SPZ-7000 Digital Integrated

Flight Control system

PILOT'S MANUAL
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Table of Contents
PAGE NO.

SECTION
I

Introduction

.. . . . . .. .... .. .... . .. . .. ...

II

System Description . . . . . . . . . . . . . . . . . . . . . .

Ill

Cockpit Displays . . . . . . . . . . . . . . . . . . . . . . . .

10

iV

Controls..

................. ...........

19

System Operating Limits

.. ................

26

VI

Preflight Checklist

... ..... ............. ..

29

VII

Typical Operation

....... ................

33

Vlll

Failure Monitoring

. .. . . . . . . . . . . . ... . . .. ..

48

IX

In-flight Tro~lbleshooting. . . . . . . . . . . . . . . . . .

49

Honeywell Product Support

. ...... ... . . .. ..

56

Honeywell
COMMERCIAL FLIGHT
SYSTEMS GROUP
BUSINESS AND COMMUTER
AVIATION SYSTEMS DMSION
5353 WEST BELL ROAD
GLENDALE, ARIZONA 85308
TELEPHONE: (602) 436-8000

MSOCIATE
MEMBER

Member of GAMA

General Avlatlon
Manufactumr's Asaoclatlon

28-1146-2841
March 1984
Revised June 1991
PRINTED IN U.S.A

I Introduction
'This pilot's manual describes the operation, components, operating procedures and typical flight applications of the HoneywellSPZ-7000 Integrated
Flight Control System for Sikorsky S-76. This is a general operating manual. Since the operator has the option of tailoring the aircraft avionics to fit
his particular requirements, the procedures outlined in this manual may not
be completely applicable to your aircraft. For specific operating procedures
in a particular model, see the approved flight manual supplement.
Equipment covered in this manual includes:
PART NUMBER

PART NAME

QTY

FZ-700 DAFCS Computer

PC700 DAFCS Controller
MS-700 DAFCS Mode Selector
G14A Directional Gyro
CS-412 Dual Remote Compensator
FX-220 Flux Valve
AZ-649 Air Data Sensor
AL-300 Air Data Display
RA-315 Rad. Alt. Ind.
RT-300 Rad. Alt. R/T
AT-300 Rad. Ah. Ant.
Indicator Options
7000466-935
7000466-936
7000466-913
4020550-904
7000469906
7000469-902

AD-650H Crosspointer AD1

AD-650H Single Cue AD1
AD-GOOH Crosspointer AD1
AD-300 Crosspointer AD1
RD-650 HSI
RD-650A HSI

Also approved for use with the SPZ-7000 autopilot system is the EDZ-705
EFlS (Electronic Flight Instrument System). This electronic display system
is described in Pilot's Handbook Number 62-005140-00.

II System Description

The SPZ-7000 Dual Digital Automatic Flight Control System is a completely

integrated autopilot/flight director/air data/auto trim system which has a full
complement of horizontal and vertical flight guidance modes. These
include all radio guidance modes, LORAN C, RNAV tracking, and air data
oriented vertical modes. Hover mode and coupled collective are also
available to the pilot.
When engaged and coupled to the Right director, the SPZ-7000 will control
the aircraft using the same commands displayed on the attitude director
indicator. The instruments act as a means to monitor the performance of
the autopilot. When the autopilot is not engaged, the same modes of
operation are available for flight director only. The pilot maneuvers the
aircraft to satisfy the FD commands, as does the autopilot when it is
engaged.

INDICATORS AND CONTROLLERS

ATTITUDE DIRECTOR INDICATOR
The AD-650H is an integrated attitude director indicator that displays
pitch and roll attitude, flight director ccmmands, glide slope deviation,
localizer deviation, mode annunciation, radio altitude, inclinometer,
attitude test switch, and appropriate flags.

HORIZONTAL SITUATION INDICATOR

The RD-650 HSI is an integrated horizontal situation indicator that displays heading, course deviation, vertic;al deviation, ADF or NAV bearing,
selected heading, selected course with digital read-out, distance, waypoint
alert light and appropriate annunciators and flags. It also provides heading
and course error signals to the flight control computer.

REMOTE HEADING AND COURSE SELECT CONTROLLER

Several versions are available for use with HSl's not having local heading
and course select.

FLIGHT DIRECTOR MODE SELECTOR

The flight director mode selector contains all mode select switches and annunciation for flight director modes. Remote annunciation is also provided.

AIR DATA COMPONENTS

AIR DATA DISPLAY
The AL-300 air data command display presents the pilot with a digital readout
of the commanded air data parameter-vertical speed, IAS, or radio altitude.
The altitude preselect function controller provides a means for selecting the
desired altitude reference for the altitude alerting and altitude preselect
mode. During preflight test, any error codes are displayed on this panel.

AZ-649 AIR DATA SENSOR

The AZ-649 provides all altitude and airspeed signals required for flight path
computation.

ENCODING ALTIMETER (NON SPERRY)

Providesaltitude information for the ATC transponder and altitude preselect
mode.

FLIGHT CONTROL COMPONENTS

DIGITAL FLIGHT CONTROL COMPUTER
The digital flight control computer provides all computations for flight
director and autopilot operation.

AUTOPILOT CONTROLLER
The controller contains the autopilot engage switches and switches which
allow the pilot to select SAS, HOVER or ATT. Another switch allows selection of Flight Director 1 or 2. A preflight test switch is also provided..

SENSORS
VERTICAL GYROS
The Vertical Gyro provides roll and pitch data to the attitude director indicator, flight control computer and weather radar.

C-14A DIRECTIONAL GYROS

The C-14A provides heading data to the horizontal situation indicator,
RMI, and flight control computer.

RATE GYROS
The rate gyro drives the rate-of-turn display on the AD1 and provides yaw
rate for the flight control computer.

FLUX VALVES
The flux valve detects the direction of the earth's magnetic field to keep
the C-14 gyro aligned to magnetic north.

DUAL MAGNETIC COMPENSATOR

The compensator provides the single-cycle (hard-iron) error compensation
for both compass systems.

ACCELEROMETERS
Lateral, longitudinal and vertical sensing units provide acceleration signals
for hover and maneuver control damping.

RADIO ALTIMETER

Provides radio altitude output to drive the radio altimeter indicator, rising
runway in the ADI, and referencefor the collective RAD mode. Also provides
radio altitude for flight control computer gain programming.

RA-315 RADIO ALTIMETER INDICATOR

The RA-315 displays radio altitude from 2,500 feet to touchdown with an
expanded linear scale under 500 feet. A decision height set knob and
decision height annunciator is also provided.

OTHER COMPONENTS
MAG-DG Switch-Used to select either the slaved (MAG) or free gyro
(DG) mode of operation.
Compass Synchronization Switch-Used
heading dial in DG mode.

to manually position the

Vertical Gyro Fast Erect Switch

-This remote mounted momentary switch provides for manual erection
of the vertical gyro and is spring-loaded in the OFF position. The
swrtch should be depressed in the ON position to erect the gyro only
when the aircraft is in stable level flight. When the switch is in the ON
position and the gyro is up to speed, the gyro will erect at about 20
degrees per minute. Depressing the fast erect switch will cause ATT
flag to appear in AD1 and corresponding autopilot to disengage.
Switch is most useful after short power shut-down when gyro speed/
rigidity prevents normal erection speed.
Go-Around Switch-Mounted on the collective stick, establishes the
flight director go-around mode.
4-Way Cyclic Switch-Mounted on the cyclic stick, permits small
changes in the system's reference attitude or airspeed depending on
mode of operation.
4-Way Collective Switch-Mounted on the collective perrr~itschanges
in the yaw axis, radio altitude command or vertical speed command
depending on mode of operation.
Force Trim Release (F-TR) Switch-Mounted on cyclic stick, releases
the cyclic electromagnetic 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 attitudes when in attitude hold
-Recenter the actuators in the SAS and attitude hold mode.
Collective Force Trim releases the collective electromagnetic brake so the
pilot may manually retrim the controls.
Force Trim switches-three-Console
mounted switches release the
cyclic and collective electromagnetic brakes or yaw damper.

Force Trim Release on the pedal foot switches

-in low speed flight allows pilot to manually change heading
-in high speed flight, they degrade turn coordination.
Remote Flight Director Standby (DECPL) Switch-Mounted on cyclic
stick, places the flight director in (SBY) and provides pilot easy means
of disengaging the flight director.

