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KFC 500Pilot’s Guide

Bendix/King®

Dual Automatic Flight Control System

for the Model 430

006-18081-0000 June 1999

WARNING

Prior to export of this document, review for export license requirement isneeded.

COPYRIGHT NOTICE

©1998, 1999 Honeywell International Inc.

Reproduction of this publication or any portion thereof by any means withoutthe express written permission of Honeywell International Inc. is prohibited.For further information contact the Manager, Technical Publications;Honeywell, One Technology Center, 23500 West 105th Street, Olathe,Kansas 66061. Telephone: (913) 782-0400.

Revision History

R-1June 15, 1999 006-18081-0000

Revision History and Instructions

Manual KFC 500 Pilot’s Guide

Revision 1, June 1999

Part Number 006-18081-0000

This revision consists of the folowing:

Add text further describing the operation of the push-buttons, the push-but-ton annunciators, and the EADI annunciators to the following pages - 20,23, 25, 26, 27, 30, 31, 37, 46, 47, 50, 51, 53, 56, 57, 59, 60, 61, 63, 64, 65,67, 68, 69, 71, 72, 73

Administrative changes to the following pages - Front Cover, Inside of FrontCover, 1, 2, 12, 22, 23, 24, 25, 28, 29, 31, 32, 33, 34, 35, 37, 38, 46, 47,48, Back Cover

Remove Yaw Trim - 21, 55

Revise Attitude Hold Roll Command Limit - 76

Revision History

R-2June 15, 1999 006-08769-0000

1

Table of Contents

006-18081-0000 June 15, 1999

Introduction ................................................................................3

Normal OperationSCAS/Autopilot ....................................................................5SCAS/Autopilot Block Diagram............................................7Basic Dual SCAS/AP Operation ..........................................8SCAS/AP Remote Switches ................................................8Force Trim 1/OFF ................................................................8Force Trim 2/OFF ................................................................8AFCS GROUND TEST ........................................................9SCAS & AP PWR 1/OFF .....................................................9SCAS & AP PWR 2/OFF .....................................................9TEST/BRT/DIM (AFCS Lamp Test) ...................................10SCAS/AP Annunciators .....................................................10Modes of Operation ...........................................................11SCAS Mode .......................................................................11AP Mode ............................................................................12Lateral Command Control ..................................................13Pitch Command Control .....................................................14SCAS/Autopilot Disconnect ...............................................15Force Trim Release (FTR) .................................................15Yaw Force Trim Release ...................................................16

Flight Director .........................................................................17SCAS/Autopilot/Flight Director Block Diagram ..................19SCAS/AP Operation (Flight Director Installed) ..................20

Yaw Force Trim Release .............................................20Yaw Trim .....................................................................21

Flight Director Operation....................................................21Modes of Operation .....................................................21Pitch Attitude Hold & Roll Attitude Hold (FD)...............23Lateral Command Control ...........................................23Vertical Command Control ..........................................24Force Trim Release (FTR)...........................................26Flight Director Off ........................................................26Go Around ...................................................................27Autopilot/Flight Director Mode Annunciation ...............28

KMS 540 Flight Director Mode Selection ...........................29Heading Select (HDG).................................................29Bank Angle Limit (BL)..................................................29Navigation Mode (NAV)...............................................30Approach Mode (APR) ................................................30

3

Introduction

006-18081-0000 March 27, 1998

The dual KFC 500 Automatic FlightControl System is available in twoconfigurations for the Bell 430.These configuration are a basic dualthree axis SCAS/Autopilot systemand a dual three axis SCAS/Autopilotwith single Flight Director system.

The dual system configuration iscomposed of a pilot selectable pri-mary (# 1) and secondary (# 2) con-trol system. The primary and sec-ondary systems each have aseparate flight control computer withdedicated roll and pitch axes servos.The primary and secondary systemsare also configured with requireddedicated sensors such that there isa high degree of probability that dur-ing any flight the basic AutopilotAttitude/Heading Hold functions inthe pitch and roll axes will be avail-able to the flight crew. The otherbasic control elements are switchedbetween the selected flight controlsystems such that under normal con-ditions the secondary system willhave the same basic Autopilot/SCASfunctionality as the primary systemexcept for Force Trim fly-throughcapability. Flight Director functions(available only with SCAS/Autopilotwith Flight Director system) are onlyprovided when the primary system isselected. The basic SCAS/Autopilotsystem provides the same capabilityas the system with Flight Director inthe basic SCAS and AP Autopilotmodes. In case of failure of the pri-mary system the secondary systemmay be selected by the crew tomaintain required work-load relief.This secondary system operating asa “hot standby spare” must be pre-

flight tested and passed prior todeparture to insure that it will beavailable if needed during flight andthat full control authority is available.

The KFC 500 primarySCAS/Autopilot with Flight Directorsystem is integrated with the KAD480 Central Air Data System and theelectronic flight instrument system toenhance user-friendliness as well assystem annunciation. This systemcombines complete stability augmen-tation, autopilot, and optional flightdirector computation functions in asingle computer. Its digital flight com-puter and integrated architectureenable the KFC 500 to determinehelicopter control requirementssooner, and to execute them withgreater smoothness and accuracythan previous generation systems.Digital, solid-state design throughoutthe Flight Control System providesmaximum reliability while economiz-ing on system weight and requiredinstallation space. The KFC 500 isdesigned to optimize passenger andflight crew comfort, while still provid-ing accurate control response in anyflight situation. Whenever possible,autopilot induced aircraft motionsborder on the lower limits of humanperceptibility, ensuring exceptionallysmooth flight. The Flight ControlSystem’s maximum command val-ues were tailored for the Bell 430during the aircraft certification pro-cess. Internal safety monitors andautomatic self-test functions keepconstant track of the KFC 500’s sta-tus, and provide signals for auto-matic shutdown of impaired controlaxes or flight director functions if

2

Table of Contents

June 15, 1999 006-18081-0000

Normal Operation (Continued)Autolevel Mode............................................................32Altitude Select (ALT SEL)............................................32Altitude Hold (ALT) ......................................................33Indicated Airspeed Hold (IAS) .....................................34Overspeed Protection..................................................34Vertical Speed Hold (VS).............................................34KAV 485 Vertical Speed Select ...................................35

Flight Control System Components ...................................36KSA 572 Trim Actuator................................................36Force Trim and AP Trim ..............................................36KSM 575 Linear Actuator Assemblies .........................37KCP 520 Flight Computer............................................37

AFCS Sensors ...................................................................37KVG 350 Attitude Gyro ................................................37KCS 305 Slaved Compass System.............................37KRG 333 Rate/Acceleration Sensor ............................38Control Position Transducer ........................................38KAD 480 Air Data System ...........................................38

KDC 481T Air Data Computer...............................38KAV 485 Altitude/Vertical Speed Indicator............39

Emergency Procedures/Limitations............................................43

Preflight Procedures.....................................................................45

Operational Examples ..................................................................49

Performance Specifications.........................................................75

5

KFC 500Dual SCAS/Autopilot

Normal Operation

006-18081-0000 March 27, 19984

Introduction

March 27, 1998 006-18081-0000

Important:

This Pilot’s Guide provides a general description of thevarious operational characteristics of the dual KFC 500 FlightControl System. However, operation of the system should not beattempted without first reviewing the applicable Transport Canadaand/or Federal Aviation Administration Approved Rotorcraft FlightManual for complete system familiarization and operatinglimitations.

available. When the KFC 500 de-couples a SCAS/autopilot axis it bothengages the affected servo brakeand shuts off motor drive power, pro-viding dual layers of protectionagainst servo over-control. In addi-tion to reliability and light weight, theKFC 500 is designed to be easilymaintained in the field. Self-con-

tained diagnostic tests assist trouble-shooting done by maintenance per-sonnel at Honeywell factoryapproved service centers. The Built-In-Test functions enable a technicianto trace faults. Qualified Honeywellservice centers around the world areready to provide assistance when-ever necessary.

This page intentionally left blank.

6 006-18081-0000March 27, 1998 7

Normal Operation

006-18081-0000 March 27, 1998

KCP 520ı

KCP 520ı

ı

AP SCAS

Primary KRG 333Rate/Acceleration Sensor

PrimaryKCP 520

FlightComputer

KMS 541Mode Selector

KCS 305 Compass

Trim Actuator

Primary PitchLinear Actuator

Control PositionSynchro

CyclicSwitches

PITCH

ROLL

YAW

CollectiveSwitches

Primary KVG 350Vertical Gyro

IIDS



Collective ControlPosition Synchro

Trim Actuator

Primary RollLinear Actuator

Trim Actuator

Linear Actuator

SCAS/AP RemoteSwitches/Annunciators

MAN

CW

AUTO

CCW

- +

KSG 105

1

DIRECTIONOF FLIGHT

RADIO

ICS

FOOTSW

RADIO

ICS

FOOTSW

FORCETRIM 1

OFF

AP ON

SCAS ON

FORCETRIM 2

OFF

AP

1 2

SCAS &AP PWR 2

OFF

SCAS &AP PWR 1

OFF

SecondaryKCP 520

FlightComputer

Secondary KRG 333Rate/Acceleration Sensor

DIRECTIONOF FLIGHT

Secondary KVG 350Vertical Gyro

Secondary PitchLinear Actuator

Secondary RollLinear Actuator

AFCSGROUND

TEST

Basic Dual KFC 500 SCAS/Autopilot System Block Diagram

Normal Operation Normal Operation

8 9March 27, 1998 006-18081-0000006-18081-0000 March 27, 1998

ation is not illuminated.

AFCS GROUND TEST

This momentary switch, located onthe overhead panel below theEmergency Bus 2 Breakers, is usedto initiate the SCAS/AP System pre-flight test, on both systems if desired,after the initial test that occurs atsystem power up. At power up, orwhen AFCS Ground Test switch ispressed, the non-selected systemwill continue to annunciate the asso-ciated system AP and SCAS FAILCautions until such time the systemis selected and allowed to completeinteractive power up preflight tests.Preflight test must be run prior toattempting system engagement onthe selected system. SCAS/APengagement will be disallowed inany axis that has not successfullypassed preflight test. The system willallow engagement and use of anyavailable axis (roll, pitch, and/or yaw)that has passed. While performingpreflight test is only recommendedon the ground it may be performed inthe air as well, see TransportCanada and/or Federal AviationAdministration Approved RotorcraftFlight Manual for any restrictionsplaced on this operation in the air.

may be selected to continue the flightwith basic AP and SCAS modesavailable. Any modes engagedwhen AP Select switch is toggled willbe canceled and desired modes onnewly selected system must be re-engaged.

Force Trim 1/OFF

Depressing the FORCE TRIM 1/OFFswitch, located on the centerpedestal just above the Mode SelectPanel, will turn power on or off to theForce Trim system when the primaryflight control system is selected.Power is available and the system ison when the OFF annunciation isnot illuminated.

Force Trim 2/OFF

Depressing the FORCE TRIM 2/OFFswitch, located on the centerpedestal just above the Mode SelectPanel, will turn power on or off to theForce Trim system when the sec-ondary flight control system isselected. Power is available and thesystem is on when the OFF annunci-

Basic Dual SCAS/APOperation

This section provides the NormalOperating Procedures for the basicdual SCAS/AP version of the KFC500 System.

SCAS/AP Remote Switches

There are seven remote switches forthe system. They are located on thecenter pedestal and overhead pan-els.

AP 1/2 Select Switch

Depressing the AP 1/2 switchlocated on the center pedestal justabove the Mode Select Panel willalternately select the primary (1) orsecondary (2) AFCS systems. When1 is illuminated the primary system isselected and when 2 is illuminatedthe secondary system is selected.

