A109 Heli Pilot Guide

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A109 Heli Pilot Guide

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  • PILOTS MANUAL

  • SECTION

    I

    II

    Ill

    Iv

    v

    VI

    Vll

    VII!

    Ix

    x

    xl

    X11

    INTRODUCTION

    GENERAL DESCRIPTION

    OPERATING FEATURES

    INSTRUMENTS

    FLIGHT DIRECTOROPERATING MODES

    PREFLIGHT CHECKLIST

    TYPICAL OPERATION

    OPERATING LIMITS

    ANNUNCIATORS

    FAILURE MONITORING

    SYSTEM REDUNDANCY

    SPERRY PRODUCT SUPPORT

    FLIGHT SYSTEMS

    AVIONICS DIVISIONPO. BOX 29000PHOENIX, ARIZONA 85038TELEPHONE (602) 866-0400

    SPERRY FLIGHT SYSTEMS

    Memberof GAMA

    f9 GeneralAviat,onManufacturersAssocdio.

    PAGE NO.

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    IS A DIVISION OF SPERRY RAND CORPORATION

    eo749c-axMJULY 1978PRINTED IN U.S.A.

  • I IntroductionThis pilots manual provides descriptions, typical flight applications, and operatingprocedures for the Sperry IFR System. Also included is a preflight checklist.

    This is a general operating manual. Since Sperry tailors the system to satisfy differentaircraft applications, the procedures outlined in this manual may not be completelyapplicable to your aircraft. For specific operating procedures in a particular aircraftsee the FAA approved Flight Manual Supplement.

    Equipment covered in this manual includes:

    Qty Unit1 HZ-464 Attitude Director Indicator (AD I)1 RD-444 Horizontal Situation Indicator (HSI)1 Flight Director Controller (Optional)1 Flight Director Computer (Optional)2 Helipilot Computers

    2 Actuators

    2 Actuators

    1 Actuator

    1 RA-215 Radio Altimeter Indicator (Optional)1 RT-220 Radio Altimeter

    Receiver/Transmitter (Optional)2 AT-220 Radio Altimeter Antennas (Optional)1 C-14 Directional Gyro

    1 Flux Value

    1 Magnet Compensator1 RH444 Radio Magnetic Indicator

    2 vG-14H Vertical Gyros

    6 Position Synchros

    1 VS-444 IVSI (Optional)

    Sperry Part No.4010657-464

    2592920-444

    4012395-903

    4015985-905

    4025008-908

    4012373-908

    4012373-909

    4012373-905

    4014267-901

    4004437-903

    4004512

    2587193-43

    2594484

    6567674002963-444

    4019286-901

    2579483-1

    4012384-902

    1

  • II General Description

    The Sperry Single Pilot IFR system is the result of years of experience in helicopterautomatic flight control systems. It is a full time system which reduces the pilotsmental and physical workload sufficiently to make single pilot IFR operation areality. The system is equally applicable to VFR operations.

    There are two basic modes of operation: ATTD HOLD is a fly-through or hands-offattitude retention mode which provides the stability necessary to meet the FAA IFRstability criteria. SAS ON LY is a hands-on mode which provides attitude rate andshort-term attitude stability. The dual redundant Helipilot System consists of identi-cal Helipilots. SAS 1 is a three-axis system (pitch, roll and yaw) having its ownelectrical system, gyro reference and series actuators. SAS 2 is a two-axis systemhaving its own electrical system, gyro reference system and series actuators. The seriesactuators are electro mechanical servos designed specifically for helicopter flight con-trol applications. SAS 1 and SAS 2 operating together provide the basis for IFRflight. The Helipilot Systems can be operated individually for VFR flight. Flight pathcoupling is accomplished by the selection of valid flight director modes. When theHelipilots are coupled to the F/D the AD I acts as a Helipilot performance monitor. Inaddition the pilot can manually satisfy Flight Director commands in ATTD HOLDwhile operating IFR.

    2

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  • FLIGHTDIRECTOR

    CONTROLLER

    s

  • PANEL MOUNTED COMPONENTS

    Hz-464 ATTITIJDE DIRECTOR INDICATOR (ADI)The AD I is a four-by-four inch attitude indicator which includes cross pointer flightdirector command bars, collective or power cue, expanded l~calizer, inclinometer andrising runway.

    RD-444 HORIZONTAL SITUATION INDICATOR (HSI)The HSI is a four-by-four inch horizontal situation indicator that combines numerousfunctions to provide a display of aircraft position, The indicator displays VOR/RNAV course deviation and glideslope deviation. It also functions as a headingreference, giving aircraft heading with respect to magnetic north. Desired magneticheading or course for the Flight Director is selected through the HSI.

    FLIGHT DIRECTOR CONTROLLER (OPTIONAL)The controller is used to select the vertical and horizontal flight path control modesof the system.

    VS-444 VERTICAL SPEED INDICATOR (OPTIONAL)The IVSI displays the instantaneous vertical speed of the helicopter. The pilot mayselect a desired vertical speed by means of a knob controlled bug.

    RA-215 RADIO ALTIMETER INDICATOR (OPTIONAL)The RA-21 5 displays radio altitude from 2,500 feet to touchdown with an expandedlinear scale under 500 feet. A decision height set knob and a decision heightannunciator are provided,

    RH-444 RADIO HEADING INDICATOR

    The RH-444 provides aircraft compass heading plus bearing to two selected VOR orADF statioris, Pushbutton switches provide for independent control of the bearingpointers.

    HE LIPILOTCONTROLLER

    The Helipilot controller contains magnetic latching engage switches for engaging SAS1, SAS 2 and ATTD HOLD. The ATTD HOLD switch must be in the up positionbefore engagement of either SAS. It also contains actuator position indicators formonitoring Helipilot system No. 1 (pitch, roll and yaw). A push button, when heldin, monitors system No. 2 (pitch and roll).

    RACK MOUNTED COMPONENTS

    FLIGHT DIRECTOR COMPUTER (OPTIONAL)The Flight Director Computer provides all roIl, pitch and collective axis commands,and includes air data sensors. The lateral channel combines compass heading, rollattitude, navigation receiver and other navigation sensor data into computed rollcommands displayed on the AD I . The air data sensor accept pitot and static airpressure and provide electrical signals proportional to airspeed, altitude and altituderate. The pitch and collective axis combine air data signals, attitude, vertical speedand glideslope deviation data into computed pitch and collective commands display.ed on the ADI, Automatic command cue retraction is included to prevent the pilotfrom following the commanded information when a non-valid sensor signal occurs.