SYSTEM CONTROLS
The following system controls are provided to the pilot:

AUTOPILOT ENGAGE
The autopilots are engaged by depressing the API and AP2 pushbuttons
on the autopilot controller. Engagement is annunciated by 'the illumination
of the button.

AUTOPILOT DISENGAGE
The NORMAL means for disengaging the autopilot is momentarily depressing the AP1 and AP2 switches on the controller.
The autopilot may be disengaged by the following:
1. Actiiaiioii oi varticai y y r u FAST ERECT buiion.

2. Pulling the AP DC or AC circuit breaker.

3. Pressing AP ENGAGE pushbutton on the autopilot controller.
4. Pressing the CPLT AP1 or PLT AP2 RESET buttons on overhead breaker
panel.

The following malfunctions will cause the autopilot to automatically

disengage:
1. Vertical gyro failure.
2. Failure in the computer continuous monitor.
3. Autopilot power or circuit failure.

0THE.R AUTOPILOT FLIGHT DIRECTOR CONTROLS

In addition to the DAFCS autopilot controller, there are several other
cockpit controls and indicators directly associated with DAFCS operation.

FORCE TRIM RELEASE (FTR) SWITCH

Located on the cyclic control, the F-TR switch when pressed allows the
pilot to manually position the cyclic for desired pitch or roll correction by
releasing the magnetic brake. The autopilots are placed in a fast follow-up
mode and automatically return the actuators to center. This switch is used
to maneuver in ATT mode.

PEDESTAL-MOUNTED CYCLIC FORCE TRIM SWITCH

The force trim switch provides power ts the magnetic brake which serves
as a slick holder with a "feel spring". When making continuous maneuvers,
the pilot may choose to turn off the brake and spring load. When this
switch is turned off, the autopilots are switched to SAS operation.

FOUR-WAY CYCLIC SWITCH

The four-way "beep" switch on the cyclic performs several functions depending upon the modes engaged. With the flight director in standby and
the autopilot in ATT the fore and aft movement of the switch will change the
attitude reference in pitch at a rate of 2 degrees per second and 3 degrees
per second in roll. If the roll attitude is less than 6 degrees from level, moving
the switch left or right will establish a new heading reference for the roll axis.
In the HOVER mode the four-way switch may be used to bias the acceleration signals to maneuver the aircraft. If a pitch mode is engaged on the
flight director controller, the fore and aft movement of the switch enables
the pilot to command a new reference value for that mode, (i.e., IAS = 5 knots
per second, VS = 500 fpm per second).

FOUR-WAY COLLECTIVE SWITCH

,A,? !s:': speeds the iefli/'iiyiri movement ot the switch will turn the aircraft left
or right thru the yaw axis to a new magnetic heading at a rate of 5 degrees
per second. At cruise speeds this action of the switch is used to trim the yaw
axis for coordinated flight, or ball centered on the inclinometer. When the
COL mode is engaged in the RAD mode the fore/aft movement of the
switch will increase or decrease the reference radio altitude height to be
held by the collective axis. When the VS mode is being flown, the fore/aft
movement of this switch will cause the reference vertical speed value to
increase or decrease.

FLIGHT DIRECTOR MODES

All flight director modes are selected on the flight director/autopilot mode
selector by pushing the appropriate pushbutton. Mode engagement is
annunciated by the illumination of the pushbuttons on the mode selector
and remote annunciators. Disengagement of each mode is accomplished
by repushing the mode pushbutton (push-on, push-off) or by selection of
another pitch or roll mode. Simultaneous pitch axis modes such as airspeed
altitude, vertical speed, or glide slope may be selected. The GO-AROUND
mode is selected by depressing the go-around pushbutton on the collective.

III Cockpit Displays

AD-650H ATTITUDE DIRECTOR INDICATOR

INCLINOMETERRATE OF URN

WARNING FLAG

EXPANDED
LOCALIZER
POINTER

RATE OF
TURN POINTER

LOCALIZER

WARNING FLAG
AD-4644

The AD-650H AD1 combines the familiar true sphere-type attitude display
with computer steering signals to direct the pilot to intercept and maintain
a desired flight path.

ATTITUDE SPHERE
Moves with respect to the symbolic aircraft reference to display actual pitch
and roll attitude. Pitch attitude marks are in 5-degree increments on a blue
and brown sphere.

SPHERE PITCH TRIM

The sphere pitch trim knob is used to rotate the sphere pitch axis to compensate for various load factors that can change the center-of-gravity of the
aircraft. Trim range is +10 degrees.

"EYELID" DISPLAY
Surrounds the attitude.sphere and provides positive attitude identification
by means of a blue "eyelid" which always shows the relative position of the
sky and a brown "eyelid" which always shows the relative position of the
ground. The eyelids maintain the proper ground-sky relationship, regardless
of the position of the sphere, to facilitate fast recovery from unusual attitudes.

ROLL ATTITUDE INDEX

Displays actual roll attitude through a movable index and fixed scale reference marks at 0,10,20,30,45,60 and 90 degrees.

AIRCRAFT SYMBOL
Serves as a stationary symbol of the aircraft. Aircraft pitch and roll attitudes
are displayed by the relationship between the fixed miniature aircraft and
the movable sphere. The aircraft symbol is flown to the command bars to
align the center fuselage (red) circle and to satisfy the roll and pitch commands of the mode selected.

FLIGHT DIRECTOR BARS

The pitch and roll command bars display computed steering commands to
approach and maintain a desired flight path. The aircraft symbol is Flown to
the command bars. The pitch command bardisplays cyclic pitch commands,
and the vertical bar displays cyclic roll commands.

COLLECTIVE COMMAND CUE

Displays command cue for collective stick movements. The collective stick is
moved to return the collective symbol to the center of the yellow.triangles in
the direction indicated by the arrows behind the moving cue

GLIDE SLOPE POINTER

In view when tuned to ILS frequency to display aircraft deviation from glideslope beam center. Aircraft is below glide path if pointer is displaced upward.
The glide slope dot represents a 75-microampere displacement from the
beam centerline. Category II window information is displayed as a green
area on the G/S indicator scale (k35 microamperes).

EXPANDED LOCALIZER
Is displayed by the localizer pointer whenever a valid localizer signal is
available. Raw localizer displacement data from the navigation receiver is
amplified approximately 7% times to permit the localizer pointer to be used
as a sensitive reference indicator of the aircraft's position with respect to the
center of the localizer. It is intended for assessment only, since the pointer is
very sensitive throughout the entire approach.

DIGITAL RADIO ALTITUDE DISPLAY

Radio altitude is displayed by a four-digit, incandescent display. The range
capability of the display is from -20 to 2500 feet. Display resolution between
200 and 2500 feet is in 10-foot increments. The display resolution below 200
feet is 5 feet. The display'is blank for altitudes over 2000 feet or 2500 feet
(depending on radio altimeter output capabilities). Dashes are displayed
whenever invalid radio altitude is being received.

DECISION HEIGHT SET AND RADIO ALTITUDE TEST

(DH SETITEST)
The DH display in the lower left corner consists of three incandescent
digits. The DH set range is from 0 to 990 feet in 10-foot increments. The
decision height is set by the knob in the lower right corner of the bezel.
Pressing the DH SET/TEST button causes the following displays on the
radio altitude readout: all digits display 8's, then dashes, and then the preprogrammed test altitude as set in the radio altimeter R/T unit, until the
test button is released at which time the actual altitude is displayed. The
DH display during the test displays all 8's with the altitude display and
then displays the current set altitude for the remainder of the test. RA test
is inhibited as a function of ILS GS or collective RAD mode.

DIGITAL DISPLAY DIMMING

The brightness of the digital radio altitude and decision height display are
controlled by a knob which is concentric with the DH set knob. The dimming knob also dims the distance and course display in the RD-650A HSI.

RISING RUNWAY
The green and white rzdic s!titzde rising :;.fiLt.ay dispiay appears a i 200
feet absolute altitude and moves toward the aircraft symbol as the aircraft
descends, approaching the bottom of the aircraft symbol at touchdown.
The rising runway moves laterally corresponding to theexpanded localizer
pointer. The rising runway is stowed out of view if the radio altitude data is
invalid.

