GULF HELICOPTERS TRAINING ACADEMY Issue: 1

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(CAT. B2) Date: 21 February 2021

CHAPTER

22
AUTO FLIGHT
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(CAT. B2) Date: 21 February 2021

Content
SECTION 00 ........................................................................ 1 YAW RATE DAMPING ............................................................ 36
AUTO FLIGHT ...................................................................... 1 COLLECTIVE-TO-YAW CROSS-FEED ....................................... 36
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ........................2 LOW SPEED YAW HEADING HOLD ......................................... 36
GENERAL ...............................................................................2 HIGH SPEED TURN COORDINATION ...................................... 36
AFCS MAIN COMPONENTS.......................................................4 LATERAL BALL TRIM ............................................................. 36
MODULAR AVIONICS UNIT (MAU) ............................................4 HIGH SPEED WINGS-LEVEL YAW HEADING HOLD ................... 36
AUTOPILOT CONTROLLER ..................................................... 12 COLLECTIVE CONTROL ......................................................... 38
GUIDANCE CONTROLLER ...................................................... 14 AUTOTRIM........................................................................... 38
LINEAR ACTUATOR ............................................................... 16 TRIM PRIORITY FUNCTION (TRIM MASTER) .......................... 38
TRIM ACTUATORS ................................................................ 17 PRE-FLIGHT TEST (TEST) ..................................................... 39
TRIM MOTOR ....................................................................... 17 PRE-FLIGHT TEST ANNUNCIATORS ....................................... 39
FORCE TRIM ........................................................................ 18 AUTOPILOT – OPERATION .................................................... 42
ARTIFICIAL FEEL DEVICE ...................................................... 18 ENGAGING AND DISENGAGING THE AUTOPILOTS ........................ 42

DUAL POSITION SENSOR ...................................................... 18 AUTOPILOT FAILURE................................................................... 44

TRIM RELAYS ....................................................................... 18 SINGLE AUTOPILOT OPERATION ................................................. 44

AUTOPILOT OVERRIDE ................................................................ 44
FORCE TRIM OPERATION ...................................................... 19
CYCLIC POSITION INDICATOR..................................................... 44
AFCS FUNCTIONS ................................................................. 34
AUTOPILOT CONTROLS ........................................................ 46
ATTITUDE HOLD (ATT) MODE ............................................... 34
AUTOPILOT CONTROLLER ........................................................... 46
STABILITY AUGMENTATION SYSTEM (SAS) MODE .................. 35
GUIDANCE CONTROLLER ...................................................... 48
YAW CONTROL..................................................................... 35

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Contents 1
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MISC CONTROL PANEL ......................................................... 49 OS — OVER STATION MODE.......................................................103

COLLECTIVE LEVER .............................................................. 50 ALVL — AUTOLEVEL MODE .........................................................103

CYCLIC STICK ...................................................................... 52 HOV — HOVER/VELOCITY HOLD MODE .......................................104

SAR MODES ...............................................................................107
PEDALS................................................................................ 54
PFD MESSAGES ..........................................................................109
COLLECTIVE FORCE TRIM OFF OR FAIL ................................. 60
MODE DESCRIPTIONS ................................................................109
CYCLIC FORCE TRIM FAILURE ............................................... 60
TU - TRANSITION UP MODE .......................................................112
AFCS QUICK DISCONNECT PROCEDURE ................................. 60
GO AROUND ..............................................................................113
4-AXIS FLIGHT DIRECTOR – GENERAL ................................... 60
MARK ON TARGET MODE ...........................................................114
FD MASTER .......................................................................... 61
WTR WINCHMAN TRIM MODE ....................................................116
PFD SELECTION (PILOT-IN-COMMAND) ................................. 61 FMS SEARCH PATTERNS .............................................................116
4 AXIS FLIGHT DIRECTOR - OPERATION ................................ 63 FLIGHT DIRECTOR FAILURE – CAS WARNING AND ............... 118
ENGAGING AND DISENGAGING FD MODES ................................... 63
CAUTION MESSAGES .......................................................... 118
FD COUPLING AND UNCOUPLING ................................................. 64
GUIDANCE CONTROLLER FAILURE ..............................................118
FD AURAL TONES ................................................................. 64
LIMITATIONS ..................................................................... 120
MODE CHANGE TONE .................................................................. 64
LIMITATIONS ..................................................................... 121
ALTITUDE REFERENCE CHANGE TONE ......................................... 64
PAGE INTENTIONALLY LEFT BLANK ............................................122
ALTITUDE ALERTER ..................................................................... 65

FLIGHT DIRECTOR INDICATORS............................................ 65

BACK COURSE (BC) MODE ......................................................... 103
GA — GO AROUND MODE .......................................................... 103

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Contents 2
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SECTION 00
AUTO FLIGHT

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AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ➢ Flight Director No.2 (FD2)

GENERAL The AFCS is an active-active system because both Autopilots operate

on the flight controls at the same time.
The AW139 Automatic Flight Control System (AFCS) is part of the
PRIMUSEPIC® Integrated Avionics System (see chapter 46-00). The No.1 and No.2 AP and FD systems normally operate together.
Each AP and FD are capable of providing full functionally also in case
The AFCS is available in four configurations with increasing
of failure of the paired system.
capabilities:
The AFCS is designed to be fail-safe because autopilot malfunctions
➢ BASIC 3 AXIS AUTOPILOT SYSTEM. The configuration
are demonstrated to be safely recoverable by the pilot flying the
provides dual pitch, roll, and yaw stabilization and attitude
helicopter manually.
retention (Autopilot — AP) Force Trim on pitch, roll, yaw and
collective. No Flight Director (FD) is included (VFR only). The pilot can override the AFCS at any time by manually operating
the flight controls. The system gives the pilot full authority over flight
➢ 4 AXIS SYSTEM WITH BASIC 3 CUE FLIGHT DIRECTOR. It
controls regardless of whether the autopilot is engaged or
consists of a 4-axis Autopilot (Basic 3 axis Autopilot with
disengaged.
collective Trim) and a 3-cue (pitch, roll and collective) Flight
Director (no Auto Hover mode). The dual AFCS uses:

➢ 4 AXIS SYSTEM WITH ENHANCED 3 CUE FLIGHT DIRECTOR. ➢ two AFCS computers (part of MAU1 and MAU2)
It consists of a 4-axis Autopilot (Basic 3 axis Autopilot with ➢ two independent sets of sensors (AHRS, ADS; RAD ALT;
collective Trim) and a 3-cue (pitch, roll and collective) Flight VOR/ILS; FMS);
Director including Hover/Velocity Hold mode.
➢ three sets of dual linear (series) actuators (Pitch, Roll, Yaw);
The AFCS is a system fully duplicated for redundancy and consists
➢ four trim (parallel) actuators (Pitch, Roll, Yaw and Collective)
of:
➢ Autopilot No.1 (AP1)
➢ Autopilot No.2 (AP2)
➢ Flight Director No.1 (FD1)

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AFCS – GENERAL ARRANGEMENT

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AFCS MAIN COMPONENTS MODULAR AVIONICS UNIT (MAU)

The AFCS consists of the following main components: The CIO module in each MAU supplies interface to the system Display
Controller, the Cursor Control Device, the Remote Instrument
➢ four AFCS modules located inside the MAUs (two modules in
Controller, the Autopilot Controller, the Guidance Controller and the
each MAU) named Actuator Input/Output with Processor
Multifunction Control Display Unit (MCDU). The CIO module in MAU2
(AIOP) modules.
also contains the aural warning circuitry that generates alerts in the
➢ one Autopilot Controller cockpit.
➢ one Guidance Controller The CSIO modules receive data from external sensors and then
➢ three sets of dual Linear Actuators transmit the data to the processor part of the AI/OP modules (AIOP-
➢ four Trim Actuators A and AIOP-B) for the actual aircraft control and monitoring
calculations.
➢ eight Trim Relays
Two AFCS modules are installed in each Modular Avionic Unit (MAU)
➢ control switches on both cyclic sticks, both collective levers,
to perform AFCS computations, output commands and indication
both yaw pedals and on the central console.
data and perform system monitoring.
The Control Input/Output (CIO) and the Custom Input/Output
The two AFCS modules —named Actuator Input/Output with
(CSIO) modules in each MAU interface the Autopilot Controller, the
Processor (AIOP) modules— in MAU1 are part of AFCS1 (AP1, FD1);
Guidance Controller and the external control switches to the AIOP
the two AIOP modules in MAU2 are part of AFCS2 (AP2, FD2). That
modules.
makes the AFCS a dual-redundant computer system (AFCS1 and
AFCS indications are provided on the Display Units. AFCS2) and each AFCS dual-redundant inside (channel A and channel
The following systems provide the data necessary for AFCS B).
operation: The two modules of an AFCS share the tasks and continuously
➢ both ADS1 and ADS2 monitor each other performances to positively identify an internal
➢ both AHRS1 and AHRS2 failure and disengage automatically.
➢ the Standby Instrument
➢ both Radar Altimeter 1 and Radar Altimeter 2 The AIOP receives AHRS and Standby Instrument data through the
➢ both VHF NAV1 and VHF NAV2 ARINC 429 digital data buses. The AIOP modules supply
➢ both FMS1 and FMS2 commands/monitors to the pitch, roll and yaw linear actuators
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through the Control Area Network (CAN) digital bi-directional bus.

These modules also interface with the trim actuators.
Each AIOP module is a dual slot, single-lane module that contains
two electrically connected circuit cards (Processor card and Actuator
I/O [AIO] card). While both cards are connected to the MAU
backplane, the AIO card only uses the connection for power. All data
communication goes through the Processor card.
Each AIOP Channel A module (AIOP-A1 and AIOP-A2) provide:
➢ command function for the Trim Actuators and
➢ monitoring function for the associated Linear Actuators.
Each AIOP Channel B module (AIOP-B1 and AIOP-B2) provide:
➢ command function for the associated Linear Actuators
➢ monitoring function for the Trim Actuators.

