Book 9 Module 13 AUTO PILOTS - 5 ROLL CHANNEL SYSTEMS Licence By Post Licence By Post © copyright B2 13.3 ISSUE 142CONTENTS Roll attitude stabilisation Turn knob and rate gyro Limiters and roll accelerometer CWS and versine Heading select and heading hold modes AFDS roll channel interface Roll channel signal flow A/P disengaged F/D heading select mode A/P attitude hold mode A/P control wheel steering mode A/P heading hold mode VOR/LOC mode | A/P - F/D VOR-LOC captured mode: D/A.ngt valid Inertial navigation terminology A/P - F/D VOR-LOC captured mode: D/A valid A/D -F/D INS captured mode F/D go around mode B747 roll channel - mode selection and operation Page wWOnWH 16 16 18 18 20 21 28 30 32 33 34 35HOW TO TACKLE THIS BOOK ‘As with all the other books in the autopilot series you will not be required to know details that are specific to one particular aircraft. You should, however, understand the principles behind each system and relate these to your own. aircraft as far as possible. You should have a thorough understanding of these principles.ROLL ATTITUDE STABILISATION Figure 1 shows a synchronising action prior to the engagement of the autopilot. ‘The rotor of a control synchro is driven to the current roll angle of the aircraft. As the aircraft manoeuvres in roll the roll signal from the vertical gyro is sent to the control transformer stator. The error signal from the rotor is amplified and fed to a servomotor which drives the rotor until a null is achieved. When the autopilot is engaged the servomotor is clamped and the Control Transformer (CT) rotor is connected to the transfer valve of the autopilot actuator. At this instant the rotor output is at a null so no standing signal exists to cause the system to jerk. If the bank angle now changes, an error signal is developed and applied to the transfer valve. This causes the aileron actuator to move until the LVDT feedback fully opposes the command signal. Thus the ailerons are moved to drive the aircraft back towards the datum position it was at on engagement. \ As the aircraft rolls back the command signal decreases. The LVDT'signal now predominates and drives the ailerons towards their faired position, until a null exists at the CT rotor and the LVDT and the command signal to the transfer valve is zero. / =a AY ROLL ATTITUDE VERTICAL GYRO. AUTOPILOT ACTUATOR wor J. rRaNsFER VALVE, ROLL COMPUTER ‘AILERON POWER UNTT ‘THis MODE HOLDS ROLL ATTITUDE AFTER ENGAGE Fig. 1 ROLL ATTITUDE HOLD ON ENGAGEMENTa¥ ROLL ATTITUDE, VERTICAL GYRO AUTOPILOT ‘ACTUATOR wor TRANSFER VALVE ROLL COMPUTER [AILERON POWER UNIT ‘THIS MODE LEVELS AIRCRAFT (IF NOT LEVEL) AND MAINTAINS LEVEL ATTITUDE AFTER ENGAGE I {SYNCHRONISING BEFORE ENGAGEMENT) | Fig. 2 WINGS ubeymuin ON ENGAGEMENT \ Figure 2 shows a modified action which ‘ill synchronise the roll. chanhel to the aircraft bank angle prior to autopilot engagement, but will drive the wings level, and maintain them level, on engbging the gutopilot. ‘This is achieved’ by the servomotor driving/a fesolver synchro rotor as well as the controltransformer rotor. This-resolver rotor drives to the same angle prior to engagement but its stator sine winding is not connected to the summing point. If for example, prior to engagement, the aircraft has a 10° right wing down bank, a 10° signal is developed in the sine winding. On engagement, this signal is switched into the servo amplifier instead of the CT rotor output. The servomotor runs, driving the CT rotor away from its null position. This causes the ailerons to be displaced in such a manner as to drive the aircraft towards the wing level condition. As the aircraft bank angle decreases the VG signal changes, causing the control transformer stator flux to follow the rotor with a lag sufficient to hold the ailerons displaced. When the resolver and CT rotors have been driven to the wings level position the command signal falls to zero and the LVDT feedback signal drives the ailerons to the faired position.The autopilot roll channel operation just described involves the use of relays and servomotors. However, the actual technology employed makes no difference to the action required, and the same functions will be carried out in an all digital system. As an example of the use of wings levelling and attitude hold the following data is for the BAe 146 (SEP 10 AFGS system). Bank angle < 3° on engagement - heading maintained, ie wings levelled. Bank angle between 3° and 25° - existing bank angle is maintained. Bank angle between 25° and 42° - autopilot rolls the aircraft to reduce bank angle to 25°. Bank angle > 42° - autopilot will not engage. TURN KNOB AND RATE GYRO | } Figure 3 shows the introduction of arate gyro and a turn controller. ‘The diagram shows the autopilot engaged and wings levelled confor: The turn knob is in detent/and thus there is no signal from its potentiometer. The rate gyro will produce a signal only when the bank angle is changing, and this signal always opposes theirnovement producing it. It is, therefore, negative feedback, and dampens aircraft movement. If the turn knob is moved out of detent clockwise, an anti-phase signal is produced; if anti-clockwise, then an in-phase signal results. The further the knob is turned, the greater the bank angle commanded. ‘The maximum bank angle capable of being commanded is pre-set to 25° or 30°. Figure 4 shows the condition of the