Section 14

Autopilot

This chapter provides a general introduction to the standard 3-axis autopilot system fitted to the majority of BHL AS332Ls. Further reference to BHL FM supplement No. 12 is necessary for information on RNAV coupling and co-pilot mode selection. For information on the 4-axis system fitted to a small number of company machines, refer to the FM supplement 10.15 (section 10). Note that the 4-axis Autopilot is fundamentally different in several respects and a specific EOP checklist is issued to each 4-axis aircraft.

Section 14 1 of 23

Autopilot

(After reading this chapter, the look on your face will be) INTENTIONALLY BLANK

Section 14 2 of 23

Autopilot

INTRODUCTION
The SFIM Type 155 Autopilot (AP) is fitted as standard in the Tiger. It is a 3-axis system that provides stability in pitch, roll and yaw each axis being controlled by two mutually monitored lanes. The provision of two lanes gives a layer of redundancy in normal operation Lane 1 (the Governing lane) providing inputs to the flying controls and Lane 2 (the Shadowing lane) is used as a comparison to verify integrity of the AP computer signal. In certain failure conditions, one lane alone can provide appropriate inputs. The Autopilot acts through the autopilot hydraulics unit which provides control inputs in series to the flight control linkages the system having approximately 5% mechanical control authority in pitch and roll, but up to 100% authority in yaw. The hydraulics unit is housed at the base of the broom cupboard (in the bulkhead behind the right-hand pilots seat) and joins the control run immediately downstream of the lower bellcranks. Hydraulic pressure is provided by the left-hand hydraulic system to give assistance to the pilot in moving the controls. The pressure is reduced from 175 bar to 103 bar and 4.3 bar by the AP hydraulic power unit. An isolation (NORMAL-OFF) control is provided via a switch on each pilots collective lever. The Autopilot control panel is located on the top right corner of the centre console.

The following functions are provided by the SFIM 155 Autopilot: 1. 2. Stability around the Pitch and Roll axes. Gradual variations around the Pitch and Roll axes by use of the 4-way Beep trim switch (also known as the coolie hat) located on each cyclic. Major attitude reference changes in one cyclic axis only (either Pitch or Roll) by Stick and Beep pilot action. Major attitude reference changes in both cyclic axis simultaneously (both Pitch or Roll) by Stick Trim Release pilot action. Stability around the Yaw axis. Co-ordinated turns by action of the cyclic stick in roll (airspeed above 60 knots and bank angle above 4). Directional Attitude Hold and Pedal-controlled turns. (Heading reference will be maintained when movement in yaw axis reduces to less than 1 per second.) Fly-through piloting available at all times so that the pilot retains aircraft control, even with the system engaged.

3.

4.

5. 6.

7.

8.

In addition, the following higher functions are also available: (i) (ii) Altitude Hold: Aircraft maintains altitude at time of selection.

Airspeed Hold: Aircraft maintains airspeed at time of selection.

Note - As both these holds are functions of the Pitch channel, only one can be selected at a time. (iii) Selected Heading Hold: Controlled by heading bug on pilots and co-pilots HSI. The aircraft will turn (20 bank maximum) onto and will then maintain the heading selected.

The autopilot has two modes of operation: ASE and SAS, depending on the position of a selector switch on the control panel. In SAS mode (Stabilisation Augmentation System), the system ensures short term damping of aircraft oscillation, without returning the aircraft to its original attitude. In ASE mode (Automatic Stabilisation Equipment) both short term damping and long term attitude stabilisation are ensured: the aircraft is returned to the pilots desired attitude. Note - The higher functions listed above are only available in ASE mode.

Section 14 3 of 23

Autopilot

A Note on Stability & Damping

The helicopter, by nature, is a dynamically unstable machine. Whilst the designer will try to produce an aircraft that will fly with the minimum amount of effort from the pilot, external forces (e.g. turbulence) will affect the flight path and attitude of the helicopter throughout its flight. Without appropriate assistance and correction, the pilots workload would be significantly increased. A helicopter without a stabilisation system will be hard work to fly since all aerodynamic forces acting on the aircraft will affect its attitude and will need to be corrected manually by the pilot. Since the pilot must try not to over- or under compensate for the required control input, the workload is high and the flight path variable.
Intended flightpath

A helicopter that has an SAS-based stabilisation system will damp out any external aerodynamic forces that tend to deviate the aircraft from the intended flight path. The rate of that deviation is minimised and corrective inputs are made by the Autopilot computer to maintain the pilots chosen attitude. Such an aircraft flying in a wings-level attitude, which is affected by turbulence, will be returned to a similar attitude, but in a position offset from the original flight path.