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ADS = Air Data System

AFCS = Automatic Flight Control

System
SCMS = Software Configuration
Management System
AWG = Aural Warning Generator

FMS = Flight Management System

MWS = Monitor Warning System

NIC = Network Interface Controller

MAU – AFCS MODULES (Phase 4-5)

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ADS = Air Data System

AFCS = Automatic Flight Control

System
SCMS = Software Configuration
Management System
AWG = Aural Warning Generator

FMS = Flight Management System

MWS = Monitor Warning System

NIC = Network Interface Controller

MAU – AFCS MODULES (Phase 6- subsequent)

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MAU 1 - LOCATION
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MAU 2 - LOCATION
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MAU – AIOP MODULES

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AFCS CONTROLS
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AUTOPILOT CONTROLLER in opposite directions. This limits the amount of actual flight control
movement that occurs during the pre-flight test. The synoptic
The Autopilot Controller located on the control pedestal of the cockpit messages (MFD) show the status and results of the test to the pilot.
provides pushbuttons for engaging and disengaging the following The CPL function is activated when the APs are engaged in ATT mode
systems and functions: and a FD mode is engaged. The CPL push-button can toggle
➢ Autopilot system #1(AP1) between coupled and uncoupled.
➢ Autopilot system #2 (AP2)
➢ Autopilot Pre-flight Test function (TEST)
➢ Autopilot/Flight Director coupling and de-coupling (CPL)
➢ Stability Augmentation System (SAS) mode
➢ Attitude retention mode (ATT)
Each pushbutton on the Autopilot Controller has an associated
integral green indicator light (led type) that comes on when the
associated function is activate. All push-buttons on the Autopilot
Controller have backlighting for Night Vision Goggle (NVG) operation.
Power for the indicators on the Autopilot Controller is 28 Vdc for
daytime operation and 14 Vdc for night-time (dim) operation. A
dimming circuit remotely controls the dimming of the status lights.
NOTE
When either AP is engaged, a small magenta HDG bug is
automatically displayed at actual aircraft heading on HSI (PFDs).

The Pre-flight Test function is used to verify autopilot control and

monitor functions to reduce the possibility of having dormant failures
in critical system components.
As part of the test sequence, the AFCS moves the linear/trim
actuators. The collective actuator is also moved. For the pitch, roll
and yaw axes the linear and trim actuators are simultaneously driven

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AFCS CONTROLS – AUTOPILOT CONTROLLER

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GUIDANCE CONTROLLER

The GC located on the control pedestal of the cockpit is used to

control the AFCS flight director functions and PFD coupling. Each
push-button on the Guidance Controller has an associated integral
green indicator light (led type) that comes on when the associated
functions is activate. All pushbuttons on the GC have backlighting for
Night Vision Goggle (NVG) operation.
Power for the indicators on the GC is 28 Vdc for daytime operation
and 14 Vdc for night-time (dim) operation. A dimming circuit
remotely controls the dimming of the status lights.
Each button contains two independent channels that supply
communication to an MAU each.
The Guidance Controller engages and disengages the mode(s). The
mode(s) is activated by pressing the relative push-button and with
the illumination of the green annunciator light (led): a visual
annunciator on the PFDs indicates that particular FD mode(s) is
engaged (armed or captured).
The PFD push-button is used to select which PFD (left or right) source
information is used as a data source for both FDs. The PFD source
selection is indicated by green left/right arrow annunciators located
on each side of the PFD push-button on the GC and repeated on the
PFDs.

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AFCS CONTROLS – GUIDANCE CONTROLLER

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LINEAR ACTUATOR The actuator contains a microprocessor that closes a servo loop on
a position command from the MAUs. The position command to the
Three sets of dual Linear Actuators provide limited control inputs to linear actuator is via the CAN bus.
pitch, roll and yaw axis flight control lines in series with pilot input
Each linear actuator includes an integrity centring function to protect
(see chapter 67 00).
against runaway failure modes.
Each set is connected to the relevant axis flight control line through
During normal operation with both Autopilots engaged, each AP
a dual action bell-crank that permits summing of actuator inputs to
outputs 50% of the computed input for an axis.
pilot inputs as well as preventing a Linear Actuator mechanical failure
from losing pilot manual control on that axis. In case of single AP operation, 100% of the computed input is
provided to the on-side Linear Actuator: in this case the total
Each dual Linear Actuator set incorporates two identical and
authority of the control is reduced to a half, resulting in a degradation
independent electrical motors, one controlled by AP 1 and one
of the system performance.
controlled by AP 2 via dedicated digital buses (CAN Bus).
An easy-on/easy-off function helps to prevent unwanted transients
They are also called “smart” linear actuators since they include a
in the controls when the AP is engaged or disengaged. This function
microprocessor to internally close the servo loop on the position
causes the pitch, roll and yaw linear actuator to move carefully back
command from the on-side MAU.
to the centre. After the AP is disengaged and the actuator is at the
Each brushless motor drives a ball-screw which displaces the flight centre, the 28Vdc brake signal is removed, which causes the brake
control line. to lock the actuator at the centre.
The linear actuator is a high frequency, limited authority control of The Linear Actuators are identified and powered as follows:
the pitch, roll and yaw axis. The linear actuator consists of a digital
➢ Pitch Actuator #1 (HP2) and Roll Actuator #1 (HP1) powered
bus command interface, a brushless motor, a ball screw, a dc
by MAIN BUS1 via AFCS ACT CPLT circuit breaker (CB55) and
engaged brake and an independent Linear Variable Differential
fuse F3.
Transformer (LVDT) position sensor. This is used as a feedback for
the linear actuator movement. ➢ Pitch Actuator #2 (HP15) and Roll Actuator #2 (HP14)
powered by ESS BUS2 via AFCS PLT circuit breaker (CB54)
The 3 Vac, 2048 Hz reference is an external excitation from the
and fuse F4.
AI/OP-A1and A2.
The speed of travel depends on the single or dual actuator operation. ➢ Yaw Actuator #1 (HP3) powered by MAIN BUS1 via AFCS ACT
CPL circuit breaker (CB55) and fuse F5.
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➢ Yaw Actuator #2 (HP16) powered by ESS BUS2 via AFCS ACT TRIM ACTUATORS
PLT circuit breaker (CB54) and fuse F6.
Four rotary Trim Actuators provide full control of pitch, roll, yaw and
The linear actuator stroke and authority are assigned as follows:
collective axis for automatic flight.
➢ Pitch axis ±5.5 mm ±5% each act. ±10% both act.
The Trim Actuators are connected in parallel with pilot flight control
➢ Roll axis ±5.0 mm ±5% each act. ±10% both act. input (cyclic stick, collective lever and pedals) and have the full
➢ Yaw axis ±8.0 mm ±5% each act. ±10% both act. authority on the flight control lines (see chapter 67 00).
The linear actuator threshold for the Trim Activation is as follows: The purpose of the rotary actuators is to maintain roll, pitch, and yaw
linear actuators at the centre of travel position to ensure full actuator
➢ Pitch axis:
authority in response to aircraft control commands.
❖ Single channel: 10% actuator deviation must exist
constantly for longer than 0.025sec. Each Trim Actuator incorporates:

❖ Dual channel: 10% actuator deviation must exist ➢ A motor with non-reversible gears (Trim Motor)
constantly for longer than 1.0 sec. ➢ A magnetic clutch (Force Trim)
➢ Roll axis: ➢ An artificial feel device with detent microswitch
❖ Single channel: 18% actuator deviation must exist ➢ A dual position sensor
constantly for longer than 0.4 sec.
TRIM MOTOR
❖ Dual channel: 18% actuator deviation must exist
constantly for longer than 0.025 sec. The four Trim Motors are controlled by one Autopilot system at a
➢ Yaw axis: time: the elected AP is the first that is engaged and is named “TRIM
❖ Single channel: 18% actuator deviation must exist MASTER”.
constantly for longer than 0.4 sec. The “Auto-trim” function of the Trim Master AP directly controls the
❖ Dual channel: 18% actuator deviation must exist Trim Motors using a position servo loop that is closed within the MAU.
constantly for longer than 0.025 sec. Position feedback is given to the MAU by a position sensor that is
integrated with the rotary actuator.

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The trim motors are controlled by PWM commands. This signal ARTIFICIAL FEEL DEVICE
operates adjustable speed dc motors with PWM between
28Vdc/ground condition. A dual-action spring permits force-feel hands-on flying while the
Force Trim is engaged: pilot moving the flight controls without
The two wire open/ground connection changes polarity for bi-
releasing the Force Trim results in full hands-on controllability with
directional control.
control force feedback to the pilot.
Trim actuators are powered by MAIN BUS 2 via the AFCS AUTO TRIM
As pilot releases the control to resume hands-off flying, the spring
circuit breaker (CB61) and the AIOP Channel A module of the Trim
returns the relevant flight control line to its neutral position against
Master AP.
the Force Trim.
FORCE TRIM Whenever the spring is out of its neutral position, a detent
microswitch forces both Autopilots to suspend ATT mode operations:
The Force Trim clutch permits locking of the associated flight control SAS function remains active.
line for hands-off flying.
The Force Trim is normally engaged, ie. with no electrical power the DUAL POSITION SENSOR
clutch is closed.
The dual position sensor provides both AP computers with a feedback
The Force Trim can be released (open clutch for hands-on flying) by for closed-loop control. Pitch, roll and yaw position sensors interface
either: with AIOP-B1 and AIOP-B2 modules; collective trim position sensor
➢ Setting the FORCE TRIM switch (pitch and roll) or the interfaces with AIOP-A1 and AIOPA2 modules.
CLTV/YAW TRIM switch (collective and yaw) on the MISC Each sensor consists of two resolvers that receive a 3 Vac 2048 Hz
panel to OFF, or excitation from the relevant AIOP module.
➢ Pressing the FTR switch on the cyclic stick (pitch and roll), on
the collective lever (collective) or on the pedals (yaw) TRIM RELAYS
The Force Trim release power is supplied by ESS BUS1 via the FORCE
Eight relays are used to isolate the Autopilot not selected as Trim
TRIM circuit breaker (CB64).
Master from the Trim Actuators.
➢ Relays K65 and K66 are connected to the Pitch Trim Actuator.

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➢ Relays K67 and K68 are connected to the Roll Trim Actuator. ➢ Pilot returns to hands-off flight
➢ Relays K69 and K70 are connected to the Yaw Trim Actuator. ➢ When the Force Trim clutch is disengaged then:
➢ Relays K71 and K72 are connected to the Collective Actuator. ➢ The force feel system is disengaged
All relays are installed under the baggage compartment floor ➢ The Trim Actuator drive is disengaged
(helicopter 1Z) or under copilot seat floor (helicopter 2A). ➢ The Autotrim is disabled

FORCE TRIM OPERATION Upon detection of the detent switch activation (Pilot moving controls
without disengaging the Force Trim), the AFCS disables commands
When the cyclic FORCE TRIM switch on the MISC panel is set to OFF, to the respective trim motors.
the ATT mode reverts automatically to SAS.
Returning the FORCE TRIM switch to ON, the ATT mode is
automatically reengaged.