RATE OF TURN
Rate of turn is displayed by the pointer at the bottom of the ADI. The marks
at the extreme left and right sides of the scale represent a standard rate
turn (3 degrees per second turn rate).

MODE ANNUNCIATORS
Twelve annunciator lights indicate which vertical and horizontal modes
are engaged on the flight director.

INCLINOMETER
Gives the pilot a conventional display of aircraft slip or skid, and is used as
an aid for coordinated maneuvers.

ATTITUDE TEST SWITCH

When depressed, the sphere will show an approximate attitude change
of 20 degrees of right bank at 10 degrees pitch-up. The ATT warning flag
will appear. In addition, the mode annunciator lights except the DH will
illuminate. The autopilots are not disengaged by the ATT test switch.

RD-650A HORIZONTAL SITUATION INDICATOR

The RD-650A Horizontal Situation Indicator combines numerous inputs

to provide a map-like display of the aircraft position with respect to magnetic heading. The indicator displays aircraft displacement relative to VOR
radials, localizer, and glide slope beam. Relative radio bearing is also
displayed.

AIRCRAFT SYMBOL
A fixed miniature aircraft symbol corresponds to the longitudinal axis of
the aircraft and lubber line markings. The symbol shows aircraft position
and heading with respect to the rotating heading dial. It also shows the
aircraft position in relation to a radio course.

HEADING DIAL
Displays gyro stabilized magnetic compass information on a dial which
rotates with the aircraft throughout 360 degrees. The azimuth ring is graduated in 5-degree increments. Fixed heading marks are at the fore and aft
positions and at 45 degrees either side of the fore lubber line.

HEADING BUG
The notched orange heading "bug" is positioned on the rotating heading
dial by the remote heading knob to select and display compass heading
reference. Once set to the desired heading, the heading "bug" maintains
its position on the heading dial and moves with the heading dial. The difference between the "bug" and the fore lubber line represents the heading
select error applied to the flight director computer.

COURSE POINTER
The yellow course pointer is positioned on the rotating heading dial by the
remote course knob to select a magnetic bearing that coincides wi.th the
desired VOR radial or localizer course. The course pointer can also be
positioned by an INS, RNAV, or VLF. Like the heading bug, the course
pointer also rotates with the heading dial. The difference between the
course pointer and the fore lubber line represents the course error signal
to the flight director computer.

COURSE READOUT
A digital readout in degrees of the course selected by the course knob.

COURSE DEVIATION BAR AND SCALE

The course deviation bar represents the centerline of the selected VOR,
RNAV, or localizer course. The aircraft symbol pictorially shows actual
aircraft position in relation to this selected course.
In VOR operation, each dot represents 5 degrees deviation from centerline
(75 microamps). In ILS operation, each dot represents 1-degree deviation
from centerline (also 75 microamperes). In RNAV operation, the sensitivity
of the deviation bar is a function of the type of RNAV computer used.
I ~rereiure,ine distance represented by each dot is determined by the
particular RNAV installed.

7,-

VERTICAL DEVIATION POINTER AND SCALE

The vertical deviation pointer displays GS deviation. The pointer is in view
when tuned to a localizer frequency. Aircraft is below glide path if pointer
is displaced upward, and each dot represents 75 microamperes of glide
slope displacement.

DISTANCE DISPLAY
A digital electronic display which indicates distance in nautical miles to
the selected DME station or waypoint. DME distance is automatically displayedin a 0-399.9 NM format. INS or VLF distance is automatically displayed in a 0-3999 NM format. RNAV distance can be displayed in either a
0-399.9 NM or 0-3999 NM format, depending on aircraft configuration.
Dimming of the display is accomplished with the AD-650 DIM control, or
as an installation option by an external dimming control. The displays go
blank upon instrument power failure. The display is all dashes when the
distance input data is invalid or absent.

BEARING POINTER
The pink bearing pointer indicates relative bearing to the selected navaid.

BEARING POINTER SOURCE BUTTON AND ANNUNCIATORS

Provides for selecting between ADF or NAV bearing information as presented by the bearing pointer. Each push of the select switch alternates
selection of ADF or NAV. Upon power-up or following long-term power
interruption, NAV is displayed.

NAVIGATION SOURCE ANNUNCIATORS

The edge of the bezel provides annunciation of four different navigation
data sources for the HSI display. These annunciators are all dead-front
until illuminated. The NAV source annunciators are: RN for area navigation,
VLF for very low frequency/Omega. The annunciators will be dead front
(blank) when standard VOR/LOC and glide slope are being used.

NAV TO-FROM ANNUNCIATOR

An illuminated annunciator located in the course mask annunciates the
VOR To/From information.

WAYPOINT ANNUNCIATION
The "WPT" annunciator will illuminate as a function of leg changes associated with INS. VLF or area navigation systems.

RI-206 REMOTE INSTRUMENT CONTROLLER

f

COURSE 1

@@@
\

HEADING

@a@
COURSE 2

The RI-206 is used for remote heading and course selection for both the
pilot's and copilot's HSls.

RA-315 RADIO ALTIMETER INDICATOR

DECISION
HEIGHT
ANNUNCIATOR

FAILURE
WARNING
FLAG

ALTITUDE
SCALE

SELF-TEST
BUTTON

AD-281 -R1

3ispizys radio iiiiii~ideiniurrrlaiion from 2500 ieei to touchdown with an

expanded linear scale under 500 feet.
The radio altimeter provides the following displays:
Pointer display of radio altitude from 0 to 2500 feet
Triangular decision height bug, manually set by knob
Annunciator light to alert that aircraft is at or below selected DH
Failure warning flag
Test button to check indicator R/T unit and flag operation
Operating the test button causes the flag to come into view and altitude
pointer to indicate approximately 100 feet. Release of button causes
pointer to return to existing altitude and flag to retract.
Sperry's RA-335 Radio Altimeter Indicator with an expanded linear scale
from 0 to 200 feet is also available.

AL-300 AIR DATA DISPLAY

AGI FT /MIN x 100

KNOTS

The AL-300 provides for altitude preselect entry and display, momentary
display of commanded vertical speed, airspeed or radio altitude depending
upon mode and also displays fault codes during preflight test.

ALTITUDE PRESELECT
The altitude is selected by turning the set knob until the display reads the
desired value. No further action is taken on the AL-300. To initiate altitude
preselect, the ALT SEL button is selected on the flight director controller.
ii"lt:piioi must iniiiaie a maneuver to fly toward the preselected altitude.
Any of the following pitch modes may be engaged: Attitude Retention,
Airspeed Hold or Vertical Speed Hold. Upon initiation of altitude preselect
flare, the previously selected pitch mode is automatically reset.

ALTITUDE ALERT
As the aircraft reaches a point 1000 feet from the selected altitude, a signal
is generated to light the warning light on the altimeter (if installed). This
light remains on until the aircraft is 250 feet from the selected altitude. If
the aircraft now deviates by 250 feet or more from the selected altitude,
the light is again energized. The light remains on until the aircraft returns
to within 250 feet or deviates more than 1000 feet from the selected altitude. A warning horn is an optional feature.

C O M M A N D REFERENCE DISPLAY
Whenever the IAS, VS or RAD modes are selected, the AL-300 will display
the reference number for that mode for a period of 5 seconds after selection. Whenever the reference is changed, by use of the four-way cyclic or
collective switches or by use of the FTR, the new reference will be displayed for five seconds after release of the switch.

FAULT CODE DISPLAY

During the power up and preflight test sequence, the AL-300 will display
codes for any system faults that are detected. These codes will take a form
such as 2Er08 which means fault number 08 is detected in system 2.

IV Controls
MS-700 FLIGHT DIRECTOR/MODE SELECTOR

4[rnJ>
r HDG -VS -

SBY

ar

The MS-700 provides all mode selection for the flight director. The split
light pushbuttons illuminate amber for armed conditions and green for
captured. When more than one lateral mode is selected, the flight director
system automatically "arms" and "captures" the submode. The mode
annunciation is repeated on the AD-650 Series ADI.

STANDBY MODE (SBY)

The standby mode is selected by depressing the SBY button on the mode
selector or the remote DCPL switch on the cyclic. This resets all the other
flight director modes and biases the command cues from view. This button
when depressed will cause all mode lights to illuminate and the AL-300 to
display all 8's.