Normally the primary system will beused, unless a failure has occurredaffecting AP mode availability, inwhich case the secondary system

RADIO

ICS

FOOTSW

RADIO

ICS

FOOTSW

FORCETRIM 1

OFF

AP ON

SCAS ON

FORCETRIM 2

OFF

AP

1 2

AP

1 2

AP

1 2

AP

1 2

AFCSGROUND

TEST

FORCETRIM 1

OFF

FORCETRIM 2

OFF

FORCETRIM 2

FORCETRIM 1

SCAS & AP PWR 1 /OFF

Depressing the SCAS & AP PWR1/OFF switch located on the centerpedestal, just to the right of theMode Select Panel, will turn poweron or off to the Primary (#1)SCAS/AP system. Power is avail-able to the system when the OFFannunciation is not illuminated.

SCAS & AP PWR 2/OFF

Depressing the SCAS & AP PWR2/OFF switch located on the centerpedestal, just to the right of theMode Select Panel, will turn poweron or off to the Secondary (#2)SCAS/AP system. Power is avail-able to the system when the OFFannunciation is not illuminated.

SCAS &AP PWR 1

OFF

SCAS &AP PWR 1

SCAS &AP PWR 2

OFF

SCAS &AP PWR 2


10 11March 27, 1998 006-18081-0000006-18081-0000 March 27, 1998

has been detected or if SCAS/APPWR is OFF. Single axis failures willnot cause the SCAS (yellow) or AP(yellow) annunciation’s to light on theselected system. You will get an axisfailure only (i.e. AFCS PIT). A roll orpitch axis failure indicates that con-trol of that axis has been lost. A yawaxis failure indication means thatyaw axis or trim follow up in yaw axisis lost. If it is only a yaw trim axis fail-ure the annunciator will extinguish ifSCAS engaged. An Autotrim failureindication means that roll or pitch trimhas failed and more attention willneed to be given to see that the sys-tem is kept within the control author-ity of the main servo by using theFTR switch to keep the system work-ing within its control range. The non-selected system will annunciate APand SCAS Fail annunciation for sin-gle axis failures in roll, pitch and/orRate Gyro failure. The non-selectedsystem will annunciate AP Fail forpitch and roll trim axis failure and / orwhen vertical acceleration is invalidor Vertical Gyro is invalid after nor-mal power up delay. If this side isselected then the annunciation willdisplay the single or multiple axis fail-ures applicable and clear the AP and/ or SCAS Fail annunciation if anyaxis is available for use.

Modes of Operation

The KMS 541 Mode Select Panelprovides control and annunciation ofthe KFC 500’s SCAS and AP (atti-tude retention) modes of the selectedsystem. To activate the SCAS or APmodes using the Mode Select Panel,momentarily press the desired push-

button. The corresponding modelamp will illuminate above the switch.Alternatively, to deactivate the SCASor AP mode when activated, momen-tarily press the respective push-but-ton (The AP mode reverts to SCASwhen deselected). There are remoterepeater AP ON, SCAS ON annunci-ators located above the mode selec-tor panel that is switched to theselected system. These annunciatorswill mimic the ones located abovethe mode switches on the ModeSelect Panel. The brightness of theannunciator lamps on the mode con-troller is adjusted automatically by aphotocell located on the face of theunit. The button nomenclature backlighting is controlled by the pedestaldimmer control on the overheadpanel.

SCAS Mode

Momentarily pressing the SCAS but-ton on the Mode Select Panel willactivate the stability augmentationmode on the selected system. Themode lamp above the switch on theMSP and the remote repeater SCASON annunciator will illuminate to ver-ify that the selected flight computerhas recognized the button push.

The SCAS (Stability ControlAugmentation System) mode pro-vides rate damping. It may bereferred to as a damper system that

TEST/BRT/DIM (AFCS LAMPTEST)

Moving the TEST/BRT/DIM Switch,located on the overhead panel belowthe Emergency Bus 1 Breakers, tothe test position will invoke an AFCStest function that will turn on theannunciators in the KMS 541 ModeSelect Panel. These annunciations

shall remain on as long as the switchis held in test position up to a maxi-mum of 15 seconds. This lamp testfunction can be invoked any timedesired by the pilot and has no effecton mode operation. An automaticlamp test function is performed uponpower up of the Mode Select Paneland will turn on all MSP annunciatorsfor approximately 2 seconds immedi-ately after power is applied. Theseannunciators may also be turned onby a special test bit from the FCCduring part of its preflight testing. SeeBell Helicopter 430 Flight Manual forother functions activated by thisswitch in the test position.

SCAS SCAS ON

ı

AP SCAS

SCAS &AP PWR 2

OFF

SCAS &AP PWR 1

OFF

KMS 541 SCAS/AP Mode Select Panel

TEST

DIM

BRT

SCAS/AP Annunciators

There are nine annunciators for thesystem available on the IIDS(Integrated Instrument DisplaySystem), AFCS DISC (red), 1 SCASand SCAS 2 (yellow), 1 AP and AP 2(yellow), AFCS PIT (yellow), AFCS

ROL (yellow), AFCS YAW (yellow),and AUTOTRIM (yellow). The SCAS(1)/(2) and AP (1)/(2) failure annunci-ators will be illuminated any timeprior to preflight test being per-formed, after a major system failure


12 13June 15, 1999 006-18081-0000006-18081-0000 March 27, 1998

is stabilizing the helicopter againstoutside disturbances and thereby isaugmenting the pilot effort. TheSCAS mode is designed so that heli-copter attitude changes caused bypilot control inputs are not signifi-cantly counteracted by the stabilityaugmentation system. Only heli-copter motions caused by outsidedisturbances are counteracted.Some amount of SCAS counterac-tion is designed into the system forbetter pilot feel in the Bell 430.

AP Mode

The autopilot (AP) push-buttonengages the pitch, roll, and yaw axesof the selected system and providestrim follow-up for those axes.Momentarily pressing the AP buttonon the Mode Select Panel will acti-vate this mode. The mode lampabove the switch on the MSP andthe remote repeater AP ON annunci-ator will illuminate to verify that theselected flight computer has recog-nized the button push. The ForceTrim system power for selected sys-tem must be on and Force Trim sys-tem not overpowered (detentswitches not activated on primarysystem) for this mode to engage.

Autopilot mode will provide com-mands to maintain the current pitchattitude and heading. If the roll atti-tude is not level upon AP engage-ment, the autopilot will command a

back to the attitude existing at thetime that the pilot intervened.Alternatively, attitude hold com-mands may be modified by movingthe Cyclic mounted Beep Trim (CBT)switch in the appropriate direction.

The yaw axis augments rotorcraftstability by opposing uncommandedyaw motion and providing ball cen-tering. The yaw axis also providesturn coordination and yaw trim (usinglateral acceleration). Lateral acceler-ation is used by the system to pro-vide the described functionality any-time that the acceleration sensor isvalid. Loss of #1 hydraulic systemautomatically disconnects the flightcontrol system from the yaw axis. Incase of #1 hydraulic power loss, con-sult the Bell 430 Rotorcraft FlightManual for the procedures specifiedfor AFCS yaw axis operation.

Lateral Command Control

Activated by the Cyclic Beep Trim(CBT) switch when the AP mode ison, Lateral Command Control modi-fies the autopilot’s reference roll atti-tude. When Lateral CommandControl is used, the aircraft will be

commanded to follow the pilot’s orcopilot’s input to roll left or roll right. Ifwithin 6° of level flight when theswitch is given a momentary pushthe first click will yield 6° of bank inrespective direction. If greater than6° of bank in either direction amomentary push will result in 1° perclick. If the switch is pressed continu-ously the system will command aconstant roll rate until the beep trimswitch is released. Upon release ofthe CBT switch, the autopilot willcommand the aircraft to maintain theexisting roll attitude. Roll attitudes ofless than six degrees of bank willcause the autopilot to revert to com-mands for roll-level with headinghold. The AFCS is designed withabsolute attitude limits and rate lim-its. During fly through or othermodes of operation , the aircraft atti-tude/rate must be less than + or -45°/15° per second in roll and + or -15°/10° per second in pitch and 15°per second in yaw for the AP modeto remain engaged. If these limitsare exceeded the autopilot will auto-matically disconnect.

level attitude and maintain the head-ing at the time the aircraft rolls level.

Desired roll and pitch attitudes maybe selected by several methods.With the autopilot engaged the pilotcan manually adjust the attitude ofthe helicopter by pressing and hold-ing depressed the Force TrimRelease (FTR) switch on the cyclicwhile repositioning the helicopter tothe desired attitude. Upon release ofthe FTR, the autopilot will providecommands to maintain the targetpitch and roll attitude if greater than6°. If the roll attitude is less than 6°the system will return to roll level atti-tude and hold the existing heading.While the Autopilot is engaged thepilot may press the FTR switch,manually move the controls to fly theaircraft to a new attitude and releasethe FTR switch and cyclic. The sys-tem will then hold this new attitude inpitch and roll if greater than 6degrees. If less than 6 degreesbank angle the system will roll wingslevel and assume the new heading.On the primary system the pilot maymomentarily fly the aircraft manuallyat any time (via the Fly Throughmode with detent switch activation).When detents are activated the sys-tem will temporarily revert to SCAS.After release of the cyclic (over-power force is removed and detentswitches not activated) the autopilotwill return to attitude hold (APannunciated), and fly the aircraft

AFCS DISC

CYCLIC GRIP SWITCHES

CBTFTR

AP

AP ON

SCAS/Autopilot Disconnect

The cyclic mounted dual contact(separate power, primary/secondary)AFCS DISC switch when pusheddisconnects the selected AP and/orSCAS mode if engaged. This switchprovides the pilot or copilot a quickand easy means to disconnect eitherof these two control coupled modesof the selected system.

Force Trim Release (FTR)

The cyclic FTR switch is a doublepole single detent switch interruptingForce Trim 1 Power when the pri-mary system is selected and inter-rupting Force Trim 2 Power whenthe secondary system is selected.Switch actuation allows the pitch, rolland yaw clutches to be released forfree cyclic and anti-torque pedalmovement. Pushing and releasing

the FTR switch when the autopilotmode is on (attitude hold), causesthe system to synchronize its refer-ence attitude and heading with thepresent helicopter attitude and head-ing. When the FTR switch ispressed, the AFCS will temporarilyrevert to SCAS (when AP isengaged) and the trim servo mag-netic clutches will release eliminatingthe artificial feel system and allowingthe pilot or copilot free movement ofthe cyclic. When the switch isreleased the AP and trim clutch re-engages. The Force Trim SystemPower must be on to the selectedsystem for the AP mode to engage.(Also the Force Trim Detentswitches, in the force feel system,must not be activated for the primaryAP mode to engage).

Normal Operation

15006-18081-0000 March 27, 1998

Normal Operation

14March 27, 1998 006-18081-0000

FTR

Activating Discrete or Continuous Lateral Command has the following effectupon the command reference for autopilot operation:

Pitch Command Control

Using the same cyclic beep switchas mentioned in the previous para-graph, the autopilot’s reference pitchattitude can be modified by movingthe pitch command switch fore or aft.Moving the switch forward adjuststhe helicopter’s pitch attitude down-ward, while moving it aft adjusts theattitude upward.

Activating Discrete or Continuous Pitch Command has the following effectupon the command reference for autopilot operation:

Autopilot Lateral Command Values

Discrete Command System Response

Roll Attitude If within ± 6° of level flight: First Click=6°, Subsequent=1° per clickIf greater than ± 6° of level flight: Each click=1° per click

Continuous Command

Roll Attitude Roll Rate of 7° per second

CBT

Autopilot Pitch Command Values


Pitch Attitude 0.5° per click

Continuous Command

Pitch Attitude Maintains constant. acceleration profile of 0.1 g or 2° per second whichever is less until release

AFCS DISC

Normal Operation

16March 27, 1998 006-18081-0000 17

KFC 500Flight Director

Normal Operation

006-18081-0000 March 27, 1998

Yaw Force Trim Release

A collective mounted Yaw ForceTrimRelease switch (Yaw FTR) is pro-vided for the primary system only(Force Trim power # 1). If the ForceTrim System # 1 is on and primarysystem selected, depressing thisswitch releases the yaw clutch(AFCS yaw axis will revert to SCASif engaged), allowing free anti-torquepedal movement. The AFCS willannunciate SCAS under this condi-tion until the Yaw FTR switch isreleased.

