PILOTSMANUAL

PAGE NO.

SECTION
I
II

INTRODUCTION

GENERAL

DESCRIPTION

FEATURES

Ill

OPERATING

Iv

INSTRUMENTS

14

FLIGHT DIRECTOR
OPERATING MODES

22

PREFLIGHT

26

VI
Vll

TYPICAL

VII!

CHECKLIST

OPERATION

OPERATING

Ix

31

LIMITS

48

ANNUNCIATORS

49

FAILURE

MONITORING

50

xl

SYSTEM

REDUNDANCY

62

X11

SPERRY

PRODUCT

53

FLIGHT

SUPPORT

SYSTEMS

AVIONICS
DIVISION
PO. BOX 29000
PHOENIX,
ARIZONA
85038
TELEPHONE
(602) 866-0400
SPERRY

f9

FLIGHT

SYSTEMS

Memberof GAMA
GeneralAviat,on
ManufacturersAssocdio.

IS A DIVISION

OF SPERRY

RAND

CORPORATION

eo749c-axM
JULY 1978
PRINTED IN U.S.A.

I Introduction
This pilots
procedures

manual

provides

for the Sperry

descriptions,

IFR System.

typical

flight

Also included

applications,

is a preflight

and operating

checklist.

This is a general operating manual. Since Sperry tailors the system to satisfy different
aircraft applications,
the procedures outlined in this manual may not be completely
applicable to your aircraft. For specific operating
see the FAA approved Flight Manual Supplement.
Equipment

covered in this manual

Qty

procedures

in a particular

includes:
Sperry Part No.

Unit
Director

Indicator

HZ-464

Attitude

RD-444

Horizontal

Flight

Director

Controller

(Optional)

4012395-903

Director

Computer

(Optional)

4015985-905

Situation

(AD I)

4010657-464

Indicator

(HSI)

2592920-444

Flight

Helipilot

Actuators

4012373-908

Actuators

4012373-909

Actuator

RA-215

RT-220 Radio Altimeter

Receiver/Transmitter
(Optional)

AT-220

C-14 Directional

Flux Value

2594484

Magnet Compensator

656767

RH444

Radio Magnetic

vG-14H

Vertical

Position Synchros

2579483-1

VS-444

4012384-902

4025008-908

Computers

4012373-905
Radio

Radio

IVSI

aircraft

Altimeter

Altimeter

Indicator

Antennas

(Optional)

4014267-901
4004437-903

(Optional)

4004512
2587193-43

Gyro

Indicator

4002963-444
4019286-901

Gyros

(Optional)

II General Description
The Sperry

Single Pilot

IFR

system is the result of years of experience

in helicopter

automatic
flight control systems. It is a full time system which reduces the pilots
mental and physical workload
sufficiently
to make single pilot IFR operation a
reality. The system is equally applicable to VFR operations.
There are two basic modes of operation:
ATTD HOLD is a fly-through or hands-off
attitude retention mode which provides the stability necessary to meet the FAA IFR
stability criteria. SAS ON LY is a hands-on mode which provides attitude rate and
short-term attitude stability. The dual redundant Helipilot System consists of identical Helipilots.
SAS 1 is a three-axis system (pitch, roll and yaw) having its own
electrical
system, gyro reference and series actuators. SAS 2 is a two-axis system
having its own electrical system, gyro reference system and series actuators. The series
actuators

are electro

mechanical

servos designed specifically

for helicopter

flight con-

trol applications.
SAS 1 and SAS 2 operating together provide the basis for IFR
flight. The Helipilot Systems can be operated individually
for VFR flight. Flight path
coupling is accomplished
by the selection of valid flight director modes. When the
Helipilots are coupled to the F/D the AD I acts as a Helipilot performance monitor. In
addition the pilot can manually satisfy Flight Director commands in ATTD
HOLD
while operating IFR.

VG-14
NO. 1

.,,..

,:,,,,
,,.,

Y
T

4
~m

-m
SERIES ACTUATORS

.,-?. ,
, ;7
[p<>,
: L....
! ... ,=<,.,
<
:,<., ..., ..,,,<,.
1,
p: ,:, ,$, ~,<

HELIPILOT
CONTROLLER

AC

LOCATED IN SERIES
WITH THE CYCLIC AND
PEDAL CONTROL LINKAGES.

DC

ELECTRICALBUSS NO. 1
1

HELIPILOT2

.. .

y==-r

&

.,..

[
1
J

,?,.

ELECTRICAL
Buss No ~

,,:,,
~

-Ppm

c..~z-~
1:

+ g

SERIES :
ACTUATORS
LOCATED IN SERIES
WITH THE CYCLIC
CONTROL LINKAGES.

VG-14
NO. 2
Helipilot 1 system and Helipilot 2 system are completely
provide a single-pilot I FR system.

independent.

Togethel

they

FLIGHT
DIRECTOR
CONTROLLER

PANEL

MOUNTED

Hz-464 ATTITIJDE

COMPONENTS
DIRECTOR

The AD I is a four-by-four
director command
rising runway.

INDICATOR

inch attitude

bars, collective

RD-444 HORIZONTAL

indicator

(ADI)
which

includes cross pointer

or power cue, expanded

SITUATION

INDICATOR

l~calizer,

inch horizontal situation indicator

display of aircraft position, The
and glideslope deviation.
It also
heading with respect to magnetic
Flight Director is selected through

FLIGHT

CONTROLLER

The controller
of the system.

that combines numerous

indicator displays VOR/
functions
as a heading
north. Desired magnetic
the HSI.

(OPTIONAL)

is used to select the vertical

VS-444 VERTICAL

and horizontal

SPEED INDICATOR

flight path control

INDICATOR

modes

(OPTIONAL)

The IVSI displays the instantaneous vertical speed of the helicopter.

select a desired vertical speed by means of a knob controlled bug.

RA-215 RADIO ALTIMETER

and

(HSI)

The HSI is a four-by-four

functions
to provide a
RNAV
course deviation
reference, giving aircraft
heading or course for the

DIRECTOR

flight

inclinometer

The pilot

may

(OPTIONAL)

The RA-21 5 displays radio altitude from 2,500 feet to touchdown with an expanded
linear scale under 500 feet. A decision height set knob and a decision height
annunciator are provided,

RH-444 RADIO HEADING

INDICATOR

The RH-444 provides aircraft compass heading plus bearing to two selected VOR or
ADF statioris, Pushbutton
switches provide for independent control of the bearing
pointers.

HE LIPILOTCONTROLLER
The Helipilot

controller

contains magnetic

latching engage switches for engaging SAS

1, SAS 2 and ATTD HOLD. The ATTD

HOLD
switch must be in the up position
before engagement of either SAS. It also contains actuator position indicators for
monitoring
Helipilot system No. 1 (pitch, roll and yaw). A push button, when held
in, monitors system No. 2 (pitch and roll).