In a hands-off flight, as long as the pilot holds an FTR switch pressed,

on the relevant axis:
➢ The Force Trim clutch is disengaged
➢ Pilot is temporarily flying hands-on SAS
➢ The Linear Actuators are cantered
➢ If a FD mode is engaged, the AP ignores the FD commands

When pilot releases the FTR switch, on the relevant axis:

➢ The Force Trim clutch is re-engaged
➢ The ATT mode reference value is reset to the present attitude
➢ If a FD mode is engaged, the reference target parameter is
reset to the present value (e.g. IAS, VS, Radio Height, etc)
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AFCS – MAIN COMPONENTS

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TYPICAL FLIGHT CONTROL AXIS SCHEMATIC (PITCH OR ROLL OR YAW)

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PITCH LINEAR ACTUATOR

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ROLL ACTUATOR
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PITCH AND ROLL LINEAR ACTUATOR INSTALLATION

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YAW LINEAR ACTUATOR

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YAW LINEAR ACTUATOR INSTALLATION

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PITCH ROLL AND COLLECTIVE TRIM ACTUATOR

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PITCH ROLL AND COLLECTIVE TRIM ACTUATOR INSTALLATION

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Date: 21 February 2021

YAW TRIM ACTUATOR

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YAW TRIM ACTUATOR INSTALLATION

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TRIM ACTUATOR SCHEMATIC AND FORCE TRIM OPERATION

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SHORT NOSE – TRIM RELAYS

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LONG NOSE – TRIM RELAY

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AFCS FUNCTIONS The pitch and roll attitude to be retained is memorized as that at the
time of engagement.
The AFCS provides the following functions that are available also in Changes to the selected attitude can be made by:
case of single AP or single FD operation:
➢ pressing the BEEP TRIM switch on the cyclic stick (typically
➢ Pre-flight test (TEST) for small changes), or
➢ Hands-off Attitude Hold (ATT) ➢ pressing the Force Trim Release (FTR) switch on the cyclic
➢ Hands-on Stability Augmentation System (SAS) stick and flying manually the helicopter to attain the desired
attitude, then releasing the FTR to return to hands-off.
➢ Yaw Control
Pitch attitude beep rate is ±2°/s for airspeeds lower than 120 KIAS
➢ Collective Control
and ±1°/s for airspeeds higher than 140 KIAS.
➢ Autotrim
With the airspeed between 120 and 140 KIAS, the pitch changes
➢ Trim Priority Function (Trim Master) linearly between ±2°/s and ±1°/s.
➢ Flight Director (FD) commands and coupling for automatic Roll attitude beep rate is ±3°/s regardless of airspeed.
flight (including Torque Limiting)
The pilot can override the AFCS ATT mode at any time by taking over
➢ System and sensors monitoring the controls manually: if the FTR switch is not pressed, the detent
switch inside the Trim Actuator permits “flying through the AP”
ATTITUDE HOLD (ATT) MODE without changing the selected attitude. When the helicopter is
returned to hands-off the ATT mode brings the helicopter back to the
The ATT mode is automatically selected when an Autopilot is
memorized attitude.
engaged (default at engagement).
In ATT mode, the AP pitch and roll channels can be coupled to the
It provides long-term pitch and roll attitude retention for hands-off
Flight Director (FD): in that case the selected attitude is changed by
flying and for Flight Director coupling in addition to providing
the FD commands.
stabilization (SAS function).
When the aircraft is flying at high speed (IAS > 45 KIAS) with no FD
In the ATT mode the AP pitch and roll Force Trims must be engaged
roll mode engaged, the ATT mode holds roll attitude only if it is
(FORCE TRIM switch on MISC panel at ON).
selected to be greater than 3°.

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If the selected roll attitude is less than 3°, AP forces the roll attitude NOTE
to 0° (wings level) and holds current aircraft heading through the Each autopilot uses the on-side AHRS for both ATT and SAS mode
yaw control channel (High Speed Wings-Level Yaw Heading Hold computations; failure of an AHRS causes the disengagement of the
function).
on-side Autopilot.
STABILITY AUGMENTATION SYSTEM (SAS) MODE
YAW CONTROL
The SAS improves the handling characteristics of the helicopter by
Autopilot Yaw Control channel is engaged automatically when an AP
damping the effects of the short-term external aircraft disturbances
is selected and remains active in both ATT and SAS modes.
on pitch, roll and yaw axes and improves the controllability during
low-speed manoeuvring or hovering flight. It provides airspeed-switched yaw coordination as required to
maintain proper high and low speed directional control.
The SAS function is active whenever the AP is engaged, either in ATT
or in SAS mode. A hysteresis separates the low speed and high speed operating
ranges: high speed operation is entered accelerating above 45 KIAS,
SAS mode is intended for use where extensive aircraft manoeuvring
low speed operation is entered decelerating below 41 KIAS.
is required and the pilot prefers to be hands-on without attitude
retention. The yaw control provides the following functions:

SAS mode is selected by: ➢ At any speed:

➢ pushing the SAS button on the auto-pilot controller, or ➢ Yaw Rate Damping

➢ setting the FORCE TRIM switch on Miscellaneous panel to ➢ Collective-to-Yaw Cross-feed

OFF. ➢ At low airspeed (IAS < 41 KIAS):
When SAS mode is selected, being it a hands-on control mode: the ➢ Low Speed Yaw Heading Hold
Autotrim is disabled ➢ At high airspeed (IAS > 45 KIAS):
➢ the AFCS can be operated with FORCE TRIM switch either ON ➢ High Speed Turn Coordination
or OFF
➢ Lateral Ball Trim
➢ the ATT OFF caution message is displayed in the CAS window
➢ High Speed Wings-Level Yaw Heading Hold
and the SAS annunciator is displayed in the ADI (PFD)

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YAW RATE DAMPING HIGH SPEED TURN COORDINATION

Yaw Rate Damping (SAS Yaw channel) is active whenever the High Speed Turn Coordination function operates at high speed only
Autopilot is engaged; it provides stability augmentation about the (IAS > 45 KIAS) during roll controlled turns to minimize slip or skid.
yaw axis at all airspeeds and helps preventing the dutch roll tendency A yaw rate command supplies this function from the calculated
of the helicopter. aircraft turn rate as a function of the bank angle and airspeed.

COLLECTIVE-TO-YAW CROSS-FEED LATERAL BALL TRIM

Collective-to-Yaw Cross-feed function is active whenever the Lateral Ball Trim function operates at high speed only (IAS > 45
Autopilot is engaged; it automatically compensates any collective KIAS); it allows the pilot to keep a constant slip or skid, either to
position changes to counteract the effect of torque when the offset a small accelerometer misalignment or to purposely offset the
collective control is moved. tail alignment with respect to the aircraft horizontal flight path.
Yaw force trim must be engaged (CLTV/YAW TRIM switch on the
LOW SPEED YAW HEADING HOLD
Miscellaneous panel is at ON) for the function to operate. The
Low Speed Yaw Heading Hold function automatically engages at low magnitude of the slip or skid is set using the YAW beep switch on the
speed (IAS < 41 KIAS) if roll attitude is less than 3°, or when HOV collective grips (±0.5 ft/s²/s).
mode is engaged on FD.
Yaw force trim must be engaged (CLTV/YAW TRIM switch on the HIGH SPEED WINGS-LEVEL YAW HEADING HOLD
Miscellaneous panel is at ON) for the function to operate. The High Speed Wings-Level Yaw Heading Hold function is active
Once the Low Speed Yaw Heading Hold function is active, it does not when the aircraft is flying at high speed (IAS > 45 KIAS) with no FD
disengage in case roll attitude exceeds 3°. roll mode engaged and the selected roll attitude is less than 3°: the
The low speed yaw heading hold reference is established at the time function automatically reduces the roll attitude to 0° (wings level)
this function becomes active and is indicated with a small magenta and then holds new aircraft heading through the yaw channel. Yaw
low speed heading bug displayed on the HSI. channel is also used to correct for heading errors when HDG mode
is engaged on FD (coupled), if the roll attitude is less than 0.5° and
Changes can be performed by repositioning the aircraft acting on the
heading error is less than 2°. The roll attitude is commanded to wings
pedals or using the YAW beep switch on the collective grips (±3°/s).
level while yaw is driving heading.

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YAW CONTROL FUNCTIONS

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COLLECTIVE CONTROL The Autotrim function on each axis is active when either or both
Autopilots are engaged in ATT mode and the relevant axis Force Trim
The Collective Control function is activated by selecting 3-cue FD is engaged.
operation or by activating a collective only mode (RHT) while the
The Autotrim control reference is the Linear Actuator displacement
CLTV/YAW TRIM switch on the Miscellaneous panel is at ON.
from the centre: when the displacement exceeds a percentage of the
The Collective Control function provides automatic vertical control of Linear Actuator stroke, the Trim Motor is commanded at an
the helicopter by means of a rotary Collective Actuator connected in appropriate rate in the direction to re-centre the Linear Actuator
parallel with the collective mechanical control system. (different percentage values are set for pitch, roll and yaw axes).
When the CLTV/YAW TRIM switch is turned OFF, the collective (and
yaw) Force Trims are disengaged. TRIM PRIORITY FUNCTION (TRIM MASTER)
Changes to collective reference settings can be performed by The Trim Priority Function has the purpose to provide and retain the
repositioning the collective lever with the collective FTR pressed or Trim Master operation on controlling the Trim and Collective
using the CLTV beep switch on the collective grips. actuators.
The Collective Control function is disabled by deselecting the mode, For normal operation, when both autopilots are engaged, the
uncoupling the FD from the AP or selecting the SAS mode. autopilot that was engaged first retains the Trim Master function.
The AP that is controlling the collective actuator is the Trim Master. The indication of what AP is elected as Trim Master is shown in the
The Collective Control function limits collective position to prevent Flight Controls synoptic page of the MFD.
engine or mast torque exceedances. This limiting function will only As the Trim Master AP is disengaged (either manually or
be active when the automatic collective control function is engaged. automatically due to a failure), the remaining AP is elected Trim
Master.
AUTOTRIM
The Trim Master function switching logic is overridden if one or more
The purpose of the automatic trim (AUTOTRIM) function is to keep linear actuators fail.
the average position of the output shaft of the roll, pitch and yaw A set of relays in the aircraft wiring are used to ensure that only the
linear actuators near centre to ensure optimum Linear Actuator Trim Master AP provides commands to the pitch, roll, yaw and
authority in response to aircraft control commands; the AP Autotrim collective trim actuators so that they cannot be corrupted by the
function commands the Trim Actuators to achieve that.
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other AP. Similarly, the trim end-around feedback is provided to PRE-FLIGHT TEST ANNUNCIATORS
identify trim and collective actuator movement and direction.
While this test is running, the FLIGHT CONTROL synoptic page
PRE-FLIGHT TEST (TEST) displays a text box containing one or more messages listed below in
case of an improper operativity condition:
Pre-flight test allows verifying autopilot control and monitoring
Message Wording Message Conditions
functionality.
➢ ACT CPLT POWER FAIL:....... Copilot’s linear actuators are not
During the pre-flight procedure, as part of the System Checks, pilot
powered.
is required to perform the AFCS TEST that is initiated by pressing the
TEST button on the Autopilot Controller with the following conditions: ➢ ACT PLT POWER FAIL:.......Pilot’s linear actuators are not
powered.
➢ Aircraft on the ground (WOW)
➢ Electrical and hydraulic power available ➢ 1(2) AUTOTRIM POWER FAIL: ... Trim actuators are not
powered.
➢ Autopilots disengaged Aircraft
➢ 1(2) HYDRAULIC
➢ Hands off the flight controls (Force Trims on)
➢ Collective down (<10%) PRESSURE INVALID: ...........hydraulic pressure is not in normal
operating range.
➢ During the self-test, the each AP moves both Linear Actuators
and Trim Actuators in opposite directions. This limits the ➢ 1(2) COLLECTIVE TOO HIGH: ........ Collective positive is too
amount of actual flight control movement that occurs during high.
the test. ➢ 1(2) TRIM OFF................................. Cyclic trim switch is off.
➢ The pre-flight test verifies autopilot control and monitor
➢ 1(2) YAW TRIM OFF.............................. Yaw trim switch is off.
functions reducing the possibility of having latent failures in
critical system components. ➢ 1(2) COLLECTIVE OFF........................... Collective switch is off.
The result of the test is displayed on the Flight Controls synoptic page ➢ 1(2) FTR ACTIVE.......................... Cyclic FTR switch is pressed.
(that is automatically selected on pilot MFD) and in the CAS window.
➢ 1(2) YFTR ACTIVE.......................... Yaw FTR switch is pressed.
Refer to Section 2 of the RFM for the AFCS TEST procedure.
➢ 1(2) CFTR ACTIVE:................. Collective FTR switch is pressed.