HEADING SELECT MODE (HDG)

The Heading Select Mode is selected by depressing the HDG button on
the mode selector. The HDG annunciator illuminates. In the HDG mode
the flight control computer provides inputs to the command cue to command a turn to th'e heading indicated by the heading bug on the HSI. The
heading select signal is gain programmed as a function of airspeed. When
HDG is selected, it overrides the NAV, BC APR and VOR APR modes.

NAVIGATION MODE (NAV)

This mode enables the flight director to capture and track a desired course
as selected by the pilot on the HSI. The navigation source is selected using
the aircraft navigation switching function to display the desired radio on
the HSI. This mode is normally used to track to or from a VOR station,
however, RNAV, LNAV or LOC may also be used if installed. Pressing this
button will cause the ARM light to illuminate and will also engage the HDG
mode, if not already engaged. The pilot must use the HDG "bug" to fly the
aircraft toward the desired course at the desired intercept angle. The prefer-

red intercept angle is between 30 and 60 degrees. When the aircraft nears
an on-course condition, the HOG and ARM lights will extinguish and the
green CAP light will illuminate. VOR deviation is gain programmed as a
function of DME distance from the station, thus, the DME should be selected to the same VOR station that is being tracked for optimum performance. When passing over the VOR station, an overstation sensor detects
station passage, removing the VOR deviation signal from the command
i ~ n t iitl is no longer erratic. While over the station, course changes are made
by selecting a new outbound course on the HSI.
The localizer portion of this mode is enabled whenever a localizer frequency
is tuned on the navigation receiver. The localizer deviation signal is gain
programmed as a function of radio altitude. Otherwise the operation is
the same as described above.

VOR APPROACH MODE

The VOR Approach Mode is selected by depressing the VOR APR button
on the mode selector with the navigation receiver tuned to a VOR frequency
and less than 20 DME miles from the station. The mode operates identically
to the VOR mode with the gains optimized for a VOR approach.

RNAV MODEIRNAV APPROACH MODE

The RNAV Mode is selected by depressing the NAV button when RNAV
deviation is being supplied to the system. The RNAV approach mode is
selected by depressing the VOR APR button as for the VOR approach
mode. Operation is similar to the VOR and VOR approach modes with
separate gains provided to optimize for the RNAV input. Mode selector
annunciation is the same as in the VOR and VOR APR modes.

BACK COURSE MODE (BC)

The back course mode is selected by pressing the BC button on the mode
selector. The normal front course for the localizer beam is set for the
selected course. Back course operates the same as the LOC mode with
the deviation and course signals internally reversed to make a back course
approach on the.localizer. When BC is selected and outside the lateral beam
sensor trip point, BC ARM and HDG will be annunciated on the Mode
Selector. At the capture point, BC CAP will be annunciated with BC ARM
and HDG extinguished.

LOCALlZER APPROACH MODE (ILS)

Pressing the ILS button with an ILS frequency tuned on the navigation
receiver will arm both the NAV (localizer) and ILS (glide slope) modes.
The HDG mode will also engage if not already being used. The initial
localizer capture angle is set using the HDG "bug" similar to that of the
VOR mode. At localizer capture the green CAP light in the NAV button will
illuminate with the HDG and ARM lights being extinguished.

The pitch axis may be engaged in any of the pitch modes such as ALT,
'dS or IAS prior to capture of the glide slope. Upon capture of the glide
slope, the previous pitch mode light wrll extinguish and the green GS light
will illuminate, while a command is generated to assyrnptotically approach
the glide slope beam. GS capture can be made from either above or below
the beam, however, localizer capture must occur first. Glide slope performance is gain programmed as a function af radio altitude or with reception
3f the marker beacon signals.

At the decision height, the pilot must elect to execute a go-around or continue the approach to a landing. If the coupled approach is continued, an
additional feature called auto level will flare the aircraft to maintain a radio
altitude of 50 feet over the runway.
WARNING
IF FOR ANY REASON T H E COMPUTER DOES N O T RECEIVE A VALID
RADAR ALTITUDE SIGNAL, THE AUTO LEVEL WlLL N O T OCCUR,
AND THE AIRCRAFT WlLL CONTINUE T O FOLLOW T H E GLIDE
SLOPE SIGNAL.

PITCH HOLD MODE

Whenever a roll mode is selected without a pitch mode, the command cue
will display a pitch attitude hold command. The pitch. attitude can be
changed by using the 4-way cyclic switch or depressing the cyclic FTR
switch and maneuvering the aircraft. The command cue will be synchronized to zero while the FTR button is depressed. Upon release of the button,
the pitch command will be such as to maintain the new pitch attitude.

ROLL HOLD MODE

Whenever a pitch mode is selected without a roll mode, the command cue
will display a heading hold command when less than 6" of roll attitude. The
roll attitude can be changed by using the4-way cyclic switch or depressing
the cyclic FTR switch and maneuvering the aircraft. The command cue will
be synchronized to zero while the FTR button is depressed. Upon release of
the button, the roll command will be such as to maintain the new heading
when less than 6" and roll attitude when greater than 6'

DECELERATION MODE (DECEL)

This mode may only be utilized in conjunction with the ILS mode. After
arming the ILS mode with IAS mode engaged, this button may be pressed
illuminating the ARM light. ARM will not occur if the airspeed reference
is 70 knots or less nor if the RADALT is invalid. At some computed point
after glide slope capture, the ARM light will extinguish, IAS mode light will
extinguish, and the green CAP light will illuminate. The collective will be
commanded to maintain the aircraft on the glide slope while the pitch axis
will be commanded to decelerate the aircraft from the present airspeed to a

reference airspeed of 70 knots at a~proximately200feet of radio altitude. At

the point of capture the AL-300 will display the 70 knot reference speed. If
the pilot uses the four-way switch.on the cyclic or cyclic FTR, the DECEL
mode w11Ibe cancelled and the present IAS will become the new airspeed
reterence.

ALTITUDE HOLD MODE (ALT)

The altitude hold rnode is selected by pressing the ALT button on the mode
selector. When ALT is selected, it overrides the ILS, GS, GA, IAS, or VS
modes. In the ALT mode, the pitch command is proportional to altitude
error relative to the engage ALT reference.

INDICATED AIRSPEED (IAS)

The pitch axis will always control airspeed, even when more than one pitch
axis is engaged. When pressed, this mode will establish the current IAS
as the reference. This reference may be changed by using the four-way
switch on the cyclic or by the pilot depressing FTR while maneuvering to
a new airspeed which will become the new reference when the FTR is
released.

VERTICAL SPEED (VS)

-.

I ne vertical speed mode IS normally used by the pilot depressing the VS

button and then using the four-way switch on the cyclic or collective to
increase or decrease the reference, or desired, rate. The pilot can also
initiate a climb or descent using the cyclic and then engage this mode
which will then hold the current rate as a reference.

ALTITUDE PRESELECT (ALT SEL)

The altitude preselect mode is used to select a new altitude and when used
will permit an automatic level off and capture of the new altitude. The pilot
should select the desired altitude on the AL-300 display then press ALT
SEL. The AL-300 will continue to display the new altitude reference until
ALT capture. The amber ARM segment will illuminate. The pilot must
initiate the required clirrlb or descent, normally using the VS mode, IAS
mode or both. The green CAP light will illuminate when the aircraft nears
the new altitude. If another pitch mode was used then that mode light will
extinguish. When the new altitude is reached, the CAP light will also
extinguish and the ALT mode light wilt illuminate and the system then flies
altitude hold mode.

GO-AROUND (GA)
The go-around mode may be engaged by pressing the button on the mode
selector or by depressing the go-around switch on the collective. When
engaged, this mode will cancel all other modes that are engaged. Upon
engagement the collective will be commanded to obtain 75 knots or more
while the roll axis will return the aircraft to a level roll attitude and will
maintain the current aircraft magnetic heading. The pitch axis will be
commanded to a positive rate-of-climb of 750 fpm.

PC-700 AUTOPILOT CONTROLLER

f

-AP1

@ .SAS/ATT

AP2

HOV

FD1/2

TEST

COLL

CPL

@
I

1
AD-4140

The PC-700 autopilot controller provides the means of engaging both

autopilots. It also controls the hover mode and the flight director mode
coupling.