RACK MOUNTED
FLIGHT

DIRECTOR

COMPONENTS
COMPUTER

(OPTIONAL)

The Flight Director Computer provides all roIl, pitch and collective axis commands,
and includes air data sensors. The lateral channel combines compass heading, roll
attitude,
navigation
receiver and other navigation sensor data into computed
roll
commands displayed on the AD I . The air data sensor accept pitot and static air
pressure and provide electrical signals proportional
to airspeed, altitude and altitude
rate. The pitch and collective axis combine air data signals, attitude, vertical speed
and glideslope deviation data into computed pitch and collective commands display.
ed on the ADI, Automatic
command cue retraction is included to prevent the pilot
from following the commanded information
when a non-valid sensor signal occurs.

HE LIPILOT

COMPUTERS

The Stabilization

System

(2 EACH)

includes

two

Helipilot

Computers

for yaw axis and redun-

dant pitch and roll axis stabilization.

Attitude signals from two separate vertical gyros
are supplied to the Helipilot
Computers for processing to drive the pitch and roll
series actuators which perform the automatic stabilization task. Heading information
from a directional gyro is supplied to Helipilot 1 which in turn drives the yaw series
actuator, thereby performing the yaw damper function. The pitch and roll attitude
commands from the flight director are coupled as desired to permit automatic flight
path control.

RT-220 RECEIVER/TRANSMITTER

(OPTIONAL)

The RT-220 provides radio altitude signals to drive the radio altimeter indicator. The
RT-220
also provides radio altitude inputs to the flight director and AD I for I LS
operation. The Landing Gear Warning System is also tied into the RT-220.

VG-14H VERTICAL

GYRO (2 EACH)

The VG-14HS
provide roll and pitch
director computer, and helipilots.

C-14 DIRECTIONAL

data to the attitude

director

indicator,

flight

GYRO

The C-14 provides heading

and Nav 1 and 2 receivers.

data to the horizontal

situation

indicator,

RMI,

Helipilot,

OTHER

COMPONENTS

Flux Valve and Compensator

The flux valve (magnetic direction sensor) and
compensator are necessary to keep the directional gyro aligned to magnetic north
in the slaved mode.
Vertical Gyro Fast Erection Switch
vertical gyro. This remote mounted
OFF position.
Mag-DG Switch
mode of operation.

Used to select

Compass Synchronization
Switch
for compass synchronization.

Provides
momentary

either

for manual fast erection

switch is spring loaded

the slaved (MAG)

Used to manually

Go-Around
Switch (Required with Flight Director)
stick, establishes the flight director go-around mode.

Force Trim

Release

electro-magnetic

(FTR)

Switch

Mounted

Without

Change the pitch and roll attitude

Re-center

Remote

helicopter

on the collective

Mounted on the collecairspeed, when flying in

on cyclic stick,

releases the cyclic

retrim the controls:

flight path when in the coupled

when in ATTD

Director

Mounted
condition.

HOLD

Director

Standby

on cyclic,

(FD

STBY)

places

Coupling-Decoupling

Force Trim Release (FTR)

magnetic brakes.
Automatic
Trim
trim actuators.
Position

mode

and not coupled

the

Flight

Switch

Director

(F D/CP-DCPL)

(Required

Synchros

Switch

Switch

Console mounted,

Provides

with

in (SBY)

Switch

Flight
Director)
Mounted
on center console permits operation
Director system separately or coupled to the Helipilot system.

use in the
information

Dial

the actuators

Flight

Director)
operating
Flight

disturbing

(DG)

the Heading

Mounted

brake so that the pilot may manually

or free gyro

position

Airspeed Trim Switch (Required with Flight Director)

tive stick, permits small changes in the systems reference
the airspeed hold mode.

of the
to the

Flight

a ready

(Required
of the

with
Flight

releases the cyclic electro-

a means for arming

the roll and pitch auto

5 synchros provide cyclic and pedal position information

for
A single synchro provides collective position

Helipilot
Computers:
for use in the Flight

Director

Computer.

Ill Operating Features

ENGAGE
Engage SAS 1 and SAS 2 engage/disengage switches. Note: ATTD
be in ATTD HOLD position allowing Helipilots to be engaged.

HOLD

switch will

DISENGAGE
The Helipilots
switches.
The following
1,

Vertical

2.

Helipilot

3.

Actuation

may be disengaged

functions

by manual

actuation

of the SAS engage/disengage

will cause either of the Helipilots

to automatically

disengage:

gyro failure
power or circuit failure

FLIGHT

of vertical

gyro FAST

DIRECTOR

ERECT

switch.

COUPLING

The Helipilots have two basic modes of operation, SAS and Attitude Hold. In ATTD
HOLD, the Helipilots hold aircraft attitude until the pilot engages the Flight Director
couple switch (F D/CP-DCPL)
and selects a Flight Director mode on the controller. if
the Flight Director
mode becomes invalid (command
bar biased from view) the
system will automatically
revert to attitude hold in pitch and wings level in roll.
The Flight

Director

is not coupled

when flying

ATTD

HOLD

off.

COUPLED MODES
The Flight Director provides the path computation
and mode selection
lateral and vertical path modes of the helipilot. The lateral and vertical
be coupled.
ALTITUDE

HOLD

VOR TRACKING

HEADING

AIRSPEED

HOLD

LOC APPROACH

VERTICAL

SPEED

ILS APPROACH

GO-AROUND

AUX

SELECT

COURSE

APPROACH

When the Helipilots are engaged, the FD/CP-DCPL

mode has been selected, the Helipilots automatically
The roll axis can be coupled

by the selection

The roll axis can be uncoupled

Selecting

Turning

Selecting

SELECT

NAV

REVERSE

for both the

features can

Flight
ATTD

Director
HOLD

of HDG

or NAV.

by:

couple switch:

Decoupling

off and manually

S13Y on the Flight

switch IS on, and a flight director

couple to the mode(s).

Director

flying

Controller

aircraft

The roll axis is recoupled

by being in ATTD

on FD/CP-DCPL

Selecting

Coupling

HOLD

and by:

switch and selecting a lateral mode

The pitch axis can be coupled by selecting ALT, AS, V/S or GS. When the autopilot
is coupled to the altitude hold or airspeed hold modes, the system instantly synchromzes to the reference
value present at the time of coupling. This assures a
transient-free

engagement

of the mode.

If the pitch axis is coupled

Selecting

Turning

Selecting

Flight Director
ATTD

HOLD

SBY on the Flight

Selecting Coupling

by:

couple switch Decoupling

off and manually

The pitch axis is recoupled

.

it can be uncoupled

flying

aircraft

Director

by being in ATTD

on FD/CP-DCPL

HOLD

and by:

switch and selecting a vertical

mode

HE LIPILOT
The Helipilot

OPERATING
Engage Controller

CONTROLS
provides a convenient

means of engaging SAS 1, SAS

2, and ATTD HOLD. In order to engage SAS 1 and SAS 2, the ATTD HOLD
must be in the up position. Once either SAS system is engaged, the ATTD
switch
HOLD
system
fly the

switch
HOLD

may be placed in down position for SAS only operation or left up for ATTD
operation. With the system in ATTD HOLD and the FD/CPL
switch on, the
provides for fully automatic flight control where the pilot does not manually
helicopter but rather monitors the system performance and flight progress.

