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Pilot’s Guide KFC 500
Bendix/King®
Dual Automatic Flight Control System
for the Model 430
006-18081-0000 June 1999

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©1998, 1999 Honeywell International Inc.
Reproduction of this publication or any portion thereof by any means without

the express written permission of Honeywell International Inc. is prohibited.
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Kansas 66061. Telephone: (913) 782-0400.
Revision History
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 Front
Cover, 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
June 15, 1999 R-1 006-18081-0000

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

Table of Contents
Introduction ................................................................................3
Normal Operation
SCAS/Autopilot ....................................................................5
SCAS/Autopilot Block Diagram ............................................7
Basic Dual SCAS/AP Operation ..........................................8
SCAS/AP Remote Switches ................................................8
Force Trim 1/OFF ................................................................8
Force Trim 2/OFF ................................................................8
AFCS GROUND TEST ........................................................9
SCAS & AP PWR 1/OFF .....................................................9
SCAS & AP PWR 2/OFF .....................................................9
TEST/BRT/DIM (AFCS Lamp Test) ...................................10
SCAS/AP Annunciators .....................................................10
Modes of Operation ...........................................................11
SCAS Mode .......................................................................11
AP Mode ............................................................................12
Lateral Command Control ..................................................13
Pitch Command Control .....................................................14
SCAS/Autopilot Disconnect ...............................................15
Force Trim Release (FTR) .................................................15
Yaw Force Trim Release ...................................................16
Flight Director .........................................................................17
SCAS/Autopilot/Flight Director Block Diagram ..................19
SCAS/AP Operation (Flight Director Installed) ..................20
Yaw Force Trim Release .............................................20
Yaw Trim .....................................................................21
Flight Director Operation ....................................................21
Modes of Operation .....................................................21
Pitch Attitude Hold & Roll Attitude Hold (FD)...............23
Lateral Command Control ...........................................23
Vertical Command Control ..........................................24
Force Trim Release (FTR)...........................................26
Flight Director Off ........................................................26
Go Around ...................................................................27
Autopilot/Flight Director Mode Annunciation ...............28
KMS 540 Flight Director Mode Selection ...........................29
Heading Select (HDG).................................................29
Bank Angle Limit (BL)..................................................29
Navigation Mode (NAV)...............................................30
Approach Mode (APR) ................................................30
006-18081-0000 1 June 15, 1999

Table of Contents Introduction
Normal Operation (Continued)
Autolevel Mode............................................................32 The dual KFC 500 Automatic Flight flight tested and passed prior to
Altitude Select (ALT SEL)............................................32 Control System is available in two departure to insure that it will be
Altitude Hold (ALT) ......................................................33 configurations for the Bell 430. available if needed during flight and
These configuration are a basic dual that full control authority is available.
Indicated Airspeed Hold (IAS) .....................................34
three axis SCAS/Autopilot system
Overspeed Protection..................................................34 The KFC 500 primary
and a dual three axis SCAS/Autopilot
Vertical Speed Hold (VS).............................................34 with single Flight Director system. SCAS/Autopilot with Flight Director
KAV 485 Vertical Speed Select ...................................35 system is integrated with the KAD
Flight Control System Components ...................................36 The dual system configuration is 480 Central Air Data System and the
KSA 572 Trim Actuator................................................36 composed of a pilot selectable pri- electronic flight instrument system to
Force Trim and AP Trim ..............................................36 mary (# 1) and secondary (# 2) con- enhance user-friendliness as well as
KSM 575 Linear Actuator Assemblies .........................37 trol system. The primary and sec- system annunciation. This system
KCP 520 Flight Computer............................................37 ondary systems each have a combines complete stability augmen-
separate flight control computer with tation, autopilot, and optional flight
AFCS Sensors ...................................................................37
dedicated roll and pitch axes servos. director computation functions in a
KVG 350 Attitude Gyro ................................................37
The primary and secondary systems single computer. Its digital flight com-
KCS 305 Slaved Compass System .............................37 are also configured with required puter and integrated architecture
KRG 333 Rate/Acceleration Sensor ............................38 dedicated sensors such that there is enable the KFC 500 to determine
Control Position Transducer ........................................38 a high degree of probability that dur- helicopter control requirements
KAD 480 Air Data System ...........................................38 ing any flight the basic Autopilot sooner, and to execute them with
KDC 481T Air Data Computer...............................38 Attitude/Heading Hold functions in greater smoothness and accuracy
KAV 485 Altitude/Vertical Speed Indicator............39 the pitch and roll axes will be avail- than previous generation systems.
able to the flight crew. The other Digital, solid-state design throughout
Emergency Procedures/Limitations............................................43 basic control elements are switched the Flight Control System provides
between the selected flight control maximum reliability while economiz-
systems such that under normal con- ing on system weight and required
Preflight Procedures.....................................................................45
ditions the secondary system will installation space. The KFC 500 is
have the same basic Autopilot/SCAS designed to optimize passenger and
Operational Examples ..................................................................49 functionality as the primary system flight crew comfort, while still provid-
except for Force Trim fly-through ing accurate control response in any
Performance Specifications.........................................................75 capability. Flight Director functions flight situation. Whenever possible,
(available only with SCAS/Autopilot autopilot induced aircraft motions
with Flight Director system) are only border on the lower limits of human
provided when the primary system is perceptibility, ensuring exceptionally
selected. The basic SCAS/Autopilot smooth flight. The Flight Control
system provides the same capability System’s maximum command val-
as the system with Flight Director in ues were tailored for the Bell 430
the basic SCAS and AP Autopilot during the aircraft certification pro-
modes. In case of failure of the pri- cess. Internal safety monitors and
mary system the secondary system automatic self-test functions keep
may be selected by the crew to constant track of the KFC 500’s sta-
maintain required work-load relief. tus, and provide signals for auto-
This secondary system operating as matic shutdown of impaired control
a “hot standby spare” must be pre- axes or flight director functions if
June 15, 1999 2 006-18081-0000 006-18081-0000 3 March 27, 1998

Introduction
available. When the KFC 500 de- tained diagnostic tests assist trouble-
couples a SCAS/autopilot axis it both shooting done by maintenance per-
engages the affected servo brake sonnel at Honeywell factory
and shuts off motor drive power, pro- approved service centers. The Built-
viding dual layers of protection In-Test functions enable a technician
against servo over-control. In addi- to trace faults. Qualified Honeywell
tion to reliability and light weight, the service centers around the world are
KFC 500 is designed to be easily
maintained in the field. Self-con-
ready to provide assistance when-
ever necessary.
KFC 500
Dual SCAS/
Important:
Autopilot
This Pilot’s Guide provides a general description of the
various operational characteristics of the dual KFC 500 Flight
Control System. However, operation of the system should not be
attempted without first reviewing the applicable Transport Canada
and/or Federal Aviation Administration Approved Rotorcraft Flight
Manual for complete system familiarization and operating
limitations.
Normal Operation
March 27, 1998 4 006-18081-0000 006-18081-0000 5 March 27, 1998

Normal Operation
This page intentionally left blank. Basic Dual KFC 500 SCAS/Autopilot System Block Diagram
Collective KMS 541 Cyclic

Switches Mode Selector SCAS &
AP PWR 1 Switches
OFF
SCAS &
SCAS/AP Remote AP PWR 2
OFF
Switches/Annunciators
FORCE FORCE AP AP ON
TRIM 1 TRIM 2
RADIO SCAS ON RADIO
OFF OFF 1 2
FOOT FOOT AP SCAS
SW SW
ı
ICS ICS
Primary Pitch
Linear Actuator
Primary KVG 350

Vertical Gyro
PITCH
Primary
ı
KCP 520
Trim Actuator KCP 520

Flight
Computer
Primary Roll Primary KRG 333
Control Position Linear Actuator Rate/Acceleration Sensor
Synchro
FLIG N
OF IO
HT
ECT
DIR
ROLL AFCS
GROUND KCS 305 Compass
TEST
ı
1
KSG 105
IIDS
Trim Actuator
KCP 520
Secondary
KCP 520 - +
Flight AUTO MAN
Computer
CCW CW
Control Position
Synchro
Secondary KRG 333
Rate/Acceleration Sensor
YAW Linear Actuator
FLIG N
OF IO
HT
ECT
DIR
Trim Actuator Secondary KVG 350
Vertical Gyro
Control Position
Synchro
Collective Control Secondary Pitch

Position Synchro Linear Actuator
Secondary Roll
Linear Actuator
March 27, 1998 6 006-18081-0000 006-18081-0000 7 March 27, 1998

Normal Operation Normal Operation
Basic Dual SCAS/AP may be selected to continue the flight ation is not illuminated. SCAS & AP PWR 1 /OFF
Operation with basic AP and SCAS modes
available. Any modes engaged FORCE SCAS &
This section provides the Normal when AP Select switch is toggled will TRIM 2 AP PWR 1
Operating Procedures for the basic be canceled and desired modes on
newly selected system must be re-
OFF
dual SCAS/AP version of the KFC
500 System. engaged.
Depressing the SCAS & AP PWR
AFCS GROUND TEST
SCAS/AP Remote Switches Force Trim 1/OFF 1/OFF switch located on the center
pedestal, just to the right of the
FORCE
TRIM 1
FORCE
TRIM 2
AP AP ON FORCE AFCS Mode Select Panel, will turn power
RADIO
FOOT
OFF OFF 1 2 SCAS ON RADIO
FOOT
TRIM 1 GROUND on or off to the Primary (#1)
SW
ICS ICS
SW
OFF TEST SCAS/AP system. Power is avail-
able to the system when the OFF
There are seven remote switches for This momentary switch, located on annunciation is not illuminated.
the system. They are located on the Depressing the FORCE TRIM 1/OFF
the overhead panel below the
center pedestal and overhead pan- switch, located on the center SCAS &
Emergency Bus 2 Breakers, is used
els. pedestal just above the Mode Select
to initiate the SCAS/AP System pre-
AP PWR 1
Panel, will turn power on or off to the
Force Trim system when the primary flight test, on both systems if desired,
AP 1/2 Select Switch after the initial test that occurs at
flight control system is selected.
Power is available and the system is system power up. At power up, or
AP on when the OFF annunciation is when AFCS Ground Test switch is SCAS & AP PWR 2/OFF
not illuminated. pressed, the non-selected system
will continue to annunciate the asso- SCAS &
1 2 ciated system AP and SCAS FAIL AP PWR 2
FORCE
TRIM 1 Cautions until such time the system
is selected and allowed to complete OFF
Depressing the AP 1/2 switch
located on the center pedestal just interactive power up preflight tests.
above the Mode Select Panel will Preflight test must be run prior to Depressing the SCAS & AP PWR
alternately select the primary (1) or attempting system engagement on 2/OFF switch located on the center
Force Trim 2/OFF the selected system. SCAS/AP pedestal, just to the right of the
secondary (2) AFCS systems. When
1 is illuminated the primary system is engagement will be disallowed in Mode Select Panel, will turn power
FORCE any axis that has not successfully on or off to the Secondary (#2)
selected and when 2 is illuminated
the secondary system is selected.
TRIM 2 passed preflight test. The system will SCAS/AP system. Power is avail-
allow engagement and use of any able to the system when the OFF
OFF annunciation is not illuminated.
available axis (roll, pitch, and/or yaw)
AP AP that has passed. While performing
Depressing the FORCE TRIM 2/OFF SCAS &
preflight test is only recommended
switch, located on the center AP PWR 2
1 2 1 2 on the ground it may be performed in
pedestal just above the Mode Select
the air as well, see Transport
Panel, will turn power on or off to the
Normally the primary system will be Canada and/or Federal Aviation
Force Trim system when the sec-
used, unless a failure has occurred Administration Approved Rotorcraft
ondary flight control system is
affecting AP mode availability, in Flight Manual for any restrictions
selected. Power is available and the
which case the secondary system placed on this operation in the air.
system is on when the OFF annunci-
March 27, 1998 8 006-18081-0000 006-18081-0000 9 March 27, 1998

