BendixKing KFC 500 User Manual

KFC 500
Pilot’s Guide
Bendix/King
®
Automatic Flight Control System
for the Model 430
006-08769-0000
June 15, 1999
Prior to export of this document, review for export license requirement is needed.
COPYRIGHT NOTICE
Copyright ©1996, 1999 Honeywell International Inc.
All rights reserved.
Reproduction of this publication or any portion thereof by any means without the express written permission of Honeywell International Inc. is prohibited. For further information contact the Manager, Technical Publications; Honeywell; One Technology Center; 23500 West 105th Street; Olathe, Kansas 66061. Telephone: (913) 712-0400.
Revision History
Revision History and Instructions Manual KFC 500 Pilot’s Guide Revision 1, June 1999 Part Number 006-08769-0000 This revision consists of the folowing: Add text further describing the operation of the push-buttons, the push-but-
ton annunciators, and the EFIS annunciators to the following pages - 8, 9, 20, 23, 25, 26, 27, 29, 30, 31, 42, 44, 46, 47, 49, 51, 52, 53, 54, 55, 57, 58, 59, 61, 62, 63, 65, 66, 67, 69, 70, 71
Administrative changes to the following pages - Front Cover, Inside of Front Cover, 1, 2, 25, 26, 27, 28, 29, 30, 31, 32, 33, Back Cover
Remove Yaw Trim - 18, 51 Revise Attitude and Heading Hold Roll Command Limit - 74
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Table of Contents
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Introduction ................................................................................3
Normal Operation
SCAS/Autopilot....................................................................5
SCAS/Autopilot Block Diagram............................................7
Basic SCAS/AP Operation...................................................8
SCAS/AP Remote Switches ................................................8
Force Trim/OFF ...................................................................8
AFCS GROUND TEST ........................................................8
SCAS & AP PWR/OFF ........................................................8
TEST/BRT/DIM (AFCS Lamp Test).....................................9
SCAS/AP Annunciators .....................................................10
Modes of Operation ...........................................................11
SCAS Mode.......................................................................11
AP Mode............................................................................11
Lateral Command Control..................................................13
Pitch Command Control.....................................................14
SCAS/Autopilot Disconnect ...............................................15
Force Trim Release (FTR).................................................15
Yaw Force Trim Release ...................................................15
Flight Director.........................................................................17
SCAS/Autopilot/Flight Director Block Diagram ..................19
SCAS/AP Operation (Flight Director Installed) ..................20
Yaw Force Trim Release.............................................20
Flight Director Operation....................................................21
Modes of Operation.....................................................21
Pitch Attitude & Roll Attitude Hold (FD).......................22
Lateral Command Control ...........................................23
Vertical Command Control ..........................................24
Force Trim Release (FTR)...........................................25
Flight Director Off ........................................................26
Go Around...................................................................26
Autopilot/Flight Director Mode Annunciation ...............26
KMS 540 Flight Director Mode Selection...........................27
Heading Select (HDG).................................................27
Bank Angle Limit (BL)..................................................27
Navigation Mode (NAV)...............................................28
Approach Mode (APR) ................................................28
Autolevel Mode............................................................30
Altitude Select (ALT SEL)............................................30
Altitude Hold (ALT)......................................................31
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Introduction
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The KFC 500 Automatic Flight Control System is available in two configurations for the Bell 430. There is a basic three axis SCAS/Autopilot system and a three axis SCAS/Autopilot with Flight Director.
The KFC 500 SCAS/Autopilot with Flight Director is integrated with the KAD 480 Central Air Data System and the electronic flight instrument system to enhance user-friendliness as well as system annunciation.
This system combines complete sta­bility augmentation, autopilot, and optional flight director computation functions in a single computer. Its digital flight computer and integrated architecture enable the KFC 500 to determine helicopter control require­ments sooner, and to execute them with greater smoothness and accu­racy than previous generation sys­tems.
Digital, solid-state design throughout the Flight Control System provides maximum reliability while economiz­ing on system weight and required installation space.
The KFC 500 is designed to optimize passenger and flight crew comfort, while still providing accurate control response in any flight situation.
Whenever possible, autopilot induced aircraft motions border on the lower limits of human perceptibil­ity, ensuring exceptionally smooth flight. The Flight Control System’s maximum command values were tai­lored for the Bell 430 during the air­craft certification process.
Internal safety monitors and auto­matic self-test functions keep con­stant track of the KFC 500’s status, and provide signals for automatic shutdown of impaired control axes or flight director functions if available. When the KFC 500 de-couples a SCAS/autopilot axis it both engages the affected servo brake and shuts off motor drive power, providing dual layers of protection against servo over-control.
In addition to reliability and light weight, the KFC 500 is designed to be easily maintained in the field. Self­contained diagnostic tests assist trouble-shooting done by mainte­nance personnel at Honeywell fac­tory approved service centers. The Built-In-Test functions enable a tech­nician to trace faults. Qualified Honeywell service centers around the world are ready to provide assis­tance whenever necessary.
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Table of Contents
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Normal Operation (Continued)
Indicated Airspeed Hold (IAS) .....................................29
Overspeed Protection..................................................30
Vertical Speed Hold (VS).............................................30
Flight Control System Components ...................................31
KSA 572 Trim Actuator................................................31
Force Trim and AP Trim ..............................................32
KSM 575 Linear Actuator Assembly............................32
KCP 520 Flight Computer............................................33
AFCS Sensors ...................................................................33
KVG 350 Attitude Gyro ................................................33
KCS 305 Slaved Compass System .............................33
KRG 333 Rate/Acceleration Sensor ............................34
Control Position Transducer ........................................34
KAD 480 Air Data System ...........................................34
KDC 481T Air Data Computer...............................34
KAV 485 Altitude/Vertical Speed Indicator............35
Emergency Procedures/Limitations............................................39
Preflight Procedures.....................................................................41
Operational Examples ..................................................................43
Performance Specifications.........................................................69
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KFC 500
SCAS/Autopilot
Normal Operation
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4
Introduction
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Important:
This Pilot’s Guide provides a general description of the various operational characteristics of the KFC 500 Flight Control System. However, operation of the system should not be attempted without first reviewing the applicable Transport Canada and/or Federal Aviation Administration Approved Rotorcraft Flight Manual for complete system familiarization and operating limitations.
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Normal Operation
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ı
AP
SCAS
KRG 333 Rate/Acceleration Sensor
KCP 520 Flight Computer
KMS 541
Mode Selector
KCS 305 Compass #2
Trim Actuator
Linear Actuator
Control Position
Synchro
Cyclic
Switches
PITCH
ROLL
YAW
Collective
Switches
KVG 350 VG #2
IIDS
Control Position
Synchro
Control Position
Synchro
Collective Control Position Synchro
Trim Actuator
Linear Actuator
Trim Actuator
Linear Actuator
SCAS/AP Remote Switches
MANCWAUTO
CCW
-
+
KSG 105
1
D
I
R
E
C
T
I
O
N
O
F
F
L
I
G
H
T
AFCS
GROUND
TEST
SCAS & AP PWR
OFF
FORCE
TRIM
OFF
AP ON
SCAS ON
RADIO
ICS
FOOT
SW
RADIO
ICS
FOOT
SW
Basic KFC 500 SCAS/Autopilot System Block Diagram
ı
K
C
P 5
2
0
Normal Operation
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Normal Operation
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AFCS GROUND TEST
This momentary switch is used to ini­tiate the SCAS/AP System preflight test, if desired, after the initial test that occurs at system power up. Preflight test must be run prior to attempting system engagement.
SCAS/AP engagement will be disal­lowed in any axis that has not suc­cessfully passed preflight test. The system will allow engagement and use of any available axis (roll, pitch, and/or yaw) that has passed.
SCAS & AP PWR/OFF
Depressing the SCAS & AP PWR/OFF switch will turn power on or off to the SCAS/AP system. Power is available to the system when the OFF annunciation is not illuminated.
Basic SCAS/AP Operation
This section provides the Normal Operating Procedures for the basic SCAS/AP version of the KFC 500 System.
SCAS/AP Remote Switches
There are three remote switches for the system. They are located in the pedestal, one just above, and two to the right of the AFCS Mode Select Panel.
Force Trim/OFF
Depressing the FORCE TRIM/OFF switch will turn power on or off to the Force Trim system. Power is avail­able and the system is on when the OFF annunciation is not illuminated.
RADIO
ICS
FOOT
SW
RADIO
ICS
FOOT
SW
FORCE
TRIM
OFF
AP ON
SCAS ON
FORCE
TRIM
OFF
AFCS
GROUND
TEST
SCAS &
AP PWR
OFF
SCAS &
AP PWR
FORCE
TRIM
TEST/BRT/DIM (AFCS LAMP TEST)
Moving the TEST/BRT/DIM Switch, located on the overhead panel below the Emergency Bus 1 Breakers, to the test position will invoke an AFCS test function that will turn on the annunciators in the KMS 541 Mode Select Panel. These annunciations shall remain on as long as the switch is held in test position up to a maxi­mum of 15 seconds. This lamp test function can be invoked any time desired by the pilot and has no effect on mode operation. An automatic lamp test function is performed upon power up of the Mode Select Panel and will turn on all MSP annuncia­tors for approximately 2 seconds immediately after power is applied. These annunciators may also be turned on by a special test bit from the FCC during part of its preflight testing. See Bell Helicopter 430 Flight Manual for other functions activated by this switch in the test position.
TEST
DIM
B R T
Normal Operation
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Normal Operation
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Modes of Operation
The KMS 541 Mode Select Panel provides control and annunciation of the KFC 500’s SCAS and AP (atti­tude retention) modes. To activate the SCAS or AP modes using the Mode Select Panel, press the desired push-button. The corre­sponding mode lamp will illuminate above the switch. Alternatively, to deactivate the SCAS or AP mode when activated, depress the respec­tive push-button and then release (The AP mode reverts to SCAS when deselected).
There is a remote repeater annunci­ator located above the mode selec­tor panel. This annunciator will mimic the annunciators located above the mode switches on the Mode Select Panel. The brightness of the annun­ciator lamps on the mode controller is adjusted automatically by a photo­cell located on the face of the unit. The button nomenclature back light­ing is controlled by the pedestal dim­mer control on the overhead panel.
