиентов набора высоты - η^ПОТР; η^ЧИСТ на воздушном участке взлетной дистанции, допустимых и критических углов атаки и скольжения: α^доп; α^кр; β^доп; β^кр в зависимости от величин приборной скорости, конфигурации механизации; продольного и бокового ускорений -

;

; потребной навигационной точности при разбеге МВС по ВПП (требования RNP) - максимально допустимое отклонение от оси ВПП в зависимости от пройденного расстояния с момента старта и текущей скорости разбега - ±Δz^доп; точность определения местоположения МВС на ВПП -

; величина рассогласования между расчетной (прогнозируемой) воздушной (путевой) и фактической скоростью разбега (воздушной и путевой); на исполнительном старте допустимое отклонение от осевой линии ВПП - ±Δz^доп, максимально допустимая дистанция от торца ВПП в направлении взлета - ΔS^доп. При этом модули 59, 60, 61, 62, 63 разделяются по функциональным признакам, а именно: модуль 59 анализа технического состояния МВС и прогнозирования развития возмущений с оценкой возможностей локализации отказов систем БИСИП, ИКБО; модуль 60 формирования летных эксплуатационных ограничений; модуль 61 анализа внешних воздействующих факторов окружающей среды; модуль 62 принятия решений, который использует методы аналитического и логического анализа, а также модуль 63, использующий данные экспертных оценок, модуль определения максимально допустимого взлетного/ посадочного веса 64.In connection with the expansion of the functionality for informational support of the crew at the “TAKEOFF” stage, the TsBVS 13 of the left and right side additionally contain modules: 52 - take-off dynamics parameters; 53 high-speed and meteorological parameters; 54 - flight technical characteristics of the MVS, 55 - aerodynamics, 56 - thrust of power plants; 57 databases: world database of aerodromes, aeronautical database, for example: Jeppsen Corporation aeronautical database (name of aerodromes, coordinates of the ends of the runway or aerodrome control point (CTA), technical characteristics of the runway, MS, taxiway, runway, exit schemes, approach , approach, RTS database of communications and navigation, etc.); take-off configuration, global improved terrain database, for example: Honeywell, Garmin; a database of flight operating restrictions and data on the list of permissible failures and malfunctions with which take-off and completion of a flight to the base airport is allowed, RLE data on the actions of the crew in the event of engine and MVS system failures, data on the actions of the crew in special flight cases; analysis and decision-making module 58, database modules 59, 60, 61, 62, 63: standardized parameter databases for the TAKE-OFF stage: V ₁ ; V _PST ; V _OTR ; V ₂ ; ΔW ^add ; ΔV ^add ;

;

;

;

; DDR _min ;

;

; normalized climb gradients - η ^LOSS ; η ^CLEAN on the air section of the take-off distance, allowable and critical angles of attack and slip: α ^add ; α ^cr ; β ^add ; β ^cr depending on the values of the instrument speed, configuration of mechanization; longitudinal and lateral accelerations -

;

; required navigation accuracy during take-off runway runway runway (RNP requirements) - the maximum allowable deviation from the runway axis depending on the distance traveled from the start and the current take-off speed - ± Δz ^extra ; the accuracy of determining the location of the aircraft on the runway

; the size of the discrepancy between the calculated (predicted) air (track) and the actual take-off speed (air and track); at the executive start, the permissible deviation from the runway center line is ± Δz ^add , the maximum allowable distance from the runway end in the take-off direction is ΔS ^add . At the same time, modules 59, 60, 61, 62, 63 are divided according to functional features, namely: module 59 of the analysis of the technical state of the MVS and prediction of the development of disturbances with an assessment of the possibilities of localizing failures of the BISIP, IKBO systems; module 60 formation of flight operational restrictions; module 61 analysis of external environmental factors; decision module 62, which uses analytical and logical analysis methods, and also module 63, using expert judgment data, and a module for determining the maximum allowable take-off / landing weight 64.

According to preliminary estimates, from the conditions of non-roll-out of the MVS beyond the runway with a probability of P = 10 ^{-9, the} standard deviations of the determination of Δz, L _Razb , W _X should not exceed 5 ÷ 6 m, 20 m; 3 ÷ 4 km / h, respectively.

Module 58 of TsBVS 13 additionally contains a knowledge base of 63 expert-advising systems for taking decisions on continuing or stopping take-off both for non-signaling failures of IKBO units and based on an analysis of operating experience of this type of aircraft and flight safety status at the “TAKE-OFF” stage of other aircraft types , according to the actions of the crew on the take-off after reaching speed V ₁ in the event of special cases in flight.

The take-off dynamics parameter module 52 determines the actual take-off parameters: longitudinal and transverse accelerations a _x , a _z ;, angular yaw rate ω ₀ ; take-off course ψ; the actual value of the lateral deviation from the runway axis ± Δz, the distance traveled from the start or from the beginning of the runway end in the take-off direction L _Razb , the actual gradient of climb η; the longitudinal and transverse components of the ground speed W _x , ± W _z , and also calculates the predicted values: the required length of the balanced take-off distance L _SBAL ; required take-off length L _SIZE . the required length of the interrupted take-off L _PR.POTR ; the required take-off distance length L _VZL.POTR in accordance with the algorithms given in the flight manual of this type of aircraft for the expected take-off conditions, as well as command (director) pitch angles for raising the landing gear, separation and safe climb.

;

ПУ^К; φ^К; λ^К; γ^К; ψ^К; ϑ^К, причем северная и восточная составляющая путевой скорости в модуле 52 преобразовываются в продольную и поперечную составляющую путевой скорости в базовой системе координат при известных углах γ, ψ, ϑ с использованием матрицы направляющих косинусов. Однако для упрощения расчетов ввиду малости углов γ, ϑ на разбеге преобразование осуществляется при известном курсе взлета путем простых тригонометрических преобразований на плоскости. На вход модуля 52 также поступает информация о фактическом взлетном весе, конфигурации механизации, тяги силовых установок, а также технических характеристик ВПП и параметров фактических метеорологических условий взлета. Для повышения точности в определении параметров разбега, а именно местоположения МВС на ВПП и величины темпа роста скорости разбега используется алгоритм осреднения продольного ускорения на малом интервале времени, начиная от начала разбега и до достижения МВС скорости V₁, который связан с теоремой о среднем значении функции на интервале времени:For these purposes, the input of module 52 receives high-precision information about the current location of the MVS on the runway from BMRK SNS-SSS 19 and from BPiNP 21, both in stand-alone and in integrated mode of operation of BPiNP 21, namely

;

PU ^K ; φ ^K ; λ ^K ; γ ^K ; ψ ^K ; ϑ ^K , and the northern and eastern components of the ground speed in module 52 are converted into the longitudinal and transverse components of the ground speed in the base coordinate system at known angles γ, ψ, ϑ using the matrix of guide cosines. However, to simplify the calculations, due to the smallness of the angles γ, ϑ on the take-off run, the conversion is carried out at a known take-off course by simple trigonometric transformations on the plane. The input of module 52 also receives information on the actual take-off weight, mechanization configuration, thrust of the power plants, as well as technical characteristics of the runway and the parameters of the actual meteorological conditions for take-off. To increase the accuracy in determining the take-off parameters, namely, the location of the MVS on the runway and the growth rate of the take-off speed, an algorithm for averaging longitudinal acceleration over a small time interval is used, starting from the start of the run and until the MVS reaches speed V ₁ , which is associated with the theorem on the average value of the function on time interval:

, т.е. может производиться простым интегрированием показаний датчиков ускорения величин a_x; a_z или путевой скорости W_y; W_z для последующего анализа их с нормируемыми величинами темпа роста скорости или пройденного расстояния и бокового уклонения от осевой линии с момента начала разбега.

, i.e. can be done by simply integrating the readings of the acceleration sensors of the values a _x ; a _z or ground speed W _y ; W _z for their subsequent analysis with normalized values of the rate of growth of speed or distance traveled and lateral deviation from the center line from the start of the take-off.

Where Δt = 1 s is the time interval over which at least 10 samples of the acceleration sensor readings are made;

T is the take-off time of the MVS from the moment of start until it reaches a speed of V ₁ or V _neg .

To increase the accuracy of determining the values of longitudinal acceleration and, accordingly, the actual values of take-off speeds, the averaging time can be reduced and determined on the interval V _dec = 100 km / h and until the MVS reaches speeds V ₁ , V _sp .

The accuracy of determining the coordinates of the current location of the MVS on the runway, as well as determining the speeds W _x , W _z and PU, depends on the operation algorithms of the BPiNP 21 unit, in which the well-known algorithm for autonomous operation of the SINS, as well as the complexing algorithm using the optimal mathematical software ( adaptive) Kalman filter, for example: in accordance with the books of I. Sinitsyn Filters Kalman and Pugachev: a training manual. - M. University book. Logo. 2006 - 640 s: ill. or Orientation and navigation of moving objects: modern information technology. Ed. B.S. Alyoshina, K.K. Veremeenko, A.I. Black Sea - M. Fiz.-mat lit., 2006 - 424 p.]. However, the BPiNP 21 operation algorithm is somewhat different from the SINS algorithm and was given above.

The current values generated by the module 52 CBVS 13 continuously fed to the module 58 analysis and decision making, which in turn contains a database of normalized values of the parameters of the dynamics of the run above. Analysis and decision-making module 58 compares the actual current values of the rate of growth of speed or ground and instrument speed depending on the distance traveled along the runway since the start or depending on the time since the start of the take-off, lateral acceleration (lateral deviation), angular yaw speed, track take-off angle in the take-off run of the MVS until it reaches a speed of V _sp , if conditions are created when:

;

;

или

, где

;

;

;

or

where

;

;

, модуль 58, используя базы данных 60÷63, выдает команду БСАС 15 для срабатывания речевой и визуальной управляющей команды «ВЗЛЕТ ПРОДОЛЖИТЬ», а если

;

, module 58, using databases 60–63, issues a BSAC 15 command to trigger the voice and visual control command “TAKEOFF CONTINUE”, and if

;

;

или

- «ВЗЛЕТ ПРЕКРАТИТЬ».

;

;

or

- "TAKE OFF TAKE OFF".

и

показан ниже.Moreover, the discrepancy between the calculated take-off speeds and the actual take-off speed (air and track) on the take-off run until the MVS reaches speed V ₁ and its allowable values are determined in various ways. One way to determine quantities

and

shown below.

, гдеAnd on the airspace of the take-off distance, the current magnitude of the gradient of the set is compared with their permissible (predicted) values, for example, if flight conditions arise when η ^fact > η is ^clean , alarm information is not generated, and if η ^fact ≤η is ^clean, an alarm made with static and dynamic anticipation, designed to prevent the aircraft from colliding with the underlying surface and / or artificial obstacles in the air section of the take-off distance. The value η ^fact is defined as

where

S is the distance traveled by the aircraft from the end of the runway, and the actual climb gradient can also be determined for a curved climb path in the presence of satellite-based approach and take-off control systems on the aircraft using the MMR equipment based on the analysis of the current take-off and airborne climb parameters.

Module 58 issues control commands to continue / stop take-off, increase / decrease the pitch angle in the air section of the take-off distance, and also a director's command to pitch the front pillar, takeoff and safe climb. In this case, the pitch angle is defined as: ϑ = Θ ^fact + α ^fact ,

where Θ the ^{fact the} angle of inclination of the runway to the plane of the true horizon during the take-off run along the runway and

угол наклона траектории к плоскости истинного горизонта на воздушном участке взлетной дистанции;

the angle of inclination of the trajectory to the plane of the true horizon in the air section of the take-off distance;

α ^fact - the actual angle of attack.

If the actual pitch angle is ϑ _PST ; ϑ _OTR , ϑ ₂ ≥ϑ ^add , where ϑ ^add is the structural parameter of the MVS, which prevents the fuselage from striking the runway, module 58 issues a “TANGE REDUCE” control command with dynamic and static lead. Thus, modules 52, 58 of TsBVS 13 generate, for display on the BIKVPI indicators, take-off dynamics parameters that control the rate of increase in speed, lateral deviation of the aircraft from the runway axis, distance traveled from the start, calculate the value of the balanced take-off distance, director (command) pitch angles at lifting the front pillar, peel dorazgona MVS to velocity V _2, V _3, V _4, and the control commands for the continuation / termination of the take-off, depending on the pass / fail takeoff dynamics parameters given above, tre IAOD Flight Manual for safe takeoff. The same modules in the air section of the take-off distance monitor the actual climb gradients and generate control commands to decrease / increase the pitch angle, designed to prevent collision with the underlying surface and artificial obstacles on it and stall due to exceeding the angle of attack of acceptable values depending on the configuration mechanization of the aircraft in the air section of the take-off distance.

The operation of the module 53 high-speed and meteorological parameters

This module is intended for determining take-off speeds, speed growth rate taking into account real meteorological conditions of take-off, as well as for issuing crew information on calculated (forecasted) take-off speeds and issuing meteorological information P ₀ ; t ₀ ; t _H ; U _times ; U _in ; U _p ; U _b At the input of the module 53 from IKVSiMP 20 in real time received: N _bar ; P ₀ ; P _N ; t ₀ ; t _H ; α; β, and from the block BPiNP 21 - W _N , W _E , γ, ψ, ϑ. The module 53 interacts with the module 58 via the internal system bus 66 of the CBVS 13, in the database of which the dependencies are stored: U _in ; U _p ; U _b = f (K _SC and technical characteristics of runway cover) for this type of aircraft. Module 58 solves a logical problem, and if at the time of the executive start occupation conditions arise when:

then this module generates a control command “FOR TAKEOFF ARE NOT READY”, and when the MVS takes off on the runway, if condition (1) is suddenly met, it generates a control command “TAKE OFF TAKE OFF”, which is displayed in red flashing mode on the BIKVPP indicators and is duplicated by speech information similar content executive devices BSAS 15.