PITCH

ROLL

YAW

%B~w@
L
;

@
SAS 2 PUSH

&
OFF

~
OFF

&LD

SAS 1
Engages Helipilot System No. 1 which
through one set of control actuators.

supplies pitch,

roll and yaw stabilizing

signals

SAS 2
Engages Helipilot
signals through
control.

System

No. 2 which supplies independent

a second set of pitch and roll actuators.

pitch and roll stabilizing

System No, 2 has no yaw axis

YAW SAS
SAS 1 engages the yaw SAS channel. It provides positive damping or yawing
rolling flight tendencies, thereby considerably improving flight comfort.

and

SAS ON LY
Utilized for VFR flight only. This mode provides short term stability which is very
useful during slow speed or hover work, sling load operations, or any other operations where the pilot is manually

flying the helicopter.

ATTD HOLD
Provides long term stability when the Flight Director Controller is in standby (SBY)
mode. Attitude
retention
is the most basic system mode that is approved for I FR
flight. In this mode, the cyclic controls are referenced to the pitch and roll attitude
signals from the vertical gyro. The system will, without
pilot intervention,
hold
whatever pitch and roll attitude
the pilot places on the helicopter.
This may be
straight and level, a continuous turn or whatevel- attitude the pilot selects. Yaw SAS
functions as previously described.
position and if a navigation mode or
If the FD/CP-DCPL
switch is in Coupling
modes are selected on the Flight Director Controller the helipilots will be automatically coupled
to and receive flight path commands
from the Flight
Director
Computer.
Coupled operation
is discussed in much more detail later on in this
manual.

10

;[
.

DDB

7
7

EXTENDED

CENTERED

RETRACTED

OTHER HE LIPILOT/FLIGHT

DIRECTOR

CONTROLS

In addition to the Helipilot control panel, there are several other cockpit
indicators directly associated with Helipilot operation.

controls

and

BEEP TRIM
Beep Trim

control

is available

through

the coolie

hat

on the cyclic.

enables the pilot to make small attitude

changes in pitch
uncoupled in the attitude mode. Beep trim is disabled anytime:

SAS 1 or SAS 2 is off

RCIII or

ATTD

pitch mode is coupled

HOLD

roll

Beep trim
when

flying

to the I+elipilots

is off.

FORCE TRIM RELEASE

Located
manually

and

(FTR) SWITCH

on the cyclic control, the FTR switch when pressed allows the pilot to
position the cyclic for desired pitch, roll or yaw correction by releasing the

magnetic brake. When ATTD HOLD is selected the helicopter pitch and roll attitude
is being automatically
controlled by the Helipilot acting through the actuator on the
cyclic control. Without the FTR switch the pilot would have to override the actuators
in order to make necessary attitude changes. The helipilots are also placed in a fast
follow-up mode and return to center automatically.

CONSOLE MOUNTED

FORCE TRIM RELEASE

(FTR) SWITCH

Located on the console near the copilots station, this switch performs exactly the
same function as the cyclic FTR with one exception; the helipilots are not placed in
fast washout.

AUTOMATIC

TRIM SWITCH (OPTIONAL)

This desirable feature keeps the roll and pitch series actuators operating about their
center position. It is only active with both Helipilots engaged and coupled to the
Flight Director. Trim activity may be noted by occasional small movements of the
cyclic. Trim demand will occur when same axis actuators are both displaced in the
same direction by approximately
257. of center and stop travel.

FLIGHT DIRECTOR
(OpTiONAL)

REMOTE

STANDBY

SWITCH

(FD SBY)

This switch, located on the cyclic, is a remote SBY switch connected in series with
the SBY switch on the Mode Controller. When flying a Flight Director mode, pressing
the FD SBY switch will place the Flight Director back to Standby and illuminate the
SBY button on the FD Controller. This switch is completely
independent of the SAS
1, SAS 2 or ATTD HOLD switches,

FLIGHT DIRECTOR COUPLING/DECOUPLING

(FD/Cp-DCpL) (OPTIONAL)

SWITCH

This switch located on the console allows the pilot to manually satisfy the Flight
Director command bars when flying in the ATTD HOLD mode if the switch is placed
in the Decouplingr
position.
Placing

the

commands

switch

to

in the ATTD

CP will

allow

HOLD

mode.

the

12

helipilot

to

satisfy

the

Flight

Director

SPECIAL
FLIGHT

DIRECTOR

NOTE

REMOTE

STANDBY

SWITCH

This switch returns the Flight Director to STANDBY

(SBY).
This is an essential cyclic switch as it permits the pilot to
quickly eliminate the path command modes and take control
of the Helipilot stabilized Helicopter at any time during the
flight.
Always remember to disengage from automatic
when you wish to hand-fly the helicopter.

13

path following

IV Instruments
HZ-464

ATTITUDE

DIRECTOR

INDICATOR

FLIGHT

DIRECTOR

COMMAND

BARS

Display computed steering commands to intercept and maintain a desired flight path.
Always fly the symbolic miniature aircraft to the flight director bars. The horizontal
bar displays pitch

COLLECTIVE

commands,

and the vertical

COMMAND

bar displays

roll commands.

CUE

Displays computed commands for collective stick movements for the three-cue mode
selected. The collective stick is moved to return the collective symbol to the center of
the yellow triangles in the direction indicated by the arrows behind the moving cue.

INCLINOMETER
Gives the pilot a conventional
coordinated maneuvers,

display

EXPANDED

SCALE AND POINTER

LOCALIZER

of aircraft

slip or skid and is used as an aid to

Is displayed by the Iocalizer pointer whenever tuned to a LOC frequency and a valid
Iocalizer signal is present, Raw Iocalizer displacement
data from the navigation receiver is amplified
approximately
7-1 /2 times to permit the Iocalizer pointer to be
used as a sensitive reference indicator of the aircrafts position with respect to the
center of the Iocalizer. It is normally used for assessment only, since the pointer is
very sensitive and difficult
to fly throughout
the entire approach.
During final
approach, keepin9 the expanded LOC pOinter within
pilot that he has concrete under him.

its full scale marks assures the

GLIDE SLOPE SCALE AND POINTER

Displays aircraft deviation from glide slope beam center only when tuned to LOC
frequency
and a valid glide slope signal is present. Aircraft
is below glide path if
pointer is displaced upward. The glide slope dot represents 75 microamp
ment or approximately
0.4 degree deviation from the beam centerline.

RADIO
For

ALTITUDE

added

backup

displace-

BAR

during

the

critical

approach

phase of flight,

absolute

altitude

above the terrain is displayed below 200 feet by a barber-pole radio altitude bar. The
bar appears at 200 feet and moves toward the miniature aircraft as the aircraft
descends toward the runway,
contacting
the bottom of the symbolic aircraft at
touchdown.