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➢ 1(2) PITCH OUT OF DETENT: ………………..Pitch trim actuator is ➢ TEST INHIBIT:........ Displayed when test is halted due to an
being held out of detent. inhibit condition.
➢ 1(2) ROLL OUT OF DETENT: ...................Roll trim actuator is ➢ TEST INVALID:............ On-side AFCS is invalid, while cross-side
being held out of detent.
AFCS is running test. SAS REL switch.
➢ 1(2) YAW OUT OF DETENT:......Yaw trim actuator is being held
out of detent.
➢ 1(2) COLLECTIVE OUT OF DETENT: ...........Collective actuator is
being held out of detent.
➢ 1(2) PRESS AND RELEASE SAS
REL SWITCH:..................Pre Flight test request for pilot action.
➢ 1(2) SAS REL SW FAILURE:............Pre Flight test did not detect
pilot press of the
➢ 1(2) SAS RELEASE Pre Flight test detected a press of the
SWITCH ACTIVE: .......... SAS REL switch when not expected.
➢ TEST WAITING:……………..Displayed while waiting the pilot to
press the SAS REL switch.
➢ TEST IN PROGRESS.......... Displayed when on-side AFCS is
executing the actuator tests.
➢ TEST COMPLETE:............ Displayed when all tests have been
completed.
➢ TEST STANDBY:....... Displayed while waiting for the cross-side
AFCS to complete actuator tests.

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AFCS – PREFLIGHT TEST

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Engaging the AP activates the automated yaw control function and

AUTOPILOT – OPERATION
the Autotrim function.

ENGAGING AND DISENGAGING THE AUTOPILOTS The autopilot control authority as supplied by the dual series Linear
Actuators is 20% of the full aircraft control authority for each axis
The autopilots engage and disengage by pushing the AP1 and/or AP2
(each section of a Linear Actuator providing 10% of the full aircraft
buttons on the autopilot controller.
control authority).
Simultaneous disengagement of both AP 1 and AP 2 can also be
Flying manually, the pilot has the same control authority over the
commanded by pressing the SAS REL push-button on either cyclic
aircraft when the autopilot is engaged in SAS or ATT modes, or when
stick. ATT is the default mode when the autopilots are engaged.
the autopilot is disengaged.
However, the autopilots are forced to SAS mode when the cyclic trim
enable switch is OFF. AP 1 and AP 2 operate either with or without the flight director
guidance modes active.
To prevent undesirable transients in the controls at engagement or
disengagement, an easy-on/easy-off function drives the pitch, roll In normal operation, both autopilots are engaged to supply full dual
and yaw Linear Actuators gently back to centre. system performance when coupled to the flight director.

After disengagement and actuator cantering, the 28 Volt brake The on-side AHRS is the main reference for AP operation; in case an
excitation is removed, locking the Linear Actuators in the centre unflagged miscompare occurs between the two AHRS, the electronic
position. Standby Instrument input is used by the MAU to determine which
AHRS has failed.
The first autopilot engaged is elected Trim Master and takes control
of the four Trim Actuators by switching on or off a set of relays. The on-side ADS is the reference for AP gain computations; in case
of ADS dual failure or in case an unflagged miscompare occurs
As the Trim Master AP is disengaged (either manually or
between the two ADS, a fixed airspeed value is used by the AP.
automatically due to a failure), the remaining AP is elected Trim
Master.
NORMAL OPERATION
In normal operation, each autopilot supplies half the total linear
actuator system authority.

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AUTOPILOT OPERATION
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AUTOPILOT FAILURE CYCLIC POSITION INDICATOR

When detecting failure affecting mode integrity, the AP of the The cyclic position indicator is displayed on the ADI to help pilot
affected single system disengages. centre the cyclic controls before starting the engines, to ensure that
The following events also disengage the on-side AP on the the main rotor does not hit the static stops when rotating at low
corresponding AHRS: speed.
➢ Invalid on-side attitude data The indicator is only displayed when the helicopter is on the ground
(WOW) with collective down (LVDT signal via EECs).
➢ Invalid on-side attitude rate data
Trim Actuators. The cyclic is cantered when the indicator shows a
➢ Invalid on-side yaw rate data green dot; amber arrows indicate which direction the cyclic stick
Failure of an AP is announced by CAS messages and the AUTOPILOT must be moved to centre the controls.
aural warning message.

SINGLE AUTOPILOT OPERATION

With only one autopilot engaged, the single system operates at full
gain with half the dual system authority. When both autopilots are
engaged, each single system gain is reduced to 50% so that each
system supplies half of the required input. This results in full gain
control with twice the single system authority.
Full yaw control and Autotrim functions are available also in single
system operation.

AUTOPILOT OVERRIDE
The pilot has full authority with the AP engaged or disengaged and
can immediately override the AFCS at any time by simply taking over
the controls.
With the autopilots engaged, FTR switches, AP disengage switches
(SAS REL), Detent switches and actuator circuit breakers offer
different ways to partially or completely override the AFCS.

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CTCLIC POSITION INDICATOR

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AUTOPILOT CONTROLS NOTE

See NOTE for AP 1.
AUTOPILOT CONTROLLER
3 TEST push-button
1 AP 1 push-button
➢ PRESSED: ..... Illuminates the green annunciator light and
➢ PRESSED: ..... Illuminates the green annunciator light and
starts the Built-In Test (BIT).
engages the AP no.1.
Pushing the button again extinguishes the
Pushing the button again extinguishes the
green annunciator light and exits the BIT
green annunciator light and disengages the
AP no.1. 4 CPL push-button
➢ PRESSED: ..... When green annunciator is illuminated,
NOTE
uncouples the FD from AP and the
When the pilot engages AP 1 then:
annunciator extinguishes.
a. ATTITUDE mode is set as default mode
b. the yaw control functions are activated NOTE
c. the SAS mode is forced if the cyclic FORCE TRIM When a FD mode is engaged, FD automatically couples to AP
switch is set to OFF. and the CPL green annunciator illuminates. Pushing the CPL
The AP can operate both with and without FD guidance. In button again illuminates the green annunciator light and
normal operation, both AP 1 and AP 2 are engaged in order to manually re-couples the FD to the AP.
supply full dual system performance while coupled to FD. 5 SAS push-button

2 AP 2 push-button ➢ PRESSED: ..... Illuminates the green annunciator light

➢ PRESSED: ..... Illuminates the green annunciator light and and engages the SAS mode.
engages the AP no.2.
Pushing the button again extinguishes the
green annunciator light and disengages the AP
no.2.
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NOTE
The SAS and ATT buttons are mutually exclusive and re used
to select the SAS or ATTITUDE mode of operation of the
AFCS. When the cyclic FORCE TRIM switch is set to OFF, the
AP engages with the SAS mode active.
6 ATT push-button
➢ PRESSED: ......... Illuminates the green annunciator and
engages the ATTITUDE mode.

NOTE
The SAS and ATT buttons are mutually exclusive and are used to
select the SAS or ATTITUDE mode of operation of the AFCS.
The ATT mode is automatically engaged if at least one AP is
engaged and the cyclic FORCE TRIM switch is set to ON.
The ATT mode disengages if the pilot:
a. engages the SAS mode or
b. sets the cyclic FORCE TRIM switch to OFF or
c. disengages both AP 1 and AP 2.

AUTOPILOT CONTROLLER

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GUIDANCE CONTROLLER

1 STBY pushbutton
➢ PRESSED: .......... Illuminates the green annunciator light
and cancels any selected active flight
director modes.
2 PFD pushbutton
➢ PRESSED: ... Selects which PFD (left or right) supplies
source data that is used by both flight
directors and toggles the associated green
arrow annunciator located on each side of the
PFD button. The illuminated arrow indicates
the selected PFD.
3 FD Mode pushbuttons
➢ PRESSED: .... Illuminate the relevant green annunciator
light and engage or arm the relevant Flight
Director mode.
Pushing any button again extinguishes the
relevant green annunciator light and
disengages the relevant Flight Director
mode.

GUIDANCE CONTROLLER
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MISC CONTROL PANEL

1 FORCE TRIM switch

➢ OFF: ........... Disengages the cyclic Force Trims (Pitch and
Roll) and disables ATT mode of the AP
➢ ON : ........... Engages the cyclic Force Trims (Pitch and
Roll) and enables ATT mode of the AP

2 CLTV / YAW TRIM switch

➢ OFF: ........... Disengages the collective and pedal Force
Trims
➢ ON : ............Engages the collective and pedal Force Trims

MISC CONTROL PANEL

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COLLECTIVE LEVER ➢ PRESSED: ........................................ Engages the GA

mode
1 BEEP CLTV / YAW TRIM switch (on PLT and CPLT collective
grip)
➢ DN / UP:………… Allows trimming the collective axis if the
CLV
/YAW TRIM switch on Miscellaneous control
panel is ON. Changes the reference target
parameter value if a FD collective mode is
engaged.
➢ L/R: .................Allows trimming the yaw axis If the
CLTV/YAW TRIM switch on Miscellaneous control panel is ON
2 FTR (Force Trim Release) push-button switch (on PLT and
CPLT collective grip)
➢ PRESSED: ........ Disengages the collective Force Trim
suspending collective trimming and force
feel
➢ RELEASED: ...... Re-engages the collective Force Trim
restoring collective trimming and force
feel.
If a FD collective mode is engaged, the
reference target parameter is reset to the
current value
3 GA (GO AROUND) mode push-button switch (on PLT and CPLT
collective grip)