The operation of the module 54 flight performance of the aircraft

This module is designed to calculate the predicted parameters of the dynamics of the movement of the aircraft taking into account its aerodynamic features, namely: various take-off configurations of wing mechanization (slats, flaps), stabilizer, actual take-off weight, actual meteorological conditions at the departure aerodrome, the actual technical condition of the runway (DDR, RDPV, RDV, KPT, K _ss and taking into account the type of runway covering), the technical condition of the aircraft (list of malfunctions with which take-off is allowed), engine thrust, environmental hazards th environment: conditions for icing, rainfall, wind shear. Since the magnitude of the longitudinal acceleration on the take-off is a function of the thrust of the power plants, flight weight, instrument speed, aerodynamic coefficients, and the friction coefficient in accordance with the expression for acceleration:

,

,

- ускорение на разбеге;Where

- acceleration on the take-off;

g is the acceleration of gravity;

P is the total thrust of the engines;

f is the coefficient of friction force of the pneumatics of the chassis about the runway;

c _xα is the drag coefficient depending on the angle of attack;

c _yα is the lift coefficient;

ρ is the air density;

V is the instrument speed;

S is the total wing area;

m is the mass of the MVS,

, прогнозируемых взлетных скоростей V₁; V_п.ст; V_отр; V₂; V₃; V₄, a также для определения длины разбега L_разб и времени разбега (продолжительность разбега) t_разб используются известные алгоритмы, изложенные в РЛЭ конкретного типа МВС или аналитические выражения, приведенные в источниках информации Котик М.Г. Динамика взлета и посадки самолетов. М.: Машиностроение, 1984. 256 с. Бюшгенс Г.С., Студнев Р.В. Аэродинамика самолета. Динамика продольного и бокового движения. М.: Машиностроение, 1978. 349 с.]. Ввиду их громоздкости формулы не приводятся.then to determine the calculated parameters of the dynamics of the take-off run, namely: take-off acceleration

predicted take-off speeds V ₁ ; V _p ; V _neg ; V ₂ ; V ₃ ; V _4, a determination as to the length of runway L _dil time and run (the duration of start) t _dil uses known algorithms contained in the RLE particular type MFR or analytical expression given in the information sources Kitten MG Dynamics of takeoff and landing of aircraft. M.: Mechanical Engineering, 1984. 256 p. Byushgens G.S., Studnev R.V. Aerodynamics of the aircraft. Dynamics of longitudinal and lateral movement. M.: Mechanical Engineering, 1978. 349 p.]. Due to their cumbersome formulas are not given.

Determination and calculation of the allowable value of the mismatch, the predicted and actual air and ground speed

;

, а также L_СБАЛ. В этом случае появляется рассогласование потребных и фактических скоростей разбега

;

, которое не обязательно опасно даже при отрицательном его значении на всем протяжении разбега МВС, но эта величина должна стремиться к нулю или сменить свой знак на положительный, по крайней мере, не позже, чем за 3 с до достижения МВС скорости V₁. Вероятность проявления таких рассогласований весьма велика и может достигнуть 95% случаев взлетов МВС. Оно сильно зависит от технического состояния МВС и неблагоприятного влияния ВВФ (факторы состояния ВПП и окружающей среды, сверхнормативная загрузка МВС, ошибки экипажа на разбеге), отсюда следует необходимость построения закона ограничения таких отклонений. В данной заявке предлагается использовать способа построения ограничений величин ΔW^доп; ΔV^доп, а разработчику МВС отнормировать эти величины независимо от ВВФ, по крайне мере, их максимально допустимые величины на середине участка разбега и в момент принятия решения на продолжение/прекращение взлета. Для этих целей используется алгоритм определения величины рассогласования скоростей, приведенный на Фиг.6. На ней показаны графики изменения V_расч=f(L_разб) (синяя сплошная), и теоретически возможные развития V_факт (тонкие прерывистые), толстая прерывистая - минимально допустимое развитие V_факт. Теория этого способа заключается в анализе всех теоретически допустимых кривых по законам увеличения скорости разбега V_разб=f(L_разб). Например, могут быть использованы формульные зависимости для определения скоростей V₁; V_п.ст; V_отр; V₂, приведенных в источниках информации Котик М.Г. Динамика взлета и посадки самолетов. М.: Машиностроение, 1984. 256 с.; Бюшгенс Г.С., Студнев Р.В. Аэродинамика самолета. Динамика продольного и бокового движения. М.: Машиностроение, 1978. 349 с., или использованы алгоритмы определения этих же скоростей, изложенные в РЛЭ данного типа МВС для множества ВВФ и построено семейство кривых V_paзб=f(L_paзб).Knowledge of the laws of increase in speed during runway take-off, namely, analytical dependencies for determining speeds V ₁ ; V _pst ; V _neg ; V ₁ allow you to predict the magnitude of the speeds depending on the length of the take-off and the duration of the take-off, and modules 52, 53, 54 of the central air defense system 13 determine their actual values in real time and additionally build the dependencies

;

as well as L _FALSE . In this case, a mismatch between the required and actual take-off speeds appears.

;

, which is not necessarily dangerous even if its value is negative throughout the run of the MVS, but this value should tend to zero or change its sign to positive, at least not later than 3 seconds before the MVS reaches speed V ₁ . The likelihood of such discrepancies is very high and can reach 95% of cases of take-off MVS. It strongly depends on the technical condition of the MIF and the adverse effects of WWF (factors of runway and environment conditions, excessive loading of the MIF, crew errors on the take-off run), hence the need to build a law to limit such deviations. In this application, it is proposed to use a method of constructing restrictions on the values of ΔW ^add ; ΔV ^extra , and the MVS developer to normalize these values independently of WWF, at least their maximum allowable values in the middle of the take-off run and at the time of the decision to continue / stop take-off. For these purposes, the algorithm for determining the magnitude of the mismatch of speeds, shown in Fig.6. It shows graphs of changes in V _calc = f (L _sc ) (solid blue), and theoretically possible development of V _fact (thin intermittent), thick intermittent - the minimum allowable development of V _fact . The theory of this method is to analyze all theoretically feasible curves according to the laws of increasing the take-off speed V _dec = f (L _dec ). For example, formula dependencies can be used to determine the velocities V ₁ ; V _p ; V _neg ; V ₂ given in the sources of information Kotik MG Dynamics of takeoff and landing of aircraft. M .: Mechanical Engineering, 1984. 256 p .; Byushgens G.S., Studnev R.V. Aerodynamics of the aircraft. Dynamics of longitudinal and lateral movement. M.: Mashinostroenie, 1978. 349 pp., Or the algorithms for determining the same speeds are used that are described in the RLE of this type of MVS for a set of WWFs and a family of curves V _razb = f (L _razb ) is _constructed .

To build the functional dependence V _razb = f (L _ras ) the following dependence is used to calculate the take-off length until the front strut lifting speed is reached:

Or, replacing the acceleration value j _x1 with the expression:

, a также зависимость воздушной скорости от длины разбега на участке от момента старта до достижения скорости V_п.см:we get:

, and also the dependence of the air speed on the take-off length in the section from the moment of launch to reaching the speed V _p.cm :

In the second portion takeoff MFR from V to V _{p.st Neg} target velocity is defined as:

These expressions make it possible to construct the dependence of the predicted take-off air speed on the take-off distance (take-off length from the start). Similarly, the dependences of the predicted running take-off speed on the take-off distance can be constructed. But in this case, it becomes necessary to take into account the associated and oncoming components of the wind speed. Thus, prerequisites are created for determining the discrepancy between air and ground speeds over the entire take-off run from its start to the separation speed, which are the basis for deciding whether to continue or stop take-off. The analysis allows you to select the limit curve (thick dashed line in Fig.6).

All discrepancies enclosed within these limits are allowed in flight operation, other deviations below the thick dashed line are unacceptable in flight operation. The curves above the blue solid line are very attractive. However, in practice, it is necessary to limit theoretically valid tolerances of ΔW and ΔV, i.e. their rationing taking into account safety factors.

In accordance with the above materials, to ensure the operation of the take-off control mode, it is necessary to have a lot of data, namely: technical, high-speed, navigation characteristics of the aircraft, actual meteorological parameters of the environment, actual technical characteristics of the airfield.

To solve these problems, information is received at the input of module 54 of the central air-breathing aircraft 13: aerodynamics module 55 — aerodynamic coefficients С _xa , C _ya , which in turn depend on the current angles of attack (instrument speed) and the current position of wing mechanization (flaps, slats); from the module 56 thrust SU - information on the thrust of the power plants by indirect parameters - the frequency of rotation of the shafts of the compressors high and low pressure or information from the indicators of torque - PCM for turboprop power plants; from module 57 of the departure aerodrome database — the technical characteristics of the departure aerodrome, namely: the values of DDR, RDPV, RDV, K _SO , net climb gradient η number ^; , from module 53 - environmental parameters and the actual longitudinal and associated components of the wind speed, as well as the actual air take-off speed, and from the BP and NP 21 and BMRK SNS-SSS 19 units - information on the actual components of the ground speed longitudinal W _x and transverse W _z . Module 54 through the system bus 66 of the CBVS 13 interacts with the module 58, which stores the database ΔV ^add ; ΔW ^add .

или

после достижения МВС скорости 100 км/ч, или строит зависимости:In this case, module 54 builds the predicted dependencies: V _sc = f (t _sc ) or V _sc = f (L _sc ) V _sc = f (L _{OST TO the end of GDP} ), at the intersection of which the values V ₁ and L _crashed , and also

or

after reaching the MVS speed of 100 km / h, or builds dependencies:

W _RAZB = f (t _times ) or W _times = f (L _times ), L _prer = f (V _times ), L _prod = f (V _times ), the intersection of which also determine the value of V ₁ and L _failed . The value of V ₁ can also be obtained using the algorithms for using the nomograms given in the flight manual.

;

, базы данных нормируемых величин

или

, таблица зависимостей ±Δz^доп=f(S_ПРОЙД или S_{ОСТ до конца ВПП}) или ±z^доп=f(V_разб), а также могут храниться отнормированные величины

или величина

для данного типа МВС.Modules 52, 53, 54 via the system bus 66, the central computer 13 interacts with the module 58, which stores a database of dependencies of quantities

;

databases of standardized quantities

or

, the dependency table ± Δz ^extra = f (S _ACCESS or S _{OST to the end of the runway} ) or ± z ^additional = f (V _times ), and the normalized values can also be stored

or value

for this type of MVS.

The aerodynamics module 55 calculates the aerodynamic coefficients C _X , C _Y , which in turn depend on the current angles of attack or instrument speed. C _X , C _Y = f [α (V)] and the current position of the wing mechanization, information about which is input to the aerodynamics module 55 from the OSS, and information about the current instrument speed V and angles of attack α is received from the module 53 via the system bus 66 CBVS 13.

Powertrain thrust module 56 determines thrust of the engines for the actual atmospheric conditions of the departure aerodrome. The engine thrust is calculated depending on the various modes set by the throttle control lever of the ore (emergency, take-off, nominal, cruising modes, low-speed flight gas, low-temperature earth gas). The traction module receives information P ₀ ; t ₀ ; t _H ; V _arr ; U _in ; U _p ; U _b from module 53 of TsBVS 13, and information about the position of the throttle throttle of the engines from the left and right side OSS and gives to the module 54 of TsBVS 13 information on the thrusts of the SU in the form of indirect parameters of the rotational speed of the shafts of high and low pressure compressors for turbojet engines and in the form pressure in the channels for measuring torque for turboprop engines - PCM. Module 56 interacts with module 58, where the database of propulsion systems rods is stored, and in case of insufficient (reduced traction) of one or several power plants with an inappropriate position of the throttle ore, module 58, at the stage of the MVS take-off to speed V _1, generates a control command: MALA ”,“ POSITION OF ORES, ”and if after setting the ore to the take-off position the control rods are not restored, a control command is generated -“ TAKE OFF TAKE OFF ”.

Database module 57 contains: an improved world database of aerodromes and their technical characteristics shown in Table 1, SVS - synthesized 3D schemes of MS, RD, runway, exit, approach and approach schemes, for example, of Jeppsen company, as well as an improved world Collins or Garmin EGPWS surface elevation database. The improved global underlying surface topography database (EGPWS) is distinguished by the fact that it has previously calculated safe altitudes (N _without ) for visual flight rules (PVP) and instrument flight rules (IFP) with an alarm to reach MB С Н _without , performed with a lead depending on the nature of the terrain (plain, hilly, mountain and mountain with an absolute mountain height of more than 1000 m; 2000 m) with an assessment of the terrain in front of the AIM within a radius of at least 40 nautical miles and within the established corridors of airways during flight x on the specified routes in the takeoff and landing zones (scheme approach, descent, approach and landing release climb). When flying off-pistes and air corridors, low-altitude flights, the relief of the underlying surface is assessed within a radius of 40 nautical miles from the location of the aircraft.

At the same time, before each departure from the air-blast 65 from the removable loading module SZM 14 or the air-blast of the BIKVPP touch screens, the actual, technical characteristics of the departure airports, NOTAM, SNOTAM warnings are manually entered into the computer TsBVS 13. If there is an ACARS system at the aerodrome of departure, and ACARS receiving units on board the aircraft, information about the actual runway parameters, actual weather, data on the commercial loading of the aircraft are entered automatically by the airport departure airport ground services after they have been carefully verified.

