Page 97 UPPER LATERAL MODES (cont.) VOR Approach (V/L) This mode requires the same valids as VOR Enroute. This mode allows the pilot to make an approach using a VOR radial provided that radial is aligned with the runway. The maximum intercept angle (¥R) is 90 degrees. For YR>25 degrees: _ Intercept occurs at c= 150mV (10°) and Tracking occurs at a= 20mV (1.3°) For YR < 25degrees: _Intercept occurs at a= 20mV (1.3°) * and Tracking occurs at = a@= 20mV (1.3°) OSS = 10 seconds. AUX NAV (NAV} This mode requires the HSI valid and the AUX NAV receiver valid prior to engagement. Intercept and tracking in this mode is the same as VOR Enroute. Localizer Approach (V/L) This mode requires the HSI valid, the NAV receiver tuned to an ILS frequency, and the NAV receiver (V/L) valid prior to engagement. This mode allows the pilot to make a precision approach (Laterally) to the runway. The maximum intercept angle is 90 degrees. For ¥R > 25 degrees: _ Intercept occurs at or = 150mV (2.5°) and Tracking occurs at a= 20mV (0.33°) For WR < 25 degrees: Intercept & tracking occurs at a = 20mV (0.33°) Localizer excessive deviation warning occurs at a= 130mV (2.2°). Back Course Approach (B/C} BIC requires the same valids as Localizer Approach mode. Sometimes it is necessary to make an approach to the back side of the directed localizer beam. The B/C mode accomplishes this by reversing the signal inside the coupler. After this is done, it processes the signal in the same manner as the localizer. FOR TRAINING PURPOSE ONLYKINO S4SORINA ONINIVEL OA NOVEL CNV La¥OWAINT HOVONadY YOA Page 98 AAVANDS (aowsa asun09) b/ a WN 9 09 Z oNTavaHPage 99 KINO SASOdUNa ONINTIVEL OL ONTXOVUL GNV LatOUSINT HOVOWdaY UAZTTVOOT oNTaVaHPage 100 UPPER PITCH MODES Before you can engage any upper pitch mode you must have "F/D" andfor "CPL" engaged. Before any upper pitch mode can be coupled (CPL) to the autopilot, you must have pitch ASE. Beep trim Up/Down is inhibited if pitch auto-trim is ‘ON and an upper pitch mode (except A/S) is coupled. If pitch auto-trim is tured off then you have manual trim in pitch. If the upper pitch mode is in F/D only then the pitch axis is in basic AIP. Altitude Hold (ALT) . Before you can engage "ALT" you must have the OV Baran valid to the computer. Altitude hold is primarily a function of the computer while the coupler only provides F/D information unless you have the improved coupler (-570/-571/-680), The Baran is the primary sensor for this mode. The altitude reference is SET at the moment of engagement. Airspeed Hold (A/S) AS is primarily a function of the AAU while the coupler only provides F/D ‘command information. The Baran is the primary sensor in A/S. If A/S is coupled and the pitch auto-trim is on, the pilot can modify the A/S hold reference memory using the beep trim Up/Down. The reference memory is initially set at the moment of engagement. If you have A/S in F/D only, you can not modify the memory with beep trim. Vertical Speed Hold (V/S} This mode allows the pilot to set a desired "Rate of Climb or Descent" using the V/S bug on the VSI. The coupler does provide pitch command signals in this mode and the baran provides rate information to the coupler. FOR TRAINING PURPOSE ONLYPage 101 GLIDE SLOPE APPROACH (G/S) Before you can engage G/S you must have the NAV receiver tuned to an ILS frequency, the G/S receiver valid and the radar altimeter (RAD ALT) valid. This mode allows the pilot to make a precision approach, vertically, to the runway. Normally, to intercept the G/S beam, the pilot will have "ALT" engaged and G/S in "ARM". ALT drops out when G/S is captured (CAP). The coupler has an internal mode within the G/S mode that is, called "Auto-Level”. Auto-Level is activated when the RAD ALT indicates 100 feet and provides pitch commands to maintain a RAD ALT of 80 feet. This mode can be activated with the G/A switch located on the collective. When engaged, G/A cancels all upper lateral and pitch modes except "HDG". It also engages air speed at a preset value of 75 kts and activates the Phi @ command. FOR TRAINING PURPOSES ONLY‘KINO SHSOduNd ONINTVEL YOE “AVANM “TA 08 NIVINIV — ‘Ad 1-OLV ~~ —~ x SO “La 00 = Liv ava Iv ~~ ~ SEWLS THATT-OLOV Hivd SHOT WOLLiaA WHINID Hae S/9 "HART-OLNV ONY LaaoUaLNT HoVoudaY 4401S 3qTI9Page 103 _ SOME Keep the problem simple If there are multiple problems then troubleshoot one problem at a time. Always try basic autopilot first to help determine if the trouble is in the SFIM autopilot system or if it exists outside of the autopilot * system. Intermittent problems are the most difficult to isolate and troubleshoot. It is very important that when an intermittent problem does occur that you get as much information as you can about what the autopilot is doing, If the problem only occurs in basic autopilot then try one lane at a time to see if the problem is particular to a specific lane of operation. Always take note of what the galvas are indicating when a problem does occur, as well as stick movement if any. Ifthe problem only occurs with an upper mode engaged then try that mode in flight director only and note the results, The pitch and roll series actuators use duplex motors. This means that they have two motors. One motor is used for one lane of operation and the other motor is used for the other lane of operation. Both motors are used when both lanes are engaged. If you