Intended flightpath

A helicopter that has an ASE-based stabilisation system can be flown so that specific flight parameters (such as altitude, airspeed etc) are corrected for and maintained even though external forces cause deviations from the flight path.

Figure 1 Autopilot Damping

Section 14 4 of 23

Autopilot

PRINCIPLES OF OPERATION
Each of the three channels (pitch, roll and yaw) constitutes a slave control based on the following philosophy. The Autopilot tries to maintain the aircraft attitude selected by the pilot. This datum attitude is stored as a result of where the pilot positions the cyclic stick or yaw pedals. A sensor detects aircraft movement away from the datum position and sends an electrical signal based on the amplitude and rate of change of that movement to the AP computer. This deviation information is compared to the memorised information (i.e. the attitude desired by the pilot the datum) and a corrective output signal relative to the detected deviation is sent to the servo-controls in the AP hydraulics unit. This output actuates the flying controls, attempting to re-establish the aircraft at its initial attitude.

AP Computer
Datum Reference

Sensor

Comparator

Servo Controls

Flight Controls

Feedback loop

Figure 2 Schematic of Autopilot Philosophy

The system assumes that the desired attitude (the datum) is unchanged as long as the pilot makes no physical input to the cyclic stick or yaw pedals. When an input is made to either of these controls by the pilot, the computers memory goes into synchronisation and waits until a new attitude is selected and then stores this attitude as the new datum. The following notes describe the system in the AS332L and then show how they relate to the above philosophy.

Section 14 5 of 23

Autopilot

System Control
The Auto Pilot control panel on the central pedestal is the main interface with the AP system for the pilot. The system can be engaged, disengaged and monitored via buttons and indicating lights on the control panel. In the event of malfunction, various functions of the system may be deselected via switches on the same panel in order to allow continued use. A number of system controls are also located on the cyclic sticks and collective levers. Figure 3 illustrates the Autopilot control panel and the table opposite gives a description of the functions available on the control panel. The red numbers on the Autopilot panel relate to the numbers in the key.

6
P R Y

TEST

1
Lane P

8 7
RUN

3
R

4
Yd

2
Lane
A.S.E. AUTO-TRIM NORM COLL LINK

9
CYCL TRIM

17 18
S.A.S. PITCH

14 16
OFF

12
TURB OFF

10 11
RELEASED

15

ROLL

13

19 P

20
Individual Button

21

22
Figure 3 Autopilot Control Panel

Item

Description

Function Autopilot 6 of 23

Section 14

1&2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Push button Lane 1 and Lane 2 Two position push buttons (push-in, push-out) Two position push buttons (push-in, push-out) Two position push buttons (push-in, push-out) TEST display window Red light TEST switch Lighting rheostat CYCLIC TRIM RELEASE switch COLLECTIVE LINK switch Amber warning light NORM/TURB switch Amber warning light AUTO TRIM ROLL/OFF switch AUTO TRIM PITCH/OFF switch Amber warning light Two position switch Button Identifier Mechanical Indicator Green Engaged Light Amber Fault Light

Activates Lane 1 and Lane 2 (Pitch, Roll and Yaw) Activates PITCH channel on Lanes 1 and 2 respectively when lane is engaged Activates ROLL channel on Lanes 1 and 2 respectively when lane is engaged Activates YAW channel on Lanes 1 and YAW DAMPER on Lane 2 when lane is engaged Displays defective sequence numbers after running preflight test Flashes during test running sequence When set in RUN position it actuates a self-test sequence Adjusts indicator lighting brightness on control panel Simultaneously releases trim on pitch and roll channels when in RELEASED position Inhibits the collective pitch/roll coupling when selected OFF Indicates a malfunction in collective link system Switch OFF collective link switch In TURB assists the elimination of dutch roll by sending correcting yaw and roll signals Indicates a malfunction in the automatic roll trim system Switch OFF automatic trim roll switch Allows engagement of automatic trim function via roll trim actuators Allows engagement of automatic trim function via pitch trim actuators Indicates a malfunction in the automatic pitch trim system Switch OFF automatic trim pitch switch Selects piloting mode. Mode ASE to maintain attitude and stability. Mode SAS to provide stability alone.