turn knob turned to its maximum anti- clockwise limit. The resulting signal causes the servomotor to drive its synchro rotors towards the 30° position. The sine winding of the resolver is providing a follow-up signal to reduce the signal to the servomotor. Since the aircraft is now banking, the rate gyro output further reduces the signal.Q abel Dt ROLL ATTITUDE ‘CONTROL PANEL ie AUTOPILOT ACTUATOR wot ‘TRANSFER ENG VALVE, ROLL COMPUTER AILERON POWER UNIT WITHOUT CONTROL: KNOB INPUT THIS MODE HOLDS WINGS LEVEL--—— Fig. 3 TURN knoe AND RATE GYRO | supPLy [& ROU ATTITUDE VERTICAL GYRO ENG. ‘CONTROL PANEL AUTOPLOT . ACTUATOR WoT TRANSFER VALVE. ROLL COMPUTER WITH TURN KNOB COMMAND (MAX) COMPUTER SERVO MOTOR ‘TURNS SYNCHRO ROTORS CAUSING AIRCRAFT TO BANK ‘AILERON POWER UNIT Fig. 4. TURN KNOB BANKING AIRCRAFTThe action at the control transformer rotor and stator is similar to that described for roll attitude stabilisation, with the stator field lagging the rotor by an amount sufficient to keep the ailerons displaced far enough to cause the aircraft to roll at the same rate as the CT rotor. This condition continues until the servomotor has driven the CT rotor to an angle of 30° from its original null position. Figure 5 shows the aircraft in a 30° left bank. The vertical gyro stator signal has caused the control transformer stator field to have moved 30° from its wings level position. The follow-up signal from the resolver sine winding is a 30° signal cancelling the input from the turn knob at the lower summing point. The aircraft has stopped moving in roll and therefore the rate gyro output is a null. ‘There is no input to the servomotor and the synchro rotors have stopped at 30° from the wings level position. There is null at the input to the transfer valve and the LVDT signal has driven the ailerons to the near faired position. The ailerons have to be displaced by a small-amount to prevent the aircraft stabilising forces from rolling the aircraft back to wings level. However, the amount is small and will be ignored in this and following diagrams. Moving the turn knob back towards detent results in the follow-up signal predominating and causing the servomotor to run in the opposite direction. ‘This will roll the aircraft back towards the’ wings level position, The aircraft will take up the bank angle represented by the CT rotor. FOLLOW UP=CONMAND 6 Se VALVE CONTROL PANEL ROLL COMPUTER, [NLERON POWER UNT [AIRCRAFT ATTITUDE FOLLOWS CONTROL SYNCHRO ROTOR Fig. 5 AIRCRAFT BANKED 30°LIMITERS AND ROLL ACCELEROMETER Figure 6 introduces a bank angle command limiter, a roll command rate limiter, roll accelerometers and a tachogenerator. ‘The tachogenerator is used to provide negative velocity feedback which dampens the action of the inner loop. The bank angle command limiter will limit the maximum command signal to a value which will cause a specific maximum bank angle, depending on the roll mode. (In this case a maximum of 30° bank is operating). ARCRAFT LeveL 3] conrno. VERTICAL GYRO froroptor we ‘ACTUATOR TRANSFER ROU COMPUTER, /NLERON PrCU ITAL COMMAND -NO IMMEDIATE SYNCHRO MOVEMENT Fig. 6 USE OF LIMITERS AND ROLL ACCELEROMETERS ‘The roll command rate limiter imposes a lag on the roll command signal, thus limiting the rate of change of the command signal. At the ailerons this will impose a maximum rate of change to some specific value, depending on the control mode. Roll command rate limiter outputs range from 1 1/2° per second to 7° per second. The roll accelerometers are mounted at the top and bottom of the fuselage, near the centre of gravity, so that their armatures respond to sideways movement only.‘They are connected in series-opposition and if the aircraft moves bodily sideways their outputs cancel. When the aircraft rolls the top accelerometer moves one way and the bottom accelerometer moves the other way. Their two outputs are, therefore, added. Since the signal is proportional to acceleration it is fed to a lag filter which changes the signal to roll rate. This set-up can be used instead of a rate gyro. Figure 6 shows that the turn knob is turned to maximum. This signal is fed to the bank angle limiter. The limiter is limiting the signal to an equivalent of 30°, and this signal is fed to a summing point where it combines with the position feedback from the resolver sine winding. The reduced signal is sent to the roll command rate limiter (which will limit the rate of change of the command signal). The rate limiter output is fed to another summing point where it is summed with the negative rate signal from the lag filter and the negative damping signal from the tacho-generator. ‘The final signal is amplified to drive the servomotor, which causes the control transformer rotor to turn. . ‘This creates a difference between the rotor and the stator field and the\ resulting signal is fed to the transfer valve|via a summing point. The\transfer valve causes the autopilot actuator to move until the LVDT feettback i is equal and opposite to the command signal. [ARCRAFT BANKNG ST] common VERTICAL GYRO) pane. / | [anonarr, ROU. ATTITUDE I or 6- ie foropcor uve] ‘ACTUATOR. ° sy mae au Nou waive ‘ALERON PFCU ROLL COMPUTER. ‘THE SANK ANGLE UMITER DETERMINES THE ANGLE OF BANK. Fig. 7 BANK ANGLE LIMITER WITH DETERMINED BANK ANGLEThe aircraft rolls and the vertical gyro roll synchro output causes the CT stator field to