GO-AROUND
The green G/A

DECISION

LIGHT
light comes on when the go-around

HEIGHT

LIGHT

The amber DH light comes on when the helicopter

height altitude set on the radio altimeter indicator.

DCL - DECOUPLE

descends to or below the decision

- LIGHT

The blue DCL light indicates the Flight

VERTICAL

mode is engaged.

Director

is uncoupled

from the Helipilot.

GYRO FAST ERECT SWITCH

This remote mounted momentary

switch provides for manual erection of the vertical
gyro and is spring-loaded in the OFF position. The switch should be held in the ON
position to erect the gyro only when the aircraft is in stable level flight. When the
switch is in the ON position and the gyro is up to speed the gyro will erect at about
2 degrees per minute.

15

RD.444

RADIO

DEVIATION

AIRCRAFT

SYMBOL

ROTATING

HEADING

DIAL

INDICATOR

COURSE POINTER

AND COURSE KNOB

The yellow course pointer

knob to select a magnetic
Iocalizer
rotating
Director

is positioned
bearing that

on the rotating heading dial by the course

coincides with the desired VOR radial or

course. Like the heading bug, the

heading dial to provide a continuous
Computer.
When one of the radio

bar in the HZ-464

AD I will display
selected radio course.

COURSE DEVIATION
Represents

the

symbol pictorially

bank commands

to intercept

and maintain

the

BAR

centerline

of

the

selected

shows actual aircraft

COURSE DEVIATION

course pointer also rotates with the

readout of course error to the Flight
modes is selected, the roll command

VOR

position

or Iocalizer

in relation

course.

The

aircraft

to this selected course.

DOTS

In VOR operation,
each dot represents five degrees deviation from centerline
(75
each dot represents 16 degrees deviation from
microamps)
or in LOC operation,
centerline

(also 75 microamps).

TO-FROM
Two

flags,

POINTER
180

degrees

along the selected VOR

GLIDE

apart.

One always

points

in the direction

TO

the station

radial.

SLOPE POINTER

Repeats glide dope deviation displayed on the ADI. Pointer is in view only when
tuned to a Iocalizer frequency.
Aircraft
is below glide path if pointer is displaced
upward,
and each dot represents
75 microamps
or approximately
0.4 degree
displacement.

COMPASS SYNCHRONIZATION

ANNUNCIATOR

Consists of the symbol .or + (dot or cross) display in a window. The compass system
has auto-synchronization,
so when in the slaved mode, the display will slowly
oscillate between the and +, indicating the rotating heading dial is synchronized
with gyro stabilized magnetic heading. In DG compass mode the annunciator shows
blank and no activity.

MAG/DG
Switch This remote mounted
switch
(MAG) or free (DG) compass mode of operation.

Compass Synchronization
Switch This remote mounted switch manually positions the heading dial for compass synchronization
in the slaved mode and updating in the free mode.

17

is used to select the slaved

VS-444

VERTICAL

SPEED

INDICATOR

RA-215

RADIO

ALTIMETER

INDICATOR

RH-444

RADIO

HEADING

INDICATOR

FLIGHT

DIRECTOR

CONTROLLER

V Flight Director Operating Modes

This section describes the modes and combinations
of modes that are available
through the Flight Director controller.
Any lateral or vertical mode is available for
coupling to the Helipilots
for automatic
flight. Remember
that any mode whose
commands are displayed on the collective or third cue of the AD I must be flown
manually.
All Flight Director modes are available for automatic (coupled) flight path operation
by selecting FD/CP-DCPL
switch to Coupling,
engaging the Helipilot system, and
selecting ATTD
HOLD on the Helipilot
controller.
When coupled, the system will
automatically
satisfy all pitch and roll commands necessary to capture and track the
desired flight path.
Fully coupled, automatic flight path control, although not mandatory for I FR flight,
reduces the pilots mental and physical workload both for enroute and terminal area
applications.
AS previously described, the ATTD HOLD mode of the Helipilots is the
basic, certified,
I FR mode which is usable throughout the entire flight profile. The
Flight Director modes described in this section are in addition to attitude retention
and provide flight path capture
flight reference sensors.

and tracking

using the full complement

of available

Please note that the commands are not to be flown manually when coupled, The
switch is positioned to
commands are to be flown manually only when FD/CP-DCPL
Decouplingr.
NOTE:

STANDBY

Manual control using Flight Director commands

ATTD HOLD off is NOT IFR approved.

and

(SBY)

The standby mode of operation

places the system in an always ready operating
condition, with the pitch and roll command bars and the collective cue removed from
view on the ADI. When the cues are removed, the AD I functions as a standard
attitude reference indicator. When Helipilots are engaged, the system is coupled
the vertical gyro, thus providing pitch and roll attitude hold.
When

any

command

other

mode

on the controller

cues provide a monitor

is pressed,

of aircraft

22

the mode

performance.

to

is engaged and the

LATERAL

AXIS

MODES

Lateral Axis commands are displayed on the roll command

bar. All
commands may be individually coupled to permit automatic operation.
Coupled

lateral axis modes available

Heading Select

VOR

Local izer Capture

Reverse Course (Back Local i~er) Operation

HEADING

axis

are:

Capture

lateral

and Tracking
and Tracking

SELECT (HDG)

Heading select mode is used to intercept

and maintain

a desired magnetic

heading.

Using the heading knob on the HSI, the heading bug may be positioned to any
desired heading on the rotating heading dial. The system generates the correct roll
control to bank the aircraft to intercept and smoothly roll out on the desired heading
without
overshoot. The computer
limits the amount of roll angle commanded
to a
maximum of approximately
20 degrees.

VOR/LOCALIZER
VOR/LOC
mode provides for capture of a selected VOR or local izer radio
Either track is smoothly intercepted and maintained automatically,
For VOR

operation,

the proper VOR

frequency

is selected, the desired VOR

track.

radial is

set by the course pointer on the HSI, the NAV SEL switch is set to V/L and the NAV
button is pressed. The system intercepts and maintains the desired course radial. The
computer limits the roll angle commanded so the aircraft never exceeds approximately 20 degrees of bank.
For LOC (Iocalizer) operation, the proper I LS frequency is selected, the HSI flag is
checked to assure a valid signal, and the course pointer is set to the I LS INBOUND
course. The NAV button is lighted and HDG light goes out when automatic capture is
obtained. The computer automatically
corrects for any crosswind conditions, and the
required crab angle is established by the system.

REVERSE COURSE
A coupled back-course
Iocalizer approach may be made in the same manner as
normal Iocalizer, except the Navigation Selector Switch is set to the REV position,
The HSI course
deactiva~ed.

selector

is set to the

ILS

23

inbound

course.

Glide

slope coupling

is

PITCH

AXIS

MODES

The pitch axis modes which may be coupled are:

Ai~sp~ed Hold

v~rti~al

s,p~~d s~le.~t

Altitude

Hold

Glideslope

AIRSPEED

(A/S)

The airspeed mode is selected on the controller by pressing the A/S pushbutton. The
airspeed existing at mode engagement will be maintained automatically.
The system
can be commanded
to a different airspeed at any time by use of the airspeed slew
switch on the collective

VERTICAL

stick.