Module 58 analysis and decision making, is designed to generate information signs of operational flight conditions and the occurrence of a dangerous situation. Here, identification signs of recognition of controlled flight parameters and operating disturbances by the criterion of values acceptable in flight operation are highlighted. Among the signs of identification: the state of the air force, the parameters of the control system and the aircraft systems - controls, mechanization positions, braking systems, power supply, hydraulics, fuel, fire, anti-icing, air conditioning, etc., as well as the current WWF disturbances according to the criteria for compliance / non-compliance with the requirements of the aircraft flight control . The output of module 58 via the system bus 66 and the network information and control system 12 is supplied to the inputs of the BIKVPP indicators and to the input of the BSAS 15 and is used by the crew and self-propelled guns during helm control during take-off and automatic control of the aircraft at other stages of flight. In this module, the probability of occurrence of dangerous situations associated with SU failures and their insufficient traction for safe take-off and failures of the MVS systems, as well as with a fire during runway take-off until the MVS reaches a speed of V ₁ , is assessed, and the possibility of an emergency situation dangerous for the take-off to continue . The output of the systems goes to the first input of the module 58 analysis and decision making, the second input of which receives information from the modules 57 of the database of aerodromes. Module 58 contains database blocks 59, 60, 61, 62, 63, in which are arranged in a convenient order for use, databases: control systems, MVS systems, flight and navigation parameters, and normalized parameters of the run dynamics of the MVS runway determining the safety of the current MVS flight mode, depending on their permissible values in operation. It also stores the database of permissible values of the WWF, the database of flight restrictions of the aircraft, the database for the operation of the aircraft under normal conditions and in special flight cases. Module 58 contains a block CC UK 62 of the formation of control teams, which uses methods of analytical and logical analysis. At the same time, the possibility of safe continuation / termination of take-off is evaluated not only by the parameters V ₁ with the assessment of the possibility of reaching a take-off distance no further than L _SBAL , but also by the standardized parameters for take-off: SU, MVS systems (list of malfunctions with which take-off is allowed) , aerobatic, navigational parameters, WWF parameters, aerodrome technical specifications, namely: databases of modes of operation of power plants depending on the position of the ore, the minimum engine thrust with which safe take-off is possible t, databases on the operation of systems in case of failures with recommendations for their localization or redundancy, parameters of the take-off run dynamics, namely: lateral deviation from the center line during take-off, air velocity or normalized take-off run speed, depending on the distance traveled (time) s starting points; the mismatch between the calculated and actual take-off speeds, depending on the take-off distance or take-off time; assessing the possibility of achieving a speed of V ₂ within the DDR; normalization of the pitch angle values for raising the front strut, separation and overclocking to speeds V ₂ , V ₃ , V ₄ , normalization of parameters in the air section of the take-off distance (net climb gradient, permissible angles of attack and slip, including depending on different take-off wing mechanization configurations); parameters of longitudinal and lateral wind speed depending on the technical condition of the runway. Since the take-off process imposes a large number of restrictions on the aerobatic parameters shown in Table 1, interrelated as aerodynamic features of the aircraft, the state of the runway, and the environment, these restrictions determine the safe area of operation of the aircraft in take-off. In this case, the dependence of the limitations of the flight parameters on the external conditions, the state of the runway and the technical condition of the aircraft, structural and aerodynamic characteristics can be estimated by a system of equations of the form:

α ^add = f ₁ [V _ol , m, H, n (n _x , n _y , n _z ), ω _z , β, √ _i ... U _x , U _z ];

γ ^add = f ₂ [V _ol , m, H, n (n _x , n _y , n _z ), ω _x , √ _I ... U _x , U _z ];

;

;

.

.

ϑ ^add = f ₅ (V _ol , SAX, m, ω _z , √ _I ...);

η ^add = f ₆ (V _pr , m, H _PREP , H _{ART. PREP} , P _SU , t _HB , SID schemes, ..., U _x , U _y U _z );

Δz ^add = f ₇ (V _razb , m, L _runway , S _runway , DDR, RDPV, a _x , ω _y , ..., U _x , U _z );

;

;

V ^add = f ₉ (V _SVAL , L _PREV , L _SBAL , V _{δ max} , α ^add );

;

;

, η^доп, Δz^доп,

, V^доп,

, ΔПУ_разб - допустимые значения контролируемых параметров при летной эксплуатации данного типа МВС;where α ^extra , γ ^extra , ϑ ^extra ,

, η ^add , Δz ^add ,

V ^add

, ΔPU _dil - possible values of the controlled parameters during flight operations of this type MFR;

m is the mass of the MVS;

√ _i - design parameter, including taking into account various combinations of the position of the wing mechanization, the position of the throttle control system.

Information about the boundaries of the safe operating area of the aircraft at the TAKEOFF stage, as well as about changes in the level of flight safety in emergency situations due to crew errors, equipment failures and adverse effects of the WWF, is stored in the form of tables or in the form of graphical dependencies of the above equations , which are necessary for making a decision on the prevention of AS during the “TAKEOFF” stage, in the database of module 58. In this case, module 58 solves the problem of diagnosing SU and aircraft systems that directly affect takeoff safety, as well as determines the boundaries of permissible values in the operation of flight and navigation parameters in accordance with the expressions:

y _i = y (x _i ), where

y _i is the measured parameter;

x _i - the state of the aircraft systems and the state vector of the controlled flight and navigation parameters, parameters of the WWF and the technical condition of the airfield.

A logical variable B _i - TRUE (parameter in tolerance) is set for each measured quantity y _i ; The host fixed value is: - FALSE (parameter out of tolerance).

Moreover, there is a database, J = J (y, x) - the field of permissible values of the vector

In module 58, using the logical variable B _i and the dependences y _i = y (x _i ) and J = J (y, x), the logical function F (y _i , B _i ) is formed, the values of which evaluate the technical state of the control system and systems AIM, assessment of parametric flight and navigation information, information on the WWF and the technical condition of the airfield for compliance with the requirements of the flight safety standards for the safety stage "TAKEOFF".

In order to increase the efficiency of the alarm system, the operation algorithm implemented in module 58 with dynamic and static and anticipatory alarms of the alarm monitoring of the controlled parameters generated by the developed BISIP MVS units and the ICBO MVS systems allowing the crew to take control actions in advance to prevent exit can be used MVS on critical and supercritical flight modes, and which are visually displayed on the indicators BIKVPP and duplicated sound tones and signals (ZTS) or speech information (RI), sound signals of a strong attracting action (VSSPD), visual signals of a strong attracting action (VSPPD) - central signal lights, vibration-tactical signaling devices installed on the controls of the MVS depending on the hazard categories given in aviation regulations AP-25 and in table 1.

In order to increase the efficiency of the channels of notification, warning and emergency signaling information, actuators of the improved BSAS 15 on-board system are used, which operate on various physical principles and are perceived by the crew using organs of vision, hearing, touch and smell. To this end, BSAS 15 gives the crew visual signals using the principles of cognitive and artificial intelligence, eliminating the need for the crew to access long-term and random access memory and the need to perform calculations to assess the current situation, namely: digital signaling counters, pop-up text messages, pop-up indices . In the event of a dangerous situation due to exceeding the monitored parameters established in the flight operational limits of flight operational limits, the ZSSPD (siren) and VSSPD (TsSO yellow and red) are triggered.

In accordance with the logic of operation of block 59 of module 58, the control command (UK) “RISE CONTINUE / STOP” is triggered if the vital systems of the aircraft have a direct impact on safe take-off (failure of the control system, fire of the control system, fire on the aircraft, control failure, failure to install mechanization in the take-off configuration for the prevailing take-off conditions, take-off with the parking brake, etc., determined in accordance with the requirements of the Flight Manual), as well as if the parameters of the dynamics of the acceleration of the MVS do not match the predicted (calculated) values at the stage of acceleration to giving them speed V ₁ .

BSAS 15 is a highly integrated intelligent information system for crew cognitive activity, controlled by the left and right side central air navigation system 13 and containing signaling sources of various physical principles of operation: sound tone signaling of ZTS, voice information of RI, sound signaling of strong attracting effect ZSSPD, visual signaling made using cognitive graphics, including visual signaling devices of strong attracting action of VSSPD, and also vibrotack yl signaling, is used to output the MFR air takeoff distance portion to the maximum allowable angle of attack and slip with vigorous (excessive) braking wheel brake during the takeoff run and the run. At the stage of climb, the crew responds to BSAS 15 response signals by switching on the page display format of the failed system on the MFI 6 and fulfills the instruction set out in the emergency list of the corresponding indicator. However, unlike standard BSAS, BSAS 15, together with the left and right side airborne navigation center 13, additionally controls the flight and navigation parameters at all stages and flight modes. The control algorithm for flight and navigation parameters at the TAKEOFF stage can be implemented, in contrast to the above, as well as in the algorithms of the signaling channels shown in table 1, or as shown in the information source Soldatkin. V.M. Methods and means of building on-board information and control systems for ensuring flight safety. Kazan: Kazan Publishing House. Gos. Tech. University, 2004 350 s. with dynamic and static anticipation of the operation of emergency, warning and notification categories, which greatly facilitates the crew procedure for the aircraft to get out of the special flight situation to normal mode. MVS control algorithms in special situations associated with failures of control systems and systems can be implemented in accordance with clause 3.4 “Synthesis of control algorithms in special situations associated with equipment failures” and clause 3.5 “Decision algorithms in special situations” Soldatkin. V.M. Methods and means of building on-board information and control systems for ensuring flight safety. Kazan: Kazan Publishing House. Gos. Tech. Univ., 2004 and a database of 63 modules 58 of the central air traffic control center 13 of the expert-advisory system for assessing special situations arising at the TAKEOFF stage, with recommendations to the crew on ways to prevent AP and localize the emergency.

Module 58 analysis and decision-making CBVS 13 contains in its composition an expanded database (59, 60, 61, 62, 63), namely:

- operational flight characteristics of the aircraft, corresponding to the data of the flight manual and aerodynamics requirements for this type of aircraft;

- database of configurations of wing mechanization and plumage;

- a database of the maximum allowable vertical descent rates and a database of minimum safe altitudes for instrument flights and visual flights;

- database of flight restrictions of the vessel;

- a database of the maximum permissible deviations from the course and glide path when approaching on accurate and inaccurate systems;

- a database of crew actions in emergency and emergency situations that meet the requirements of the Flight Manual and the Federal Aviation Rules for the preparation and execution of flights in the airspace of the Russian Federation (European airspace and other countries);

- a database of the maximum allowable take-off / landing weights for the minimum available runway lengths, maximum temperatures of the departure aerodrome, maximum heights of the aerodromes and minimum environmental pressures. And at intermediate values of outdoor temperature, excess of the height of the airfield above sea level, atmospheric pressure, actual wind, the maximum allowable take-off / landing weights are determined in accordance with the RLE of this type of aircraft.

Databases are stored on board the MVS in the form of flash memory, and can also be stored on the remote computer of the air traffic services (ATM) operators and can be transferred to the BIKVPP graphic displays through the wireless technology of telecommunication systems.

Module 58 analysis and decision-making also contains module 63 expert systems, which in turn contains a number of subsystems, which in the process of accumulating operating experience can be expanded. The first expert system of module 63 interacts with the blocks for determining the parameters of take-off dynamics and controls: the MVS exit to the runway to the center line with an estimate of the distance of the MVS installation from the end of the runway no further than S ^add ; estimates the value of the lateral deviation at the take-off ± ΔZ ^add = ΔZ ^pre -5 - the lateral deviation from the center line at the executive start and at the take-off until speed V _{1 is} reached; the ability to achieve a speed of V ₁ at the takeoff distance, no further than L _FALSE . In addition, it assesses the possibility of continuing / terminating take-off due to failures of the control system and aircraft systems; the possibility of special flight cases due to dangerous WWF. The first expert system also controls the take-off run on the site, starting from V _run = 100 km or ground speed in the range from zero to the separation speed, with the development by the team directory of creating a pitch angle to raise the front landing gear and creating a director pitch angle to break the aircraft from Runway with the prevention of a tail strike; controls the overclocking process until a speed of V ₂ ≥1.25 V _{SVAL is reached} with the team director of the pitch angle in order to prevent the _aircraft from stalling in the climb section until reaching the instrument speed for mechanization cleaning. Module 63 is connected to the knowledge base of the parameters of the dynamics of take-off and climb for specific weather conditions, a specific type and the actual technical condition of the runway (modules 52 ÷ 57). The second expert system of module 63 contains a block of a mathematical model of the flight dynamics of the aircraft and is connected to a knowledge base of mathematical models of the take-off stages and provides the crew with voice information to prevent collisions with moving / stationary obstacles when the vessel moves across the aerodrome and at the airspace of the take-off distance. The third expert system of module 63 is connected to the forecast units for the movement of aircraft over the runway after reaching speed V ₁ and in the air section of the full take-off distance with failed control systems and ship systems and gives the crew voice information on the prevention of aircraft accidents with recommendations for continuing the flight to destination or emergency aerodromes , performing an emergency landing at the departure aerodrome or to sites intended for these purposes. The fourth expert system of module 63 contains a knowledge base block on the crew’s actions during takeoff cessation due to the adverse effects of external factors, technical malfunctions of the control system and MVS systems and the occurrence of special situations (failure of control system, control, insufficient traction of control system, malfunction of runway control and braking of pneumatics, fire on the control system and the MVS systems, the sudden appearance of obstacles on the runway that threaten takeoff safety, collisions with moving and stationary obstacles, etc.). The fifth expert system of module 63 is made with a block of knowledge of the impossibility of starting an MVS take-off (incomplete thrust of the SU, failure to install mechanization in the take-off configuration, rudder misalignment, failure of the runway, sudden excess of wind parameters of established limits, sudden deterioration of weather conditions to meteorological minimum below established limits).

The use of expert systems BISIP MVS is caused by the need to improve the information support of crew members managing the MVS at the take-off stage in a rapidly changing aerodynamic environment. However, an increase in the complexity of MVS systems leads to a significant increase in the probability of failures and an increase in the variety of failures of MVS systems. It is almost impossible to develop all the instructions for the crew in the event of each of the possible failures. In accordance with the certification procedures of a particular type of aircraft, a detailed instruction is developed for a limited list of failures within the usual limits of flight operating restrictions, and is given in the flight manual of this type of aircraft, while the claimed BISIP system of the aircraft greatly expands the crew’s safety capabilities and reduces the uncertainty zone when making decisions.

The logic of the expert systems CBVS 13

The parameters of the measuring and computing units of the BSIP MVS, as well as the parameters of the other components of the ICBO, developed by the corresponding calculators, are synchronized with the calculators of the central digital computer 13 and enter the database of module 58, which in turn contains the knowledge base of modules 59, 60, 61, 62, 63 In the database of technical knowledge of experts, experience is accumulated in operating this type of MVS on the basis of an analysis of the causes of systematically repeating APIs in the form of logical operations: "If it fails ......., then it is necessary ......."; “If the deviation of the parameter is allowed ......., then it is necessary .......”; "If the WWF suddenly appeared ......., then it is necessary ........" Module 58 coordinates all the processes of the expert system, combining the crew support information into a single information system (evaluates the current situation to form the situational awareness of the crew in the current rapidly changing take-off mode). The CBVS control system allows you to replenish the database, knowledge base, and expert knowledge base as necessary as new APs and SIs appear., The causes of which have not been taken into account earlier. Therefore, the expert systems of module 58 for detecting avionics avionics, preventing erroneous crew actions, and preventing harmful effects of WWF can significantly expand the list of tasks solved by the crew, control large volumes of rapidly changing parameters, and make correct and timely decisions to prevent automated missile defense.

The work of the early warning system about the possibility of collision of the aircraft with the underlying surface - terrain and artificial obstacles in the air section of the take-off distance - SRPSPP

Deficiencies in providing the crew with reliable information about the position of the aircraft in the vertical plane or its complete absence often lead to missiles at the take-off stage. The well-known Terrain Awareness And Warning System (TAWS) systems do not have the ability to warn the crew about the possibility of a collision with the terrain in the direction of flight, since they do not have a forward looking algorithm.