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COLLECTIVE LEVER
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CYCLIC STICK and cancels any selected active flight

director modes
1 BEEP TRIM switch (on PLT and CPLT cyclic grip) 4 SAS REL push-button switch (on PLT and CPLT cyclic grip)
➢ DN / UP: ............ Allows trimming the pitch axis if the ➢ PRESSED: ............... Disengages both Autopilots (AP 1 and
FORCE TRIM switch on Miscellaneous AP 2)
control panel is ON and ATT mode is
selected on AP
➢ L / R: ................. Allows trimming the roll axis if the FORCE
TRIM switch on Miscellaneous control
panel is ON and ATT mode is selected on
AP
➢ PRESSED: .......... Engages the HOV mode on FD (4 Axis
Enhanced FD only)
2 FTR push-button switch (on PLT and CPLT cyclic grip)
➢ PRESSED: .......... Disengages the cyclic Force Trims (Pitch
and Roll) suspending collective trimming
and force feel.
Re-centres the Pitch and Roll Linear
Actuators.
➢ RELEASED: .........Re-engages the cyclic Force Trims
(Pitch and Roll) restoring cyclic trimming
and force feel.
If a FD pitch or roll mode is engaged, the
relevant reference target parameter is
reset to the current value
3 FD STBY (Flight Director Standby) switch (on PLT and CPLT cyclic
grip)

➢ PRESSED: .......... Illuminates the green annunciator light

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CYCLIC STICK
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PEDALS

1 YAW force trim release switch (on PLT and CPLT pedals)
➢ PRESSED: .......... Disengages the pedal Force Trim (Yaw)
suspending yaw trimming and force feel.
Re-centres the Yaw Linear Actuator
➢ RELEASED: ........ Re-engages the pedal Force Trims
(Yaw) restoring yaw trimming and force
feel

PEDALS
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AUTOPILOT INDICATORS

1 SAS annunciator
➢ In view: ............................. Indicates that AP is in SAS
mode
2 UCPL annunciator
➢ In view: .............. Indicates that Flight Director is
uncoupled
(all axes) from the AP

NOTE
The UCPL annunciator is not in view when the AP is in
SAS mode

3 CLTV annunciator
➢ In view: ........... Indicates that Flight Director is uncoupled
from the AP on the Collective axis only

NOTE
The CLTV annunciator is not in view when the AP is in
SAS mode or FD is uncoupled on all axes

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AUTOPILOT INDICATORS
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COLLECTIVE FORCE TRIM OFF OR FAIL disengaged, all AP/ AFCS functions can be disconnected by pressing
the SAS REL button on the cyclic grip
When a FD collective mode is engaged and coupled and the collective
trim is switched OFF (CLTV/YAW TRIM switch on the Miscellaneous 4-AXIS FLIGHT DIRECTOR – GENERAL
Control Panel) or fails:
The dual Flight Directors (FD1 & FD2) provide lateral and vertical
➢ a chime sound is generated
guidance commands that are normally coupled to the Autopilots for
➢ the CLTV annunciation illuminates on the top left of the ADI automatic flight path control.
display
The 4 Axis (3 cue) FD provides lateral modes operating on the roll
➢ the CLTV/YAW OFF green advisory illuminates on the CAS
axis and vertical modes operating on the pitch and collective axes.
➢ Collective modes are available uncoupled only
The 4 Axis Enhanced Flight Director provides all the functions of the
CYCLIC FORCE TRIM FAILURE 4 Axis Basic Flight Director plus the Auto Hover/Velocity Hold mode
(HOV).
Cyclic force trim failure is a disconnection of the longitudinal and/or References:
lateral clutches. The failure is usually joined to the caution and the
➢ 4 Axis Basic FD: ................................... RFM Supplement 40
➢ 4 Axis Enhanced FD:............................. RFM Supplement 34
cyclic moves freely in pitch and/or roll axis with loss\
➢ 4 Axis Enhanced FD with SAR Modes:..... RFM Supplement 69
of function of the cyclic trim release (FTR switch) and cyclic beep
trim system. The 4 Axis Enhanced FD requires the following optional equipment
to be installed in place or in addition to the Basic FD:
In these conditions the cyclic must be used hands-on to prevent it
➢ AHRS LCR-93 (in place of LCR-92) to provide AFCS with
from moving away the selected position.
hybrid Along- Heading and Across-Heading velocities and
AFCS QUICK DISCONNECT PROCEDURE accelerations (in addition to LCR-92 data)
➢ 5-way cyclic BEEP TRIM switches (in place of 4-way switches)
For situations where faults are suspected in the AFCS, but with no
CAS cautions illuminated, and the AP functions need to be
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FD MASTER

At power up one of the two FD is automatically selected and

configured as Master (priority). At every power up the FD selected
as Master is alternated the selection is not visible to the pilot.

PFD SELECTION (PILOT-IN-COMMAND)

Both FD1 and FD2 use the navigation source and data reference
presented on the selected PFD.
PFD selection (which typically matches the “Pilot Flying” or “Pilot in
Command” determination) is controlled by the PFD pushbutton on
the Guidance Controller.
The selected PFD is indicated by the PFD couple arrow in the centre
of the top line of both PFD’s and by either the LH or the RH arrow-
shaped LED annunciator aside the PFD pushbutton on the Guidance
Controller.
Whenever the PFD pushbutton is pressed to toggle LH/RH PFD
selection all FD modes are disengaged (STBY illuminates on the
Guidance Controller).
FD modes remain engaged in case the selected PFD fails: the paired
MFD reverting in Composite format keeps operating as the selected
PFD.

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FLIGHT DIRECTOR FUNCTIONAL DIAGRAM

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4 AXIS FLIGHT DIRECTOR - OPERATION to another mode a chime sounds and the message flashes
normal/reverse video for 6 seconds then becomes steady (normal
ENGAGING AND DISENGAGING FD MODES video).

Flight Director modes are engaged and disengaged via the Guidance When changing from captured to no mode a chime sounds and the
Controller (FD Control Panel). Each mode pushbutton green light message flashes on and off for 6 seconds then extinguishes.
illuminates when the mode is armed or engaged (captured). Pitch and roll command bars and/or collective cue are displayed on
the PFD by the AFCS when a Flight Director mode is active on the
The engagement of the FD modes is made with the Guidance
relevant channel.
Controller (GC) and the communication to the AIOP modules is
through the CIO modules. When there is no FD mode active the command bars/ collective cue
are not displayed.
Each mode may be deselected by pressing the associated pushbutton
on the Guidance Controller. All engaged modes may be deselected When HOV mode is the active flight director mode, the pitch and roll
simultaneously by using the STBY button on the Guidance Controller command bars are not displayed.
or the FD STBY button located on pilot or copilot cyclic stick grips. All modes are disengaged when toggling the PFD button on Guidance
GA (Go Around) mode can only be engaged by using the GA button Controller.
on pilot or copilot collective lever and disengaged by engaging a All modes - except HOV, ALT and RHT - must not be engaged below
different vertical mode or setting FD to STBY. 60 KIAS and are automatically disengaged when airspeed reduces
Armed and captured FD modes are displayed with messages along below 55 KIAS. HOV, ALT and RHT can be engaged between 0 KIAS
the top line on the PFD: and Vne.
➢ collective and pitch mode messages on the left All modes have a Minimum Use Height limit: see RFM Supplement 40
(or 34), Section 1 – Limitations.
➢ lateral mode messages on the right
Armed modes are shown in white small font; captured (or engaged)
mode are shown in green medium font. When transitioning from no
mode to engaged, from armed to captured or change from one mode

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FD COUPLING AND UNCOUPLING In case of single AP operation, when a FD mode is engaged the
coupled function remains available. Autopilots ignore the FD
When a FD mode is engaged (captured) the coupled (CPL) function
commands when pilot flies the helicopter manually against any
is also automatically engaged if the AP is in ATT mode and the
artificial feel device while the FD is coupled, because of the detent
relevant Force Trim is engaged: the CPL pushbutton green light on
microswitch inside the Trim Actuator. FD remains coupled and no
the Autopilot Controller illuminates. When coupled, both autopilots
change in FD settings occurs.
drive their actuators to satisfy the references provided by the priority
FD.
FD AURAL TONES
Selecting a FD mode by pressing the pushbutton on the Guidance
Controller with ATT OFF (i.e. SAS mode or both Autopilots off) will MODE CHANGE TONE
engage the FD in the Uncoupled mode.
A chime sounds whenever any of the following occurs:
The FD may be manually uncoupled by pressing the CPL pushbutton
➢ Autopilot mode changes from ATT to SAS or vice versa
on the Autopilot Controller when illuminated: the CPL green light
extinguishes and the UCPL annunciator appears on both PFD’s; on ➢ A FD mode changes status from disengaged to engaged or
the ADI the command bars and/or collective cue remain in view and vice versa
the pilot can manually fly the commands. ➢ A FD mode changes status from armed to captured

When the AP reverts to SAS no UCPL caption will appear on the PFD. ➢ Coupling status (CPL) changes from Coupled to Uncoupled or
In either case (Coupled or Uncoupled) pitch, roll command vice versa
bars/collective cue are presented on each PFD, depending on the Arming of modes does not trigger the tone.
mode selected.
When a collective FD mode is engaged and coupled, the tone is
The coupled function is also automatically forced to Uncoupled triggered by moving the CLTV/YAW TRIM switch to OFF.
whenever:
➢ the AP is not in ATT Mode ALTITUDE REFERENCE CHANGE TONE

➢ moving the CLTV/YAW TRIM switch to OFF when a collective An aural tone (“bip-bip”) sounds for any change in altitude or radar
FD mode is engaged height mode reference datum.

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ALTITUDE ALERTER ➢ Amber: ............. Collective trim actuator is failed or collective

pitch mode (i.e. ALT) is affected by the FD torque limiting
When ALT (Altitude Holding) or RHT (Radar Height Holding) modes
function
are engaged, an aural warning message “ALTITUDE – ALTITUDE” is
generated whenever aircraft exceeds a predetermined 4 ARMED VERTICAL MODE Annunciator (white)
altitude/height deviation. Shows what vertical mode(s) is(are) armed (collective and/or
pitch)
FLIGHT DIRECTOR INDICATORS 5 ENGAGED VERTICAL PITCH MODE Annunciator
Shows what pitch mode is engaged (captured)
1 COLLECTIVE REFERENCE MARKERS
➢ Green: .............. Flight Director is operating normally
(In view only if a FD Collective mode is engaged)
➢ Amber: ............. Both linear actuators are failed or vertical
The collective reference markers (fixed) are set as two hollow
pitch mode (i.e. IAS) is affected by the FD torque limiting
magenta triangles pointing towards each other: they represent
function
the required position of the collective lever to fulfil the FD
6 ENGAGED LATERAL MODE Annunciator
collective command.
Shows what roll mode is engaged (captured)
2 COLLECTIVE CUE ➢ Green: ........................ Flight Director is operating normally
➢ Amber: ............................... Both linear actuators are failed
7 ARMED LATERAL MODE Annunciator (white)
Shows what lateral mode is armed (roll)
(In view only if a FD Collective mode is engaged).
The collective cue represents the current position of the collective ➢ Green: ......................... Flight Director is operating normally
lever relative to reference markers. ➢ Amber: .......................... Both linear actuators are failed
If collective cue is shown below the reference markers, the
➢
collective lever is to be pulled up, and vice versa.
8 FLIGHT DIRECTOR SOURCE SELECT ARROW AND STATUS
3 ENGAGED VERTICAL COLLECTIVE MODE Annunciator
Shows what collective mode is engaged (captured) The source select arrow points towards the PFD that is supplying
➢ Green: .............. Flight Director is operating normally navigation and mode select data to both flight directors.