Indicates white if the button is depressed (engaged) Indicates that the channel in engaged and operating correctly Indicates that a fault has occurred in that channel.

Section 14 7 of 23

Autopilot

DIRECT GYRO 1

VERTICAL VERTICAL GYRO 1 GYRO 2

DIRECT GYRO 2

OFF ON

OFF ON

OFF ON

OFF ON FAST SLAVE

FAST SLAVE

Central Warning Panel

A.P. A.P. HT GYRO

Higher Function
IAS ALT HDG RNAV

HSI

HSI

HSI & Rotary Selector for setting heading bug in conjunction with heading hold

IAS

ALT

HDG RNAV

Higher Function

TES

AP.HT

P
Lane 1

Y
RUN

Autopilot Heat Selector

P
Lane 2 A.S.E.

R
AUTO-TRIM

Y
NORM COLL LINK CYCL TRIM

S.A.S.

PITCH OFF

ROLL

TURB

OFF

RELEASED

Autopilot Control and Monitoring

Figure 4 Autopilot Component Location in the Cockpit

Section 14 8 of 23

Autopilot

Other controls found on the pilots and co-pilots cyclic and collective levers are illustrated below.

4-Way Beep Trim Switch (Coolie Hat) Used to modify pitch and roll reference positions

Stick Trim Release Push-Button Temporarily releases the stick force trim Anchoring point

Autopilot Disengagement Push-Button When pressed both Lane 1 and Lane 2 will be disengaged To re-engage the autopilot, both Lane 1 and Lane 2 push-buttons on the control pane must be pressed.

Autopilot Hydraulics Isolation Switch (Normal = Forward and OFF = Rearwards) Autopilot BARAN Release Temporarily Releases BARAN reference for Altitude or Airspeed Hold when button is pressed

Figure 5 Flight Control Autopilot Switches

Section 14 9 of 23

Autopilot

System Components
The Autopilot system comprises several other components, which are illustrated below:

1 2 3 4 5 6 7 8

11 10 9

Figure 6 Location of Autopilot System Components

1. Gyroscope control unit : operating and slaving switches for vertical and directional gyros 2. Collective pitch potentiometers ANTICIPATOR (These supply collective/cyclic channel precontrol signals to prevent attitude variations due to collective pitch modifications 3. AP hydraulic servocontrol unit 4. Yaw channel microswitch actuator link 5. Roll channel microswitch actuator link 6. Pitch channel microswitch actuator link (The microswitch contacts open to permit fly-through manual override control whilst retaining reference attitude information) 7. No 2 vertical gyro unit (VG2) transmits pitch and roll attitude data to AP lane 2

8. Autopilot computer - Receives data inputs from peripherals shown here and processes output signals to the auxiliary servocontrols in the AP hydraulic unit. Also houses yaw rate gyro which transmits signals to yaw damper lane 2 and a lateral accelerometer 9. No 1 vertical gyro unit (VG1) transmits pitch and roll attitude data to AP lane 1 10. No 2 gyro magnetic compass (DG2) Transmits heading data to AP yaw channel lane 1 11. Air data module (BARAN unit) - Monitors pitot and static pressures from co-pilots systems and transmits airspeed and barometric altitude signals to AP computer 12. Flux valve (in tailboom) NOT SHOWN HERE. Senses magnetic north and sends signal to compass control unit to align DG1 and DG2

Section 14 10 of 23

Autopilot

Rear View

Front View

5 6

10

Pressure 4.3 Bar

7 2

Pressure 4.3 Bar 1 1 9

Figure 7 Components of the Autopilot Servo Pack Key to Figure 6

1. 2. 3. 4. 5. Servovalves where AP computer makes automatic input to controls. Collective servocontrol output rod (connects to collective/yaw coupler and anticipator) Pitch servocontrol output rod (connects to phasing unit) Pitch channel beeper valve Roll channel beeper valve