AUTOPILOT 1 (AP1)
Engages computer one in the attitude mode. The computer may be turned
off by again pressing the button. Engagement will be inhibited if the API
warning light is on. This light is located on the master warning panel.

AUTOPILOT 2 (AP2)
Engages computer two in the attitude mode. The computer may be turned
off by again pressing the button. Engagement will be inhibited if the AP2
warning light is on. This light is located on the master warning panel.

HOVER (HOV)
Engages the hover augmentation mode. At low speeds this mode, when
engaged, will cancel CPL and SAS/ATT modes. In this mode, short term
inertial velocity is used in the pitch and roll axis to assist the pilot in hovering the aircraft. The pilot may still maneuver the aircraft normally with the
cyclic stick or may change the velocity reference by using the four-way
switch on the cyclic. If the pilot performs a slow deceleration maneuver
from cruise flight to a hover, a drift error may be present for up to 2 minutes
after terminating at a hover.

FLIGHT DIRECTOR SELECT (FD1/2)

This alternate action switch selects which flight director commands the
autopilot(s) when a flight director mode is selected. Modes may be selected
on both computers simultaneously, however, the aircraft will only be
steered by the commands of the computer selected on this switch. When
using this switch, the newly seiected flight director will be automatically
placed into standby, if not already in standby. This prevents the aircraft
from following possibly old or invalid information. FDI is the left side flight
director and FD2 is the right side flight director.

STAB AUG SYSTEM/ATTITUDE RETENTION (SAS/ATT)

When either computer is first engaged this light will illuminate in the ATT
mode. If the cyclic force trim switch is in the OFF position, only SAS will be
available until the force trim switch is placed in the ON position. The pilot
may select SAS by pressing the button. The ATT mode provides attitude
retention, always returning the aircraft to the desired attitude after being
disturbed. The pilot may select a new attitude reference by depressing
the FTR button on the cyclic and maneuvering the aircraft to a new attitude
in pitch and roll. If the new roll attitude is less than 6 degrees from wings
level, the aircraft will roll level and the roll axis will maintain magnetic heading. Small changes in attitude may be made with the four-way switch on
the cyclic. These features are inhibited whenever a flight director mode is
selected for either axis. If only one axis is coupled to the flight director,
then the remaining axis will st111respond in ATT.
The SAS mode is normally used at a hover or when the pilot desires to hand
fly the aircraft. Only short-term rate damping is available in this mode which
reduces the pilot workload and improves basic aircraft handling qualities.
Only in the SAS mode may the pedestal mounted force trim switch be
turned off while the pilot flies the aircraft.

SELF TEST (TEST)

Pressing tnls button enables the pretllght ground test of both computers.
The test function is inhibited in flight. The test should be initiated after
starting with the aircraft dc and ac power operating normally and with all
gyros valid, (i.e., attitude and heading flags out of view). During the test all
of the mode buttons will be illuminated and flashing. The pilot should
depress any flashing mode button so that the test can continue. At the
end of a preflight test the computers perform a digital shimming computation for the accelerometers. The aircraft should not be taxied during the
test as this will result in degraded Hover performance and error codes.

COLLECTIVE COMMAND (COLL)

When the pilot selects more than one pitch mode during flight, the FD
portion will illuminate indicating that the collective is following commands
from the flight director. At altitudes below 2000 ft AGL, the pilot may press
this button to engage RAD which will then command the collective to
maintain a radio altitude height. When engaged in the RAD mode the
AL-300 will display the reference RADALT height. RAD mode may be
disengaged by pressing the DECPL button on the cyclic grip.

WARNING
THE COLLECTIVE RAD MODE IS NOT INTENDED TO FUNCTION AS A
TERRAIN FOLLOWING OR TERRAIN AVOIDANCE MODE IN FORWARD
FLIGHT. THE COLLECTIVE COMMAND IS RATE LIMITED AND WILL
NOT CI-IMB THE HELICOPTER OVER RAPIDLY RISING TERRAIN.

FLIGHT DIRECTOR COUPLE (CPL)

This button will automatically be lighted whenever a mode is selected on
the applicable computer and when both autopilots are in the ATT mode.
Coupling of the FD to the autopilots is automatically inhibited when only
one AP is engaged. When lighted, it indicates that the autopilots are following the steering commands from the flight director. At times the pilot
may desire to decouple these commands and manually steer the aircraft.
This may be done by pressing the button.

AUTOTRIM FUNCTION
When both computers are engaged, AUTO TRlM will be used to retrim the
controls if both series actuators in any axis are displaced in the same direction by 10% of their total travel for a time interval of 1/4 second. If only
one autopilot is engaged, then the single series actuator must be displaced
25% from center for more than 3-1/2 seconds before AUTO TRIM will
move the controls.
When operating with only one autopilot engaged, 1/4 second trim is
enabled for a 10 second period whenever the pilot depresses the collective
FTR and makes a power change. This is a feature of the PBA control laws in
the digital computer.

V System Operating Limits

Mode

Control or Sensor

Value

Parameter

Basic
Autopilot

Heading Hold

Roll Angle Limit

Less than 6 deg and

no roll mode selected.

Heading
Select

Heading SEL
Knob on HSI or
remote slew knob
on console

Roll Angle Limit

Roll Rate Limit

k20 deg
k5.0 deg/sec

Capture
VOR

Course Knob,
NAV Receiver and
DM Receiver

Beam Angle Intercept

(HDG SEL)
Roll Angle Limit
Course Cut Limit
at Capture
Capture Point

On Course
Roll Angle Limit
Crosswind Correction

Up to k90 deg
+22 deg
f (TAS)

Function of beam,
beam rate, course
error, and DME
distance. Max trip
point is 190 miliamps.
Min trip point is
15 miliamps.

+ 13 deg of Roll
Up to k45 deg
Course Error

Over Station
Course Change
Roll Angle Limit

Up to +90 deg
+17 deg

LOC Capture
LOC or
ILS or BC-

Course Knob
and
NAV Receiver

Beam Intercept

Up to +90 deg

Roll Angle Limit

Roll Rate Limit
Capture Point

+26 deg
+5 deg/sec
Function of Beam,
Beam Rate and Course
Error. Max Trip Point
is 190 microamps. Min
Trip Point is 60
microamps.

RADALT

NAV On-Course

Marker
Beacon
Receiver

Roll Angle Limit

Crosswind
Correction Limit

413 deg of roll

f (TAS)

Gain Programming

f (time and TAS)

starts at 1200 ft radio
altitude, gain
reduction = 1 to .5

Glideslope Capture
GS Receiver and
Air Data
Sensor

Beam Capture

Function of beam and

beam rate. Max Trip
Point is 100 miliamps.
Min Trip Point is
20 miliamps.

Pitch Command Limit

t 1 0 deg

Glide slope Damping

Vertical Velocity

Pitch Rate Limit

f (TAS)

Mode

LOC or
ILS or BC
(cont)

Control or Sensor

GS Receiver and
Air Data
Sensor (cont)

Parameter

Value

I Gain Programming

f (time and TAS)

starts at 1200 ft radio
altitude, gain
reduction = 1 to .16

RADALT
Marker
Beacon
Receiver
GA

f (Radio Alt) starts at

1200 ft gain reduction
= .16 at 100 ft to
0 at 50 ft

Control Switch
on Collective

Power Command

Air Data
Sensor

ALT Hold Engage Range

Pitch up and collective

Command for > 74 kts
and 750 fpm climb

ALT Hold

I VS Hold

0 to 20,000 ft

k50 ft

Pitch Limit

1 k20 deg

Pitch Rate Limit

ALT Hold Engage Error

Air Data
Sensor

(TAS)

VERT Speed Engage

Range
VERT Speed Hold
Engage Error

Pitch Limit
Pitch Rate Limit
Air Data
Sensor

IAS Engage Range

IAS Hold Engage Error
Piici-I i i m i i

1
ALT
Preselect

Pilot's Altimeter,
Air Data Sensor

k20 deg

f (TAs1
0 to 200 knots
k 5 knots

212 deg

Pitch Rate Limit

f (TAS)

Preselect Capture Range

0 to 20,000 ft

Maximum Vertical
Speed for Capture

k2100 fVmin

Maximum Gravitational
Force During Capture
Maneuver
Pitch Limit
Pitch Rate Limit

k20 deg
f lTAsl

VI Preflight Checklist
For the complete preflight checklist, refer to the appropriate rotorcraft flight
manual supplement. The following paragraphs present a description of the
test and monitoring functions which give the pilot a brief overview of the test
sequence. This section is not to be used in lieu of the approved rotorcraft
flight manual supplement.
The test and monitoring that is performed within the SPZ-7000 system is
divided into the major areas:
Power up Test
Preflight Test
Continuous Monitoring

POWER UP TEST
Each time power is applied to the computer, this test is executed automatically. Failure to pass this test will cause the FD flag to remain in view in
the AD1 and will cause illumination of the AP1 and AP2 fail light on the
master caution panel. This is considered a computer failure and engagement of the autopilot is inhibited. Failure codes will be displayed on the
AL-300. A complete list of these codes and the associated troubleshooting
is found in the system maintenance manual. Briefly the following are tested:
Memory Read/Write Test-A test to check that all bits of each scratchpad
location can be set (reset) and read.
Central Processor Register Read/Write Test-Checks that all bits of each of
the registers used by the operational program can be set (reset) and read.
Power Supply Monitor Test-A check is made to verify that the power supply
monitor is operational.