SCAS Mode
Depressing the SCAS button on the Mode Select Panel will activate the stability augmentation mode. The annunciator above the switch on the MSP and above the MSP on sepa­rate panel will illuminate to verify that the flight computer has recognized the button push.
The SCAS (Stability Control Augmentation System) mode pro­vides rate damping. It may be referred to as a damper system that is stabilizing the helicopter against outside disturbances and thereby is augmenting the pilot effort. The SCAS mode is designed so that pilot control inputs which cause helicopter attitude changes are not significantly counteracted by the stability aug­mentation system. Only helicopter motions caused by outside distur­bances are counteracted. Some amount of SCAS counteraction is designed into the system for better pilot feel in the Bell 430.
AP Mode
The autopilot (AP) push-button engages the pitch, roll, and yaw axes and provides trim follow-up for those axes. Depressing the AP but­ton on the Mode Select Panel will activate this mode. The annunciator above the switch on the MSP and above the MSP on separate panel will illuminate to verify that the flight computer has recognized the button push. The Force Trim system must be on for this mode to operate.
SCAS/AP Annunciators
There are nine annunciators for the system available on the IIDS (Integrated Instrument Display System), AFCS DISC (red), 1 SCAS and SCAS 2 (yellow), 1 AP and AP 2 (yellow), AFCS PIT (yellow), AFCS ROL (yellow), AFCS YAW (yellow), and AUTOTRIM (yellow). The SCAS (1)/(2) and AP (1)/(2) failure annunci­ators will be illuminated any time prior to preflight test being per­formed, after a major system failure has been detected or if SCAS/AP PWR is OFF. Single axis failures will not cause the SCAS (yellow) or AP (yellow) annunciation’s to light on the selected system. You will get an axis failure only (i.e. AFCS PIT). A roll or pitch axis failure indicates that con­trol of that axis has been lost. A yaw axis failure indication means that yaw axis or trim follow up in yaw axis
is lost. If it is only a yaw trim axis failure the annunciator will extinguish if SCAS engaged. An Autotrim fail­ure indication means that roll or pitch trim has failed and more attention will need to be given to see that the system is kept within the control authority of the main servo by using the FTR switch to keep the system working within its control range. The non-selected system will annunciate AP and SCAS Fail annunciation for single axis failures in roll, pitch and/or Rate Gyro failure. The non­selected system will annunciate AP Fail for pitch and roll trim axis failure and / or when vertical acceleration is invalid or Vertical Gyro is invalid after normal power up delay. If this side is selected then the annuncia­tion will display the single or multiple axis failures applicable and clear the AP and / or SCAS Fail annunciation if any axis is available for use.
ı
AP
SCAS
KMS 541 SCAS/AP Mode Select Panel
AFCS
GROUND
TEST
SCAS &
AP PWR
OFF
SCAS
SCAS ON
Normal Operation
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Normal Operation
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Lateral Command Control
Activated by the Cyclic Beep Trim (CBT) switch when the AP mode is on, Lateral Command Control modi­fies the autopilot’s reference roll atti­tude. When Lateral Command Control is used, the aircraft will be commanded to follow the pilot’s or copilot’s input to roll left or roll right. If the switch is given a discrete push the first click will yield 6° of bank and 1° per click thereafter. If the switch is pressed continuously the system will command a constant roll rate until the beep trim switch is released.
Upon release of the CBT switch, the autopilot will command the aircraft to maintain the existing roll attitude. Roll attitudes of less than six degrees of bank will cause the autopilot to revert to commands for roll-level with heading hold.
Autopilot mode will provide com­mands to maintain the current pitch attitude and heading. If the roll atti­tude is not level upon AP engage­ment, the autopilot will command a level attitude and maintain the head­ing at the time the aircraft rolls level.
Desired roll and pitch attitudes may be selected by several methods. Adjusting the helicopter’s attitude manually may be accomplished by pressing the Force Trim Release (FTR) switch (on the cyclic) to the first detent while moving the cyclic (and the helicopter to the desired attitude). Upon release of the FTR, the autopilot will provide commands to maintain the target pitch and roll attitude if greater than 6°. If the roll attitude is less than 6° the system will return to roll level and hold the existing heading. The pilot may man­ually fly the aircraft to a new attitude, press and release the FTR switch, and release the cyclic (Fly Through mode). When the system senses pilot fly through (detents made in force feel springs) the system will
revert to SCAS. The system will return to AP (attitude hold) after the FTR switch is released. The system will hold the existing pitch attitude reference existing at the time of
release and will return to roll level/heading hold. The pilot may momentarily fly the aircraft manually at any time. After release of the cyclic the autopilot will return to atti­tude hold (AP annunciated), and fly the aircraft back to the attitude exist­ing at the time that the pilot inter­vened. Alternatively, attitude hold commands may be modified by mov­ing the Cyclic mounted Beep Trim (CBT) switch in the appropriate directions.
The yaw axis augments rotorcraft stability by opposing uncommanded yaw motion and providing ball cen­tering. Loss of #1 hydraulic system automatically disconnects the flight control system from the yaw axis. In case of #1 hydraulic power loss, con­sult the Rotorcraft Flight Manual for the procedures specified for AFCS yaw axis operation.
AFCS DISC
CYCLIC GRIP SWITCHES
CBT
FTR
AP
AP ON
Normal Operation
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Normal Operation
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Activating Discrete or Continuous Lateral Command has the following effect upon the command reference for autopilot operation:
SCAS/Autopilot Disconnect
The cyclic mounted AFCS DISC switch when pushed disconnects AP and/or SCAS mode if engaged. This switch provides the pilot or copilot a quick and easy means to disconnect either of these two control coupled modes.
Force Trim Release (FTR)
The FTR switch is a double detent switch. Actuation to the first detent allows the pitch and roll clutches to release for free cyclic movement. Depressing through the second detent releases the yaw clutch in addition to the pitch and roll, allowing free cyclic and anti-torque pedal
movement.Pushing and releasing the FTR switch when the autopilot mode is on (attitude hold), causes the system to synchronize its refer­ence attitude with the present heli­copter attitude.
When the FTR switch is pressed, the AFCS will revert to SCAS (when AP is engaged) and the trim servo mag­netic clutches release eliminating the artificial feel system and allowing the pilot or copilot free movement of the cyclic. When the switch is released the AP and trim clutch re­engages. The Force Trim System must be on for the AP mode to oper­ate.
Yaw Force Trim Release
A collective mounted Yaw Force Trim Release is provided. If the Force Trim System is on, depressing this switch releases the yaw clutch (AFCS yaw axis will revert to SCAS if engaged), allowing free anti-torque pedal movement. The AFCS will annunciate SCAS under this condi­tion until the yaw force trim release is released.
Pitch Command Control
Using the same cyclic beep switch as mentioned in the previous para­graph, the autopilot’s reference pitch attitude can be modified by moving the pitch command switch fore or aft. Moving the switch forward adjusts the helicopter’s pitch attitude down­ward, while moving it aft adjusts the attitude upward.
Activating Discrete or Continuous Pitch Command has the following effect upon the command reference for autopilot operation:
Autopilot Lateral Command Values
Discrete Command System Response
Roll Attitude First Click=6°, Subsequent=1° per click
Continuous Command
Roll Attitude Constant Roll Rate
Autopilot Pitch Command Values
Discrete Command System Response
Pitch Attitude 0.5° per click
Continuous Command
Pitch Attitude Maintains constant. acceleration profile
until release
CBT
AFCS DISC
FTR
YAW FORCE TRIM RELEASE
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KFC 500
Flight Director
Normal Operation
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Normal Operation
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Normal Operation
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1
K
D
C
4
8
1
0
2
3
4
5
6
7
8
9
ALT
VS ALT
1000 FT/MIN
VS
2
3
21
1
.5
.5
0
UP DN
IN HG HPa
DEN ALT
SEL
VS
1,160
30.08 1,700
1
ENG SEL
ı
BARO
U
P
S
H
E
T
S
T
SEL
U
P
L
L
V
S
3
ALT
ALERT
ı
APRHDG
ALT
BL
IAS
AP
FD
NAV
VS
SCAS
KCP 520
AFCS
Computer
KMS 540
Mode Selector
Trim Actuator
Linear Actuator
Control Position
Synchro
Cyclic
Switches
PITCH
ROLL
YAW
Collective
Switches
IIDS
Control Position
Synchro
Control Position
Synchro
Collective Control Position Synchro
Trim Actuator
Linear Actuator
Trim Actuator
Linear Actuator
Display System
Navigation
Receivers
SCAS/AP Remote Switches
KRG 333 Rate/Acceleration Sensor
KCS 305 Compass #2
KVG 350 VG #2
MANCWAUTO
CCW
-
+
K
S
G
1
0
5
1
KDC 481T Air Data Computer
KAV 485
Altimeter/
VSI
D
I
R
E
C
T
I
O
N
O
F F
LIGH
T
RADIO
RADIO
ICS
FOOT
SW
RADIO
ICS
FOOT
SW
PIC
R
FORCE
TRIM
OFF
AP ON
SCAS ON
AFCS
GROUND
TEST
SCAS &
AP PWR
OFF
EFIS PWR
PL1
OFF
OFF
EFIS PWR
CPL1
KFC 500 SCAS/Autopilot/Flight Director System Block Diagram
ı
KCP 520
Yaw Force Trim Release
A collective mounted Yaw Force Trim Release is provided. If the Force Trim System is on, depressing this switch releases the yaw clutch (AFCS yaw axis will revert to SCAS if engaged), allowing free anti-torque pedal movement. In flight director equipped aircraft, if the autopilot is engaged, upon release of the switch the autopilot will command ball cen­tered flight.
Normal Operation
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Normal Operation
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Flight Director Operation
Modes of Operation
The KMS 540 Mode Select Panel provides control and annunciation of the KFC 500’s Flight Director modes as well as the Autopilot and SCAS modes. The Autopilot and SCAS modes operate the same as previ­ously described in the SCAS/Autopilot section. To activate flight director modes using the Mode Select Panel, press and release the desired button. The corresponding mode lamp above the push-button will illuminate and the mode annunci-
The following section provides an explanation of the normal operating proce­dures for the flight director functions of the KFC 500 SCAS/AP System when equipped with Flight Director. SCAS/AP operation is identical to that of the basic SCAS/AP System, described in the proceeding section, with the follow­ing exceptions.