follow just behind the rotor. This is necessary in order to maintain the ailerons at their displaced position. When the servomotor has driven the resolver rotor and the control transformer rotor to the 30° position, the output of the sine winding cancels the output of the bank angle limiter. There is no input to the servo amplifier and no output from the accelerometers. The servomotor has stopped and the tachogenerator signal is zero. ‘The aircraft bank angle is equal to the CT rotor displacement, so there is no output to the transfer valve and the ailerons have faired. CWS AND VERSINE Figure 8 shows the roll computer in the attitude hold mode. The servomotor is clamped, keeping the control transformer rotor at the desired roll attitude. The resolver cosine winding is providing the cosine of the ball angle, in order to send tHe versine to the pitch computer for'lift compensation] when|the aircraft banks. | | { SN i , roncouraten | [verrens orm caauiteecorasiey | [RoUarTTUDe eaawanaue |” | verse UMTER. Feo, CAUBRATED ee, ROU RATE ‘UMITER -)- oath Ba fictornor wor NG ‘ACTUATOR “ {| TRANSFER wave Teva oeTECTOR ‘ALERON PFCU Cc [ews Taansoucen ROU COMPUTER ATTITUDE HOLD WDE | ttre une eo he ples ‘Siecle eqaed gH ve cc “Part econ he Ate Ht ede Fig. 8 CWS AND VERSINE v‘The level detector looks at the output of the control wheel steering transducer. When the signal level has risen to that which is equivalent to 4Ibf on the control wheel, it operates the switch to connect the transducer output into the command circuit. At the same time it cancels the attitude hold by switching in the servomotor. The sine winding feedback signal is disconnected so that, as long as the force is applied, the servomotor will continue to run, calling for an increasing bank angle. As soon as the control wheel is released, the roll channel reverts to the attitude hold mode, and the autopilot maintains the bank angle which existed on release of the control wheel. ‘The bank angle limiter is bypassed to enable the pilot to achieve greater bank angles if so desired. HEADING SELECT AND HEADING HOLD MODES Figure 9 shows the operation of the autopilot in heading select mode:, ‘The aircraft in the far left position shows the autopilot maintaining a h¢ading of 090°, which is shown by the heading select marker (the triangle) in | alignment with the upper lubber line on the Horizontal Situation Indicator (HSI). The Heading Select control transformer is at a null. wf ‘The second position of the aircraft|shows, onthe HSI, that the pilot has selected a new heading of 150° by moving the marker to the 150° position. ‘This introduces a 60° heading select error which is sent to the roll computer. A maximum right bank is commanded and the aircraft turns'to the right. The azimuth or compass card is driven anticlockwise, carrying the marker with it. ‘The error signal reduces as the aircraft turns. ‘The third aircraft shows the aircraft wings levelled on the new heading of 150°, and the heading marker is aligned with the upper lubber line. Any deviation from that heading will result in an error signal which will cause the roll computer to return the aircraft to the selected heading. Figure 10 shows how the Heading Select error, and the Course Select error, are produced in the HSI, or, in this case, the instrument is called the Course Indicator. Aircraft heading is fed from the compass system to the stators of Heading Select control transformer and the Course Datum control transformer.ORIGINAL HEADING 50 deg Fig. 9 HEADING SELECT MODE \ | {I | amas c4no poy secon sano CAR RATE pan Cape INSTROMENT Av fatin ile a Kavasmcoureo. |. course SrORNE Teas z SIGNAL cowenss TORO cowerss |_Vexowa COURSE ATM STEERING orsren CONTROL TRANSFORMER ConPuTen course NAVIGATION RESOLVES neceiveR A ens © Exon veaona som canon Tonau cOnTRoL reer Pe SS couPuTER Fig. 10 COURSE AND HEADING SELECT ERROR -10-Rotation of the heading knob (marked with a triangle) moves the heading marker and the rotor of the synchro. When the heading marker is aligned with the aircraft heading at the lubber line, the signal from the rotor is at a null. ‘Therefore as the marker is moved away from the current heading, the error signal from the rotor of the synchro builds up, proportional to the angle between the heading and the marker. A similar operation occurs with the course knob rotating the Course Synchro rotor and the Course arrow. Course Select error is used in conjunction with VOR and ILS modes, (radio-coupled modes). Figure 11 shows how Heading Select and Course Select errors are produced from a remote selector panel. i ‘nsToPRaTeELECTOR Fig. 11 REMOTE SELECTION OF COURSE/HEADING SELECT ‘Two methods of obtaining a Heading Hold signal are considered next. Figure 12 shows a compass system with a Directional Gyro (DG) and a Compass Coupler. ‘The signal from the DG drives a servomotor which is connected to a bank of synchros. The Control Transmitter (CX) number 7 (figure 12) has a clutched, spring-loaded rotor. -11-This CX provides the heading error signal. Prior to the selection of the Heading Hold mode the clutch is de-energised and the rotor is spring-loaded to a zero error position. The Heading Hold engage signal from the roll computer engages the clutch and that establishes the existing heading as a datum. If the heading now changes, the servomotor drives the synchro rotor via the clutch and an