Items 4 and 5 operate together when cyclic trim release is pressed and operate independently when large attitude change is required and demanded through the 4-way beep trim switch - coolie hat 6. 7. 8. 9. 10. Roll servocontrol output rod (connects to phasing unit) Yaw servocontrol output rod (connects to collective/yaw coupler) Yaw channel open loop system allows large scale inputs to yaw controls Servocontrol bypass valves isolate servocontrols in the event of hydraulic pressure failure Yaw channel damper

Section 14 11 of 23

Autopilot

The Autopilot hydraulic unit contains four auxiliary servocontrols (pitch, roll, yaw and collective) inserted in series in the flight control linkages. They actuate by amplifying the pilots control loads in manual operation (rather like power steering in a car), and converting AP electrical signals into hydraulic commands when the autopilot is operating. Note - There is no servovalve or electrical input to the collective channel in the standard autopilot. In the absence of hydraulic pressure, the bypass valves (9) in Figure 7 operate and the servocontrols act as simple mechanical relays in the flight control linkage, directly actuated by the pilots control inputs. The controls operate normally, but will feel very heavy to the pilot. (Refer to EOP checklist 5/7) AP HYDRAULIC FAILURE. The AP hydraulic unit does not use full left-hand hydraulic system pressure. A hydraulic power unit (found in the base of the broom cupboard) reduces left-hand pressure from 175 bar to 103 bar for the servocontrols. A further reduction to 4.3 bar is made for the supply to the beeper trim valves (4) and (5)in Figure 7. The servovalves require extremely pure hydraulic fluid so a 15-micron filter is fitted to the hydraulic power unit. The filter includes a pop up clogging indicator which is visible through an inspection window just above the cockpit floor behind the right-hand pilots seat.

Components & Functions of the Cyclic (Pitch & Roll) Servocontrols

Beeper Valve Electrical Control Signal 1 2

Main Rotor Input 3

Safety Pin

103 Bar

Servo Valve Electrical Control Signals

4 103 Bar 14 5 B 13 6 12 R R Input Play 11 P

Input Play Pilots Control Input

10

8 9 7

Figure 8 Pitch and Roll Servo Control

Section 14 12 of 23

Autopilot

Manual Operation with Hydraulic Assistance.

The numbers in the following text relate to Figure 8. Hydraulic pressure separates the bypass pistons (12) and (14): power actuator chambers (A) and (B) are isolated, and the roller (11) is free within the limits of the input play. Initially, the distribution slide valve (6) is centred, shutting off the pressure inlet lines to the actuator chambers (A) and (B), and the output rod (9) is stationary. A pilot control input at (P) pivots the input lever (10) around point (C). The motion is transmitted by the link (8) to the stirrup (7) controlling the distributor slide valve (6). The slide valve pressurises one actuator chamber and opens the second to the hydraulic fluid return line (The figure shows chamber (A) pressurised and (B) open to the fluid reservoir.) The power actuator piston moves accordingly. The piston movement tends to re-centre the slide valve by means of lever (10), link (8) and stirrup (7). When the pilot action ceases, the slide valve re-centres and the actuator stops moving. Note that the operation of the auxiliary servocontrols in the AP hydraulic unit is similar to the main servocontrol operation covered in the Flight Controls chapter. Also note that in the absence of an electrical control input signal, servo valve (5) is inoperative (control vane (4) is centred).

Manual Operation without Hydraulic Assistance

In the event of an autopilot hydraulic system failure, the pilot closes off the autopilot cut-off solenoid valve, simultaneously opening the hydraulic unit supply circuits to the return line. The bypass piston (14) is moved by spring pressure (no longer opposed by hydraulic pressure), locking roller (11) and interconnecting power chambers (A) and (B). In this configuration, a pilot control input at (P) is transmitted directly with out play by lever (10) to the output rod (9), which is driven with minimum effort in the absence of opposing pressure in chambers (A) and (B). In the trim actuator (13) the lower chamber is open to the return line, but the upper chamber is isolated by the beeper valves. The trim actuator is thus hydraulically immobilised: it cannot move downward since cavitation phenomena prevent any increase in the upper chamber volume. This arrangement maintains the initial anchoring point and the simulated trim loads.