YAWFORCETRIMRELEASE


18 006-18081-0000March 27, 1998 19

Normal Operation

006-18081-0000 March 27, 1998

RADIO

ICS

FOOTSW

RADIO

ICS

FOOTSW

FORCETRIM 1

OFF

AP ON

SCAS ON

FORCETRIM 2

OFF

AP

1 2

PIC

R

ı

APRHDG

ALT

BL

IAS

AP FD

NAV

VS

SCAS

1

KDC 481

KCP 520ı

KCP 520ı

Primary KRG 333Rate/Acceleration Sensor

PrimaryKCP 520

FlightComputer

KMS 541Mode Selector

KCS 305 Compass

Trim Actuator

Primary PitchLinear Actuator


CyclicSwitches

PITCH

ROLL

YAW

CollectiveSwitches

Primary KVG 350Vertical Gyro

IIDS



Collective ControlPosition Synchro

Trim Actuator

Primary RollLinear Actuator

Trim Actuator

Linear Actuator

SCAS/AP RemoteSwitches/Annunciators

MAN

CW

AUTO

CCW

- +

KSG 105

1

DIRECTIONOF FLIGHT

SecondaryKCP 520

FlightComputer

Secondary KRG 333Rate/Acceleration Sensor

DIRECTIONOF FLIGHT

Secondary KVG 350Vertical Gyro

Secondary PitchLinear Actuator

Secondary RollLinear Actuator

SCAS &AP PWR 2

OFF

EFIS PWRPLT

OFF

EFIS PWRCOPLT

OFF

SCAS &AP PWR 1

OFF

DisplaySystem

KDC 481T Air DataComputer 0

2

3

45

6

7

8

9ALT

VS ALT

1000 FT/MIN

VS2

3

21

1.5

.5

0UP

DN

IN HG HPa DEN ALTSEL

VS

1,160

30.08 1,700

1

ENG SEL

ı

BAROUP SH

ETS T

SELUP LL

V S

3

ALT

ALERT

KAV 485Altimeter/VSI

NavigationReceivers

AFCSGROUND

TEST

KFC 500 Dual SCAS/Autopilot/Single Flight Director System Block Diagram


A collective mounted Yaw FTRswitch is provided for the primarysystem only (Force Trim power # 1).If the primary system is selected withautopilot mode engaged and ForceTrim System # 1 power on, pressingthe Yaw FTR switch will release theyaw clutch (AFCS yaw axis willrevert to SCAS if engaged), allowingfree anti-torque pedal movement.The AFCS will annunciate SCASunder this condition until the YawForce Trim Release switch isreleased. In flight director equippedaircraft, if the autopilot is engaged,upon release of the switch theautopilot will command ball centeredflight if above 50 KIAS.


20 21March 27, 1998 006-18081-0000006-18081-0000 June 15, 1999

Flight Director Operation

Modes of Operation

The KMS 540 Mode Select Panelprovides control and annunciation ofthe KFC 500’s primary (#1) sys-tem’s Flight Director modes as wellas the selected system’s Autopilotand SCAS modes. The Autopilot andSCAS modes operate the same aspreviously described in theSCAS/Autopilot section. To activateflight director modes using the ModeSelect Panel, momentarily press thedesired button. The correspondingmode lamp above the push-buttonwill illuminate and the mode annunci-ation on the Electronic AttitudeIndicator (EADI) will appear indicat-ing that the FCC has coupled themode. Alternatively, to deactivate aflight director mode when activated,momentarily press the respectivepush-button. The illumination level ofthe annunciator lamps on the mode

The following section provides an explanation of the normal operating proce-dures for the flight director functions of the dual KFC 500 SCAS/AP Systemwhen equipped with Flight Director. The Flight Director functions are onlyavailable when the primary (#1) system is selected. If Flight Director modesare engaged when secondary system is selected they will be canceled. FlightDirector modes will also be canceled and or not allowed when AP coupledand a roll or pitch trim failure has occurred. Dual system SCAS/AP operationwhen not coupled to the Flight Director is identical to that of the basic dualSCAS/AP System, described in the proceeding section, with the followingexceptions:

SCAS/AP Operation(Flight Director installed)

When the Flight Director is includedin the system a central air data sys-tem is also installed. The air datasystem allows the AFCS to provideadditional functionality in the yawaxis plus improved performance withairspeed gain scheduling in all axes.The yaw axis, as described in theprevious section, augments rotor-craft stability by opposing uncom-manded yaw motion (rate damping -keeps nose from moving), ball cen-tering, and also provides turn coordi-nation as well as yaw trim (using lat-eral acceleration). With the air datasystem installed Lateral accelerationis used by the system to provide thedescribed functionality when theacceleration sensor is valid, theAFCS is receiving valid airspeedinformation from the air data, and theaircraft is flying at an indicated air-speed greater than 50 knots. Whenthe aircraft is flying below 50 KIAS orwhen air data is invalid ball centeringand turn coordination is inhibited.During this time the AFCS yaw axiswill provide yaw rate damping only.

ı

APRHDG

ALT

BL

IAS

AP FD

NAV

VS

SCAS

KMS 540 Flight Director Mode Select Panel

selector is adjusted automatically bya photocell located on the face of theunit. If Autopilot is coupled to theFlight Director when a loss of validdata from required sensors for thedefault Flight Director mode occurs,the system will revert to basic APmode. The button nomenclatureback lighting is controlled by thepedestal dimmer control on the over-head panel.

If the Bell 430 with dual KFC 500system is equipped with copilotEFIS, a Pilot in Command (PIC)switch will be located above theKMS 540 Mode Select Panel. This

SCAS &AP PWR 2

OFF

EFIS PWRPLT

OFF

EFIS PWRCOPLT

OFF

SCAS &AP PWR 1

OFF

YAWFORCETRIMRELEASE

PIC

L R


22 23June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

switch determines which pilot is incontrol of the single KFC 500 flightdirector. L (left) or R (right) will be litdepending on which position theswitch is in. The KFC 500 willengage in only one horizontal andone vertical tracking mode at a time.Flight Director armed modes do notconflict with active (capture or track)modes. For example, selecting anew course in the NAV ARM mode,or a new altitude in Altitude Select,does not affect active tracking modessuch as Heading or Vertical SpeedHold. It is often useful to engage aseparate mode to provide flight guid-ance to the capture point for acourse or altitude pre-selected in anArm mode. The Flight DirectorSystem will transition automatically tocapture the armed mode, cancelingthe previous selected mode.Examples of this operation aredescribed in the OperationalExamples section of this Pilot’sGuide. To cancel a flight directormode engaged in either capture ortracking operations, either select analternate tracking mode or press andrelease the engaged mode’s push-button on the mode select panel. Thelatter method also cancels modeswhile in their Arm phases. GoAround is an exception. The collec-

tive mounted push-button providesthe engage function only. To discon-nect Go Around select another pitchmode. The Flight Director providesthe basic modes - Roll Attitudelevel/Heading Hold and PitchAttitude Hold. These default modesprovide basic flight stability andserve as safety backups in the eventthat the flight director cancels anactive mode due to loss of a requirednavigation signal or sensor failure.Engaging the KFC 500 in any track-ing mode automatically cancels thecorresponding default mode for thatparticular axis.

Pitch Attitude Hold & RollAttitude Hold (FD)

In the absence of any other selectedFlight Director modes, the systemwill provide commands to maintaincurrent pitch attitude and establish alevel roll attitude. When roll attitudeapproaches six degrees or less bankangle, the flight director will providecommands to maintain constantheading.

Desired roll and pitch attitudes maybe selected by several methods. Ifthe Flight Director is coupled to theautopilot (AP ON), the helicopter’sattitude may be manually adjusted

by pressing and holding the ForceTrim Release (FTR) switch on thecyclic while repositioning the heli-copter to the desired attitude. Uponrelease of the FTR switch, the FlightDirector will provide commands tomaintain the new target pitch and rollattitude if greater than 6°. If the rollattitude is less than 6° the systemwill provide commands to return toroll level and hold the existing head-ing. Alternatively, Attitude Hold com-mands may be modified by movingthe Cyclic mounted Beep Trim(CBT ) switch in the appropriatedirections. If a target roll attitude ofsix degrees or less is selected, theFlight Director will provide com-mands to maintain the helicopter’scurrent heading. Selecting any hori-zontal or vertical tracking mode can-cels Roll Attitude/Heading Hold orPitch Attitude Hold, respectively.Either mode may be used in con-junction with any Arm mode to pro-vide flight guidance for course or alti-tude intercepts. Pressing the FDswitch without any FD modesengaged will engage the basicdefault modes. Pressing FD whenany modes are engaged will disen-gage all Flight Director modes and ifAP is engaged system will revert tobasic AP Attitude Hold modes.

Lateral Command Control

Activated by the Cyclic Beep Trim(CBT) switch when the FlightDirector is on, Lateral CommandControl modifies the system’s refer-ence attitude during operations inRoll Attitude Hold. Operating LateralCommand Control does not affectCapture/Track in Navigation (NAV)mode or Capture/Track in Approach(APR) mode. To operate LateralCommand Control with Navigation orApproach mode in track, the modemust first be deselected by pushingthe button on the Mode SelectPanel. When the system mode is rolllevel or bank angle hold (FD and/orAP) and the Lateral CommandControl is used, the aircraft will becommanded to follow the pilot’sinput to roll left or right. If the switchis held continuously the system willcommand a constant roll rate untilthe beep trim switch is released. Ifthe switch is pushed discretely, thefirst push will yield 6° of bank if heli-copter is level and 1° of bank foreach additional push or click. If heli-copter is greater than +/- 6° the firstclick and each subsequent click willyield 1°. Upon release of the CBTswitch, the flight director will com-mand the aircraft to maintain the

FD☛


24 25June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

existing roll attitude if greater than 6°.Roll attitudes of less than six degrees ofbank will cause the Flight Director torevert to commands for roll-level flightwith heading hold. When heading select(HDG) mode is engaged, the headingbug on the EHSI may be re-positionedto a new heading using the CBT switch.Moving the CBT switch to the left willslew the heading bug counterclockwisewhile movement to the right will slew thebug clockwise. The AFCS is designedwith absolute attitude limits and rate lim-its. During fly through or other modes ofoperation , the aircraft attitude/rate mustbe less than + or - 45°/15° per second inroll and + or - 15°/10° per second in pitch and 15° per second in yaw for theAP mode to remain engaged. If these limits are exceeded the autopilot willautomatically disconnect.

Activating Discrete or Continuous Lateral Command has the following effectupon command values in flight director operations:

Vertical Command Control

Using the same cyclic switch asmentioned in the previous para-graph, vertical commands can bemodified by moving the CBT switchfore or aft. Operation of the VerticalCommand Control depends on theflight director mode engaged.

Flight Director Lateral Command Values


Roll Attitude Hold First Click=6°, Subsequent=1° per click

Heading Select 1° Heading Bug novement per click

Continuous Command

Roll Attitude Hold Roll Rate of 7° per second

Heading Select 16° Heading Bug movement per second

Moving the switch forward adjuststhe helicopter’s pitch attitude down-ward, while moving it aft (rearward)adjusts the attitude upward.Activating Vertical Command hasthe following effect on flight directorvertical modes: has no effect on ALT

ARM (altitude preselect arm), ALTC(altitude capture), GS (glideslope),GA (go around), overspeed protec-tion (nose down or increasing air-speed), and autolevel. To useVertical Command Control whenthese modes are engaged, first des-elect the mode. Vertical Commandwill trim or modify the reference forPIT (pitch attitude hold), ALT (alti-tude hold), VS (vertical speed hold),IAS (indicated airspeed hold) andoverspeed protection (nose up ordecreasing airspeed). Attitude Hold,Altitude Hold, Indicated AirspeedHold, and Vertical Speed Hold willremain coupled throughout VerticalCommand (CBT) operation.