PREFLIGHT TEST
The preflight test func;tion can only be engaged with the helicopter on the
ground. The A.O.G. (Aircraft On Ground) is a function of collective position, radar altitude and airspeed. With A.O.G. sensed by the computer, the
pilot may initiate test by pressing the test button on the autopilot controller.
During the test the helicopter should not be taxied or moved, nor should
the p ~ l omove
t
the controls in .the cockpit as this may cause false errors to
be detected by the computers. The only action required by the pilot is to
press any blinking switch button on the autopilot controllers as the computers automatically sequence through the test cycle. The following is a
description of the steps that occur during the test:
1. After starting the test, the AL-300 will display"2 LE 1" (see figure 1) which
indicates that computer 2 is in level 1 test. Simultaneously, computer 1
is also in level 1 test. At the end of level 1 test, any error codes are displayed starting first with computer 2 followed by any errors found in
computer 1. The error codes are displayed as shown in figure 2 which
indicates that computer 2 found error 22 (Encoding Altimeter is either
below -600 feet or higher than 12,000 feet). The standby button on the
mode selector will blink asking the pilot to press this button to see any
additional errors or to proceed with the testing.
2. At the end of level 1 testing, the AL-300 will display "2 LE 2" (see figure3)
and will blink theAP2 engage button asking the p ~ l otoengage
t
theautopiioi so inat ievei 2 of rne test can be performed.
3. Assuming no errors were detected in AP2, the AL-300 will next display
"1 LE 2" (see figure 4) and will blink the AP1 engage button so that the
number 1 computer can perform a level 2 test. In figure5, the number 1
computer has detected error code 65 (Engine TOT temperature input
invalid). Again the standby button on the mode selector will be blinking
which requires the pilot to press the button to see the next error code, if
any, or to allow the test to continue.
4. Figure 6 shows the display for the final phase of the preflight test "2 LE3",
computer2 in level 3 testing. In level 3 testing, all lamps in all of theautopilot controllers will blink. This is a lamp and switch test for each computer. The pilot can press each button individually or may elect to press
the standby button 3 times to end the test (see figure 7).
Approximately17 of the error codes are considered essential tests and will
prevent engagement of the computer or the affected mode. In paragraph 3
above, the example used (error 65) would prevent evgagement of any collective modesince the engine limits cannot be protected without this input.
A normal preflight test is accomplished in approximately45 seconds and is
required by the FAA priorto take-off after starting engines. The test may also
be used by maintenance personnel to assist in troubleshooting problems
on the aircraft. A complete list of error codes is found in the rotorcraft flight
manual supplement.

FIGURE 1

FIGURE 5

FIGURE 2

FIGURE 6

4
-

FIGURE 3

FIGURE 4

FIGURE 7

CONTINUOUS MONITORING
During flight, the system performs continuous checks of the following major
areas at least once per second:
Program Memory Sum Check-The contents of each memory location is
summed and compared against the known value for this sum.
Analog Loop Test-Dedicated analog input and output is checked using a
12-bit test word, confirming that the test word is received at the analog input,
complementing the test word and repeating the loop check.
CPU Monitor-The function of this monitor is to assure that the CPU is
executing its real time programs. The monitor is designed to automatically
disconnect the autopilot and drop the flight director valid in the event of a
CPU failure.
Trim Monitor-The computer monitors automatic trim operation by observing control stick position. Motion of controls without an accompanying
trim command, out of detent, or FTR depressed will constitutea trim failure.
If a trim failure is detected, the trim enable is inhibited, thereby removing
power from the trim servo.

VII Typical Operation

For all flight phase descriptions in this manual, the aircraft is maneuvered
automatically by the flight control system. If the flight director is decoupled,
the aircraft may be manually flown to satisfy the flight director commands;
the same modes of operation and indicator settings are used.

NOTE: In the following illustrations, the aircraft motion and instrument

displays are exaggerated to aid in depiction of these examples. Drawings
are not to scale.

TAKEOFF AND CLIMBOUT

a. Takeoff is normally made with both autopilots engaged in ATT mode.
This allows the full smoothness and stability available from the autopilots to be utilized by the pilot. Set up for the takeoff as follows:
AP1, AP2 engaged in ATT
Prior to takeoff, set the heading bug on the HSI to the takeoff heading.
Use the slew knob on the AL-300 to set the assigned altitude of 4000
feet. Arm the ALT PRE select mode. At lift-off, press FTR and maneuver
to the desired attitude for climbout.
b. After takeoff (A/S > 60 knots), select HDG mode. The helicopter will
automatically capture and maintain the heading selected on the HSI.
HDG illuminated on AD1 mode annunciator. Engage the IAS mode. Use
the cyclic beeper to set the desired airspeed.
c. Use the heading bug on the HSI to make heading changes as required.
Engage the VS mode and use the collective beeper to set the desired
climb rate. VS, IAS, and HDG illuminated on AD1 mode annunciator.

d. When the preselected altitude is reached, the ALT PRE will change from
ARM to CAP and at the same time extinguish the VS mode. The flight
director wi!!2 ~ t o r n 2 t i ~ a leve!the
l!y
aircraft on to the altitude and engage
the ALT mode. The helicopter will maintain the pressurealtitudeeven if
the pilot sets a new barometric pressure on the encoding altimeter. IAS,
ALT and HDG illuminated on AD1 mode annunciators.

CRUISE
ALT

4,000

'OR CAPTURE A N D TRACKING

VOR CAPTURE A N D TRACKING

The VOR mode of operation features automatic capture and tracking of the
radial. Normal prior conditions are the autopilots coupled to the flight director and HDG mode selected on the controller. Any vertical mode can be
selected and coupled without affecting VOR operation.
a. Tune the navigation receiver and DME to the desired VOR Station; set
the course pointer on the HSI to the desired course.
b. Engage NAV on the Mode Selector. HDG and NAV ARM will both remain
lighted indicating the system is flying on the selected intercept heading
and is armed for VOR capture. Intercept angles between 30 and 60
degrees provide optimum VOR capture.

c. At VOR capture, the HDG and NAV ARM lights will go out and the NAV
CAP annunciator will light indicating that VOR capture has occurred.
The aircraft will smoothly roll out and track the radial with crosswind
correction. ALT IAS and NAV illuminated on AD1 mode annunciator.

00

d. If the VOR flag comes in view while tracking the VOR radial, the autopilot
will hold a level attitude.

The flight director includes a VOR overstation sensor, which inhibits response to the beam signai when in the cone of confusion above the VOR
station. When beam rate becomes excessive, the autopilot automatically
flies course data only, which provides comfortable station passage. If desired, a different outbound radial may be selected while over the station
when the TO-FROM pointer changes direction. In this case, the helicopter
will follow the course pointer changeas though it were heading. Overstation
sensing returns to VOR outbound capture after a time interval.