TEST/BRT/DIM (AFCS LAMP shall remain on as long as the switch has been detected or if SCAS/AP button. The corresponding mode
TEST) is held in test position up to a maxi- PWR is OFF. Single axis failures will lamp will illuminate above the switch.
mum of 15 seconds. This lamp test not cause the SCAS (yellow) or AP Alternatively, to deactivate the SCAS
function can be invoked any time (yellow) annunciation’s to light on the or AP mode when activated, momen-
TEST
desired by the pilot and has no effect selected system. You will get an axis tarily press the respective push-but-
B on mode operation. An automatic failure only (i.e. AFCS PIT). A roll or ton (The AP mode reverts to SCAS
R lamp test function is performed upon pitch axis failure indicates that con- when deselected). There are remote
T power up of the Mode Select Panel trol of that axis has been lost. A yaw repeater AP ON, SCAS ON annunci-
and will turn on all MSP annunciators axis failure indication means that ators located above the mode selec-
DIM for approximately 2 seconds immedi- yaw axis or trim follow up in yaw axis tor panel that is switched to the
ately after power is applied. These is lost. If it is only a yaw trim axis fail- selected system. These annunciators
Moving the TEST/BRT/DIM Switch, annunciators may also be turned on ure the annunciator will extinguish if will mimic the ones located above
located on the overhead panel below by a special test bit from the FCC SCAS engaged. An Autotrim failure the mode switches on the Mode
the Emergency Bus 1 Breakers, to during part of its preflight testing. See indication means that roll or pitch trim Select Panel. The brightness of the
the test position will invoke an AFCS Bell Helicopter 430 Flight Manual for has failed and more attention will annunciator lamps on the mode con-
test function that will turn on the other functions activated by this need to be given to see that the sys- troller is adjusted automatically by a
annunciators in the KMS 541 Mode switch in the test position. tem is kept within the control author- photocell located on the face of the
Select Panel. These annunciations ity of the main servo by using the unit. The button nomenclature back
FTR switch to keep the system work- lighting is controlled by the pedestal
SCAS/AP Annunciators ing within its control range. The non- dimmer control on the overhead
selected system will annunciate AP panel.
There are nine annunciators for the ROL (yellow), AFCS YAW (yellow),
and SCAS Fail annunciation for sin-
system available on the IIDS and AUTOTRIM (yellow). The SCAS SCAS Mode
gle axis failures in roll, pitch and/or
(Integrated Instrument Display (1)/(2) and AP (1)/(2) failure annunci-
Rate Gyro failure. The non-selected
System), AFCS DISC (red), 1 SCAS ators will be illuminated any time Momentarily pressing the SCAS but-
system will annunciate AP Fail for
and SCAS 2 (yellow), 1 AP and AP 2 prior to preflight test being per- ton on the Mode Select Panel will
pitch and roll trim axis failure and / or
(yellow), AFCS PIT (yellow), AFCS formed, after a major system failure activate the stability augmentation
when vertical acceleration is invalid
or Vertical Gyro is invalid after nor- mode on the selected system. The
mal power up delay. If this side is mode lamp above the switch on the
SCAS & selected then the annunciation will MSP and the remote repeater SCAS
AP PWR 1
display the single or multiple axis fail- ON annunciator will illuminate to ver-
OFF
ures applicable and clear the AP and ify that the selected flight computer
SCAS & / or SCAS Fail annunciation if any has recognized the button push.
AP PWR 2
OFF axis is available for use.
Modes of Operation
The KMS 541 Mode Select Panel SCAS

provides control and annunciation of SCAS ON
AP SCAS
the KFC 500’s SCAS and AP (atti-
tude retention) modes of the selected The SCAS (Stability Control
ı system. To activate the SCAS or AP Augmentation System) mode pro-
modes using the Mode Select Panel, vides rate damping. It may be
KMS 541 SCAS/AP Mode Select Panel momentarily press the desired push- referred to as a damper system that
March 27, 1998 10 006-18081-0000 006-18081-0000 11 March 27, 1998

is stabilizing the helicopter against level attitude and maintain the head- back to the attitude existing at the commanded to follow the pilot’s or
outside disturbances and thereby is ing at the time the aircraft rolls level. time that the pilot intervened. copilot’s input to roll left or roll right. If
augmenting the pilot effort. The Alternatively, attitude hold com- within 6° of level flight when the
SCAS mode is designed so that heli- mands may be modified by moving switch is given a momentary push
copter attitude changes caused by the Cyclic mounted Beep Trim (CBT) the first click will yield 6° of bank in
pilot control inputs are not signifi- switch in the appropriate direction. respective direction. If greater than
cantly counteracted by the stability 6° of bank in either direction a
augmentation system. Only heli- momentary push will result in 1° per
copter motions caused by outside click. If the switch is pressed continu-
disturbances are counteracted. Desired roll and pitch attitudes may ously the system will command a
Some amount of SCAS counterac- be selected by several methods. constant roll rate until the beep trim
tion is designed into the system for With the autopilot engaged the pilot switch is released. Upon release of
better pilot feel in the Bell 430. can manually adjust the attitude of the CBT switch, the autopilot will
the helicopter by pressing and hold- command the aircraft to maintain the
AP Mode ing depressed the Force Trim existing roll attitude. Roll attitudes of
Release (FTR) switch on the cyclic less than six degrees of bank will
The autopilot (AP) push-button while repositioning the helicopter to cause the autopilot to revert to com-
engages the pitch, roll, and yaw axes the desired attitude. Upon release of mands for roll-level with heading
of the selected system and provides the FTR, the autopilot will provide hold. The AFCS is designed with
trim follow-up for those axes. commands to maintain the target absolute attitude limits and rate lim-
Momentarily pressing the AP button pitch and roll attitude if greater than The yaw axis augments rotorcraft its. During fly through or other
on the Mode Select Panel will acti- 6°. If the roll attitude is less than 6° stability by opposing uncommanded modes of operation , the aircraft atti-
vate this mode. The mode lamp the system will return to roll level atti- yaw motion and providing ball cen- tude/rate must be less than + or -
above the switch on the MSP and tude and hold the existing heading. tering. The yaw axis also provides 45°/15° per second in roll and + or -
the remote repeater AP ON annunci- While the Autopilot is engaged the turn coordination and yaw trim (using 15°/10° per second in pitch and 15°
ator will illuminate to verify that the pilot may press the FTR switch, lateral acceleration). Lateral acceler- per second in yaw for the AP mode
selected flight computer has recog- manually move the controls to fly the ation is used by the system to pro- to remain engaged. If these limits
nized the button push. The Force aircraft to a new attitude and release vide the described functionality any- are exceeded the autopilot will auto-
Trim system power for selected sys- the FTR switch and cyclic. The sys- time that the acceleration sensor is matically disconnect.
tem must be on and Force Trim system will then hold this new attitude in valid. Loss of #1 hydraulic system
tem not overpowered (detent pitch and roll if greater than 6 AFCS DISC
automatically disconnects the flight
switches not activated on primary degrees. If less than 6 degrees control system from the yaw axis. In
system) for this mode to engage. bank angle the system will roll wings case of #1 hydraulic power loss, con-
level and assume the new heading. sult the Bell 430 Rotorcraft Flight
On the primary system the pilot may Manual for the procedures specified
AP ON momentarily fly the aircraft manually for AFCS yaw axis operation.
at any time (via the Fly Through
AP mode with detent switch activation). Lateral Command Control CBT
When detents are activated the sys-
Activated by the Cyclic Beep Trim FTR
tem will temporarily revert to SCAS.
Autopilot mode will provide com- After release of the cyclic (over- (CBT) switch when the AP mode is
mands to maintain the current pitch power force is removed and detent on, Lateral Command Control modi-
attitude and heading. If the roll atti- switches not activated) the autopilot fies the autopilot’s reference roll atti-
tude is not level upon AP engage- will return to attitude hold (AP tude. When Lateral Command
ment, the autopilot will command a annunciated), and fly the aircraft Control is used, the aircraft will be CYCLIC GRIP SWITCHES
June 15, 1999 12 006-18081-0000 006-18081-0000 13 March 27, 1998

Activating Discrete or Continuous Lateral Command has the following effect SCAS/Autopilot Disconnect
upon the command reference for autopilot operation:
AFCS DISC
Autopilot Lateral Command Values
Discrete Command System Response

Roll Attitude If within ± 6° of level flight: First Click=6°,
Subsequent=1° per click
If greater than ± 6° of level flight: Each
click=1° per click FTR
Continuous Command
Roll Attitude Roll Rate of 7° per second
Pitch Command Control The cyclic mounted dual contact the FTR switch when the autopilot
(separate power, primary/secondary) mode is on (attitude hold), causes
Using the same cyclic beep switch AFCS DISC switch when pushed the system to synchronize its refer-
CBT as mentioned in the previous para- disconnects the selected AP and/or ence attitude and heading with the
graph, the autopilot’s reference pitch SCAS mode if engaged. This switch present helicopter attitude and head-
attitude can be modified by moving provides the pilot or copilot a quick ing. When the FTR switch is
the pitch command switch fore or aft. and easy means to disconnect either pressed, the AFCS will temporarily
Moving the switch forward adjusts of these two control coupled modes revert to SCAS (when AP is
the helicopter’s pitch attitude down- of the selected system. engaged) and the trim servo mag-
ward, while moving it aft adjusts the netic clutches will release eliminating
attitude upward. Force Trim Release (FTR) the artificial feel system and allowing
the pilot or copilot free movement of
The cyclic FTR switch is a double the cyclic. When the switch is
pole single detent switch interrupting released the AP and trim clutch re-
Force Trim 1 Power when the pri- engages. The Force Trim System
Activating Discrete or Continuous Pitch Command has the following effect mary system is selected and inter-
upon the command reference for autopilot operation: Power must be on to the selected
rupting Force Trim 2 Power when system for the AP mode to engage.
the secondary system is selected. (Also the Force Trim Detent
Switch actuation allows the pitch, roll switches, in the force feel system,
Autopilot Pitch Command Values and yaw clutches to be released for must not be activated for the primary
Discrete Command System Response free cyclic and anti-torque pedal AP mode to engage).
movement. Pushing and releasing
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
March 27, 1998 14 006-18081-0000 006-18081-0000 15 March 27, 1998

Normal Operation
Yaw Force Trim Release
YAW
FORCE
TRIM
RELEASE
KFC 500
Flight Director
A collective mounted Yaw ForceTrim
Release switch (Yaw FTR) is pro-
vided for the primary system only
(Force Trim power # 1). If the Force
Trim System # 1 is on and primary
system selected, depressing this
switch releases the yaw clutch
(AFCS yaw axis will revert to SCAS
if engaged), allowing free anti-torque
pedal movement. The AFCS will
annunciate SCAS under this condi-
tion until the Yaw FTR switch is
released. Normal Operation
March 27, 1998 16 006-18081-0000 006-18081-0000 17 March 27, 1998

Normal Operation
KFC 500 Dual SCAS/Autopilot/Single Flight Director System Block Diagram
This page intentionally left blank.
Collective KMS 541 Cyclic
Switches Mode Selector SCAS &
AP PWR 1 Switches
OFF
SCAS &
SCAS/AP Remote HDG NAV APR BL AP PWR 2
OFF
Switches/Annunciators
FORCE FORCE PIC AP AP ON
ALT VS IAS EFIS PWR
PLT Display
RADIO
FOOT
TRIM 1
OFF
TRIM 2
OFF R 1 2 SCAS ON RADIO
FOOT AP SCAS FD
OFF
System
SW SW EFIS PWR
ı
COPLT
ICS ICS
OFF
Navigation
Primary Pitch Receivers
Linear Actuator
Primary KVG 350

Vertical Gyro
PITCH
ı
KCP 520
Primary
Trim Actuator KCP 520
Flight
Computer
Primary Roll Primary KRG 333
Control Position Linear Actuator Rate/Acceleration Sensor
Synchro
FLIG N
OF IO
HT
ECT
DIR
ROLL AFCS
GROUND
TEST KCS 305 Compass
ı 1
IIDS
Trim Actuator
KCP 520
Secondary KSG 105
KCP 520
Flight -
AUTO
+
MAN
Control Position Computer CCW CW
Synchro KAV 485