CBT

Flight Director Vertical Command Values


Pitch Attitude 0.5° per click

Altitude Hold 10 feet per click

Indicated Airspeed Hold 1 Knot per Click

Vertical Speed Hold 100 feet per minute per click

Continuous Command

Pitch Attitude Maintains constant. acceleration profile of 0.1 g or 2° per second whichever is greater until released and then holds the attitude at release

Altitude Hold 50 feet per second until release

Indicated Airspeed Hold 5 knots per second until release

Vertical Speed Hold 300 feet per minute per second until release

AFCS DISC

FD OFF

CYCLIC GRIP SWITCHES

CBTFTR

Activating Discrete or Continuous Vertical command Control has the followingeffect upon command values in flight director operations:

Force Trim Release (FTR)

When the Flight Director is active,and coupled to the autopilot, theForce Trim Release switch (FTR)allows the crew to synchronize flightdirector commands in pitch and rollto the actual helicopter position.When the selected mode for flightdirector is pitch attitude hold, altitudehold, airspeed hold, vertical speedhold, roll level/heading hold, or rollattitude hold, pushing FTR will causea new flight director reference to beestablished upon release of theswitch. All commands will then bedirected to hold this new reference. Ifthe AFCS is in APR mode and GStrack, pressing the FTR will have noeffect. If the AFCS has reverted tooverspeed protection mode, the FTRswitch is pushed and held, and thepilot manually reduces airspeed to avalue below VNE, upon FTR releasethe system will revert to the previ-ously engaged pitch mode. Pressingthe FTR switch will have no effect onALT ARM, ALT capture, Go Around,

Autolevel, HDG select, NAV or APRmodes including GS. Upon releaseof the FTR switch, the flight directorwill provide commands to return to ormaintain the steering required forthese modes, while FTR is heldpressed the commands displayedwill be synchronized to the heli-copter’s reference.

Flight Director Off

When the Flight Director Off (FDOFF) switch on the cyclic is momen-tarily depressed, the flight directordeactivates and the system revertsto AP roll level attitude or headinghold and pitch attitude hold if theautopilot was previously engaged.Subsequent activation of the flightdirector modes may be accom-plished by depressing the appropri-ate Mode Select Panel push buttonsor by arming altitude select orengaging vertical speed hold fromthe Altitude/Vertical Speed Indicatorwhen primary system is selected.

Normal Operation

27006-18081-0000 March 27, 1998

Normal Operation

26June 15, 1999 006-18081-0000

FTR

Go Around

Pressing the GO AROUND pushbutton on the collective switch boxactivates the Go Around mode inwhich the flight director commands a750 feet per minute climb and a rolllevel attitude. Any horizontal trackingmode may be subsequently re-engaged without cancelling the GoAround mode. Go Around mode canonly be canceled by selectinganother vertical mode (i.e. ALT, IASor VS).

FD OFF

GOAROUND


28 29March 27, 1998 006-18081-0000006-18081-0000 June 15, 1999

Heading Select (HDG)

Depressing the HDG push-button onthe mode select panel activatesHeading Select mode. This modewill provide flight director commandsto track the heading bug on theEHSI. The annunciator above theswitch on the mode select panel illu-minates and “HDG” is displayed, ingreen, on the EADI when the head-ing select mode is activated.

Activating heading select cancelsany other lateral tracking mode. Ifthe heading select mode is active,depressing the HDG push-button willdeactivate the mode and revert theflight director back to the defaultmode of roll level and heading hold.Upon manual deactivation, theannunciator lamp above the HDGpush-button and the green HDGannunciation on the EADI will flashfor five seconds. This flashsequence will terminate upon reacti-vation of HDG or another lateralmode. Continuous flashing of theannunciator lamp above the push-button and the flashing of andchanging color from green to yellowof the HDG annunciation on theEADI indicates loss of a sensorrequired to hold the selected head-ing (e.g. invalid magnetic heading,invalid selected heading from EHSI).The annunciations will continueflashing until the HDG push-button isactivated (pilot acknowledgment of

mode loss) or another lateral modeis selected.

Bank Angle Limit (BL)

The Bank Angle Limit mode allowsthe maximum commanded bankangle to be selected by the pilot. Thedefault value, 20°, is obtained atpower-up. The pilot may select 15°,10°, 25° and then 20° again bypressing the BL button until thedesired maximum bank is achieved.The selected maximum bank angleis annunciated on the EADI as BL15,BL10, or BL25. The default value of20° is not annunciated. In theapproach phases of flight, bankangle limiting is disabled to provideoptimized approach guidance by theflight director. All approach capturesare made with a maximum bankangle of 20°. If lesser bank anglesare desired, the pilot may use theheading select mode (move theheading bug slowly) to capture thelocalizer and then depress the APRpush-button to activate Approachmode when tracking inbound on theappropriate course.

When the flight director is coupled toa long range navigation sensor like anavigation management system(NMS), GPS, etc. (i.e. GNS-X, KLN90) that has a composite steeringoutput, the long range navigationsensor has complete control of bank

Autopilot/Flight Director Mode Annunciation

AP HDG IASNAV ALT120 KT

20 20

BL25 GS

FD1. Bank Angle Limit2.Autopilot Engaged Annunciator3. Armed Lateral Mode4. Active Lateral Mode

5. Command Reference Value6. Active Vertical Mode7. Armed Vertical Mode8. Flight Director Flag

KMS 540 Flight Director Mode Selection

HDG☛

BL☛1

32 4 5 6 7

7

8


30 31June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

angles up to 25° unless a bank limitis selected. Bank limiting is allowedin this situation and can affect track-ing performance. If improved LongRange NAV tracking is desired, setthe bank limit to the default value(20°).

Navigation Mode (NAV)

The NAV lamp illuminates and“NAV” is displayed on the EADIwhen the NAV mode is activated bydepressing the NAV push-button onthe KMS 540 Mode Select Panel.When the NAV mode is selected bythe NAV push-button and courseneedle deflection is greater than50% full scale needle deviation, theNAV ARM (NAV white on EADI)mode is activated and allows a com-patible lateral mode to be used tointercept the desired course or track.If the aircraft’s deviation from theselected course centerline is lessthan 50% full scale needle deviation,or if the rate of closure with the newcourse is sufficiently high, the flightdirector initiates the NAV capture(NAV green on EADI) sequenceimmediately. If the NAV mode isactive, depressing the NAV push-button will deactivate the mode andrevert the flight director back to thedefault mode of roll level and head-ing hold. Upon manual deactivation,the annunciator lamp above the NAVpush-button and the green NAVannunciation on the EADI will flashfor five seconds. This flashsequence will terminate upon reacti-

vation of NAV or another lateralmode.

Continuous flashing of the annunci-ator lamp above the push-button andthe flashing of and changing colorfrom green to yellow of the NAVannunciation on the EADI indicatesloss of a sensor required to captureor track the selected navigation sen-sor (e.g. invalid navigation receiver,invalid selected course from EHSI).The annunciator continues to flashuntil the NAV push-button is pushed(pilot acknowledgment of mode loss)or another lateral mode is selected.

Approach Mode (APR)

The APR lamp illuminates and“APR” is displayed on the EADIwhen the APR mode is activated bydepressing the APR push-button onthe KMS 540 Mode Select Panel.When the APR mode is selected bythe APR push-button and courseneedle deflection is greater than50% full scale needle deviation, theAPR ARM (APR white on EADI)mode is activated and allows a com-patible lateral mode to be used tointercept the desired course or track.If the aircraft’s deviation from theselected course centerline is lessthan 50% full scale needle deviation,or if the rate of closure with the newcourse is sufficiently high, the flightdirector initiates the APR capture(APR green on EADI) sequenceimmediately. If the APR mode isactive, depressing the APR push-

button will deactivate the mode andrevert the flight director back to thedefault mode of roll level and head-ing hold. Upon manual deactivation,the annunciator lamp above the APRpush-button and the green APRannunciation on the EADI will flashfor five seconds. This flashsequence will terminate upon reacti-vation of APR or another lateralmode.

The flight director may initiateturn commands before the coursedeviation indicator displays move-ment.

Selecting the Approach mode afterthe aircraft has already passed thepoint at which Approach Capturenormally would begin may result ini-tially in course overshoot due to theflight director’s roll command limits.

The KFC 500 discriminates automat-ically between LOC, LOC backcourse, VOR, LNAV, and GPS sen-sor types. The KFC 500 uses thesensor type information to determineif BC (back course) is an appropriatemode; after that front course/backcourse selections are determined bythe relative angle between the air-craft’s heading and the courseselected on the EHSI. Interceptangles between 0° and 105° causethe KFC 500 to select front course(LOC is selected sensor on EHSI).Angles between 106° and 180°cause the flight director to commandback course interception and track-ing (LOC selected sensor on EHSI).

It is essential that the courseselector arrow on the EHSI dis-

play always be aligned with theILS front course. When flyinginbound on a BackcourseApproach, the selected courseshould be in the opposite direc-tion of the helicopter’s heading.Failure to align the course arrowproperly will result in erroneousfront/back course selection by theflight director.

The flight director automaticallyengages Glideslope Arm (GS whiteon EADI), Capture and Track (GSgreen on EADI) sequences duringILS front course approaches. Thelocalizer must be captured in orderfor glideslope to ARM and then cou-ple. Glideslope coupling is inhibitedduring back course procedures.

Any horizontal tracking mode maybe employed during Approach Armphases and will cancel automaticallyupon initiation of Approach Captureand Track. Any vertical mode maybe used prior to glideslope captureor track and will automatically cancelupon initiation of glideslope capture.Activation of Approach Capture willautomatically incorporate the defaultmaximum commanded bank angle,20°, for optimum performance.

Continuous flashing of the annunci-ator lamp above the push-button andthe flashing of and changing colorfrom green to yellow of the APR (i.e.VOR source) or LOC/GS (i.e. ILSsource) annunciation on the EADIindicates loss of a sensor required tocapture or track the selected naviga-tion sensor (e.g. invalid navigationreceiver, invalid selected coursefrom EHSI). The flashing annuncia-

NAV☛

APR☛


32 33June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

Altitude Hold (ALT)

The light above the ALT push-buttonilluminates and “ALT” is displayed onthe EADI in green when the AltitudeHold mode is activated by depress-ing the ALT push-button on themode select panel or by automati-cally sequencing through AltitudeArm and Altitude Capture via theKAV 485. In the Altitude Hold mode,the flight director commands pitchattitudes for tracking of the helicopteraltitude at the moment of modeselection. The system normally usesbarometrically corrected altitude, butcan use pressure altitude in theevent barometric altitude is not avail-able. Altitude Hold mode alsorequires valid vertical accelerationfrom the KRG 333. Altitude Hold canbe entered directly or in conjunctionwith the Altitude Select mode.Engaging Altitude Hold directly dur-ing a climb or descent will cause theaircraft to fly through the desired alti-tude and then return to the desiredaltitude from the other side. For thisreason, the vertical speed should belimited to 500 fpm when this methodof Altitude Hold engagement is used.

Selecting Altitude Hold after theAltitude Select mode has beenengaged does not cancel AltitudeArm indication (white “ALT” onEADI). The flight director will com-

mand the aircraft to hold the altitudepresent at the moment of modeselection.

The commanded altitude hold refer-ence value is displayed on the EADI.This value may be modified by mov-ing the CBT switch forward(decrease reference altitude) or rear-ward (increase reference altitude).

The pilot may also press the FTRswitch and manually fly the aircraft toa new altitude. The AFCS will holdthe new altitude reference existing atthe time of release of the FTRswitch.