SPEED (V/S)

The vertical speed mode automatically

captures and maintains the vertical speed
selected by the V/S bug on the vertical speed indicator.
The mode is engaged by
pressing the V/S pushbutton on the controller.

ALTITUDE

HOLD (ALT)

The altitude hold mode controls the helicopter to the altitude present at selection of
ALT on the controller.
The computer
uses altitude error, vertical speed and pitch
attitude to provide a pitch command. Altitude
is maintained
by causing the aircraft
to nose up or down in response to altitude error.

GLIDESLOPE
Glideslope guidance is coupled through pitch cyclic in normal operation. By selecting
I LS on the controller
the pilot arms the computer
to automatically
switch to
glideslope control when near the beam center. With I LS selected, and the NAV
pushbutton
lit, LOC is engaged, and the existing pitch mode will continue to be
flown. At glideslope capture, the GS button lights, the vertical speed, altitude hold
or airspeed hold mode is cancel led and glideslope commands are presented on the
pitch command

bar to monitor

capture

and descent on the glideslope

24

beam.

COLLECTIVE
(Special

OR POWER

AXIS

MODES

Applications)

The power axis command

controls the vertical path through direct lift control.
Airspeed control is ALWAYS
maintained through coupled pitch axis. The power axis
command is displayed on the AD I third cue and is brought into view when a collective mode is selected. The vertical speed, altitude hold and glideslope modes aredisplayed on the collective cue when simultaneously
selected with airspeed.
The available

power axis modes are:

ve~tic~l

Speed

.AItitude

Hold

Glideslope

Go.A~ound

VERTICAL
V/S

SPEED

must be selected simultaneously

with A/S to establish the third cue command

to

control helicopter
vertical speed with the collective stick. This mode provides the
capability for climb or descent at high angles and/or low airspeeds. The mode is most
useful when precise control of both vertical and horizontal speed is important.

ALTITUDE

HOLD

ALT must be selected simultaneously

with A/S to establish the third cue command
for altitude
hoId. This mode is again most useful when precise airspeed must be
maintained at constant altitude.

GLIDESLOPE
When airspeed hold is being flown, glideslope vertical guidance is provided by the
third-cue command. By selecting I LS on the controller,
the pilot arms the computer
to automatically
switch to glideslope mode as the helicopter approaches the beam
center. The pilot can then select A/S hold which will
bar and fly GS as displayed on the third<ue command.

be displayed

on the AD I pitch

An added safety feature is altitude auto-level. This is added as a protection

if the
pilot fails to respond at DH. As the aircraft descends on or off the glideslope, the
computer
command
feet radar
hold, and

monitors
radio altimeter
through the collective cue
altitude. At auto-level, the
power command is shown
NOTE:

data and, at a safe altitude

AGL, initiates a
to slow the rate of descent and level off to 50
pitch axis is automatically
switched to airspeed
on the collective cue.

Pilot must IMMEDIATELY

satisfy the collective command cue when it appears in order to arrest the descent
sufficiently.

GO-AROUND

MODE

When the go-around (GA) button on the collective stick is pressed, the lateral axis
maintains roll level, the pitch axis maintains approximately
85 KIAS and the collective cue commands

a fixed

climb power.

25

VI PREFLIGHT CHECKLIST
PREFLIGHT

CHECKSHELIPILOT

NOTE:

AND

FLIGHT

These checks are to be made with rotor turning.

*GENERAL
Electrical

Normal

Gyro Compass Selector

Switches

Set Comm and Nav frequencies

MAG
as required

and check audio panel

*IVSI
Needle near zero
OFF

flag retracted

Vertical

speed selector as desired

*ALTIMETER
Set and Check

*GYRO

COMPASS

Compass Flag:

Retracted

Compass Headings:
Select Heading:
Select NAV

FLIGHT
SBY

Correct

and null indicator

as desired

Course:

as desired

DIRECTOR

button:

Check all Flight

Press and check

Director

controller

Check AD I GA and DH lights:

Check FD flag in AD I:
Check

live

FD Command

lights:

ON

ON

Flag in view, bars biased from view

Bars:

Bars biased from view

26

DIRECTOR

GO-AROUND
Press momentary

switch on collective

GA light on ADI:

ON

Pitch Cue:

and Below Center

Visible

Roll Cue:

Visible

Collective

Cue:

and Centered

Visible

and Below Center

HEADING
Press HDG

on Flight

Director

Roll Cue should follow

Controller

movement

of Heading Select bug

*ADI
Sphere erect, ATT

and FD flags retracted

RADAR ALTIMETER
Zero Altitude
OFF

flag retracted

DH set as desired
Test Switch

PRESS

OFF

Altitude

*NAV

Flag in view
pointer

indicates

approximately

100 feet

RADIOS

Select NAV

source as desired

*H ELIPILOT
CONSOLE
FTR SWITCH
ON
SAS 2 ON SAS 1 OFF light:
ON
SAS 2 OFF light:
OUT
ATTD HOLD OFF light:

OUT

Cyclic

Motion

Stick

ATTD

HOLD

Cyclic

Stick

SAS 2 OFF
SAS 1 ON

Motion
OFF
Motion

shall not cause API

ATTD

HOLD

OFF

Light:

shall cause API motion

SAS 1 OFF light:

OUT
SAS 2 OFF light:
ON
ATTD HOLD OFF light:

ON

in direction

of motion.

OUT

Cyclic Stick Motion shall not cause API motion.

Pedal Motion shall cause API motion in direction

of motion.

ATTD HOLD OFF ATTD HOLD OFF light:

ON
Cyclic Stick Motion shall cause API motion in direction of motion.
Pedal Motion shall cause API motion in direction of motion.
27

HELIPILOT/FLIGHT
AUTOTRIM
FD/CP-DCPL
SAS 2 ON
Select HDG

AUTO

DIR ECTOR/AUTOTRIM

SWITCH
SWITCH

ON
COUPLING

DCL

light on ADI:

OUT

and A/S Roll API and rotor tip path plane shall respond to
HDG Bug
Pitch API and rotor tip path plane shall respond to
AS Beep Changes
Trim shall not operate.

SAS 2 OFF
SAS 1 ON
Repeat

using SAS 1.

SAS 2 ON
Repeat using SAS 1 and SAS 2
Auto Trim shall operate.
FD/CP-DCPL
SWITCH
DECOUPLING
DCL LIGHT
ON ADI, ON
SELECT
HDG AND AS Roll and Pitch command bars shall respond to HDG
and AS Beep changes, API shall not respond.

*BEFORE

TAKE-OFF

SAS 1 ON
SAS 2 ON
ATTD HOLD

ON

SAS 1 OFF
SAS 2 OFF
ATTD OFF

APIs CENTERED
FD MODE SEL SBY
CONSOLE
FTR SWITCH
FD/CP-DCPL
AUTO TRIM

*INDICATES

light:
light:
light:

OUT
OUT
OUT

ON

COUPLING
SWITCH ON

ITEMS TO BE CHECKED

BEFORE

EVERY

These checks serve as a guide. Each pilot should develop a workable

checklist for his particular operation.