    5

  • HE LIPILOT COMPUTERS (2 EACH)The Stabilization System includes two Helipilot Computers for yaw axis and redun-dant pitch and roll axis stabilization. Attitude signals from two separate vertical gyrosare supplied to the Helipilot Computers for processing to drive the pitch and rollseries actuators which perform the automatic stabilization task. Heading informationfrom a directional gyro is supplied to Helipilot 1 which in turn drives the yaw seriesactuator, thereby performing the yaw damper function. The pitch and roll attitudecommands from the flight director are coupled as desired to permit automatic flightpath control.

    RT-220 RECEIVER/TRANSMITTER (OPTIONAL)The RT-220 provides radio altitude signals to drive the radio altimeter indicator. TheRT-220 also provides radio altitude inputs to the flight director and AD I for I LSoperation. The Landing Gear Warning System is also tied into the RT-220.

    VG-14H VERTICAL GYRO (2 EACH)The VG-14HS provide roll and pitch data to the attitude director indicator, flightdirector computer, and helipilots.

    C-14 DIRECTIONAL GYROThe C-14 provides heading data to the horizontal situation indicator, RMI, Helipilot,and Nav 1 and 2 receivers.

    6

  • OTHER COMPONENTS

    Flux Valve and Compensator The flux valve (magnetic direction sensor) andcompensator are necessary to keep the directional gyro aligned to magnetic northin the slaved mode.

    Vertical Gyro Fast Erection Switch Provides for manual fast erection of thevertical gyro. This remote mounted momentary switch is spring loaded to theOFF position.

    Mag-DG Switch Used to select either the slaved (MAG) or free gyro (DG)mode of operation.

    Compass Synchronization Switch Used to manually position the Heading Dialfor compass synchronization.

    Go-Around Switch (Required with Flight Director) Mounted on the collectivestick, establishes the flight director go-around mode.

    Airspeed Trim Switch (Required with Flight Director) Mounted on the collec-tive stick, permits small changes in the systems reference airspeed, when flying inthe airspeed hold mode.

    Force Trim Release (FTR) Switch Mounted on cyclic stick, releases the cyclicelectro-magnetic brake so that the pilot may manually retrim the controls: Without disturbing helicopter flight path when in the coupled mode Change the pitch and roll attitude when in ATTD HOLD and not coupled Re-center the actuators

    Remote Flight Director Standby (FD STBY) Switch (Required with FlightDirector) Mounted on cyclic, places the Flight Director in (SBY) a readyoperating condition.

    Flight Director Coupling-Decoupling (F D/CP-DCPL) Switch (Required withFlight Director) Mounted on center console permits operation of the FlightDirector system separately or coupled to the Helipilot system.

    Force Trim Release (FTR) Switch Console mounted, releases the cyclic electro-magnetic brakes.

    Automatic Trim Switch Provides a means for arming the roll and pitch autotrim actuators.

    Position Synchros 5 synchros provide cyclic and pedal position information foruse in the Helipilot Computers: A single synchro provides collective positioninformation for use in the Flight Director Computer.

    7

  • Ill Operating Features

    ENGAGE

    Engage SAS 1 and SAS 2 engage/disengage switches. Note: ATTD HOLD switch willbe in ATTD HOLD position allowing Helipilots to be engaged.

    DISENGAGE

    The Helipilots may be disengaged by manual actuation of the SAS engage/disengageswitches.

    The following functions will cause either of the Helipilots to automatically disengage:

    1, Vertical gyro failure

    2. Helipilot power or circuit failure

    3. Actuation of vertical gyro FAST ERECT switch.

    FLIGHT DIRECTOR COUPLING

    The Helipilots have two basic modes of operation, SAS and Attitude Hold. In ATTDHOLD, the Helipilots hold aircraft attitude until the pilot engages the Flight Directorcouple switch (F D/CP-DCPL) and selects a Flight Director mode on the controller. ifthe Flight Director mode becomes invalid (command bar biased from view) thesystem will automatically revert to attitude hold in pitch and wings level in roll.The Flight Director is not coupled when flying ATTD HOLD off.

    COUPLED MODES

    The Flight Director provides the path computation and mode selection for both thelateral and vertical path modes of the helipilot. The lateral and vertical features canbe coupled.

    HEADING SELECT ALTITUDE HOLD

    VOR TRACKING AIRSPEED HOLD

    LOC APPROACH VERTICAL SPEED SELECT

    ILS APPROACH GO-AROUND

    AUX NAV

    REVERSE COURSE APPROACH

    When the Helipilots are engaged, the FD/CP-DCPL switch IS on, and a flight directormode has been selected, the Helipilots automatically couple to the mode(s).

    The roll axis can be coupled by the selection of HDG or NAV.

    The roll axis can be uncoupled by:

    l Selecting Flight Director couple switch: Decoupling

    l Turning ATTD HOLD off and manually flying aircraft

    l Selecting S13Y on the Flight Director Controller

    8

  • The roll axis is recoupled by being in ATTD HOLD and by:

    l Selecting Coupling on FD/CP-DCPL switch and selecting a lateral mode

    The pitch axis can be coupled by selecting ALT, AS, V/S or GS. When the autopilotis coupled to the altitude hold or airspeed hold modes, the system instantly synch-romzes to the reference value present at the time of coupling. This assures atransient-free engagement of the mode.

    If the pitch axis is coupled it can be uncoupled by:

    l Selecting Flight Director couple switch Decoupling

    l Turning ATTD HOLD off and manually flying aircraft

    l Selecting SBY on the Flight Director

    The pitch axis is recoupled by being in ATTD HOLD and by:

    . Selecting Coupling on FD/CP-DCPL switch and selecting a vertical mode

    9

  • HE LIPILOT OPERATING CONTROLS

    The Helipilot Engage Controller provides a convenient means of engaging SAS 1, SAS2, and ATTD HOLD. In order to engage SAS 1 and SAS 2, the ATTD HOLD switchmust be in the up position. Once either SAS system is engaged, the ATTD HOLDswitch may be placed in down position for SAS only operation or left up for ATTDHOLD operation. With the system in ATTD HOLD and the FD/CPL switch on, thesystem provides for fully automatic flight control where the pilot does not manuallyfly the helicopter but rather monitors the system performance and flight progress.

    PITCH ROLL YAW

    %B~w@L

    ; @SAS 2 PUSH

    + & ~ &LD @OFF OFF

    SAS 1

    Engages Helipilot System No. 1 which supplies pitch, roll and yaw stabilizing signalsthrough one set of control actuators.

    SAS 2

    Engages Helipilot System No. 2 which supplies independent pitch and roll stabilizingsignals through a second set of pitch and roll actuators. System No, 2 has no yaw axiscontrol.

