Book 11 Module 13 AUTO PILOTS - 7 ROTORCRAFT SYSTEMS Licence By Post Licence By Post © copyright B2 13.3 ISSUE 142CONTENTS Page Introduction 1 Artificial feel 1 ‘Trimming 1 Actuators - serial, parallel 1 Combined systems 3 AFCS Actuators 4 ‘Trim Systems 15 AFCS, _— 24 Stability Augmentation System {SAS)—— 24 Automati¢ flight control systems __ \ 27 Siniths/Newmark system | | 27 i system 42 S76 system 54HOW TO TACKLE THIS BOOK ‘This book deals with several types of helicopter systems. It is intended to give the reader a sound knowledge of the fundamentals of auto-flight systems and details such as times, rates, gains ete are included which you would not be expected to remember. These details are included to provide a fuller picture of the operation of the various systems and to give you some dea of the expected paranteters to be found on mostsystems, You should be able to. explé some detail, however, how the systems work and how to copé with any\ problems. | ) |ROTORCRAFT AUTOPILOT SYSTEMS, Generally speaking, automatic flight control systems for helicopters fulfil the same requirements as for fixed-wing aircraft and use similar operating principles. However, because of the aerodynamics and manoeuvring capabilities of helicopters, there are appreciable differences, particularly in control actuation and trim systems. There are also differences between various helicopter autopilot systems. In the notes which follow, three representative systems will be examined in some detail. Artificial Feel In common with many fixed-wing aircraft, most helicopters employ hydraulic Powered Flying Control Units (PFCUs) at the rotor head to control the pitch of the rotor blades. This results in the need for artificial feel in the control system. In-most helicopters this is provided by a spring unit (usually called a force gradient spring) and used-in conjunction with a clutched trim motor. | \ i \ \ The force gradient spring provides a zero force datum position of the tytlic stick, Movement of the cyclic stick away from this datum cotapresses the spring to give an opposing force proportional to the distance away from datum. | a a ‘Trimming ) | | ‘This is achieved ini a variety of methods as will be seen from study of the helicopter systems. Generally speaking the pilot has the ability to trim the cyclic stick to a new datum or zero force position. This is often achieved by means of a force trim release (FTR) switch mounted on the cyclic stick which, when operated, supplies power to a trim actuator which moves the force gradient spring and the cyclic stick. On releasing the FTR the new position becomes the datum or zero force cyclic position. Often this can also be achieved by means of a four way, centre off, cyclic trim switch (also mounted on the cyclic stick) called a Beeper Trim switch. Depending on the system this may or may not cause cyclic stick movement. The FTR switch will release both pitch and roll positions, whereas the Beeper Trim is selective; fore, aft, left or right. Actuators ‘There are two categories into which an actuator can be placed, namely series and parallel.Series Actuator A simple series actuator is shown in figure 1. Here the actuator changes the length of the control run to provide an input into the control valve of the PFCU. The cyclic stick is prevented from moving by the force gradient spring. CYCLIC STICK FORCE GRADIENT SPRING PFCU — SERIES ACTUATOR Fig. 1 SERIES ACTUATOR ‘The features of a series actuator system are: \ } | | ‘The actuator moves the control input of the PFCU but ngt the cockpit control. . / 2. | The actuator is often a link in the control run and acts‘as‘a control rod when not activated. 3. The actuator must operate at high speed in order to effectively counter small disturbances. The authority of the actuator is severely limited (typically 10% of total, ie pilot control movement). In this manner hardover or runaway failures are not catastrophic. 5. In normal use the actuator would be reset to its central position after only a fraction of its total possible authority. 