AUTOPILOT AND FLIGHT DIRECTOR
BY: CW3 KEVIN RIESE
AUTOPILOT
BANK LIMIT SELECTOR/LIGHT
SOFTRIDE SWITCH
PITCH WHEEL
ELEVATOR TRIM
ANNUNCIATOR
AUTOPILOT ENGAGE PUSHBUTTON
TURN KNOB
YAW DAMP ENGAGE PUSHBUTTON
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 PILOT’S
SERVOED ALTIMETER, ALTITUDE ALERTER, THE FDR AND
TRANSPONDER. THE COMPUTER ADDITIONALLY PROVIDES
ALTITUDE AND AIRSPEED HOLD FUNCTIONS DATA TO THE
AUTOPILOT.
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
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
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
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.
AUTOPILOT
SOFT RIDE PUSHBUTTON
SOFT RIDE REDUCES AUTOPILOT
GAINS WHILE STILL MAINTAINING STABILITY IN ROUGH AIR.
THIS MODE MAY BE USED WITH
ANY F/D MODE SELECTED.
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.
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.
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.
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
AUTOPILOT
EMERGENCY PROCEDURE
IF THE AP TRIM FAIL AND MASTER
CAUTION ANNUNCIATORS
ILLUMINATE WHILE THE AUTOPILOT
IS ENGAGED, IMMEDIATELY DISCONNECT WHILE RESTRAINING THE CONTROL WHEEL FOR POSSIBLE
OUT OF TRIM FORCE. IF THE AUTOPILOT MALFUNCTIONS, DISENGAGEMENT MAY BE ACCOMPLISED BY ANY ONE OF THE FOLLOWING:
-PRESS(MOMENTARILY) TO THE FIRST LEVEL THE PILOT’S OR COPILOT’S
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
FLIGHT DIRECTOR
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 SUBMODE. THE MODE ANNUNCIATIONS ARE REPEATED ON THE EADI.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 7DEGREE PITCH UP ATTITUDE. SELECTING GA DISCONNECTS THE
AUTOPILOT, THE YAW DAMPER WILL REMAIN ON.
AUTOPILOT AND FLIGHT DIRECTOR
THE END!!