    YAW SAS

    SAS 1 engages the yaw SAS channel. It provides positive damping or yawing androlling flight tendencies, thereby considerably improving flight comfort.

    SAS ON LY

    Utilized for VFR flight only. This mode provides short term stability which is veryuseful during slow speed or hover work, sling load operations, or any other opera-tions where the pilot is manually flying the helicopter.

    ATTD HOLD

    Provides long term stability when the Flight Director Controller is in standby (SBY)mode. Attitude retention is the most basic system mode that is approved for I FRflight. In this mode, the cyclic controls are referenced to the pitch and roll attitudesignals from the vertical gyro. The system will, without pilot intervention, holdwhatever pitch and roll attitude the pilot places on the helicopter. This may bestraight and level, a continuous turn or whatevel- attitude the pilot selects. Yaw SASfunctions as previously described.

    If the FD/CP-DCPL switch is in Coupling position and if a navigation mode ormodes are selected on the Flight Director Controller the helipilots will be automati-cally coupled to and receive flight path commands from the Flight DirectorComputer. Coupled operation is discussed in much more detail later on in thismanual.

    10

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  • OTHER HE LIPILOT/FLIGHT DIRECTOR CONTROLS

    In addition to the Helipilot control panel, there are several other cockpit controls andindicators directly associated with Helipilot operation.

    BEEP TRIM

    Beep Trim control is available through the coolie hat on the cyclic. Beep trimenables the pilot to make small attitude changes in pitch and roll when flyinguncoupled in the attitude mode. Beep trim is disabled anytime:

    l SAS 1 or SAS 2 is off

    l RCIII or pitch mode iscoupled to the I+elipilots

    l ATTD HOLD is off.

    FORCE TRIM RELEASE (FTR) SWITCHLocated on the cyclic control, the FTR switch when pressed allows the pilot tomanually position the cyclic for desired pitch, roll or yaw correction by releasing themagnetic brake. When ATTD HOLD is selected the helicopter pitch and roll attitudeis being automatically controlled by the Helipilot acting through the actuator on thecyclic control. Without the FTR switch the pilot would have to override the actuatorsin order to make necessary attitude changes. The helipilots are also placed in a fastfollow-up mode and return to center automatically.

    CONSOLE MOUNTED FORCE TRIM RELEASE (FTR) SWITCHLocated on the console near the copilots station, this switch performs exactly thesame function as the cyclic FTR with one exception; the helipilots are not placed infast washout.

    AUTOMATIC TRIM SWITCH (OPTIONAL)This desirable feature keeps the roll and pitch series actuators operating about theircenter position. It is only active with both Helipilots engaged and coupled to theFlight Director. Trim activity may be noted by occasional small movements of thecyclic. Trim demand will occur when same axis actuators are both displaced in thesame direction by approximately 257. of center and stop travel.

    FLIGHT DIRECTOR REMOTE STANDBY SWITCH (FD SBY)(OpTiONAL)This switch, located on the cyclic, is a remote SBY switch connected in series withthe SBY switch on the Mode Controller. When flying a Flight Director mode, pressingthe FD SBY switch will place the Flight Director back to Standby and illuminate theSBY button on the FD Controller. This switch is completely independent of the SAS1, SAS 2 or ATTD HOLD switches,

    FLIGHT DIRECTOR COUPLING/DECOUPLING SWITCH(FD/Cp-DCpL) (OPTIONAL)This switch located on the console allows the pilot to manually satisfy the FlightDirector command bars when flying in the ATTD HOLD mode if the switch is placedin the Decouplingr position.

    Placing the switch to CP will allow the helipilot to satisfy the Flight Directorcommands in the ATTD HOLD mode.

    12

  • SPECIAL NOTE

    FLIGHT DIRECTOR REMOTE STANDBY SWITCH

    This switch returns the Flight Director to STANDBY (SBY).This is an essential cyclic switch as it permits the pilot toquickly eliminate the path command modes and take controlof the Helipilot stabilized Helicopter at any time during theflight.

    Always remember to disengage from automatic path followingwhen you wish to hand-fly the helicopter.

    13

  • IV Instruments HZ-464 ATTITUDE DIRECTOR INDICATOR

  • FLIGHT DIRECTOR COMMAND BARSDisplay computed steering commands to intercept and maintain a desired flight path.Always fly the symbolic miniature aircraft to the flight director bars. The horizontalbar displays pitch commands, and the vertical bar displays roll commands.

    COLLECTIVE COMMAND CUEDisplays computed commands for collective stick movements for the three-cue modeselected. The collective stick is moved to return the collective symbol to the center ofthe yellow triangles in the direction indicated by the arrows behind the moving cue.

    INCLINOMETERGives the pilot a conventional display of aircraft slip or skid and is used as an aid tocoordinated maneuvers,

    EXPANDED LOCALIZER SCALE AND POINTERIs displayed by the Iocalizer pointer whenever tuned to a LOC frequency and a validIocalizer signal is present, Raw Iocalizer displacement data from the navigation re-ceiver is amplified approximately 7-1 /2 times to permit the Iocalizer pointer to beused as a sensitive reference indicator of the aircrafts position with respect to thecenter of the Iocalizer. It is normally used for assessment only, since the pointer isvery sensitive and difficult to fly throughout the entire approach. During finalapproach, keepin9 the expanded LOC pOinter within its full scale marks assures thepilot that he has concrete under him.

    GLIDE SLOPE SCALE AND POINTERDisplays aircraft deviation from glide slope beam center only when tuned to LOCfrequency and a valid glide slope signal is present. Aircraft is below glide path ifpointer is displaced upward. The glide slope dot represents 75 microamp displace-ment or approximately 0.4 degree deviation from the beam centerline.

    RADIO ALTITUDE BARFor added backup during the critical approach phase of flight, absolute altitudeabove the terrain is displayed below 200 feet by a barber-pole radio altitude bar. Thebar appears at 200 feet and moves toward the miniature aircraft as the aircraftdescends toward the runway, contacting the bottom of the symbolic aircraft attouchdown.

    GO-AROUND LIGHTThe green G/A light comes on when the go-around mode is engaged.

    DECISION HEIGHT LIGHTThe amber DH light comes on when the helicopter descends to or below the decisionheight altitude set on the radio altimeter indicator.

    DCL - DECOUPLE - LIGHTThe blue DCL light indicates the Flight Director is uncoupled from the Helipilot.

    VERTICAL GYRO FAST ERECT SWITCHThis remote mounted momentary switch provides for manual erection of the verticalgyro and is spring-loaded in the OFF position. The switch should be held in the ONposition to erect the gyro only when the aircraft is in stable level flight. When theswitch is in the ON position and the gyro is up to speed the gyro will erect at about2 degrees per minute.