Automatic Operation
The electrical control signal actuates the servo valve (5): the vane (4) moves according to the signal direction and amplitude. The movement of the vane creates differing pressures either side of the distributor slide valve (6). The slide valve moves, pressurising one actuator chamber and opening the other to the return line. (The figure shows chamber (A) pressurised and chamber (B) open to the fluid reservoir). The movement of the output rod (9) tends to re-centre slide valve (6) by means of stirrup (7). The output rod motion is not felt by the pilot. When the electrical input signal disappears, the vane (4) recentres, as does slide valve (6): the servo control stops moving. Note - For a high amplitude electrical input signal, the Autopilot computer causes a beeper valve to open, moving the cyclic stick and modifying the stick anchoring point.

Section 14 13 of 23

Autopilot

Components & Functions of the Yaw Servocontrol

103 Bar Control Signal A

103 Bar

B Servo Valve

12 R

Distributor Slide Valve

7 5

9 4 P Input play (a) 10 C

Figure 9 Yaw Servo Control

Section 14 14 of 23

Autopilot

Manual Operation with Hydraulic Assistance

A pilot control input at (P) causes lever (10) to pivot around point (C), since the servocontrol actuator is initially immobilised. Lever (10) first moves freely moving roller (6) within the limits of the open loop play (a), then compresses spring (4), causing the pilot to feel a control load inversely proportional to the aircraft turning radius (i.e. a tight turn produces a heavy control load). The remaining operation sequence is the same as for the cyclic servo channels: stirrup (7) moves the distributor valve off centre, pressurising one actuator chamber and opening the other to the return line. The movement of the output rod (9) tends to re-centre the slide valve and the open loop system (4). The yaw damper (1) slows the input action of rod (P) in the event of excessive yaw pedal movement.

Automatic Operation
The servo valve drives the power actuator in the same way as the cyclic channel servocontrols. As long as the actuator travel does not eliminate the play (a) in the open loop, the yaw pedals are not affected. If the actuator travel exceeds the input play, the input rod (P) is driven and the yaw pedals follow the motion through the damper action. This input rod (P) movement reinforces the servo valve action by slowing the re-centring action of the distributor slide valve.

Manual Operation without Hydraulic Assistance

Chambers (A) and (B) are interconnected by the bypass valve piston (12). Roller (6) is hydraulically locked. Slide valve (2) is pushed by spring pressure, interconnecting the two chambers in the damper. This allows the pilot to move the power actuator with no input play and with minimal yaw pedal loads. Note in this configuration the yaw damper protection is removed.

Section 14 15 of 23

Autopilot

SUMMARY OF SYSTEM OPERATION IN BRISTOW AS332L

VERTICAL GYRO 1 (Normally Governing)

VERTICAL GYRO 2 (Normally Shadowing)

CYCLIC STICK AUTO TRIM AP LANE 1 AP LANE 2

MAIN SERVOCONTROL TRIM LOAD SPRING

BEEP VALVE

SERVO VALVE

MICROSWITCH LINK

TRIM ACTUATOR (100% control authority)

SERIES ACTUATOR (Limited authority)

Hydraulic Unit Figure 9 Summary of Pitch and Roll Channel Operation. How are the required functions of the autopilot provided?
(1) Stability in pitch and roll Vertical gyro signals provide sensing signals to the Autopilot computer, which are compared with the datum reference. Gradual variations in pitch and roll A 1 second input to the 4-way coolie hat changes the pitch attitude by 2 or the roll attitude by 4 (via the servovalve). This function is known as BEEP TRIM and is available whenever lane one is operating. If the input is of a high magnitude, the servovalve may run out of authority and the AP computer operates the beeper valves in order to make its input more effectively. (NB - The cyclic will move.) A new datum is generated. Major changes to pitch and roll attitudes (one axis only) The cyclic should be positioned to the desired attitude in pitch or roll (the beeper trim actuator spring will provide artificial feel). The spring pressure can be released by operating the 4-way coolie hat in the direction of the attitude change. This method is known as Stick and Beep. A new datum is generated. Major changes to pitch and roll attitudes (both axes simultaneously) The Trim Release button on the cyclic should be depressed, the cyclic repositioned and the Trim Release button released. All 4 beep valves open during the control input. A new datum is generated. Collective/Pitch coupling and collective/roll coupling is achieved through the Collective Link function. As the collective is raised, the aircrafts nose tends to want to pitch up and roll left (down and right when collective is lowered). The AP computer sends corrective signals to the pitch and roll channels whenever the collective is moved.