error signal builds up on the rotor. This error signal is fed to the roll computer to return the aircraft to the datum heading. DIRECTIONAL G¥RO r)) KOVR 5 Prodan 4 pulse, exFunctions | sone ©). rp an be mo ourte SEL pofnter and heading S ©) #2" low yutee ae Scere 2. foal nao» aooan 2a) Rarccam, | tfevnraannoe Socnecale | Soltero aan 1 secre eat ‘Some tered HOS ph mode pan Seer seman See eta ‘area nese Yeoman ‘econ pet Laon courttarion courasscourien Fig. 12 HEADING HOLD SIGNAL Figure 13 shows an alternative method of establishing a Heading Hold, and introduces the use of roll error from the vertical gyro rather than the roll attitude used in previous diagrams. -12-Heading Hold Servo Loop ‘The stator of the autopilot heading synchro in the DG is connected to the stator of a control transformer in the Roll Computer. When the rotor is not at 90° to the stator field the resulting error voltage is amplified to drive the servomotor. The motor is connected, via a gear train, to the CT rotor, and will drive the rotor to a null. In other words, it synchronises to the aircraft heading as long as Heading Hold is not engaged. When the autopilot is in Heading Hold mode the servomotor (and the CT rotor) is clamped, and the rotor output is switched into the bank angle limiter. Any departure of the aircraft heading from the datum will produce an output from the rotor which will cause the aircraft to bank and turn back to the datum heading, when, once again, the rotor will be at a null. O | Sr __[asrorsor ‘ACTUATOR wor ‘HUNsrER NAVE ‘AMERON PFCU weaonio "SELECT ‘ROLL COMPUTER. Fourase svevem oo se. Fig. 13 HEADING HOLD, HEADING SELECT AND ROLL ERROR aseFigure 14 shows the aileron channel of the BAC 1-11 with an operational choice of a clutched synchro heading hold or a servo loop heading hold, and figure 15 shows how a Roll Error signal is produced in the Vertical Gyro. 4 comet ol on ‘pe 8052 contr ee, | pf wees | [emir ie Coe” [sr - = Fan pe 8 orp | cates b “ype 157 Compe | Fig. 14 Roll Error 209m Vow Hong Ero BAC 1-11 AILERON CHANNEL - HEADING HOLD ROLL POSITION SIGNAL | | [ROW ae Fig. 15 ROLL ERROR SIGNAL ERROR SIGNAL In the Roll Computer the control transformer is replaced by a resolver using its sine winding output for roll attitude control. When the aircraft attitude is wings level the roll error signal is null. If a command is generated calling for a 10° bank angle the servo motor drives the control resolver 10° away from its wings level position. A signal is fed to the transfer valve to operate the aileron actuator, which in turn operates the ailerons until a 10° bank is achieved. At this time the 10° bank demand from the control resolver sine winding is cancelled at the summing point by the roll error signal. 14-AFDS ROLL CHANNEL INTERFACE The system shown in figure 16 is based on the Boeing 747 autopilot (SPZ1). The roll computer provides commands to the Flight Director system in addition to the Autopilot system. In a triple channel aircraft typically there would be the following: 3 Roll Computers 3 Inertial Navigation Systems (INS) 3. VHF Navigational Receivers 2 Compass Couplers 2 Central Air Data Computers (CADC) Where there are only two signal sources No 1 would be used for computers No 1 and No 3, and No 2 for computer No 2. IWERTIAL NAV SYSTEM ROLL COMPUTER 1 ROLL ERROR Tabi Fr camutar TRACK ANGLE To scr ry NERROR + ‘aps FD ence | Aue | chose Tascx Focomuno z ae! Devarion en ouvert 0 SD 9 DRIFT ANGLE] + Moe seLEcTOR row, Toeompuers owetvense ——PANEL Hos FMDeft bas Woo set ERROR | ae CRS SEL ERROR - TRANSFER VALVE coMmenss ‘CAMOUT DETECTION ‘NLERON POSTION COUPLER cuncurrRY wor HOGINFO OUT —- [AUTOPILOT ACTUATOR wor HOG ERROR WORTTOR AND Oana“ Loaie uNT HE NAY [RAV oevaTiOn cane, INDICATED AIRSPEED + ROLL FORCE TRANSDUCER ‘CONTROL WHEEL] STEERING Fig. 16 AFDS ROLL CHANNEL INTERFACE - B747 Se‘The Captain and First Officer both have flight director selector switches with which they can select a particular computer to provide commands to their ADI's (Attitude Director Indicator). The Mode Select Panel has a switch for each flight director display. In the OFF position an "out of view" bias is applied to the command bars. "Cam Out’ refers to automatic autopilot disconnect as a result of failure or excessive difference in signals when in dual or triple channel operation. ROLL CHANNEL MODES SIGNAL FLOW A/P Disengaged: F/D Heading Select Mode Figure 17 shows that the autopilot has two synchronising actions taking place. The servomotor is driving to maintain the output of the sumiing point; (at the lower right of the figure), at a null, In other words, the resolver eirven to follow aircraft roll attitude. When the resolver is at an angle corresponding to the bank angle then] its output is cancelling the roll attitude error signal. | | ‘The second synchronising action takes the output of the transfel valve Amplifier, inverts it and feeds it back into the amplifier input until the output-is driven to a null. ii ‘These synchronising actions ensure ‘that the autopilot can be engaged without jolting the aircraft, 7 With the flight director operating in heading select mode, the heading select error is switched into the signal path. Any error is fed through the bank angle limiter, the roll rate limiter, the go-around switch and a summing point to a limiter which limits the movement of the ADI roll command bar. A heading