KDC 481T Air Data Altimeter/VSI
ı
Computer 9
0
1
YAW
ALT
Linear Actuator 1
8
7
ALT 2
3
KDC 481 1,160
6 4
5 ALERT
30.08 1,700
IN HG HPa DEN ALT
1 2 SEL
.5
VS 3
UP
0 VS
Trim Actuator
DN
.5 1000 FT/MIN
3
1 2
PUSH VS ALT PUL L
BARO SEL
T
E S T V S
ENG SEL
Control Position
Synchro Secondary KRG 333
Rate/Acceleration Sensor
FLIG N
OF IO
HT
ECT
DIR
Collective Control Secondary Pitch
Linear Actuator Secondary KVG 350
Position Synchro Vertical Gyro
Secondary Roll
Linear Actuator
March 27, 1998 18 006-18081-0000 006-18081-0000 19 March 27, 1998

The following section provides an explanation of the normal operating proce- Flight Director Operation
dures for the flight director functions of the dual KFC 500 SCAS/AP System
when equipped with Flight Director. The Flight Director functions are only
available when the primary (#1) system is selected. If Flight Director modes
SCAS &
are engaged when secondary system is selected they will be canceled. Flight AP PWR 1
Director modes will also be canceled and or not allowed when AP coupled OFF
and a roll or pitch trim failure has occurred. Dual system SCAS/AP operation
HDG NAV APR BL
when not coupled to the Flight Director is identical to that of the basic dual SCAS &
AP PWR 2
SCAS/AP System, described in the proceeding section, with the following
OFF
exceptions:
ALT VS IAS EFIS PWR
SCAS/AP Operation Yaw Force Trim Release PLT
OFF
(Flight Director installed)
YAW
EFIS PWR
When the Flight Director is included FORCE AP SCAS FD COPLT
in the system a central air data sys- TRIM OFF
tem is also installed. The air data
RELEASE ı
system allows the AFCS to provide
additional functionality in the yaw KMS 540 Flight Director Mode Select Panel
axis plus improved performance with
airspeed gain scheduling in all axes. Modes of Operation
The yaw axis, as described in the
The KMS 540 Mode Select Panel selector is adjusted automatically by
previous section, augments rotor-
provides control and annunciation of a photocell located on the face of the
craft stability by opposing uncom-
the KFC 500’s primary (#1) sys- unit. If Autopilot is coupled to the
manded yaw motion (rate damping -
tem’s Flight Director modes as well Flight Director when a loss of valid
keeps nose from moving), ball cen-
A collective mounted Yaw FTR as the selected system’s Autopilot data from required sensors for the
tering, and also provides turn coordi-
switch is provided for the primary and SCAS modes. The Autopilot and default Flight Director mode occurs,
nation as well as yaw trim (using lat-
system only (Force Trim power # 1). SCAS modes operate the same as the system will revert to basic AP
eral acceleration). With the air data
If the primary system is selected with previously described in the mode. The button nomenclature
system installed Lateral acceleration
autopilot mode engaged and Force SCAS/Autopilot section. To activate back lighting is controlled by the
is used by the system to provide the
Trim System # 1 power on, pressing flight director modes using the Mode pedestal dimmer control on the over-
described functionality when the
the Yaw FTR switch will release the Select Panel, momentarily press the head panel.
acceleration sensor is valid, the
yaw clutch (AFCS yaw axis will desired button. The corresponding
AFCS is receiving valid airspeed If the Bell 430 with dual KFC 500
revert to SCAS if engaged), allowing mode lamp above the push-button
information from the air data, and the system is equipped with copilot
free anti-torque pedal movement. will illuminate and the mode annunci-
aircraft is flying at an indicated air- EFIS, a Pilot in Command (PIC)
The AFCS will annunciate SCAS ation on the Electronic Attitude
speed greater than 50 knots. When switch will be located above the
under this condition until the Yaw Indicator (EADI) will appear indicat-
the aircraft is flying below 50 KIAS or KMS 540 Mode Select Panel. This
Force Trim Release switch is ing that the FCC has coupled the
when air data is invalid ball centering
released. In flight director equipped mode. Alternatively, to deactivate a
and turn coordination is inhibited.
aircraft, if the autopilot is engaged, flight director mode when activated,
During this time the AFCS yaw axis PIC
upon release of the switch the momentarily press the respective
will provide yaw rate damping only.
autopilot will command ball centered push-button. The illumination level of
the annunciator lamps on the mode L R
flight if above 50 KIAS.
March 27, 1998 20 006-18081-0000 006-18081-0000 21 June 15, 1999

switch determines which pilot is in tive mounted push-button provides by pressing and holding the Force Lateral Command Control
control of the single KFC 500 flight the engage function only. To discon- Trim Release (FTR) switch on the
director. L (left) or R (right) will be lit nect Go Around select another pitch cyclic while repositioning the heli- Activated by the Cyclic Beep Trim
depending on which position the mode. The Flight Director provides copter to the desired attitude. Upon (CBT) switch when the Flight
switch is in. The KFC 500 will the basic modes - Roll Attitude release of the FTR switch, the Flight Director is on, Lateral Command
engage in only one horizontal and level/Heading Hold and Pitch Director will provide commands to Control modifies the system’s refer-
one vertical tracking mode at a time. Attitude Hold. These default modes maintain the new target pitch and roll ence attitude during operations in
Flight Director armed modes do not provide basic flight stability and attitude if greater than 6°. If the roll Roll Attitude Hold. Operating Lateral
conflict with active (capture or track) serve as safety backups in the event attitude is less than 6° the system Command Control does not affect
modes. For example, selecting a that the flight director cancels an will provide commands to return to Capture/Track in Navigation (NAV)
new course in the NAV ARM mode, active mode due to loss of a required roll level and hold the existing head- mode or Capture/Track in Approach
or a new altitude in Altitude Select, navigation signal or sensor failure. ing. Alternatively, Attitude Hold com- (APR) mode. To operate Lateral
does not affect active tracking modes Engaging the KFC 500 in any track- mands may be modified by moving Command Control with Navigation or
such as Heading or Vertical Speed ing mode automatically cancels the the Cyclic mounted Beep Trim Approach mode in track, the mode
Hold. It is often useful to engage a corresponding default mode for that (CBT) switch in the appropriate must first be deselected by pushing
separate mode to provide flight guid- particular axis. directions. If a target roll attitude of the button on the Mode Select
ance to the capture point for a six degrees or less is selected, the Panel. When the system mode is roll
course or altitude pre-selected in an Pitch Attitude Hold & Roll Flight Director will provide com- level or bank angle hold (FD and/or
Arm mode. The Flight Director Attitude Hold (FD) mands to maintain the helicopter’s AP) and the Lateral Command
System will transition automatically to current heading. Selecting any hori- Control is used, the aircraft will be
capture the armed mode, canceling In the absence of any other selected zontal or vertical tracking mode can- commanded to follow the pilot’s
the previous selected mode. Flight Director modes, the system cels Roll Attitude/Heading Hold or input to roll left or right. If the switch
Examples of this operation are will provide commands to maintain Pitch Attitude Hold, respectively. is held continuously the system will
described in the Operational current pitch attitude and establish a Either mode may be used in con- command a constant roll rate until
Examples section of this Pilot’s level roll attitude. When roll attitude junction with any Arm mode to pro- the beep trim switch is released. If
Guide. To cancel a flight director approaches six degrees or less bank vide flight guidance for course or alti- the switch is pushed discretely, the
mode engaged in either capture or angle, the flight director will provide tude intercepts. Pressing the FD first push will yield 6° of bank if heli-
tracking operations, either select an commands to maintain constant switch without any FD modes copter is level and 1° of bank for
alternate tracking mode or press and heading. engaged will engage the basic each additional push or click. If heli-
release the engaged mode’s push- default modes. Pressing FD when copter is greater than +/- 6° the first
button on the mode select panel. The Desired roll and pitch attitudes may any modes are engaged will disen- click and each subsequent click will
latter method also cancels modes be selected by several methods. If gage all Flight Director modes and if yield 1°. Upon release of the CBT
while in their Arm phases. Go the Flight Director is coupled to the AP is engaged system will revert to switch, the flight director will com-
Around is an exception. The collec- autopilot (AP ON), the helicopter’s basic AP Attitude Hold modes. mand the aircraft to maintain the
attitude may be manually adjusted
☛ FD
June 15, 1999 22 006-18081-0000 006-18081-0000 23 June 15, 1999

existing roll attitude if greater than 6°. AFCS DISC ARM (altitude preselect arm), ALTC
Roll attitudes of less than six degrees of (altitude capture), GS (glideslope),
CBT
bank will cause the Flight Director to FD OFF GA (go around), overspeed protec-
revert to commands for roll-level flight tion (nose down or increasing air-
with heading hold. When heading select speed), and autolevel. To use
(HDG) mode is engaged, the heading Vertical Command Control when
bug on the EHSI may be re-positioned these modes are engaged, first des-
to a new heading using the CBT switch. elect the mode. Vertical Command
Moving the CBT switch to the left will CBT will trim or modify the reference for
slew the heading bug counterclockwise FTR PIT (pitch attitude hold), ALT (alti-
while movement to the right will slew the tude hold), VS (vertical speed hold),
bug clockwise. The AFCS is designed IAS (indicated airspeed hold) and
with absolute attitude limits and rate lim- overspeed protection (nose up or
its. During fly through or other modes of decreasing airspeed). Attitude Hold,
operation , the aircraft attitude/rate must Altitude Hold, Indicated Airspeed
be less than + or - 45°/15° per second in CYCLIC GRIP SWITCHES Hold, and Vertical Speed Hold will
roll and + or - 15°/10° per second in pitch and 15° per second in yaw for the remain coupled throughout Vertical
AP mode to remain engaged. If these limits are exceeded the autopilot will Command (CBT) operation.
automatically disconnect.
Activating Discrete or Continuous Lateral Command has the following effect

upon command values in flight director operations: Activating Discrete or Continuous Vertical command Control has the following
effect upon command values in flight director operations:
Flight Director Lateral Command Values Flight Director Vertical Command Values
Discrete Command System Response Discrete Command System Response
Roll Attitude Hold First Click=6°, Subsequent=1° per click Pitch Attitude 0.5° per click
Heading Select 1° Heading Bug novement per click Altitude Hold 10 feet per click
Continuous Command Indicated Airspeed Hold 1 Knot per Click
Roll Attitude Hold Roll Rate of 7° per second Vertical Speed Hold 100 feet per minute per click
Heading Select 16° Heading Bug movement per second Continuous Command
Pitch Attitude Maintains constant. acceleration profile
Vertical Command Control of 0.1 g or 2° per second whichever is
greater until released and then holds the
attitude at release
Using the same cyclic switch as Moving the switch forward adjusts
mentioned in the previous para- the helicopter’s pitch attitude down- Altitude Hold 50 feet per second until release
graph, vertical commands can be ward, while moving it aft (rearward) Indicated Airspeed Hold 5 knots per second until release
modified by moving the CBT switch adjusts the attitude upward.
Vertical Speed Hold 300 feet per minute per second until
fore or aft. Operation of the Vertical Activating Vertical Command has release
Command Control depends on the the following effect on flight director
flight director mode engaged. vertical modes: has no effect on ALT
June 15, 1999 24 006-18081-0000 006-18081-0000 25 June 15, 1999

Force Trim Release (FTR) Autolevel, HDG select, NAV or APR Go Around
modes including GS. Upon release
of the FTR switch, the flight director
will provide commands to return to or
maintain the steering required for
these modes, while FTR is held
pressed the commands displayed
FTR will be synchronized to the heli-
copter’s reference.
Flight Director Off