SCAS/AP Operation (Flight Director installed)
When the Flight Director is included in the system a central air data sys­tem is also installed. The air data system allows the AFCS to provide additional functionality in the yaw axis plus improved performance with airspeed gain scheduling. The yaw axis, as described in the previous section, augments rotorcraft stability by opposing uncommanded yaw motion (rate damping - keeps nose from moving) and ball centering. With an air data system installed, the yaw axis also provides turn coor­dination and yaw trim (using lateral acceleration). Lateral acceleration is used by the system to provide the described functionality anytime that the acceleration sensor is valid, the AFCS is receiving valid airspeed information from the air data, and the aircraft is flying at an indicated air­speed greater than 50 knots. When the aircraft is flying below 50 KIAS, lateral acceleration is inhibited. During this time the AFCS yaw axis will provide yaw rate damping only.
ı
APRHDG
ALT
BL
IAS
AP
FD
NAV
VS
SCAS
KMS 540 Flight Director Mode Select Panel
ation on the Electronic Attitude Indicator (EADI) will appear. Alternatively, to deactivate a flight director mode when activated, depress and release the respective push-button. The illumination level of the annunciator lamps on the mode selector is adjusted automatically by a photocell located on the face of the unit. The button nomenclature back lighting is controlled by the pedestal dimmer control on the overhead panel.
AFCS
GROUND
TEST
SCAS & AP PWR
OFF
EFIS PWR
PL1
OFF
EFIS PWR
CPL1
OFF
YAW FORCE TRIM RELEASE
Normal Operation
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Normal Operation
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If the Bell 430 is equipped with copi­lot EFIS, a Pilot in Command (PIC) switch will be located above the KMS 540 Mode Select Panel. This switch determines which pilot is in control of the KFC 500 flight director. L (left) or R (right) will be lit depending on which position the switch is in.The KFC 500 will engage in only one hor­izontal and one vertical tracking mode at a time. Flight Director armed modes do not conflict with active (capture or track) modes. For exam­ple, selecting a new course in the NAV ARM mode, or a new altitude in Altitude Select, does not affect active tracking modes such as Heading or Vertical Speed Hold. It is often useful to engage a separate mode to pro­vide flight guidance to the capture point for a course or altitude pre­selected in an Arm mode. The Flight Director System will transition auto­matically to capture the armed mode, canceling the previous selected mode. Examples of this operation are described in the Operational Examples section of this Pilot’s Guide.
To cancel a flight director mode engaged in either capture or tracking operations, either select an alternate tracking mode or press and release the engaged mode’s push-button on the mode select panel. The latter method also cancels modes while in their Arm phases. Go Around is an exception. The collective mounted
push-button provides the engage function only. To disconnect Go Around select another pitch mode.
The Flight Director provides the basic modes - Roll Attitude level/Heading Hold and Pitch Attitude Hold. These default modes provide basic flight stability and serve as safety backups in the event that the flight director cancels an active mode due to loss of a required navigation signal or sensor failure. Engaging the KFC 500 in any track­ing mode automatically cancels the corresponding default mode for that particular axis.
Pitch Attitude Hold & Roll Attitude Hold (FD)
In the absence of any other selected Flight Director modes, the system will provide commands to maintain current pitch attitude and establish a level roll attitude. When roll attitude approaches six degrees or less bank angle, the flight director will provide commands to maintain constant heading.
Desired roll and pitch attitudes may be selected by several methods. If the Flight Director is coupled to the autopilot (AP ON), the helicopter’s attitude may be manually adjusted by pressing the Force Trim Release (FTR) switch to the first detent while moving the cyclic (and helicopter) to the desired attitude. Upon release of
the FTR switch, the Flight Director will provide commands to maintain the new target Pitch and Roll attitude (or Heading). Alternatively, Attitude Hold commands may be modified by moving the cyclic mounted Cyclic Beep Trim (CBT) switch in the appropriate directions
If a target roll attitude of six degrees or less is selected, the Flight Director will provide commands to maintain the helicopter’s current heading.
Selecting any horizontal or vertical tracking mode cancels Roll Attitude/Heading Hold or Pitch Attitude Hold, respectively. Either mode may be used in conjunction with any Arm mode to provide flight guidance for course or altitude inter­cepts. Pressing the FD switch with­out any FD modes engaged will engage the basic default modes. Pressing FD when any modes are engaged will disengage all Flight Director modes. Pressing FD when AP engaged will disconnect all FD modes and revert to basic AP Attitude Hold modes.
Lateral Command Control
Activated by the Cyclic Beep Trim (CBT) switch when the Flight Director is on, Lateral Command Control modifies the system’s refer­ence attitude during operations in Roll Attitude Hold. Operating Lateral Command Control does not affect Capture/Track in Navigation (NAV) mode or Capture/Track in Approach (APR) mode. To operate Lateral Command Control with Navigation or Approach mode in track, the mode
must first be deselected by pushing the button on the Mode Select Panel. When the system mode is roll level or bank angle hold (FD and/or AP) and the Lateral Command Control is used, the aircraft will be commanded to follow the pilot’s input to roll left or right. If the switch is held continu­ously the system will command a constant roll rate until the beep trim switch is released. If the switch is pushed discretely, the first push will yield 6° of bank and 1° of bank for each additional push or click.
Upon release of the CBT switch, the flight director will command the air­craft to maintain the existing roll atti­tude. Roll attitudes of less than six degrees of bank will cause the Flight Director to revert to commands for roll-level flight with heading hold.
The heading bug on the EHSI may be slewed to a new heading using the CBT switch. With heading select (HDG) mode engaged, move the CBT switch to the left or right to re­position the heading bug.
FD
AFCS DISC
FD OFF
CYCLIC GRIP SWITCHES
CBT
FTR
PIC
L R
Normal Operation
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Normal Operation
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Activating Discrete or Continuous Lateral Command has the following effect upon command values in flight director operations:
Vertical Command Control
Using the same cyclic switch as mentioned in the previous para­graph, vertical commands can be modified by moving the CBT switch fore or aft. Operation of the Vertical Command Control depends on the flight director mode engaged. Moving the switch forward adjusts the helicopter’s pitch attitude down­ward, while moving it aft (rearward) adjusts the attitude upward. Activating Vertical Command has the following effect on flight director verti­cal modes: has no effect on ALT ARM (altitude preselect arm), ALTC (altitude capture), GS (glideslope), GA (go around), overspeed protec­tion (nose down or “increasing air­speed”), and autolevel. To use Vertical Command Control when these modes are engaged, first des­elect the mode. Vertical Command will trim or modify the reference for PIT (pitch attitude hold), ALT (alti-
Force Trim Release (FTR)
When the Flight Director is active, and coupled to the autopilot (AP ON), the Force Trim Release switch allows the crew to synchronize flight director commands in pitch and roll to the actual helicopter position. When the selected mode for flight director is pitch attitude hold, altitude hold, airspeed hold, vertical speed hold, roll level/heading hold, or roll attitude hold, pushing FTR will cause a new flight director reference to be established upon release of the switch. All commands will then be directed to hold this new reference. If the AFCS is in APR mode and GS track, pressing the FTR will have no effect. If the AFCS has reverted to overspeed protection mode, the FTR switch is pushed and held, and the pilot manually reduces airspeed to a
value below VNE, upon FTR release the system will revert to the previ­ously engaged pitch mode. Pressing the FTR switch will have no effect on ALT ARM, ALT capture, Go Around, Autolevel, HDG select, NAV or APR modes including GS. Upon release of the FTR switch, the flight director will provide commands to return to the above modes.
Flight Director Lateral Command Values
Discrete Command System Response
Roll Attitude Hold First Click=6°, Subsequent=1° per click Heading Select 1° Heading Bug novement per click
Continuous Command
Roll Attitude Hold Constant Roll Rate Heading Select 16° Heading Bug movement per second
Flight Director Vertical Command Values
Discrete Command System Response
Pitch Attitude 0.5° per click Altitude Hold 10 feet per click Indicated Airspeed Hold 1 Knot per Click Vertical Speed Hold 100 feet per minute per click
Continuous Command
Pitch Attitude Maintains constant. acceleration profile
until release Altitude Hold 50 feet per second until release Indicated Airspeed Hold 5 knots per second until release Vertical Speed Hold 300 feet per minute per second until
release
tude hold), VS (vertical speed hold), IAS (indicated airspeed hold) and overspeed protection (nose up or “decreasing airspeed”). Attitude Hold, Altitude Hold, Indicated Airspeed Hold, and Vertical Speed Hold will remain coupled throughout Vertical Command (CBT) operation.
Activating Discrete or Continuous Vertical Command Control has the following effect upon command values in flight director operations:
CBT
FTR
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Flight Director Off
When the Flight Director Off (FD OFF) switch on the cyclic is momen­tarily depressed, the flight director de-activates and the system reverts to roll level/heading hold and pitch attitude hold if the autopilot was pre­viously engaged. Subsequent activa­tion of the flight director modes may be accomplished by depressing the appropriate Mode Select Panel push buttons or by arming altitude select or engaging vertical speed hold from the Altitude/Vertical Speed Indicator.
Go Around
Pressing the GO AROUND push button on the collective switch box activates the Go Around mode in which the flight director commands a 750 feet per minute climb and a roll level attitude. Any horizontal tracking mode may be subsequently re­engaged without canceling the Go Around mode.
Go Around mode can only be can­celed by selecting another vertical mode (i.e. ALT, IAS, or VS).
Heading Select (HDG)
Depressing the HDG push-button on the mode select panel activates Heading Select mode. This mode will provide flight director commands to track the heading bug on the EHSI. The annunciator above the switch on the mode select panel illu­minates and “HDG” is displayed, in green, on the EADI when the head­ing select mode is activated.
