1) Boeing is introducing improvements to the control systems of the 707 series aircraft, including modifications to the tailplane trimming and rudder controls.
2) Eclipse-Pioneer is designing an improved autopilot system called the PB-20 to help lower landing minimums and eventually enable automated landings for Boeing aircraft like the 707 and 720.
3) Autonetics has developed an automatic landing system called the APN-114 that provides automatic control during approach and landing, maintaining glidepath and speed while allowing pilot intervention. It is being tested on the TF-102A aircraft.
1) Boeing is introducing improvements to the control systems of the 707 series aircraft, including modifications to the tailplane trimming and rudder controls.
2) Eclipse-Pioneer is designing an improved autopilot system called the PB-20 to help lower landing minimums and eventually enable automated landings for Boeing aircraft like the 707 and 720.
3) Autonetics has developed an automatic landing system called the APN-114 that provides automatic control during approach and landing, maintaining glidepath and speed while allowing pilot intervention. It is being tested on the TF-102A aircraft.
1) Boeing is introducing improvements to the control systems of the 707 series aircraft, including modifications to the tailplane trimming and rudder controls.
2) Eclipse-Pioneer is designing an improved autopilot system called the PB-20 to help lower landing minimums and eventually enable automated landings for Boeing aircraft like the 707 and 720.
3) Autonetics has developed an automatic landing system called the APN-114 that provides automatic control during approach and landing, maintaining glidepath and speed while allowing pilot intervention. It is being tested on the TF-102A aircraft.
1) Boeing is introducing improvements to the control systems of the 707 series aircraft, including modifications to the tailplane trimming and rudder controls.
2) Eclipse-Pioneer is designing an improved autopilot system called the PB-20 to help lower landing minimums and eventually enable automated landings for Boeing aircraft like the 707 and 720.
3) Autonetics has developed an automatic landing system called the APN-114 that provides automatic control during approach and landing, maintaining glidepath and speed while allowing pilot intervention. It is being tested on the TF-102A aircraft.
In parallel with Bendix autopilot improvements, Boeing are
introducing a number of improvements to the control systems of FLIGHT SYSTEMS the 707 series, particularly in the tailplane trimming, rudder and aileron controls. The stick-top trim switch is being modified and an instinctive override system introduced to overcome the effects of possible tailplane runaway close to the ground. Trim range is being slightly reduced to cover only the useful travel. Asymmetric the American company. Eclipse-Pioneer division are designing a spoiler extension is being prevented and nosewheel steering over a micro-wave guidance system called Microvision, which would give restricted range is being coupled to the rudder pedals. Lift sensing the pilot some directly derived visual representation in the cockpit devices, thrust controls, better non-skid brakes and windscreen of the runway ahead of him. It has been described in Britain as rain-clearance should all contribute to better approach and landing "like BLEU's Televiewer, but it works." Bendix are not prepared performance. at the moment to release any information. Pacific Division designed two pulse radar altimeters, the APN-141 and APN-146, for use at The "dash 80" prototype is now fitted with Smiths PVD, a low level in connection with the Army Navy Instrumentation modified flight system and the Lear flare-out director instrument. Programme (ANIP) and these are now being modified to fit the The company are also planning a flare-out computer, use of radar requirements of the BLEU system. altimeter, angle of attack sensors for speed control and a thrust command computer, both the last two being applied to the appro- Eclipse-Pioneer have a programme to improve and extend the priate elements in the flight director instruments. capabilities of the PB-20 autopilot now used in Boeing 707s and 720s with a view to lowering approach minima and, eventually, to The autopilot for the new 727 is to be the Sperry Phoenix SP-50, providing landing automation. Already available are a newly and Boeing will certainly apply their experience with the 707 wired amplifier computer chassis into which existing modules can series, to offer the best possible low-approach capability in the new be plugged, and certain improved modules to provide better type. performance in such areas as VOR station passage and rapid cross- wind computation. Yet further improvements are to be introduced next year to make the PB-20 more reliable. AUTONETICS At a rather later date, Bendix will introduce additional com- ponents in the PB-20 to facilitate glide-path extension, control- THE APN-114 automatic landing system, now tested in a TF-102A. wheel steering, automatic speed control and such factors as auto- bears some resemblance to BLEU Autoland. It involves manual matic flare-out computer and divided control systems for combined setting of the aircraft at over 200kt and 1,500ft at a point where the manual and autopilot control duiing autoflare landings. autopilot captures the ILS localizer on barometric height-lock. At Bendix have been working with Boeing, who are themselves glide-path intercept, speed is automatically reduced to 170kt and introducing control improvements in the aircraft. Boeing, Eclipse- held by air-brake adjustment with a datum engine power manually Pioneer and the USAF are flight testing divided control; and Bendix set. At 100ft, sensed by radio altimeter, a flare computer takes over, have beenflyingtheir B-25 for the FAA, testing Regal and Flarescan. datum speed is reduced to 140kt and the flare is aimed at a touch- down point. Any disturbance leads to immediate computation of a new flare-path to the original touchdown point, giving terminal THE BOEING COMPANY control. Meanwhile bank limit is reduced from 33° to 15° and heading is FOR some years Boeing have been considering the implications of held according to ILS localizer. At 7ft, a light tells the pilot to de- automatic landing and low approach in relation to their existing crab manually, if necessary, but localizer guidance continues on the aircraft and projects such as the 727. With the hard-worked runway as long as rudder remains effective. At any time during the "dash 80" prototype and simulators they have done a considerable flare-out, the pilot can modify the flight path by control-stick amount of practical research, but have been working in the rather steering, overriding the automatics. simpler stages of low approach on the assumption that an advanced Alternatively, the whole approach can be made manually, but degree of automation will be uneconomical because of the expense of installation and maintenance. with automatic speed control, using the flight director instruments normally available for monitoring. The flare computer and inertial rate of descent indicator (IRODS) are separate from the autopilot. A test button may be pushed at any point down to flare initiation to Instrument panel of the TF-I02A with Autonetics APN-114 insert calibrated voltages at the sensor inputs and check command voltages. A fault actuates a failure light. The design attempts to ensure only "soft" faults leading to a levelling-off tendency in case of autopilot or computer failure, but the system is single-channel. APN-114 was first tested in autumn 1960, completed a 45-day test in November 1961, was delivered for initial USAF evaluation in January and is to be tested by FAA next month. Autonetics flew tests at Palmdale and six other airfields. A "second generation" landing computer, containing APN-114 and IRODS in half the former volume, has been loaned to Boeing for evaluation this month in the 707 prototype.
COLLINS RADIO COMPANY
AUTOPILOTS and flight directors produced by Collins have long been in use by a considerable number of airline and military trans- port aircraft. Improvements to the present equipment include an experimental application of micro-circuits in the flight director, which entirely eliminates the present separate computer unit and incorporates it in the instrument cases themselves. Another pro- gramme has produced a new set of warning flags of larger size and positioned to obscure the indicator element which has failed. In an effort to lower the weather minima for the autopilot/flight director combination, Collins are working on glide-slope extension methods, using both radio altimeters and aerodynamic sensors to derive a rate of descent signal to take over from glide-slope guidance at low levels. Head-up displays of various kinds are being tested in simulators, and new methods of manoeuvring during autopilot approaches are being tried. In one case, manual manipulation of