GO
AROUND
When the Flight Director is active,
and coupled to the autopilot, the Pressing the GO AROUND push
Force Trim Release switch (FTR) button on the collective switch box
allows the crew to synchronize flight FD OFF activates the Go Around mode in
director commands in pitch and roll which the flight director commands a
to the actual helicopter position. 750 feet per minute climb and a roll
When the selected mode for flight level attitude. Any horizontal tracking
director is pitch attitude hold, altitude mode may be subsequently re-
hold, airspeed hold, vertical speed engaged without cancelling the Go
hold, roll level/heading hold, or roll Around mode. Go Around mode can
attitude hold, pushing FTR will cause When the Flight Director Off (FD only be canceled by selecting
a new flight director reference to be OFF) switch on the cyclic is momen- another vertical mode (i.e. ALT, IAS
established upon release of the tarily depressed, the flight director or VS).
switch. All commands will then be deactivates and the system reverts
directed to hold this new reference. If to AP roll level attitude or heading
the AFCS is in APR mode and GS hold and pitch attitude hold if the
track, pressing the FTR will have no autopilot was previously engaged.
effect. If the AFCS has reverted to Subsequent activation of the flight
overspeed protection mode, the FTR director modes may be accom-
switch is pushed and held, and the plished by depressing the appropri-
pilot manually reduces airspeed to a ate Mode Select Panel push buttons
value below VNE, upon FTR release or by arming altitude select or
the system will revert to the previ- engaging vertical speed hold from
ously engaged pitch mode. Pressing the Altitude/Vertical Speed Indicator
the FTR switch will have no effect on when primary system is selected.
ALT ARM, ALT capture, Go Around,
June 15, 1999 26 006-18081-0000 006-18081-0000 27 March 27, 1998

Autopilot/Flight Director Mode Annunciation KMS 540 Flight Director Mode Selection
Heading Select (HDG) mode loss) or another lateral mode
is selected.
2 3 4 5 6 7 Depressing the HDG push-button on
AP NAV HDG 120 KT IAS ALT the mode select panel activates
Heading Select mode. This mode
Bank Angle Limit (BL)
1 BL25 GS 7 will provide flight director commands
1. Bank Angle Limit

20
2.Autopilot Engaged Annunciator

FD 8 20
5. Command Reference Value
6. Active Vertical Mode
to track the heading bug on the
EHSI. The annunciator above the
switch on the mode select panel illu-
minates and “HDG” is displayed, in
green, on the EADI when the head-
☛ BL
The Bank Angle Limit mode allows

3. Armed Lateral Mode 7. Armed Vertical Mode ing select mode is activated. the maximum commanded bank
4. Active Lateral Mode 8. Flight Director Flag angle to be selected by the pilot. The
☛
default value, 20°, is obtained at
HDG power-up. The pilot may select 15°,
10°, 25° and then 20° again by
pressing the BL button until the
Activating heading select cancels desired maximum bank is achieved.
any other lateral tracking mode. If The selected maximum bank angle
the heading select mode is active, is annunciated on the EADI as BL15,
depressing the HDG push-button will BL10, or BL25. The default value of
deactivate the mode and revert the 20° is not annunciated. In the
flight director back to the default approach phases of flight, bank
mode of roll level and heading hold. angle limiting is disabled to provide
Upon manual deactivation, the optimized approach guidance by the
annunciator lamp above the HDG flight director. All approach captures
push-button and the green HDG are made with a maximum bank
annunciation on the EADI will flash angle of 20°. If lesser bank angles
for five seconds. This flash are desired, the pilot may use the
sequence will terminate upon reacti- heading select mode (move the
vation of HDG or another lateral heading bug slowly) to capture the
mode. Continuous flashing of the localizer and then depress the APR
annunciator lamp above the push- push-button to activate Approach
button and the flashing of and mode when tracking inbound on the
changing color from green to yellow appropriate course.
of the HDG annunciation on the
EADI indicates loss of a sensor When the flight director is coupled to
required to hold the selected head- a long range navigation sensor like a
ing (e.g. invalid magnetic heading, navigation management system
invalid selected heading from EHSI). (NMS), GPS, etc. (i.e. GNS-X, KLN
The annunciations will continue 90) that has a composite steering
flashing until the HDG push-button is output, the long range navigation
activated (pilot acknowledgment of sensor has complete control of bank
March 27, 1998 28 006-18081-0000 006-18081-0000 29 June 15, 1999

angles up to 25° unless a bank limit vation of NAV or another lateral button will deactivate the mode and play always be aligned with the
is selected. Bank limiting is allowed mode. revert the flight director back to the ILS front course. When flying
in this situation and can affect track- default mode of roll level and head- inbound on a Backcourse
ing performance. If improved Long Continuous flashing of the annunci- ing hold. Upon manual deactivation, Approach, the selected course
Range NAV tracking is desired, set ator lamp above the push-button and the annunciator lamp above the APR should be in the opposite direc-
the bank limit to the default value the flashing of and changing color push-button and the green APR tion of the helicopter’s heading.
(20°). from green to yellow of the NAV annunciation on the EADI will flash Failure to align the course arrow
annunciation on the EADI indicates for five seconds. This flash properly will result in erroneous
Navigation Mode (NAV) loss of a sensor required to capture sequence will terminate upon reacti- front/back course selection by the
or track the selected navigation sen- vation of APR or another lateral flight director.
☛
sor (e.g. invalid navigation receiver, mode.
NAV invalid selected course from EHSI). The flight director automatically
The annunciator continues to flash The flight director may initiate engages Glideslope Arm (GS white
until the NAV push-button is pushed turn commands before the course on EADI), Capture and Track (GS
The NAV lamp illuminates and (pilot acknowledgment of mode loss) deviation indicator displays move- green on EADI) sequences during
“NAV” is displayed on the EADI or another lateral mode is selected. ment. ILS front course approaches. The
when the NAV mode is activated by localizer must be captured in order
depressing the NAV push-button on Approach Mode (APR) Selecting the Approach mode after for glideslope to ARM and then cou-
the KMS 540 Mode Select Panel. the aircraft has already passed the ple. Glideslope coupling is inhibited
☛
When the NAV mode is selected by point at which Approach Capture during back course procedures.
the NAV push-button and course APR normally would begin may result ini-
needle deflection is greater than tially in course overshoot due to the Any horizontal tracking mode may
50% full scale needle deviation, the flight director’s roll command limits. be employed during Approach Arm
NAV ARM (NAV white on EADI) The APR lamp illuminates and phases and will cancel automatically
mode is activated and allows a com- “APR” is displayed on the EADI The KFC 500 discriminates automat- upon initiation of Approach Capture
patible lateral mode to be used to when the APR mode is activated by ically between LOC, LOC back and Track. Any vertical mode may
intercept the desired course or track. depressing the APR push-button on course, VOR, LNAV, and GPS sen- be used prior to glideslope capture
If the aircraft’s deviation from the the KMS 540 Mode Select Panel. sor types. The KFC 500 uses the or track and will automatically cancel
selected course centerline is less When the APR mode is selected by sensor type information to determine upon initiation of glideslope capture.
than 50% full scale needle deviation, the APR push-button and course if BC (back course) is an appropriate Activation of Approach Capture will
or if the rate of closure with the new needle deflection is greater than mode; after that front course/back automatically incorporate the default
course is sufficiently high, the flight 50% full scale needle deviation, the course selections are determined by maximum commanded bank angle,
director initiates the NAV capture APR ARM (APR white on EADI) the relative angle between the air- 20°, for optimum performance.
(NAV green on EADI) sequence mode is activated and allows a com- craft’s heading and the course
immediately. If the NAV mode is patible lateral mode to be used to selected on the EHSI. Intercept Continuous flashing of the annunci-
active, depressing the NAV push- intercept the desired course or track. angles between 0° and 105° cause ator lamp above the push-button and
button will deactivate the mode and If the aircraft’s deviation from the the KFC 500 to select front course the flashing of and changing color
revert the flight director back to the selected course centerline is less (LOC is selected sensor on EHSI). from green to yellow of the APR (i.e.
default mode of roll level and head- than 50% full scale needle deviation, Angles between 106° and 180° VOR source) or LOC/GS (i.e. ILS
ing hold. Upon manual deactivation, or if the rate of closure with the new cause the flight director to command source) annunciation on the EADI
the annunciator lamp above the NAV course is sufficiently high, the flight back course interception and track- indicates loss of a sensor required to
push-button and the green NAV director initiates the APR capture ing (LOC selected sensor on EHSI). capture or track the selected naviga-
annunciation on the EADI will flash (APR green on EADI) sequence tion sensor (e.g. invalid navigation
immediately. If the APR mode is It is essential that the course receiver, invalid selected course
for five seconds. This flash
active, depressing the APR push- selector arrow on the EHSI dis- from EHSI). The flashing annuncia-
sequence will terminate upon reacti-
June 15, 1999 30 006-18081-0000 006-18081-0000 31 June 15, 1999

tion may be extinguished by pressing played in the KAV 485’s selected alti- Altitude Hold (ALT) mand the aircraft to hold the altitude
and releasing the APR push-button tude window. ALT SEL requires use present at the moment of mode
☛
(pilot acknowledgment) on the mode of PIT, VS, GA or IAS modes to be selection.
select panel. If glideslope invalid used to transition to the selected alti- ALT
occurs for approximately 30 seconds tude. Upon reaching the altitude cap- The commanded altitude hold refer-
during glideslope arm the system will ture point, the selected vertical mode ence value is displayed on the EADI.
revert back to the previously will cancel, the flight director will The light above the ALT push-button This value may be modified by mov-
engaged pitch mode. If glideslope engage Altitude Capture and then illuminates and “ALT” is displayed on ing the CBT switch forward
invalid occurs for approximately 5 Altitude Hold. Altitude Select must be the EADI in green when the Altitude (decrease reference altitude) or rear-
seconds during the capture or track deactivated to inhibit capture and Hold mode is activated by depress- ward (increase reference altitude).
phase the system will revert to pitch tracking of the pre-selected altitude. ing the ALT push-button on the
attitude hold. If the value of selected altitude is mode select panel or by automati- The pilot may also press the FTR
changed while in altitude capture, the cally sequencing through Altitude switch and manually fly the aircraft to
Autolevel Mode system reverts to pitch attitude hold Arm and Altitude Capture via the a new altitude. The AFCS will hold
mode. In the event of sustained KAV 485. In the Altitude Hold mode, the new altitude reference existing at
The KFC 500 incorporates a sub- invalid altitude, ALT SEL mode will the flight director commands pitch the time of release of the FTR
mode called autolevel anytime the deactivate. To disengage Altitude attitudes for tracking of the helicopter switch.
autopilot/flight director system is APR Select, press the SEL mode push- altitude at the moment of mode
coupled on an ILS and the Radar Continuous flashing of the annunci-
button on the KAV 485. Detailed selection. The system normally uses
Altimeter is valid. At approximately ator lamp above the push-button and
operation of the KAV 485 is provided barometrically corrected altitude, but
100 feet AGL the system will initiate the flashing of and changing color
at the end of this section. can use pressure altitude in the
autolevel. The autopilot will discon- from green to yellow of the ALT
event barometric altitude is not avail-
tinue GS (glideslope) track and auto- annunciation on the EADI indicates
KAV 485 Altitude Select able. Altitude Hold mode also
matically intercept and track approxi- loss of a valid altitude signal from the
requires valid vertical acceleration
mately 50 feet AGL from the radar air data computer or loss of valid ver-
ı from the KRG 333. Altitude Hold can
altimeter. The system will hold this tical acceleration. The flashing con-
be entered directly or in conjunction
radar altitude until disconnected. tinues until the pilot pushes and
with the Altitude Select mode.
0 releases the ALT push-button on the
9 1 Engaging Altitude Hold directly dur-
Note: The Autolevel Mode is mode select panel (acknowledges
approved for VFR operation only.
ALT ing a climb or descent will cause the
loss of the mode) or selects another
8 ALT 2 aircraft to fly through the desired alti-
If the runway is not in sight at the pitch mode. The ALT push-button on
tude and then return to the desired
decision height use of the the mode select panel may be used
altitude from the other side. For this
Autolevel Mode is not approved. 7 3 to cancel the Altitude Hold mode at
reason, the vertical speed should be
1,160 limited to 500 fpm when this method
any time. Upon manual deactivation,
Altitude Select (ALT SEL) 6 4 of Altitude Hold engagement is used.
the annunciator lamp above the ALT
5 ALERT
push-button and the green ALT
The Altitude Select mode provides a annunciation on the EADI will flash
Selecting Altitude Hold after the
method for selecting, capturing, and 30.08 1,700 Altitude Select mode has been for five seconds. This flash
tracking another altitude. Altitude sequence will terminate upon reacti-
Selected engaged does not cancel Altitude
Select will automatically Arm after a vation of ALT or another pitch mode.
Altitude ALT Arm indication (white “ALT” on
change in the altitude select value. PUL L
Display SEL EADI). The flight director will com-
“ALT” is annunciated in white on the V S
EADI when the Altitude Select mode SEL
is armed. The selected altitude is dis-
June 15, 1999 32 006-18081-0000 006-18081-0000 33 June 15, 1999