Activating heading select cancels any other lateral tracking mode. If the heading select mode is active, depressing the HDG push-button will deactivate the mode and revert the flight director back to the default mode of roll level and heading hold. Upon manual deactivation, the annunciator lamp above the HDG push-button and the green HDG annunciation on the EADI will flash for five seconds. This flash sequence will terminate upon reacti­vation of HDG or another lateral mode. Continuous flashing of the annunciator lamp above the push­button and the flashing of and changing color from green to yellow of the HDG annunciation on the EADI indicates loss of a sensor required to hold the selected head­ing (e.g. invalid magnetic heading, invalid selected heading from EHSI). The annunciations will continue flashing until the HDG push-button is activated (pilot acknowledgment of
mode loss) or another lateral mode is selected.
Bank Angle Limit (BL)
The Bank Angle Limit mode allows the maximum commanded bank angle to be selected by the pilot. The default value, 20°, is obtained at power-up. The pilot may select 15°, 10°, 25° and then 20° again by pressing the BL button until the desired maximum bank is achieved. The selected maximum bank angle is annunciated on the EADI as BL15, BL10, or BL25. The default value of 20° is not annunciated. In the approach phases of flight, bank angle limiting is disabled to provide optimized approach guidance by the flight director. All approach captures are made with a maximum bank angle of 20°. If lesser bank angles are desired, the pilot may use the heading select mode (move the heading bug slowly) to capture the localizer and then depress the APR push-button to activate Approach mode when tracking inbound on the appropriate course.
When the flight director is coupled to a long range navigation sensor like a navigation management system (NMS), GPS, etc. (i.e. GNS-X, KLN
90) that has a composite steering output, the long range navigation sensor has complete control of bank
Autopilot/Flight Director Mode Annunciation
AP
HDG IASNAV ALT
120 KT
20 20
BL25 GS
FD
1. Bank Angle Limit
2.Autopilot Engaged Annunciator
3. Armed Lateral Mode
4. Active Lateral Mode
5. Command Reference Value
6. Active Vertical Mode
7. Armed Vertical Mode
8. Flight Director Flag
KMS 540 Flight Director Mode Selection
HDG
FD OFF
GO AROUND
1
32 4 5 6 7
7
8
BL
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angles up to 25° unless a bank limit is selected. Bank limiting is allowed in this situation and can affect track­ing performance. If improved Long Range NAV tracking is desired, set the bank limit to the default value (20°).
Navigation Mode (NAV)
The NAV lamp illuminates and “NAV” is displayed on the EADI when the NAV mode is activated by depressing the NAV push-button on the KMS 540 Mode Select Panel. When the NAV mode is selected by the NAV push-button and course needle deflection is greater than 50% full scale needle deviation, the NAV ARM (NAV white on EADI) mode is activated and allows a com­patible lateral mode to be used to intercept the desired course or track. If the aircraft’s deviation from the selected course centerline is less than 50% full scale needle deviation, or if the rate of closure with the new course is sufficiently high, the flight director initiates the NAV capture (NAV green on EADI) sequence immediately. If the NAV mode is active, depressing the NAV push­button will deactivate the mode and revert the flight director back to the default mode of roll level and head­ing hold. Upon manual deactivation, the annunciator lamp above the NAV push-button and the green NAV annunciation on the EADI will flash
for five seconds. This flash sequence will terminate upon reacti­vation of NAV or another lateral mode.
Continuous flashing of the annunci­ator lamp above the push-button and the flashing of and changing color from green to yellow of the NAV annunciation on the EADI indicates loss of a sensor required to capture or track the selected navigation sen­sor (e.g. invalid navigation receiver, invalid selected course from EHSI). The annunciator continues to flash until the NAV push-button is pushed (pilot acknowledgment of mode loss) or another lateral mode is selected.
Approach Mode (APR)
The APR lamp illuminates and “APR” is displayed on the EADI when the APR mode is activated by depressing the APR push-button on the KMS 540 Mode Select Panel. When the APR mode is selected by the APR push-button and course needle deflection is greater than 50% full scale needle deviation, the APR ARM (APR white on EADI) mode is activated and allows a com­patible lateral mode to be used to intercept the desired course or track. If the aircraft’s deviation from the selected course centerline is less than 50% full scale needle deviation, or if the rate of closure with the new course is sufficiently high, the flight director initiates the APR capture
(APR green on EADI) sequence immediately. If the APR mode is active, depressing the APR push­button will deactivate the mode and revert the flight director back to the default mode of roll level and head­ing hold. Upon manual deactivation, the annunciator lamp above the APR push-button and the green APR annunciation on the EADI will flash for five seconds. This flash sequence will terminate upon reacti­vation of APR or another lateral mode.
The flight director may initiate turn commands before the course deviation indicator displays move­ment.
Selecting the Approach mode after the aircraft has already passed the point at which Approach Capture normally would begin may result ini­tially in course overshoot due to the flight director’s roll command limits.
The KFC 500 discriminates automat­ically between LOC, LOC back course, VOR, LNAV, and GPS sen­sor types. The KFC 500 uses the sensor type information to determine if BC (back course) is an appropriate mode; after that front course/back course selections are determined by the relative angle between the air­craft’s heading and the course selected on the EHSI. Intercept angles between 0° and 105° cause the KFC 500 to select front course (LOC is selected sensor on EHSI). Angles between 106° and 180° cause the flight director to command back course interception and track­ing (LOC selected sensor on EHSI).
It is essential that the course selector arrow on the EHSI dis­play always
be aligned with the ILS front course. When flying inbound on a Backcourse Approach, the selected course should be in the opposite direc­tion of the helicopter’s heading. Failure to align the course arrow properly will result in erroneous front/back course selection by the flight director.
The flight director automatically engages Glideslope Arm (GS white on EADI), Capture and Track (GS green on EADI) sequences during ILS front course approaches. The localizer must be captured in order for glideslope to ARM and then cou­ple. Glideslope coupling is inhibited during back course procedures.
Any horizontal tracking mode may be employed during Approach Arm phases and will cancel automatically upon initiation of Approach Capture and Track. Any vertical mode may be used prior to glideslope capture or track and will automatically cancel upon initiation of glideslope capture. Activation of Approach Capture will automatically incorporate the default maximum commanded bank angle, 20°, for optimum performance.
Continuous flashing of the annunci­ator lamp above the push-button and the flashing of and changing color from green to yellow of the APR (i.e. VOR source) or LOC/GS (i.e. ILS source) annunciation on the EADI indicates loss of a sensor required to capture or track the selected naviga­tion sensor (e.g. invalid navigation
NAV
APR
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Altitude Hold (ALT)
The light above the ALT push-button illuminates and “ALT” is displayed on the EADI in green when the Altitude Hold mode is activated by depress­ing the ALT push-button on the mode select panel or by automati­cally sequencing through Altitude Arm and Altitude Capture via the KAV 485. In the Altitude Hold mode, the flight director commands pitch attitudes for tracking of the helicopter altitude at the moment of mode selection. The system normally uses barometrically corrected altitude, but can use pressure altitude in the event barometric altitude is not avail­able. Altitude Hold mode also requires valid vertical acceleration from the KRG 333. Altitude Hold can be entered directly or in conjunction with the Altitude Select mode. Engaging Altitude Hold directly dur­ing a climb or descent will cause the aircraft to fly through the desired alti­tude and then return to the desired altitude from the other side. For this reason, the vertical speed should be limited to 500 fpm when this method of Altitude Hold engagement is used.
Selecting Altitude Hold after the Altitude Select mode has been engaged does not cancel Altitude Arm indication (white “ALT” on EADI). The flight director will com-
mand the aircraft to hold the altitude present at the moment of mode selection.
The commanded altitude hold refer­ence value is displayed on the EADI. This value may be modified by mov­ing the CBT switch forward (decrease reference altitude) or rear­ward (increase reference altitude).
The pilot may also press the FTR switch and manually fly the aircraft to a new altitude. The AFCS will hold the new altitude reference existing at the time of release of the FTR switch.
Continuous flashing of the annunci­ator lamp above the push-button and the flashing of and changing color from green to yellow of the ALT annunciation on the EADI indicates loss of a valid altitude signal from the air data computer or loss of valid ver­tical acceleration. The flashing con­tinues until the pilot pushes and releases the ALT push-button on the mode select panel (acknowledges loss of the mode) or selects another pitch mode. The ALT push-button on the mode select panel may be used to cancel the Altitude Hold mode at any time. Upon manual deactivation, the annunciator lamp above the ALT push-button and the green ALT annunciation on the EADI will flash for five seconds. This flash sequence will terminate upon reacti­vation of ALT or another pitch mode.
receiver, invalid selected course from EHSI). The flashing annunciation may be extinguished by pressing and releasing the APR push-button (pilot acknowledgment) on the mode select panel. If glideslope invalid occurs for approximately 30 seconds during glideslope arm the system will revert back to the previously engaged pitch mode. If glideslope invalid occurs for approximately 5 seconds during the capture or track phase the system will revert to pitch attitude hold.
Autolevel Mode
The KFC 500 incorporates a sub­mode called autolevel anytime the autopilot/flight director system is APR coupled on an ILS and the Radar Altimeter is valid. At approximately 100 feet AGL the system will initiate autolevel. The autopilot will discon­tinue GS (glideslope) track and auto­matically intercept and track approxi­mately 50 feet AGL from the radar altimeter. The system will hold this radar altitude until disconnected.
Note: The Autolevel Mode is approved for VFR operation only. If the runway is not in sight at the decision height use of the Autolevel Mode is not approved.
KAV 485 Altitude Select Altitude Select (ALT SEL)
The Altitude Select mode provides a method for selecting, capturing, and tracking another altitude. Altitude Select will automatically Arm after a change in the altitude select value.
“ALT” is annunciated in white on the EADI when the Altitude Select mode is armed. The selected altitude is dis­played in the KAV 485’s selected alti­tude window. ALT SEL requires use of PIT, VS, or IAS modes to be used to transition to the selected altitude. Upon reaching the altitude capture point, the selected vertical mode will cancel, the flight director will engage Altitude Capture and then Altitude Hold. Altitude Select must be deacti­vated to inhibit capture and tracking of the pre-selected altitude. If the value of selected altitude is changed while in altitude capture, the system reverts to pitch attitude hold mode. In the event of sustained invalid alti­tude, ALT SEL mode will deactivate. To disengage Altitude Select, press the SEL mode push-button on the KAV 485. Detailed operation of the KAV 485 is provided at the end of this section.