select error signal will command the pilot to bank the aircraft in the desired direction to turn the aircraft back towards the selected heading. As the pilot banks the aircraft the roll attitude error signal cancels the signal out of the roll rate limiter. As the heading select error signal reduces, the attitude error signal predominates to drive the command bar the other way to command the pilot to roll the aircraft back towards wings level -16-broad Arona, + Gan crane Fig. 17 A/P DISENGAGED: F/D HEADING SELECT MODE blank -17-(cued Angee, —————————+ Gan ouance ROLL COMPUTER Fig. 18 A/P ATTITUDE HOLD MODE | | A/P Attitude Hold Mode In figure 18 the F/D could be in any mode. When the A/P is in attitude hold mode the servomotor is clamped. Thus the aircraft is forced to maintain the bank angle represented by the resolver rotor position. Attitude hold mode in the roll channel exists only in Control Wheel Steering mode and with no force on the control wheel A/P Control Wheel Steering Mode Figure 19 shows the roll computer in the Control Wheel Steering mode with a force greater than about 4Ibf being applied to the control wheel. -18-mare }To 04 re a ® from Ng ear | Fig 19. A/P CONTROL WHEEL STEERING MODE The output of the control wheel force transducer is switched into the servomotor circuit at the roll rate limiter, through a switch operated by the control wheel steering level detector. As long as the pilot maintains a force greater than 4Ibf on the control wheel, the servomotor will continue to run, increasing the aircraft bank angle. When the pilot releases the control wheel the roll channel reverts to the roll attitude hold mode. To return the aircraft to a wings level position, the pilot applies a force on the control wheel in the opposite direction. This will reverse the phase of the signal and cause the servomotor to drive in the opposite direction. When Control Wheel Steering is selected all other roll commands are disconnected from the servomotor circuits (with the exception of the heading hold). Also the feedback resolver sine winding output is disconnected. ioeep) ~ ROLL COMPUTER | Fig. 20 A/P HEADING HOLD MODE A/P Heading Hold Mode ¥ Figure 20 shows the roll computer in the heading hold mode. The heading error signal is produced in the compass coupler from the clutched spring-loaded rotor of the heading hold synchro as described in the section on Heading Select and Heading Hold Modes in this book. If the aircraft heading changes after the heading hold mode is engaged, the error signal drives the servomotor circuit in such a direction as to bank the aircraft back to the clutched heading. -20-VOR/LOC Mode Figure 21 shows the intercept and capture of a VOR selected course. VOR or LOC capture is a sub-mode switching function performed by a "Lateral Beam Sensor". ‘A beam sensor is a level detector which is looking at the signal level of a radio beam. The Lateral Beam Sensor (LBS) looks at a diminishing radio signal as the aircraft approaches the beam, and at a predetermined level (around 30mV VOR, 150 mV Localiser) it initiates the "capture" mode Radio or Beam Deviation is the term used for the signal proportional to the distances of the aircraft from the centre-line of the beam. Autratic evitch to ON COURSE (8S operates when radio ‘mode Sal evition, sal Crs fate i roater than 8 meee ‘Selereor, small bank ange eRcerT E casrune course select trot ae Ghd radio deviabon. | facteRceP MODE, : H Fig. 21 VOR/LOC CAPTURE In figure 21 the aircraft is shown on an intercept angle of 45°. The autopilot could be in any suitable roll mode such as heading hold mode, heading select mode or CWS mode. The autopilot mode select switch will have been turned to the VOR/LOC position and the desired course dialled in. The actual capture point is calculated from such factors as beam deviation, TAS, closure rate and selected bank angle. For an older type of autopilot a beam deviation of 1 dot is typical for VOR capture. aoeAt the capture point the intercept mode is terminated and VOR Capture sub-mode is initiated. The principle signals used are Course Select Error (CSE) and Radio (Beam) Deviation. When capturing from the right hand side of the beam radio deviation demands a left turn and course select error demands a right turn. The course select error signal predominates and the result is that the aircraft makes a smooth turning approach to the beam centre. During the capture sub-mode, the bank angle limit is 25° to 30° and the roll rate limit will be in the order of 4° to 7° per second. When the deviation has reduced to a small value, together with a small course select error and bank angle, VOR "On Course" sub-mode is automatically entered. This causes the bank angle limit to drop to about 10°, and the roll rate limit to reduce to as little as 142° per second. At the same time the Over Station Sensor (OSS) is armed. Immediately above the VOR station there exists a "Cone of Confusion” in which the beam] signals change rapidly and becomie erratic. | | | | The purpose of the Over Station Sensor is td sense the rate of change of the deviation signal, and when this exceeds about 8mV per second the beam deviation signal is removed, and the aircraft will- continue on the existing course,/taking into account any stored drift angle. Effect of Crosswintd With No Correption Figure 22 shows the effect on an aircraft with autopilot