(2)

(3)

(4)

(5)

Section 14 16 of 23

Autopilot

(6)

Fly-through piloting The micro switch actuator links operate whenever the pilot makes a control input (the beeper trim actuator provides artificial feel) and the beeper trim actuator function is temporarily inhibited. The servocontrol moves the control linkages. The old datum is maintained. Stability in yaw The Pilots compass (supplied by DG2) and the yaw rate gyro provide sensing signals to the AP computer that are compared with the datum reference. Heading hold and pedal controlled turns The heading provided by DG2 is maintained unless the aircraft is yawing at a rate of more than 1.5 per second. Co-ordinated turn function Above 60kts, operation of the cyclic leading to more than 4 roll results in the aircraft performing a balanced turn. The AP computer uses a lateral accelerometer to calculate the amount of yaw input required. The pilot should leave his feet off the pedals. If he places his feet on the pedals, the yaw micro switch actuator operates and a co-ordinated turn is not performed. The pilot must keep the aircraft in balance himself. Turbulence function In cases of bad turbulence, external forces may be felt on the tail fin, inducing a roll movement. Selecting the NORM-TURB switch to TURB sends the yaw correction signal to the roll channel to counter this effect. Altitude Hold The datum is the altitude at the time of engagement of the ALT hold (sensed in the BARAN unit) and can be changed by adjusting altitude whilst depressing the BARAN release switch on the collective. The datum altitude is maintained by making corrections via the pitch servovalve, or if large corrections are required, via the beep trim actuator (and the cyclic moves) if the AUTO TRIM is functioning in pitch. ALT hold gives a warning if altitude varies more than 150 feet from the datum. Airspeed Hold - The datum is the airspeed at the time of engagement of the A/S hold (sensed in the BARAN unit) and can be changed by adjusting airspeed whilst depressing the BARAN release switch on the collective. The datum airspeed is maintained by making corrections via the pitch servovalve, or if large corrections are required, via the beep trim actuator (and the cyclic moves) if the AUTO TRIM is functioning in pitch. ASI hold gives a warning if airspeed varies by more than 15kts from the datum. Selected Heading Hold The datum is the heading set on the HSI bug. Either pilot may select Heading Hold and the aircraft will respond to the most recent selection. (i.e. control will flip-flop between the two pilots if each engages this function in turn.) This function should not be used below 60kts as the co-ordinated turn function will not be available. If a heading correction of more than 2 is required, the aircraft performs a co-ordinated turn onto the required heading. For a required heading change of less than 2, the AP corrects the heading by slewing the aircraft in yaw.

(7)

(8)

(9)

(10)

(11)

(12)

(13)

Section 14 17 of 23

Autopilot

Autopilot Heating
In order to maintain viscosity of the hydraulic fluid in the AP hydraulic unit, the unit should be kept warm when flying in the colder temperatures of the normal operating range. This will maintain normal speed of operation of the beeper trim valves and prevent build up of pressure in the yaw damper. Heating is achieved in two ways: 1: A hot air supply is ducted from P2 bleed heating system into the base of the broom cupboard. It comes on whenever the heater is selected on in the cockpit or cabin. An electrical heating system for the hydraulic power unit, beep trim valves and yaw damper. The heaters take the form of resistors embedded in mats wrapped around the appropriate sensitive components. The resistors are powered by 115V AC and are selected ON via a guarded switch on the centre console marked AP HEAT. Whilst the system is selected on and functioning correctly, a green light illuminates in the switch. Heating is controlled to not exceed 80C. A red warning light AP.HT is located on the CWP to warn of a malfunction.