ALT
Selected
Altitude
Display
ı
0
9
1
ALT
ALT
8
7
30.08 1,700
1,160
6
5
ALT
SEL
2
3
4
ALERT
L
U
L
P
SEL
V
S
Normal Operation
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Normal Operation
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Indicated Airspeed Hold
The lamp above the IAS push-button illuminates when the airspeed hold mode is activated by depressing the IAS push-button on the mode select panel. Engaging the Indicated Airspeed Hold mode causes the flight director to command pitch atti­tudes to maintain the indicated air­speed current upon selection. The airspeed displayed on the pilot’s or copilot’s airspeed indicator may not exactly agree with the value being used by the AFCS. The airspeed ref­erence is provided by the KDC 481T central air data computer.
The commanded indicated airspeed reference value is displayed on the EADI. This value may be modified by moving the CBT switch forward (increase reference airspeed) or rearward (decrease reference air­speed).
The pilot may also press the FTR switch and manually fly the aircraft to a new airspeed. The AFCS will hold the new airspeed reference existing at the time of release of the FTR switch.
Continuous flashing of the annuncia­tor lamp above the push-button and the flashing of and changing color from green to yellow of the IAS annunciation on the EADI indicates loss of a valid air speed signal from the air data computer. Flashing con­tinues until the IAS push-button on
the mode selector is pushed and released (pilot acknowledgment or mode loss) or another vertical mode is selected. The IAS push-button may be used to deactivate the IAS mode at any time. Upon manual deactivation, the annunciator lamp above the IAS push-button and the green IAS annunciation on the EADI will flash for five seconds. This flash sequence will terminate upon reacti­vation of IAS or another pitch mode.
Overspeed Protection
As a safety feature, the flight director automatically reverts to Indicated Airspeed Hold and flashes the IAS annunciation (amber “IAS” on EADI) whenever the helicopter exceeds VNE or the rate of closure with VNE is excessive. The flight director will command pitch attitudes to reduce indicated airspeed to VNE and then resume the previous pitch mode. Overspeed protection is not provided in Altitude Hold or Altitude Capture Modes.
Vertical Speed Hold (VS)
Depressing the ENG push-button on the KAV 485 Altimeter/Vertical Speed Indicator or the VS button on the KMS 540 Mode Select Panel activates the vertical speed hold mode. In vertical speed mode the system commands pitch attitudes to maintain the vertical speed present at the time of engagement.
The reference vertical speed being flown is displayed on the EADI in the AFCS annunciation field and by the vertical speed bug on the KAV 485 Altitude/Vertical Speed Indicator. This vertical speed may be modified by using the CBT switch. Pushing the CBT switch forward slews the existing vertical speed reference towards zero or negative, and push­ing aft slews the value towards zero or positive.
The pilot may also press the FTR switch and manually fly the aircraft to a new vertical speed. The AFCS will hold the new vertical speed refer­ence existing at the time of release of the FTR switch.
A vertical speed may be pre­selected via the KAV 485 Altimeter/Vertical Speed Indicator. Pull out on the vertical speed select (SEL) knob to reposition the vertical speed bug and/or bring the bug into view if vertical speed mode is not already engaged. Rotate the small knob to make 100 fpm per click and the large knob to make 1000 fpm per click changes to the vertical speed. If a vertical speed is already pre­selected at the time of vertical speed mode engagement, the pre-selected value will be used immediately by the AFCS without further action by the pilot. If the mode is not already engaged press the ENG push-button on the altimeter/vertical speed indi­cator to engage the mode. Push the select (SEL) knob back in after the bug position has been modified.
Note: When the select (SEL) knob is pulled out the knobs modify the
position of the vertical speed bug. When the knob is pushed in the knobs modify the selected alti­tude shown in a digital window on the indicator.
Continuous flashing of the annunci­ator lamp above the push-button and the flashing of and changing color from green to yellow of the VS annunciation on the EADI indicates loss of a valid vertical speed signal from the air data computer or loss of valid vertical acceleration from the KRG 333 Rate/Acceleration Sensor. Flashing continues until the VS push-button on the mode select panel is pushed or another pitch mode is selected (pilot acknowledg­ment of mode loss). The VS push­button may be used to deactivate the VS mode at any time. Upon manual deactivation, the annunciator lamp above the VS push-button and the green VS annunciation on the EADI will flash for five seconds. This flash sequence will terminate upon reactivation of VS or another pitch mode.
KAV 485 Vertical Speed Select
VS
,
Vertical Speed Bug
IAS
.
IN HG HPa
UP
DN
S
H
U
P
BARO
T
T
E
S
.5
0
VS
.5
VS ALT
ENG SEL
1
VS
1000 FT/MIN
DEN ALT
2
21
SEL
3
3
L
U
L
P
SEL
V
S
Normal Operation
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Normal Operation
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KSA 572 Trim Actuator
The KFC 500 incorporates three trim actuators (one per axis) in parallel with the helicopter control linkage. The trim actuators provide the long­term control guidance by moving the control system to allow the linear actuators to center and thus main­tain control authority. The trim servo also houses the magnetic brake por­tion of the force trim system. The force trim system also contains a spring cartridge assembly, in each axis, which houses a spring and a sense switch. The spring provides positive feedback to the pilot or copi­lot proportional to the amount of con­trol movement. When the pilot or copilot moves the cyclic or antitorque pedals the detent (sense) switch will be activated. If the AP mode is engaged and the detent switch is activated the trim actuator drive is interrupted. If the pilot or copilot moves the cyclic (pitch and/or roll) through the detent/s the AFCS will revert automatically to SCAS (SCAS annunciator lit). If the pilot or copliot moves the anti-torque pedals through the detent the yaw axis will revert to SCAS operation, but the pitch and roll axes will remain in AP mode (SCAS annunciated on Mode Select Panel and on discrete annun­ciator). The pilot or copilot may man­ually fly the aircraft at any time using this method (Pilot Fly-Through Mode). Once the pilot or copilot is
ready to allow the autopilot to take over, the force trim switch may be pushed and the cyclic and anti­torque pedals (if applicable) posi­tioned as desired or release the stick and pedals and allow the autopilot to return to its original reference. At activation of the FTR switch, the cyclic and the pedals the spring car­tridge detent switches will release. The SCAS mode will automatically disengage (SCAS annunciator out) and the AP mode will re-engage (AP annunciator on). The AFCS will return to the appropriate reference for the mode engaged. The AFCS is designed with absolute attitude limits and rate limits. During fly through or other modes of operation , the air­craft attitude/rate must be less than + or - 45°/15° per second in roll and + or - 15°/10° per second in pitch and 15° per second in yaw for the AP mode to remain engaged. If these limits are exceeded the autopi­lot will automatically disconnect.
Force Trim and AP Trim
KSM 575 Linear Actuator Assembly
A KSM 575 Linear Actuator is installed in pitch, roll and yaw (anti­torque) axis of helicopter. The linear actuator is placed in series with the control rods to provide limited authority high speed damping of the helicopter. The linear actuator con­tains a position transducer for feed­back of actuator position to the Flight Computer.
KCP 520 Flight Computer
The KCP 520 Flight Computer pro­vides all of the command computa­tion for SCAS, autopilot and flight director. The KCP 520 houses four microprocessors. Two (redundant) Autopilot processors provide the autopilot control computations and autopilot/stability augmentation mode logic, a dedicated processor for Flight Director provides command computation and a dedicated Maintenance processor assists in diagnostics and maintenance. Inputs to the Flight Control Computer include control position feedback from the control position transduc­ers, and Attitude, Directional, and
Rate information from the vertical, directional and rate gyros and accel­eration from the acceleration sen­sors. The KCP 520 outputs servo drive to move the linear and trim actuators.
AFCS Sensors
KVG 350 Attitude Gyro
The KVG 350 Vertical Gyro provides attitude information to the EFIS and the KCP 520 Flight Computer. The attitude information received by the Flight Computer is used for computa­tions and system monitoring.
KCS 305 Slaved Compass System
The KCS 305 Slaved Compass System is comprised of the KSG 105 Directional Gyro, the KA 51B Slaving Accessory, and the KMT 112 Flux Valve. The slaved compass sys­tem provides magnetic heading infor­mation to the EFIS and the Flight Computer.The Free/Slave switch provides the pilot a means to manu­ally compensate for magnetic effects
POSITION SYNCHRO
CYCLIC
FORCE
GRADIENT
SPRING
DETENT SWITCH
INSIDE
TO
LINEAR
ACTUATOR
TRIM SERVO/
MAG BRAKE
MANCWAUTO
CCW
-
+
KSG 105
1
Flight Control System Components
(SCAS, Autopilot, and Flight Director)
ı
K
C
P
5
2
0
Normal Operation
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Normal Operation
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in the vicinity of the Flux Valve. The switch allows the pilot to select either Free or Slaved Magnetic Heading mode. The slew switch is also uti­lized for manually correcting heading information during flight operations at higher latitudes.
KRG 333 Rate/Acceleration Sensor
The KRG 333 is a three axis rate/two axis acceleration sensor that provides rate and acceleration inputs to the Flight Computer for command calculation and monitor­ing.
Control PositionTransducer
Each control axis (pitch, roll, yaw, and collective) has a control position transducer (synchro resolver) to feedback control position to the Flight Computer.
KAD 480 Air Data System
The KAD 480 Digital Air Data System is comprised of the KDC 481T Central Air Data Computer, the KAV 485 Altimeter/Vertical Speed Indicator, and a temperature probe.
KDC 481T Air Data Computer
The heart of the KAD 480 Air Data System, the KDC 481T Central Air Data Computer, processes pitot and static pressures and air temperature inputs, and supplies the processed information to the KCP 520 Flight Computer and the KAV 485 Altimeter/Vertical Speed Indicator. The KDC 481T uses a strap module which contains aircraft specific infor­mation required for overspeed pro­tection, etc. The Central Air Data Computer is also capable of supply­ing air data information to optional Navigation Management Systems.