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➢ Green: ........................ Associated Flight Director is valid

➢ Amber: ....................... Associated Flight Director is invalid
➢ FD FAIL flag: .............. Both Flight Directors invalid
(replaces the arrow annunciator)
9 FD COMMAND BARS

Show the amount of roll (Lateral command bar)

or pitch (Vertical command bar) guidance
command from the Flight Director.
Either command bar is in view only if a relevant
channel mode (roll or pitch) is engaged and is
read with respect to the ADI aircraft symbol.
When a FD mode is engaged, and remains uncoupled from the AP,
it permits the pilot to manually fly the aircraft using the directional
cues presented by the command bars.
To follow the command bars, the pilot manually flies the aircraft to
where the command bars intersect on the ADI.
In the example aside, the aircraft is below and to the left of the
desired course and altitude. The pilot should execute a climbing,
righthand turn to place the aircraft on course and at the designated
altitude.

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FLIGHT DIRECTOR INDICATIONS

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4 – AXIS BASIC FLIGHT DIRECTOR MODE SELECTION

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FLIGHT DIRECTOR MODES

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4 – AXIS BASIC FD MODES

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FD MODES
The following descriptions assume the modes are coupled, unless
stated otherwise.

– HEADING HOLD MODE

The HDG mode provides the capability to steer the aircraft to capture
and hold the Selected Heading reference displayed as the Heading Bug
and associated digital readout on the HSI.
Description
Aircraft axis control is performed via roll attitude.
The HDG select mode is supported with turn coordination functionality
on the yaw axis.

Engagement

➢ Direct:............................ Press HDG button on Guidance

Controller
➢ Automatic:... HDG mode automatically engages when any of the
following mode is selected (and armed): VOR, VAPP, LOC, BC,
LNAV
When engaged Heading Bug and Selected Heading readout on
both HSIs are shown in magenta.

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― HEADING HOLD MODE

References and
performance The Selected Heading reference is the Heading Bug on the HSI.
Heading bug can be set and adjusted (even if HDG mode is not
engaged) by either:
➢ rotating the HEADING knob on either pilot or copilot Remote
Instrument Controller
➢ setting either pilot or copilot cyclic Beep TRIM switches to L
or R (Beep rate: ±3°/s for first 3 seconds and then ±10°/s)

NOTE
Only one Selected Heading is available on the helicopter; both pilot
and copilot are always enabled to change it.
Heading bug can be synchronized with the actual heading (even if
HDG mode is not engaged) by either:
➢ pressing the PUSH SYNC button on HEADING knob on either
pilot or copilot Remote Instrument Controller
➢ pressing the cyclic FTR button on either pilot’s cyclic while
HDG mode is engaged
➢ Heading bug is also synchronized with the actual heading
when HDG mode is automatically engaged.
In HDG mode turns are performed at standard rate 1 (i.e. 3°/s).

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HDG – HEADING HOLD MODE

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– INDICATED AIRSPEED HOLD MODE

The IAS hold mode generates pitch commands to maintain a selected

Description
aircraft airspeed.

Engagement

➢ Direct:......................... Press IAS button on Guidance

Controller
➢ Automatic:..... IAS mode automatically engages when ALTA
mode is selected or DCL mode is armed

Initial IAS mode maintains the airspeed existing at the time of engagement.
conditions

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― INDICATED AIRSPEED HOLD MODE

References and
performance When engaged the airspeed reference is displayed as a set bug and
a digital readout in magenta on the Airspeed Indicator on PFDs.
The airspeed reference bug is adjusted by either:
➢ setting either pilot or copilot cyclic Beep TRIM switches to UP
(to reduce IAS) or DN (to increase IAS) (Beep rate: ±3.5
kts/s)
➢ repositioning the cyclic, with the FTR button depressed, to
the required airspeed and releasing FTR button.
The airspeed reference is adjustable via the cyclic beep switch
between 60 KIAS and (Vne – 5) KIAS.
If airspeed, at time of engagement, is higher than (Vne – 5) KIAS,
then it is automatically reduced to (Vne – 5) KIAS.
Note that the IAS reference will not increase when Vne increases.
The IAS reference is resynchronized when there is a transition from
FD Uncoupled to FD Coupled.

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IAS – INDICATED AIRSPEED HOLD MODE

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VS – VERTICAL SPEED HOLD MODE

The VS hold mode generates collective commands to maintain a selected

Description aircraft vertical speed.

Engagement

➢ Direct:........................... Press VS button on Guidance Controller

➢ Automatic:..... VS mode automatically engages when ALTA
mode is selected.

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VS – VERTICAL SPEED HOLD MODE

References and
performance VS mode maintains the vertical speed existing at the time of
engagement. When engaged the vertical speed reference is
displayed as a set bug and a digital readout in magenta on the
Vertical Speed Indicator on PFDs.
The vertical speed reference bug is adjusted by either:
➢ setting either pilot or copilot collective Beep Trim CLTV/YAW
switches to UP (to increase VS) or DN (to reduce VS) (Beep
rate: ±150 fpm/s)
➢ pressing the collective FTR switch while flying to the desired
vertical speed, and then releasing the FTR.
The VS mode reference can be set in the range of –1500 fpm to
+2000 fpm.
The VS reference is resynchronized when there is a transition from
FD Uncoupled
to FD Coupled.

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VS – VERTICAL SPEED HOLD MODE

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ALTA – BARO ALTITUDE HOLD MODE

Description The ALT hold mode generates collective commands to maintain a

selected aircraft barometric altitude.

Engagement ➢ Direct:........................... Press ALT button on Guidance

Controller
➢ Automatic:..... ALT mode automatically engages when ALTA
mode has acquired the pre-selected altitude

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ALT – BARO ALTITUDE HOLD MODE

References and
performance ALT mode maintains the barometric altitude existing at the time of
engagement.
When engaged the baro altitude hold reference is displayed as a
small magenta bug on the Barometric Altimeter on PFDs.
The altitude hold reference bug is adjusted by either:
➢ setting either pilot or copilot collective Beep Trim CLTV/YAW
switches to UP (to increase altitude) or DN (to reduce
altitude) (Beep rate: ±50 ft/s)
➢ pressing the collective FTR switch while flying to the desired
barometric altitude, and then releasing the FTR.
Changing the ALT reference causes a Reference Change aural tone
to be played when the reference begins to change. While the
reference is being changed and for 5 seconds after finishing, no
Reference Change aural tone is played.
Adjustment of the barometric setting value displayed on the selected
PFD will induce a corresponding change of the indicated altitude.
When changing the barometric setting value with the ALT mode
engaged, the mode will command a climb or descent as necessary to
return to the barometric altitude corresponding to the respective
value indicated at the
time ALT mode was engaged, last synchronized or beeped.
ALT mode can be engaged with HOV mode as an alternative to the
RHT mode.

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ALT – ALTITUDE HOLD MODE

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ALTA -ALTITUDE ACQUIRE MODE

The ALTA mode generates collective commands to climb or

descend towards the pre-selected barometric altitude
Description
reference set with the Altitude Pre-Select knob (ALT SEL) on
the Display Controller.

➢ Direct ………………….. Press ALTA button on Guidance

Engagement
Controller

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ALTA -ALTITUDE ACQUIRE MODE

References
And performance At power up, the digital readout for the ALTA reference will
be displayed as dashes (invalid) until the ALT SEL knob is
moved at least one click.
When ALTA mode is engaged:
➢ a vertical speed of either +1000 fpm or –750 fpm in
the direction of the target altitude is automatically set
➢ IAS mode is automatically engaged holding the
current airspeed (60 KIAS minimum)
The ALTA mode vertical speed reference is displayed as a set
bug and as a digital readout on the PFD.
The vertical speed reference for the ALTA mode can be
changed by the pilot using one of the following means:
➢ setting either pilot or copilot collective Beep Trim
CLTV/YAW switches to UP (to increase VS) or DN (to
reduce VS) (Beep rate: ±150 fpm/s)
➢ pressing the collective FTR switch while flying to the
desired vertical speed, and then releasing the FTR.
The VS mode reference can be set in the range of –1500 fpm
to +2000 fpm.

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ALTA -ALTITUDE ACQUIRE MODE

The minimum vertical speed reference is 100 fpm in the

direction of the target altitude
Changing the altitude preselect reference while ALTA is
engaged, will cause the mode to attempt to capture the new
reference once the altitude preselect knob is released.
As the aircraft approaches and captures the pre-selected
altitude, the ALTA mode automatically transitions to the ALT
mode and IAS mode remains engaged

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ALTA– ALTITUDE ACQUIRE MODE

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RHT – RADIO HEIGHT HOLD MODE

The RHT hold mode generates collective commands to maintain a

Description
selected aircraft radio height.

➢ Direct:...................... Press RHT button on Guidance Controller

➢ Automatic:............ RHT mode automatically engages when
Engagement
❖ HOV mode has engaged
❖ Collective is beeped in ALVL mode

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RHT – RADIO HEIGHT HOLD MODE

References
And performance RHT mode maintains the radio height existing at the time of
engagement.
When engaged the radio height hold reference is displayed
set bug and a digital readout in magenta on the Radio
Altimeter on PFDs.

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RHT – RADIO HEIGHT HOLD MODE

The radio height hold reference bug is adjusted by either:

➢ setting either pilot or copilot collective Beep Trim
CLTV/YAW switches to UP (to increase height) or DN
(to reduce height) (Beep rate: ±50 ft/s)
➢ pressing the collective FTR switch while flying to the
desired radio height, and then releasing the FTR.

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NAV MODE – VOR / LOC / LNAV FUNCTIONS

References
And performance The NAV mode generates roll commands to steer the aircraft
to capture and hold the Selected VOR Course, ILS Localizer
or FMS Desired Track dependent on the Navigation system
selected as Primary Navaid.
Primary Navaid is selected by the pilot in command via the
Display Controller (DC) and displayed as the CDI and the
associated digital readouts on the HSI.
➢ NAV button on DC:................................ VOR or LOC
➢ LNAV button on DC........................................... FMS

Engagement

➢ Arming:.. Press NAV button on Guidance Controller.