In the inventive device SRPSPP BISIP MVS works in conjunction with TAWS equipment, additionally using an improved synthesized SD-display of the landscape (relief) of the underlying surface of the ZKP, implemented using a hardware-software complex, for example: EGPWS from Honeywell (USA), containing an improved database relief of the underlying surface.

The following are superimposed on the 3D display of the EGPWS: the calculated (predicted) climb path (side view), with the calculated values of the full and clean climb gradients; the actual gradient of climb according to the data received from BPiNP 21 or BMRK SNS-SSS 19; SID schemes of Jeppesen company (USA). Moreover, if the actual dangerous climb trajectory, formed due to insufficient angle of inclination of the trajectory to the plane of the true horizon (insufficient traction SU, excessive commercial loading of the aircraft, icing, errors in piloting due to lack of information support for the crew, etc.) intersects with calculated trajectory, and terrain features with artificial obstacles on them, the height of which exceeds the plane of the actual climb path, extended by a distance of 50 ÷ 100 km in front of the MV And the true altitude flight trajectory is less than or equal to the safe flight altitude (H _without), calculated for the areas climb, level flight, descent, approach to landing, maneuvering at the aerodrome in accordance with federal aviation regulations "Preparation and execution of flights ( FAP - 128) in the Civil Aviation of the Russian Federation "and enforced by Order of the Ministry of Transport of Russia dated July 31, 2009 No. 128 (section" Procedure for calculating safe flight altitudes "); The Federal Aviation Rules for State Aviation Operations, approved by Order of the Ministry of Defense of Russia dated September 24, 2004 No. 275, are shown in flashing red and duplicated by the ZSPSD. The general situational awareness is improved by providing the crew with full information about the spatial position and location in the vertical and horizontal planes with pre-emptive warning of a dangerous approach to the terrain and artificial obstacles not only under the MIF, but also in the direction of flight through the use of cognitive graphics, pop-up text messages, CSS. At the same time, the visual warning alarm is duplicated by the operation of an audible signal of a strong attracting effect. At the stage of climbing above a difficult terrain, the full predicted information about the possibility of overcoming obstacles is used with an assessment of the potential ability of the MIF to gain the minimum safe altitude necessary to overcome obstacles and prevent collisions with the earth's surface.

The calculated elevation angles of the earth's surface relief points over the current position of the MVS in a vertical plane in front of the MVS in the direction of its movement within the airway width and taking into account the possibility of deviations from its axis of ± 25 km are determined automatically using the EGPWS software and hardware complex, current coordinates location and ground speed, roll angles, pitch, heading obtained from BP and NP 21 or BMRK SNS-SSS 19, taking into account wind speed and direction calculated by IKVSiMP 20 and assessing the possibility of overcoming obstacles at a height of not less than N _without being contained in a database module 58 TSBVS 13 for each flight leg flights or district in carrying out special missions and off-piste.

Technical data on departure aerodromes: runway characteristics; standard schemes of MS, taxiing, SID; the presence of obstacles and the relief of the EGPWS are presented in the CBVS 13 databases, in accordance with the recommendations of the ARINC 424 specification, and for each runway there is a list of departure schemes. However, the take-off characteristics of the aircraft, varying from the actual MU, NOTAM, SNOTAM warnings, impose restrictions on the ability to execute one or another SID scheme, since the vertical profile of the SID is characterized by a climb gradient depending on the take-off stages and the type of the aircraft and the WWF (FMU, technical condition AIM, runway technical condition), and therefore, before each take-off, the BISIP AIM assesses the possibility of take-off according to one or another scheme.

The display format on the take-off indicator of the actual and calculated vertical profile against the background of the EGPWS (side view) most accurately represents the crew’s subjective assessment of the vertical position of the aircraft in the vertical plane and is designed to improve situational awareness of the vertical position at all stages of flight and to early detect the deviation of the aircraft from the given trajectory climb or descent along the glide path. The display format appears on the navigation indicator after the MVS has been torn off at an altitude of more than 10 m and additionally contains the display of the MVS symbol, relief profile, SID schemes, site diagrams for emergency or emergency landing, course and removal to them. After climbing 400 m, the display format on the navigation indicator automatically switches to the navigation parameters display mode, which is performed using cognitive technologies and which allows the crew to quickly and accurately assess (at a glance) the situation in vertical and horizontal planes. The combination of vertical and horizontal navigation parameters placed on CINEMA 3 is easily perceived by the crew due to the possibility of comparing the actual trajectory with a relatively specified trajectory of climb or descent for a given aerodrome.

In the inventive BISIP MVS can be applied to display on KPI 1, CINEMA 3 three-dimensional images of EGPWS without the use of special glasses, described, for example, in US application for invention No. 2012105318, G06F 3/041, publ. 05.03.2012, US patent No. 8344911, G02F 12 \ 00, publ. 01/01/2013, EP 20120183027, G01C 23/00, publ. 03/13/2013, which are intended to provide the crew with increased situational awareness of the nature of the reliefs of the underlying surface of the underlying surface of the cockpit space. The inventive information display formats using 3D images of the relief of the underlying surface and the current position of its MVS against the background of SVS image schemes in vertical and horizontal projections on KII 1, KINO 3 exclude the crew from losing the spatial orientation and location of the MVS at all stages of flight, including when performing highly maneuverable flight modes.

In the inventive system SRPSPP BISIP MVS uses new systems for visualizing the downhill environment in the areas of climb, horizontal flight, descent and approach, as well as when performing off-route flights and performing special flights at extremely low altitudes, including rounding the terrain, and namely, use of a combination display (CVS), comprising SVS mapping EGPWS behind the cockpit environment at higher altitudes _without H EFVS display behind the cockpit and the situation in real-time when flying at you otah _without H and lower portions on the takeoff and landing approach. At the same time, the predicted clean, full climb gradients, the actual climb gradient, the current location of the MVS in vertical and horizontal planes are superimposed on the SVS and EFVS of the RFQ display; SID schemes, approaches and approaches, maneuvering in zones of air approaches, the movement of aircraft in the aerodrome area, which dramatically increase the overall situational awareness by providing the crew in real time with full information about the spatial location of the aircraft in vertical and horizontal planes, with a dangerous forecast proximity with the relief of the underlying surface at all stages of the flight, carried out with pre-empting the operation of alarms about dangerous proximity with the underlying surface not only under The sun, but in the direction of flight. This is achieved by using high-precision BPiNP 21, operating in an integrated mode of operation using cognitive graphics and improved BSAS 15, eliminating the need for the crew to access long-term and random access memory and eliminating the need to perform safe altitude calculations (N _without ), which in turn depends on the applicable flight rules (PVP, SPP, OPVP) and characteristics of the relief of the underlying surface, which in the inventive device are automatically performed according to EGPWS stored in the mod database To 57 TSBVS 13 and blocks 19, 20, 21, BISIP MFR. When the MIF decreases beyond the sight of landmarks below safe altitudes H _without, according to BSAS 15 signals, the self-propelled gun 26 automatically puts the MIF into horizontal flight mode at an altitude of at least N _without excluding the possibility of the MSS colliding with obstacles in the direction of flight. At the same time, when the MVS decreases below H _without sound signals of a strong attracting effect, the BSAS 15 is triggered regardless of the display format of the navigation parameters on the KINO 3 indicators of the left and right pilots, and the central air host 13 automatically transfer the KINO 3 MVS commanders to the display mode of the underlying surface.

Additionally, the KINO 3 take-off indicator displays the calculated safe altitudes at the current time depending on the location of the aircraft, the flight rules used and the nature of the terrain. Safe-height digital counters-signaling devices on the KINO 3 indicators of the three-dimensional display EGPWS are encoded in green when the actual values of N are _true ; H _bar > H _without ; H where _no - estimated value determined according to the algorithms shown above, and when n _{ist> bar} = H _without H - yellow and red flashing when H _ist; H _bar <H _without , while an additional sound alarm is triggered.

The inventive system SRPSPP differs from existing systems TAWS or SRPS in that:

- for the stages of the takeoff of the aircraft over a difficult terrain, full predicted information is used to assess the possibility of overcoming obstacles - the potential ability of the aircraft to gain the safe altitude necessary to overcome obstacles and prevent collisions with the terrain, and the use of high-precision EGPWS allows you to determine the maneuver direction in advance even before the start of climb ;

;

; α^доп; СУ - чрезвычайные режимы; γ^доп; n^доп (

;

;

)).- new software and hardware tools are being developed to form an improved display of the earth's surface relief in the zones of air approaches, at take-off, horizontal flight, descent, and landing areas, containing a 3D image of the underlying surface relief; displaying the exact location of the MVS in the vertical and horizontal planes; display of full, clean and actual climb gradients; parameters of turns, acceleration characteristics and braking; the strength and direction of the wind with the assessment of the possibility of further safe climbing at a given course / course change to avoid obstacles or the need to perform an emergency maneuver to prevent a collision using acceptable flight modes: (

;

; α ^add ; SU - emergency modes; γ ^add ; n ^add (

;

;

)).

- the calculated elevation angles of the earth's surface relief points over the current position of the MVS in the vertical plane are determined by using new hardware and software: EGPWS, BPiNP 21, BMRK SNS-SSS 19 and IKVSPiMP 20, taking into account actual meteorological conditions, current spatial and location of the MVS and estimates the ability to overcome obstacles at a height not less than the true safe height, guaranteeing the prevention of collisions with terrain and artificial obstacles, which define the central fire alarm 13 left and starboard side on the basis of technical characteristics of U-turns maneuvers obtained from the database of TsBVS 13: radii, maximum permissible roll and slip angles, overloads; vertical maneuvers: vertical overloads, permissible angles of attack, acceleration and braking characteristics, true safe heights;

- to increase the level of situational awareness of the crew in the airspace of the take-off distance against the background of 3D EGPWS display, the crew was presented with the actual vertical and horizontal location of the aircraft, SID profiles, displaying the estimated net and full climb gradients for this type of aircraft taking into account the maximum allowable take-off weight, actual meteorological conditions, technical characteristics of the departure aerodrome;

- to reduce the psychophysiological load on the crew, relieve it of routine operations of calculating safe flight altitudes and the need to access long-term and random access memory while piloting, at CINEMA 3, namely: on digital counters-alarms (DSS), the current safe flight altitudes (N _without ), depending on flight rules (PVP, IFR) and the nature of the relief of the underlying surface;

, t₀, Р₀, U, δ;

(К_СЦ.; требов. РЛЭ); U_в;

;

(К_СЦ.; требов. РЛЭ); потребные дистанции разбега, прерванного взлета, продолженного взлета на аэродроме вылета, в пределах которых возможен взлет по заданной SID.- it has an additional emergency warning signal information, if the misalignment between Δη = η _PONV -η _SCENE ≥0, wherein TSBVS 13 further calculates the range of permissible values

, t ₀ , P ₀ , U, δ;

(To _SC .; Req. RLE); U _in ;

;

(To _SC .; Req. RLE); the required take-off, interrupted take-off, continued take-off distances at the departure aerodrome, within which take-off at a given SID is possible.

SRPSPP additionally allows you to:

- to determine in advance the direction of the maneuver even before the start of climb / descent, and the dangerous speeds of approaching the MIF with the earth's surface, the dangerous vertical speed of descent, the MIM lowering below H _without at all stages of the flight, and when approaching, a dangerous decrease below the glide path;

- to provide real-time monitoring from each pilot's workplace of the external outboard environment around the aircraft with sound and visual alarms about dangerous proximity to obstacles or the earth's surface;

- to improve the display of the relief of the underlying surface, presented to the crew on the KINO 3 indicators, not only under the MIF, but also ahead of it within the airway width when flying along established airways and when flying outside airways in a radius of at least 40 nautical miles in the front hemisphere depending on the true flight speed of the MVS, which provides the crew with superimposed (combined) visual visual information and provides it with general situational awareness - complete, complete qualitative information faithful, relevant, operational, about how the crew can overcome obstacles located on the surface of the earth:

- without changing the course and angle of inclination of the trajectory;

- with the transition to the most advantageous climb mode;

- emergency climb mode during emergency engine operation and simultaneous lapel to a safe course;

- Before each take-off, conduct an automatic assessment of the possibility of take-off according to one or another SID scheme.

The BISIP MVS computing systems can provide the formation of any display format for the projected and actual parameters of the trajectory of movement on the take-off indicator against the background of EGPWS. In the claimed BISIP MVS, control teams are formed to prevent a collision with obstacles in pitch and course, as the most convenient and intuitive to the crew.

The work of BISIP MVS on information support for the crew on dangerous climb modes in the air section of the take-off distance

The inventive device implements the presentation of information to the crew about the actual and permissible angles of attack and slip, depending on the configuration of mechanization and the stages of climb in the air section of the take-off distance. This system additionally allows you to take into account the influence of glide and rotation of the aircraft on the accuracy of determining angles of attack, as well as to increase the reliability of detection of the aircraft's exit to dangerous flight conditions in the air section of the take-off distance (especially when climbing with a critical engine failure). It is possible to ensure flight safety at large angles of attack and angles of attack when α = α ^ext , where the aircraft’s flight technical characteristics are used to the maximum, in accordance with Figure 5.1. p.177 structural and functional diagram of the channel for preventing the MVS from reaching dangerous angles of attack of the information source V. Soldatkin Methods and means of building on-board information and control systems for ensuring flight safety. Kazan: Kazan Publishing House, state tech. University, 2004.350 s.

This MVS BSIP system differs from existing systems of control of permissible angles of attack by the expansion of functionality, namely: the presence of additional control of glide angles to detect the MVS reaching dangerous flight modes at the airspace of the take-off distance due to the use of IKVSiMP 21 with advanced functionality.

Operation of the control system for locking the rudders and ailerons

The control system contains: the system for locking the rudders and ailerons — electromechanisms connected to stoppers containing limit switches, the signals from which in the form of “RUDDERS AND ELONES are LOCKED / UNSOLIDENED” are fed simultaneously to the integrated power plant control system (KSU / SU) and to the module 54 CBVS 13 on the OSS communication lines. At the same time, in the event of an attempt to take off with locked rudders, the executive devices for moving the OREs are blocked by the command of module 58 of TsBVS 13, at the same time the ZSPSD BSAS 15 is triggered, and this excludes the possibility of takeoff with locked rudders, since it is impossible to move the ores above small earth gas ( ZMG). The inventive control system for locking the rudders and ailerons differs from existing similar systems in that it allows the crew to start the engines, taxi, take an executive start with locked rudders and ailerons, which prevents damage to the rudders and ailerons during strong gusty winds, and also allows safe steering along the area of the aerodrome at low coefficients of adhesion, coverage of MS, taxiway, runway with snow, slush, moisture and when they are icy and unequivocally excludes the possibility of take-off when the locked rudders and ailerons.