28

TAKE-OFF.
sequence for the

MANUALLY

TRIMMING

THE SYSTEM

(COUPLED)

During the flight phases when the helicopter

is being controlled by the Helipilots,
there are times when it will be necessary for the pilot to momentarily
be in the
control loop. This will usually happen in turbulence, during power changes or when
large scale flight maneuvers have been commanded.
The pilot is alerted to the need
for manual trimming
when one or more of the actuator position indicators are
indicating a steady deflection from center. When this condition occurs it can easily
be corrected
by PRESSING
the FTR switch and then positioning
the cyclic to
center the API needle. The procedures required to perform
tion with the Helipilot are shown in the illustrations below.
ROLL API

the trimming

PITCH

in conjunc-

API

m
D
IF YOU SEE THIS

IF YOU SEE THIS

w
PRESS

FTR

PRESS

FTR

DO THIS
TO CENTER API

++

TO CENTER

t-i

IF YOU SEE THIS

PRESS

AND THEN

FTR

DO THIS

29/30

API

Vll Typical Operation

For all flight phase descriptions in this manual, the aircraft is maneuvered automatically by the Flight Director/H elipilot System, The helicopter
may also be flown
manually by the pilot satisfying the flight director commands in ATTD HOLD and
FD/CD-DCPL
switch to DECOUPLING.
When the Helipilots
are flying the commands
generated by the Flight Director
Computer,
the flight director
command bars on the AD I should be centered, indicating that the Helipilots
are satisfying the commands. With a fully automatic
system of this type, the pilot does not fly the helicopter
but rather monitors the
system performance
and flight progress,

NOTE
All long-term
trimming
operations
must be accomplished
manually by the pilot or automatically
by auto-trim actuators
if installed. The requirement to retrim the controls is noted by
the pilot when monitoring the Actuator Position Indications on
the Helipilot Controller and the inclinometer. Retrimming manually is accomplished
by operating the Force Trim Release
(FTR) button on the cyclic and repositioning the cyclic and
pedals as necessary.
If auto-trim is installed, pitch and roll retrimming will be done
automatically while the yaw axis trimming still must be done
manually by the pilot.

31

TAKEOFF

AND

CLIMBOUT
//

0
2

32

TAKEOFF

AND

CLIMBOUT

Takeoff
is
force trim
to takeoff,
pointer on

After takeoff (A/S >40

kts) select HDCi mode. The helicopter
capture and maintain the heading selected on the HSI.

Set the vertical speed command bug on IVSI to desired vertical speed. Select VS
mode, Use the heading bug on the HSI and VS bug on IVSI to make heading or
vertical speed changes as required.
Airspeed should be >60
before selecting
a vertical

normally
made with both Helipilots engaged and in ATT HOLD. A
release (FTR) is provided to change attitude reference as desired, Prior
set the heading bug on the HSI to the takeoff heading. Set the course
the HSI to the radial of the first desired VOR course.
will automatically

mode.

When desired altitude is reached; press Al_T and the helicopter

pressure altitude present when the mode was engaged.
NOTE:

will maintain

the

Actuator
trim may be required when significant collective power changes aremade, especially if they are made
rapidly. When this occurs for helicopters without autotrim, depress FTR and satisfy the pitch bar and cross
check that the Actuator
Position Indicator
is approximately centered. The pilot will quickly develop a coordinated collective/pitch
cyclic trim motion on instinct,
and will tend to reduce collective motions for smoother
flight and economy.

CRUISE
~

ALT

CRUISE
ALT

u4

(?13
[0
3

,,
[,,,

c1
rl
11

\ .

33

VOR

CAPTURE

AND

TRACKING

n
(Iii
350\

lfl~),
4

L~
..

O&)

b1 E

:&;

a
w

o
3

[@]

1800

~CRAB
ANGLE
(CROSSWIND

COMPENSATION)

34

VOR CAPTURE

AND TRACKING

The VOR mode of operation features automatic capture and tracking of the radial.
Normal prior conditions are the Helipilot
coupled to the flight director and HDG
mode selected on the controller,
Any vertical mode can be selected and coupled
without
@Tune

affecting

VOR

Operation.

the navigation

receiver

to the desired VOR

station;

set

the

course

pointer

on the HSI to the desired course. Select V/L on the NAV select. Engage NAV
on the mode selector, HDG and NAV will both remain lighted indicating the
system is flying on the selected intercept heading and is armed for VOR
Intercept angles between 40 and 80 provide optimum VOR capture.
@At

VOR

capture,

the

HDG

light

will

go out

indicating

that

VOR

capture.

capture

has

occurred.

@The
aircraft will smoothly roll out and track the radial with crosswind correction.
If the VOR flag comes in view while tracking the VOR radial, the Helipilot will
hold existing attitude and the lateral command bar will bias out of view.

The flight director includes a VOR overstation sensor, which inhibits response to the
beam signal when in the cone of confusion above the VOR station, When beam rate
becomes excessive, the Helipilot automatically
flies VORselected
course only which
provides comfortable
station passage. If desired, a different outbound radial may be
selected while over the station when the TO-FROM
pointer changes direction. In this
case, the machine will follow the course pointer change as though it were heading.
Overstation sensing returns toVOR
outbound capture after a timed interval.
When flying near a VOR station, the flight director senses the Cone of Confusion
and automatically
switches to over station sensor (0SS) Logic rat which time course
deviation signal is ignored and the system will fly course arrow heading for a fixed
time to allow for station passage. This system can cause significant course deviation
prior to termination
of 0SS Logic; therefore, it is recommended
to use the heading
mode near the station.

NOTE:

Overstation

sensing

can

be inadvertently

pilot

intro-

duced by rapid motion of the course knob on the HS1.

Avoid rapid course selection changes whenever possible.
Heading select mode is preferred when thepilot
must be
in the navigation loop,

35

ILS FRONT-COURSE

APPROACH

.
./?.
(-!!2
/

4 .

+.

*I

[@)
3

36

ILS FRONT-COURSE

APPROACH

On an ILS front-course
approach,
the Iocalizer and glideslope are automatically
captured. The Iocalizer is captured first from heading select in the same manner that
the VOR radial is captured. The glideslope can be captured with any vertical mode
previously selected. It impossible tocapture
glideslope from either above or below the
beam but it is recommended
that capture be made only from below the beam.
Localizer capture is required before automatic glideslope capture can occur. For best
results, bracket should be made beyond 6 miles from runway thresh old. To make an
I LS front-course approach, perform the following:

Tune the navigation receiver tothelocalizer

frequency and set thecourse pointer
to the publlshed INBOUND
course. Set the heading bugto the desired intercept
heading .Select lLSonthe
NAVSEL
switch andpress NAVwhich
arms the automatic ILS capture circuits. Observe that both NAV and HDG are lit indicating
armed

for auto capture.