➢ NAV mode is armed (VOR, LOC or LNAV)
➢ HDG mode is automatically engaged and the present
heading held

NOTE
If LOC is selected as Primary Navaid, NAV mode selection
does not provide Glide Slope guidance

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References The VOR / LOC Course can be set and adjusted by the
And performance COURSE knob on the Remote Instrument Controller (RIC).
The FMS Desired Track is automatically computed by the
FMS.
VOR Course only can be synchronized with the current VOR
bearing value by pressing the PUSH DIR button on COURSE
knob on the RIC.
➢ Capture:……….. Automatic capture of the Selected
VOR Course, ILS Localizer or FMS Desired Track
❖ occurs at lateral beam sensing point (navigation
source must be valid),
❖ disengages the HDG mode
❖ activates the VOR, LOC or LNAV mode,
respectively
When VOR mode is captured, the VOR deviation (difference
between VOR bearing and course selection) is gain
programmed as a function of distance from the station (DME
and/or FMS). If distance is not available, the gain -
programming uses the default values optimized for cruise.
The AFCS uses a course error signal to immediately correct the
short-term heading disturbances such as wind gust. With a
crosswind, a course error offset (crab angle) is computed and
used by the FD to keep the aircraft on course.

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NAV – VOR MODE

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APP MODE – VOR APPROACH FUNCTION

References The VAPP (VOR Approach) mode provides the capability to

And performance steer the aircraft to fly a VOR non-precision approach.
VOR must be selected by the pilot in command as the
Primary Navaid via the NAV button on the Display Controller
(DC) and displayed as the CDI and the associated digital
readout on the HSI.
➢ Aircraft axes control is performed via roll attitude for
VAPP.

Engagement ➢ Arming:.. Press APP button on Guidance Controller

❖ VAPP mode is armed
❖ HDG mode is automatically engaged and
the present heading held

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APP MODE – VOR APPROACHFUNCTION

References
And performance The VOR Course can be set and adjusted by the COURSE
knob on the Remote Instrument Controller (RIC).
VOR Course can also be synchronized with the current VOR
bearing value by pressing the PUSH DIR button on COURSE
knob on the RIC.
At VOR radial capture, HDG mode automatically disengages
and VAPP mode automatically engages, so the helicopter
turns to track the selected radial.

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APP MODE – ILS APPROACH FUNCTION

References The APP mode provides the capability to steer the aircraft to
And performance capture and hold the ILS Localizer (LOC) and Glide Slope (GS).
LOC must be selected by the pilot in command as the Primary
Navaid via the NAV button on the Display Controller (DC) and
displayed as the CDI and the associated digital readout on the
HSI.
Aircraft axes control is performed via:
➢ roll attitude for LOC
➢ collective input for GS

Engagement ➢ Arming:.. Press APP button on Guidance Controller

❖ GS and LOC modes are armed
❖ HDG mode is automatically engaged and the
present heading held

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APP MODE – ILS APPROACHFUNCTION

References
And performance The LOC inbound (front) course can only be set and adjusted
by the COURSE knob on the Remote Instrument Controller
(RIC).
At LOC capture, HDG mode automatically disengages and LOC
mode automatically engages, so the helicopter turns to track
the selected localizer.
At GS capture, any selected collective mode automatically
disengages and GS mode automatically engages, so the
helicopter adjusts collective to hold the glide slope.
Upon completion of ILS Approach, ALVL mode is automatically
engaged.

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APP MODE – VGP APPROACH FUNCTION (GPS/RNAV APPROACH)

Description The APP mode produces a non precision approach similar to

an ILS approach when using a non localizer based approach
from the data base with FMS selected as the Primary Navaid
(LNAV button on DC).
The Vertical Glide Path (VGP) is anchored at the BOD (Bottom
of Descent) — i.e. the touchdown point— with an angle equal
to that specified in the data base at the corresponding
waypoint.
Aircraft axes control is performed via:
➢ roll attitude for LNAV lateral steering
➢ collective input for VGP
Engagement ➢ Arming:.. Press APP button on Guidance Controller
❖ VGP mode is armed
❖ HDG mode is automatically engaged and the
present heading held
Conditions for arming VGP mode:
➢ FMS is selected as Primary Navaid and a published non-
Localizer approach
is selected as Arrival in the Active FPL
➢ FMS is not in DR (Dead Reckoning) mode
➢ Helicopter is within 30 nm of destination
➢ Altitude and angle constraint values have not been
changed
➢ If there is an altitude constraint at the FAF (Final
Approach Fix), the helicopter
must be at the FAF altitude
➢ No vertical direct-to the FAF has been executed
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BACK COURSE (BC) MODE OS — OVER STATION MODE

The BC mode allows the aircraft to capture and track the inbound When overflying a VOR station, with VOR or VAPP mode engaged,
back course of the localizer for approach to a runway by providing the VOR equipment detects the aircraft being within the zone of
the lateral guidance in the roll axis. ambiguity.
After tuning, the course pointer on the PFD must be set to the runway The VOR deviation signal is removed from the command until the
inbound course, with the heading bug set to the necessary VOR signal has stabilized after passing over station, when the OS
intersection heading. When the BC button is pressed on the GC, HDG mode disengages returning to VOR or VAPP mode automatically.
mode is automatically engaged and BC armed. The BC mode While over the station, course change may be made by selecting a
operates in the same way as the LOC mode with the deviation and new course via the COURSE knob on the RIC: aircraft is steered
course signals that are opposite to make a BC approach to the heading towards the selected course until OS mode is replaced by
localizer. VOR or VAPP.

GA — GO AROUND MODE ALVL — AUTOLEVEL MODE

The Go-Around mode (GA) provides aircraft control for an automatic If the APP (LOC/GS or VGP) mode is continued, to below landing
ascent profile. The function is intended primarily for use during the minimum, this safety feature is automatically activated at 150 ft AGL
approach phase of flight to initiate a missed approach. and an asymptotic flare to a radar height of 50 ft AGL will be initiated.
The green GS or VGP caption on the PFD will be replaced by ALVL.
GA mode is engaged by pressing he GA pushbutton on either
collective; any other mode is then disengaged.
CAUTION
Upon engagement the GA mode commands collective for a 1,000 IN VGP MODE THE ALVL WILL NOT ACTIVATE IF THE MISSED
ft/min climb, roll for wings-level and pitch for an airspeed of 80 KIAS APPROACH POINT (MAP) IS HIGHER THAN 150 FT AGL. FOR
or the current airspeed, whichever is higher. THIS CASE THE VGP MODE WILL DISENGAGE AT THE MAP
(PRECEDED BY A VERTICAL TRACK ALERT (VTA) CAPTION
DISPLAYED ABOVE THE VERTICAL GUIDANCE SCALE ON PFD)
AND A CHIME IS GENERATED.

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HOV — HOVER/VELOCITY HOLD MODE CAUTION

The HOV mode utilizes the blended AHRS-GPS ground velocity IN ALT MODE THE VOICE MESSAGE “ALTITUDE ALTITUDE” IS
information to provide commands that maintain longitudinal and TRIGGERED WHEN ALTITUDE EXCEEDS THE REFERENCE
lateral aircraft ground velocities for hovering and low speed flying. ALTITUDE BY ± 150 FT. THEREFORE, IF ALT MODE IS
ENGAGED AS AN ALTERNATIVE TO RHT AT A HEIGHT BELOW
The HOV can be manually engaged by pressing the HOV push
300 FT, SET DH AT A VALUE 10 FT BELOW THE REFERENCE
button on the Guidance Controller or by pressing the beep trim
HEIGHT IN ORDER TO HAVE AN ADDITIONAL HEIGHT
(Chinese-Hat fifth position) on the cyclic hand-grip.
DEVIATION EXCEEDANCES CUE.
At the engagement the HOV mode velocity references are set to
zero. The engagement of HOV mode will automatically engage RHT CAUTION
mode if a valid radar altimeter signal is available and within the THE HOV MODE MAINTAINS A GROUNDSPEED REFERENCE
threshold limits. THEREFORE PILOT MUST ENSURE THAT CROSSWIND AND
The HOV mode velocity references may be changed by the pilot REAR WIND SPEED LIMITS ARE NOT EXCEEDED. IF WIND
using any of the following means: LIMITS ARE EXCEEDED DIRECTIONAL CONTROL MAY NOT BE
➢ pressing the cyclic FTR switch, flying to the desired lateral MAINTAINED.
and longitudinal velocities and then releasing the cyclic FTR
CAUTION
switch
➢ pressing the cyclic beep switch forward, aft, right, or left to WHEN HOV MODE IS ENGAGED ABOVE 2000 FT AGL THE ALT
increase the velocity reference in the direction of the switch MODE DOES NOT AUTOMATICALLY ENGAGE. THEREFORE
press THE PILOT MUST CONTROL COLLECTIVE MANUALLY OR
➢ pressing the cyclic beep fifth position switch to promptly ENGAGE ALT MODE.
zero the velocity reference The hover symbology automatically appears on the PFD when HOV
The HOV mode velocity references are limited to a maximum of 60 mode is engaged. The display shows the aircraft velocity vector and
knots forward and 40 knots left, right, and aft (while aft the velocity the reference velocity symbol.
reference is limited to 40 knots total vector amplitude).

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HOVER MODE
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HOVER MODE OPERATION

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SAR MODES
The 4 Axis Enhanced Flight Director with SAR Modes system is the
complete version of the FD system and requires either EPIC Phase 5,
(software release EB7030191-00107) or Phase 6 (software release
EB7030191-00108 & 109) or Phase 7 (software release EB7030191-
00110/00111). The system contains all the functions of the 4 Axis
Enhanced Flight Director, SAR modes and in addition the
improvements of the Phase 5, 6 and 7 software.

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GUIDANCE CONTROLLER

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PFD MESSAGES MODE DESCRIPTIONS

Armed lateral modes PFD messages are: VOR, VAPP, LOC, BC, The following descriptions assume the modes are coupled, unless
LNAV and captured VOR, VAPP, OS, LOC, BC, LNAV, HDG, HOV, state otherwise.
WTR. Armed collective modes are: GS, VGP, and captured ALT, GS,
➢ TD/H Transition Down Mode.
VS, GA, ALTA, ALVL, RHT, VGP, TD, TDH, TU, VRHT, VPTH. PTH.
Engaged vertical pitch modes are IAS, HOV, DCL, GA, TD, TDH, TU, This mode, when selected and the conditions for TD are met (height
VIAS, W. between 300ft and 2050ft, airspeed greater than 60KIAS), transitions
the aircraft from the current flight condition down to 200ft AGL and
The FD SAR functions available (phase 5 & 6) are as follows:
80KIAS level flight. Pressing the TD/H button the FD will initiate a
descent and deceleration to achieve airspeed reference of 80KIAS
and a height reference of 200ft AGL. When reaching the reference
speed and height the IAS and RHT modes automatically engage.
Pressing the collective FTR button prior to 200 ft will engage RHT
mode at the actual height the button is pushed.
Pressing the cyclic FTR button prior to 80 KIAS will engage IAS at
the actual airspeed the button is pushed. The TD Mode can be exited
by pressing the TD/H pushbutton or by selecting another vertical FD
mode (or FD to STBY)

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➢ Transition Down to Hover Mode.