The operation of the monitoring system of the installation of wing mechanization and plumage in the take-off configuration

Module 54 TsBVS 13 in accordance with the calculated data received from modules 52, 53, 54, 55, 56, 57, 58, 64 determines the configuration of the take-off position of the wing mechanization and stabilizer MVS for the prevailing take-off conditions. Before taxiing, the crew sets the flaps, slats, and stabilizer to the take-off position. If the mechanization configuration does not match at the executive start under actual, current conditions: the technical condition of the aircraft, its actual flight weight, the technical condition of the runway and the actual meteorological conditions, the BSAS 15 siren (siren) is triggered and the ore control is blocked as shown above.

The control system for the take-off configuration of the wing and feathering BISIP MVS differs from the existing ones in that it determines the take-off configuration of the wing and feathering for each specific take-off case, depending on the technical condition of the aircraft, the actual weather conditions, the technical condition of the departure aerodrome, with an assessment of the actual commercial load and prevents take-off with wing and tail configurations that do not meet the requirements of RLE to ensure safe take-off and has a cognitive avar yno-warning signal information duplicated beeper strong attracting action.

The work of the crew information support system for meteorological environmental parameters

The system relates to graphical interfaces in the cockpit, in particular, to systems for converting speech information into a graphic symbolic form. At the same time, the weather information received by the crew automatically via VHF radio channels (ATIS information) during approach or take-off, real-time ground-based weather parameters need to be converted to a graphic view in order to increase the situational awareness of the crew about the actual weather conditions at take-off aerodromes and landing in real time, without the need to access long-term memory and perform routine calculations in order to assess the possibility of safe take-off / landing in accordance etstvii with the requirements of this type of RLE MBC. At the same time, the system differs from the existing ones in that the operational situational awareness of the crew, especially composed of two pilots, is increased without the need for a deep analysis of actual weather conditions and the loss of time for its perception by the auditory analyzer, translation of ATIS weather information from English into the operator’s native language, and the need to contact long-term memory for calculating the actual head / tail, lateral components of the wind speed relative to the center line of the runway (take-off / landing courses) and with their alignment with acceptable values depending on the friction coefficient and the technical condition of the runway. With the advent of the digital data line between the Air Force and the operators of the ATM service (air traffic management), the digital communication line (ACARS), it became possible to provide the crew with a visual display of weather information at the main, alternate, intermediate aerodromes in real time. In the inventive device, the format for displaying information about the PMF on KINO 3 indicators has a time stamp, the name of the aerodrome and the name of the information. The cognitive representation of the FMU provides the crew with information about hazardous weather events or inconsistencies of certain parameters of the FMU, for example: lateral or oncoming / incidental components of wind speed, the lower boundaries of the clouds, visibility on the runway with the requirements of the flight control requirements. For these purposes, the BISIP MVS contains a DATIS 27 module designed to convert ATIS speech information into a digital DATIS view, and subsequently into a graphic view displayed on the indicators KPI 1, ILS 2 and KINO 3. Moreover, the KINO 3 indicator displays a complete set of FMU parameters , on the indicators KPI 1, ILS 2 only a cognitive display of the direction and speed of the wind and acceptable values of the oncoming / passing, lateral components of the wind speed depending on the technical condition of the runway, the display format of which is given on ig.8, 9, 10. The conversion of speech information into graphic form can be organized in a known manner described in US application No. 201112181861, G08B 21/00, publ. 06/01/2010

The system of presenting to the crew the parameters of the actual meteorological conditions at the departure, destination and emergency aerodromes (ATIS) differs from existing systems in that information on the actual meteorological conditions is presented to the crew in real time using graphic symbols and text messages, including signaling information on the conformity / non-compliance of the FMU for safe take-off, landing of the aircraft without the need for the crew to access long-term memory, time spent on transferring Eve of information from English into the native language of the operator MVS, significantly improves the operational cooperation between the members of the crew without loss of control commands issued by the commander of the MBC, and promotes the organization of additional monitoring of the most critical operations provided Site audit (Check sheets).

The operation of the system to prevent takeoff / landing with excess regulatory takeoff / landing weight

- есть сумма множества слагаемых величин, меняющихся от полета к полету. Множество исходных данных, используемых при расчете

, являются предпосылкой к ошибкам в расчетах взлетных характеристик (взлетных скоростей, полетного веса, центровки и др.) даже при высокой степени автоматизации процесса. В заявляемом устройстве расчет

выполняется в соответствии с алгоритмами, изложенными в РЛЭ МВС.Maximum allowable take-off weight

- is the sum of the many summands, varying from flight to flight. A lot of input data used in the calculation

are a prerequisite for errors in the calculation of take-off characteristics (take-off speeds, flight weight, centering, etc.) even with a high degree of automation of the process. In the inventive device calculation

performed in accordance with the algorithms set out in the RLE of the MVS.

от модулей 52÷57 ЦБВС 13, а информация о фактическом взлетном весе - от цифрового измерителя взлетного веса ЦИВВ 22. Автоматизация расчета взлетных летно-технических характеристик МВС также может производиться в соответствии с материалами, приведенными в источнике информации М.Р. Алкина, И.В. Калинина «Автоматизация расчета взлетных летно-технических характеристик». «Гироскопия и навигация» СПб. 2005. На этапах предстартовой подготовки экипажа, руления, занятия исполнительного старта модуль 58 ЦБВС 13 сравнивает максимально допустимую величину взлетного веса, полученного от модуля 64, и фактический взлетный вес, полученный от ЦИВВ 22, и вырабатывает управляющую команду «К ВЗЛЕТУ ГОТОВ/НЕ ГОТОВ» в зависимости от соответствия/несоответствия взлетного веса требованиям РЛЭ, рассчитанным по данным модулей 54, 55, 56, 57 и данным ОСС, полученным по линиям связи 66 в автономном режиме работы модуля 64 или по данным СЗМ 14, поступающим в модуль 64 ЦБВС 13 от устройства ввода/вывода 65. А в случае резкого изменения ФМУ на исполнительном старте и несоответствия параметров ФМУ для взлета с заявленным полетным весом и/или появления внезапных отказов систем МВС и СУ, срабатывает визуальная сигнализация «ВЗЛЕТ ПРЕКРАТИТЬ», которая дублируется ЗССПД БСАС 15.Initial data for calculating the maximum permissible take-off weight: actual meteorological conditions, technical characteristics of the aircraft, technical characteristics of the runway, are received in the calculation module 64

from modules 52 ÷ 57 TsBVS 13, and information about the actual take-off weight - from the digital take-off weight meter TsIVV 22. Automation of calculation of take-off flight-technical characteristics of the aircraft can also be carried out in accordance with the materials given in the information source M.R. Alkina, I.V. Kalinina "Automation of calculation of take-off flight technical characteristics." “Gyroscopy and navigation” St. Petersburg. 2005. At the stages of prelaunch crew training, taxiing, executive start training, module 58 of the central air defense station 13 compares the maximum allowable take-off weight received from module 64 and the actual take-off weight received from the TsIVV 22 and generates a control command “TAKE OFF / NOT READY »Depending on the compliance / non-compliance of the take-off weight with the flight control requirements calculated according to the data of modules 54, 55, 56, 57 and the OSS data obtained via communication lines 66 in the autonomous mode of operation of module 64 or according to the SPM 14 supplied to module 64 of the central air fire fighting center 13 from the input / output device 65. And in the case of a sharp change in the PMD at the executive start and the PMU parameters do not match for the takeoff with the declared flight weight and / or the appearance of sudden failures of the MVS and SU systems, the “TAKE OFF” visual alarm is triggered, which is duplicated by the BSAS 15 ZSSPD .

The take-off / landing prevention system with exceeding the normative take-off / landing weight of the BISIP MVS differs from existing systems in that in the automatic mode the system evaluates the possibility of safe take-off / landing with the maximum allowable commercial load, with an assessment of the actual technical condition of the MVS, FMU and the technical condition of the airfield, and with the assessment of the possibility of overcoming obstacles in the air section of the take-off distance and the possibility of taking off according to one or another SID scheme, and in cases of exceeding For commercial loading of regulatory restrictions at the stages of prelaunch preparation, taxiing and occupation of executive start, emergency warning visual and sound signaling information is triggered.

The work of the crew information support system for safe ground navigation at the aerodrome - an early warning system to prevent collisions with moving / stationary obstacles at the aerodrome when moving the aircraft along the aerodrome area.

The system uses indicators KPI 1, ILS 2 and / or CINEMA 3 to display in real time moving and stationary obstacles on the MS, RD and runway, as well as when the MVS approaches the terminals and the entrance of special vehicles to the MVS and the dangerous speed of approach with them . The block diagram of the construction of a warning system about dangerous obstacles and dangerous approach speed with them when moving the aircraft along the aerodrome area is shown in Fig. 5.

The structure of the system includes: an optical-electronic system for displaying the RFQ and moving and stationary obstacles in real time - OES ZKP 67, a video processor for improved display of the cockpit environment and moving and stationary obstacles on the airfield area.

The system interacts with TsBVS 13, the input of which contains flight and navigation information from IKVSiMP 20 and BPiNP 21, and from SPM 14 or database module 58, data on permissible safe distances to moving and stationary obstacles at different modes of movement of the aircraft along the aerodrome area ( approaching the terminals, in parking lots, taxiing and occupation of the executive start), approaching various technical means (special vehicles) to the MVS for the purpose of maintenance, as well as data on permissible speeds eniya obstacles with MBC or MBC obstacles.

The system interacts additionally with BSAS 15 through TsBVS 13. TsBVS 13 in this case, according to ECO ZKP 67, depending on the distance of fixed obstacles from the MVS and the speed of moving obstacles approaching the MVS, informs the crew of the presence of obstacles in the aircraft’s area of movement along the aerodrome area and issues a notification, warning and emergency signaling information (for urgent cessation of maneuvering the aircraft) using visual, audible signals, including signals with a strong attracting effect. The hardware of the OES ZKP 67 module uses small and medium range micro-television cameras for environmental video monitoring TK-1, TK-2 of module 69, for example, the world's smallest optical rangefinder, integrated with an Opti-Logic Micro II television camera, which measures the distance to range from 4 m to 800 m and additionally containing an infrared laser, small-and medium-range microlaser range finders LD-1, LD-2 module 70, for example, Micro LM-100 microlaser range finders with a measurement error of 1.5 mm in the range about 50 m, or Bosch GLM80 laser range finder (http://rozetka.com.ua/bosch_glm_80_pro/p165301/) ;, micro-infrared cameras IK-1, IK-2 module 71 of different frequency ranges, for example, Micro-Epsilon thermal imager , thermal imagers of the FLIR i3, FLIR i5, FLIR i7 series are the smallest in the world (http://voltooo.com.ua/pages/products/Teplovizor.aspx?ID=3). which are combined with laser rangefinders of small and medium ranges; a group of mini short-range radars from 0 ÷ 5 m, for example, DENSO Develops Higher Performance Millimeter-wave Radar or a low-cost, finger-nail sized, given in the materials: http://www.intechopen.com/books/radar -technology / planar-antenna-technology-for-mm-wave-automotive-radar-sensing-and-communications, as well as a video processor designed to receive an improved video image of moving and stationary obstacles, both in the direction of movement of the MVS in the front hemisphere, and left and right, in the rear of the fuselage, structurally combined in a single body and forming an optical-electronic obstacle observation system and external environment ZKP (OES ZKP 67).

The aforementioned ECO ZKP 67 are installed on the wingtips of the right and left wing, on the keel of the fuselage and on the front landing gear for controlling the taxiing process, taxiing to the MVS parking lots and taking an executive start according to special markings of the axial lines plotted on the aircraft, taxiway, and runway (artificial take-off landing strip).

The architecture of the multispectral system of technical vision of the outside environment for detecting moving and stationary obstacles of the OES ZKP 67 using the video processor 68 can be constructed using the means proposed in the information source: Bondarenko AV, Bondarenko MA, Dokuchaev IV, “Hardware implementation of an on-board autonomous system of improved and synthesized vision of mobile equipment. ” Raster Technology LLC www.rastr.net, Moscow.

This system differs from systems designed for detecting moving / fixed obstacles in that on the indicators KPI1, ILS 2, KINO 3, at the request of the crew members, an improved display of the cockpit situation with the image of obstacles on it, as well as marking the center line of the taxiway, runway, taxiing, is displayed regardless of the PMU day and night and at any time of the year, moreover, the current location of the aircraft on the airfield area received from the central air traffic control station 13 is superimposed on the display of the air traffic control station 13. The system operation algorithm can be implemented similarly to the algorithms the horizontal channel of the TCAS system (Traffic alert and Collision Avoidance System) - a system for preventing collisions with obstacles in the air. In this case, zones for issuing notification, warning, and emergency signaling information to the crew are highlighted, and visual and voice information is given to the crew, for example, notification information: FORWARD / RIGHT / LEFT / BACK DANGEROUS OBSTACLE, emergency information: "STEERING STOP: RIGHT / LEFT / BACK DANGEROUS OBSTACLE "," DANGEROUS SPEED OF APPROXIMATION WITH OBSTACLE FORWARD / RIGHT / LEFT / BACK ". At the same time, the crew, using the KINO 3 button frame, can display a video image of dangerous obstacles, as well as the position of the pneumatics of the front landing gear relative to the markings of the axial lines of the runways, taxiways and taxiing / taxiing lines on the MS. The most convenient from the point of view of piloting is to install a push switch on the helm or on the aircraft control handle (RUS), which allows the crew to turn on / off, use the ZOOM mode (ZOOM - zoom mode to change the viewing angle of the detected obstacles and examine them in detail).