ILS FRONT-COURSE APPROACH

ILS FRONT-COURSE APPROACH

On an ILS .front-course approach, the localizer and glide slope are automatically captured. The localizer is captured first from heading select in the
same manner that the VOR radial is captured. The glide slope can be captured with any vertical mode previously selected. It is possible to capture
glide slope from either above or below the beam but it is recommended that
capture be made only from below the beam. Localizer capture is required
before automatic glide slope capture can occur. To make an ILS front-course
approach, perform the following:
a. Tune the navigation receiver to the localizerfrequency and set the course
pointer to the published inbound runway heading. Set Rad. Alt. DM to
IFR minimum altitude.
b. Set the heading bug to the desired intercept heading.
c. Select ILS on the Mode Selector which arms the automatic ILS capture
circuits. Observe that HDG, NAV ARM, and ILS ARM are lit indicating
"armed for auto capture." ALT, IAS and HDG illuminated on AD1 mode
annunciator. Press DECEL button on the mode selector to arm the
system for automatic deceleration.

d. At LOC capture, the HDG and NAVARM lights will go out and NAV CAP
will light indicating that localizer capture has occurred. The helicopter
will smoothly roll out and track the localizer beam. HDG extinguished,
LOC illuminated on AD1 mode annunciator.

e. At glide slope capture the ALT I-ightgoes out and the ILS annunciator
changesfrom ILS ARM to ILS GS. ALT and IAS are extinguished and GS
and DCL are illuminated on AD1 modeannunciator. The system will track
the center of the localizer and glide slope beams with automatic wind corrections. The collective axis maintains glide slope while the pitch axis
reduces IAS conforming to the deceleration profile. The yaw axis automatically trims lateral acceleration to zero for power reduction.

f. At DH and airport in sight, press remote SBY to decouple the flight director modes. Autopilots will hold roll and pitch attitudes. ATT mode is
an aid to maneuvering all the way to touchdown. An alternate procedure
is to press the SAS/ATT button at visual contact to engage SAS which
canthen be flown to hover or touchdown at pilot discretion.

NOTE
The auto-level mode operates during an ILS approach with a valid radio
altimeter. At a safe altitude AGL, the system slows the rate of descent and
levels off at 50 feet radar altitude. This is a safety feature only. Flight below
DH without visual contact is prohibited by IFR rules.

am

GO-AROUND

GO-AROUND
a. A missed approach may be execut@qby pressing the go-around button
on the collective. The GA annunciator on the mode selector and AD1
will light and all other mode lights \Nil1 go out. The collective will be
commanded to
> 74 knots
the autopilots will hold runway
heading and pitch axlsattitllde for 7 0 feet
~ per minute rate of climb. GA
illuminated on AD1 mode annunciator.

b. After stable climb is established, set heading bug on HSI for desired
heading and press HDG. System pitch axis remains in GA until another
vertical mode such as IAS and VS is selected. GA and HDG illuminated
on mode annunciator.

- w

C. The system automatically Captures and flies the missed approach

heading.

BACK-COURSE APPROACH

BACK-COURSE APPROACH
a. Tune navigation receiver to the localizer frequency and set the course
pointer on the HSI to the FRONT COURSE INBOUND localizercourse.
Set the heading bug on the HSI to the desired intercept heading. ALT
may be selected to maintain approach altitude. For best results, capture
should be made beyond 8 miles from runway threshold. As in a frontcourse approach, the localizer is captured automatically. Select BC to
ARM the system for automatic capture. The BC ARM and HDG lights
are on. ALT, IAS and HDG illuminated on AD1 mode annunciator.

b. When the helicopter approaches the back localizer, automatic capture

will occur (BC CAP). The lateral deviation bar has the proper sensing
and proper indication. When BC is selected, the glide slope circuits are
locked out.
c. The descent phase of the approach may be flown by selecting the
desired rate of descent and pressing VS mode. The ALT PRE mode may
be used to level off at the MDA. For missed approaches,
go-around
. .
operation is as previously described.
NOTE
Always set INBOUND FRONT localizer course when setting up for
back course. The computer will do all required reversals for you
and provide commands to achieve beam center. Auto level is not
functional in BC.

VOR APPROACH

VOR APPROACH
To fly a typical VOR approach, track into the station in NAV (VOR) or VOR
APR mode. After entering the cone of confusion and overstation sensing
has occurred, set the course arrow to the published outbound heading. After
station passage, thesystem will captureand track the new outbound course.
If the VOR is approached from a heading that requires maneuvering to the
outbound leg, select HDG mode and use the heading bug on the HSI to alter
the helicopter course, then proceed as follows:
Fly the outbound leg using NAV or VOR APR mode. Set the heading bug on
the HSI to the first leg of the procedure turn. Select HDG when the outbound leg is completed.
a. Fly the first leg of the 180-degree procedure turn. Then use the heading
bug to complete the turn. ALT, IAS and HDG illuminated on AD1 mode
annunciator.

b. Set the course pointer to the inbound leg and press VOR APR which
arms the system for automatic capture of the VOR. When cleared for
descent, select VS mode and use the collective beeper to set the desired
rate of descent as shown on the AL-300. VS, IAS and HDG illuminated
on AD1 mode annunciator.

c. use ine heading bug to maneuver to the intercept heading. At VOR

capture, the system will automatically switch from heading mode to

VOR APR CAP and track the inbound radial with automatic crosswind
correction. VS, IAS and APR illuminated on AD1 mode annunciator. The
ALT PRE mode may be used to set the MDA.

HOVER

35' AGL

The hover augmentation mode uses short term inertial velocity in both pitch
and roll axis to assist the pilot in hovering the aircraft. During hover, the
collective axis is used to maintain radio altitude while the pitch and roll axis
maintain acceleration rates as desired by the pilot. The yaw axis is used to
maintain heading.
Hover mode is selected by pressing the HOV button on the autopilot controller after both autopilots have been engaged. Engaging hover cancels the
SAS/ATT and flight director couple (CPL) lights. Pressing the COLL switch
after HOV is ON will cause the collective axis to come on line in the RAD
(radio altitude) mode. The pilot then uses the Fore/Aft collective beeper to
set the radio altitude reference height as displayed on the AL-300. The left/
right movement of the collective beeper will change heading. The cyclic
beeper is used to adjust the fore/aft and lefvright acceleration reference.

MODE ANNUNCIATION
AD1 Annunciators

MODE SELECTED

AD1
ANNUNCIATION

(MANUAL OR AUTO)
HDG

HDG

HDG

HDG, NAVARM
NAV CAP

NAV

NAV ARM ) LOC

NAVCAP

HDG, NAV ARM

NAV CAP

HDG
LOC

ILS ARM

HDG, NAV ARM

!LS ,A.aFJ
NAV CAP, ILS ARM

HDG

ILS ARM
ILS CAP
DCL ARM
DCL CAP
BC ARM
BC CAP
v o R APR ARM
VORAPRCAP

1
j

NAV CAP, ILS GS

DCL ARM
DCL CAP
HDG, NAV ARM
BC ARM
NAV CAP, BC CAP
VOR/RNAV

HDG, NAV ARM

VOR APR ARM
NAV CAP, VOR APR
CAP

ALT
ALT PRE ARM
ALT PRE CAP

ALT
ALT PRE ARM
ALT PRE CAP

VS

VS

IAS

IAS

GA

GA

HDG

LOC
LOC, GS
LOC APR GS DCL
HDG

NAV, APR
ALT

Vlll Failure Monitoring, Display and

Warning Logic
Autopilot/
Flight
Director Mode

Failure

Warning Display

Flight Director
Command
Response

Autopilot
Response

Vertical Gyro

"ATT" Flag on
AD1

Bars or Cue
BOV'

Autopilot
Disengages

Flight Director
Computer

"FD" Flag on
AD1

Modes Reset

Autopilot
Remains
Engaged

Vertical Gyro

"ATT" Flag on
AD1

Autopilot

Directional
Gyro

"HDG" Flag
on HSI

Roll Attitude
Level, Autopilot
Remains
Engaged

Directional
Gyro

"HDG" Flag
on HSI

Autopilot
Remains
Engaged

HSI

"HDG" Flag
on HSI

Eirsc!ion~!
Gyro

"!-!DC-"
Flag

HSI

"HDG" Flag
on HSI

Autopilot
Remains
Engaged
Autopilot
Remains
Engaged

NAV Deviation
(Before
Capture)

NAV Flag on
HSI and LOC
Flag on AD1
(If in LOC
Mode)

NAV Deviation
(After
Capture)

NAV Flag on
HSI and LOC
Flag on AD1
(If in LOC
Mode)

GS Deviation
(Before
Capture)

"GS" Flag on
AD1 and
"VERY Flag
on HSI

GS Deviation
(After
Capture)

"GS Flag on
AD1 and
"VERT" Flag
on HSI

ALT/IAS/VS/
DCEL

Air Data
Computer

Mode Reset

Mode Reset,
Pitch Command reverts
to Pitch
Hold Mode

Autopilot Remains Engaged

Autopilot
assumes 1lOkts
for gain calculations and system operation

ALT PRE

Air Data
Computer

ALT SEL
Mode reset

Flight Director
reverts to
Pitch Mode

Autopilot
Remains
Engaged

Any

Heading Hold
Pitch Hold
(No FD
Selected)

HDG

F!A'/!BC!'!O!?
APR

ILS

I
'BOV means "bias out of view."