Continuous flashing of the annunci-ator lamp above the push-button andthe flashing of and changing colorfrom green to yellow of the ALTannunciation on the EADI indicatesloss of a valid altitude signal from theair data computer or loss of valid ver-tical acceleration. The flashing con-tinues until the pilot pushes andreleases the ALT push-button on themode select panel (acknowledgesloss of the mode) or selects anotherpitch mode. The ALT push-button onthe mode select panel may be usedto cancel the Altitude Hold mode atany time. Upon manual deactivation,the annunciator lamp above the ALTpush-button and the green ALTannunciation on the EADI will flashfor five seconds. This flashsequence will terminate upon reacti-vation of ALT or another pitch mode.

tion may be extinguished by pressingand releasing the APR push-button(pilot acknowledgment) on the modeselect panel. If glideslope invalidoccurs for approximately 30 secondsduring glideslope arm the system willrevert back to the previouslyengaged pitch mode. If glideslopeinvalid occurs for approximately 5seconds during the capture or trackphase the system will revert to pitchattitude hold.

Autolevel Mode

The KFC 500 incorporates a sub-mode called autolevel anytime theautopilot/flight director system is APRcoupled on an ILS and the RadarAltimeter is valid. At approximately100 feet AGL the system will initiateautolevel. The autopilot will discon-tinue GS (glideslope) track and auto-matically intercept and track approxi-mately 50 feet AGL from the radaraltimeter. The system will hold thisradar altitude until disconnected.

Note: The Autolevel Mode isapproved for VFR operation only.If the runway is not in sight at thedecision height use of theAutolevel Mode is not approved.

Altitude Select (ALT SEL)

The Altitude Select mode provides amethod for selecting, capturing, andtracking another altitude. AltitudeSelect will automatically Arm after achange in the altitude select value.“ALT” is annunciated in white on theEADI when the Altitude Select modeis armed. The selected altitude is dis-

played in the KAV 485’s selected alti-tude window. ALT SEL requires useof PIT, VS, GA or IAS modes to beused to transition to the selected alti-tude. Upon reaching the altitude cap-ture point, the selected vertical modewill cancel, the flight director willengage Altitude Capture and thenAltitude Hold. Altitude Select must bedeactivated to inhibit capture andtracking of the pre-selected altitude.If the value of selected altitude ischanged while in altitude capture, thesystem reverts to pitch attitude holdmode. In the event of sustainedinvalid altitude, ALT SEL mode willdeactivate. To disengage AltitudeSelect, press the SEL mode push-button on the KAV 485. Detailedoperation of the KAV 485 is providedat the end of this section.

KAV 485 Altitude Select

ALT☛

0

2

3

45

6

7

8

9ALT

1,160

30.08 1,700

1

ı

ALT

ALERT

ALT

SEL

SELUP LL

V S

SelectedAltitudeDisplay


34 35June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

Indicated Airspeed Hold

The lamp above the IAS push-buttonilluminates when the airspeed holdmode is activated by depressing theIAS push-button on the mode selectpanel. Engaging the IndicatedAirspeed Hold mode causes theflight director to command pitch atti-tudes to maintain the indicated air-speed current upon selection. Theairspeed displayed on the pilot’s orcopilot’s airspeed indicator may notexactly agree with the value beingused by the AFCS. The airspeed ref-erence is provided by the KDC 481Tcentral air data computer.

The commanded indicated airspeedreference value is displayed on theEADI. This value may be modified bymoving the CBT switch forward(increase reference airspeed) orrearward (decrease reference air-speed).

The pilot may also press the FTRswitch and manually fly the aircraft toa new airspeed. The AFCS will holdthe new airspeed reference existingat the time of release of the FTRswitch.

Continuous flashing of the annuncia-tor lamp above the push-button andthe flashing of and changing colorfrom green to yellow of the IASannunciation on the EADI indicatesloss of a valid air speed signal fromthe air data computer. Flashing con-tinues until the IAS push-button on

the mode selector is pushed andreleased (pilot acknowledgment ofmode loss) or another vertical modeis selected. The IAS push-buttonmay be used to deactivate the IASmode at any time. Upon manualdeactivation, the annunciator lampabove the IAS push-button and thegreen IAS annunciation on the EADIwill flash for five seconds. This flashsequence will terminate upon reacti-vation of IAS or another pitch mode.

Overspeed Protection

As a safety feature, the flight directorautomatically reverts to IndicatedAirspeed Hold and flashes the IASannunciation (amber “IAS” on EADI)whenever the helicopter exceedsVNE or the rate of closure with VNEis excessive. The flight director willcommand pitch attitudes to reduceindicated airspeed to VNE and thenresume the previous pitch mode.Overspeed protection is not providedin Altitude Hold or Altitude CaptureModes.

Vertical Speed Hold (VS)

Depressing the ENG push-button onthe KAV 485 Altimeter/VerticalSpeed Indicator or the VS button onthe KMS 540 Mode Select Panelactivates the vertical speed holdmode. In vertical speed mode thesystem commands pitch attitudes tomaintain the vertical speed presentat the time of engagement.

The reference vertical speed beingflown is displayed on the EADI in theAFCS annunciation field and by thevertical speed bug on the KAV 485Altitude/Vertical Speed Indicator.This vertical speed may be modifiedby using the CBT switch. Pushingthe CBT switch forward slews theexisting vertical speed referencetowards zero or negative, and push-ing aft slews the value towards zeroor positive.

The pilot may also press the FTRswitch and manually fly the aircraft toa new vertical speed. The AFCS willhold the new vertical speed refer-ence existing at the time of releaseof the FTR switch.

A vertical speed may be pre-selected via the KAV 485Altimeter/Vertical Speed Indicator.Pull out on the vertical speed select(SEL) knob to reposition the verticalspeed bug and/or bring the bug intoview if vertical speed mode is notalready engaged. Rotate the smallknob to make 100 fpm per click andthe large knob to make 1000 fpm perclick changes to the vertical speed. Ifa vertical speed is already pre-selected at the time of vertical speedmode engagement, the pre-selectedvalue will be used immediately bythe AFCS without further action bythe pilot. If the mode is not alreadyengaged press the ENG push-buttonon the altimeter/vertical speed indi-cator to engage the mode. Push theselect (SEL) knob back in after thebug position has been modified.

Note: When the select (SEL) knobis pulled out the knobs modify the

position of the vertical speed bug.When the knob is pushed in theknobs modify the selected alti-tude shown in a digital window onthe indicator.

Continuous flashing of the annunci-ator lamp above the push-button andthe flashing of and changing colorfrom green to yellow of the VSannunciation on the EADI indicatesloss of a valid vertical speed signalfrom the air data computer or loss ofvalid vertical acceleration from theKRG 333 Rate/Acceleration Sensor.Flashing continues until the VSpush-button on the mode selectpanel is pushed or another pitchmode is selected (pilot acknowledg-ment of mode loss). The VS push-button may be used to deactivatethe VS mode at anytime. Upon man-ual deactivation, the annunciatorlamp above the VS push-button andthe green VS annunciator on theEADI will flash for five seconds. Thisflash sequence will terminate uponreactivation of VS or another pitchmode.

KAV 485 Vertical SpeedSelect

VS☛

VS ALT

1000 FT/MIN

VS2

3

21

1.5

.5

0UP

DN


VS

. ,

ENG SEL

BAROUP SH

ETS T

SELUP LL

V S

3

Vertical Speed Bug

IAS☛


36 37June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

KSA 572 Trim Actuator

The dual KFC 500 incorporatesthree trim actuators (one per axis) inparallel with the helicopter controllinkage. These are transfer switchedto the selected system. The trimactuators provide the long-term con-trol guidance by moving the controlsystem to allow the linear actuatorsof selected system to center andthus maintain control authority. Thetrim servo also houses the magneticbrake portion of the force trim sys-tem. The force trim system also con-tains a spring cartridge assembly, ineach axis, which houses a springand a sense switch. The spring pro-vides positive feedback to the pilot orcopilot proportional to the amount ofcontrol movement. When the pilot orcopilot moves the cyclic or antitorquepedals the detent (sense) switch willbe activated (detent switches onlyapplicable to primary system). If theAP mode is engaged and the detentswitch is activated the trim actuatordrive is interrupted. If the pilot orcopilot moves the cyclic (pitch and/orroll) through the detent/s the AFCSwill revert temporarily to SCAS(SCAS annunciator lit). If the pilot orcopilot moves the anti-torque pedalsthrough the detent the yaw axis willrevert to SCAS operation, but the

pitch and roll axes will remain in APmode (SCAS annunciated on ModeSelect Panel and on discrete annun-ciator). When the cyclic is releasedback to the detent postion, the AFCSwill automatically return the pitch androll attitudes to their original values.The pilot or copilot may manually flythe aircraft at any time using thismethod (Pilot Fly-Through Mode). Atrelease of the FTR switch, the SCASmode will automatically disengage(SCAS annunciator out) and the APmode will re-engage (AP annuncia-tor on). The AFCS will hold theappropriate reference for the modeengaged. The AFCS is designedwith absolute attitude limits and ratelimits. During fly through or othermodes of operation , the aircraft atti-tude/rate must be less than + or -45°/15° per second in roll and + or -15°/10° per second in pitch and 15°per second in yaw for the AP modeto remain engaged. If these limitsare exceeded the autopilot will auto-matically disconnect.

Force Trim and AP Trim

KSM 575 Linear ActuatorAssemblies

Dual KSM 575 Linear Actuatorassemblies are installed in pitch androll, with a single KSM 575 assemblyin yaw (anti-torque) axis of heli-copter. The linear actuator is placedin series with the control rods to pro-vide limited authority high speeddamping of the helicopter. The linearactuator contains a position trans-ducer for feedback of actuator posi-tion to the Flight Computer.

KCP 520 Flight Computer

Dual identical KCP 520 FlightComputers provide all of the com-mand computation for SCAS andautopilot as well as the single flightdirector. Each KCP 520 houses fourmicroprocessors. Two (redundant)Autopilot processors provide theautopilot control computations andautopilot/stability augmentationmode logic, a dedicated processorfor Flight Director provides commandcomputation and a dedicatedMaintenance processor assists indiagnostics and maintenance. Inputsto each Flight Control Computer

include control position feedbackfrom the control position transducers,and Attitude, Directional, and Rateinformation from the vertical, direc-tional and rate gyros and accelera-tion from the acceleration sensors.The selected KCP 520 outputs servodrive to move the linear and trimactuators.

AFCS Sensors

KVG 350 Attitude Gyro

Dual KVG 350 Vertical Gyros pro-vide attitude information to EFIS andeach KCP 520 Flight Computer. Theattitude information received by theFlight Computers is used for compu-tations and system monitoring.

KCS 305 Slaved CompassSystem

The KCS 305 Slaved CompassSystem is comprised of the KSG 105Directional Gyro, the KA 51BSlaving Accessory, and the KMT 112Flux Valve. The slaved compass sys-tem provides magnetic heading infor-

POSITIONSYNCHRO

CYCLIC

FORCEGRADIENT

SPRING

DETENTSWITCHINSIDE

TOLINEAR

ACTUATOR

TRIM SERVO/MAG BRAKE

Pitch/ Roll D

ual Servo

sYaw Single Servo

MAN

CW

AUTO

CCW

- +

KSG 105

1

KCP 520ı

Flight Control System Components(SCAS, Autopilot, and Flight Director)


38 39June 15, 1999 006-18081-0000006-18081-0000 March 27, 1998

mation to the EFIS and each FlightComputer.The Free/Slave switchallows the pilot to select either Freeor Slaved Magnetic Heading mode.The slew switch is utilized for manu-ally correcting heading informationduring flight operations at higher lati-tudes.

Note: In systems with copilot EFIS,the secondary KCS 305 systeminterfaces with the secondary KCP520.

KRG 333 Rate/AccelerationSensor

Dual KRG 333 are used to supplythree axis rate/two axis accelerationsensor inputs to each FlightComputer for command calculationand monitoring.

Control PositionTransducer

Each control axis (pitch, roll, yaw,and collective) has a control positiontransducer (synchro resolver) tofeedback control position to bothFlight Computers.

KAD 480 Air Data System

The KAD 480 Digital Air DataSystem is comprised of the KDC481T Central Air Data Computer, theKAV 485 Altimeter/Vertical SpeedIndicator, and a temperature probe.