suspect that one motor is bad then you can swap the two connectors on that series actuator and see if the problem goes to the other lane of operation. If you suspect a problem with one of the attitude director indicators (ADI), check if it is possible to swap them from side to side. _FOR TRAINING PURPOSES ONLYPage 104 E GR TING TIP! Here are some ground tests you can perform that only require power to the air craft and the emergency hydraulic pump. You should not use the emergency hydraulic pump for extended periods of time but all of the below tests can be done very quickly. You should also unlock the collective for these tests but remember to lock it when you have finished. ¢ Manual Trim With the auto pilot not engaged, use the beep-trim on the cyclic and check for manual trim roll and pitch in both directions. Note that the stick release switch on the overhead panel should be on * Auto Trim Engage both lanes of the autopilot and check that all the galvas are centered To check the auto trim in roll, use the stick trim release button on the cyclic and move the cyclic to the right or left and release the stick trim release button. Now beep the cyclic in the opposite direction for about three seconds then stop. The cyclic should start moving in the direction that you beeped it and you should see a deflection on the roll galva. Now check the roll in the other direction. Use the same procedure to check the pitch auto trim but move the cyclic forward or back. Now repeat this same procedure with only one lane engaged and the only difference you will notice is a three second delay before the cyclic starts moving. Now perform the same test for the other lane. * Beep + Stick Use the same procedure described for the auto trim except you will move the cyclic in the direction you intend to beep before you start beeping it. With beep + stick you will not get any deflection on the galva. FOR TRAINING PURPOSE ONLYPage 105 GENERAL FUNCTION DESCRIPTIONS * Yaw Directions Engage lane 2 or lane 1 and 2, Switch the CG#2 to the DG mode. Now by slaving the CG in one direction or the other you should see the yaw galva deflecting in the opposite direction. While the helicopter is on the ground, the auto pilot forces the yaw axis into constant synchronization. This means that the yaw channel acts in a damper mode. On the 365N1 and the 365N2, you can make the computer think that the ship is in the air by releasing one of the handles on the AP computer. You can also check the lateral accelerometer by moving the tail back and forth and watching the yaw series actuator move. * Yaw Integration Potentiometer This pot is located close to the yaw feel trim unit. The input rod can be disconnected from the yaw feel trim by pressing on the spring loaded switch, After you disconnect the rod, you can move the pot back and forth. By moving the pot in the direction of the tail the yaw galva should indicate a left deflection and the left yaw pedal should move in. You will get opposite results by moving the pot in the other direction. * _ Yaw Collective An increase in collective should give a displacement to the left on the yaw galva and the left yaw pedal moves in. A decrease in collective will give opposite results. This function is performed in the AAU. * Pitch and Roll Collective An increase in collective should give a displacement of the cyclic stick in pitch down and roll right. This precommand is only active if the airspeed is above 40 knots. This function is performed in the AP computer. * Force Link and Friction Quite frequently, pilots complain about the break-away forces on the pedals or a rapid back and forth displacement of the pedals. Most of the time these complaints are related to a misadjusted force link and bad friction. AEC has produced a new type of force link that holds adjustment. FOR TRAINING PURPOSE ONLYPage 106 GENERAL FUNCTION DESCRIPTIONS (cont.| * Coll Link A blinking coll link light is usually caused by a bad collective potentiometer. You can usually verify this pot by using an ohm meter. A defective pot can be replaced and AEC has an AMS to improve it. . * Gyro Compass Some aircraft have a control panel which allows you to select either CG #1 or CG #2. Both gyro compass units are usually the same. If you have a yaw or heading complaint, you can switch the gyro compass units to eliminate or confirm failure of this unit. if you physically swap these units and intend to leave them in the new position, then you must do a compensation check. If you suspect a defective flux valve, then try switching the control panel to DG mode. This action takes the flux valve out of the loop. IMPORTANT: Always take the necessary precautions when working with or around the flux valve. * AP Waring Light If this light is blinking, check that the amber caps are tight on the UCCPA for the ‘out of trim warning. Another possible cause is one of the out of trim warning lamps going bad. + Inverters For troubleshooting, if there is a doubt on the AC source, a transfer can be done to power everything from one single inverter. FOR TRAINING PURPOSE ONLYPage 107 UPPER MODE FUNCTION DESCRIPTIONS + Pitot & Static Tests Use extreme care when performing a pitot/static test. The SFIM baran has the pitot and static lines internally connected, The pitot test is done in a normal way but when checking the static line you must connect the pitot line