The operation of the monitoring system of the state of the chassis and brake system of the MVS

The brake system on the aircraft is used in the parking lot, taxiing, take-off run (at the initial stage), after cleaning the chassis, on the run and when the take-off is stopped. To prevent takeoffs on the parking brake and landings on the parking brake (braked wheels), involuntary braking of the pneumatics of the main landing gear on the take-off run and monitoring the state of the brake system (integrity of the pneumatics of the chassis, overheating of the brake drum assemblies, reversal of the landing gears, integrity of the structural elements of the chassis) BISIP MVS It has technical facilities that allow the crew to receive real-time information on the status of brakes, pneumatics and landing gear at the stages of parking, taxiing, take-off, samples ha and before lowering the MFR. BISIP MVS additionally has the technical means: a three-zone signaling device for the position of the chassis with signaling devices for the retracted, exhausted and intermediate position of the chassis with the command board “RELEASE THE CHASSIS”; vibration sensors mounted on the brake pedals of the chassis; infrared television cameras installed in each niche of the landing gear.

Information on the state of the brake system and the state of the chassis structure is transmitted from the sensors of the braking system 33 (temperature, hydraulic fluid pressure, the stroke of the brake pedals of the chassis, the stroke of the brake discs, infrared television cameras installed in the chassis niches) on the CLS of the left and right side OSS systems, arrives at the BCS 17 signal concentrators of the left and right sides, where it is converted and fed to the input of the CBVS 13, which in module 58 contains a database of technical characteristics of the chassis and the braking system. In case of mismatch between the chassis parameters and the braking provided by the 30, 33, 37, 32 OSS blocks, BSAS 15 alarms are triggered. The braking system is displayed on ILS2 and MFI 6 BIKVPP and differs in that when starting with the applied parking brake and / or involuntary the brakes of the pilots on the takeoff run for more than five seconds are triggered by the API: RI “DANGEROUS BRAKING”. The braking of the wheels during the take-off can be determined using the sensors of the control of the braking system: temperature of the brake system, pressure sensors of the hydraulic system, pressure sensors of the working fluid of the braking system, wheel speed, degree of deviation of the brake pedals after reaching the MVS at the take-off speed V> 100 km / h.

The system for braking and monitoring the state of the chassis, controlled by BISIP MVS, differs from the known systems for braking and monitoring the chassis in that the crew’s overall awareness of the state of the braking system and the current technical condition of the chassis is significantly enhanced by introducing additional visual, audible, vibro-tactile alarms, namely:

- about the start of the takeoff of the aircraft on the parking brake and the approach on the braked wheels;

- about the run on the braked wheels when driving along the runway and reaching an air speed of more than 100 km / h;

- overheating of brake devices during prolonged taxiing using the braking of the main pneumatics of the chassis during taxiing with low friction coefficients of taxiways, runways and with strong side winds;

- on the destruction of the pneumatics of the chassis after they are harvested and their total usable amount;

- about the suspension of the landing gear in an intermediate position without installing them on the locks of the retracted / released position.

- the availability of means to control the inclusion of braking devices on the take-off run after the start of a steady increase in speed, for example: after reaching a speed of more than 100 km / h for 5, designed to obtain information about the use by the crew of the braking of the wheels during the take-off;

- the presence of APSI on the inclusion of parking brakes at the executive start and before the decline;

- the presence of signaling devices (sound and vibro-tactile), energetic (excessive) braking, the parameters of which (pressure in the braking system of the pneumatics of the chassis, stroke of the brake pedals) exceed threshold values designed to prevent rupture of the pneumatics of the brake wheels of the chassis when take-off is stopped, the danger of rolling out Runway or crew errors associated with the use of vigorous braking at the beginning of the run of the aircraft;

- the presence of means to control on / off and operability of anti-union automation, aimed at preventing the occurrence of hydro-gliding and loss of direction of movement of the aircraft along the runway, taxiway using the means of vibration of the brake pedals;

- increasing the crew's awareness of the various application of brakes to recognize the intensity of braking from the degree of depressing the brake pedals during parking, taxiing, take-off, involuntary braking of the wheels during take-off, emergency braking, erroneous braking at the start of a run, on / off anti-skid automation;

- the presence of alarm means about the wear of the brake discs, their overheating on the taxi and a possible failure of the brake system;

- the presence of means for monitoring the integrity of the pneumatics of the chassis and the structural elements of the chassis after harvesting and before starting to decline.

The work of the crew information support system during the take-off run of the MVS on command pitch angle management

The system is designed to prevent tail strikes during runway take-off and loss of speed and stall of the aircraft in the air sections of the take-off distance.

Using the data of BMRK SNS-SSS 19, IKVSiMP 20, BPiNP 21 and the readings of the compression sensors of the front landing gear, compression of the main landing gear, available in existing chassis control systems, TsBVS 13 when the instrument speed V _{P.CT is reached} ; V _OTR ; V ₂ ; V ₃ ; V ₄ , calculated on the basis of the initial data of the FMU, the technical condition of the runway, the actual take-off weight, generates commands to create a pitch angle to raise the front landing gear, separation, additional acceleration to speed V ₂ , safe climb with mechanics released with the given configuration V ₃ , climb with a clean wing V ₄ in accordance with the expressions of the form, for example, for lifting the front pillar: ϑ _P.ST = f [C _y (α _P.ST )]. CBVS 13 determines the optimal pitch angle taking into account the design characteristics of the MVS (the angle between the runway and the rear of the fuselage), excluding touching the tail of the fuselage on the runway. At the same time, the cognitive take-off indicator displays a command to raise the front pillar and to overdrive to speeds of V ₂ ; V ₃ ; V ₄ . The database of module 58 of TsBVS 13 stores the pre-calculated values of allowable pitch angles ϑ ^extra for raising the front stakes, separation and climb in the air section of the take-off distance, depending on various configurations of wing mechanization, available runway characteristics, and actual take-off weight. Upon reaching the actual pitch angles θ≥θ ^additional triggered APSI, made with static and dynamic feedforward alarm, which aims at preventing the tail strikes the takeoff run, the rate of loss and preventing stalling air takeoff distance section, and for controlling the flight path in the vertical MFR the plane. By deflecting the elevator, the system maintains a predetermined pitch angle calculated by the CBVS 13; moreover, the calculation of the pitch angle is determined from the conditions for ensuring flight safety on takeoff to prevent tail strikes, as well as taking into account the optimization of the takeoff takeoff distance during takeoff. The system also limits the limiting angles of attack, when the MVS approaches α ^dop, the helm shakes the warning wheel, and when approaching α ^{crit the} APSI is turned on to prevent stalling. The process of limiting angles of attack can be automated, for example, when the current angle of attack approaches a critical angle, the system deflects the elevator to dive. In this case, the automation does not solve the problem of maintaining a given pitch angle, it only ensures that the MVS does not exceed the allowable angle of attack. The boundary value of the take-off pitch angles is, in principle, analogues of the allowable and critical angles of attack, and at the same time, a more convenient tool for piloting the aircraft at the take-off stage. The display format of the pitch angle command system is shown in FIGS. 8, 9, 10.

This BISIP MVS system differs from the existing ones in that it does not use the readings of additional sensors, for example, limit switches installed at the lower point of the fuselage, radio altimeters of extremely small heights, television cameras of the visible range or laser rangefinders. The situational awareness of the crew during take-off to the SMU beyond the visibility of the natural horizon from the cockpit is enhanced by the use of cognitive mapping of command director pitch angles to lift the front strut, detachment, backtracking to speeds V ₂ , V ₃ , V ₄ and the use of command index 84 and command strips 95 (Fig. 8) and command strips 144 and index 151 (Fig. 9), designed to prevent a tail strike, collision with the underlying surface after separation of the MVS and maintaining the calculated (optimal) profile and height-air portion takeoff distance.

The crew information support system to prevent the deviation of the aircraft from the runway center line on the take-off run

The system is designed to control the take-off run on the runway and issue the crew with signal information about the run-off deviation from the center line of the runway at the executive start and during the take-off run.

,The value of the mismatch of the deviation of the MVS from the IR (MK, OK _VZL ) may be

,

where Δz is the value of the lateral deviation of the center of mass of the aircraft from the center line of the runway;

S _PR - the distance traveled by the aircraft from the end of the runway in the take-off direction;

Δψ is the angle of deviation of the MVS from the given direction in degrees.

The value of the lateral deviation of the MVS can also be determined by the expression:

, при условии |sin ψ|>|cos ψ| и

provided | sin ψ |> | cos ψ | and

, при условии |cos ψ|>|sin ψ|.

under the condition | cos ψ |> | sin ψ |.

Taking into account the conditions of non-roll-out of the aircraft when taking off from the runway with a probability of 10 ^-9 (the probability of a catastrophic situation during the take-off run), defined by aviation rules (AP-25), it follows that the informative safety function of the lateral deviation of the aircraft in the runway can be determined as follows:

where k _Z is a function depending on the take-off length and current take-off speed and its average value is approximately 2/5 cm. p. 65 [Soldatkin. V.M. Methods and means of building on-board information and control systems for ensuring flight safety. Kazan: Kazan Publishing House. Gos. Tech. University, 2004. 350 pp.].

, где S - дистанция от начала торца ВПП в направлении взлета до местоположения МВС на исполнительном старте.Then, for a runway with a width of S = 55 m, Δz ^additional for the initial taxiing section no further than 200 m from the end of the runway is estimated to be 5.5 m, and the permissible deviation of the MVS from a given track angle at the start is determined by

where S is the distance from the start of the runway end in the take-off direction to the location of the aircraft at the executive start.

, где L_СБАЛ - сбалансированная дистанция разбега, на которой возможно как безопасное прекращение взлета, так и безопасное продолжение взлета с градиентом набора высоты не менее установленного по требованиям безопасности на воздушном участке взлетной дистанции.The value of the permissible deviation from the given track angle three seconds before the crew decides to continue or stop take-off should not exceed

, where L _SBAL is a balanced take-off distance at which both safe termination of take-off and safe continuation of take-off with a gradient of climb not less than established by safety requirements in the air section of the take-off distance are possible.

According to preliminary estimates, the accuracy of determining the lateral deviation of the center of mass of the aircraft from the axis of the runway should not exceed 5 m, and the track angle of 0.2 °. These circumstances force the use of high-precision BPiNP 21 for these purposes in an integrated mode of operation with BMRK SNS-SSS 19.

Unlike existing similar systems that control the direction of movement of the aircraft on the runway (heading systems, accurate course systems (TCS), inertial navigation systems, satellite navigation systems), BISIP MVS controls the accuracy of the installation in the direction of movement of the aircraft along the longitudinal distance from the end of the runway or the offset line launch in the direction of take-off, as well as the accuracy of the installation of the aircraft in the direction of take-off relative to the center line of the runway. For these purposes, on the take-off indicator KINO 3, a cognitive format for displaying the control of the direction of movement and the initial installation of the MVS at the executive start is used, shown in Fig. 8 (pos. 74, 75, 109, 118, 119, 126), in Fig. 9 (pos. .130, 163, 169).

The operation of the engine traction reverse control system

To prevent the MVS from rolling out of the runway at the take-off, landing, or landing stages associated with failures of the reverse system, erroneous use of the reverse system by the crew (untimely determination of failures, especially with asymmetric failures), and the need to block the inclusion of reverse thrust, BISIP MVS uses additional information support for the control of reverse thrust SU.

The control system for engine reverse thrust BISIP MVS differs from existing similar systems in that it provides the crew with additional cognitive information about switching on and serviceability / malfunction, about the need to block reverse thrust SU (with asymmetric one-sided failure of the reverse with visual and audible alarm Fig. 8 pos. 98 and pos. 124, Fig. 9, pos. 153). In order to increase the reliability of information support for the crew according to the above parameters, information on the closed / open position of the locks of reversing devices, the open / closed position of the reverse flaps is duplicated using sensors of the full pressure of the air flow formed by reversing devices (wings, gratings).

Display formats for flight information on a comprehensive take-off flight indicator, as well as on a flight indicator located against a windshield (ILS) are shown in Fig. 8 and Fig. 9, and a description of the elements of these display formats for information for different flight modes are shown in tables 2 and 3:

table 2 A brief description of the elements of the flight information display formats on the take-off indicator of the MVS Item No. Name of elements, brief description, display modes Color 73 Signaling devices for take-off configuration of wing and stabilizer mechanization, brakes, rudders. Conclusion of text messages and digital signaling of the current position of the configuration of the control surfaces of the MVS. Display stages: prelaunch preparation, taxiing, executive start, take-off, descent and approach Text messages are white, green, red flashing depending on the compliance / non-compliance of the controlled parameters of the take-off configuration with the requirements of the RLE MVS, background black 74 The digital counter of the maximum permissible lateral deviation from the center line of the runway at the executive start and during take-off, depending on the type of aircraft and the technical characteristics of the runway, is displayed at the executive start and during the take-off Digitization green, black background 75 Cognitive digital counter signaling device (DSS) of the actual lateral deviation of the MIF from the center line of the runway. It is displayed at the executive start and during the take-off. Digitization is black, the background is green, yellow, red flashing depending on the magnitude of the lateral deviation 76 Tape indicator of the required and actual growth rate of speed (longitudinal acceleration on take-off) of the MVS. It is displayed on a run Blue to display the required acceleration during the take-off run until the aircraft reaches a balanced take-off distance, green, yellow, red flashing to display the actual

Item No. Name of elements, brief description, display modes Color the values of the take-off acceleration 77 Mobile synthesized runway display with threshold number and center line Gray 78 Display of the border of the maximum permissible lateral deviation of the MVS at the preliminary start and during the take-off Red line 79 The symbolic display area of the performance of engines MVS Digitization of engine number black, white background 80 Digital counter of actual instrument take-off speed and climb Digitization green, black background 81 Cognitive signaling device of engine operating modes at the stages of prelaunch preparation, taxiing, take-off, and climb with traffic lights The red zone is the Earth’s small gas (ZMG) mode, the yellow zone is the nominal mode, the green zone is the take-off mode 82 Digital counters of actual parameters of meteorological conditions at the take-off aerodrome are displayed at the stages of prelaunch preparation, taxiing and executive launch Digitization green, black background 83 The display area of the underlying surface at all stages of flight Brown 84 The pop-up command index for raising the front landing gear, detachment, overclocking the aircraft to speeds V ₂ , V ₃ , V ₄ , maintaining the optimum pitch angle in the air section of the takeoff distance and to overcome obstacles in the air section at a height not lower than safe. It is displayed at the stages of take-off, climb, descent and approach and during the flight of obstacles Purple 85 Display area with text messages about failures of MVS systems affecting flight safety Red flashing 86 Digital take-off and actual centering counters Digitization green, black background 87 Digital counter of permissible angle of slip for a given configuration of the MVS. Displayed at all stages of flight Digitization green, black background 88 Digital counter of an acceptable angle of attack in Digitization green, black background