KDC 481T Air Data Computer

The heart of the KAD 480 Air DataSystem, the KDC 481T Central AirData Computer, processes pitot andstatic pressures and air temperatureinputs, and supplies the processedinformation to both KCP 520 FlightComputers and the KAV 485Altimeter/Vertical Speed Indicator.The KDC 481T uses a strap modulewhich contains aircraft specific infor-mation required for overspeed pro-tection, etc. The Central Air DataComputer is also capable of supply-ing air data information to optionalNavigation Management Systems.

KAV 485 Altitude/Vertical Speed Indicator

DIRECTIONOF FLIGHT

1

KDC 481

0

2

3

45

6

7

8

9ALT

VS ALT

1000 FT/MIN

VS2

3

21

1.5

.5

0UP

DN


VS

1,160

30.08 1,700

1

ENG SEL

ı

BAROUP SH

ETS T

SELUP LL

V S

3

ALT

ALERT

1

2

3

4

5

6

7

8

9

10

11

12 131. Hg/HPa Pushbutton 2. Altimeter Flag3. Altimeter Display4. Barometric Pressure Setting5. Vertical Speed Bug6. Vertical Speed Flag7. IVSI Diplay 8. Barometric Pressure Setting

Selector/Test

9. Altitude Alert Annunciation10. Selected Altitude/Density

Altitude 11. Altitude/Vertical Speed

Selector12. Vertical Speed Engage

Pushbutton13. Altitude Select Engage

Pushbutton


40 41March 27, 1998 006-18081-0000006-18081-0000 March 27, 1998

Altitude Select/Density Altitude -Provides continuous display of alti-tudes selected for altitude alertingand flight director capture and track-ing, or momentary display of currentdensity altitude derived by the cen-tral air data computer. Preselectedaltitudes are displayed in 100 footincrements.

The current density altitude displaysfor approximately 5 seconds at theend of the air data’s preflight testfunction. Pressing the PUSH BAROTEST push-button twice in rapid suc-cession summons the density alti-tude display at any time.

Altitude/Vertical Speed PreselectControl - Dual, concentric knobscontrol altitude and vertical speedpreselection. To preselect altitude,press the smaller knob to ensure it isin the inner position. Rotating thesmaller knob adjusts the preselectedaltitude in 100 foot increments, withautomatic roll-over to higher values.The outer knob adjusts altitude in1000 foot increments.

Pulling the smaller knob to its outerposition initializes the vertical speedbug (5), synchronizing it with the lastvertical speed selected and refer-ences the control knob to verticalspeed. The smaller knob adjustsselections in 100 fpm increments,with automatic roll-over. The largerknob adjusts selections in 1000 fpmincrements.

Altitude Alert - Illuminates when theaircraft’s current altitude is within 300- 1000 feet of the value specified inthe altitude preselect display. Uponreaching the selected altitude, theALERT annunciator lights again,briefly. An aural tone sounds uponillumination of the annunciator at1,000 feet before and at 300 feetabove or below the selected altitude.

Instantaneous Vertical SpeedIndicator (IVSI) - Displays instanta-neous vertical speed with 100 footresolution for values less than 1000fpm up or down; and 500 fpm resolu-tion for larger values to 3,500 fpm.

VS Flag - Appearance of the “VS”flag indicates an invalid IVSI display.

Vertical Speed Bu g - Indicates pre-sent vertical speed selection.Concealed behind the shroud at theIVSI’s three o’clock position prior toactivation; upon activation the bugmoves to the vertical speed refer-ence. Vertical speed references maybe selected with the KAV 485’sAltitude/Vertical Speed PreselectControl; alternatively, pressing theforce trim (FTR) release push-buttonwith the AFCS in the vertical speed(VS) mode synchronizes the bugwith the aircraft’s current verticalspeed. The CBT switch may also beused to change the reference in ver-tical speed mode. The VS bug willmove respectively.

The KAV 485 Altitude/ VerticalSpeed Indicator provides centralizeddisplay and control of some of theKFC 500’s most commonly used alti-tude and vertical speed functions.Display features include an electri-cally driven altimeter and instanta-neous vertical speed indicator (IVSI);altitude and vertical speed preselect;barometric correction; and an altitudealerter. Controls for altitude/verticalspeed selection and barometricaltimeter setting are included, alongwith mode selector keys for activat-ing the functions of the VerticalSpeed and Altitude Select modes.

The KAV 485 Altitude /VerticalSpeed Indicator includes apreflight/self-test function thatensures integrity of the display andcommand features. Illumination ofthe digital displays is adjusted auto-matically by a photocell integratedinto the top right portion of the unit.

Display Features

A photocell is placed on the indicatorbezel for automatic dimming of thedigital displays.

Altimeter - Displays barometric alti-tude information derived by the KDC481T Central Air Data Computer.The digital portion of the display pro-vides resolution to within 20 feetwhen the aircraft’s vertical speed isless than 1000 fpm; and to within100 feet when the vertical speed isgreater than 1000 fpm.

ALT Flag - The “ALT” Flag and digi-tal “FAIL” annunciation appear asnecessary to indicate invalid altime-ter information.

Altimeter Setting - Displays the cur-rent barometric pressure setting.Units are displayed in either inchesof mercury (IN HG) or hectoPacals(Hpa), as annunciated beneath thenumeric display. The display unitsare changed by depressing thepush-button (1) in the upper left cor-ner of the indicator.

Altimeter Setting Selector/Push-to-Test Control - Dual concentricrotary knobs, with the smaller, insideknob also featuring push-buttonoperation, control the barometricaltimeter setting. The smaller, innerknob adjusts the single-hectoPascalor hundredths-inch portion of the dis-play with automatic roll-over tohigher digits. The larger, outer knobadjusts the altimeter setting in tens-of hectoPascals or tenths-of-inches.It also features automatic roll-over.

Pressing the smaller knob activatesthe air data system’s self-test fea-ture, described in “PreflightProcedures” section of this docu-ment.

Inches of Mercury/hectoPascalsPush-button - Depressing the push-button alternates calibration of thealtimeter setting display betweeninches of mercury (IN HG) andhectoPascals (Hpa), as annunciated.

KAV 485 Altitude/Vertical Speed Indicator

43

KFC 500Dual

SCAS/Autopilotand single

Flight DirectorEmergency

Procedures/Limitations

006-18081-0000 March 27, 1998

Normal Operation

42March 27, 1998 006-18081-0000

Vertical Speed EngagePushbutton - Pressing the verticalspeed engage push-button (ENG)causes the flight director to com-mand the aircraft to climb or descendat the rate indicated by the verticalspeed bug on the IVSI.

Note: If the VS bug is in view whenVS is engaged, the preselected VSwill be commanded. If the bug is notin view when VS is engaged, thehelicopter’s current VS will be main-tained and the bug will come intoview synchronized with the VSpointer.

Altitude Select Push-button -When pressed, the altitude selectpush-button (SEL) engages the flightdirector’s Altitude Arm function incoordination with the digital altitudedisplay in the KAV 485’s altitude pre-select window. If ALT ARM mode isactive, pressing this switch will deac-tivate the mode.

45

KFC 500Dual


Flight DirectorPreflight Procedures

006-18081-0000 March 27, 1998

Emergency Procedures/Limitations

44March 27, 1998 006-18081-0000

Important:This Pilot’s Guide provides a general description of thevarious operational characteristics of the dual KFC 500Flight Control System. However, operation of thesystem should not be attempted without first reviewingthe applicable Transport Canada and/or FederalAvaition Administration Approved Rotorcraft FlightManual for complete system familiarization, EmergencyProcedures and Operating Limitations.

Preflight Procedures Preflight Procedures

46 47June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

Caution: The Autopilot (AP)moves the controls during pre-flight test on the ground or in theair and crew should be preparedfor control / main rotor and/or tailrotor movement.

Caution: Operation of theAutopilot (AP) on the ground maycause undesired main rotor or tailrotor control/movement.

The Bell 430 has aircraft preflighttest sequences required in additionto the general procedures describedhere for the dual KFC 500 FlightControl System. See the TransportCanada and/or FAA approvedRotorcraft Flight Manual for particu-lar details.

Autopilot Automatic Power-Up Self Test

1. Activate power. When flags dis-appear alignment and Self Testof external sensors are com-plete. When complete, the HDGand ATTITUDE flags displayedon the pilot’s displays will beeliminated.

NOTE: If SCAS & AP PWRswitches are activated simultane-ous with power being applied torest of the system, preflight testof dual KFC 500 system will beperformed in normal manner butwill possibly display AP fail ifexternal sensors are not validwithin 3 minutes of power appli-cation. This Failure annunciationwill clear when sensors becomevalid.

2. Activate SCAS & AP PWR 1and SCAS & AP PWR 2switches (OFF extinguished oneach switch).

AFCS preflight test will automat-ically start on selected system.Observe the following annuncia-tions on the ship’s IntegratedInstrument Display System(IIDS). Momentary (yellow)SCAS and AP Fai l annuncia-tions on selected system withSCAS and AP Fail on non-selected system. The selectedsystem will then annunciateAUTOTRIM (yellow) for mini-mum of 3 seconds at which timeAFCS DISC (red) will startflashing and remain flashingunless cleared for rest of test.The above sequence is then fol-lowed by SCAS and AP (yellow)on for minimum of 3 secondsfollowed by AFCS PIT, AFCSROL and AFCS YAW (yellow)on for minimum of 3 seconds.At the end of the complete pre-flight test an aural alert willsound for approximately 2 sec-onds and all other annunciatorsfor the selected system shall beextinguished if the selected sys-tem has passed. Steady SCASand AP Fail annunciators of thenon-selected system shall stillbe displayed until it has beenselected and preflight test per-formed. Press the “Attention

SCAS &AP PWR 1

SCAS &AP PWR 2

Getter” to extinguish the flash-ing AFCS DISC IIDS annuncia-tion before selecting the non-tested system. If “AttentionGetter” is pressed after AFCSDISC (red) first starts flashing, itwill be cleared but will turn onagain at the end of preflight test.

3. The non-selected system thenshould be selected by pressingthe AP 1 / 2 switch and verifyingthat system transfer annuncia-tion transfers from previous sys-tem number (1 or 2) to newlyselected system number (2 or1).

The newly selected system willthen annunciate AUTOTRIM(yellow) for minimum of 3 sec-onds at which time AFCS DISC(red) will start flashing andremain flashing unless clearedfor rest of test. The abovesequence is then followed bySCAS and AP (yellow) on forminimum of 3 seconds followedby AFCS PIT, AFCS ROL andAFCS YAW (yellow) on for min-imum of 3 seconds. At the endof the complete preflight test anaural alert will sound for approx-imately 2 seconds and all otherannunciators for the selectedsystem shall be extinguished ifthe selected system haspassed. If “Attention Getter” ispressed after AFCS DISC (red)first starts flashing, it will be

cleared but will turn on again atthe end of preflight test. SCASand AP Fail annunciators of thenon-selected system shall dis-play the status of that system, ifboth systems have passed allAFCS Fail annunciators shall beextinguished. Press the“Attention Getter” to extinguishthe flashing AFCS DISC IIDSannunciation if desired.

4. If the crew desires to reinitiatepreflight test on both systems,for any reason after the initialautomatic test cycle, lift guardand press the AFCS GroundTest switch located on the over-head panel below theEmergency Bus 2 breakers.

Same test sequence shall occuras on the newly selected sys-tem automatic test at power up(test item 3 above). Actuation ofpreflight test by this switch shallforce the selected system intopreflight test. This crew invokedmanual test may be performedat any time on the ground or inthe air.