to the static line. The reason for this is that in normal flight, the ambient pressure changes ‘on both the static line and the pitot line. The SFIM baran is tied to the co-pilot pitot tube. ° * — Go-Around This function can be tested on the ground, Connect a pitot tester to the air craft and engage the autopilot, the CPL and the F/D on the CDV mode controller then select go-around. If the pitot tester is set to 75 knots, then the pitch F/D bar should be centered. If you increase the airspeed above 7 knots, the F/D bar should go down and if you decrease the airspeed below 75 knots, the F/D bar should go up. , * Air Speed Hold With the pitot tester still connected to the aircraft, simulate any airspeed above 40 knots and engage A/S. Now vary the airspeed from the point at which you engaged A/S and you should see autopilot action. If you go above the engaged point, you will see the F/D bar go up and the cyclic move back. Going below the ‘engage point will give opposite results. * Vertical Speed The VIS function receives its command from the VSI bug. If you have the static tester connected and the VSI bug set to zero and you vary the static pressure, you will see autopilot action correcting the changing vertical speed. If you do not have the static tester connected, then move the VSI bug and you will see autopilot action responding to your command. . Altitude You will need the static tester connected to test the altitude hold function Simulate any altitude then engage ALT and you will see autopilot action to bring the aircraft back to the point you engaged atPage 108 UPPER MODE FUNCTION DESCRIPTIONS (cont. + Lateral Navigation Modes You can test the lateral navigation modes on the ground but you really need to simulate an airspeed of about 120 knots., The reason for this is that the autopilot roll commands are a function of airspeed and you will see more roll command authority at the higher airspeed. The maximum authority of roll command for the autopilot is approximately 20 degrees. . * Heading Select In HDG select, the AP computer gets its reference data from the gyro compass and receives its command from the HDG bug on the HSI. Moving the HDG, you will see autopilot action to bring the aircraft to the direction you have selected. * VOR Enroute Here you will need a VOR radio valid. If you have NAV generator, then set up the NAV receiver and generator to get a valid. You know you have a valid when the NAV flag pulls on the HSI. Now set the course selector bug 10 degrees or more from the bearing you have selected on the NAV generator. You can engage VOR (ARM) now and if you move the course selector bug slowly back to the bearing set on the NAV generator, you will see VOR (ARM) change to VOR (CPL). When this happens you will see autopilot action with its reference being the bearing you are simulating on the NAV generator. If you move the course selector bug too fast, you will go into OSS for 45 seconds. es WL This mode has two functions. If the NAV radio is tuned to a VOR frequency, then this mode is used for VOR approach. If the NAV radio is tuned to an ILS frequency, then this mode is used for localizer. Note that OSS only last for 10 ‘seconds in V/L mode. . Gs This function is rather difficult to simulate on the ground because the autopilot goes into the autolevel mode below a RAD ALT of 100 feet. To test this function on the ground, you would have to simulate a RAD ALT of greater than 100 feet. You should contact a SFIM representative if you really need to test this function on the ground.Page 109 UPPER MODE FUNCTION DESCRIPTIONS (cont. ° NAV This function is used as an AUX-NAV mode where the autopilot receives a signal from a GPS, LORAN, etc... Not all aircraft have this mode available even though you have a NAV button on the CDV mode controller. Contact a SFIM representative for more details on this mode. AFINAL REMINDER The autopilot interfaces with several other systems in the aircraft and the autopilot system itself is connected by aircraft wiring. A lot of customers make the mistake of thinking that if the autopilot does not operate correctly, then the problem has to be with one of the SFIM autopilot components. If you have any questions about an autopilot problem you are troubleshooting please feel free to contact us and we will be happy to help. Also, SFIM recommends that the series actuators be overhauled every 2400 hours of operation. The series actuators are electro/mechanical devices with a DC motor that works all the time while autopilot is being used. The autopilot cannot work correctly if the series actuators are not working correctly.Page 110 & ZERO (28V FR CDY P16-P) WITH: HDG, VOR, V/L, OR NAV ENGAGED. CRSS "CRUISE W/O THRESHOLD" (28V FR CDV P16-S) WITH: VOR VIL, OR NAV ENGAGED. f 6 Cde (28V FR CDV P16-N) WITH: V/S OR G/S ENGAGED. © (PHI): ROLL @ (THETA): PITCH (PSI): YAW (HEADING) WS: HEADING BUG WR: COURSE ERROR WS: HEADING BUG DEMODULATED @ (ALPHA): RADIO NAV SIGNAL (BETA): G/S SIGNAL *y (GAMMA): ACCELEROMETER A (DELTA): DIFFERENCE, DIVIATION, CHANGE ()' | TERM DIFFERENTIATED § (: TERM INTEGRATED GRADIENTS: HDG BUG: 300mV PER DEG (400HZ) VG (PITCH & ROLL): 200mV PER DEG (400HZ) VOR: 15mV PER DEG (DC) LOC: 60mV PER DEG (DC) G/S: 300mV PER DEG (DC) HSI NAV NEEDLE DEFLECTION: VOR: + 10 DEG FR CENTER LOC: + 2.5 DEG FR CENTER GIS: + 0.7 DEG FR CENTER FOR TRAINING PURPOSES ONLY