@At

I-OC capture, the HDG light will go out indicating that Iocalizer capture has
occurred.
The helicopter
will smoothly
roll out and track the Iocalizer beam.

@At

glideslope capture, the previous selected vertical mode light goes out and the
GS annunciator
lights. The system will track the center of the Iocalizer and
glideslope beams with automatic wind corrections. When the DH annunciator on
the AD I and Radio Altimeter
illuminates, the decision to land or to go around
must be made. At DH and airport in sight; press standby switch to place the
flight director on standby. Helipilots will hold roll and pitch attitudes. Use FTR
to retrim to desired attitudes for approach andlanding.
ATTD HO LDmode
is an
aid to maneuvering all the way to touchdown.

NOTE:

The flight director altitude

auto-level
mode operates
during any two-cue approach. At a safe altitude AGL,
the flight director
initiates a command
through the
collective cue to slow the rate of descent and level off at
50 feet radar altitude. This 50-ft radar altitude will be
maintained
using collective to keep the collective cue
centered and the approach airspeed will be maintained
by the pitch axis controls. This is asafety feature only.
Flight below DH without visual contact is prohibited by
IFR rules.

37

GO-AROUND

<,
r,,,,

O
(

38

A missed approach maybe executed bypressingthe

GO-AROUND
BUTTON
ON
THE COLLECT I-VE. G/A annunciator
on the AD I will light and collective cue
will come in view. All other mode lights will go out. Center collective cue with
collective and the Helipilot
will hold approximately
85 kts of airspeed during
climbout.
The Helipilots
will hold the helicopter level in roll attitude, and will
hold pitch axis attitude for the reference climb airspeed.
After stable climb is established, set heading bug on HSI for desired heading and
press HDG. System pitch axis remains in GA until another vertical mode is
selected.
The system automatically

captures

and flies the missed approach

heading.

o
3

=J$L&----
.

SPECIAL NOTE
GO-AROUND,
ENGAGED
AT AIRSPEEDS
BELOW 85 KNOTS, WILL RESULT IN A PITCHDOWN AITITUDE
CHANGE.

38

BACK COURSE APPROACH

o
2

~@]

(@
o

m
1

LjE@
vy

40

BACK COURSE APPROACH

~

Tune the Iocalizer freauencv

FRONT
COURSE
INBOUND

and set the course pointer on the HSI to the

Iocalizer course. Set the desired intercept heading

on the heading bug on the HSI and select HDG mode. ALT may be selected to
maintain approach altitude. For best results, bracket should be made beyond 8
miles from runway threshold, As in a front course approach, the Iocalizer is captured automatically.
Set Flight Director Controller when within 2 dots deviation
which results in back course capture (H DG Iite goes off). The lateral deviation
bar has the proper sensing and proper indication.
When REV is selected, the
glideslope circuits are locked out.
The descent phase of the approach may be flow by setting VS bug on IVSI to
desired rate of descent and pressing VS mode. Changes in vertical speed can be
made using the VS bug on IVSI. For missed approaches, go-around operation is
as previously described,

NOTE:

Always set INBOUND

!ocalizer course when setting up
for Back Course. The computer
will do all required
reversals for you. The glide slope pointers on the HSIS
and AD I may occasionally
come in view due to false
glide slope signals. These indications
by the pilot.

should be ignored

VOR APPROACH

[@]Q

[@]

0
3

r]
/-

~q

[J

\_

42

VORAPPROACH
To fly typical VOR approach, track into the station in V/L mode with NAV engaged.
As you enter the zone of confusion select HDG mode, set the course arrow
to the
OUTBOUND
heading, and use the heading bug on the HSI to track the
published
OUTBOUND
course. Then proceed as follows:
Set the heading bug on the HSI to the first leg on the procedure
situation use 1050).

turn.

(for this

Use the heading bug to complete the 180 procedure turn. Set the course pointer
to the INBOUND
leg. (For this situation select 3300).
While in the INBOUND
turn, set VS bug on IVSI for desired rate of descent,
Using raw data, manually intercept and fly the INBOUND
course. When cleared
for descent, select VS mode on controller
and fly final approach utilizing the
heading bug and VS bug.

NOTE:

The flight director altitude auto-level mode operates during any two-cue approach. At a safe
altitude AGL, the flight director initiates a command through the collective
cue to slow the
rate of descent and level off at 50 feet radar
altitude. This 50-ft radar altitude will be maintained using collective
to keep the collective
cue centered and the approach airspeed will be
maintained by the pitch axis controls. This is a
safety feature
visual contact

43

only. Flight
is prohibited

below DH without
by I FR rules.

0
2

[@j

m
1

E,

e ,,,,

/,
,,,$

\ \..
@

44

HOLDING
To establish
the

a holding

pattern

over the outer marker

or a VOR

intersection,

perform

following:

@Select
Tune

ti13G mode on the flight director controller

(ALT may also be selected).
the navigation receiver to the VOR or Iocalizer frequency. Set the course

pointer to the INBOUND

VOR or Iocalizer
point by adjusting the heading bug.

course. Maintain

flight to the holding

@When
the airplane reaches the holding point, turn the heading bug in the direction of the OUTBOUND
turn. After completing 45 degrees of the turn, continue
moving the heading bug until the reciprocal heading of the INBOUND
course
is reached.
If crosswind correction
is needed, it must be set in manually
heading bug for the appropriate
crab angle.
@After
the req.ired timeon the OUTBOUND
the direction of the INBOUND
turn.

by adjusting

heading, turn theheading

the

bug in the

@After
completing 45 degrees of theturn,continue
moving theheadingbug
to the
INBOUND
course with crosswind correction.
If automatic capture and tracking
of the inbound radial is desired, select V/L mode and NAV after the turn to the
INBOUND
radial has been initiated.
Crosswind corrections
are automatically
computed in the V/L mode.

x--

0
3

45

3-CUE HDG /AS/ALT

ALT
.
-

3-CUE VS/AS/HDG
/

,,c1
-[;

,,1::]

46

SPECIAL
Three-cue
A/S-ALT

can be flown
and A/S-GS).

simultaneously.
Select

OPERATION

HDG,

A/S,

ALT

modes on the flight

to center

collective

MODE

with any lateral mode and any two vertical modes (A/S-V/S,
Three-cue
is selected by pressing the two vertical modes

SBY must first be selected to convert

Increase collective
When the
airspeed.

THREE-CUE

cue

collective
is centered,

director

back to two-cue

mode,

comptroller.

cue.
the

helicopter

is holding

altitude

and

Helicopter will auto To increase airspeed use A/S beep switch on the collective.
matically increase airspeed; however, it will not hold altitude unless collective cue
is manually centered with collective.
When the collective
holding altitude.

cue is centered,

the helicopter

is flying

increased airspeed and

Select VS mode on flight director controller.

When collective
helicopter will fly selected vertical speed and airspeed.