2:

The electrical heating system is operated in the following way. Prior to each start-up, the AP HEAT is selected ON. After start: a) If the OAT is above 0C, AP HEAT is deselected. b) If the OAT is between 0C and -5C, AP HEAT should remain ON for 20 minutes. c) If the OAT is less than -5C on the ground or in flight, AP HEAT should be selected ON.

Heating Resistors for Heating Beeper valves

Hot Air from Cabin Heating System for Heating Yaw Damper & Trim Actuator

P2 Air Manifold

Figure 10 Autopilot Heating System

Section 14 18 of 23

Autopilot

Electrical Power Supplies

A number of different electrical supplies are involved in the AP system. A CB on the appropriate panel protects each supply.

1XP2B 1XP2C 2XP2C

- 115v ac for AP heater resistors - 115v ac for powering VG1 and DG1 - 115v ac for powering VG2 and DG2

1XP4 2XP4

- 26v ac for powering AP Lane 2 - 26v ac for powering AP Lane 1

1PP6 1PP5

- 28v dc for system selection, lighting, beeper trim valve operation and mode selection - 28v dc for system selection and mode selection

Section 14 19 of 23

Autopilot

Normal Operating Procedures (NOPs)

Pre-start, the AP HYD switches on each collective lever should be checked in the NORM position. On the AP control panel, all 6 channels should already have been selected with the white indicators showing. All switches on the panel should be forward. The autopilot is engaged immediately prior to flight by pushing the Lane 1 and Lane 2 buttons on the AP control panel. Six green lights should illuminate (one in each channel button). The higher functions (Altitude Hold, Airspeed Hold and Selected Heading Hold) can be selected by pressing the appropriate button. A green light in the button (ALT, ASI or HDG) shows that the mode has been selected. If the mode drops out or is deselected by the pilot (using the same button) an amber Mode Warn light flashes in the button for 10 seconds. The autopilot, when fully operational in flight, is a Hands Off system and will fail passive, i.e. if one lane fails there will be no major loss of control. The autopilot is normally disengaged as soon as the aircraft has landed and is stable on the ground. The system is disengaged by the button the either pilots cyclic. Any time the autopilot is engaged with the aircraft on the ground the pilot must keep hands and feet on the controls in order to prevent the autopilot making corrective inputs to the main and tail rotors.

Pre-flight Tests
Prior to the first flight of the day, the AP system test should be performed. The aircraft should not be on a moving platform. The autopilot should be engaged via Lane 1 and Lane 2 buttons on the AP control panel. AP hydraulics should be selected OFF and the test switch on the AP control panel moved to the RUN position. The test takes about one minute, during which time the lights on the control panel illuminate in sequence and a red dot flashes in the L.E.D. window. (The test sequence may be inhibited if the nose wheel is not central.) At the end of the test, a 0 should appear in the L.E.D. window. The test switch should be reset, the AP hydraulics reinstated and the AP released. If a figure other than a 0 appears then the pilot should take the appropriate action as listed in the Flight Manual FM (Section 3). Prior to every flight, the Beep Trim test should be performed. With Lane 1 engaged, the pilot should make an input on the 4-way coolie hat in each direction (fore and aft, left and right). The input should be large enough to saturate the series actuator and operate the beep trim actuator in the appropriate direction. The cyclic should move. Movement is cancelled by pressing the Trim Release button on the cyclic.

Section 14 20 of 23

Autopilot

Emergency Operating Procedures (EOPs)

With any degradation of the autopilot, the pilot must fly the aircraft with hands and feet on the controls and should limit collective pitch to 15.5 (see FM section 3). Refer to FM section 2 for IMC Flight Envelope limitations, which are affected by the serviceability of the AP. Note - With the Autopilot inoperative all manoeuvres must be made gently.

Visual warnings:
CWP (32) panel warnings:
AP

Illuminates for 10 seconds in the event of an autopilot system fault or if the autopilot is disengaged. Illuminates in the event of gyro malfunction (in association with an amber light on the gyro panel). Illuminates in the event of AP heating unit overheating (>120C) or resistor short circuit. Illuminates when hydraulic pressure at the autopilot hydraulics unit is less than 70 bar.

GYRO

A.P. HT

Hydraulic sub-panel warning:

A.P. H.P.