in VOR/LOC mode assuming that there is no crosswind correction capability. Position A - Aircraft on the centreline of the beam and on the selected course. Position B - A crosswind has developed and the aircraft has moved off the beam. Heading unchanged. -22-win DEVIATION CANCELS BEAM CENTRE Senn ae DEVIATION A ) ; yi SSTABILISED GROUND PATH wwwosueve: ——=«AESTWNGOOWN «LETDOWN ANGSLEVEL oweo ons ut ovens | ows | osteo essen estengel esi Fig. 22 EFFECT OF CROSSWIND - NO CORRECTION Position - The autopilot has begun to change the heading back towards the beam. Position D - The aircraft is in a "stand-off" condition with the course select error signal equal and opposite to the beam deviation signal. The wings are level and the aircraft is "crabbing" on a line parallel to the beam. In an autopilot, crosswind correction is typically achieved by the use of an integrator as shown in figure 23. -23-vor ‘Command On Course Fig. 23 CSE INTEGRATION ‘The CSE is fed to a summing point. The output of the summing point is integrated, iriverted and fed back to the summing point to cancel the CSE signal over the time constant of the integrator (typically 100 seconds}. [ i \ | Figure 24 shows the correction by the integrator. | = Deation , 1 tepeator ~~ } C4CsE | Oe cen ON CENTRE vier ete =e =o Integrator ouput bus up canceling required heading ear D=0 A | : of Fig. 24 CROSSWIND CORRECTION BY INTEGRATOR -24-We will assume that the integrator is switched in after the stand-off condition has developed. Normally the integrator is switched in at VOR On Course as shown in figure 23. Aircraft A Integrator is switched in. Deviation and CSE equal and opposite. Integrator signal zero. Aircraft - The integrator is beginning to build up, assisting the deviation signal. The aircraft moves closer to the beam centre. AircraftC - The integrator has built up further in opposition to the CSE signal, allowing the Deviation signal to predominate and cause the aircraft to move closer to beam centre. AircraftD - This process is continuing, with only a smalldeviation left. \f Ss Aircraft E - ‘The integrator output is now fully cancelling the CSE signal, allowing the aircraft to achieve the beam’ centre. The aircraft crabs along the beam with’ the required course érror. A As long as aircrafi/speed and wind velocity/direction remain the same this situation will continue. | Crosswind correction function could be achieved with a non-inverting integrator being fed with the deviation signal but in that case a small residual deviation signal would be required to hold the required output. Radio Rate ‘The top of figure 25 shows an aircraft approaching the beam, going passed it and flying parallel to it. It then approaches the beam and leaves in the opposite direction. The lower part of the diagram shows, for this situation, arbitrary values and polarities for deviation signals and rate signals. The "rate signal" _ refers to the rate of change of beam deviation. With reference to the figure, it can be seen that during the first five time units the deviation signal changes from -4 to 0. During the next five time units the deviation signal changes from 0 to +4. For time units 10 to 14 the deviation signal is constant at +4. Finally, during the last 10 time units it changes from +4 through 0 to -4. -25-DEV+ RATEO DEVIATION ° 24 16 1 20-22% Deve, epevanl eve {ape ip | Devs | Ratew | TRATED | RATE- TIME ——t Td i Fig. 25 RADIO RATE LY During the|first 10 time units the deviation signal is changing in a positive direction, During the last 10 time units the’ deviation signal is changing in a negative direction. ‘ . When the deviation signal is changing in a positive direction, its rate of change is positive. Conversely, when the deviation signal is changing in a negative direction, its rate of change is negative. When the deviation signal is constant then the rate of change is zero. The following rules can be deduced from the diagram: * Aircraft approaching the beam centre, deviation and rate signals oppose each other. * Aircraft leaving the beam centre, deviation and rate signals assist each other. This rule can be applied when using other signals, eg altitude error and altitude rate signals. -26-Comparison of Deviation, Radio Rate and CSE Figure 26 shows that the radio rate and the Course Select Error always act in the same sense. They will oppose Deviation when approaching the beam centre, and will assist Deviation when leaving the beam centre. This ensures a smooth curved approach to the beam centre without overshoot. It also ensures a rapid correction back towards beam centre if the aircraft leaves the beam centre. * # * # DEV=RIGHT [DEV=RIGHT |DEV=RIGHT | DEV=LERT RATE=RIGHT|RATE=9 —~. |RATE=LEFT |RATESLEFT CSE=RIGHT |csE=0 cse=uert | Cse=LeRT~ + Rate and CSE oppose deviation # Rate and CSE assist deviation when approaching beam ‘when leaving beam Fig. 26. COMPARISON OF DEVIATION RADIO RATE AND CSE Need for CSE and/or Radio Rate Figure 27 shows the effect of the deviation signal only being used by the autopilot. If off course to the left of the beam the deviation calls for a fly right. When the aircraft crosses the beam centre the signal will change to call for a fly left. The result will be the aircraft wandering or oscillating about the beam centre. BEAM CENTRE Aircraft wanders because of repeated overshoot Fig. 27 DEVIATION ONLY -27-A/P - F/D VOR-LOC