6. Often the actuator will contain a position feedback transducer. Parallel Actuator A simple application is shown in figure 2. Movement of the parallel actuator moves all the control run including the valve of the PFCU and the cockpit controls. The features of a parallel actuator are: 1. The actuator moves the cockpit control as well as the PFCU. 2. _Itis often used with a force gradient spring system but not necessarily so. 3. The actuator is often given full control authority, particularly when operating in the collective and yaw channels. arisob yp COLLECTIVE LEVER — PFCU 4 LEVER LINK 1} {__F — PARALLEL ACTUATOR Fig. 2 PARALLEL ACTUATOR Combined System A typical combined system is shown: in figure 3. r \ Normal stabiliser action is taken by the series actuator and the parallel actuatof will operate in the following circumstances: | | 1| | When the series actuator is eTeaching a given perbentage ofits | authority. / 2| ; When, in autopilot mode, the Signal is large and requires || corresponding large movements ofthe control. {An exathple of such a system is Jab in figure 4, which is the, cyclic channel in the AFCS 155D system. c CYCLIC STICK FORCE GRADIENT SPRING i-cE [wo SERIES ACTUATOR PARALLEL ACTUATOR Fig. 3 COMBINED SYSTEMseries ACTUATOR (pLoTING) ARTIFICIAL FEEL UNT FORCE TRIM CONTACTS. Fig. 4 AFCS 155D CYCLIC CHANNEL Autopilot Actuators ‘Three examples of helicopter autopilot actuators will now be examined. 1. Anelectro-hydraulic secondary servo whose mechanical output is connected via a control run to a primary power control unit. An example of this type is that fitted to the Sikorsky S-61N and the Sea King. An electro-hydraulic autopilot actuator combined with a main hydraulic actuator, mounted in the same unit. An example of this type is fitted to the Westland Lynx. 3. Anelectro-mechanical linear actuator fitted in the control rod linkage to a primary power control unit. An example of this type is fitted to the Sikorsky S76. -4-SIKORSKY S-61N/SEA KING SERVO (FCS Mk31) ‘There are four servo units fitted to a Secondary Hydraulic Pack, one for each channel - roll, pitch, yaw and collective. ‘Their basic function is to control the operation of their associated hydraulic power pistons. They can be operated mechanically by the pilot’s controls or electrically from the autopilot. Each valve consists of an electrical force motor, which determines the position of a spring-centred pilot valve, which in turn controls the associated main servo piston of the secondary hydraulic unit. The force motor is centralised by hairsprings when there is no electrical input from the autopilot. The roll and pitch servo valves are identical and have twice the authority of the yaw and collective valves. Electrical Operation (figure 5) ~~ | i \ With hydiaulics on, pressure will He felt at! ports J and K, and there will be an equal flow of fluid through each prifice. This results in equal pressures|at each end of the servo valve, thus keeping the valve centred in its carriage asjlong as there is no other inputs. aN | 7 \| | Now assume theréjis an error signal from the autopilot. Thid will create a flux around the coils of the force motor and will rotate the flapper valve about pivot KE Let us assurhe the signal is phased to swing the flapper valve clockwise, causing orifice K to close, increasing the préssure behind it and-also on the right-hand side of the servo valve. [At the same time, orifice J opens and allows a greater flow of fluid, decreasing the pressure behind the orifice and the left-hand side of the servo valve. The differential pressure between each end will cause it to move to the left. ‘The distance the servo valve moves depends on the difference in pressure, and the spring pressure behind the valve. When this difference in pressure is equalised by the spring tension, the servo valve stops moving, and mechanical feedback will close the pressure part of the servo valve and stop the power piston movement. ‘As the error diminishes, the field around the coil decays, and the flapper re- centres due to the hairsprings. The pressure of each side of the spool valve will equalise and the compressed left-hand spring will now force the valve to move to the right, back to its original position with respect to the body. However the spool is still offset to the sleeve, and therefore the power piston is returned to its previous no-signal position.