AUTOPILOT AND FLIGHT DIRECTOR

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AUTOPILOT AND FLIGHT DIRECTOR
BY CW3 KEVIN RIESE
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AUTOPILOT
BANK LIMIT SELECTOR/LIGHT
SOFTRIDE SWITCH
PITCH WHEEL
TURN KNOB
ELEVATOR TRIM ANNUNCIATOR
YAW DAMP ENGAGE PUSHBUTTON
AUTOPILOT ENGAGE PUSHBUTTON
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AUTOPILOT
THE ENGAGE SWITCH IS USED TO ENGAGE THE
AUTOPILOT. ENGAGING THE AUTOPILOT
AUTOMATICALLY ENGAGES THE YAW DAMPER. THE
AUTOPILOT USES A DIGITAL AIR DATA COMPUTER
WHICH PROVIDES THE ALTITUDE INFORMATION FOR THE
PILOTS SERVOED ALTIMETER, ALTITUDE ALERTER, THE
FDR AND TRANSPONDER. THE COMPUTER ADDITIONALLY
PROVIDES ALTITUDE AND AIRSPEED HOLD FUNCTIONS
DATA TO THE AUTOPILOT.
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AUTOPILOT
AUTOPILOT DISENGAGE -ACTUATE CONTROL WHEEL AP
DISC BUTTON.(5 FLASHES OF THE AP ENG
ANNUNCIATOR) -PRESS THE VERTICAL GYRO FAST ERECT
BUTTON -ACTUATION OF THE COMPASS
INCREASE-DECREASE SWITCH -SELECT GO-AROUND(5
FLASHES OF AP ENG AND ILLUMINATION OF G/A
ANNUNCIATOR) -PULLING AUTOPILOT AP CONTROL
CURCUIT BREAKER
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AUTOPILOT
AUTOPILOT DISENGAGE -PRESSING THE AUTOPILOT
AP ENGAGE PUSHBUTTON -TRANSFER BETWEEN PILOT
AND COPILOT FLIGHT DIRECTOR. THE FOLLOWING
MALFUNCTIONS WILL CAUSE DISCONNECT -VERTICAL
GYRO FAILURE -DIRECTIONAL GYRO
FAILURE -AUTOPILOT POWER OR CIRUIT
FAILURE -TORQUE LIMITER FAILURE
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AUTOPILOT
Y/D ENGAGE PUSHBUTTON WHEN THE AUTOPILOT IS
NOT ENGAGED, THE YAW DAMPER MAY BE UTILIZED BY
DEPRESSING THE Y/D ENGAGE PUSHBUTTON. Y/D IS
REQUIRED ABOVE 17,000 FT IF RAISBACK STRAKES
NOT INSTALLED
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AUTOPILOT
BANK LIMIT THE BANK LIMIT MODE ON
THE AUTOPILOT CONTROLLER PROVIDES A LOWER
MAXIMUM BANK ANGLE WHILE IN THE (HDG) HEADING
SELECT MODE. LOW WILL ILLUMINATE ON THE BANK
LIMIT SWITCH. THE LOWER BANK LIMIT IS INHIBITED
AND LOW IS EXTINGUISHED DURING NAV MODE
CAPTURES. IF HEADING SELECT IS AGAIN ENGAGED,
BANK LIMIT WILL AGAIN BE ILLUMINATED. PRESSING
BANK LIMIT WHEN LIT WILL RETURN AUTOPILOT TO
NORMAL BANK LIMITS.
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AUTOPILOT
SOFT RIDE PUSHBUTTON SOFT RIDE REDUCES
AUTOPILOT GAINS WHILE STILL MAINTAIN- ING
STABILITY IN ROUGH AIR. THIS MODE MAY BE USED
WITH ANY F/D MODE SELECTED.
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AUTOPILOT
TURN KNOB ROTATION OF THE TURN KNOB OUT
OF DETENT RESULTS IN A ROLL COMMAND. THE ROLL
COMMAND IS PROPORTIONAL TO AND IN THE DIRECTION
OF THE TURN KNOB ROTATION. THE TURN KNOB MUST
BE IN DETENT (CENTER POSTION) BEFORE THE
AUTOPILOT CAN BE ENGAGED. ROTATION OF THE TURN
KNOB CANCELS ANY OTHER PREVIOUSLY SELECTED
LATERAL MODE.