Captured Mode - D/A Not Valid In figure 28 the Drift Angle switches are shown in the "Not Valid" position. The course select error is switched into the integrator. This represents the condition illustrated in figure 24. If a crosswind exists, the integrator builds up over a period of about 100 seconds to cancel the required course select error signal during on-course sub-mode. Ifit is a VOR captured mode the Over Station Sensor is armed to switch out the deviation signal during the time the aircraft is in the cone of confusion. It operates the OSS switch in the Nav Deviation signal line. The gain programmer is used only for Localiser captured mode and then only during the final approach. Radio rate would normally only be used during localiser captured modes. i j 7 : C \ The cour$e|select error signal, through its VOR/LOC Captured switch, and the deviation! signal, through its VOR/LOC captured switch, are stummed and fed to the autopilot and flight director citchits. | The flight director path is through the bank‘angle limiter, roll ae limitér, to the eee point where it is summed with the opposing roll attitude error. From there the) Signal goes to the ADI limiter, which limits the signal to the maximum deflection of the ADI. | blank - 28 -Fig. 28 A/P-F/D VOR-LOC CAPTURED MODE "D/A NOT VALID" blank E208If the pilot was following the flight director he/she would centre the roll command bar by banking the aircraft until the roll error signal backed off the VOR/LOC command signal. However, since the autopilot is engaged the flight director is used as a monitor for the autopilot response. The autopilot signal is bank angle limited and summed with the follow-up signal from the sine winding of the first resolver. The servomotor will be driven until the follow-up signal fully backs off the command signal. The sine winding of the control resolver determines the bank angle of the aircraft, and the ailerons will be driven out of faired whilst a difference exists between the resolver and the roll altitude error. The roll rate limiter will limit the rate at which the synchro rotors are driven. The aircraft will roll at the rate dictated by the rotors, between 1%° to 7° per second. Inertial- Navigation Terminology 7 Figure 29 shows some of the more important inertial navigation'terms| | Waypoint - A position defined by its latitude and longitude, A series of waypoints is set-up by the pilot- representing positions on a desired flight path from departure to destination. 1] The Inertial Navigation System (INS) computes a great circle rqute from one waypoint to the next. This is the desired track: In comparison with VOR/LOC this corresponds to the course. Cross Track Deviation (XTK) - The distance, left or right, from the desired track (DSR TK) to the present position, measured perpendicular to the desired track. Corresponds to beam deviation in VOR/LOC, ‘Track Angle Error (TKE) - The angular difference between the actual track (TK) of the aircraft over the earth's surface, and the desired track. Note that TKE is not concerned with aircraft heading. -30-Drift Angle (DA) - This corresponds to the required course select error to enable an aircraft to fly a desired track (or radio beam) in opposition to a crosswind. It is calculated by the INS but is not used by the autopilot in INS mode. GROSS TRACK TRACK ANGLE DEVIATION ERROR LEFT TRACK ANGLE, WAYPOINT 1 ERROR RIGHT DESIRED TRACK poeta ACTUAL TRACK cOINGIDES | | WITH DESIRED TRACK lal ‘DRIFT ANGLE WAYPOINT 1 WAYPOINT 2 Fig, 29 INERTIAL NAVIGATION TERMINOLOGY blank -31-A/P-F/D VOR/LOC Captured Mode - DA Valid Figure 30 shows a similar condition to that of figure 28 except that now the Drift Angle signal is valid. The two "DA Valid" switches have operated. The lower one disconnects the integrator, whilst the upper switch connects the Drift Angle signal to the summing point where it sums with the course select error signal. The DA signal cancels the required CSE whenever there is a crosswind, eliminating the need for the integrator. The DA signal is available instantly from the INS and thus provides an accurate and immediate means of cancelling the required CSE. ead Ainge” =} + GAN CHANGE { saat Teak ge tor \—f camila ——. rs curne Hag Sat rer {_. Os SaEcT Fig. 30 A/P-F/D VOR-LOC CAPTURED MODE - DA VALID 32 3A/P-F/D INS Captured Mode (Figure 31) With INS mode selected, capture occurs, typically, when crosstrack (XTK) is about 7.5nm. In INS captured mode, track angle error is used in a similar manner to that of course select error in the radio mode. ‘The advantage here is that track angle error is independent of aircraft heading, therefore no crosswind correction is required since aircraft heading is not involved. For the early 747's INS on course conditions are: XTK 1070ft TKE 3° ‘The bank angle limit drops to 10° and the roll rate to 1%4°/second. Fig. 31 A/P-F/D INS CAPTURED MODE -33-F/D Go Around Mode (Figure 32) "Go-Around’ is a bit of a misnomer since, as far as the roll channel is concerned, the aircraft continues on its existing heading with wings level. If the aircraft is on an approach, single channel engaged, and the pilot considers that, for some reason, the landing cannot proceed, he/she selects the Go-Around switch. This will cause the autopilot to disengage and a wings level command appears on the roll command bar of the ADI. Fig. 32 F/D GO AROUND MODE -34-B747 