< (ECHANICAL. Meyer OPEN LooP |=— SPRING ‘SERVOS ONLY) POWER PISTON VALVE | FLAPPER, Fig. 5 SEA KING SERVO OPERATION x SPRING (awe, Bueaye Seb MECHANICAL OUTPUT ‘TO CONTROLS. AUTOPILOT j ‘The autopilot authority is governed by the distance the servo valve can move for a given input signal, and this is determined by the gaps Y and Z, between the servo valve and the body. GSecondary Hydraulic Servo Operation (Figure 6) ‘The pilot’s control lever input will move push/pulll rod A to the left or right, causing link DCB to rotate about B causing the servo valve selection which moves the power piston which provides the negative feedback to cancel the input via link DCB. For example, the pilot moves his/her cyclic stick rearwards which causes rod A to move to the right, which causes link DCB to rotate clockwise, pivoting at B, the power piston being hydraulically locked. VALVE ASSEMBLY <3 10 7 PRIMARY Ld JACKS: VIA 1500, ® MIXING Ibfa’ UNIT. SERVO VALVE ASSEMBLY NOTE HYDRAULIC PRESSURE IS SHOWN ON 8] acl |p Jterrcn) ee ~(kOLL) Rol or plc signal from autopilot svo amp Fig. 6 SEA KING CYCLIC SECONDARY SERVO oe‘The movement of DCB will cause link DE to move to the right, rotating link EFG clockwise about F. EFG movement will cause the servo valve spool to move to the left, actuating the servo valve. This will apply pressure to the left side of the power piston, and allow fluid to return from the right side of the piston. The piston will move to the right. Assume the pilot now stops his/her input movement. Push/pull rod A is held stationary and point C now becomes fixed. Link DCB rotates anti-clockwise on pivot C due to the power piston movement, and DE moves to the left. This will cause link EFG to move anti-clockwise about F pushing the spool in to cancel the selection. ‘This reversal of lever movements will cause the servo valve to reverse and re- centre over the pressure and return ports and stop the movement. This is mechanical negative feedback. ‘The movement of the power piston will move the flying controls to the primary jack to-move the rotor disc, and -hence-the change aircraft flight attitude. Bypass Actuator and Slop Eliminator (Figure 6) ‘The by-pass actuator and sloppy link elimhiriator is part of the secondary servo. Its function is to open and close the by-pass ports, and lock and un-Jock the “sloppy link”. When there is no secondary\hydraulic pressure applied to the servo, the by-pass ports are open, and hydraulic fluid is allowed to flow freely in eithet direction from one side of the power piston to the other. ‘This prevents a hydraulic lock of the power piston, and as the sloppy link is locked, the power piston can be moved by a direct linkage, pivoting at D, to the primary jacks from the pilot’s control. When pressure is applied to the servo, the by-pass ports close and hydraulically lock the power piston. In this condition the servo valve must be moved first, via the sloppy link, in order to move the power piston Operation Pressure is applied at port K which forces the actuating piston to the right, thus opening the sloppy link and closing the by-pass ports (figure 6 shows it in this condition). When pressure is removed spring L will move the piston to the left, closing the sloppy link and opening the by-pass port.WESTLAND LYNX MAIN ROTOR SERVO UNIT (FCS MK 34) ‘The clectro-hydraulic servo units form part of the flying control system linkage to the main rotor. The ram of the servo unit is attached to the main rotor gearbox, the servo unit body moving below it. The servo unit has duplicated operating mechanisms and valves which move a single tandem actuator. Thus the FCS has two lanes or channels, which can operate independently. mlbts cowtnon, arpa) seen Sen nessun aay eave Wate Oy QneTURN t avoRauLie ormessune SISTEM Tanne ACTUATOR cL, Fig. 7 LYNX MAIN ROTOR CONTROL SERVO UNIT Operation - Pilot Input (Figure 8) With the FCS disengaged, the isolation valve solenoid is de-energised, isolating the FCS servo valve. In this case the FCS servo spool is offset connecting the pressure and return side of the actuator to prevent a hydraulic lock. With both systems pressurised, fluid is applied to the inlet ports of each servo unit where it is felt at the bypass and main servo valves. With flying controls stationary, the main servo valve is centralised, closing the ports to the tandem actuator.Flying control movement is transmitted through the main servo valve lever to move the main servo valve. This will port pressure to one side of the piston and open the other side to return. This causes the body to move about the fixed ram to move the blade pitch. The body will move until the main servo valve centralises, closing the ports to the ram. With one hydraulic system depressurised, its bypass valve moves under spring pressure to allow fluid to pass from one side of its piston to the other, preventing a hydraulic lock and allowing the servo unit to be operated by the other system. \ Wi resource som we (Ge su ens ome FCS SERVO es EE cnet ee sie ‘ann aman? | ‘one Shion mere Fos ACTUATOR | ISOLATION VALVE 1 HYDRAULIC SYSTEM seu MAIN SERVO VALVE O TANDEM