SPECIAL

cue is centered,

NOTE

IN 3-CUE MODE THE SYSTEM

WILL AUTOMATICALLY
FLY PITCH
AND
ROLL CYCLIC.
THE
PILOT HOWEVER
MUST
MANUALLY
ADJUST
THE COLLECTIVE
PITCH IN ACCORDANCE
WITH
THE COMMAND
DISPLAYED
ON THE THIRD CUE
OF THE ADI.

47

!/111 Operating Limits

The

following

angular

upon the aircraft

limits established

HE LIPILOT
Helipilot

limits

are applicable

to the Helipilot

and are not dependent

type or the installation. The aircraft may be hand flown within

for the airframe, independent of these limits for Helipilots.

OPERATING

Engage

LIMITS
Roll angle up to 45
Pitch angle

Bank Limit

the

left or right bank

UptoizOO

HDG Mode 20

left or right bank

VOR

Mode 20

left or right bank

LOC Mode 20

left or right bank

Pitch Limits

All modes ~12

LOC Capture

150 MV of beam signal, or 2 dots on HSI

VOR

70 MV of beam signal, or slightly less than 1 dot on HSI

Capture

Glide Slope Capture

Above glideslope
ment

beam any value for manual engage-

Below glideslope beam 22 MV of beam signal or inside green band on HSI for auto capture
VOR

Crosswind

Capability

Up to 45

of crab angle

4B

IX Annunciators
The self-contained
pushbutton
switch/annunciators
on the Flight Director Controller
and the Helipilot
Engage Controller
enable the pilot to monitor the mode engaged
as well as the automatic mode switching.

Flight Director
Controller
Annunciators

Conditions Under Which It Lights

SBY

Standby mode is selected.

command bars.

ALT

Altitude

AS

Indicated

HDG

Heading select mode is activated.

Vs

VS mode is selected.

NAV

VOR/ LOCALIZER mode is selected which selects HDG if not

already on, Prior to beam capture, the system remains in
heading select with the HDG annunciator
on. At V/L auto
capture the HDG light goes out,

GS

Auto GS capture or GS manual

immediately captured,

Tests

all lights and

retracts

the

hold vertical mode is selected.

airspeed hold vertical mode is selected,

49

has been selected.

GS is

X Failure Monitoring

WARNING
FLAGS
Display
Data
Unusable

Flag
Flag
Designation Location
HZ464

Autopilot

When in View

Power off

Attitude

Helipilot will not

engage

AIT
a

Vertical gyro inline monitoring

Hehpllot

detects

engage

failures.

HZ-464 internal monitoring

detects

No

will

not

effect

failures.

HZ-464

Command Bars

Power off
Flight director inoperative
SBY button depressed

Helipilot will not

couple in either axis

RD-444

Heading

Power off

FD Roll Command

Directional gyro inoperative

Helipilot yaw SAS

Inoperative
Helipilot yaw SAS

Bar Retracts

Compass card servolng

unreliable

No effect

VOR or Loc
Oeviatlon
Expanded Loc

Power off
Nav Receiver inoperative

Helip ilot rOIIS

towards wings level

FD

COMP

inoperative

RD444

FD Roll Command
Bar Retracts If
Radio Beam was
Captu red
RD-444

GS

Glide

Helipilot rolls
towards wings level

Power

Slope

Deviation

off

GS Receiver

inoperative

Helipllot

holds

pitch

attitude

at time

of

flag

RH-444

Heading

Power off
Loss of HDG input data
Compass card servoing
unreliable

No effect

VS444

Vertical Speed
Pitch Command
bar ratracts If in

Power off
Vertical speed info not
reliable from FD computer

Helipilot holds
exist[ng pitch attitude
at time of flag

Radar Altitude

Power off

No effect

FD

Radar

HDG

OFF

VS

mode

FD

Collective

Command
Repeats

Que
If In

30

Mode
RA-215

OFF

Collective

Command
Retracts

Que
if in

reliable

altitude
from

transmitter

30 Mode

51

info
radar

not
altimeter

Xl System Redundancy
The dual Helipilot System provides an important margin in safety and mission reliability. System failure such as series actuator hardovers which were demonstrated
to the
FAA during certification
were very mild, yielding pitch or roll attitudes reaching 20
or less in 3 seconds, The resultant failure response was an attitude perturbation
preceded by the crisp rate warning that a malfunction
occurred, which permitted casual
recovery and fault isolation. Recovery from these failures was accomplished
by the
pilot pressing the cyclic FTR switch and repositioning the cyclic so as to return the
helicopter
to its trim flight condition. The pilot then examined the API associated
with the failed axis and determined which Helipilot had failed.
Another feature of duality is to provide mission completion capability. Once a failure
is identified,
the appropriate
Helipilot
system is turned off and the mission is
completed with the same hands-off capability as previously experienced.
In the event
that the coupling feature becomes inoperative the flight may be easily continued by
use of the basic I FR mode (attitude retention) with reference to raw data obtained
by either primary or secondary instruments and navigation equipment.
In no way can
a single malfunction
in the Sperry IFR system result in a flight condition
which
exceeds the capabilities of a single pilot.

1
COMM

ENGINE
NO. 1

BUSS

ELECTRICAL
POWER
GENERATION

NO. 1

~
4

AC
FLIGHT
DIRECTOR
COMPUTER

4~

PRIMARY
AD1/HSi

VG/DG
NO. 1
T&

SYSTEM 1
ACTUATORS
ROL&,AP~TCH,

HELIPILOT
No. 1

1
COMM

BUSS

ENGINE
NO.2

ELECTRICAL
POWER
GENERATION

NO.2
.

i
h

HELIPILOT
NO. 2

52

A&

AC
*

VG
NO. 2

SECONDARY
ADI
SYSTEM2
ACTUATORS
ROLL,PITCH

XII Sperry Product Support

A complete
and
support network,
available

from

up-to-date guide to Sperrys world

titled Sales and Support
(Sperry

your

local Sperry

Distributor

wide distributor
and product
Pub. No. 60-7390-OO-XX),
is

or directly

from

Sperry

by contacting:

Sperry Flight Systems

Avionics Division
PO. Box 29000
Phoenix, Arizona 85038
Attention:
SPEX Coordinator
(602)

866-0400

The Flight Director/Helipilot

Flight Control System is covered by a two-part product support program which we feel is the best in the industry. Out warranty is a
l-year,
1000-hour
guarantee of system reliability.
If a unit does fail, we replace it
from
the stock of spares that we maintain
to fulfill
the original
warranty
commitment.

This

is only

part of the program.

For your

after

warranty

needs we offer

SPEX@

which stands for Sperry Exchange. SPEX means that Sperry, and not the customer,
maintains the stock of spare components.
When overhaul/maintenance
is required,
the customer may return
serviced SPEX unit with
generally runs less than
that the general aviation

the component and, for a fixed charge, receive a completely

a full I-yearr 1000-hour warranty. The cost of this exchange
25 percent of the cost of a new unit, The SPEX pool ensures
operator has rapid access to a replacement component.

SPEX is not limited to a few years, but rather Sperry

the systems are flying.

53

will maintain

spares as long as