Indicated Airspeed Hold the mode selector is pushed and The reference vertical speed being position of the vertical speed bug.
released (pilot acknowledgment of flown is displayed on the EADI in the When the knob is pushed in the
☛
mode loss) or another vertical mode AFCS annunciation field and by the knobs modify the selected alti-
IAS is selected. The IAS push-button vertical speed bug on the KAV 485 tude shown in a digital window on
may be used to deactivate the IAS Altitude/Vertical Speed Indicator. the indicator.
mode at any time. Upon manual This vertical speed may be modified
The lamp above the IAS push-button deactivation, the annunciator lamp by using the CBT switch. Pushing Continuous flashing of the annunci-
illuminates when the airspeed hold above the IAS push-button and the the CBT switch forward slews the ator lamp above the push-button and
mode is activated by depressing the green IAS annunciation on the EADI existing vertical speed reference the flashing of and changing color
IAS push-button on the mode select will flash for five seconds. This flash towards zero or negative, and push- from green to yellow of the VS
panel. Engaging the Indicated sequence will terminate upon reacti- ing aft slews the value towards zero annunciation on the EADI indicates
Airspeed Hold mode causes the vation of IAS or another pitch mode. or positive. loss of a valid vertical speed signal
flight director to command pitch atti- from the air data computer or loss of
tudes to maintain the indicated air- Overspeed Protection The pilot may also press the FTR valid vertical acceleration from the
speed current upon selection. The switch and manually fly the aircraft to KRG 333 Rate/Acceleration Sensor.
airspeed displayed on the pilot’s or As a safety feature, the flight director a new vertical speed. The AFCS will Flashing continues until the VS
copilot’s airspeed indicator may not automatically reverts to Indicated hold the new vertical speed refer- push-button on the mode select
exactly agree with the value being Airspeed Hold and flashes the IAS ence existing at the time of release panel is pushed or another pitch
used by the AFCS. The airspeed ref- annunciation (amber “IAS” on EADI) of the FTR switch. mode is selected (pilot acknowledg-
erence is provided by the KDC 481T whenever the helicopter exceeds ment of mode loss). The VS push-
central air data computer. VNE or the rate of closure with VNE A vertical speed may be pre- button may be used to deactivate
is excessive. The flight director will selected via the KAV 485 the VS mode at anytime. Upon man-
The commanded indicated airspeed command pitch attitudes to reduce Altimeter/Vertical Speed Indicator. ual deactivation, the annunciator
reference value is displayed on the indicated airspeed to VNE and then Pull out on the vertical speed select lamp above the VS push-button and
EADI. This value may be modified by resume the previous pitch mode. (SEL) knob to reposition the vertical the green VS annunciator on the
moving the CBT switch forward Overspeed protection is not provided speed bug and/or bring the bug into EADI will flash for five seconds. This
(increase reference airspeed) or in Altitude Hold or Altitude Capture view if vertical speed mode is not flash sequence will terminate upon
rearward (decrease reference air- Modes. already engaged. Rotate the small reactivation of VS or another pitch
speed). knob to make 100 fpm per click and mode.
Vertical Speed Hold (VS) the large knob to make 1000 fpm per
The pilot may also press the FTR click changes to the vertical speed. If KAV 485 Vertical Speed
☛
switch and manually fly the aircraft to a vertical speed is already pre- Select
a new airspeed. The AFCS will hold VS selected at the time of vertical speed . ,
the new airspeed reference existing mode engagement, the pre-selected IN HG HPa DEN ALT
SEL
at the time of release of the FTR 1 2
value will be used immediately by 3
switch. Depressing the ENG push-button on the AFCS without further action by
.5
VS
the KAV 485 Altimeter/Vertical the pilot. If the mode is not already UP
0 VS
Continuous flashing of the annuncia- Speed Indicator or the VS button on engaged press the ENG push-button DN
tor lamp above the push-button and the KMS 540 Mode Select Panel on the altimeter/vertical speed indi- .5 1000 FT/MIN
3
the flashing of and changing color activates the vertical speed hold cator to engage the mode. Push the 1 2
from green to yellow of the IAS mode. In vertical speed mode the select (SEL) knob back in after the PUSH VS ALT PUL L
annunciation on the EADI indicates system commands pitch attitudes to bug position has been modified. BARO SEL
T
E S T V S
loss of a valid air speed signal from maintain the vertical speed present ENG SEL
the air data computer. Flashing con- at the time of engagement. Note: When the select (SEL) knob
tinues until the IAS push-button on is pulled out the knobs modify the Vertical Speed Bug
June 15, 1999 34 006-18081-0000 006-18081-0000 35 June 15, 1999

Flight Control System Components KSM 575 Linear Actuator include control position feedback
Assemblies from the control position transducers,
(SCAS, Autopilot, and Flight Director)
and Attitude, Directional, and Rate
KSA 572 Trim Actuator pitch and roll axes will remain in AP information from the vertical, direc-
mode (SCAS annunciated on Mode tional and rate gyros and accelera-
rvo
Select Panel and on discrete annun- Se
g le tion from the acceleration sensors.
ciator). When the cyclic is released Sin os
Ya
w er v The selected KCP 520 outputs servo
a lS
back to the detent postion, the AFCS ll Du drive to move the linear and trim
will automatically return the pitch and / Ro
ch actuators.
Pit
roll attitudes to their original values.
The pilot or copilot may manually fly Dual KSM 575 Linear Actuator AFCS Sensors
the aircraft at any time using this assemblies are installed in pitch and
The dual KFC 500 incorporates method (Pilot Fly-Through Mode). At roll, with a single KSM 575 assembly KVG 350 Attitude Gyro
three trim actuators (one per axis) in release of the FTR switch, the SCAS in yaw (anti-torque) axis of heli-
parallel with the helicopter control mode will automatically disengage copter. The linear actuator is placed
linkage. These are transfer switched (SCAS annunciator out) and the AP in series with the control rods to pro-
to the selected system. The trim mode will re-engage (AP annuncia- vide limited authority high speed
actuators provide the long-term con- tor on). The AFCS will hold the damping of the helicopter. The linear
trol guidance by moving the control appropriate reference for the mode actuator contains a position trans-
system to allow the linear actuators engaged. The AFCS is designed ducer for feedback of actuator posi-
of selected system to center and with absolute attitude limits and rate tion to the Flight Computer.
thus maintain control authority. The limits. During fly through or other Dual KVG 350 Vertical Gyros pro-
trim servo also houses the magnetic modes of operation , the aircraft atti- KCP 520 Flight Computer vide attitude information to EFIS and
brake portion of the force trim sys- tude/rate must be less than + or - each KCP 520 Flight Computer. The
tem. The force trim system also con- 45°/15° per second in roll and + or - ı
KCP 520 attitude information received by the
tains a spring cartridge assembly, in 15°/10° per second in pitch and 15° Flight Computers is used for compu-
each axis, which houses a spring per second in yaw for the AP mode tations and system monitoring.
and a sense switch. The spring pro- to remain engaged. If these limits
vides positive feedback to the pilot or are exceeded the autopilot will auto- KCS 305 Slaved Compass
copilot proportional to the amount of matically disconnect. System
control movement. When the pilot or Dual identical KCP 520 Flight
copilot moves the cyclic or antitorque Force Trim and AP Trim Computers provide all of the com-
pedals the detent (sense) switch will mand computation for SCAS and
be activated (detent switches only autopilot as well as the single flight 1
applicable to primary system). If the director. Each KCP 520 houses four KSG 10
5
AP mode is engaged and the detent CYCLIC

microprocessors. Two (redundant) - +
switch is activated the trim actuator Autopilot processors provide the AUTO MAN
autopilot control computations and

CCW CW
drive is interrupted. If the pilot or TO
copilot moves the cyclic (pitch and/or LINEAR

ACTUATOR autopilot/stability augmentation
roll) through the detent/s the AFCS mode logic, a dedicated processor The KCS 305 Slaved Compass
will revert temporarily to SCAS POSITION
DETENT
SWITCH
INSIDE
for Flight Director provides command System is comprised of the KSG 105
SYNCHRO
(SCAS annunciator lit). If the pilot or computation and a dedicated Directional Gyro, the KA 51B
FORCE
copilot moves the anti-torque pedals GRADIENT

SPRING Maintenance processor assists in Slaving Accessory, and the KMT 112
through the detent the yaw axis will diagnostics and maintenance. Inputs Flux Valve. The slaved compass sys-
revert to SCAS operation, but the TRIM SERVO/
MAG BRAKE to each Flight Control Computer tem provides magnetic heading infor-
June 15, 1999 36 006-18081-0000 006-18081-0000 37 June 15, 1999

mation to the EFIS and each Flight KAD 480 Air Data System KAV 485 Altitude/Vertical Speed Indicator
Computer.The Free/Slave switch
allows the pilot to select either Free The KAD 480 Digital Air Data ı
or Slaved Magnetic Heading mode. System is comprised of the KDC
1
The slew switch is utilized for manu- 481T Central Air Data Computer, the
ally correcting heading information KAV 485 Altimeter/Vertical Speed
Indicator, and a temperature probe.
0
during flight operations at higher lati- 9 1
tudes.
KDC 481T Air Data Computer ALT
2 8 ALT
Note: In systems with copilot EFIS, 2
the secondary KCS 305 system
interfaces with the secondary KCP 3
520. 7 3
1
KDC 481
KRG 333 Rate/Acceleration

1,160
Sensor 6 4
5
FLI N
OF TIO
9
T
ALERT
GH
C
RE
DI
4 30.08 1,700 10
IN HG HPa DEN ALT
5 1 2 SEL
The heart of the KAD 480 Air Data
Dual KRG 333 are used to supply System, the KDC 481T Central Air .5
VS 3
three axis rate/two axis acceleration Data Computer, processes pitot and
sensor inputs to each Flight static pressures and air temperature UP
6 0 VS
Computer for command calculation inputs, and supplies the processed DN
and monitoring. information to both KCP 520 Flight 1000 FT/MIN
7 .5 3
Computers and the KAV 485
Control PositionTransducer Altimeter/Vertical Speed Indicator. 1 2
The KDC 481T uses a strap module
PUSH VS ALT PUL L
which contains aircraft specific infor- 8 BARO 11
SEL
mation required for overspeed pro- T
E S T V S
ENG SEL
tection, etc. The Central Air Data
Computer is also capable of supply-
ing air data information to optional
12 13
Navigation Management Systems.
Each control axis (pitch, roll, yaw, 1. Hg/HPa Pushbutton 9. Altitude Alert Annunciation
and collective) has a control position 2. Altimeter Flag 10. Selected Altitude/Density
transducer (synchro resolver) to 3. Altimeter Display Altitude
feedback control position to both 4. Barometric Pressure Setting 11. Altitude/Vertical Speed
Flight Computers. 5. Vertical Speed Bug Selector
6. Vertical Speed Flag 12. Vertical Speed Engage
7. IVSI Diplay Pushbutton
8. Barometric Pressure Setting 13. Altitude Select Engage
Selector/Test Pushbutton
June 15, 1999 38 006-18081-0000 006-18081-0000 39 March 27, 1998