KAV 485 Altitude/Vertical Speed Indicator
D
I
R
E
C
T
I
O
N
OF FLIGHT
0
2
3
4
5
6
7
8
9
ALT
VS ALT
1000 FT/MIN
VS
2
3
21
1
.5
.5
0
UP
DN
IN HG HPa
DEN ALT
SEL
VS
1,160
30.08 1,700
1
ENG SEL
ı
BARO
U
P
S
H
E
T
S
T
SEL
U
P
L
L
V
S
3
ALT
ALERT
1
2
3
4
5
6 7
8
9 10
11
12 13
1. Hg/HPa Pushbutton
2. Altimeter Flag
3. Altimeter Display
4. Barometric Pressure Setting
5. Vertical Speed Bug
6. Vertical Speed Flag
7. IVSI Diplay
8. Barometric Pressure Setting Selector/Test
9. Altitude Alert Annunciation
10. Selected Altitude/Density Altitude
11. Altitude/Vertical Speed Selector
12. Vertical Speed Engage Pushbutton
13. Altitude Select Engage Pushbutton
1
KDC 481
Normal Operation
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Altitude Select/Density Altitude ­Provides continuous display of alti­tudes selected for altitude alerting and flight director capture and track­ing, or momentary display of current density altitude derived by the cen­tral air data computer. Preselected altitudes are displayed in 100 foot increments.
The current density altitude displays for approximately 5 seconds at the end of the air data’s preflight test function. Pressing the PUSH BARO TEST push-button twice in rapid suc­cession summons the density alti­tude display at any time.
Altitude/Vertical Speed Preselect Control - Dual, concentric knobs
control altitude and vertical speed preselection. To preselect altitude, press the smaller knob to ensure it is in the inner position. Rotating the smaller knob adjusts the preselected altitude in 100 foot increments, with automatic roll-over to higher values. The outer knob adjusts altitude in 1000 foot increments.
Pulling the smaller knob to its outer position initializes the vertical speed bug (5), synchronizing it with the last vertical selected and references the control knob to vertical speed. The smaller knob adjusts selections in 100 fpm increments, with automatic roll-over. The larger knob adjusts selections in 1000 fpm increments.
Altitude Alert - Illuminates when the aircraft’s current altitude is within 300
- 1000 feet of the value specified in the altitude preselect display. Upon reaching the selected altitude, the ALERT annunciator lights again, briefly. An aural tone sounds upon illumination of the annunciator at 1,000 feet before and at 300 feet above or below the selected altitude.
Instantaneous Vertical Speed Indicator (IVSI) - Displays instanta-
neous vertical speed with 100 foot resolution for values less than 1000 fpm up or down; and 500 fpm resolu­tion for larger values to 3,500 fpm.
VS Flag - Appearance of the “VS” flag indicates an invalid IVSI display.
Vertical Speed Bug - Indicates pre­sent vertical speed selection. Concealed behind the shroud at the IVSI’s three o’clock position prior to activation; upon activation the bug moves to the vertical speed refer­ence. Vertical speed references may be selected with the KAV 485’s Altitude/Vertical Speed Preselect Control; alternatively, pressing the force trim (FTR) release push-button with the AFCS in the vertical speed (VS) mode synchronizes the bug with the aircraft’s current vertical speed. The CBT switch may also be used to change the reference in ver­tical speed mode. The VS bug will move respectively.
The KAV 485 Altitude/ Vertical Speed Indicator provides centralized display and control of some of the KFC 500’s most commonly used alti­tude and vertical speed functions. Display features include an electri­cally driven altimeter and instanta­neous vertical speed indicator (IVSI); altitude and vertical speed preselect; barometric correction; and an altitude alerter. Controls for altitude/vertical speed selection and barometric altimeter setting are included, along with mode selector keys for activat­ing the functions of the Vertical Speed and Altitude Select modes.
The KAV 485 Altitude /Vertical Speed Indicator includes a preflight/self-test function that ensures integrity of the display and command features. Illumination of the digital displays is adjusted auto­matically by a photocell integrated into the top right portion of the unit.
Display Features
A photocell is placed on the indicator bezel for automatic dimming of the digital displays.
Altimeter - Displays barometric alti­tude information derived by the KDC 481T Central Air Data Computer. The digital portion of the display pro­vides resolution to within 20 feet when the aircraft’s vertical speed is less than 1000 fpm; and to within 100 feet when the vertical speed is greater than 1000 fpm.
ALT Flag - The “ALT” Flag and digi­tal “FAIL” annunciation appear as necessary to indicate invalid altime­ter information.
Altimeter Setting - Displays the cur­rent barometric pressure setting. Units are displayed in either inches of mercury (IN HG) or hectoPacals (Hpa), as annunciated beneath the numeric display. The display units are changed by depressing the push-button (1) in the upper left cor­ner of the indicator.
Altimeter Setting Selector/Push­to-Test Control - Dual concentric
rotary knobs, with the smaller, inside knob also featuring push-button operation, control the barometric altimeter setting. The smaller, inner knob adjusts the single-hectoPascal or hundredths-inch portion of the dis­play with automatic roll-over to higher digits. The larger, outer knob adjusts the altimeter setting in tens­of hectoPascals or tenths-of-inches. It also features automatic roll-over.
Pressing the smaller knob activates the air data system’s self-test fea­ture, described in “Preflight Procedures” section of this docu­ment.
Inches of Mercury/hectoPascals Push-button - Depressing the push-
button alternates calibration of the altimeter setting display between inches of mercury (IN HG) and hectoPascals (Hpa), as annunciated.
KAV 485 Altitude/Vertical Speed Indicator
41
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SCAS/Autopilot
and
Flight Director
Emergency
Procedures/Limitations
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Normal Operation
40
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Vertical Speed Engage Pushbutton - Pressing the vertical
speed engage push-button (ENG) causes the flight director to com­mand the aircraft to climb or descend at the rate indicated by the vertical speed bug on the IVSI.
Note: If the VS bug is in view when VS is engaged, the preselected VS will be commanded. If the bug is not in view when VS is engaged, the helicopter’s current VS will be main­tained and the bug will come into view synchronized with the VS pointer.
Altitude Select Push-button ­When pressed, the altitude select push-button (SEL) engages the flight director’s Altitude Arm function in coordination with the digital altitude display in the KAV 485’s altitude pre­select window. If ALT ARM mode is active, pressing this switch will deac­tivate the mode.
43
KFC 500
SCAS/Autopilot
and
Flight Director
Preflight Procedures
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Emergency Procedures/Limitations
42
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Important:
This Pilot’s Guide provides a general description of the various operational characteristics of the KFC 500 Flight Control System. However, operation of the system should not be attempted without first reviewing the applicable Transport Canada and/or Federal Avaition Administration Approved Rotorcraft Flight Manual for complete system familiarization, Emergency Procedures and Operating Limitations.
Preflight Procedures
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Preflight Procedures
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Caution: The Autopilot (AP) moves the controls during pre­flight test on the ground or in the air, and the crew should be pre­pared for control/main and/or tail rotor movement.
Caution: Operation of the Autopilot (AP) on the ground may cause undesired main rotor or tail rotor control/movement.
The Bell 430 has preflight test sequences required in addition to the general procedures described here. See the Transport Canada and/or FAA approved Rotorcraft Flight Manual for particular details.
Autopilot Automatic Self Test
1. Activate power. When flags dis­apear alignment and self test is com­plete. When complete, the HDG and ATTITUDE flags displayed on the pilot’s displays will be eliminated.
2. Push SCAS & AP PWR switch (OFF extinguished).
AFCS preflight test will automatically start. The system will then annunci­ate AUTOTRIM (yellow) for mini- mum of 3 seconds at which time AFCS DISC (red) will start flashing and remain flashing unless cleared for rest of test. The above sequence
is then followed by SCAS and AP (yellow) on for minimum of 3 sec­onds followed by AFCS PIT, AFCS ROL and AFCS YAW (yellow) on for minimum of 3 seconds. At the end of the complete preflight test an aural alert will sound for approximately 2 seconds and all other annunciators for the selected system shall be extinguished if the selected system has passed. If “Attention Getter” is pressed after AFCS DISC (red) first starts flashing, it will be cleared but will turn on again at the end of pre­flight test. Press the “Attention Getter” to extinguish the flashing annunciation if desired. If the crew desires to reinitiate preflight test, for any reason after the initial automatic test cycle, lift guard, press the AFCS Ground Test switch located to the right of the AFCS Mode Select Panel in the pedestal. The AFCS will repeat the same test sequence as power up.
3. An aural tone sounds in the headsets only (no speaker) and the SCAS and AP annunciators are removed from IIDS upon successful completion of flight control preflight test. Press the attention getter to remove the flashing AFCS DISC from IIDS.
SCAS &
AP PWR
AFCS
GROUND
TEST
Air Data System Self Test
1. Verify correct barometric setting on the altimeter/vertical speed indi­cator.
2. Press the PUSH TEST BARO knob.
a.All segments of the gas dis-
charge displays are illuminated for approximately 3 seconds. The illumination can be extended to 13 seconds by holding in the PRESS-TO-TEST button.
b. Red ALT and VS flags come
into view.
c. Vertical Speed bug comes into
view and follows the VS pointer.
d.When the display segments test
has been completed the KDC 481T will set the Altitude Select display at 28,000 ft. and will set the displayed aircraft altitude to 26,800 ft. The aircraft’s dis­played altitude will then ramp up to the selected altitude at a 3500 ft. per minute rate of climb.
e.As the displayed aircraft altitude
increases the altitude alerter gives an audio and steady visual alert annunciation at 27,000 ft. At 300 ft. before the selected altitude, the visual alert is extinguished and when the selected altitude is reached a flashing visual alert is displayed briefly.
f. When the aircraft’s displayed
altitude has reached the selected altitude of 28,000 ft. there will be a 3 second pause, after which the aircraft altitude will ramp down to 27,000 ft. at a 3500 ft. per minute rate of descent.
g.The Vertical Speed bug will con-
tinue to follow the VS pointer to the 3500 ft. per minute rate of descent. The altitude alerter gives an audio and flashing visual alert 300 ft. below the selected altitude. The flashing visual alert continues until the aircraft’s displayed altitude reaches 27,000 ft., when it is extinguished.
h. At 27,000 ft. the ALT and VS
flags and FAIL will again be dis­played, and then clear.
i. The aircraft’s density altitude
will be displayed for approxi­mately five seconds in the selected altitude window.
BARO
U
P
S
H
E
T
S
T
Preflight Procedures
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SCAS/Autopilot
and
Flight Director
Operational Examples
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Operational Examples
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2. Depress Flight Director push button on the mode select panel.