ACTUATOR | - Fig. 8 SERVO UNIT - PILOT’S INPUT oeOperation - AFCS Input (Figure 9) With the AFCS engaged, the isolation valve solenoid is energised to allow fluid to flow to the FCS servo valve to centralise the spool. With no FCS input the ports to the FCS actuator are closed so no control movement is made. A demand signal from the AFCS will cause the flapper bar to move, creating a differential pressure across the spool valve, causing it to move. As it does so the torque tube will “load up”. Movement of the spool directs hydraulic pressure to one side of the FCS actuator piston, opening the other side to return. The FCS actuator moves and its movement is transmitted via the main servo valve lever, to move the main servo valve. aur cincurT ORAWN. (Unt #atssuniseD. HOM VALVE ENERGISED, FS CONTROLLED INPUT, FCS) SERVO | “ve pane rosmon nese, FCS ACTUATOR. ISOLATION VALVE HYDRAULIC SYSTEM ¢ cess Bp MAIN SERVO VALVE O Fig. 9 SERVO UNIT - AFCS INPUT -1l-‘This movement opens ports to the tandem actuator which now operates the same as for a pilot manual input. A position pick-off on the end of the FCS actuator sends an actuator position signal to the computer. As the aircraft responds to the change in blade pitch the demand signal from the AFCS will decrease. The position feedback will now cause the flapper bar to move in the opposite direction which will cause the actuator to return to the centre, bringing the tandem actuator back to its original position. SIKORSKY S76 (HELIPILOT SYSTEM) ACTUATOR The Control Rod Assembly Actuator is a de motor-driven screwjack, linearly extendable ram device. The actuator is installed in series with the control linkage, acting as an extendable/retractable control rod. Total ram stroke is + 8mm. Electrical-cgmmands from the Helipilot computers drive the motor of the actuator to extend or retract the control linkage to the hydraplic powered flying control {unit at the rotor head, which commands the desired manoetiyre. t } ry th Fig. 11 CONTROL ROD ASSEMBLY CIRCUIT -12-Position feedback to the Helipilot servo loop is provided by a Linear Variable Differential Transformer (LVDT). An electro-mechanical brake releases the motor for operation when power is applied on Helipilot engagement. INDICATORS ‘These are normally de moving coil instruments with three or four movements combined in the one instrument. They can display demand signals to the actuators or actuator position, or both by selection. The associated indicators fitted to the previous systems will now be described. Sea King FCS Mk31 - Null Indicator (Figure 12) ‘This is a sealed unit containing four moving coil assemblies, each of which has a range of 100-0-100 micro-amps operating their respective pointers. Fig. 12 SEA KING NULL INDICATOR The pointers are: Roll - vertical bar over a horizontal scale. Pitch - horizontal bar over a vertical scale. Yaw - vertical arrow over a horizontal scale. Collective - horizontal arrow over a vertical scale. ‘The output of each channel servo amplifier is fed to its force motor and monitored by the appropriate null indicator movement. -13-Lynx FCS Mk34 Test Controller (Figure 13) This is mounted on the centre console and its function is to display pitch and roll, or yaw and collective, duplex series actuator positions, or demand signals. These are displayed on a four-axis indicator, comprising four pointers moving over their respective scales, enabling both lanes of two axes to be displayed at any one time. To show which axes are displayed, magnetic indicators showing “P and ‘R’ (for Pitch and Roll), or “Y” and *C” (for Yaw and Collective) are fitted. YAWICOLL B gl ] POSITION =~ OC MAND Fig. 13 LYNX TEST CONTROLLER’ A switch marked “Yaw/Coll” and “Pitch/Roll” enables selection of the pair of - axes. z ‘A second switch marked “Position” and “Demand” enables either the demand signal to the servo unit, or the series actuator position feedback signal to be displayed. $76 Helipilot System Actuator Position Indicator (Figure 14) ‘This indicator is mounted on the instrument panel and contains three moving coil assemblies to display actuator position in the pitch, roll and yaw axes. ‘They are fed with the demodulated output of the position LVDT of each actuator. -14-Fig. 14 S76 HELIPILOT ACTUATOR POSITION INDICATOR TRIM SYSTEMS As préviously discussed, the normal autostabiliser mode is(Carried out by means of fimited authority series abtuators. When these reath/a percentage of their autHority it is necessary to the system, repositioning the cyclic stick and alldwing the series actuator to|return to jts full authority central null position. | | j 1] | {LZ/ When in dn autopilot mode, eg heading held or height hold, larger movements of the controls are required. In this case a parallel actuator will be brought into operation wheh the series actuator is éxceeded by, typically 25%. This will move the rotor controls and the pilot's controls will be repositigned to allow the return_of the- series actuator toits ll authority. 