KAV 485 Altitude/Vertical Speed Indicator Altitude Select/Density Altitude - Altitude Alert - Illuminates when the
Provides continuous display of alti- aircraft’s current altitude is within 300
The KAV 485 Altitude/ Vertical ALT Flag - The “ALT” Flag and digi- tudes selected for altitude alerting - 1000 feet of the value specified in
Speed Indicator provides centralized tal “FAIL” annunciation appear as and flight director capture and track- the altitude preselect display. Upon
display and control of some of the necessary to indicate invalid altime- ing, or momentary display of current reaching the selected altitude, the
KFC 500’s most commonly used alti- ter information. density altitude derived by the cen- ALERT annunciator lights again,
tude and vertical speed functions. tral air data computer. Preselected briefly. An aural tone sounds upon
Display features include an electri- Altimeter Setting - Displays the cur-
altitudes are displayed in 100 foot illumination of the annunciator at
cally driven altimeter and instanta- rent barometric pressure setting.
increments. 1,000 feet before and at 300 feet
neous vertical speed indicator (IVSI); Units are displayed in either inches
above or below the selected altitude.
altitude and vertical speed preselect; of mercury (IN HG) or hectoPacals The current density altitude displays
barometric correction; and an altitude (Hpa), as annunciated beneath the for approximately 5 seconds at the Instantaneous Vertical Speed
alerter. Controls for altitude/vertical numeric display. The display units end of the air data’s preflight test Indicator (IVSI) - Displays instanta-
speed selection and barometric are changed by depressing the function. Pressing the PUSH BARO neous vertical speed with 100 foot
altimeter setting are included, along push-button (1) in the upper left cor- TEST push-button twice in rapid suc- resolution for values less than 1000
with mode selector keys for activat- ner of the indicator. cession summons the density alti- fpm up or down; and 500 fpm resolu-
ing the functions of the Vertical tude display at any time. tion for larger values to 3,500 fpm.
Speed and Altitude Select modes. Altimeter Setting Selector/Push-
to-Test Control - Dual concentric Altitude/Vertical Speed Preselect VS Flag - Appearance of the “VS”
The KAV 485 Altitude /Vertical rotary knobs, with the smaller, inside Control - Dual, concentric knobs flag indicates an invalid IVSI display.
Speed Indicator includes a knob also featuring push-button control altitude and vertical speed
preflight/self-test function that operation, control the barometric preselection. To preselect altitude, Vertical Speed Bug - Indicates pre-
ensures integrity of the display and altimeter setting. The smaller, inner press the smaller knob to ensure it is sent vertical speed selection.
command features. Illumination of knob adjusts the single-hectoPascal in the inner position. Rotating the Concealed behind the shroud at the
the digital displays is adjusted auto- or hundredths-inch portion of the dis- smaller knob adjusts the preselected IVSI’s three o’clock position prior to
matically by a photocell integrated play with automatic roll-over to altitude in 100 foot increments, with activation; upon activation the bug
into the top right portion of the unit. higher digits. The larger, outer knob automatic roll-over to higher values. moves to the vertical speed refer-
adjusts the altimeter setting in tens- The outer knob adjusts altitude in ence. Vertical speed references may
Display Features of hectoPascals or tenths-of-inches. 1000 foot increments. be selected with the KAV 485’s
It also features automatic roll-over. Altitude/Vertical Speed Preselect
A photocell is placed on the indicator Pulling the smaller knob to its outer Control; alternatively, pressing the
bezel for automatic dimming of the Pressing the smaller knob activates position initializes the vertical speed force trim (FTR) release push-button
digital displays. the air data system’s self-test fea- bug (5), synchronizing it with the last with the AFCS in the vertical speed
ture, described in “Preflight vertical speed selected and refer- (VS) mode synchronizes the bug
Altimeter - Displays barometric alti- Procedures” section of this docu- ences the control knob to vertical with the aircraft’s current vertical
tude information derived by the KDC ment. speed. The smaller knob adjusts speed. The CBT switch may also be
481T Central Air Data Computer.
selections in 100 fpm increments, used to change the reference in ver-
The digital portion of the display pro- Inches of Mercury/hectoPascals
with automatic roll-over. The larger tical speed mode. The VS bug will
vides resolution to within 20 feet Push-button - Depressing the push-
knob adjusts selections in 1000 fpm move respectively.
when the aircraft’s vertical speed is button alternates calibration of the
increments.
less than 1000 fpm; and to within altimeter setting display between
100 feet when the vertical speed is inches of mercury (IN HG) and
greater than 1000 fpm. hectoPascals (Hpa), as annunciated.
March 27, 1998 40 006-18081-0000 006-18081-0000 41 March 27, 1998

Normal Operation
Vertical Speed Engage

Pushbutton - Pressing the vertical
speed engage push-button (ENG)
causes the flight director to com-
mand the aircraft to climb or descend
at the rate indicated by the vertical
speed bug on the IVSI.
Note: If the VS bug is in view when

VS is engaged, the preselected VS
will be commanded. If the bug is not
KFC 500
in view when VS is engaged, the
helicopter’s current VS will be main-
tained and the bug will come into
Dual
view synchronized with the VS
pointer.
Altitude Select Push-button -

When pressed, the altitude select
SCAS/Autopilot
push-button (SEL) engages the flight
director’s Altitude Arm function in
coordination with the digital altitude and single
display in the KAV 485’s altitude pre-
select window. If ALT ARM mode is
active, pressing this switch will deac-
tivate the mode.
Flight Director
Emergency
Procedures/Limitations
March 27, 1998 42 006-18081-0000 006-18081-0000 43 March 27, 1998

Emergency Procedures/Limitations
Important:
This Pilot’s Guide provides a general description of the
KFC 500
various operational characteristics of the dual KFC 500
Flight Control System. However, operation of the
system should not be attempted without first reviewing
Dual
the applicable Transpor t Canada and/or Federal
Avaition Administration Approved Rotorcraft Flight
Manual for complete system familiarization, Emergency
SCAS/Autopilot
Procedures and Operating Limitations.
and single
Flight Director
Preflight Procedures
March 27, 1998 44 006-18081-0000 006-18081-0000 45 March 27, 1998

Preflight Procedures Preflight Procedures
Caution: The Autopilot (AP) 2. Activate SCAS & AP PWR 1 Getter” to extinguish the flash- cleared but will turn on again at
moves the controls during pre- and SCAS & AP PWR 2 ing AFCS DISC IIDS annuncia- the end of preflight test. SCAS
flight test on the ground or in the switches (OFF extinguished on tion before selecting the non- and AP Fail annunciators of the
air and crew should be prepared each switch). tested system. If “Attention non-selected system shall dis-
for control / main rotor and/or tail Getter” is pressed after AFCS play the status of that system, if
rotor movement. SCAS & SCAS & DISC (red) first starts flashing, it both systems have passed all
AP PWR 1 AP PWR 2 will be cleared but will turn on AFCS Fail annunciators shall be
Caution: Operation of the again at the end of preflight test. extinguished. Press the
Autopilot (AP) on the ground may “Attention Getter” to extinguish
cause undesired main rotor or tail 3. The non-selected system then the flashing AFCS DISC IIDS
rotor control/movement. AFCS preflight test will automat- should be selected by pressing annunciation if desired.
ically start on selected system. the AP 1 / 2 switch and verifying
The Bell 430 has aircraft preflight Observe the following annuncia- that system transfer annuncia- 4. If the crew desires to reinitiate
test sequences required in addition tions on the ship’s Integrated tion transfers from previous sys- preflight test on both systems,
to the general procedures described Instrument Display System tem number (1 or 2) to newly for any reason after the initial
here for the dual KFC 500 Flight (IIDS). Momentary (yellow) selected system number (2 or automatic test cycle, lift guard
Control System. See the Transport SCAS and AP Fail annuncia- 1). and press the AFCS Ground
Canada and/or FAA approved tions on selected system with Test switch located on the over-
Rotorcraft Flight Manual for particu- SCAS and AP Fail on non- AP head panel below the
lar details. selected system. The selected Emergency Bus 2 breakers.
system will then annunciate 1 2
Autopilot Automatic Power- AUTOTRIM (yellow) for mini- AFCS
Up Self Test mum of 3 seconds at which time GROUND
AFCS DISC (red) will start The newly selected system will
1. Activate power. When flags dis- TEST
flashing and remain flashing then annunciate AUTOTRIM
appear alignment and Self Test unless cleared for rest of test. (yellow) for minimum of 3 sec-
of external sensors are com- The above sequence is then fol- onds at which time AFCS DISC Same test sequence shall occur
plete. When complete, the HDG lowed by SCAS and AP (yellow) (red) will start flashing and as on the newly selected sys-
and ATTITUDE flags displayed on for minimum of 3 seconds remain flashing unless cleared tem automatic test at power up
on the pilot’s displays will be followed by AFCS PIT, AFCS for rest of test. The above (test item 3 above). Actuation of
eliminated. ROL and AFCS YAW (yellow) sequence is then followed by preflight test by this switch shall
on for minimum of 3 seconds. SCAS and AP (yellow) on for force the selected system into
NOTE: If SCAS & AP PWR minimum of 3 seconds followed
At the end of the complete pre- preflight test. This crew invoked
switches are activated simultane- by AFCS PIT, AFCS ROL and
flight test an aural alert will manual test may be performed
ous with power being applied to AFCS YAW (yellow) on for min-
sound for approximately 2 sec- at any time on the ground or in
rest of the system, preflight test imum of 3 seconds. At the end
onds and all other annunciators the air.
of dual KFC 500 system will be of the complete preflight test an
for the selected system shall be
performed in normal manner but aural alert will sound for approx- 5. An aural tone sounds in the
extinguished if the selected sys-
will possibly display AP fail if imately 2 seconds and all other headsets only (no speaker) and
tem has passed. Steady SCAS
external sensors are not valid annunciators for the selected the SCAS and AP annunciators
and AP Fail annunciators of the
within 3 minutes of power appli- system shall be extinguished if for both systems are cleared
non-selected system shall still
cation. This Failure annunciation the selected system has from IIDS upon successful com-
be displayed until it has been
will clear when sensors become passed. If “Attention Getter” is pletion of flight control preflight
selected and preflight test per-
valid. pressed after AFCS DISC (red) test on each system. Individual
formed. Press the “Attention
first starts flashing, it will be axis annunciators on selected
June 15, 1999 46 006-18081-0000 006-18081-0000 47 June 15, 1999

Preflight Procedures
system may still be displayed if 481T will set the Altitude Select
that axis has failed preflight test. display at 28,000 ft. and will set
Autopilot/SCAS engagement is the displayed aircraft altitude to
allowed using axis/axes that 26,800 ft. The aircraft’s dis-
passed test and are valid. played altitude will then ramp up
Individual roll and pitch axis fail- to the selected altitude at a
3500 ft. per minute rate of climb.
ures are displayed as AP and
SCAS failures on the non-
selected side but will revert to
single axis display when that
e. As the displayed aircraft altitude
increases the altitude alerter
gives an audio and steady
KFC 500
side is reselected. The Bell 430 visual alert annunciation at
flight manual should be con- 27,000 ft. At 300 ft. before the
sulted to determine limitations
on usage with only partial sys-
selected altitude, the visual alert
is extinguished and when the
Dual
tem availability. selected altitude is reached a
Air Data System Self Test

flashing visual alert is displayed
briefly.
f. When the aircraft’s displayed

SCAS/Autopilot
Verify correct barometric setting on
the altimeter/vertical speed indicator. altitude has reached the
Press the PUSH BARO TEST knob.

selected altitude of 28,000 ft.
there will be a 3 second pause, and single
after which the aircraft altitude
Flight Director
will ramp down to 27,000 ft. at a
PUSH 3500 ft. per minute rate of
BARO descent.
T
E S T g. The Vertical Speed bug will
continue to follow the VS pointer
to the 3500 ft. per minute rate of
Operational Examples
a. All segments of the gas dis- descent. The altitude alerter
charge displays are illuminated gives an audio and flashing
for approximately 3 seconds. visual alert 300 ft. below the
The illumination can be selected altitude. The flashing
extended to 13 seconds by visual alert will continue until the
holding in the PUSH BARO aircraft’s displayed altitude
TEST knob. reaches 27,000 ft., it will then be
extinguished.
b. Red ALT and VS flags come
into view. h. At 27,000 ft. the ALT and VS
flags and FAIL will again be dis-
c. Vertical Speed bug comes into played, and then clear.
view and follows the VS pointer.
i. The aircraft’s density altitude will
d. When the display segments test be displayed for approximately
has been completed the KDC five seconds in the selected alti-
tude window.
June 15, 1999 48 006-18081-0000 006-18081-0000 49 March 27, 1998