    15

  • RD.444 RADIO DEVIATION INDICATOR

    AIRCRAFT SYMBOL

    ROTATING HEADING DIAL

  • COURSE POINTER AND COURSE KNOB

    The yellow course pointer is positioned on the rotating heading dial by the courseknob to select a magnetic bearing that coincides with the desired VOR radial orIocalizer course. Like the heading bug, the course pointer also rotates with therotating heading dial to provide a continuous readout of course error to the FlightDirector Computer. When one of the radio modes is selected, the roll commandbar in the HZ-464 AD I will display bank commands to intercept and maintain theselected radio course.

    COURSE DEVIATION BAR

    Represents the centerline of the selected VOR or Iocalizer course. The aircraftsymbol pictorially shows actual aircraft position in relation to this selected course.

    COURSE DEVIATION DOTS

    In VOR operation, each dot represents five degrees deviation from centerline (75microamps) or in LOC operation, each dot represents 16 degrees deviation fromcenterline (also 75 microamps).

    TO-FROM POINTER

    Two flags, 180 degrees apart. One always points in the direction TO the stationalong the selected VOR radial.

    GLIDE SLOPE POINTER

    Repeats glide dope deviation displayed on the ADI. Pointer is in view only whentuned to a Iocalizer frequency. Aircraft is below glide path if pointer is displacedupward, and each dot represents 75 microamps or approximately 0.4 degreedisplacement.

    COMPASS SYNCHRONIZATION ANNUNCIATOR

    Consists of the symbol .or + (dot or cross) display in a window. The compass systemhas auto-synchronization, so when in the slaved mode, the display will slowlyoscillate between the l and +, indicating the rotating heading dial is synchronizedwith gyro stabilized magnetic heading. In DG compass mode the annunciator showsblank and no activity.

    l MAG/DG Switch This remote mounted switch is used to select the slaved(MAG) or free (DG) compass mode of operation.

    . Compass Synchronization Switch This remote mounted switch manually posi-tions the heading dial for compass synchronization in the slaved mode and up-dating in the free mode.

    17

  • VS-444 VERTICAL SPEED INDICATOR

  • RA-215 RADIO ALTIMETER INDICATOR

  • RH-444 RADIO HEADING INDICATOR

  • FLIGHT DIRECTOR CONTROLLER

  • V Flight Director Operating ModesThis section describes the modes and combinations of modes that are availablethrough the Flight Director controller. Any lateral or vertical mode is available forcoupling to the Helipilots for automatic flight. Remember that any mode whosecommands are displayed on the collective or third cue of the AD I must be flownmanually.

    All Flight Director modes are available for automatic (coupled) flight path operationby selecting FD/CP-DCPL switch to Coupling, engaging the Helipilot system, andselecting ATTD HOLD on the Helipilot controller. When coupled, the system willautomatically satisfy all pitch and roll commands necessary to capture and track thedesired flight path.

    Fully coupled, automatic flight path control, although not mandatory for I FR flight,reduces the pilots mental and physical workload both for enroute and terminal areaapplications. AS previously described, the ATTD HOLD mode of the Helipilots is thebasic, certified, I FR mode which is usable throughout the entire flight profile. TheFlight Director modes described in this section are in addition to attitude retentionand provide flight path capture and tracking using the full complement of availableflight reference sensors.

    Please note that the commands are not to be flown manually when coupled, Thecommands are toDecouplingr.

    NOTE:

    be flown manually only when FD/CP-DCPL switch is positioned to

    Manual control using Flight Director commands andATTD HOLD off is NOT IFR approved.

    STANDBY (SBY)The standby mode of operation places the system in an always ready operatingcondition, with the pitch and roll command bars and the collective cue removed fromview on the ADI. When the cues are removed, the AD I functions as a standardattitude reference indicator. When Helipilots are engaged, the system is coupled tothe vertical gyro, thus providing pitch and roll attitude hold.

    When any other mode on the controller is pressed, the mode is engaged and thecommand cues provide a monitor of aircraft performance.

    22

  • LATERAL AXIS MODESLateral Axis commands are displayed on the roll command bar. All lateral axiscommands may be individually coupled to permit automatic operation.

    Coupled lateral axis modes available are:

    l Heading Select

    l VOR Capture and Tracking

    l Local izer Capture and Tracking

    l Reverse Course (Back Local i~er) Operation

    HEADING SELECT (HDG)Heading select mode is used to intercept and maintain a desired magnetic heading.

    Using the heading knob on the HSI, the heading bug may be positioned to anydesired heading on the rotating heading dial. The system generates the correct rollcontrol to bank the aircraft to intercept and smoothly roll out on the desired headingwithout overshoot. The computer limits the amount of roll angle commanded to amaximum of approximately 20 degrees.

    VOR/LOCALIZER

    VOR/LOC mode provides for capture of a selected VOR or local izer radio track.Either track is smoothly intercepted and maintained automatically,

    For VOR operation, the proper VOR frequency is selected, the desired VOR radial isset by the course pointer on the HSI, the NAV SEL switch is set to V/L and the NAVbutton is pressed. The system intercepts and maintains the desired course radial. Thecomputer limits the roll angle commanded so the aircraft never exceeds approximate-ly 20 degrees of bank.

    For LOC (Iocalizer) operation, the proper I LS frequency is selected, the HSI flag ischecked to assure a valid signal, and the course pointer is set to the I LS INBOUNDcourse. The NAV button is lighted and HDG light goes out when automatic capture isobtained. The computer automatically corrects for any crosswind conditions, and therequired crab angle is established by the system.

    REVERSE COURSE

    A coupled back-course Iocalizer approach may be made in the same manner asnormal Iocalizer, except the Navigation Selector Switch is set to the REV position,The HSI course selector is set to the ILS inbound course. Glide slope coupling isdeactiva~ed.

    23

  • PITCH AXIS MODES

    The pitch axis modes which may be coupled are:

    . Ai~sp~ed Hold

    l v~rti~al s,p~~d s~le.~t

    l Altitude Hold

    l Glideslope

    AIRSPEED (A/S)The airspeed mode is selected on the controller by pressing the A/S pushbutton. Theairspeed existing at mode engagement will be maintained automatically. The systemcan be commanded to a different airspeed at any time by use of the airspeed slewswitch on the collective stick.

    VERTICAL SPEED (V/S)The vertical speed mode automatically captures and maintains the vertical speedselected by the V/S bug on the vertical speed indicator. The mode is engaged bypressing the V/S pushbutton on the controller.