Item No. Name of elements, brief description, display modes Color dependencies for a given configuration of the MVS. Displayed at all stages of flight 89 Cognitive digital counters signaling the actual angles of attack and slip Digitization black, background green, yellow, red flashing 90 The display area of the "space of the sky" with a movable conditional line along the roll and pitch, separating the "space of the sky" and the plane of the underlying surface. Displayed at all stages of flight Blue, moving line - black 91 Pop-up team (director) index to bring the MVS to a horizontal position from the left bank. Appears when left roll appears. Purple 92 Cognitive Digital Roll Angle Counter Digitization black, background green, yellow, red flashing 93 A fixed silhouette of an airplane, or a rolling silhouette of an airplane against a background of sky space and the plane of the underlying surface in the case of applying a method for determining the spatial position of an aircraft type “View of the aircraft from the ground” Yellow 94 Fixed roll scale with a movable roll direction index corresponding to the actual roll of the MVS, digitized 30 ° with graduation through 5 ° Yellow 95 Pop-up index warning the crew about the danger of a “tail strike” of the Air Force on the runway during take-off Red 96 Cognitive digital pitch angle counter. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 97 Headline with command heading for avoiding obstacles in the air section of the takeoff distance. It is also used as a course heading directory for an aircraft landing approach. Purple 98 Display area of pop-up text messages about failures of MVS systems and control commands about Text messages green, yellow, red flashing

Item No. Name of elements, brief description, display modes Color readiness / unpreparedness of the AIM for take-off to continue and terminate take-off 99 Cognitive Digital Roll Angle Counter Digitization black, background green, yellow, red flashing one hundred Pop-up team (director) index to bring the MVS into a horizontal position from the right bank. Appears when the right roll Purple 101 Cognitive digital counter-signaling devices required: take-off, interrupted and take-off distances. Are displayed at the stages of prelaunch preparation, taxiing and occupation of the executive start Digitization is black, the background is green, yellow, red flashing depending on the correspondence / discrepancy of the required distances to the available distances 102 Digital counters, available take-off length (RDR), available interrupted take-off distance (RDPV), available take-off distance (RDR). They are displayed at the stages of prelaunch preparation and executive start. Digitization green, black background 103 Digital runway grip coefficient counter. It is displayed at the stages of prelaunch preparation and executive start Digitization green, black background 104 Cognitive digital counter signaling barometric altitude and safe altitude. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 105 Movable team course bar with a digital counter for the obstacle avoidance team course. It is also used as a course heading directory for approach. Displayed during take-off, climb, level flight, descent and approach phases Purple 106 Cognitive digital counter-signaling device of vertical speed. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 107 Pop-up visual alarm with Red flashing

Item No. Name of elements, brief description, display modes Color the management team to stop taking off in case of a low growth rate of the take-off speed. It is displayed at the take-off stage if, three seconds before the MIF reaches a balanced take-off distance, the take-off speed cannot reach V ₁ 108 The display area of a pop-up cognitive text message about the need to make a decision on the continuation / termination of takeoff of the forecasting system for achieving speed V ₁ at a balanced distance of continued / interrupted take-off with a cognitive transparency of the mismatch speed. Displayed during the take-off phase The text message is black, the background is yellow, the cognitive banner with an exclamation mark is green, orange, red flashing depending on the size of the mismatch between the required and the estimated runway speed of the MVS on the runway 109 Fixed, cognitive silhouette of the MVS with indication of power plants No. 1, No. 2, No. 3, No. 4. It is displayed at the stages of prelaunch preparation, taxiing, executive start classes and runway take-off Green, yellow, red flashing 110 Cognitive digital counter signaling device of the actual on / off components of the wind speed relative to the center line of the runway. Displayed at all stages Digitization black, background green, yellow, red flashing 111 The digital counter of admissible values of oncoming / passing components of wind speed. It is displayed at the stages of prelaunch preparation, taxiing, executive start classes Digitization green, black background 112 Cognitive digital counter-signaling device of the actual lateral components of the wind speed relative to the runway center line. It is displayed at the stages of prelaunch preparation, taxiing, executive start classes Digitization black, background green, yellow, red flashing 113 Digital counter of permissible crosswind relative to the center line of the runway, taking into account the coefficient of adhesion. It is displayed at the stages of prelaunch preparation, taxiing, executive start classes Digitization green, black background

Item No. Name of elements, brief description, display modes Color 114 Zone display information about the failure of the power plant No. 2. It is displayed at the taxiing, executive start, take-off and take-off stages Digitization black, red flashing background 115 Cognitive digital counter-signaling device of the discrepancy between the required and actual instrumental take-off speed depending on the take-off length or the start time of the take-off. It is displayed since the start of the take-off run. Digitization black, background green, yellow, red flashing 116 Zone display information about the thrust of the power plant No. 4. The SU 4 thrust corresponds to the takeoff mode. Displayed at all stages of flight Digitization is black with green, yellow, red sectors symbolizing the thrust of power plants 117 Cognitive display format of the wind vector with the longitudinal and transverse components of the wind speed. It is displayed at the stages of prelaunch preparation, taxiing, take-off Vector display green, yellow, red flashing depending on wind speed and direction 118 Digital counter of the value of the permissible longitudinal deviation of the aircraft from the end of the runway in the take-off direction. It is displayed at the stages of prelaunch preparation, taxiing, executive start classes Digitization green, black background 119 Extended course scale with digitization after one degree with a graduation of 0.1 degree. It is displayed at the stages of prelaunch preparation, taxiing and take-off Digitization green, black background 120 Cognitive digital counter signaling the actual removal of the MIF from the end of the runway in the direction of take-off. It is displayed at the stage of occupation of the executive start and take-off Digitization black, background green, yellow, red flashing 121 Digital counter of the full gradient of climb in the air section of the take-off distance. Displayed on airspace take-off distance Digitization green, black background 122 Cognitive digital counter-signaling device of the actual gradient of climb in the air section of the take-off distance. It is displayed after the separation of the aircraft from the runway at the air section of the take-off distance Digitization black, background green, yellow, red flashing

Item No. Name of elements, brief description, display modes Color 123 Digital counter of pure gradient climb. Displayed on airspace take-off distance Digitization green, black background 124 The area for displaying text messages on the status of reversing devices is “REVERSE CORRECT / FAULT”, “REVERSE LOCKED”. It is displayed at the stages of prelaunch preparation, taxiing, take-off Green, red flashing 125 Digital counter minimum safe altitude indicator. Displayed at all stages of flight Digitization black, background green, red, flashing 126 The area for displaying pop-up text messages about the ship's descent to dangerous heights. Displayed when the ship is lowered to safe altitudes and below. Black text messages, yellow and red flashing background 127 Cognitive, digital counter-signaling device about the actual take-off weight of the MVS. It is displayed at the stage of prelaunch preparation, taxiing and occupation of the executive start Digitization black, background green, yellow, red flashing 128 Cognitive digital counter-signaling device of the take-off course MVS. It is displayed at the stages of parking, taxiing, occupation of the executive start, take-off and in the air section of the take-off distance Digitization black, background green, yellow, red flashing 129 Digital counter with information on the maximum permissible take-off weight for the current actual take-off conditions. It is displayed at the stages of prelaunch preparation, taxiing and occupation of the executive start Digitization green, black background 130 Cognitive status information display area: “CHASSIS REDUCED, CORRECT”, “CHASSIS DEPENDED (FRONT STAND, LEFT STAND, CENTRAL STAND)”, “CHASSIS IS RELEASED, CORRECT”, “IS DAMAGED, SHUTTERS (OPEN). "," BRAKE OVERHEAT "," FAILURE Text messages green, yellow, red flashing, background black

Item No. Name of elements, brief description, display modes Color CHASSIS HYDRAULIC SYSTEMS ”,“ CHASSIS RELEASE EMERGENCY ”, etc. It is displayed at all stages of flight 131 The area for displaying cognitive information about the steering system of the front landing gear rack: “VPU IS READY, FIXED”, “VPU - FAILURE”, “VPU MANAGEMENT FROM PEDALS”, “MANUAL CONTROL OF VPU”, “VPU PNEUMATIC IS DAMAGED”. It is displayed at the stages of prelaunch preparation, taxiing, take-off and at the air section of the take-off distance Text messages green, yellow, red flashing, background black

Table 3 A brief description of the elements of the display format of flight information on the ILS combiner Item No. Name of elements, brief description of display modes Color 132 Cognitive digital counter-signaling device of the actual deviation of the MVS from the center line of the runway and the marking line of taxiways, MS. It is displayed at the stages of parking, taxiing, occupation of the executive start and during the take-off run. Digitization black, background green, yellow, red flashing 133 Improved video image of the underlying surface of the environment of the cockpit space (MS, taxiway, runway, airfield area). Displayed at all stages of flight in real time Depends on the time of day, lighting conditions and type of coverage of the underlying surface 134 Airborne instrument speed scale with digitization after 20 km / h with graduation after 10 km / h. Displayed at all stages of flight Yellow 135 Cognitive symbolic image of the wind vector with longitudinal and lateral components relative to the center line of the runway. It is displayed at the stages of prelaunch preparation, taxiing and take-off Green, yellow, red flashing 136 Cognitive digital distance meter Green, yellow, red

Item No. Name of elements, brief description of display modes Color the take-off run from the runway end in the direction of take-off, corresponding to the boundary of the decision to continue / stop take-off. It is displayed at the executive start and during the take-off. flashing 137 A digital counter signaling the achievement of the MIM boundary of a balanced take-off distance. It is displayed 3 seconds before the aircraft reaches a speed of V ₁ with a warning to the crew about the need to terminate take-off at a low speed growth rate that does not meet the requirements for the prevailing take-off conditions, when the actual value of the mismatch between the predicted and actual take-off speed is greater than the established limits Red flashing 138 Digital instrument speed meter. It is displayed at the taxiing, take-off and take-off stages Digitization black, background yellow 139 Cognitive digital counter of mismatch between the predicted and actual instrumental take-off speed. It is displayed during the take-off phase and in the air section of the take-off distance Digitization black, background green, yellow, red flashing 140 Moving cognitive marker of predicted take-off speed. Displayed during take-off and airspace of the take-off distance Green, yellow, red flashing 141 Moving along the roll and pitch, the conditional horizon line separating the plane of the underlying surface and the space of the sky. Displayed at all stages of flight Black 142 Cognitive digital counter-alarm left roll. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 143 Digital counter of the calculated speed value V ₁ . Displayed during the take-off phase The black 144 A zone of pop-up cognitive text messages with control teams about readiness / unpreparedness for take-off, the need to continue / stop take-off, warnings about dangerous proximity with moving / stationary obstacles Text message black, yellow, red flashing, background green

Item No. Name of elements, brief description of display modes Color when moving the aircraft along the aerodrome area and on the airspace of the take-off distance, the dangerous effects of external factors, and the area for displaying text messages of the expert advisory system BISIP MVS for the prevention of aircraft accidents. It is displayed at the stages of parking, taxiing, take-off and at the air section of the take-off distance 145 Video image of sky space. Displayed at all stages of flight Depending on the time of the day, blue, dark blue, blue, black 146 A movable pitch command bar with a command index for raising the front strut, separation of the aircraft from the runway, its extension to speeds V ₂ , V ₃ , V ₄ , maneuver to overcome obstacles in a vertical plane in the air section of the takeoff distance and maintaining the optimum pitch angle in the section climb. It is additionally used as a glide slope command during approach, at take-off stages, air section of the take-off distance, low-altitude flights, descent and approach Purple 147 Moving pitch scale digitized after five degrees. Displayed at all stages of flight Black white 148 The runway center line, the reference line of the team course for circumventing obstacles in the horizontal plane. Displayed at all stages of flight Yellow 149 Cognitive digital pitch angle counter. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 150 The moving center of the pitch command scale. In horizontal flight, it is combined with the center of the airplane silhouette. Displayed at all stages of flight Purple 151 Fixed airplane silhouette. Digitization black, background green, yellow, red flashing Yellow 152 Cognitive director-level command line with digital counter for flyby Purple

Item No. Name of elements, brief description of display modes Color horizontal obstacles during low-altitude flights. It is also used as a course bar for approach. Displayed during takeoff, climb, low altitude and approach phases 153 Pop-up cognitive index warning crew about the danger of a tail strike. Displayed during take-off and landing stages Red flashing 154 Cognitive digital counter-signaling device of barometric flight altitude. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 155 Cognitive digital counter-signaling device of vertical speed. Displayed on the airspace of the take-off distance, climb, level flight, descent and approach Digitization black, background green, yellow, red flashing 156 The area for displaying cognitive text messages from MB C system failures and excesses of monitored parameters established by flight operational limits of flight operational limitations Text messages yellow, red flashing 157 Team roll scale. Displayed at all stages of flight Yellow 158 Cognitive digital counter signaling device of the right bank. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 159 The video image of the underlying surface of the environment of the cabin space. Displayed at all stages of flight Depending on the time of year and day 160 Cognitive command index of the roll value for outputting the aircraft to the SID scheme for avoiding obstacles, performing turns in the air section of the take-off distance in horizontal flight and during approach. Displayed in the areas of climb, horizontal flight, descent and approach Purple 161 Cognitive team roll indicator of roll angles for performing bypass maneuvers Purple

Item No. Name of elements, brief description of display modes Color Obstacles, access to established airways, U-turns on approach procedures 162 Cognitive transparency of the mismatch between the required and actual instrumental take-off speed. Displayed during the take-off phase Green flashing, orange flashing, red flashing 163 The area for displaying a text message with a warning to the crew about the achievement of the MIF at the takeoff of the decision line to continue / stop take-off. It is displayed on a run 3 s before the AIM reaches a balanced take-off distance Messages are black, the background is yellow 164 Lines of maximum permissible deviations on the take-off run from the center line Reds 165 Cognitive digital counter-signaling device of the actual distance of the aircraft from the end of the runway in the take-off direction. It is displayed at the executive start and during the take-off. Digitization black, background green, yellow, red flashing 166 Cognitive symbolic image of the pneumatics of the right and left landing gears relative to the runway center line. Displayed at the stages of parking, taxiing, take-off runway runway and take-off distance airspace Green, yellow, red flashing depending on the condition of the chassis pneumatics, their integrity, brake overheating, hydraulic pressure and pneumatic braking during the take-off run 167 174 168 Expanded course scale with digitization after 10 degrees with graduation through one degree. Displayed during takeoff, climb Green 169 Symbolic display of thrust of power plants No. 1, No. 2, No. 3, No. 4. Displayed at all stages of flight Green at take-off mode, yellow at nominal operating mode, orange at low Earth gas, red flashing at engine failure 170 173 171 Cognitive digital take-off alarm counter. Displayed at all stages of flight Digitization black, background green, yellow, red flashing 172 Cognitive symbol of the position of the front landing gear (nose of the fuselage) Green, yellow, red flashing

Item No. Name of elements, brief description of display modes Color relative to the centerlines of the runway, taxiway, MS. Displayed at the stages of parking, taxiing, executive start classes and runway take-offs

Thus, the proposed group of inventions allows to achieve the claimed technical result: expanding the functionality of the integrated complexes of aircraft equipment MVS to provide the crew with an improved in-cabin and cockpit situation at the TAKEOFF stage and creating a new format for presenting flight information to increase the situational awareness of the crew by reducing the level of uncertainty when making a decision, i.e. providing the crew with complete, reliable, relevant, consistent and interactive information using the principles of artificial intelligence and cognition.

