Page 24 DESCRIPTION OF CONTROL LAW (cont. PROPORTIONAL TERM (cont.) This function is quickly achieved. The command is applied as soon as the deviation is detected. It is to be noted that the response accuracy is directly dependent on the accuracy of the comparator which computes the deviation AA. However, due to the inertia inherent in the aircrafl, the latter may oscillate a few times before stabilizing at the reference attitude. ‘The quality expected from the auto pitot in case of helicopter swing will be to bring the helicopter back towards the reference attitude: - As quickly as possible. ~ Without (or almost without) oscillations. The question is therefore to determine which command best suits these rocpomeris A ‘Swing Ao} Alt) | With the sole direct term, in the event of It helicopter swing, the attitude error 4A is = detected and a signal B= Ki AA is generated. The helicopter is brought ry Control Surface ack towards its initial attitude. As this ‘Commands attitude is reached, the command towards the control surfaces is nil but B= Ki aA due to the inertial effect, the helicopter ’ {goes past the reference altitude. OSCILLATIONS OCCUR DUE TO THE INERTIAL EFFECT. FOR TRAINING PURPOSES ONLYPage 25 DESCRIPTION OF CONTROL LAWS (con' DERIVED TERM AIRCRAFT ATTITUDE EXCURSION ATTENUATED ‘HEADING REFERENCES, BY THE DERIVED TERM Direct Term Derived Term Computed p Command Direct Term + Derived Term [comm | In order to improve damping, itis necessary to ANTICIPATE and to apply a command to the control surfaces, which is intended to counteract the movements of the aircraft being by its” inertia, This Is the function of derived term K2 dA, dt ‘The command applied to the control surfaces will therefore depend on the deviation AA but also on the aircraft speed, The computed command: BEKI OA K2 A at = Corrects the error from 1 to 2. = Opposes inertia from 2 to 3. = Corrects the error due to residual inertia from 3 to 4. = Opposes inertia from 4 to 5. POWER FLYING COMPONENTS CONTROLS ‘SENSORS. _—— Of course, the practical difficulty of such a system rests in the selection of the K2 value. This is done once during the AFCS Flight Trials. FOR TRAINING PURPOSE ONLYPage 26 A.P. SYSTEM FUNCTIONS NOTE: The example taken-in this paragraph concems the pitch channel (). The roll channel is identical. As regards to the yaw channel, only the synchronization and stabilization functions are ensured, to which the turn and should be added. SYNCHRONIZATION The purposes of synchronization is to cancel the A.P. output voltage as long as the channel is not engaged. This is done in order to avoid jerks in the flying controls on channel engagement. | COMPUTER 3 i contnot| Ol | AF | cerns ! Lae | (iy TRIM | a tee iacruatod LL. ——j 41_ sensors Logic A closed > Memory input altitude = Memory output attitude E = > 4A = 0, Logic Bopen —————— Zero signal at computer output; actuator’ operation is inhibited. STABILIZATION REFERENCE MEMORY This is the basic A.P. function as soen as the channel is engaged. ‘COMPUTER conrrnot | a {actuator} “Ot REFERENCE ce MEMORY . B [ ee Logic A open ——> E=So= Aircraft attitude at time of channel engagement. Logic B closed ——> Control actuator supplied, as per command @’ = K1 AA + K2.dA dt ‘Trim actuator supplied as per command fi" = K3fAdt FOR TRAINING PURPOSE ONLYPage 27 CONTROLLED ATTITUDE CHANGES IN FLIGHT REFERENCE CHANGE THROUGH «BEEP TRIM» NOTE: This function does not concem the yaw channel. ‘A 4-way pushbutton located on the cyclic stick enables the bank attitude and pitch attitude references to be modified by the pilot. This pushbutton acts upon the pitch (or roll) memories, by incrementing or decrementing their content. y r DANE atitde chonoe Lo AIRCRAFT CONTROL THROUGH ARTIFICIAL LOADS The pilot may vary the helicopter attitude by action on the cyclic stick; as signal E is not modified, the A.P. will tend to oppose the pilot's action. It is therefore necessary: - To inhibit the ‘trim actuator operation. A load detector (force link) is located to this end in the control channel. When it detects a stick movement under pilot's action, the TRIM actuator is disconnected electrically. - To obtain preponderance of the derived term dé/dt over the proportional term KIA A (in order to maintain dampening of quick aircraft movements). The influence of K1 AA is thus peak limited. Its amplitude, thereby modified, cannot reach the 10% authority saturation value of the control actuator. be want conrnot acruaron Pest ining ‘SATURATION be Ln ais ET Dre | FOL aa bat | sae) ‘senvo.cowrnen amnenarr Us ‘Staucrune = Yau ACTUATOR ux CONTROL ACTUATOR [At the end of the maneuver, the stick reverts to its initial anchoring position and the helicopter to its initial attitude, FOR TRAINING PURPOSE ONLYPage 28 CONTROLLED ATTITUDE CHANGES IN FLIGHT (cont.) ARTIFICIAL FEEL RELEASE é This function is uséd for maneuvers requiring ample stick motions. In order to modify the helicopter atlitude, the pilot has to depress a pushbutton (artificial load release) located on the yolic stick grip and move the stick simultaneously. This results in: - Memory synchronization by closure of logic A (4A = 0), Trim actuator release. The stick is released from its anchoring point. It is to be noted that signal K2 A remains active in order to dampen quick movements. dt At the end of the maneuver, the helicopter attitude has changed according to: . The Stick position FLYING cris. ‘SENSORS ‘SYNCHRONIZATION ‘SERVO-CONTROL [ACTUATOR RELEASE Ft { 1 oe ( aS FORCE ‘TRIM ACTUATOR LING Also note that the force link is not actuated as the artificial feel is released. FOR TRAINING PURPOSE ONLYPage 29 YAW CHANNEL SPECIAL FEATURE «FEET ON PEDALS» TURN FLING \ AIR CRAFT Le A - i lz, See iocmrASs) FORCE LINK If the pilot actuates the rudder pedals with the yaw channel engaged, the aircraft heading changes and the force link is actuated, thereby synchronizing the memory. The new heading is memorized at the end of the maneuver. COORDINATED TURN Ea ‘COMPASS The operating mode enables a coordinated tum (i.e. ball centered) to be achieved by actuating the cyclic stick only. The command generated by the computer yaw channel is dependent on: The helicopter bank angle ¢. leo Im In > leo HEADING HOLD HEADING SELECT ELY THROUGH COORDINATED TURN PRE CONTROL BASIC AUTO PILOT BEEP TRIM MANUAL TRIM AUTO TRIM BEEP AND STICK Page 30 AUTOPILOT TERMINOLOGY : Automatic Stabilization Engagement. This mode provides for long term attitude stabilization with *hands off”. This is ‘the normal mode of operation. Stability Augmentation System. This mode provides for short term attitude stabilization by damping for low amplitude motion, This mode requires for Hands On fying. Will maintain current heading at moment Auto Pilot is engaged. You must have yaw lane #2 operational and engaged. + This mode allows the pilot to select a desired heading by use of the heading bug on the HSI. : This occurs when the auto pilot is engaged and the pilot overrides it. + This function keeps the side slip ball centered during bank angles greater than 4 degrees provided airspeed is at least 34 knots. jrcraft has a natural tendency to pitch down, roll right and yaw left at high speeds when the collective is decreased and vise versa. Collective pre control is the action by the auto pilot to counter this natural tendency. + The auto pilot is in this mode when just lane 1 and/or lane 2 is engaged and NO upper modes (HDG, VOR, ALT, ALS, etc...) are engaged. + Allows for slow and even modification of pitch and roll attitude. : Beep trim when auto pilot is NOT engaged. : Trim commands by the computer with the auto pilot engaged. : This allows for rapid modification of the pitch and roll reference memory in the computer. To accomplish this the pilot first moves the cyclic then beeps the axis he wishes modified. FOR TRAINING PURPOSES ONLYPage 31 - A/S ENG/DISENG. - COUPLER RELEASE - A/P DISCONNECT * BEEP TRIM - STICK TRIM RELEASE - G/A (Go Around) OUEWNH ' only on certain installations. CYCLIC AND COLLECTIVE GRIP SWITCHES FOR TRAINING PURPOSE ONLYBaaaanas Page 32 SFIM 155D AFCS COMPONENTS DESCRIPTION PART NUMBER Pitch Series Actuator 418-00562-312 Roll Series Actuator Yaw Series Actuator Pitch Trim Actuator Roll Trim Actuator Yaw Trim Actuator Lateral Accelerometer Baran (Air Data Sensor) CG-130 (Compass Gyro) UCCPA (Comp. Mode Controller) PA-155 Computer BAV (Actuator Amplifier Unit) CDV Mod Controller CDV-85 (Flight Director Coupler) 418-00561-612 418-00478-044 (365N) 418-00478-034 (365N1/N2) 418-00500-001 418-00500-001 418-00501-100 (365N) 418-00666-100 (365N1/N2) 418-00241-100 418-00475-450/550 58057-XXX 418-00456-304 418-00491-XXX 418-00468-XXX 419-00321-XXX 419-00320-XXX FOR TRAINING PURPOSES ONLYPage 33 SFIM 155D AUTOMATIC PILOT SYSTEM DESCRIP ‘The SFIM 155D is a 3-axis duplex automatic pilot system. Pitch axis (longitudinal cyclic pitch control), Roll Axis (lateral cyclic pitch control). Yaw axis (anti-torque rotor pitch control). . Each axis is controlled by two automatically monitored lanes with comparators at several points in the circuit to ensure fail-passive operation. The system is a series/parallel electromechanical autopilot actuating the flight controls by means of the following power components: ~ Ahigh-speed limited authority twin-motor electric actuator on the pitch axis. . - Two high-speed limited authority twin-motor electric actuators on the Toll axis (required because of the divided roll axis flight control linkage). - Ahigh-speed limited authority single-motor electric actuator on the yaw axis. These controlled position actuators are mounted in series in the flight control linkage after the anchoring point, where they drive the output linkage to the rotor blades without affecting the input linkage from the cockpit controts. Each axis is also provided with a parallel-mounted trim actuator comprising @ preloaded spring, a clutch release mechanism and a load-sensing microswitch. Each axis is controlled by electrical signals coming from horizon detectors (VG), the gyromagnetic compass (D.G.), rate gyro, accelerometer, air data module, collective pitch sensor, yaw pedal position sensor, yaw channel microswitch link and actuator position sensing potentiometers. ‘The computer corrects, matches, sums and amplifies these inputs to generate on each channel a DC voltage signal proportional to the desired movement of the corresponding flight control. The computer is assisted by an actuator amplifier unit (AAU or BAV) that controls the high-speed electric actuators on the pitch and roll channels. FOR TRAINING PURPOSES ONLYPage 34 SFIM 155D AUTOMATIC PILOT SYSTEM (cont.) FUNCTIONS The autopilot system provides the following functions = Automatic pitch, roll, yaw, synchronization prior to engagement of thé autopilot = Long-term pitch and roll attitude stabilization. - Pure attitude damping by pilot selection on the control unit. - Present heading stabilization on the yaw axis; selected heading hold on the roll axis; turn coordination by the yaw axis. - Airspeed or altitude hold on the pitch axis. - Selected airspeed hold (up to the airspeed sensor maximum limit). ~ Reference attitude modifications by means of a trim release switch or a 4-way beep trim switch. - Fly-through manual override control at all times without modifying the attitude references on the pitch, roll = Threshold-limited automatic trim on the pitch and roll axis. - Fly-through manual override contro! on the yaw axis by means of the yaw pedals and storage of heading at completion of turn. ~ System operating safety based on the computer architecture with channel and automatic trim monitoring circuitry. = Qualitative system safety self-test routine initiated on the control unit. 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