Attitude Hold 2. Depress Flight Director push button on the Alternatively:
☛
mode select panel.
Attitude Hold Operation maintains the helicopter’s reference attitude (not alti- FD 1. Establish the desired pitch and roll attitude.
tude).
2. Depress the “AP” push button on the mode
☛
Flight Director command bars come into view with the reference pitch attitude select panel.
commanded. Roll attitude is commanded to horizon level (roll level/heading AP
hold).
OR
☛
3. Depress the “AP” pushbutton on the mode
select panel to couple the flight director. AP
AP 1257RA
OR 1257DH
20 20
AP ROL PIT 1257RA
1257DH 10 10
Note: Arrows indicate external force 20 20
1. Establish the desired pitch attitude.
10 10
10 10
1257RA
1257DH
20 20
20 20 10 10
10 10 20 20
The Autopilot engages in Pitch Attitude Hold and Roll Attitude Hold with no
flight director presentation.
4. The reference attitude may be modified using the vertical and lateral
10 10 command control (Cyclic Beep Trim).
20 20
June 15, 1999 50 006-18081-0000 006-18081-0000 51 June 15, 1999

Flight Director Off Heading Select

Flight Director Off causes the flight director to declutter and the autopilot to 1. Position the Heading Bug over the heading to be commanded by the
revert to Attitude Hold. flight director.
FD OFF
1. Depress the FD OFF switch on the
cyclic. 000 H 1 2 . 6 NM
117.95
2. All flight director modes deactivate
N
and the command bars are removed
3
33
from view.
If the autopilot is engaged, Attitude Hold

V
30
6
mode becomes active. The pitch attitude
present at selection of FD OFF is main- O
tained. Roll attitude defaults to roll
R
E
level/heading hold.
24
12
Force Trim Release 21 15
S
Pressing and holding the Force Trim
Release (FTR) switch disables the
autopilot system to allow pilot maneu- CRS HDG
vering of the helicopter. Once FTR is
released, autopilot or Flight Director 359 000
commands are synchronized to the heli- FTR
copter’s vertical reference. 2. The HDG knob is used to move the heading bug on the EHSI. Depress
the HDG push button on the mode select panel to activate the flight director in
Heading Select mode (HDG). Flight director commands are provided to the
selected heading. Once heading mode has been activated, the CBT switch
can be used to move the heading bug.
Attitude Hold:
Altitude Hold:
Vertical Speed:
reference pitch attitude
reference altitude
reference vertical speed
☛ HDG
IAS Hold: reference airspeed

Roll: sync to helicopter heading/roll level or roll attitude hold if
bank angle is greater than 6 degrees.
March 27, 1998 52 006-18081-0000 006-18081-0000 53 June 15, 1999

Navigation Coupling Yaw Force Trim Release
1. Select the desired navigation source on the EHSI. To reposition the pedals when the yaw axis is engaged, press and hold the
Yaw Force Trim Release switch. The yaw magnetic brake will disengage,
2. Use the CRS knob to select the course to be tracked. (If coupling to allowing free pedal movement. Autopilot operation in the pitch and roll axes
GPS/LORAN in AUTOLEG operation COURSE selection is automatic. will not be disturbed (SCAS is annunciated). Upon release of the switch, the
yaw magnetic brake will re-engage, and the autopilot will command ball cen-
3. Heading mode may be engaged to provide intercept guidance to the tered.
selected 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- YAW
tor will then be armed to capture the selected course when the capture criteria
FORCE
is satisfied.
TRIM
RELEASE
☛ NAV
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 the

selected 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 criteria
is satisfied.
☛ APR
March 27, 1998 54 006-18081-0000 006-18081-0000 55 June 15, 1999

Go Around Mode
1. Prior to or when the MDA AP LOC GS 200 RA AP LOC GA 200 RA

or DH is reached, depress the BL25 GS 200DH BL25 GS 200DH
GO AROUND push button on 20 20 20 20
the collective switch panel and
add appropriate climb collec- 10 10 10 10
tive power. G
G S
S
2. The flight director will pro-
vide commands to climb at 10 10 10 10
750 feet per minute. The roll
command will be for roll
20 20 20 20
level/heading hold. LOC LOC
3. After reaching a safe alti-
tude select another pitch
mode if desired. 000 1 2 . 6 NM 000 1 2 . 6 NM
117.95 117.95
4. When appropriate, a new
lateral mode and/or vertical N 3 N
33 3
mode may be engaged to pro- 33
vide guidance. L L
30
30
6
6
O O G
G S
C C
W
E
1
24
12
24
12
21 15 15
S 21 S
CRS HDG CRS HDG

359 000 359 000
CBT
GO
AROUND
June 15, 1999 56 006-18081-0000 006-18081-0000 57 June 15, 1999

Take Off and Climb 1. Prior to takeoff, press the FD switch on the mode selector. Select the 2. After takeoff establish the appropriate climb attitude. When a safe altitude
assigned altitude on the altitude select portion of the altimeter/vertical speed has been reached, activate the heading select mode by depressing the HDG
The following examples describe possible applications of the KFC 500 Flight indicator. The altitude selector should automatically arm when the new atitude push button on the mode select panel. Activate the desired vertical mode by
Control System, other applications may be available. Consult the Rotorcraft value is selected. Set the heading bug for the assigned departure heading. selecting the appropriate button on the mode select panel. This will result in
Flight Manual for specific operating instructions and limitations. flight director commands to turn to maintain (heading bug) heading and pitch
to the appropriate vertical attitude.
The aircraft will automatically respond to the flight director commands as soon
as the autopilot is engaged. Arm, if required, altitude select by depressing the
SEL push button.
4
N ROL PIT ALT 0 RA AP HDG 500 M

F
VS ALT 0 RA
1 2 3 ° BL25 GS 125DH BL25 GS 125DH
010 20 20 20 20
090°
10 10 10 10
Ojective: Depart the assigned runway, turn to a 010° heading and climb to 10 10 10 10
3000 feet. Prior to hover perform the autopilot preflight procedures as
described in the Preflight Procedures Section of this manual.
20 20 20 20
LOC LOC
000 H 1 2 . 6 NM 090 H 1 2 . 6 NM
117.95 117.95
E 12 E 12
6 6
V V
15
15
3
3
O O
R N R
S
1
33
1
21
33
21
24 24
30 W 30 W
CRS HDG CRS HDG

090 010 090 010
March 27, 1998 58 006-18081-0000 006-18081-0000 59 June 15, 1999

3. At a safe altitude, depress the AP push button on the mode select panel. 4. A momentary tone and alert annunciation is initiated at 1,000 feet prior to
The autopilot will engage and respond to the command bars. The autopilot will reaching the selected altitude. Prior to reaching the selected altitude, the
follow the EHSI heading bug and adjust the pitch attitude to maintain the autopilot transitions from altitude arm (ALT in white) to altitude capture (ALTC
selected vertical mode. in green) and then engages altitude hold (ALT in green) automatically. There
is 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 momentarily
when the selected altitude is reached. The 010° heading has been acquired.
AP HDG 500 M
F
VS ALT 0 RA AP HDG 3000 FT ALT RA
BL25 GS 125DH BL25 GS 125DH
20
20 20
20
10
10 10
10
10
10 10
10
20
20 20 20
LOC LOC
070 H 1 2 . 6 NM 010 H 1 2 . 6 NM
117.95 117.95
6 E N 3
3 33
12
V V
6
30
O O
N
15
E
R R
33
12
S
1 1
30
24
21 15
W 24 21 S
CRS HDG CRS HDG

090 010 090 010
June 15, 1999 60 006-18081-0000 006-18081-0000 61 June 15, 1999

Procedure Turn to an ILS Approach 1. With heading and altitude hold engaged, the aircraft is flying 270° to inter- 2. When the computed capture point is reached, the BC approach coupled
cept the localizer outbound. The localizer front course (inbound) of 58° is mode is automatically activated and a left turn outbound on the localizer is
selected with the EHSI course knob. The display system automatically deter- commanded by the flight director and satisfied by the autopilot. Note the
8° mines Back Course from the course selection and aircraft heading. Depress left/right deviations are directional.
05
the APR push button for flight director commands to capture and track the
localizer outbound. 3. Prior to the procedure turn, position the heading bug to 283° which gives
N the 45° angle for the initial procedure turn heading. At this point where the
procedure turn is to be initiated, depress the HDG push button to engage the
2 heading select mode. The autopilot will turn the aircraft to the heading bug
270° heading (283°).
1
283° 3
AP HDG 3000 FT ALT 2500RA AP BC 3000 FT ALT 2500RA

200DH 200DH
4 20
20 20
20
8° 10
23 10 10
10
Objective: Fly outbound, execute a procedure turn, and fly a coupled ILS 10
approach. 10 10
10
20
20 20 20
LOC LOC
270 H 1 2 . 6 NM 250 H 1 2 . 6 NM
117.95 117.95
W 30 24 W
24 21
30
L L
21
33
O O
33
C S C
15
N
1 1
15
12
6 3
12 E E 6
CRS HDG CRS HDG

058 270 058 270
March 27, 1998 62 006-18081-0000 006-18081-0000 63 June 15, 1999

During the procedure turn outbound, the deviation bar shows pictorially that 4. At the point specified to begin the procedure turn inbound, select 103° 6. Throughout the approach procedure, the airspeed must be controlled by
the aircraft is flying away from the localizer centerline at a 45° angle. with the heading bug for a 180° turn toward the localizer front course. The dei- the pilot via the collective.
vation bar shows pictorially the course you are to intercept. Depress the APR
Note: When activating approach arm, it is important that the aircraft be rela- push button to arm the approach mode. Automatic capture will occur to direct
tively close to and not making any turns away from the localizer. Side lobes or the aircraft on the localizer inbound.
false signals are often present from the localizer transmitter. These false sig-
nals may cause the autopilot to approach couple prior to reaching the actual AP LOC GS 1500RA
localizer signal. AP LOC 3000 FT ALT GS 2500RA MM 200DH
MM 200DH 20 20
20
20 S
10 10
10
10 G
S
AP HDG 3000 FT ALT 2500RA
200DH 10 10
10
20 20
10
20 20 20
10 10 LOC
20
LOC
058 H 1 2 . 6 NM
10 10 117.95
080 H 1 2 . 6 NM
117.95
20 20 6 E
LOC 3
6 E S
12 L
12
O
3
L G
15
33
O C
15
S
283 1 2 . 6 NM
N
H
117.95
C
30
1
S
33
W 30 1 W 21
21
24
30
24
24
33
W
L
CRS HDG
O
21
058 058
N
CRS HDG
C
058 103
S
1 5. The autopilot is following the flight director commands which maintain

15
6
localizer centerline tracking. Once approach coupled (APR in green, glides- Note: The KFC 500 Autopilot/ Flight Director will only maintain one pitch
12 E
lope is automatically armed (GS in white). The point of glideslope capture is mode at a time (pitch attitude hold, altitude hold, vertical speed hold, indi-
based on the glideslope deviation and the rate of closure to the beam. Both cated airspeed hold, glideslope, or go around). As an example, if the AFCS is
CRS HDG coupled to the glideslope then the pilot must manually maintain airspeed with
pitch and roll are commanded by the flight director to maintain glideslope and
058 283 localizer track. the collective.
June 15, 1999 64 006-18081-0000 006-18081-0000 65 June 15, 1999