5. An aural tone sounds in theheadsets only (no speaker) andthe SCAS and AP annunciatorsfor both systems are clearedfrom IIDS upon successful com-pletion of flight control preflighttest on each system. Individualaxis annunciators on selected

AP

1 2AFCS

GROUNDTEST

Preflight Procedures

48June 15, 1999 006-18081-0000 49

KFC 500Dual


Flight DirectorOperational Examples

006-18081-0000 March 27, 1998

system may still be displayed ifthat axis has failed preflight test.Autopilot/SCAS engagement isallowed using axis/axes thatpassed test and are valid.Individual roll and pitch axis fail-ures are displayed as AP andSCAS failures on the non-selected side but will revert tosingle axis display when thatside is reselected. The Bell 430flight manual should be con-sulted to determine limitationson usage with only partial sys-tem availability.

Air Data System Self Test

Verify correct barometric setting onthe altimeter/vertical speed indicator.

Press the PUSH BARO TEST knob.

a. All segments of the gas dis-charge displays are illuminatedfor approximately 3 seconds.The illumination can beextended to 13 seconds byholding in the PUSH BAROTEST knob.

b. Red ALT and VS flags comeinto view.

c. Vertical Speed bug comes intoview and follows the VS pointer.

d. When the display segments testhas been completed the KDC

481T will set the Altitude Selectdisplay at 28,000 ft. and will setthe displayed aircraft altitude to26,800 ft. The aircraft’s dis-played altitude will then ramp upto the selected altitude at a3500 ft. per minute rate of climb.

e. As the displayed aircraft altitudeincreases the altitude alertergives an audio and steadyvisual alert annunciation at27,000 ft. At 300 ft. before theselected altitude, the visual alertis extinguished and when theselected altitude is reached aflashing visual alert is displayedbriefly.

f. When the aircraft’s displayedaltitude has reached theselected altitude of 28,000 ft.there will be a 3 second pause,after which the aircraft altitudewill ramp down to 27,000 ft. at a3500 ft. per minute rate ofdescent.

g. The Vertical Speed bug willcontinue to follow the VS pointerto the 3500 ft. per minute rate ofdescent. The altitude alertergives an audio and flashingvisual alert 300 ft. below theselected altitude. The flashingvisual alert will continue until theaircraft’s displayed altitudereaches 27,000 ft., it will then beextinguished.

h. At 27,000 ft. the ALT and VSflags and FAIL will again be dis-played, and then clear.

i. The aircraft’s density altitude willbe displayed for approximatelyfive seconds in the selected alti-tude window.

BAROUP SH

ETS T

Operational Examples

50 51June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

2. Depress Flight Director push button on themode select panel.

Flight Director command bars come into view with the reference pitch attitudecommanded. Roll attitude is commanded to horizon level (roll level/headinghold).

3. Depress the “AP” pushbutton on the modeselect panel to couple the flight director.

4. The reference attitude may be modified using the vertical and lateralcommand control (Cyclic Beep Trim).

Attitude Hold

Attitude Hold Operation maintains the helicopter’s reference attitude (not alti-tude).

Note: Arrows indicate external force

1. Establish the desired pitch attitude.

OR

OR

RA

DH

12571257

20 20

20 20

10 10

10 10

RA

DH

12571257

20 20

20 20

10 10

10 10

AP ROL PIT

FD☛

AP☛

Alternatively:

1. Establish the desired pitch and roll attitude.

2. Depress the “AP” push button on the modeselect panel.

The Autopilot engages in Pitch Attitude Hold and Roll Attitude Hold with noflight director presentation.

AP☛RA

DH

12571257

20 20

20 20

10 10

10 10

AP


52 53March 27, 1998 006-18081-0000006-18081-0000 June 15, 1999

Flight Director Off

Flight Director Off causes the flight director to declutter and the autopilot torevert to Attitude Hold.

1. Depress the FD OFF switch on thecyclic.

2. All flight director modes deactivateand the command bars are removedfrom view.

If the autopilot is engaged, Attitude Holdmode becomes active. The pitch attitudepresent at selection of FD OFF is main-tained. Roll attitude defaults to rolllevel/heading hold.

Force Trim Release

Pressing and holding the Force TrimRelease (FTR) switch disables theautopilot system to allow pilot maneu-vering of the helicopter. Once FTR isreleased, autopilot or Flight Directorcommands are synchronized to the heli-copter’s vertical reference.

Attitude Hold: reference pitch attitude

Altitude Hold: reference altitude

Vertical Speed: reference vertical speed

IAS Hold: reference airspeed

Roll: sync to helicopter heading/roll level or roll attitude hold if bank angle is greater than 6 degrees.

Heading Select

1. Position the Heading Bug over the heading to be commanded by theflight director.

2. The HDG knob is used to move the heading bug on the EHSI. Depressthe HDG push button on the mode select panel to activate the flight director inHeading Select mode (HDG). Flight director commands are provided to theselected heading. Once heading mode has been activated, the CBT switchcan be used to move the heading bug.

FTR

FD OFF

000HDG

000

359

VOR

1

1 2 . 6 NM

N33

30W

24

21 S15

12E

6

3

117.95

CRS

H

HDG☛


54 55March 27, 1998 006-18081-0000006-18081-0000 June 15, 1999

Navigation Coupling

1. Select the desired navigation source on the EHSI.

2. Use the CRS knob to select the course to be tracked. (If coupling toGPS/LORAN in AUTOLEG operation COURSE selection is automatic.

3. Heading mode may be engaged to provide intercept guidance to theselected course. Based on course and distance, choose a heading that pro-vides an adequate intercept.

4. Depress the NAV push button on the mode select panel. The flight direc-tor will then be armed to capture the selected course when the capture criteriais satisfied.

Approach Coupling

1. Select the desired navigation source on the EHSI.

2. Use the CRS knob to select the course to be tracked.

3. Heading mode may be engaged to provide intercept guidance to theselected course. Based on course and distance, choose a heading that pro-vides an adequate intercept.

4. Depress the APR push button on the mode select panel. The flight direc-tor will then be armed to capture the selected course when the capture criteriais satisfied.


To reposition the pedals when the yaw axis is engaged, press and hold theYaw Force Trim Release switch. The yaw magnetic brake will disengage,allowing free pedal movement. Autopilot operation in the pitch and roll axeswill not be disturbed (SCAS is annunciated). Upon release of the switch, theyaw magnetic brake will re-engage, and the autopilot will command ball cen-tered.

NAV☛

APR☛

YAWFORCETRIMRELEASE


56 57June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

Go Around Mode

1. Prior to or when the MDAor DH is reached, depress theGO AROUND push button onthe collective switch panel andadd appropriate climb collec-tive power.

2. The flight director will pro-vide commands to climb at750 feet per minute. The rollcommand will be for rolllevel/heading hold.

3. After reaching a safe alti-tude select another pitchmode if desired.

4. When appropriate, a newlateral mode and/or verticalmode may be engaged to pro-vide guidance.

CBT

GOAROUND

AP LOC RA

DH

200200

LOC

BL25 GS

000HDG

000

359

LOC

1

1 2 . 6 NM

N33

30W

24

21 S15

12E

6

3

117.95

CRS

GS

20 20

20 20

10 10

10 10

LOC

GS

GS

AP LOC RA

DH

200200

LOC

BL25 GS

000HDG

000

359

LOC

1

1 2 . 6 NM

N33

30W

24

21 S15

12E

6

3

117.95

CRS

GS

20 20

20 20

10 10

10 10

GA

LOC

GS

59006-18081-0000 June 15, 1999


58March 27, 1998 006-18081-0000

Ojective: Depart the assigned runway, turn to a 010° heading and climb to3000 feet. Prior to hover perform the autopilot preflight procedures asdescribed in the Preflight Procedures Section of this manual.

1 2 3

4

090°010°

N

Take Off and Climb

The following examples describe possible applications of the KFC 500 FlightControl System, other applications may be available. Consult the RotorcraftFlight Manual for specific operating instructions and limitations.

RA

DH

0125

LOC

BL25 GS

010HDG

000

090

VOR

1

1 2 . 6 NM

117.95

CRS

H

20 20

20 20

10 10

10 10

ALT

N33

30 W24

21S

15

12E

6

3

PITROL AP RA

DH

0125

LOC

BL25 GS

010HDG

090

090

VOR

1

1 2 . 6 NM

117.95

CRS

H

20 20

20 20

10 10

10 10

ALT

N33

30 W24

21S

15

12E

6

3

VSHDG 500FM

2. After takeoff establish the appropriate climb attitude. When a safe altitudehas been reached, activate the heading select mode by depressing the HDGpush button on the mode select panel. Activate the desired vertical mode byselecting the appropriate button on the mode select panel. This will result inflight director commands to turn to maintain (heading bug) heading and pitchto the appropriate vertical attitude.

The aircraft will automatically respond to the flight director commands as soonas the autopilot is engaged. Arm, if required, altitude select by depressing theSEL push button.

1. Prior to takeoff, press the FD switch on the mode selector. Select theassigned altitude on the altitude select portion of the altimeter/vertical speedindicator. The altitude selector should automatically arm when the new atitudevalue is selected. Set the heading bug for the assigned departure heading.


60 61June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

4. A momentary tone and alert annunciation is initiated at 1,000 feet prior toreaching the selected altitude. Prior to reaching the selected altitude, theautopilot transitions from altitude arm (ALT in white) to altitude capture (ALTCin green) and then engages altitude hold (ALT in green) automatically. Thereis no need to depress the ALT push button on the mode select panel if alti-tude select is used. An ALERT annunciation and tone will occur momentarilywhen the selected altitude is reached. The 010° heading has been acquired.

3. At a safe altitude, depress the AP push button on the mode select panel.The autopilot will engage and respond to the command bars. The autopilot willfollow the EHSI heading bug and adjust the pitch attitude to maintain theselected vertical mode.

AP RA

DH

0125

LOC

BL25 GS

010HDG

070

090

VOR

1

1 2 . 6 NM

117.95

CRS

H

500FM ALT

N33

30

W 2421

S15

12

E63

VSHDG

20

20

20

20

10

10

10

10

AP RA

DH125

LOC

BL25 GS

010HDG

010

090

VOR

1

1 2 . 6 NM

117.95

CRS

H

20 20

20 20

10 10

10 10

ALT

N

33

30

W

24

21 S15

12

E6

3

HDG 3000 FT


62 63March 27, 1998 006-18081-0000006-18081-0000 June 15, 1999

Procedure Turn to an ILS Approach

Objective: Fly outbound, execute a procedure turn, and fly a coupled ILSapproach.

1. With heading and altitude hold engaged, the aircraft is flying 270° to inter-cept the localizer outbound. The localizer front course (inbound) of 58° isselected with the EHSI course knob. The display system automatically deter-mines Back Course from the course selection and aircraft heading. Depressthe APR push button for flight director commands to capture and track thelocalizer outbound.

1

N

058°

2

3

4

270°

238°

283°

270HDG

270

058

LOC

1

1 2 . 6 NM

117.95

CRS

H

AP HDG ALT RA

DH200

3000 FT

LOC

20 20

20 20

10 10

10 10

N33

30W

24

21S

15

12 E6

3

2500

270HDG

250

058

LOC

1

1 2 . 6 NM

117.95

CRS

H

AP BC ALT RA

DH

2500200

LOC

N33

30

W2421

S15

12

E 63

20

20

20

20

10

10

10

10

3000 FT

2. When the computed capture point is reached, the BC approach coupledmode is automatically activated and a left turn outbound on the localizer iscommanded by the flight director and satisfied by the autopilot. Note theleft/right deviations are directional.

3. Prior to the procedure turn, position the heading bug to 283° which givesthe 45° angle for the initial procedure turn heading. At this point where theprocedure turn is to be initiated, depress the HDG push button to engage theheading select mode. The autopilot will turn the aircraft to the heading bugheading (283°).


64 65June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

4. At the point specified to begin the procedure turn inbound, select 103°with the heading bug for a 180° turn toward the localizer front course. The dei-vation bar shows pictorially the course you are to intercept. Depress the APRpush button to arm the approach mode. Automatic capture will occur to directthe aircraft on the localizer inbound.