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AUTOPILOT
PITCH WHEEL MOVEMENT OF THE PITCH WHEEL WILL
CANCEL ONLY ALT HOLD, AND ALTSEL CAP. WITH
VERTICAL MODES OF VS OR IAS SELECTED ON THE MODE
SELECTOR, ROTATION OF THE PITCH WHEEL WILL CHANGE
THE RESPECTIVE DISPLAYED VERTICAL MODE REFERENCE.
VS OR IAS MODE MAY BE CANCELLED BY PRESSING THE
MODE BUTTON ON THE SELECTOR PANEL. IF VS OR IAS
ARE NOT SELECTED THE PITCH WHEEL WORKS AS
DESCRIBED ABOVE. THE PITCH WHEEL IS ALWAYS
DISABLED DURING A COUPLED GLIDE SLOPE.
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AUTOPILOT
ELEV TRIM ANNUNCIATOR ELEVATOR TRIM
ANNUNCIATOR INDICATES UP OR DN WHEN A SUSTAINED
SIGNAL IS BEING APPLIED TO THE ELEVATOR
SERVO. THE ANNUNCIATOR SHOULD NOT BE ILLUMINATED
BEFORE THE AUTOPILOT IS ENGAGED.
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AUTOPILOT
LIMITATIONS -ONE PILOT MUST BE AT THE CONTROLS
WITH SEAT BELT FASTENED -MAX SPEED FOR AUTOPILOT
OPS IS 259 KIAS/0.52 MACH -DO NOT USE BELOW 200
FT. AGL -DISENGAGE FOR T/O AND
LANDINGS -PREFLIGHT CHECK COMPLETED PRIOR TO
FIRST FLIGHT OF THE DAY
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AUTOPILOT
EMERGENCY PROCEDURE IF THE AP TRIM FAIL AND
MASTER CAUTION ANNUNCIATORS ILLUMINATE WHILE THE
AUTOPILOT IS ENGAGED, IMMEDIATELY DIS- CONNECT
WHILE RESTRAINING THE CONTROL WHEEL FOR POSSIBLE
OUT OF TRIM FORCE. IF THE AUTOPILOT
MALFUNCTIONS, DISENGAGE- MENT MAY BE ACCOMPLISED
BY ANY ONE OF THE FOLLOWING -PRESS(MOMENTARILY)
TO THE FIRST LEVEL THE PILOTS OR COPILOTS AP/YD
TRIM DISC BUTTON ON THE CONTROL WHEEL -OPEN
THE AUTOPILOT (AP CONTROL) CIRCUIT BREAKER -IF
NECESSARY, THE AUTOPILOT MAY BE OVERPOWERED BY
PILOT
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FLIGHT DIRECTOR
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FLIGHT DIRECTOR
FLIGHT DIRECTOR/MODE SELECTOR THIS PROVIDES ALL
MODE SELECTIONS EXCEPT GO-AROUND FOR THE
FLIGHT DIRECTOR. THE TOP ROW OF LIGHT
ANNUNCIATED PUSHBUTTONS CONTAINS THE LATERAL
MODES AND THE BOTTOM ROW CONTAINS THE VERTICAL
MODES. THE SPLIT LIGHT PUSHBUTTONS ILLUMINATE
AMBER FOR ARMED AND GREEN FOR CAPTURE. WHEN MORE
THAN ONE LATERAL OR VERTICAL MODE IS
SELECTED, THE FLIGHT DIRECTOR SYSTEM
AUTOMATICALLY ARMS AND CAPTURES THE SUB- MODE.
THE MODE ANNUNCIATIONS ARE REPEATED ON THE EADI.
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FLIGHT DIRECTOR
HEADING SELECT MODE (HDG) IN THE HDG MODE THE
FLIGHT DIRECTOR COMPUTER PROVIDES INPUTS TO THE
COMMAND CUE TO COMMAND A TURN TO THE HEADING
INDICATED BY THE HEADING BUG ON THE EHSI. THE
HEADING SELECT SIGNAL IS GAIN PROGRAMED AS A
FUNCTION OF AIRSPEED. WHEN HDG IS SELECTED, IT
OVERRIDES THE NAV, BC, APR AND VOR APR MODES.