For diagnosis of amber warning lights or other indications of a malfunction on either the AP control panel or the overhead gyro control panel, read the following notes and refer to Section 7 of the EOPs which outlines the necessary remedial action. (See also EOP checks 5/7 AP HYDRAULIC FAILURE and 5/9 JAMMED YAW PEDALS from the Hydraulics Section of the checklist.)

Notes on the nature of Autopilot Failures

General If a channel input fails, the pilot should deselect that channel on the control panel if is not capable of being restored. Individual Lane Failures: When a whole Lane fails, the remaining Lane continues to provide stability, however the input to this Lane is no longer being compared with anything. Pitch, Roll and Yaw channels should be deselected in the failed Lane. Because of the mechanical authority given to the Yaw channel, pilots must also deselect the remaining Y or YD channel since it is unchecked and has the ability to move the yaw pedals through 100% of their range. The unchecked Pitch and Roll channels have only a limited mechanical authority and single channels may be left engaged to provide normal stability. Depending on which Lane fails, certain functions of the AP will be lost. VG and DG Failures: Failure of a vertical gyro results in the loss of pitch and roll inputs to one Lane (VG1 for Lane 1 and VG 2 for Lane 2). The appropriate VG should be switched off. Certain functions of the AP are lost. Loss of DG2 means that Lane 1 Y has no input. HEADING HOLD is lost and the pilots compass is no longer supplied with heading information. DG2 should be switched off. Lane 1 Y should be deselected and, for reasons given above, so should Lane 2 YD. A failure of DG1 has no effect on the AP since it only provides heading information to the co-pilots HSI.

Section 14 21 of 23

Autopilot

Channel Discrepancies Remember that when both Lanes are operating, Lane 1 is the governing lane and Lane 2 is shadowing providing comparisons and verifying the Lane 1 input. It is the input to Lane 1 that is translated into aircraft movement. If the Pitch or Roll inputs from VG1 and VG2 differ, a warning light appears in the pitch or roll channel selector buttons. The rogue channel must be deselected and the remaining channel allowed to continue to provide stabilisation. The EOPs method for diagnosing the rogue channel can be confusing. Instead, you might consider the following. By definition, both lanes must be operating for a discrepancy to occur. A rogue signal in Lane 1 will immediately translate itself into aircraft movement away from the desired trimmed attitude. Deselection of the appropriate channel in Lane 1 should restore the aircraft to the desired attitude as Lane 2 takes over. If a rogue signal occurs in Lane 2, no attitude change will be seen at the time of the warning, but if the Lane 1 channel is subsequently deselected, the rogue signal from remaining Lane 2 channel will cause an aircraft attitude deviation. A channel discrepancy in Yaw requires no diagnosis since, for reasons stated earlier, both yaw channels must be deselected.

BE AWARE: AFTER ANY FAILURE THAT RESULTS IN THE AIRCRAFT BEING FLOWN AP OUT OR IN SAS MODE, AN EXTREMELY POWERFUL YAW/ROLL COUPLE IS GENERATED BY EVEN SMALL AMOUNTS OF RIGHT PEDAL INPUT. AFTER A SHORT DELAY, THE AIRCRAFT CAN ROLL VIOLENTLY TO THE RIGHT AND COULD BE DISASTROUS SHOULD THE PILOT NOT REGAIN CONTROL OF THE AIRCRAFT IMMEDIATELY.

Section 14 22 of 23

Autopilot

How to use the Autopilot and Trim system

If you take nothing else away from this chapter, at least use the following maxims as you develop your flying technique on the AS 332L. Provided the Autopilot is engaged and fully serviceable, it is recommended to fly with hands and feet away from controls. The handling pilot should keep hands and feet on the controls when the aircraft is on the ground anyway, but especially when the Autopilot is engaged.

When handling the aircraft: Always trim to required pitch attitude. Make gradual pitch and roll attitude changes via the 4-way switch on the cyclic. Major large pitch and roll attitude changes using Stick and Beep method. It is recommended that the aircraft is trimmed to wings level in roll - especially IMC. Any turns should be made against the artificial feel springs so that if the pilot becomes disoriented, letting go of the cyclic should result in the aircraft righting itself to wings level again.

Section 14 23 of 23

Autopilot