During the procedure turn outbound, the deviation bar shows pictorially thatthe aircraft is flying away from the localizer centerline at a 45° angle.

Note: When activating approach arm, it is important that the aircraft be rela-tively close to and not making any turns away from the localizer. Side lobes orfalse signals are often present from the localizer transmitter. These false sig-nals may cause the autopilot to approach couple prior to reaching the actuallocalizer signal.

6. Throughout the approach procedure, the airspeed must be controlled bythe pilot via the collective.

283HDG

283

058

LOC

1

1 2 . 6 NM

117.95

CRS

H

AP HDG ALT RA

DH

2500200

3000 FT

LOC

20 20

20 20

10 10

10 10

N

33

30W

24

21

S

15

12 E6

3 103HDG

080

058

LOC

1

1 2 . 6 NM

117.95

CRS

H

AP LOC ALT GS RA

DH

2500200

LOC

MM

N33

30W

24

21S

15

12E6

3

20

20

20

20

10

10

10

10

S

S

3000 FT

058HDG

058

058

LOC

1

1 2 . 6 NM

117.95

CRS

H

AP LOC GS RA

DH

1500200

LOC

20 20

20 20

10 10

10 10

N33

30

W 2421

S15

12

E6

3

MM

GS

GS

5. The autopilot is following the flight director commands which maintainlocalizer centerline tracking. Once approach coupled (APR in green, glides-lope is automatically armed (GS in white). The point of glideslope capture isbased on the glideslope deviation and the rate of closure to the beam. Bothpitch and roll are commanded by the flight director to maintain glideslope andlocalizer track.

Note: The KFC 500 Autopilot/ Flight Director will only maintain one pitchmode at a time (pitch attitude hold, altitude hold, vertical speed hold, indi-cated airspeed hold, glideslope, or go around). As an example, if the AFCS iscoupled to the glideslope then the pilot must manually maintain airspeed withthe collective.


66 67March 27, 1998 006-18081-0000006-18081-0000 June 15, 1999

ILS Approach

Objective: Complete an ILS approach. Continuing the maneuver from thepreceding page, approach coupling (LOC in green) occurs and the glideslopemode is annunciated as it is coupled (GS in green).

1. The autopilot is following the flight director commands which maintainlocalizer centerline tracking. At the outer marker the glideslope pointers areapproximately at midpoint. At the glideslope capture point, glideslope auto-matically transitions from arm (GS in white) to coupled (GS in green) and alti-tude hold or other vertical mode is disengaged. The point of glideslope cap-ture is based on the glideslope deviation and the rate of closure to the beam.Both pitch and roll are commanded by the flight director to maintain glideslopeand localizer track. The airspeed must be controlled by the pilot via the collec-tive.N

058°

1

2

3

238°

090

058HDG

058

058

LOC

1

1 2 . 6 NM

117.95

CRS

H

AP LOC GS RA

DH

1500200

LOC

20 20

20 20

10 10

10 10

N33

30

W 2421

S15

12

E6

3

MM

GS

GS


68 69June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

2. At decision height decide to complete the landing. The AFCS will trackthe localizer and glideslope down to 100 foot radar altitude where the systemwill transition to autolevel. The system will hold 50 foot radar altitude until dis-connected.

A missed approach may be initiated by pressing the Go Around button as col-lective is added. The Go Around button is located on the collective switch box.The Go Around push button activates the mode and provides flight directorcommands for a 750 feet per minute climb rate and roll level. At the discretionof the crew, another flight director mode may be activated to complete themissed approach.

3. The heading bug had previously been set to the missed approach head-ing of 90°. Depressing the HDG push button activates heading mode andcauses the flight director to command a turn to the heading bug heading.Pitch attitude may be adjusted from the Go Around vertical speed by activat-ing another vertical mode. Any of these modes will automatically cancel thego around mode. Altitude select (SEL) will automatically arm if a new value isset in the window or SEL may be pushed to manually arm the mode.

058HDG

058

058

LOC

1

0 . 8NM117.95

CRS

H

AP ROL GA RA

DH

200200

LOC

20 20

20 20

10 10

10 10

N33

30

W 2421

S15

12

E6

3

MM

GS

GS

DH

090HDG

090

058

LOC

1

4 . 5NM117.95

CRS

H

AP HDG GA RA

DH

200200

LOC

N33

30 W24

21S

15

12E

6

3

20

20

20

20

10

10

10

10

G

G


70March 27, 1998 006-18081-0000 71006-18081-0000 June 15, 1999

Localizer Back Course Approach

Objective: Fly outbound on the localizer, complete a procedure turn and flythe localizer back course approach to the airport.

1. In heading select and the desired pitch mode with the localizer fre-quencey selected as the active navigation receiver, the aircraft is flying 45° tointercept the localizer. The localizer front course of 090° is selected with theEHSI course knob. Remember that the course pointer is always selected tothe inbound heading for the localizer front course to obtain correct “fly to” indi-cations on the EHSI.

As the aircraft nears the localizer, the APR push button is depressed to armthe approach mode so the localizer will be captured and tracked. The capturepoint computation is based on deviation and deviation rate of change.

1

N

2

3

4

090°

45°

135°

5

045HDG

045

090

LOC

1

1 2 . 6 NM

117.95

CRS

H

AP HDG ALT RA

DH

2500500

LOC

20 20

20 20

10 10

10 10

N33

30

W

24 21

S

15

12

E

63

LOC 3000 FT

G

G

Note: Always set the navigation course pointer to the inbound heading forthe localizer front course. This course will be opposite the helicopter headingwhen inbound on a back course approach.

2. When the computed capture point is reached, the approach mode isautomatically coupled (LOC turns from white to green) and a right turn out-bound on the localizer is commanded by the flight director and satisfied by theautopilot.

Note: The KFC 500 Autopilot/ Flight Director will only maintain one pitchmode at a time (pitch attitude hold, altitude hold, vertical speed hold, goaround, indicated airspeed hold, or glideslope). As an example, if the AFCS iscoupled to vertical speed thenthe pilot must manually main-tain airspeed with the collec-tive.

3. Prior to the procedureturn, the heading bug is posi-tioned to 135° which is the 45°initial procedure turn heading.At the point where the proce-dure turn is to be initiated,depress the HDG push buttonto engage heading selectmode and the autopilot willturn the aircraft to the directionof the heading bug (135°).

During the procedure turn out-bound, the deviation barshows pictorially the helicopterflying away from the localizercenterline at a 45° angle.

135HDG

135

090

LOC

1

1 7 . 2 NM

117.95

CRS

H

AP HDG ALT RA

DH

2500500

LOC

20 20

20 20

10 10

10 10

N

33 30

W

24

21

S

1512

E6

3

3000 FT

G

G


72 73June 15, 1999 006-18081-0000006-18081-0000 June 15, 1999

4. At the point specified to begin the procedure turn inbound, select 315°with the heading bug for a 180° turn toward the localizer. The deviation barshows pictorally the course you are to intercept as well as the angle of inter-cept. Depress the APR push button to arm the back course approach mode.Note that the left/right deviations of the course deviation bar give “fly to” indi-cations. Automatic capture will occur to direct the aircraft on the localizer.

Note: If intercepting the localizer without a procedure turn, exercise judge-ment when arming the back course approach mode. Side lobes exist onmany localizers which may cause the autopilot to capture the incorrect signal.Depress the APR push button when your position is relatively close to thelocalizer beam.

5. The autopilot is following the flight director commands which maintainlocalizer centerline tracking. A number of options are available to help youdescend while the autopilot remains coupled. With indicated airspeed hold(IAS) or vertical speed hold (VS) and back course approach (BC) mode, theFTR switch or CBT switch may be used for modification of pitch attitude forthe desired descent. Prior to reaching the minimum descent altitude (MDA),the ALT push button can be depressed to activate altitude hold mode.

6. Disengage the autopilot or press the Go Around push button at themissed approach point. The Go Around push button will activate the goaround mode in which the flight director commands a 750fpm climb and rolllevel. The Go Around push button is located on the collective. Altitude selectmay be armed, if altitudeselect is a desired mode, bythe desired altitude on thealtimeter/vertical speed indica-tor. The autopilot should notbe engaged below approvedminimums.

Note: Refer to the Bell Model430 Rotorcraft Flight Manualfor AFCS limitations.

315HDG

315

090

LOC

1

1 8 . 6 NM

117.95

CRS

H

AP HDG ALT RA

DH

2500500

LOC

20 20

20 20

10 10

10 10

N

3330

W24

21

S

15 12

E

63

BC 3000 FT

270HDG

270

090

LOC

1

4 . 4NM

117.95

CRS

H

AP BC VS ALT RA

DH

1500500

LOC

20 20

20 20

10 10

10 10

N33

30W

24

21S

15

12 E6

3

300FM


74March 27, 1998 006-18081-0000


75

KFC 500Dual


Flight DirectorPerformance Specifications

006-18081-0000 March 27, 1998

Performance SpecificationsPerformance Specifications

76 77March 27, 1998 006-18081-0000006-18081-0000 March 27, 1998

Go-Around Pitch Up Command Pitch to 750 fpm Climb

Alt Sel Engage Range 0 to 55,000 Ft.Engage Vert Spd Limit Function of Vert. Speed

Max “G” During Capture± 0.1G

Alt (Hold) Engage Range -1,000 to 20,000 Ft.Engage Vert Spd Limit ± 2,000 Ft/MinAccuracy ± 40 Ft*Pitch Rate Limit 0.1G Vert Accel

IAS (Hold) Engage Range 50 KIAS to VNE

Accuracy ± 3 KtsPitch Rate Limit 0.1G Vert Accel

VS (Vert Spd) Engage Range +10,000/-15,000 Ft/MinAccuracy ± 100 Ft/Min*Select Range ± 3,500 Ft/MinPitch Rate Limit 0.1G Vert Accel

Flight Director Pitch Command Limit +15 Deg/ -10 DegRoll Command Limit ± 25 Deg

Autopilot Pitch Engage Limit +25 Deg/ -20 DegRoll Engage Limit ± 25 Deg

SCAS Pitch Engage Limit NoneRoll Engage Limit None

All accuracy specifications are based on aircraft operations in smooth air.* Indicates altitude below 9,000 Ft. MSL.

Mode Parameter KFC 500 Value

Attitude Hold Pitch Command Profile 0.1G or 2 Deg/SecPitch Hold Accuracy ± .3 Deg Smooth AirRoll Angle Limit 25 DegRoll Command Rate Limit 12 Deg/SecRoll Hold Accuracy ± 1 Deg

Heading Hold Roll Angle Limit 10, 15, 20, or 25 Deg(Pilot Selectable)

Roll Command Rate Limit 7 Deg/SecAccuracy ± 1 Deg

NAV Beam Intercept Angle All AngleRoll Angle Limit 10, 15, 20, or 25 Deg

(Pilot Selectable)(VOR Capt) Capture Point Function of DME,

Deviation, Dev Rate& Course Error

Roll Command Limit 4 Deg/Sec

VOR Track Crosswind Correction Up To 30 Deg(Over Station) Course Change Up To 90 Deg

Approach Beam Intercept Angle Up to 105 Deg Front Course

(LOC Capture) Roll Angle Limit 20 DegRoll Command Rate Limit 10 Deg/SecCapture Point Function of Deviation,

Dev Rate & Course Error(LOC Track) Roll Angle Limit 10 Deg

Cross Wind Correction Up To 30 DegGain Programming Function of Rad Alt or

Time and TAS

GS Capture Point Function of Deviation, Dev Rate

GS Damping Pitch Att, TAS, & Vert Acc.0.25G

Gain Programming Function of Rad Alt orTime and TAS

Mode Parameter KFC 500 Value

Performance Specifications

78March 27, 1998 006-18081-0000


Honeywell International Inc.One Technology Center23500 West 105th StreetOlathe, Kansas 66061FAX 913-712-1302Telephone: (913) 782-0400

©1998, 1999 Honeywell International Inc.

006-18081-0000Rev. 1 6/99 n

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