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FLIGHT DIRECTOR
NAVIGATION MODE (NAV) THE NAVIGATION MODE
REPRESENTS A FAMILY OF MODES FOR VARIOUS
NAVIGATION SYSTEMS INCLUDING VOR, LOCALIZER,
TACAN OR VLF AS SELECTED BY THE EHSI SELECTOR
SWITCHES.
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FLIGHT DIRECTOR
VOR MODE (NAV) VOR MODE IS SELECTED
BY DEPRESSING NAV AND A VOR FREQUENCY TUNED WITH
DME GREATER THAN 20 MILES FROM THE STATION.
PRIOR TO CAPTURE, THE COMMAND CUE RECEIVES A
HEADING SELECT COMAND FROM HDG MODE. UPON VOR
CAPTURE THE SYSTEM AUTOMATICALLY SWITCHES TO THE
VOR MODE, HDG AND NAV ARM ANNUNCIATORS EXTINGUISH
AND NAV CAP ANNUNCIATOR ILLUMINATES ON THE MODE
SELECTOR. VOR GAIN PROGRAMMED AS A FUNCTION OF
DISTANCE. THIS PROGRAMMING CORRECTS FOR BEAM
CONVERGENCE THUS OPTIMIZING THE GAIN THROUGH THE
USEFUL VOR RANGE. TO UTILIZE THIS FEATURE, DME
MUST BE TUNED TO THE SAME VOR AS NAVIAGATION
SOURCE SELECTED.
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FLIGHT DIRECTOR
VOR MODE (CONT) CROSS-WIND WASHOUT IS INCLUDED
WHICH MAINTAINS THE AIRCRAFT ON BEAM CENTER IN
THE PRESENCE OFCROSSWIND. THE INTERCEPT ANGLE
AND DME DISTANCE ARE USED IN DETERMINING THE
CAPTURE POINT TO ENSURE SMOOTH AND CONFORTABLE
PERFORMANCE DURING BRACKETING. WHEN PASSING OVER
A STATION, AN OVERSTATION SENSOR DETECTS STATION
PASSAGE REMOVING THE VOR DEVIATION SIGNAL FROM
THE COMMAND UNTIL IT IS NO LONGER ERRATIC. WHILE
OVER STATION, COURSE CHANGES MAY BE MADE BY
SELECTING A NEW COURSE ON THE EHSI.
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FLIGHT DIRECTOR
VOR APPROACH MODE (NAV) THE VOR APPROACH MODE IS
SELECTED BY DEPRESSING NAV WITH A VOR FREQUENCY
TUNED AND YOU ARE LESS THAN 20 DME FROM THE
STATION. THE MODE OPERATES IDENTICALLY TO THE
VOR MODE WITH THE GAINS OPTIMIZED FOR A VOR
APPROACH.
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FLIGHT DIRECTOR
TACAN MODE (NAV) THE TACAN MODE IS SELECTED BY
DEPRESSING THE HSI SOURCE SELECTOR TACAN BUTTON.
TACAN NAVIGATION INFORMATION IS THEN SELECTED
AND DISPLAYED ON THE EHSI. TACAN FUNCTIONS ARE
IDENTICAL TO VOR USING TACAN INFORMATION RATHER
THAN VOR SIGNALS.
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FLIGHT DIRECTOR
VLF MODE (NAV) THE VLF MODE IS SELECTED
BY DEPRESSING THE HSI SOURCE SELECTOR VLF
BUTTON. VLF NAVIGATION INFORMATION FROM THE GPS
IS THEN SELECTED AND DISPLAYED ON THE EHSI THE
SAME AS VOR BY DEPRESSING THE VLF BUTTON. THE HSI
COURSE SELECTED MUST BE THE SAME AS THE DESIRED
TRACK SHOWN ON THE GPS SCREEN, HOWEVER, TURNING
THE COURSE SELECTOR DOES NOT RESULT IN A CDI
DEVATION AS IN VOR. THE ARM/CAP ANNUNCIATION ON
THE MODE SELECTOR IS THE SAME AS IN VOR OR TACAN.
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FLIGHT DIRECTOR
LOCALIZER MODE (NAV) THE NAVIGATION MODE IS
SELECTED BY DEPRESSING THE NAV BUTTON ON THE MODE
SELECTOR WITH THE NAVIGATION RECEIVER TUNED TO A
LOC FREQUENCY. MODE SELECTION AND ANNUNCIATION
IN THE LOC MODE IS SIMILAR TO THE VOR MODE. THE
LOCALIZER DEVIATION SIGNAL IS GAIN PROGRAMMED AS
A FUNCTION OF RADIO ALTITUDE, TIME AND AIRSPEED.