3% ‘The trim systems of the three rotorcraft types will now be studied. SEA KING FCS MK 31 TRIM SYSTEM ‘The stick trim system shown in figure 15 is an electrically controlled, hydraulically actuated system for positioning the cyclic stick, longitudinally and laterally. This is accomplished by electrical signals, either from the pilot operated control switches on the cyclic stick handles, or by automatic signals from the autopilot amplifier when the ASW (transitions) mode is engaged. The electrical signals energise solenoid valve actuators, and pilot override is provided through a force gradient spring link. -15-Modes of operation: (a) Fixed Stick Position With secondary hydraulics on, the stick is retained in any position selected by the pilot. After selecting the desired stick position the spring link provides artificial feel. A fixed stick position establishes a datum around which the autopilot channel works. (b) Manual Stick Trim The cyclic stick may be re-positioned by a 4-way Beeper Trim Switch (Trim Selector Switch), at a controlled rate of displacement of 0.55 ins/sec, or by operating the Trim Release button on the cyclic handle and moving the control manually. eo Note. Operating the Trim Release button will release both cycli¢ channels. Paaet aseon/o" i sean | arene J 7 Tay Sea . 2 acm eae ‘saat Pesos 2. WHEN TRIM SWITCH 15 “OW; SOLENOID LE Encnest ANDiston 's Womiclear coerce S ALIS TWICE THE CROSS-SECTIONAL 4AEA ait! Fig. 15 SEA KING OPERATION OF STICK TRIM VALVES () Automatic Beeper Trim This provides precise control during ASW modes (transitions and Doppler Hover). This is dealt with in the pitch and roll channel notes. PicsElectro-Mechanical Operation Pitch and roll channels are identical. Pressure at 60psi is admitted to the stick trim valve with a restrictor controlling the rate of fluid flow. With both valves closed, the pressure is applied to the smaller area of the actuator piston (A2). This piston cannot move because there is a hydraulic lock on the other side of the piston (Al). This is the fixed stick position. A pilot input in either direction will cause the force gradient spring to be compressed, thus providing artificial feel. When the beeper button is selected to “AFT” (or “Right”), number 1 solenoid valve is energised and the fluid on the larger face of the piston (A1) is opened to return. ‘The piston moves to the right due.to the pressure on A2, and the cyclic stick moves aft (or right) resulting in movement df the servo control} dive andithe power piston. When the button is released, numbér il solenoid de-eriergises, | \ hydrauligally locking the actuator jin that pgsition. | When the button is selected “FWD? (or “Left®) number 2 solencid valvé chergises and 60psi pressure is felt on both sifles of the actuating piston. Since‘(A1) is twice the afea of (A2) the piston moves to the left and the stick ig moved forward (or left), resulting ih movement of the servo coritrol valve and the power piston. On releasing the button the piston locks in that position. | Both sdlenoid valves are energised wherr the TRIM RELEASE buttdn is pressed. ‘The stick is then no longer hydraulically locked and can be easily re-positioned. When the stick is at its new datum, the button is released, and the stick is re- locked. Open Loop Spring (Figure 16) ‘Two open loop springs are used to change the operating reference of the autopilot in the collective and yaw channels. This is achieved by limiting the mechanical feedback of the servos. ‘Assume an autopilot signal has caused the flapper to rotate anti-clockwise, resulting in the power piston moving to the left. Friction of the mechanical input rod A, fixes it in a position so that link DCB rotates clockwise about point C. DE moves to the right compressing spring B left to right. As this happens mechanical feedback is attempting to re-centre the control valve over the pressure and return ports. Bits‘The more spring B is compressed, the greater becomes the force exerted by it, until eventually it exceeds friction, holding rod A fixed. The pivot