    ALTITUDE HOLD (ALT)

    The altitude hold mode controls the helicopter to the altitude present at selection ofALT on the controller. The computer uses altitude error, vertical speed and pitchattitude to provide a pitch command. Altitude is maintained by causing the aircraftto nose up or down in response to altitude error.

    GLIDESLOPE

    Glideslope guidance is coupled through pitch cyclic in normal operation. By selectingI LS on the controller the pilot arms the computer to automatically switch toglideslope control when near the beam center. With I LS selected, and the NAVpushbutton lit, LOC is engaged, and the existing pitch mode will continue to beflown. At glideslope capture, the GS button lights, the vertical speed, altitude holdor airspeed hold mode is cancel led and glideslope commands are presented on thepitch command bar to monitor capture and descent on the glideslope beam.

    24

  • COLLECTIVE OR POWER AXIS MODES(Special Applications)

    The power axis command controls the vertical path through direct lift control.Airspeed control is ALWAYS maintained through coupled pitch axis. The power axiscommand is displayed on the AD I third cue and is brought into view when a collec-tive mode is selected. The vertical speed, altitude hold and glideslope modes aredis-played on the collective cue when simultaneously selected with airspeed.

    The available power axis modes are:

    l ve~tic~l Speed

    . .AItitude Hold

    l Glideslope

    l Go.A~ound

    VERTICAL SPEED

    V/S must be selected simultaneously with A/S to establish the third cue command tocontrol helicopter vertical speed with the collective stick. This mode provides thecapability for climb or descent at high angles and/or low airspeeds. The mode is mostuseful when precise control of both vertical and horizontal speed is important.

    ALTITUDE HOLD

    ALT must be selected simultaneously with A/S to establish the third cue commandfor altitude hoId. This mode is again most useful when precise airspeed must bemaintained at constant altitude.

    GLIDESLOPE

    When airspeed hold is being flown, glideslope vertical guidance is provided by thethird-cue command. By selecting I LS on the controller, the pilot arms the computerto automatically switch to glideslope mode as the helicopter approaches the beamcenter. The pilot can then select A/S hold which will be displayed on the AD I pitchbar and fly GS as displayed on the third

  • VI PREFLIGHT CHECKLISTPREFLIGHT CHECKSHELIPILOT AND FLIGHT DIRECTOR

    NOTE: These checks are to be made with rotor turning.

    *GENERAL

    Electrical Normal

    Gyro Compass Selector Switches MAG

    Set Comm and Nav frequencies as required and check audio panel

    *IVSI

    Needle near zero

    OFF flag retracted

    Vertical speed selector as desired

    *ALTIMETER

    Set and Check

    *GYRO COMPASS

    Compass Flag: Retracted

    Compass Headings: Correct and null indicator live

    Select Heading: as desired

    Select NAV Course: as desired

    FLIGHT DIRECTOR

    SBY button: Press and check

    Check all Flight Director controller lights: ON

    Check AD I GA and DH lights: ON

    Check FD flag in AD I: Flag in view, bars biased from view

    Check FD Command Bars: Bars biased from view

    26

  • GO-AROUND

    Press momentary switch on collective

    GA light on ADI: ON

    Pitch Cue: Visible and Below Center

    Roll Cue: Visible and Centered

    Collective Cue: Visible and Below Center

    HEADING

    Press HDG on Flight Director Controller

    Roll Cue should follow movement of Heading Select bug

    *ADI

    Sphere erect, ATT and FD flags retracted

    RADAR ALTIMETER

    Zero Altitude

    OFF flag retracted

    DH set as desired

    Test Switch PRESSo OFF Flag in view

    l Altitude pointer indicates approximately 100 feet

    *NAV RADIOS

    Select NAV source as desired

    *H ELIPILOT

    CONSOLE FTR SWITCH ONSAS 2 ON SAS 1 OFF light: ON

    SAS 2 OFF light: OUTATTD HOLD OFF light: OUT

    Cyclic Stick Motion shall not cause API Motion

    ATTD HOLD OFF ATTD HOLD OFF Light: ONCyclic Stick Motion shall cause API motion in direction of motion.

    SAS 2 OFFSAS 1 ON SAS 1 OFF light: OUT

    SAS 2 OFF light: ONATTD HOLD OFF light: OUT

    Cyclic Stick Motion shall not cause API motion.Pedal Motion shall cause API motion in direction of motion.

    ATTD HOLD OFF ATTD HOLD OFF light: ONCyclic Stick Motion shall cause API motion in direction of motion.Pedal Motion shall cause API motion in direction of motion.

    27

  • HELIPILOT/FLIGHT DIR ECTOR/AUTOTRIM

    AUTOTRIM SWITCH ONFD/CP-DCPL SWITCH COUPLING DCL light on ADI: OUTSAS 2 ONSelect HDG and A/S Roll API and rotor tip path plane shall respond to

    HDG BugPitch API and rotor tip path plane shall respond toAS Beep Changes

    AUTO Trim shall not operate.

    SAS 2 OFFSAS 1 ON

    Repeat using SAS 1.

    SAS 2 ONRepeat using SAS 1 and SAS 2Auto Trim shall operate.

    FD/CP-DCPL SWITCH DECOUPLING DCL LIGHT ON ADI, ONSELECT HDG AND AS Roll and Pitch command bars shall respond to HDG

    and AS Beep changes, API shall not respond.

    *BEFORE TAKE-OFF

    SAS 1 ON SAS 1 OFF light: OUTSAS 2 ON SAS 2 OFF light: OUTATTD HOLD ON ATTD OFF light: OUT

    APIs CENTEREDFD MODE SEL SBYCONSOLE FTR SWITCH ONFD/CP-DCPL COUPLINGAUTO TRIM SWITCH ON

    *INDICATES ITEMS TO BE CHECKED BEFORE EVERY TAKE-OFF.

    These checks serve as a guide. Each pilot should develop a workable sequence for thechecklist for his particular operation.

    28

  • MANUALLY TRIMMING THE SYSTEM (COUPLED)During the flight phases when the helicopter is being controlled by the Helipilots,there are times when it will be necessary for the pilot to momentarily be in thecontrol loop. This will usually happen in turbulence, during power changes or whenlarge scale flight maneuvers have been commanded. The pilot is alerted to the needfor manual trimming when one or more of the actuator position indicators areindicating a steady deflection from center. When this condition occurs it can easilybe corrected by PRESSING the FTR switch and then positioning the cyclic tocenter the API needle. The procedures required to perform the trimming in conjunc-tion with the Helipilot are shown in the illustrations below.