IF THE RADIO ALTIMETER IS INVALID, GAIN
PROGRAMMING IS A FUNCTION OF GLIDE-SLOPE CAPTURE,
TIME AND AIRSPEED.
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FLIGHT DIRECTOR
BACK COURSE MODE (NAV) THE BACK COURSE MODE
IS SELECTED BY PRESSING THE BC BUTTON ON THE MODE
SELECTOR. THE NORMAL FRONT COUSE FOR THE
LOCALIZER BEAM IS SET FOR THE SELECTED COURSE.
BACK COURSE OPERATES THE SAME AS THE LOC MODE
WITH THE DEVIATION AND COURSE SIGNALS REVERSED TO
MAKE A BACK COURSE APPROACH ON THE LOCALIZER.
WHEN BC IS SELECTED, AND OUTSIDE THE LATERAL BEAM
SENSOR TRIP POINT, BC ARM AND HDG WILL BE
ANNUNCIATED ON THE MODE SELECTOR. AT THE CAPTURE
POINT, BC CAP WILL BE ANNUNCIATIED WITH BC ARM
AND HDG EXTINGUISHED. WHEN BC IS SELECTED, THE
GLIDESLOPE CIRCUITS ARE LOCKED OUT.
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FLIGHT DIRECTOR
APPROACH MODE (APR) THE APPROACH MODE IS
USED TO MAKE VOR, TACAN, LOCALIZER, AND ILS
APPROACHES. THIS MODE IS MORE SENSITIVE THAN THE
NAV MODE.
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FLIGHT DIRECTOR
LOCALIZER APPROACH MODE (APR) THE APPROACH MODE
IS USED TO MAKE AN ILS APPROACH. PRESSING THE APR
BUTTON WITH A LOC FREQUENCY TUNED ARMS BOTH THE
LOCALIZER AND GLIDESLOPE MODES. WHEN THE APR
BUTTON IS PRESSED AND THE ABOVE CONDITIONS ARE
MET, BOTH THE NAV AND THE APP MODES ARE ARMED TO
CAPTURE THE LOCALIZER AND GLIDE SLOPE,
RESPECTIVELY. WITH THE APR MODE ARMED, THE PITCH
AXIS CAN BE IN ANY ONE OF THE OTHER PITCH MODES
EXCEPT GO-AROUND. WHEN REACHING THE VERTICAL
BEAM SENSOR TRIP POINT, THE SYSTEM AUTOMATICALLY
SWITCHES TO THE GLIDE SLOPE MODE. THE PITCH MODE
AND APR ARM ANNUNCIATORS EXTINGUISH AND APR CAP
ANNUNCIATOR ILLUMINATES.
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FLIGHT DIRECTOR
LOCALIZER APPROACH MODE (APR)
CAPTURE OF THE GLIDE SLOPE BEAM CAN BE MADE
FROM ABOVE OR BELOW THE BEAM. THE GLIDE SLOPE
GAIN IS PROGRAMMED AS A FUNCTION OF RADIO
ALTITUDE, TIME AND AIRSPEED. THE APR CAP
ANNUNCIATOR WILL EXTINGUISH IF THE GS RECEIVER
BECOMES INVALID AFTER CAPTURE. GLIDE SLOPE
CAPTURE IS INTERLOCKED SO THAT THE LOCALIZER MUST
BE CAPTURED PRIOR TO THE GLIDE SLOPE. IF THE
GLIDE SLOPE RECEIVER IS NOT VALID PRIOR TO
CAPTURE, THE VERTICAL BEAM SENSOR WILL NOT TRIP
AND THE SYSTEM WILL REMAIN IN THE PITCH MODE.
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FLIGHT DIRECTOR
PITCH HOLD MODE (APR) WHENEVER A ROLL MODE IS
SELECTED WITHOUT A PITCH MODE, THE COMMAND CUE
WILL DISPLAY A PITCH ATTITUDE HOLD COMMAND. THE
PITCH ATTITUDE CAN BE CHANGED BY PRESSING THE TCS
BUTTON ON THE CONTROL WHEEL AND MANEUVERING THE
AIRCRAFT. THE COMMAND CUE WILL BE SYNCHRONIZED TO
ZERO WHILE THE BUTTON IS DEPRESSED. UPON RELEASE
OF THE BUTTON, THE PITCH COMMAND WILL BE SUCH AS
TO MAINTAIN THE NEW PITCH ATTITUDE.