ILS Approach 1. The autopilot is following the flight director commands which maintain
localizer centerline tracking. At the outer marker the glideslope pointers are
approximately at midpoint. At the glideslope capture point, glideslope auto-
8° matically transitions from arm (GS in white) to coupled (GS in green) and alti-
05
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 glideslope
and localizer track. The airspeed must be controlled by the pilot via the collec-
tive.
N 2
090
3
AP LOC GS 1500RA
1 MM 200DH
20 20
10 10
8°
23
G
S
Objective: Complete an ILS approach. Continuing the maneuver from the 10 10

preceding page, approach coupling (LOC in green) occurs and the glideslope
mode is annunciated as it is coupled (GS in green). 20 20
LOC
058 H 1 2 . 6 NM
117.95
6 E
3
L
12
O G
C 33
15
S
30
1
S
W 21
24
CRS HDG
058 058
March 27, 1998 66 006-18081-0000 006-18081-0000 67 June 15, 1999

2. At decision height decide to complete the landing. The AFCS will track 3. The heading bug had previously been set to the missed approach head-
the localizer and glideslope down to 100 foot radar altitude where the system ing of 90°. Depressing the HDG push button activates heading mode and
will transition to autolevel. The system will hold 50 foot radar altitude until dis- causes the flight director to command a turn to the heading bug heading.
connected. Pitch attitude may be adjusted from the Go Around vertical speed by activat-
ing another vertical mode. Any of these modes will automatically cancel the
A missed approach may be initiated by pressing the Go Around button as col- go around mode. Altitude select (SEL) will automatically arm if a new value is
lective is added. The Go Around button is located on the collective switch box. set in the window or SEL may be pushed to manually arm the mode.
The Go Around push button activates the mode and provides flight director
commands for a 750 feet per minute climb rate and roll level. At the discretion
of the crew, another flight director mode may be activated to complete the
missed approach.
AP ROL GA 200RA AP HDG GA 200RA

MM 200DH 200DH
20 20 20
20
DH 10
10 10
10
G
S
10
10 10
10
20 G
20 20
LOC 20 LOC
058 H 0 . 8 NM 090 H 4 . 5 NM
117.95 117.95
6 E E 12
3 6
L L
15
N
12
3
O G
O
33
C C
15
S N
S
30
1 1
33
21
S
21 24
W 24 30 W G
CRS HDG CRS HDG

058 058 058 090
June 15, 1999 68 006-18081-0000 006-18081-0000 69 June 15, 1999

Localizer Back Course Approach 1. In heading select and the desired pitch mode with the localizer fre- Note: Always set the navigation course pointer to the inbound heading for
quencey selected as the active navigation receiver, the aircraft is flying 45° to the localizer front course. This course will be opposite the helicopter heading
° intercept the localizer. The localizer front course of 090° is selected with the when inbound on a back course approach.
45 EHSI course knob. Remember that the course pointer is always selected to
N the inbound heading for the localizer front course to obtain correct “fly to” indi- 2. When the computed capture point is reached, the approach mode is
cations on the EHSI. automatically coupled (LOC turns from white to green) and a right turn out-
5 bound on the localizer is commanded by the flight director and satisfied by the
090° As the aircraft nears the localizer, the APR push button is depressed to arm autopilot.
the approach mode so the localizer will be captured and tracked. The capture
point computation is based on deviation and deviation rate of change. Note: The KFC 500 Autopilot/ Flight Director will only maintain one pitch
4 mode at a time (pitch attitude hold, altitude hold, vertical speed hold, go
2
around, indicated airspeed hold, or glideslope). As an example, if the AFCS is
3 13 coupled to vertical speed then
5°
1 the pilot must manually main-
AP LOC HDG 3000 FT ALT 2500RA tain airspeed with the collec- AP HDG 3000 FT ALT 2500RA
500DH tive. 500DH
20 20 20 20
3. Prior to the procedure
Objective: Fly outbound on the localizer, complete a procedure turn and fly
10 10 turn, the heading bug is posi- 10 10
the localizer back course approach to the airport.
tioned to 135° which is the 45°
initial procedure turn heading.
At the point where the proce-
dure turn is to be initiated,
10 10 10 10
depress the HDG push button
G to engage heading select G
20 20 mode and the autopilot will 20 20
LOC LOC
turn the aircraft to the direction
of the heading bug (135°).
During the procedure turn out-

045 H 1 2 . 6 NM 135 H 1 7 . 2 NM
117.95 bound, the deviation bar 117.95
shows pictorially the helicopter
3 6 flying away from the localizer 12 15
centerline at a 45° angle.
E
N
S
L L
O O
30 33
12 15
21 24
6
C C
3
1 S 1
N
W
W
21 24 G 30 33 G
CRS HDG CRS HDG

090 045 090 135
March 27, 1998 70 006-18081-0000 006-18081-0000 71 June 15, 1999

4. At the point specified to begin the procedure turn inbound, select 315° 5. The autopilot is following the flight director commands which maintain
with the heading bug for a 180° turn toward the localizer. The deviation bar localizer centerline tracking. A number of options are available to help you
shows pictorally the course you are to intercept as well as the angle of inter- descend while the autopilot remains coupled. With indicated airspeed hold
cept. Depress the APR push button to arm the back course approach mode. (IAS) or vertical speed hold (VS) and back course approach (BC) mode, the
Note that the left/right deviations of the course deviation bar give “fly to” indi- FTR switch or CBT switch may be used for modification of pitch attitude for
cations. Automatic capture will occur to direct the aircraft on the localizer. the desired descent. Prior to reaching the minimum descent altitude (MDA),
the ALT push button can be depressed to activate altitude hold mode.
Note: If intercepting the localizer without a procedure turn, exercise judge-
ment when arming the back course approach mode. Side lobes exist on 6. Disengage the autopilot or press the Go Around push button at the
many localizers which may cause the autopilot to capture the incorrect signal. missed approach point. The Go Around push button will activate the go
Depress the APR push button when your position is relatively close to the around mode in which the flight director commands a 750fpm climb and roll
localizer beam. level. The Go Around push button is located on the collective. Altitude select
may be armed, if altitude
select is a desired mode, by
AP AP
F
BC HDG 3000 FT ALT 2500RA the desired altitude on the BC 300 M VS ALT 1500RA
500DH altimeter/vertical speed indica- 500DH
20 20 tor. The autopilot should not 20 20
be engaged below approved
10 10 minimums. 10 10
Note: Refer to the Bell Model

430 Rotorcraft Flight Manual
for AFCS limitations.
10 10 10 10
20 20 20 20
LOC LOC
315 H 1 8 . 6 NM 270 H 4 . 4 NM
117.95 117.95
30 33 W 30
N 24
W
L L
21
33
O O
21 24
C C
N
6
1 1
15
3
S
12 15 12 6
E
CRS HDG CRS HDG

090 315 090 270
June 15, 1999 72 006-18081-0000 006-18081-0000 73 June 15, 1999

KFC 500
Dual
SCAS/Autopilot
and single
Flight Director
Performance Specifications
March 27, 1998 74 006-18081-0000 006-18081-0000 75 March 27, 1998

Performance Specifications Performance Specifications
Mode Parameter KFC 500 Value Mode Parameter KFC 500 Value
Attitude Hold Pitch Command Profile 0.1G or 2 Deg/Sec Go-Around Pitch Up Command Pitch to 750 fpm Climb
Pitch Hold Accuracy ± .3 Deg Smooth Air
Roll Angle Limit 25 Deg Alt Sel Engage Range 0 to 55,000 Ft.
Roll Command Rate Limit 12 Deg/Sec Engage Vert Spd Limit Function of Vert. Speed
Roll Hold Accuracy ± 1 Deg Max “G” During Capture
± 0.1G
Heading Hold Roll Angle Limit 10, 15, 20, or 25 Deg

(Pilot Selectable) Alt (Hold) Engage Range -1,000 to 20,000 Ft.
Roll Command Rate Limit 7 Deg/Sec Engage Vert Spd Limit ± 2,000 Ft/Min
Accuracy ± 1 Deg Accuracy ± 40 Ft*
Pitch Rate Limit 0.1G Vert Accel
NAV Beam Intercept Angle All Angle
Roll Angle Limit 10, 15, 20, or 25 Deg IAS (Hold) Engage Range 50 KIAS to VNE
(Pilot Selectable) Accuracy ± 3 Kts
(VOR Capt) Capture Point Function of DME, Pitch Rate Limit 0.1G Vert Accel
Deviation, Dev Rate
& Course Error
VS (Vert Spd) Engage Range +10,000/-15,000 Ft/Min
Roll Command Limit 4 Deg/Sec
Accuracy ± 100 Ft/Min*
Select Range ± 3,500 Ft/Min
VOR Track Crosswind Correction Up To 30 Deg
Pitch Rate Limit 0.1G Vert Accel
(Over Station) Course Change Up To 90 Deg
Flight Director Pitch Command Limit +15 Deg/ -10 Deg

Approach Beam Intercept Angle Up to 105 Deg Front
Course Roll Command Limit ± 25 Deg
(LOC Capture) Roll Angle Limit 20 Deg
Roll Command Rate Limit 10 Deg/Sec Autopilot Pitch Engage Limit +25 Deg/ -20 Deg
Capture Point Function of Deviation, Roll Engage Limit ± 25 Deg
Dev Rate & Course Error
(LOC Track) Roll Angle Limit 10 Deg SCAS Pitch Engage Limit None
Cross Wind Correction Up To 30 Deg Roll Engage Limit None
Gain Programming Function of Rad Alt or
Time and TAS All accuracy specifications are based on aircraft operations in smooth air.
* Indicates altitude below 9,000 Ft. MSL.
GS Capture Point Function of Deviation,
Dev Rate
GS Damping Pitch Att, TAS, & Vert Acc.
0.25G
Gain Programming Function of Rad Alt or
Time and TAS
March 27, 1998 76 006-18081-0000 006-18081-0000 77 March 27, 1998

Performance Specifications
March 27, 1998 78 006-18081-0000

Honeywell International Inc.
One Technology Center
23500 West 105th Street
Olathe, Kansas 66061
FAX 913-712-1302
Telephone: (913) 782-0400
©1998, 1999 Honeywell International Inc.
006-18081-0000
Rev. 1 6/99 n

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Pilot’s Guide KFC 500

for the Model 430

006-18081-0000 June 1999

Prior to export of this document, review for export license requirement is

©1998, 1999 Honeywell International Inc.

Reproduction of this publication or any portion thereof by any means without

Revision History and Instructions

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

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

006-18081-0000 1 June 15, 1999

June 15, 1999 2 006-18081-0000 006-18081-0000 3 March 27, 1998

March 27, 1998 4 006-18081-0000 006-18081-0000 5 March 27, 1998

Collective KMS 541 Cyclic

Primary KVG 350

Trim Actuator KCP 520

Flight AUTO MAN

Collective Control Secondary Pitch

March 27, 1998 6 006-18081-0000 006-18081-0000 7 March 27, 1998

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

The KMS 541 Mode Select Panel SCAS

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

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

Discrete Command System Response

Pitch Attitude Maintains constant. acceleration profile

March 27, 1998 14 006-18081-0000 006-18081-0000 15 March 27, 1998

Yaw Force Trim Release

March 27, 1998 16 006-18081-0000 006-18081-0000 17 March 27, 1998

Primary KVG 350

Control Position Computer CCW CW

Synchro KAV 485

March 27, 1998 18 006-18081-0000 006-18081-0000 19 March 27, 1998

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

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

Activating Discrete or Continuous Lateral Command has the following effect

Continuous Command Indicated Airspeed Hold 1 Knot per Click

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

Flight Director Off

June 15, 1999 26 006-18081-0000 006-18081-0000 27 March 27, 1998

1 BL25 GS 7 will provide flight director commands

1. Bank Angle Limit

2.Autopilot Engaged Annunciator

The Bank Angle Limit mode allows

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

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

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

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

AP mode is engaged and the detent CYCLIC

autopilot control computations and

drive is interrupted. If the pilot or TO

copilot moves the cyclic (pitch and/or LINEAR

copilot moves the anti-torque pedals GRADIENT

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

KRG 333 Rate/Acceleration

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

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

Vertical Speed Engage

Note: If the VS bug is in view when

Altitude Select Push-button -

March 27, 1998 42 006-18081-0000 006-18081-0000 43 March 27, 1998

March 27, 1998 44 006-18081-0000 006-18081-0000 45 March 27, 1998