    ROLL API

    m

    PITCH API

    D

    IF YOU SEE THIS IF YOU SEE THIS

    /PRESS FTR

    w0~ DO THISTO CENTER API++

    o

    PRESS FTR

    TO CENTER API

    t-i

    IF YOU SEE THIS

    PRESS FTR

    AND THEN DO THIS

    29/30

  • Vll Typical Operation

    For all flight phase descriptions in this manual, the aircraft is maneuvered automati-cally by the Flight Director/H elipilot System, The helicopter may also be flownmanually by the pilot satisfying the flight director commands in ATTD HOLD andFD/CD-DCPL switch to DECOUPLING.

    When the Helipilots are flying the commands generated by the Flight DirectorComputer, the flight director command bars on the AD I should be centered, in-dicating that the Helipilots are satisfying the commands. With a fully automaticsystem of this type, the pilot does not fly the helicopter but rather monitors thesystem performance and flight progress,

    NOTEAll long-term trimming operations must be accomplishedmanually by the pilot or automatically by auto-trim actuatorsif installed. The requirement to retrim the controls is noted bythe pilot when monitoring the Actuator Position Indications onthe Helipilot Controller and the inclinometer. Retrimming man-ually is accomplished by operating the Force Trim Release(FTR) button on the cyclic and repositioning the cyclic andpedals as necessary.

    If auto-trim is installed, pitch and roll retrimming will be doneautomatically while the yaw axis trimming still must be donemanually by the pilot.

    31

  • TAKEOFF AND CLIMBOUT

    o1

    *

    //

    02

    02

    32

  • TAKEOFF AND CLIMBOUT

    ~ Takeoff is normally made with both Helipilots engaged and in ATT HOLD. Aforce trim release (FTR) is provided to change attitude reference as desired, Priorto takeoff, set the heading bug on the HSI to the takeoff heading. Set the coursepointer on the HSI to the radial of the first desired VOR course.

    @ After takeoff (A/S >40 kts) select HDCi mode. The helicopter will automaticallycapture and maintain the heading selected on the HSI.

    @ Set the vertical speed command bug on IVSI to desired vertical speed. Select VSmode, Use the heading bug on the HSI and VS bug on IVSI to make heading orvertical speed changes as required. Airspeed should be >60 before selectinga vertical mode.

    @ When desired altitude is reached; press Al_T and the helicopter will maintain thepressure altitude present when the mode was engaged.

    NOTE: Actuator trim may be required when significant collec-tive power changes aremade, especially if they are maderapidly. When this occurs for helicopters without auto-trim, depress FTR and satisfy the pitch bar and crosscheck that the Actuator Position Indicator is approxi-mately centered. The pilot will quickly develop a coor-dinated collective/pitch cyclic trim motion on instinct,and will tend to reduce collective motions for smootherflight and economy.

    CRUISEALT ~ CRUISEALT

    c1[,,,,,rl11\ .

    03[0ou4

    (?13o/ \

    o4

    33

  • VOR CAPTURE AND TRACKING

    [@]0

    o3

    n350\lfl~),4. . 4L l~O&)(Iiib1 E:&;\w

    aA1800

    J

    /~CRAB

    +

    ANGLE(CROSSWIND

    o COMPENSATION)31

    34

  • VOR CAPTURE AND TRACKING

    The VOR mode of operation features automatic capture and tracking of the radial.Normal prior conditions are the Helipilot coupled to the flight director and HDGmode selected on the controller, Any vertical mode can be selected and coupledwithout affecting VOR Operation.

    @Tune the navigation receiver to the desired VOR station; set the course pointeron the HSI to the desired course. Select V/L on the NAV select. Engage NAVon the mode selector, HDG and NAV will both remain lighted indicating thesystem is flying on the selected intercept heading and is armed for VOR capture.Intercept angles between 40 and 80 provide optimum VOR capture.

    @At VOR capture, the HDG light will go out indicating that VOR capture hasoccurred.

    @The aircraft will smoothly roll out and track the radial with crosswind correction.If the VOR flag comes in view while tracking the VOR radial, the Helipilot willhold existing attitude and the lateral command bar will bias out of view.

    The flight director includes a VOR overstation sensor, which inhibits response to thebeam signal when in the cone of confusion above the VOR station, When beam ratebecomes excessive, the Helipilot automatically flies VORselected course only whichprovides comfortable station passage. If desired, a different outbound radial may beselected while over the station when the TO-FROM pointer changes direction. In thiscase, the machine will follow the course pointer change as though it were heading.Overstation sensing returns toVOR outbound capture after a timed interval.

    When flying near a VOR station, the flight director senses the Cone of Confusionand automatically switches to over station sensor (0SS) Logic rat which time coursedeviation signal is ignored and the system will fly course arrow heading for a fixedtime to allow for station passage. This system can cause significant course deviationprior to termination of 0SS Logic; therefore, it is recommended to use the headingmode near the station.

    NOTE: Overstation sensing can be inadvertently pilot intro-duced by rapid motion of the course knob on the HS1.Avoid rapid course selection changes whenever possible.Heading select mode is preferred when thepilot must bein the navigation loop,

    35

  • ILS FRONT-COURSE APPROACH

    / \(-!!2./.?.4 .+. *I :o 0[@)o30

    36

  • ILS FRONT-COURSE APPROACH

    On an ILS front-course approach, the Iocalizer and glideslope are automaticallycaptured. The Iocalizer is captured first from heading select in the same manner thatthe VOR radial is captured. The glideslope can be captured with any vertical modepreviously selected. It impossible tocapture glideslope from either above or below thebeam but it is recommended that capture be made only from below the beam.Localizer capture is required before automatic glideslope capture can occur. For bestresults, bracket should be made beyond 6 miles from runway thresh old. To make anI LS front-course approach, perform the following:

    @ Tune the navigation receiver tothelocalizer frequency and set thecourse pointerto the publlshed INBOUND course. Set the heading bugto the desired interceptheading .Select lLSonthe NAVSEL switch andpress NAVwhich arms the auto-matic ILS capture circuits. Observe that both NAV and HDG are lit indicatingarmed for auto capture.

    @At I-OC capture, the HDG light will go out indicating that Iocalizer capture hasoccurred. The helicopter will smoothly roll out and track the Iocalizer beam.

    @At glideslope capture, the previous selected vertical mode light goes out and theGS annunciator lights. The system will track the center of the Iocalizer andglideslope beams with automatic wind corrections. When the DH annunciator onthe AD I and Radio Altimeter illuminates, the decision to land or to go aroundmust be made. At DH and airport in sight; press standby switch to place theflight director on standby. Helipilots will hold roll and pitch attitudes. Use FTRto retrim to desired attitudes for approach andlanding. ATTD HO LDmode is anaid to maneuvering all the way to touchdown.