Claims (20)

1. On-board integrated crew information support system at the Take-Off stage of a multi-engine aircraft, containing technical means for visualizing flight and navigation flight parameters, parameters of power plants and ship systems, a visualization system for the parameters of the underlying surface of the cabin space environment, multi-functional control panels of the ship’s computer systems located on the dashboards of the cockpit, and a flight indicator located on the background of the front cockpit glass, electronic measuring and computing systems for determining flight and navigation parameters, a receiver for a satellite navigation system, monitoring systems for the technical state of power plants and ship systems, technical means for monitoring the parameters of the run dynamics, external environmental factors, as well as determining the actual take-off weight of the vessel, control system for the take-off configuration of the vessel, alarm and warning system, system determining the current position of the vessel on the runway during the take-off run, the predicted take-off speeds and the predicted location, forming control commands to continue or stop take-off, as well as a digital on-board computer system connected via the multiplexed digital data exchange channel with the above-mentioned ship systems, characterized the fact that the digital on-board computing system further comprises a take-off dynamics computational module, a high-altitude sk altitude and meteorological parameters, flight performance module, aerodynamics module, propulsion system thrust module, aerodrome database module and the EGPWS world surface relief database of increased accuracy in 3D format and minimum safe altitudes, analysis and decision-making module, maximum determination module permissible take-off and landing weights, as well as many databases, a knowledge base of an expert-advising system, technical means for visualizing flight and navigation parameters These are made in the form of an onboard autonomous integrated system for visualizing flight parameters with intellectual support for the crew's cognitive activity, the visualization system of the underlying surface of the environment of the cockpit space at low altitudes is an autonomous onboard integrated multispectral system for visualizing the parameters of the cockpit environment, operating in real time, regardless of time year and day, regardless of the actual weather conditions environment and regardless of the technical condition of the underlying surface coverage, and the visualization of the underlying surface environment of the enclosed space at high altitudes is made in the form of a hardware-software complex for the synthesized system of visualization of the volume relief of the underlying surface of the enclosed space with the implementation of the function of preventing collision of a vessel with the underlying surface using the REVISING algorithm operating in real time, the system and the control of the take-off configuration of the ship is made in the form of a control system of the take-off configuration of the ship, preventing the take-off of the ship with the configuration of the wing and stabilizer mechanization that does not comply with the requirements of the flight manual (flight manual), the braked pneumatics of the chassis brake wheels, with the parking brake, with locked rudders and ailerons, insufficient engine thrust, insufficient growth rate, hazardous effects of external factors, improper installation of the vessel at the executive launch, with excess m take-off weight of the established restrictions, the on-board alarm system is a highly integrated intelligent information system for the crew in its cognitive activity, containing visual cognitive signaling sources in the form of digital counters, pop-up text messages, markers and indices, tactile alarms in the form of vibrators the steering wheel and brake pedals with the issuance of the crew control speech commands and voice prompts for warning Denia accidents and serious incidents. 2. The on-board integrated system according to claim 1, characterized in that the receiver of the satellite navigation system is an on-board multifunctional radio complex of the satellite navigation system and satellite communication system, comprising receivers of satellite navigation systems, satellite communication systems, including the Internet, a computer, an antenna a post consisting of at least three receiving antennas located along the fuselage and on the wings of the ship, as well as a system with a database of cartographic oh information. 3. The on-board integrated system according to claim 1, characterized in that it further comprises an information system for determining altitude-speed and meteorological environmental parameters, including a multi-channel panoramic receiver of air pressures of the incoming air flow, containing a chamber for complete braking of the air flow with static air pressure sensors the flow and temperature of the inhibited air flow, while the receiving holes of the full pressure of the panoramic receiver by means of pneumatic waters connected to an electronic unit containing full pressure sensors and a computer for determining the complete set of aerometric parameters of the vessel. 4. The on-board integrated system according to claim 1, characterized in that the system for determining the current position of the vessel at all stages of take-off, including on the runway during take-off, the predicted take-off speeds and the predicted location at all stages of take-off, determines the dynamics the take-off of the vessel and its spatial position is made in the form of an electronic measuring and computing system for determining flight and navigation parameters and additionally contains sensors of angular accelerations the associated axes of the aircraft and micromechanical sensors of apparent accelerations and angular velocities mounted on the faces of the truncated hexagonal pyramid, which is mounted in the base coordinate system of the vessel. 5. The on-board integrated system according to claim 1, characterized in that the system for determining the actual take-off weight of the vessel is a digital meter for actual take-off weight and centering and contains force, pressure, displacement sensors, laser rangefinders and a take-off weight calculator with increased accuracy. 6. The on-board integrated system according to claim 1, characterized in that it further comprises a digital converter of the synthesized speech meteorological information into a symbolic graphic view in real time. 7. The on-board integrated system according to claim 1, characterized in that it further comprises a removable boot module comprising a digital computer, a keyboard for inputting initial variables and a control module for eliminating erroneous input of source data and preventing erroneous calculations of the take-off parameters of the vessel. 8. The onboard integrated system according to claim 1, characterized in that it further comprises an optoelectronic system for preventing a ship from colliding with moving and stationary obstacles and monitoring the position of the ship on the ground relative to the center lines of taxiways, runway and parking lots. 9. The on-board integrated system according to claim 1, characterized in that the autonomous on-board integrated multispectral system for visualizing the interior of the cockpit contains multispectral sensors of various physical principles of operation and a computer for integrating video images from these sensors. 10. The on-board integrated system according to claim 9, characterized in that the sensors of various physical principles of operation are television receivers, millimeter wave radars, infrared radars, laser rangefinders, microradars. 11. The onboard integrated system according to claim 1, characterized in that the control system for the take-off configuration of the vessel is configured to control the installation of wing mechanization and plumage in the take-off configuration and includes an early warning system to prevent collisions with terrain and artificial obstacles in the air section of the take-off distance , a warning system about dangerous climb modes, a system for command control of pitch angles and warning tail strikes during take-off, a system for braking control of the main pneumatics and their integrity and state of the chassis, a take-off warning system with locked rudders and ailerons, a warning system to turn on engine thrust reverse when they fail and a one-sided failure, a system to prevent collisions with obstacles during take-off, horizontal flight and lowering with director modes obstacle avoidance, a system to prevent deviation of the vessel from the center line of the runway during take-off. 12. The on-board integrated system according to claim 1, characterized in that the system for determining the current location of the vessel on the runway during the take-off run is made in the form of an electronic measuring and computing unit for determining the parameters of the spatial position and navigation parameters, which additionally determines the actual and predicted parameters of the trajectory climb in the air section of the take-off distance. 13. The cognitive format for the presentation of flight information at the take-off stage of a multi-engine aircraft, containing the format for the crew to present complete, reliable, relevant, interactive and intellectual information about flight and navigation parameters, parameters of power plants and ship systems, parameters of external factors, environmental parameters the environment of the cockpit space, characterized in that the take-off aerobatic indicator additionally presents a moving synthesized display in runway with center line, threshold number, display of the maximum permissible lateral deviation of the vessel on the take-off run, fixed symbolic display of the vessel superimposed on the synthesized display of parking lots, taxiways, runway, to the left and right of which cognitive digital counters of the required and actual take-off speed, digital counters-signaling devices of the discrepancy between the predicted and actual take-off speed of the vessel, as well as cognitive alarms Information about the engine thrust at the current time, information windows with pop-up cognitive text messages about the vessel’s readiness / unavailability for take-off, the need to continue or stop take-off, information windows of landing gear monitoring systems, maximum allowable take-off weight, engine thrust reverse, actual wind, takeoff and landing devices, configurations of mechanization of the wing and stabilizer, braking system, locking of rudders and ailerons, spatial position parameters with digital frequencies with tilt-and-turn signaling sensors, as well as the dynamics of the ship’s take-off run along the runway, and on the flight indicator against the windshield, additional commands are presented for raising the front landing gear, for breaking and re-accelerating the vessel to safe climb speeds, commands for maintaining the optimum pitch angle in the airspace of the take-off distance, as well as the flap command and / or emergency climb to prevent collision with the relief of the underlying surface and artificial at the same time, visual support for the crew’s cognitive activity is realized through the creation of a flight information display format using the principles of enhancing visual perception of information, which minimizes the need to transfer one’s gaze from the cockpit space to the inside-cabin indicators and create more favorable conditions for piloting a multi-engine aircraft on takeoff resembling the take-off of a ship in simple weather conditions by reducing the number of mental op operations, exclusion of inappropriate operations to control the vessel, providing the crew with complete, up-to-date, interactive information and eliminating uncertainty zones when deciding on the helm control of the vessel, and on the integrated indicator of the navigation situation after the vessel reaches a height of 400 m, the crew is additionally presented with a vertical profile of the climb path , mapping of the relief of the underlying surface on which the SID schemes are superimposed, as well as the actual position of the vessel in the horizon of the plane, its ground speed, current heading, lateral deviation from a given flight path, command heading to bring the ship to a given airway, cognitive alarms of minimum safe altitudes, displaying the nature of the terrain in front of the ship at least 40 nautical miles within the width of the corridor of the airway established by the flight rules with hazard alarms in the direction of flight and cognitive command bars to perform maneuvers to prevent a collision tions with obstacles. 14. The cognitive format for the presentation of flight information according to claim 13, characterized in that at the pre-flight preparation stage, the take-off flight indicator additionally displays digital counters of actual technical parameters of the runway, actual environmental parameters, allowable angles of attack and slip, allowable longitudinal and lateral components of wind speed relative to the center line of the runway, the maximum allowable take-off weight, the estimated take-off speeds, p full and clean climb gradients, as well as cognitive digital counters-indicators of the required runway parameters for the expected take-off conditions, the required longitudinal and lateral components of the wind speed, actual take-off weight, actual angle of attack and slip superimposed on the synthesized display of the parking places a vessel on the apron of the aerodrome, indicating its location, taxiways and runway. 15. The cognitive format for the presentation of flight information according to claim 13, characterized in that at the taxiing and taxiing stage, the take-off flight indicator additionally displays the configuration of the wing and stabilizer mechanization, the position of the rudders, the parking brake, the control configuration of the front landing gear and main landing gear, status landing gear pneumatics, heading information, wind speed and direction information, state of power plants and ship systems using cognitive graphics, and synthesized display parking lots, taxiways and runway, a graphic image of a multi-engine aircraft is superimposed to control the position of the vessel relative to the line markings of parking lots, taxiways and the axial line of the runway and pop-up text messages about the presence of moving and stationary obstacles and dangerous approach speed with them in the space surrounding the vessel when it is stationary and moving. 16. The cognitive format for the presentation of flight information according to claim 13, characterized in that at the stage of occupying an executive start, the take-off flight indicator additionally displays digital cognitive counters-indicators of roll and pitch angles, director pitch angle for raising the front strut, digital counters-signaling devices take-off speed, digital counter of the required take-off speed depending on the take-off length or take-off time, digital counter-signaling device of the discrepancy between the actual takeoff of required speeds, digital counters-signaling position of the vessel longitudinal distance from the end of the runway to take-off direction and the counter-digital switch lateral deviation of the vessel from the axial line of the runway, cognitive text messages about availability / unavailability vessel for takeoff. 17. The cognitive format for the presentation of flight information according to item 13, characterized in that at the take-off stage, the take-off flight indicator additionally displays cognitive indicators designed to control the thrust of the power plants for compliance with the requirements of the flight manual, the boundaries of the maximum permissible deviations of the vessel from the center line runway, balanced distance of continued / discontinued take-off with an area for displaying text messages for deciding whether to continue / prec take-off extension, director's separation and overshot pitch angles to speeds V ₂ , V ₃ , V ₄ , a pop-up symbol warning the crew about the danger of a tail strike, and a cognitive signaling device of the discrepancy between the calculated and actual take-off speeds with the text message “BOUNDARY. DECISION! ”In combination with a cognitive mnemonic sign of the discrepancy between the actual and predicted take-off speed, pop-up cognitive text messages“ RISE CONTINUE / STOP ”. 18. The cognitive format for the presentation of flight information according to item 13, wherein the display of the parameters of the spatial position of the vessel either represents the model of the vessel rotating along a roll against a fixed horizon line and against a moving line separating space-sky and plane of the earth ”, while the direction of rotation of the controls corresponds to the direction of rotation of the breadboard and the vessel itself both in pace and in proportion, or the display of the spatial position of the vessel as“ whether the horizon from the cockpit ”in combination with the use of command indices for error-free withdrawal of the vessel by the crew from any spatial position into the horizon plane. 19. The cognitive format for the presentation of flight information according to item 13, characterized in that the director’s pitch angle for optimal safe climb, heading angle, pitch and heading angles for performing collision avoidance maneuvers are additionally displayed on the takeoff flight airspace section. terrain or artificial obstacles, digital counters, signaling the actual gradient of climb, the actual angle of attack and slip, as well as the climb path in vertical plane, digital counter-signaling device of safe altitude with the output of a text message about the vessel approaching a dangerous altitude, superimposed on a synthesized display of the terrain. 20. The cognitive format for the presentation of flight information according to claim 13, characterized in that on the flight indicator against the background of the windshield, parametric and signal information at low altitudes is superimposed on the video image of the underlying surface of the cockpit space, and at high altitudes - on the synthesized display of the underlying surface.

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