Flight Director command bars come into view with the reference pitch attitude commanded. Roll attitude is commanded to horizon level (roll level/heading hold).
3. Depress the “AP” pushbutton on the mode select panel to couple the flight director.
4. The reference attitude may be modified using the vertical and lateral command control (Cyclic Beep Trim).
Attitude Hold
Attitude Hold Operation maintains the helicopter’s reference attitude (not alti­tude).
Note: Arrows indicate external force
1. Establish the desired pitch attitude.
OR
OR
RA
DH
1257 1257
20 20
20 20
10 10
10 10
RA
DH
1257 1257
20 20
20 20
10 10
10 10
AP
ROL PIT
FD
☛ ☛
Alternatively:
1. Establish the desired pitch and roll attitude.
2. Depress the “AP” push button on the mode select panel.
The Autopilot engages in Pitch Attitude Hold and Roll Attitude Hold with no flight director presentation.
AP
AP
AP
20 20
10 10
10 10
20 20
1257 1257
RA
DH
Operational Examples
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Flight Director Off
Flight Director Off causes the flight director to declutter and the autopilot to revert to Attitude Hold.
1. Depress the FD OFF switch on the cyclic.
2. All flight director modes deactivate and the command bars are removed from view.
If the autopilot is engaged, Attitude Hold mode becomes active. The pitch attitude present at selection of FD OFF is main­tained. Roll attitude defaults to roll level/heading hold.
Force Trim Release
Pressing and holding the Force Trim Release (FTR) switch disables the autopilot system to allow pilot maneu­vering of the helicopter. Once FTR is released, autopilot or Flight Director commands are synchronized to the heli­copter’s vertical reference.
Attitude Hold: reference pitch attitude Altitude Hold: reference altitude Vertical Speed: reference vertical speed IAS Hold: reference airspeed Roll: sync to helicopter heading/roll level or roll attitude hold if
bank angle is greater than 6 degrees.
Heading Select
1. Position the Heading Bug over the heading to be commanded by the flight director.
2. The HDG knob is used to move the heading bug on the EHSI. Depress the HDG push button on the mode select panel to activate the flight director in Heading Select mode (HDG). Flight director commands are provided to the selected heading. Once heading mode has been activated, the CBT switch can be used to move the heading bug.
FTR
FD OFF
000
HDG
000
359
V O R
1
12.6
NM
N
33
30
W
24
21
S
15
12
E
6
3
117.95
CRS
H
HDG
Operational Examples
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Navigation Coupling
1. Select the desired navigation source on the EHSI.
2. Use the CRS knob to select the course to be tracked. (If coupling to GPS/LORAN in AUTOLEG operation COURSE selection is automatic.
3. Heading mode may be engaged to provide intercept guidance to the selected course. Based on course and distance, choose a heading that pro­vides an adequate intercept.
4. Depress the NAV push button on the mode select panel. The flight direc­tor will then be armed to capture the selected course when the capture criteria is satisfied.
Approach Coupling
1. Select the desired navigation source on the EHSI.
2. Use the CRS knob to select the course to be tracked.
3. Heading mode may be engaged to provide intercept guidance to the selected course. Based on course and distance, choose a heading that pro­vides an adequate intercept.
4. Depress the APR push button on the mode select panel. The flight direc­tor will then be armed to capture the selected course when the capture criteria is satisfied.
Yaw Force Trim Release
To reposition the pedals when the yaw axis is engaged, press and hold the Yaw Force Trim Release switch. The yaw magnetic brake will disengage, allowing free pedal movement. Autopilot operation in the pitch and roll axes will not be disturbed (SCAS is annunciated). Upon release of the switch, the yaw magnetic brake will re-engage, and the autopilot will command ball cen­tered (if system does not include flight director - yaw axis will provide yaw damping only).
NAV
YAW FORCE TRIM RELEASE
APR
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Go Around Mode
1. Prior to or when the MDA or DH is reached, depress the GO AROUND push button on the collective switch panel and add appropriate climb collec­tive power.
2. The flight director will pro­vide commands to climb at 750 feet per minute. The roll command will be for roll level/heading hold.
3. After reaching a safe alti­tude select another pitch mode if desired.
4. When appropriate, a new lateral mode and/or vertical mode may be engaged to pro­vide guidance.
CBT
GO AROUND
AP
LOC RA
DH
200
200
LOC
BL25 GS
000
HDG
000
359
L O C
1
12.6
NM
N
33
30
W
24
21
S
15
12
E
6
3
117.95
CRS
GS
20 20
20 20
10 10
10 10
LOC
G S
G S
AP
LOC RA
DH
200
200
LOC
BL25 GS
000
HDG
000
359
L O C
1
12.6
NM
N
33
30
W
24
21
S
15
12
E
6
3
117.95
CRS
G S
20 20
20 20
10 10
10 10
GA
LOC
G S
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Operational Examples
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Ojective: Depart the assigned runway, turn to a 010° heading and climb to 3000 feet. Prior to hover perform the autopilot preflight procedures as described in the Preflight Procedures Section of this manual.
1 2 3
4
090°
010°
N
Take Off and Climb
The following examples describe possible applications of the KFC 500 Flight Control System, other applications may be available. Consult the Rotorcraft Flight Manual for specific operating instructions and limitations.
RA DH
0
125
LOC
BL25 GS
010
HDG
000
090
V O R
1
12.6
NM
117.95
CRS
H
20 20
20 20
10 10
10 10
ALT
N
33
30
W
24
21
S
15
12
E
6
3
PITROL
AP
RA DH
0
125
LOC
BL25 GS
010
HDG
090
090
V O R
1
12.6
NM
117.95
CRS
H
20 20
20 20
10 10
10 10
ALT
N
33
30
W
24
21
S
15
12
E
6
3
VSHDG
500
F M
2. After takeoff establish the appropriate climb attitude. When a safe altitude has been reached, activate the heading select mode by depressing the HDG push button on the mode select panel. Activate the desired vertical mode by selecting the appropriate button on the mode select panel. This will result in flight director commands to turn to maintain (heading bug) heading and pitch to the appropriate vertical attitude.
The aircraft will automatically respond to the flight director commands as soon as the autopilot is engaged. Arm, if required, altitude select by depressing the SEL push button.
1. Prior to takeoff, press the FD switch on the mode selector. Select the assigned altitude on the altitude select portion of the altimeter/vertical speed indicator. The altitude selector should automatically arm when the new atitude value is selected. Set the heading bug for the assigned departure heading.
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Operational Examples
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4. A momentary tone and alert annunciation is initiated at 1,000 feet prior to reaching the selected altitude. Prior to reaching the selected altitude, the autopilot transitions from altitude arm (ALT in white) to altitude capture (ALTC in green) and then engages altitude hold (ALT in green) automatically. There is no need to depress the ALT push button on the mode select panel if alti­tude select is used. An ALERT annunciation and tone will occur momentarily when the selected altitude is reached. The 010° heading has been acquired.
3. At a safe altitude, depress the AP push button on the mode select panel. The autopilot will engage and respond to the command bars. The autopilot will follow the EHSI heading bug and adjust the pitch attitude to maintain the selected vertical mode.
AP
RA DH
0
125
LOC
BL25 GS
010
HDG
070
090
V O R
1
12.6
NM
117.95
CRS
H
500
F M
ALT
N
33
30
W
24
21
S
15
12
E
6
3
VSHDG
20 20
20 20
10 10
10 10
AP
RA DH
125
LOC
BL25 GS
010
HDG
010
090
V O R
1
12.6
NM
117.95
CRS
H
20 20
20 20
10 10
10 10
ALT
N
33
30
W
24
21
S
15
12
E
6
3
HDG
3000 FT
Operational Examples
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Procedure Turn to an ILS Approach
Objective: Fly outbound, execute a procedure turn, and fly a coupled ILS approach.
1. With heading and altitude hold engaged, the aircraft is flying 270° to inter­cept the localizer outbound. The localizer front course (inbound) of 58° is selected with the EHSI course knob. The display system automatically deter­mines Back Course from the course selection and aircraft heading. Depress the APR push button for flight director commands to capture and track the localizer outbound.
1
N
058
°
2
3
4
270°
238
°
283°
270
HDG
270
058
L O C
1
12.6
NM
117.95
CRS
H
AP
HDG ALT RA
DH
200
3000 FT
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
2500
270
HDG
250
058
L O C
1
12.6
NM
117.95
CRS
H
AP
BC ALT RA
DH
2500
200
LOC
N
33
30
W
24
21
S
15
12
E
6
3
20 20
20 20
10 10
10 10
3000 FT
2. When the computed capture point is reached, the BC approach coupled mode is automatically activated and a left turn outbound on the localizer is commanded by the flight director and satisfied by the autopilot. Note the left/right deviations are directional.
3. Prior to the procedure turn, position the heading bug to 283° which gives the 45° angle for the initial procedure turn heading. At this point where the procedure turn is to be initiated, depress the HDG push button to engage the heading select mode. The autopilot will turn the aircraft to the heading bug heading (283°).
Operational Examples
62
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4. At the point specified to begin the procedure turn inbound, select 103° with the heading bug for a 180° turn toward the localizer front course. The dei­vation bar shows pictorially the course you are to intercept. Depress the APR push button to arm the approach mode. Automatic capture will occur to direct the aircraft on the localizer inbound.
During the procedure turn outbound, the deviation bar shows pictorially that the aircraft is flying away from the localizer centerline at a 45° angle.
Note: When activating approach arm, it is important that the aircraft be rela­tively close to and not making any turns away from the localizer. Side lobes or false signals are often present from the localizer transmitter. These false sig­nals may cause the autopilot to approach couple prior to reaching the actual localizer signal.
6. Throughout the approach procedure, the airspeed must be controlled by the pilot via the collective.
283
HDG
283
058
L O C
1
12.6
NM
117.95
CRS
H
AP
HDG ALT RA
DH
2500
200
3000 FT
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
103
HDG
080
058
L O C
1
12.6
NM
117.95
CRS
H
AP
LOC ALT GS RA
DH
2500
200
LOC
MM
N
33
30
W
24
21
S
15
12
E
6
3
20 20
20 20
10 10
10 10
S
S
3000 FT
058
HDG
058
058
L O C
1
12.6
NM
117.95
CRS
H
AP
LOC GS RA
DH
1500
200
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
MM
G S
G S
5. The autopilot is following the flight director commands which maintain localizer centerline tracking. Once approach coupled (APR in green, glides­lope is automatically armed (GS in white). The point of glideslope capture is based on the glideslope deviation and the rate of closure to the beam. Both pitch and roll are commanded by the flight director to maintain glideslope and localizer track.