    NOTE: The flight director altitude auto-level mode operatesduring any two-cue approach. At a safe altitude AGL,the flight director initiates a command through thecollective cue to slow the rate of descent and level off at50 feet radar altitude. This 50-ft radar altitude will bemaintained using collective to keep the collective cuecentered and the approach airspeed will be maintainedby the pitch axis controls. This is asafety feature only.Flight below DH without visual contact is prohibited byIFR rules.

    37

  • GO-AROUND

    Or,,,,

  • @ A missed approach maybe executed bypressingthe GO-AROUND BUTTON ONTHE COLLECT I-VE. G/A annunciator on the AD I will light and collective cuewill come in view. All other mode lights will go out. Center collective cue withcollective and the Helipilot will hold approximately 85 kts of airspeed duringclimbout. The Helipilots will hold the helicopter level in roll attitude, and willhold pitch axis attitude for the reference climb airspeed.

    After stable climb is established, set heading bug on HSI for desired heading andpress HDG. System pitch axis remains in GA until another vertical mode isselected.

    The system automatically captures and flies the missed approach heading.

    o3

    =J$L&----.

    SPECIAL NOTEGO-AROUND, ENGAGED AT AIRSPEEDSBELOW 85 KNOTS, WILL RESULT IN A PITCH-DOWN AITITUDE CHANGE.

    38

  • BACK COURSE APPROACH

    ~@] (@o

    m1 LjE@0vye

    o2

    40

  • BACK COURSE APPROACH

    ~ Tune the Iocalizer freauencv and set the course pointer on the HSI to theFRONT COURSE INBOUND Iocalizer course. Set the desired intercept headingon the heading bug on the HSI and select HDG mode. ALT may be selected tomaintain approach altitude. For best results, bracket should be made beyond 8miles from runway threshold, As in a front course approach, the Iocalizer is cap-tured automatically. Set Flight Director Controller when within 2 dots deviationwhich results in back course capture (H DG Iite goes off). The lateral deviationbar has the proper sensing and proper indication. When REV is selected, theglideslope circuits are locked out.

    The descent phase of the approach may be flow by setting VS bug on IVSI todesired rate of descent and pressing VS mode. Changes in vertical speed can bemade using the VS bug on IVSI. For missed approaches, go-around operation isas previously described,

    NOTE: Always set INBOUND !ocalizer course when setting upfor Back Course. The computer will do all requiredreversals for you. The glide slope pointers on the HSISand AD I may occasionally come in view due to falseglide slope signals. These indications should be ignoredby the pilot.

  • VOR APPROACH

    [@]

    o1

    0

    r]/- ~q[J\_ 03

    [@]Q00

    02

    42

  • VORAPPROACH

    To fly typical VOR approach, track into the station in V/L mode with NAV engaged.As you enter the zone of confusion select HDG mode, set the course arrow to thepublished OUTBOUND heading, and use the heading bug on the HSI to track theOUTBOUND course. Then proceed as follows:

    Set the heading bug on the HSI to the first leg on the procedure turn. (for thissituation use 1050).

    Use the heading bug to complete the 180 procedure turn. Set the course pointerto the INBOUND leg. (For this situation select 3300).

    While in the INBOUND turn, set VS bug on IVSI for desired rate of descent,Using raw data, manually intercept and fly the INBOUND course. When clearedfor descent, select VS mode on controller and fly final approach utilizing theheading bug and VS bug.

    NOTE: The flight director altitude auto-level mode op-erates during any two-cue approach. At a safealtitude AGL, the flight director initiates a com-mand through the collective cue to slow therate of descent and level off at 50 feet radaraltitude. This 50-ft radar altitude will be main-tained using collective to keep the collectivecue centered and the approach airspeed will bemaintained by the pitch axis controls. This is asafety feature only. Flight below DH withoutvisual contact is prohibited by I FR rules.

    43

  • [@jo

    m1 E,e ,,,, e,,,$/,\ @\..

    01 02

    03 04

    44

  • HOLDING

    To establish a holding pattern over the outer marker or a VOR intersection, performthe following:

    @Select ti13G mode on the flight director controller (ALT may also be selected).Tune the navigation receiver to the VOR or Iocalizer frequency. Set the coursepointer to the INBOUND VOR or Iocalizer course. Maintain flight to the holdingpoint by adjusting the heading bug.

    @When the airplane reaches the holding point, turn the heading bug in the direc-tion of the OUTBOUND turn. After completing 45 degrees of the turn, continuemoving the heading bug until the reciprocal heading of the INBOUND courseis reached.

    If crosswind correction is needed, it must be set in manually by adjusting theheading bug for the appropriate crab angle.

    @After the req.ired timeon the OUTBOUND heading, turn theheading bug in thethe direction of the INBOUND turn.

    @After completing 45 degrees of theturn,continue moving theheadingbug to theINBOUND course with crosswind correction. If automatic capture and trackingof the inbound radial is desired, select V/L mode and NAV after the turn to theINBOUND radial has been initiated. Crosswind corrections are automaticallycomputed in the V/L mode.

    I x-1 --

    03

    45

  • 3-CUE HDG /AS/ALT

    ALT .

    -

    3-CUE VS/AS/HDG/ \

    \ /

    c1,-,,,1::] -[;.

    46

  • SPECIAL OPERATION THREE-CUE MODEThree-cue can be flown with any lateral mode and any two vertical modes (A/S-V/S,A/S-ALT and A/S-GS). Three-cue is selected by pressing the two vertical modessimultaneously. SBY must first be selected to convert back to two-cue mode,

    Select HDG, A/S, ALT modes on the flight director comptroller.

    l

    l

    l

    l

    l

    Increase collective to center collective cue.

    When the collective cue is centered, the helicopter is holding altitude andairspeed.

    To increase airspeed use A/S beep switch on the collective. Helicopter will auto-matically increase airspeed; however, it will not hold altitude unless collective cueis manually centered with collective.

    When the collective cue is centered, the helicopter is flying increased airspeed andholding altitude.

    Select VS mode on flight director controller. When collective cue is centered,helicopter will fly selected vertical speed and airspeed.

    SPECIAL NOTE

    IN 3-CUE MODE THE SYSTEM WILL AUTOMAT-ICALLY FLY PITCH AND ROLL CYCLIC. THEPILOT HOWEVER MUST MANUALLY ADJUSTTHE COLLECTIVE PITCH IN ACCORDANCE WITHTHE COMMAND DISPLAYED ON THE THIRD CUEOF THE ADI.

    47

  • !/111 Operating LimitsThe following angular limits are applicable to the Helipilot and are not dependentupon the aircraft type or the installation. The aircraft may be hand flown within thelimits established for the airframe, independent of these limits for Helipilots.