This mode, when selected and the conditions for TDH are met (height
between 50ft and 300ft, airspeed below 90KIAS), transitions the
aircraft from the current flight condition down to 50ft AGL hover with
0kts groundspeed.
Pressing the TD/H button will initiate a descent and deceleration to
achieve the final hover conditions. When reaching the reference
height and groundspeed the RHT and HOV modes automatically
engage. Pressing the collective FTR button prior to 50 ft will engage
RHT mode at the actual height the button is pushed. Pressing the
cyclic FTR button before reaching 60 kts groundspeed will engage
IAS at the actual airspeed the button is pushed. Pressing the cyclic
FTR button below 60 kts ground-speed will engage HOV at the actual
groundspeed the button is pushed. The TD/H Mode can only be
exited by pressing the TD/H pushbutton or selecting another FD
mode (or FD to STBY).

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NOTE The following table summarize the possible flight director mode
When the TD/H mode is selected the CAS caution and audio transitions and changes to associated flight director references as a
message ‘LANDING GEAR’ is inhibited. result of pressing the TD button:

The TD and TDH mode are available when the APM option for FD
Type is set to “3-CUE” and the APM Option for TD and TDH mode
are enabled.
The TD and TDH mode are disengaged by:
➢ selecting STBY
➢ pressing Go-Around button to activate Transition Up (TU)
➢ toggling the selected PFD
➢ airspeed falling below 55 KIAS
➢ selecting any other vertical mode
➢ radar altimeter TEST is active
➢ while the engine status is autorotation or OEI training.
The loss of the following data cause the TU mode to disengage:
➢ Air Data
➢ AHRS data
➢ Guidance Controller data
➢ Radar altitude data invalid for more than 5 seconds
➢ Radar altitude data miscompare for more than 5 seconds
➢ Power Index data.

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TU - TRANSITION UP MODE
The mode may be selected from either collective GA pushbutton and
will give, when the conditions for a TU are met i.e. airspeed less than
41 KIAS for phase 7 (60 KIAS for Phase 5 and 6) or one of the
following modes TD, TDH, MOT, WTR or HOV is engaged, a climb up
to the set bug reference height of 200 ft AGL on the Rad Alt and the
set bug airspeed of 80 KIAS. Engaging the TU the FD will zero lateral
or negative groundspeed and initiate an acceleration to 60 KIAS for
phase 7 (80 KIAS for Phase 5 and 6). At 60 KIAS the HDG will engage
and transition will occur at a climb rate of 200 fpm (groundspeed
between 0 and 25 kts) or 750 fpm (groundspeed between 25 and 60
kts), maintained until reaching the reference value 200 ft when the
RHT is automatically engaged. The aircraft then accelerates to the
airspeed reference of 80 KIAS and the IAS mode is engaged. The
reference height can be modified by the collective beep switch and
the airspeed by the cyclic beep switch. The TU Mode can be exited
by selecting another vertical FD mode (or FD to STBY).

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The TU mode is available when the APM option for FD Type is set to
“3- CUE” and the APM Option for TU mode is enabled.
The TU mode is disengaged by:
➢ selecting STBY
➢ selecting any other vertical mode
➢ toggling the selected PFD
➢ radar altimeter TEST is active
➢ while the engine status is autorotation or OEI training.
The loss of the following data cause the TU mode to disengage:
➢ Air Data
➢ AHRS data
➢ Guidance Controller data
➢ Radar altitude data invalid for more than 5 seconds
➢ Radar altitude data miscompare for more than 5 seconds
➢ Power Index data.

GO AROUND
The table below summarizes the possible flight director mode
transitions and changes to associated flight director references as a
result of pressing the go-around button.

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MARK ON TARGET MODE ➢ After the FHAF the reference groundspeed can be modified
laterally and longitudinally by pressing the cyclic FTR button
Mark On Target Mode. This mode, when selected, marks the current
to synchronize to the actual groundspeed and to engage
position as a waypoint then manoeuvres the aircraft with a downwind
HOV. When reaching the reference height and groundspeed
leg, then an up wind turn to establish hover at 0 kts groundspeed,
the RHT and HOV modes automatically engage. The MOT
50 ft (15 m) AGL in a position 150 ft (46 m) to the left and 150 ft (46
Mode can only be exited by pushing the MOT pushbutton or
m) downwind of the marked waypoint.
selecting another vertical FD mode (or FD to STBY). The
The MOT sequence is divided in three basic phases: manoeuvres carried out are different dependant on the entry
➢ Approach to FHAF ((Final Hover Approach Fix) First phase conditions when the MOT button is pressed. During the
after MOT engagement, during which the aircraft, following sequence of manoeuvres the collective mode VRHT message
FMS commands, will be headed into the wind at the FHAF. indicates the level flight phase to intercept the vertical path,
FHAF is a point located approximately 0.8 nautical miles (1.5 if required, when the aircraft starts to descend. The message
km) downwind from the target waypoint. Aircraft height at changes to VPTH when on the 3° slope to the FHAF. The
FHAF is approximately 250 ft AGL, with a target speed of 60 message changes to PTH for the last portion of the descent
kt GS. after the FHAF. If the aircraft is flying above the 3° slope at
MOT engagement the collective axis will directly engage the
➢ Approach to Final Hover Fix Second phase, to acquire the
VPTH. On the pitch axis the message VIAS appears anytime
hover waypoint from FHAF, aircraft will descend following a
before the FHAF, indicating the aircraft is reducing the IAS,
3 degree slope vertical path.
if necessary, to obtain 60 kts groundspeed at the FHAF. At
➢ Approach to Final Target Final phase, with pilot taking the the FHAF the message changes to DCL indicating the aircraft
aircraft from hover waypoint to the target location. During is decelerating from 60 kts groundspeed to 0 kts
the approach to hover: groundspeed. A vertical path indicator, in magenta, is
➢ The final hover reference height can be modified by the presented on the PFD to the right of the GS deviation scale
collective beep switch. After Final Hover Approach Fix (FHAF) (See Figure 2-3). This pointer is cantered when the aircraft
pressing the collective FTR button the final hover height is following the 3° path to the hover point. Roll mode LNAV
synchronizes to the actual height with RHT engagement. will be presented on the PFD.

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NOTE ➢ if MOT(DCL) or MOT (XTRK) is engaged and loss of AHRS1 or

When the MOT mode is selected the CAS caution and audio AHRS2 mag heading valid
message ‘LANDING GEAR’ is inhibited ➢ if MOT (PTH) is engaged and loss of selected AHRS N-S or E-
The MOT mode is available when the APM option for FD Type is set W velocity true valid.
to “3- CUE” and the APM Option for MOT mode is enabled. The loss of the following data cause the TU mode to disengage:
The MOT is cancelled by: ➢ Air Data
➢ pressing MOT button on Guidance Controller ➢ AHRS data
➢ AHRS ground velocities and acceleration
➢ selecting STBY through either the Guidance Controller or
STBY buttons on either cyclic; ➢ Guidance Controller data
➢ Radar altitude data invalid for more than 5 seconds
➢ pressing Go Around button on Guidance Controller to activate
➢ FMS data
Transition Up (TU)
➢ Power Index data.
➢ selecting any other pitch, roll or collective mode
➢ toggling the selected PFD
➢ radar Altimeter TEST is active
➢ loss of FMS MOT capture for more than 2 seconds
➢ loss of FMS valid
➢ radar altitude data invalid for more than 5 seconds
➢ radar altitude data miscompare for more than 5 seconds
➢ selected radar altitude above 2050 ft.
➢ if MOT (VIAS), MOT(LNAV) or MOT VPTH is engaged and
airspeed drops below 50 Knots for more than 5 seconds
➢ aircraft transition on ground

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WTR WINCHMAN TRIM MODE FMS SEARCH PATTERNS

This mode, (available in HOV Mode only) when selected by the pilot, SAR type search patterns are available in the FMS which, when
displays a WTR message on the PFD and permits the Hoist Operator inserted in a flight plan using the MCDU, are displayed on the MFD
(HO) to control the aircraft hover lateral and longitudinal and can be flown using the NAV function. The following search
groundspeed using the hoist pendant five position switch. patterns are available:
Groundspeeds up to a maximum of 10 kts, from the value established
➢ Expanding Square
by the pilot in HOV mode, can be controlled by the HO. The five
position switch allows the HO to control the aircraft fore - ➢ Sector
aft and lateral groundspeed. When the switch is moved towards the ➢ Creeping Ladder
FWD label the aircraft moves forward, when moved towards L the ➢ Parallel.
aircraft translates laterally to the left and conversely R for translation
right and AFT for rearward motion. Pushing the centre position of the
five position switch the HO can reset his groundspeed corrections.
Pilot input will over-ride HO input at any time. The WTR Mode can
be exited by pressing the WTR pushbutton or selecting another
vertical FD mode (or FD to STBY)
The WTR mode is available when the APM option for FD Type is set
to “3- CUE” and the APM Option for WTR mode is enabled.
The WTR mode is cancelled by pressing the WTR or STBY button on
the Guidance Controller. Disengage or loss of HOV for any reason
result in the disengage of WTR.

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FLIGHT DIRECTOR FAILURE – CAS WARNING AND

GUIDANCE CONTROLLER FAILURE
CAUTION MESSAGES
In case of guidance controller failure, recognised as non functionality
No CAS Warning or Caution messages are generated to indicate FD
of panel pushbuttons (that is modes cannot be changed or
malfunctions. However indication on both PFD displays indicate the
disengaged using the panel pushbuttons), the FD may be disengaged
state of the flight director system.
using the cyclic FD STBY button.

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LIMITATIONS

Refer to AW139-RFM-4D Supplement 34 SECTION 1 for the ➢ VGP LIMITATIONS

discussion of
➢ WEIGHT AND CENTRE OF GRAVITY LIMITATIONS
➢ FLIGHT DIRECTOR MODES LIMITATIONS
➢ FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS AND
MINIMUM USE HEIGHT (MUH)
➢ REQUIRED EQUIPMENT
➢ VOR LIMITATIONS
➢ ILS APPROACH MODE LIMITATIONS
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(CAT. B2) Date: 21 February 2021

LIMITATIONS

Refer to AW139-RFM-4D Supplement 34 SECTION 1 for the

discussion of
➢ WEIGHT AND CENTRE OF GRAVITY LIMITATIONS
➢ FLIGHT DIRECTOR MODES LIMITATIONS
➢ FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS AND
MINIMUM
USE HEIGHT (MUH)
➢ REQUIRED EQUIPMENT
➢ VOR LIMITATIONS
➢ ILS APPROACH MODE LIMITATIONS
➢ VGP LIMITATIONS

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PAGE INTENTIONALLY LEFT BLANK

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