Disengages

on HSI

Flight Director
remains in
HDG Mode

Autopilot
Remains in
Heading Mode

Autopilot
Remains
Engaged

Flight Director
remains in
ILS ARM

Autopilot
Remains
Engaged
Autopilot
Remains
Engaged

IX In-Flight Troubleshooting
The purpose of this section is to increase pilot awareness of certain conditions associated with suspected malfunctions in the flight control system.
Proper awareness will enable !he pilot to make writeups that convey the
necessary information to maintenance personnel. As a result, unnecessary
and expensive flight time to verify pilot squawks can be greatly reduced.
Please note that it is not the intent of this section to have the pilot troubleshoot the system down to the black box level. It is the intent that thefollowing paragraphs contain information required to enable the pilot to provide
a complete description of system problems.

CAUTION
THE FLIGHT CONTROL SYSTEM HAS BEEN DESIGNED TO EXHIBIT
AVERY HIGH DEGREE OF FUNCTIONAL INTEGRITY. NEVERTHELESS,
THE USER MUST RECOGNIZE THAT IT IS NOT PRACTICAL TO PROVIDE MONITORING AND/OR SELF-TEST FOR ALL CONCEIVABLE
SYSTEM FAILURES AND, HOWEVER UNLIKELY, IT IS POSSIBLE THAT
ERRONEOUS OPERATION COULD OCCUR WITHOUT A FAULT INDICATION. IT IS THE RESPONSlBDLlTY OF THE PiLOTTO DETECTSUCH
AN OCCURRENCE BY MEANS OF CROSS-CHECKS WITH REDUNDANT
OR CORRELATED INFORMATION AVAILABLE IN THE COCKPIT.

PILOT WRITEUP
The following paragraphs present general guidelines for making pilot writeups. As a guideline, the following two rules should always be adhered to:
1. Before making an entry, determine conditions under which the problem
exists.

2. When making an entry, always provide a complete description of the

problem along-with any fault codes that appear on the AL-300.
Rule 1 asks that various conditions of the system be considered prior to
maki ng a writeup. As an aid in determining these conditions, the following
tY Pe of questions should be answered.
Are any flags showing or fault annunciators illuminated?
(Obvious problems.)
Is problem in pitch, roll, collective or yaw axis or a combination thereof?
Is problem present in all modes or only under specific conditions such as:
-Gear up or down.
-Certain aircraft power configuration.
-Certain speed.
-Certain altitude.
-Two or more modes.
-Certain sequence in mode selection.
-Specific radio frequencies (NAV or COMM).
-When keying a transmitter.

-When weather radar is operating.

-Certain electrical configurations. (Are all circuit breakers in?).
Does the problem exist with both API and/or AP2?
Does the autopilot follow the commands as shown by the flight director
command cue and horizontal situation indicator lateral deviation bar?
Are the flight director commands flyable, both FD1 and FD2?
In radio modes are certain conditions, such as another aircraft in front of
LOC or GS transmitter (overflight disturbances), VOR beam scallops,
etc., present?
Rule 2 asks that an adequate description be provided when making a writeup. This description should define the problem (see following paragraphs)
and should always include the specific conditions under which the problem
exists, such as:
-Flags showing (which ones, if any).
-Mode or modes selected.
-The IAS present when problem occurs.
-The altitude present when problem occurs.
-Period and magnitude of any oscillations.
-Do any inputs fail to work (such as heading bug when in HDG mode).

NOTE
The preceding paragraphs are not intended to cover every possible system
problem. They should be used as guides in preparing a pilot writeup.

COMMONLY USED TERMS

Phrases or terms used in pilot writeups frequently may not be clearly understood by all persons concerned. The following table lists some of the most
common terms and provides the proper definition of each:

TERM
Autopilot overactive
Autopilot loose
Porpoising
Pumping

Stick bump

Stick buzz

DEFINITION
Controls continually moviqg in still air with small
command errors.
Autopilot doesn't null command bars satisfactorily
in most modes.
Low frequency oscillation in pitch axis. Typically
10-second period or longer.
Collective moves up or down or cyclic moves aft
and forward, usually with a low frequency.
Typically Ito 10-second period.
Controls give a q l ~ i c kmoderate movement,
usually with virtually no aircraft movement. Mostly
associated with autopilot engagement or during
mode changes.
With autopilot engaged, a high-frequency, small
movement of control can be felt without aircraft
movement.

TYPICAL PROBLEMS
Some of the more typical problems associated with flight control systems
are listed below. The listing assumes the autopilot is engaged and is broken
down into lateral mode problems, vertical mode problems, and problems
that are common to both vertical and lateral modes. Illustrations that show
the most common lateral and vertical mode problems are included. It should
be noted that the list of problems and the illustrations are not all-inclusive,
but are typical of the problems most often encountered.

LATERAL MODE PROBLEMS

MODE

PROBLEMS

HDG mode

a. Tails
b. Oscillates
c. Won't hold

NAV or VOR APR mode

Also Localizer portion of
ILS mode

a.
b.
c.
d.

Undershoots capture
Overshoots capture
Missed capture
Standoff

e. Oscillates
f. S-Turns
h. Wing rock

VERTICAL MODE PROBLEMS

MODE

PROBLEMS

Air data hold modes

(ALT, VS, IAS, DECL)

a. Oscillates
b. Porpoising
c. Won't hold reference

Altitude preselect
(ALT PRE)

a. Misses capture
b. Undershoots capture
c. Overshoots capture
d. Standoff

GS mode (vertical portion

of ILS mode)

a. Captures early
b. Standoff
c. Oscillates

PROBLEMS C O M M O N T O BOTH VERTICAL

AND LATERAL MODES
PROBLEM AREA

PROBLEMS

Mode Logic problems

a. Modes won't engage

b. Modes won't clear

Autopilot problems

a.
b.
c.
d.

Won't engage
Doesn't follow commands.
Stick bump
Stick buzz

LATERAL MODE CONDITIONS/PROBLEMS

COURSE CUT ANGLE

SUSTAINED OSCILLATION

f '.,

PERIOD
(TIME)

-MAGNITUDE

\,0-4p'
\

CAPTURE AND 'TRACK

DIVERGENT OSCILLATION

1
'
7
(TIME)

STANDOFF

*\ \

CONVERGENT OSCILLATION

p\...
/-

\
1

I-I

'\

PERIOD
(TIME)
MAGNITUDE AND
DIRECTION
(UPWIND,
DOWNWIND, CRAB
ANGLE, ETC)

'\,

LATERAL MODE CONDITIONSIPROBLEMS

UNDERSHOOT

OVERSHOOT

SLOW CAPTURE

MISSED CAPTURE

b.L.

VERTICAL MODE CONDITIONSIPROBLEMS

SUSTAINED OSCILLATION
(PORPOISING)

MISSED CAPTURE

MAGNITUDE

.//'\.

'..'

-/

(TIME)

CAPTURE AND TRACK

CAPTURE

I
TRrCK
I

STANDOFF
MAGNITUDE AND
DIRECTION (UPWIND,
DOWNWIND, CRAB
ANGLE, ETC)

I
/

/'

,/-

DIVERGENT OSCILLATION
PERIOD
(TIME)

CONVERGENT OSCILLATION

VERTICAL MODE CONDITIONS/PROBLEMS

UNDERSHOOT

MAGNITUDE

Ir

OVERSHOOT

,0'
I

'

/'

p,
\

'-

- MAGNITUDE