    HE LIPILOT OPERATING LIMITS

    Helipilot Engage Roll angle up to 45 left or right bank

    Pitch angle UptoizOOBank Limit HDG Mode 20 left or right bank

    VOR Mode 20 left or right bank

    LOC Mode 20 left or right bank

    Pitch Limits

    LOC Capture

    VOR Capture

    Glide Slope Capture

    All modes ~12

    150 MV of beam signal, or 2 dots on HSI

    70 MV of beam signal, or slightly less than 1 dot on HSI

    Above glideslope beam any value for manual engage-ment

    Below glideslope beam 22 MV of beam signal or in-side green band on HSI for auto capture

    VOR Crosswind Capability Up to 45 of crab angle

    4B

  • IX AnnunciatorsThe self-contained pushbutton switch/annunciators on the Flight Director Controllerand the Helipilot Engage Controller enable the pilot to monitor the mode engagedas well as the automatic mode switching.

    Flight DirectorController Conditions Under Which It Lights

    Annunciators

    SBY Standby mode is selected. Tests all lights and retracts thecommand bars.

    ALT Altitude hold vertical mode is selected.

    AS Indicated airspeed hold vertical mode is selected,

    HDG Heading select mode is activated.

    Vs VS mode is selected.

    NAV VOR/ LOCALIZER mode is selected which selects HDG if notalready on, Prior to beam capture, the system remains inheading select with the HDG annunciator on. At V/L autocapture the HDG light goes out,

    GS Auto GS capture or GS manual has been selected. GS isimmediately captured,

    49

  • X Failure Monitoring

  • WARNINGFLAGS

    DisplayFlag Flag Data When in View Autopilot

    Designation Location Unusable

    HZ464 Attitude Power off Helipilot will not

    a

    AITengage

    Vertical gyro inline monitoring Hehpllot will notdetects failures. engage

    HZ-464 internal monitoring No effectdetects failures.

    FDHZ-464 Command Bars Power off Helipilot will not

    Flight director inoperative couple in either axisSBY button depressed

    RD-444 Heading Power off Helipilot yaw SASInoperative

    COMP FD Roll Command Directional gyro inoperative Helipilot yaw SASinoperative

    Bar Retracts Compass card servolng No effectunreliable

    RD444 VOR or Loc Power off Helip ilot rOIISOeviatlon Nav Receiver inoperative towards wings levelExpanded LocFD Roll Command Helipilot rollsBar Retracts If towards wings levelRadio Beam wasCaptu red

    RD-444 Glide SlopeGS

    Power off Helipllot holds pitchDeviation GS Receiver inoperative attitude at time of

    flag

    RH-444 Heading Power off No effect

    HDG Loss of HDG input dataCompass card servoingunreliable

    VS444 Vertical Speed Power off Helipilot holdsPitch Command Vertical speed info not exist[ng pitch attitudebar ratracts If in reliable from FD computer at time of flag

    OFF VS modeFD CollectiveCommand QueRepeats If In 30Mode

    RA-215 Radar Altitude Power off No effect

    OFF FD Collective Radar altitude info notCommand Que reliable from radar altimeterRetracts if in transmitter30 Mode

    51

  • Xl System Redundancy

    The dual Helipilot System provides an important margin in safety and mission reliabil-ity. System failure such as series actuator hardovers which were demonstrated to theFAA during certification were very mild, yielding pitch or roll attitudes reaching 20or less in 3 seconds, The resultant failure response was an attitude perturbation pre-ceded by the crisp rate warning that a malfunction occurred, which permitted casualrecovery and fault isolation. Recovery from these failures was accomplished by thepilot pressing the cyclic FTR switch and repositioning the cyclic so as to return thehelicopter to its trim flight condition. The pilot then examined the API associatedwith the failed axis and determined which Helipilot had failed.

    Another feature of duality is to provide mission completion capability. Once a failureis identified, the appropriate Helipilot system is turned off and the mission iscompleted with the same hands-off capability as previously experienced. In the eventthat the coupling feature becomes inoperative the flight may be easily continued byuse of the basic I FR mode (attitude retention) with reference to raw data obtainedby either primary or secondary instruments and navigation equipment. In no way cana single malfunction in the Sperry IFR system result in a flight condition whichexceeds the capabilities of a single pilot.

    t 1COMM 1 I

    ELECTRICAL BUSSENGINE POWER

    NO. 1NO. 1 GENERATION ~ AC

    4FLIGHT

    4~ DIRECTORCOMPUTER

    PRIMARYAD1/HSi

    [ T&VG/DG HELIPILOT

    SYSTEM 1ACTUATORS

    NO. 1 No. 1 ROL&,AP~TCH,

    r 1COMM 2 I

    BUSSENGINE ELECTRICAL NO.2 A&NO.2 POWER .GENERATION AC

    SECONDARY*

    iADI

    h

    VG HELIPILOT SYSTEM2NO. 2 NO. 2 ACTUATORSROLL,PITCH

    52

  • XII Sperry Product SupportA complete and up-to-date guide to Sperrys world wide distributor and productsupport network, titled Sales and Support (Sperry Pub. No. 60-7390-OO-XX), isavailable from your local Sperry Distributor or directly from Sperry by contacting:

    Sperry Flight SystemsAvionics DivisionPO. Box 29000Phoenix, Arizona 85038Attention: SPEX Coordinator(602) 866-0400

    The Flight Director/Helipilot Flight Control System is covered by a two-part pro-duct support program which we feel is the best in the industry. Out warranty is al-year, 1000-hour guarantee of system reliability. If a unit does fail, we replace itfrom the stock of spares that we maintain to fulfill the original warrantycommitment.

    This is only part of the program. For your after warranty needs we offer SPEX@which stands for Sperry Exchange. SPEX means that Sperry, and not the customer,maintains the stock of spare components. When overhaul/maintenance is required,the customer may return the component and, for a fixed charge, receive a completelyserviced SPEX unit with a full I-yearr 1000-hour warranty. The cost of this exchangegenerally runs less than 25 percent of the cost of a new unit, The SPEX pool ensuresthat the general aviation operator has rapid access to a replacement component.

    SPEX is not limited to a few years, but rather Sperry will maintain spares as long asthe systems are flying.

    53

    TitleTable of ContentsI IntroductionII General DescriptionIII Operating FeaturesIV InstrumentsV Flight Director Operating ModesVI PREFLIGHT CHECKLISTVII Typical OperationVIII Operating LimitsIX AnnunciatorsX Failure MonitoringXI System RedundancyXII Sperry Product Support