Note: The KFC 500 Autopilot/ Flight Director will only maintain one pitch mode at a time (pitch attitude hold, altitude hold, vertical speed hold, indicated airspeed hold, glideslope, or go around). As an example, if the AFCS is cou­pled to the glideslope then the pilot must manually maintain airspeed with the collective.
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Operational Examples
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ILS Approach
Objective: Complete an ILS approach. Continuing the maneuver from the preceding page, approach coupling (LOC in green) occurs and the glideslope mode is annunciated as it is coupled (GS in green).
1. The autopilot is following the flight director commands which maintain localizer centerline tracking. At the outer marker the glideslope pointers are approximately at midpoint. At the glideslope capture point, glideslope auto­matically transitions from arm (GS in white) to coupled (GS in green) and alti­tude hold or other vertical mode is disengaged. The point of glideslope cap­ture is based on the glideslope deviation and the rate of closure to the beam. Both pitch and roll are commanded by the flight director to maintain glideslope and localizer track. The airspeed must be controlled by the pilot via the collec­tive.
058
HDG
058
058
L O C
1
12.6
NM
117.95
CRS
H
AP
LOC GS RA
DH
1500
200
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
MM
G S
G S
2
3
1
N
238°
090
058°
Operational Examples
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2. At decision height decide to complete the landing. The AFCS will track the localizer and glideslope down to 100 foot radar altitude where the system will transition to autolevel. The system will hold 50 foot radar altitude until dis­connected.
A missed approach may be initiated by pressing the Go Around button as col­lective is added. The Go Around button is located on the collective switch box. The Go Around push button activates the mode and provides flight director commands for a 750 feet per minute climb rate and roll level. At the discretion of the crew, another flight director mode may be activated to complete the missed approach.
3. The heading bug had previously been set to the missed approach head­ing of 90°. Depressing the HDG push button activates heading mode and causes the flight director to command a turn to the heading bug heading. Pitch attitude may be adjusted from the Go Around vertical speed by activat­ing another vertical mode. Any of these modes will automatically cancel the go around mode. Altitude select (SEL) will automatically arm if a new value is set in the window or SEL may be pushed to manually arm the mode.
058
HDG
058
058
L O C
1
0.8
NM
117.95
CRS
H
AP
ROL GA RA
DH
200 200
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
MM
G S
G S
DH
090
HDG
090
058
L O C
1
4.5
NM
117.95
CRS
H
AP
HDG GA RA
DH
200 200
LOC
N
33
30
W
24
21
S
15
12
E
6
3
20 20
20 20
10 10
10 10
G
G
Operational Examples
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Localizer Back Course Approach
Objective: Fly outbound on the localizer, complete a procedure turn and fly the localizer back course approach to the airport.
1. In heading select and the desired pitch mode with the localizer fre­quencey selected as the active navigation receiver, the aircraft is flying 45° to intercept the localizer. The localizer front course of 090° is selected with the EHSI course knob. Remember that the course pointer is always selected to the inbound heading for the localizer front course to obtain correct “fly to” indi­cations on the EHSI.
As the aircraft nears the localizer, the APR push button is depressed to arm the approach mode so the localizer will be captured and tracked. The capture point computation is based on deviation and deviation rate of change.
045
HDG
045
090
L O C
1
12.6
NM
117.95
CRS
H
AP
HDG ALT RA
DH
2500
500
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
LOC
3000 FT
G
G
Note: Always set the navigation course pointer to the inbound heading for the localizer front course. This course will be opposite the helicopter heading when inbound on a back course approach.
2. When the computed capture point is reached, the approach mode is automatically coupled (LOC turns from white to green) and a right turn out­bound on the localizer is commanded by the flight director and satisfied by the autopilot.
Note: The KFC 500 Autopilot/ Flight Director will only maintain one pitch mode at a time (pitch attitude hold, altitude hold, vertical speed hold, go around, indicated airspeed hold, or glideslope). As an example, if the AFCS is coupled to vertical speed then the pilot must manually main­tain airspeed with the collec­tive.
3. Prior to the procedure turn, the heading bug is posi­tioned to 135° which is the 45° initial procedure turn heading. At the point where the proce­dure turn is to be initiated, depress the HDG push button to engage heading select mode and the autopilot will turn the aircraft to the direction of the heading bug (135°).
During the procedure turn out­bound, the deviation bar shows pictorially the helicopter flying away from the localizer centerline at a 45° angle.
135
HDG
135
090
L O C
1
17.2
NM
117.95
CRS
H
AP
HDG ALT RA
DH
2500
500
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
3000 FT
G
G
N
45°
5
2
3
135
1
°
090
°
4
Operational Examples
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4. At the point specified to begin the procedure turn inbound, select 315° with the heading bug for a 180° turn toward the localizer. The deviation bar shows pictorally the course you are to intercept as well as the angle of inter­cept. Depress the APR push button to arm the back course approach mode. Note that the left/right deviations of the course deviation bar give “fly to” indi­cations. Automatic capture will occur to direct the aircraft on the localizer.
Note: If intercepting the localizer without a procedure turn, exercise judge­ment when arming the back course approach mode. Side lobes exist on many localizers which may cause the autopilot to capture the incorrect signal. Depress the APR push button when your position is relatively close to the localizer beam.
5. The autopilot is following the flight director commands which maintain localizer centerline tracking. A number of options are available to help you descend while the autopilot remains coupled. With indicated airspeed hold (IAS) or vertical speed hold (VS) and back course approach (BC) mode, the FTR switch or CBT switch may be used for modification of pitch attitude for the desired descent. Prior to reaching the minimum descent altitude (MDA), the ALT push button can be depressed to activate altitude hold mode.
6. Disengage the autopilot or press the Go Around push button at the missed approach point. The Go Around push button will activate the go around mode in which the flight director commands a 750fpm climb and roll level. The Go Around push button is located on the collective. Altitude select may be armed, if altitude select is a desired mode, by the desired altitude on the altimeter/vertical speed indica­tor. The autopilot should not be engaged below approved minimums.
Note: Refer to the Bell Model 430 Rotorcraft Flight Manual for AFCS limitations.
315
HDG
315
090
L O C
1
18.6
NM
117.95
CRS
H
AP
HDG ALT RA
DH
2500
500
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
BC
3000 FT
270
HDG
270
090
L O C
1
4.4
NM
117.95
CRS
H
AP
BC VS ALT RA
DH
1500
500
LOC
20 20
20 20
10 10
10 10
N
33
30
W
24
21
S
15
12
E
6
3
300
F M
Operational Examples
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KFC 500
SCAS/Autopilot
and
Flight Director
Performance Specifications
006-08769-0000 February 15, 1996
Performance Specifications
74
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Performance Specifications
75
006-08769-0000 February 15, 1996
Go-Around Pitch Up Command Pitch to 750 fpm Climb
Alt Sel Engage Range 0 to 55,000 Ft.
Engage Vert Spd Limit Function of Vert. Speed
Max “G” During Capture ± 0.1G
Alt (Hold) Engage Range -1,000 to 20,000 Ft.
Engage Vert Spd Limit ± 2,000 Ft/Min Accuracy ± 40 Ft* Pitch Rate Limit 0.1G Vert Accel
IAS (Hold) Engage Range 50 KIAS to V
NE
Accuracy ± 3 Kts Pitch Rate Limit 0.1G Vert Accel
VS (Vert Spd) Engage Range +10,000/-15,000 Ft/Min
Accuracy ± 100 Ft/Min* Select Range ± 3,500 Ft/Min Pitch Rate Limit 0.1G Vert Accel
Flight Director Pitch Command Limit +15 Deg/ -10 Deg
Roll Command Limit ± 25 Deg
Autopilot Pitch Engage Limit +25 Deg/ -20 Deg
Roll Engage Limit ± 25 Deg
SCAS Pitch Engage Limit None
Roll Engage Limit None
All accuracy specifications are based on aircraft operations in smooth air. * Indicates altitude below 9,000 Ft. MSL.
Mode Parameter KFC 500 Value
Attitude Hold Pitch Command Profile 0.1G or 2 Deg/Sec
Pitch Hold Accuracy ± .3 Deg Smooth Air Roll Angle Limit 25 Deg Roll Command Rate Limit 12 Deg/Sec Roll Hold Accuracy ± 1 Deg
Heading Hold Roll Angle Limit 10, 15, 20, or 25 Deg
(Pilot Selectable) Roll Command Rate Limit 7 Deg/Sec Accuracy ± 1 Deg
NAV Beam Intercept Angle All Angle
Roll Angle Limit 10, 15, 20, or 25 Deg
(Pilot Selectable)
(VOR Capt) Capture Point Function of DME,
Deviation, Dev Rate
& Course Error
Roll Command Limit 4 Deg/Sec
VOR Track Crosswind Correction Up To 30 Deg (Over Station) Course Change Up To 90 Deg
Approach Beam Intercept Angle Up to 105 Deg Front
Course
(LOC Capture) Roll Angle Limit 20 Deg
Roll Command Rate Limit 10 Deg/Sec Capture Point Function of Deviation,
Dev Rate & Course Error
(LOC Track) Roll Angle Limit 10 Deg
Cross Wind Correction Up To 30 Deg Gain Programming Function of Rad Alt or
Time and TAS
GS Capture Point Function of Deviation,
Dev Rate
GS Damping Pitch Att, TAS, & Vert Acc.
0.25G
Gain Programming Function of Rad Alt or
Time and TAS
Mode Parameter KFC 500 Value
Performance Specifications
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Honeywell International Inc. One Technology Center 23500 W 105th Street Olathe, Kansas 66061 FAX 913-791-1302 Telephone: (913) 712-0400
Copyright ©1996, 1999 Honeywell International Inc. All rights reserved.
Rev. 1 6/99 006-08769-0000
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