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FLIGHT DIRECTOR
ALTITUDE HOLD MODE (ALT) THE ALTITUDE HOLD MODE
IS SELECTED BY DEPRESSING THE ALT BUTTON ON THE
MODE SELECTOR. WHEN ALT IS SELECTED, IT
OVERRIDES THE APR CAP, GA, IAS, VS, ALT SEL CAP,
OR PITCH HOLD MODES. DEPRESSING AND HOLDINGTHE
TCS BUTTON ALLOWS THE PILOT TO MANEUVER THE
AIRCRAFT TO A NEW ALTITUDE HOLD REFERENCE WITHOUT
DISENGAGING THE MODE. IF THE BARO SETTING ON
THE ALTIMETER IS CHANGED, A COMMAND IS GENERATED
TO FLY THE AIRCRAFT BACK TO THE ORIGINAL ALTITUDE
REFERENCE.
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FLIGHT DIRECTOR
INDICATED AIRSPEED HOLD MODE (IAS) WHEN IAS
BUTTON IS SELECTED IT OVERRIDES THE APR CAP,
GA, ALT, VS, ALTSEL CAP, OR PITCH HOLD MODES. IN
THE IAS MODE THE PITCH COMMAND IS PROPORTIONAL TO
THE AIRSPEED PROVIDED BY THE AIR DATA COMPUTER.
DEPRESSING AND HOLDING THE TCS BUTTON ALLOWS THE
PILOT TO MANEUVER THE AIRCRAFT TO A NEW AIRSPEED
HOLD REFERENCE WITHOUT DISENGAGING THE MODE.
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FLIGHT DIRECTOR
VERTICAL SPEED HOLD MODE (VS) WHEN THE VS MODE
IS SELECTED IT OVERRIDES THE APR CAP, GA, ALT,
ALTSEL CAP, IAS, OR PITCH HOLD MODES. IN THE VS
MODE, THE PITCH COMMAND IS PROPORTIONAL TO THE
INPUT PROVIDED BY THE AIR DATA COMPUTER.
DEPRESSING AND HOLDING THE TCS BUTTON ALLOWS THE
PILOT TO MANEUVER THE AIRCRAFT TO A NEW VERTICAL
SPEED HOLD REFERENCE WITHOUT DISENGAGING THE MODE.
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FLIGHT DIRECTOR
ALTITUDE PRESELECT MODE (ALTSEL) THE ALTITUDE
PRESELECT MODE IS SELECTED BY PRESSING THE
ALTSEL BUTTON ON THE MODE SELECTOR. THE DESIRED
ALTITUDE IS SELECTED ON THE ALTITUDE PRESELECT
CONTROLLER. PITCH HOLD, VS OR IAS MAY BE SELECTED
AS A MODE TO FLY TO THE SELECTED ALTITUDE. WHEN
OUTSIDE THE ALTITUDE BRACKET TRIP POINT, ALT SEL
ARM ANNUNCIATOR ALONG WITH THE SELECTED PITCH
MODE IS ILLUMINATED ON THE SELECTOR. WHEN THE
ALTITUDE IS REACHED, THE ALT SEL CAP MODE IS
AUTOMATICALLY CANCELLED AND THE FD SWITCH TO THE
ALT HOLD MODE.
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FLIGHT DIRECTOR
GO-AROUND MODE THE GO-AROUND MODE IS
SELECTED BY DEPRESSING THE REMOTE GO-AROUND
SWITCH ON LEFT POWER LEVER. WHEN SELECTED, ALL
OTHER MODES ARE RESET AND THE REMOTE GO-AROUND
ANNUNCIATOR GA IS ILLUMINATED. THE COMMAND CUE
RECIEVES A WINGS LEVEL COMMAND AND 7-DEGREE PITCH
UP ATTITUDE. SELECTING GA DISCONNECTS THE
AUTOPILOT, THE YAW DAMPER WILL REMAIN ON.
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AUTOPILOT AND FLIGHT DIRECTOR
THE END!!