ROLL CHANNEL - MODE SELECTION AND OPERATION ‘The following set of diagrams show the selection of the roll mode on the mode select panel, indications, sequence of operation and the controlling signals, for the early 747's. Study them all and note the sequence of operation in each case ~ this is listed in each drawing. eS AINCRAFT MAY OEVIATE IN \, f \ AUTTROSE PROu’nw On { ! wm PITCH ATT HOLD AJP FLIGHT CONTROLLER I SEQUENCE OF OPERATION: AIRCRAFT CONTROL: AP @ set WP, CHANNEL A, TO “MAN” | PITCH: INS PITCH ATTITUDE HOLD @ ALT HOLO RELEASES/TO “OFF” ROLL: HOG HOLO @) PiTcH WHEEL CLUTCH “CLOSES” NOTE: HDG HOLD/NOT. GLUTCHED UNTIL, @ Fro rrw enaste Wings LeveL (GANK ANGLE 29) JUnw knOS OPERATION WILL © TuAN kNos EFFECTIVE WHEN OUT OF Bee ree ASI Hat deren Fig. 33 A/P ENGAGED - MANUAL blank -35-I NODE SELECTOR PANEL BANK ANGLE 900°— — te ROLL AATE 13° To 29GEC N XN, Aur wow ar 10,000 FT N ss SEQUENCE OF OPERATION: Y ELECT Hew nc 120° AIRCRAFT CONTROL:—Ae MD WAR MOVES RIGHT AND i erie eat oe THEN RECENTERS AS A/C ROLL: SELECTED HOG ENTERS TURN. > és FLIGHT MODE ANNUNCIATOR BANK ancue 300 ya ROLL RATE 15° To 30SEC SEQUENCE OF OPERATION: @oiat To vesineo FREQUENCY @o1At To DESIRED COURSE ON NO. 1 "030%" G) Tunw To couRse No. + [AIRCRAFT CONTROL: AP @ Turw To vornoc PITCH: ALT SEL capt G nav nM APPEARS (WHITE) ROLL: SELECTED HOG @ piat To DESIRED HDG INTERCEPT Fig. 35 A/P-F/D VOR-LOC MODE - VOR ARM - 36 -VOR STATION CAPTURE IN DEGREE: 5.28 X SIN COURSE ERROR = BEX SIN 55? BANK ANGLE 30° ROLL RATE 49/5EC 85°—— iu caprure Hos seuecr AIRCRAFT CONTROL: AP PITCH: ALT SEL CAPT ROLL: AT CAPTURE POINT: -OROP.HONG SEL. SEQUENCE OF OPERATION: - ‘SWITCH TO RADIO DEV PSC & DA @nav “oneen arrears Fig. 36 A/P-F/D VOR/LOC MODE- VOR CAPTURE FLT MODE ANNUNCIATOR MODE SELECTOR PANEL a (ON COURSE, TO VOR STATION 0300" PSC ERROR < 15° é an anak oUt Rare 1SHe6 AIRCRAFT CONTROL: AF SEQUENCE OF OFenATION presen carta Q wav newains “cree ROLL: RADIO DEV & PSC & INS DA @ oss armeo Fig. 37 A/P-F/D VOR-LOC MODE - VOR ON COURSE -37-MODE SELECTOR PANEL 000°, BEAM RATE / GREATER THAN / £ BMVISEC SWITCH OUT 7 RADIO DEV FOR 25 SEC CONE OF, CONFUSION 7 / o unasenue AIRCRAFT CONTROL: AP Ogysnrewe oF com oer \.prTen: ALT SEL (expruneo). BAR AT OSS i ROLL: COURSE ERROR & INS OA @ nao o4y sioner onorreo NODE SELECTOR PANEL CRPTORE S BANK ANGLE 30° XTK = 238 NAUTICAL ROLL RATE 1so—— SEC course ites (choss Track’ oistance) way Pro MOMENT OF OPERATION 4 IMODE SEL TO INS) SEQUENCE OF OPERAT! @ insear 12 1 “FROM TO" wiNOOW G@ TUAW INS SELECTOR SW TO XTK/TKE ANO READ @) seLect DESIRED INTERCEPT HEADING [AIRCRAFT CONTROL: AP (SELECT INS ON NAV MODE SEL SW PITCH: ALT SEL CAPT ©) Nav AAM APPEARS (WHITE) ROLL: HOG SEL © ins/RAo SW IN RAD UNTIL CAPT Fig. 39 A/P-F/D INS MODE - ARM -38-banc ANGLE a BOLE Aate Sere - \ 25 a «xT v Maytals = eo In CONTHOL OSPLAY UNIT i ee s & TNRCRAFT CONTROL: AP — F/O PITCH: ALT SEL CAPT ROLL: INS (TRE. XTK) HOG SEL INAV GREEN APPEARS XTX ON INSCOU READS 7.5 NM. DISABLED, AT INS CAPT ‘SEQUENCE OF OPERATION: ADMINS SW TO INS Fig. 40 A/P-F/D INS MODE SELECTOR PANEL t 0760 TAVE KE S20 So < —_— xTK < 1070" —~ | “INS ON COURSE” CONDITIONS: xTK 1070 FT TK AIRCRAFT CONTROL: AIP ~ F/D PITCH: ALT SEL CAPT ROLL: TKE & XTK BANK ANGLE LIMITS = 10° ROLL RATE = 1S0/SEC Fig. 41 A/P - F/D INS MODE - ON COURSE orSEQUENCE OF OPERATIONS ©2-5 min BEFORE WAYPOINT — ALERT LIGHT (ON COU & HSI ANGLE BETWEEN TKS = 320 INS COMPUTES SWITCHING POINT AS A CAPT AT 39 NM FUNCTION OF ANGLE BETWEEN TRACKS = 24 1'0095 (ANGLE BETWEEN TRACKS 250) Limitep To 34-75 NM WHEN INS SWITCHES TO NEXT WAYPOINT ~ (OU HSI PRESENTATION CHANGES AP GOES JOINS CAPTURE MODE AIRCRAFT CONTROL: A/P-F/D PITCH: ALT HOLD ROLL: INS (TKE, XTK } | (Fig. 42 A/P-F/D INS MODE - WAYPOINT SWITCHING » i } i \ TO RUNWAY. FLT MODE ANNUNCIATOR SEQUENCE OF OPERATION 7g TAUE — - @setecr Loc FnEa ON VHF NAY RevRS na (@)swrton naoionns swrreH TO RADIO rer (SELECT RUNWAY HEADING ON COURSE NO. 1 & 2 (B)sevect INTERCEPT HEADING (@)sevect 1s move AIRCRAFT CONTROL @ course TRANSFER swiTCH GOES TO MULTI PITCH: ALT SEL CAPT GF NAV ARM & GS ARM APPEAR (WAITED AOLL: INS UNTIL STEP 5 THEN HOG SEL (@) Auto THROTTLE ON AND 160 KTS SELECTED Fig. 43 A/P -F/D ILS MODE - LOC ARM -40-NODE SELECTOR PANEL BEAM DISPLACEMENT 0 ¢ 2.28 SIN G60nse EMAGR + 9372 BAN RATE capture. CAPTURE 1 < 23.SIN 70° + 949, € 23.944 96x 104 & 2186 + 154" 37° FLT MODE ANNUNCIATOR oe, BANK ANGLE 30° ROLL RATE 79/SEC 1° ZONM FROM STATION gx 2 = INTERCEPT, +270 '3-= TAS = 180 KTS ns SEQUENCE OF OPERAT AIRCRAFT CONTROL: AIP PITCH: ALT. SEL ROLL: PSC, RAD DEV DA @ ay cneen aPrEans Fig. 44 A/P F/I ota i MODE SELECTOR PANEL FLT MODE ANNUNCIATOR BANK ANGLE LIMIT = 102 ROLL RATE = 42/5EC BANK ANGLE <3" —~ | ILS MODE - LOC CAPTURE \ \ {LOC ON COURSE CONDITIONS BANK ANGLE < 3° BEAM ERROR < 60 MV AIRCRAFT CONTROL: AP PITCH: ALT SEL CAPT ROLL: PSC, RAD DEV & DA BEAM RATE <2 MVISEC Fig. 45 A/P -F/D ILS MODE - LOC ON COURSE -41-FLT MODE ANNUNCIATOR MODE SELECT PANEL on oe OTTTTTTTOTTTTTTITTD, RSNA SEQUENCE OF OPERATION: AIRCRAFT CONTROL: AVP OPERATION OF GIA SWITCHES NO. 2.OR 3 THRUST LEVERS. PITCH: LCLU ALT RATE (FUNCTION FLAP POSITION) NORMAL ACCEL, BARO ALT RATE ger ‘ARROWS LIGHT GREEN {NO PITCH ATT GIS AND NAV GREEN AND WHITE ROLL: LCLU LATERAL ACCEL, LAG ROLL. tients co out wings LeveL Onset At WARNING STASIS AED AnD THEN GOES OUT - — Fig. 46 A/P -42-