point now moves from C to D, and DE stops moving, causing the mechanical follow-up to stop. If the control valve has not re-centred, the power piston continues to move, taking the collective lever (or pedals) with it. The servo is now in “Open Loop”. Now assume the flapper re-centres, in turn causing the spool valve to re-centre. ‘As DCB rotates anti-clockwise, spring B expands and reduces its force until the friction in rod A is again greater. Hence the pivot point reverts to C and mechanical feedback resumes, re-centring the control valve and stopping the power piston. The collective lever (or pedals) also stop moving. SSOP SrA 8 Ssuorertinx 1 1| storey Link ELiminaTon SoH] Ly ¥ / _ ]L seconpany rower estou (encase wt ca ANY HEIGHT PRIMARY a nex. vias - oxtr v ELECTRICAL SERVO VALVE ASSEMBLY Fre i Sea tometntn one aoe Pruroricor ‘amecirien c} saane |, nevewr sien = ! NOTE HYDRAULIC = PEHOD, AME meta PRESSURE . SHOWN OM Fig. 16 SEA KING COLLECTIVE SECONDARY SERVO aeYAWOPEN i UGGe"Sering's SLOPPY LINK x fl storey Link euiminaToR BY PASS BY PASS, [RESTRICTORS. ( PEDAL DAMPER. _ Cad upper (@ PEDALS g SERVO VALVE ASSEMBLY NOTE HYDRAULIC Ls PRESSURES. SHOWN ON ‘Yaw signa from {toplot serve ine. Fig. 17 SEA KING YAW SECONDARY SERVO LYNX FCS MK 34 TRIM SYSTEM ‘The cyclic trim system (figure 18) holds the cyclic stick at a set position and allows “hands-off” operation. Both fore and aft, and lateral cyclic controls incorporate a stick trim system. 19Each system comprises an ac trim actuator, mounted beneath the cockpit floor, connected to the control system via an artificial spring feel unit. It is controlled by a 4-way switch on the cyclic handgrip. The actuator clutch is controlled by a single TRIM ON/OFF switch on the centre console. When the switch is set to OFF the clutch solenoids of the two trim actuators are energised. This disengages the clutches and prevent transmission of movement to the control linkage. Also the artificial spring feel struts have no effect. With the TRIM - ON/OFF switch selected to ON, and the trim switch moved in the direction of the desired stick movement, relays in the selected channel are energised to supply ac to run the appropriate actuator in the desired direction. ‘The actuator moves its associated spring strut and control linkage to reposition the cyclic stick. The actuator continues to run until either the trim switch is released or the cyclic limit stop is reached. co? La | ane -(ae pores KH), eororsal vida lassen See i =" oe Singoe ‘motcdten ~ eo wi re | Pee ees. Fig. 18 LYNX FSC PITCH CHANNEL Yaw Trim System (Figure 19) The yaw trim (parallel) actuator comes into operation in the Heading Hold mode (pilot's feet off the pedals). If the demand signal exceeds 25% of the series actuator total authority, then part of the signal is fed to the parallel actuator which repositions the yaw pedals to re-centralise the series actuators, restoring their full authority. -20- 3eet To POSTON colfuce blank -21-Collective Trim System (Figure 20) The collective trim (parallel) actuator comes into operation in Height Hold mode. Again, if the demand to the series actuators exceeds 25% of their total authority, a signal is fed to the parallel actuator which repositions the collective lever to re- centre the series actuators and restore their full authority. Fig. 20 LYNX FC COLLECTIVE CHANNEL ~) blank oot$76 HELIPILOT CYCLIC TRIM SYSTEM. There are two trim switches on the cyclic stick, the Force Trim Release switch (FTR) and the Attitude Beep Trim 4-way centre off switch. If the pilot wishes to change the attitude he presses the FTR switch on the cyclic and moves the cyclic control to obtain the new attitude. The force gradient spring will move to a new zero force datum. ‘This facility is available in the Attitude Retention Mode (ATT) and the Automatic Flight Path Control Mode (CPL). In the Attitude Retention Mode (ATT) only, the pilot can make small attitude changes (2 degrees per second) by pressing the beep trim switch in the required direction. This inserts a signal into the Helipilot Computer to drive the actuators incrementally as desired. Fig. 21 S76 CYCLIC CONTROL (PITCH OR ROLL) - 23 -Automatic Trim (Figure 22) ‘The auto trim feature accomplishes re-trimming when necessary. It is operational when the auto-trim switch is engaged and either or both Helipilots are operating in the ATT or CPL mode. The trim detectors sense the LVDT position in the actuators and, at 30% of their allowed travel (+8mm), will activate relays in the trim computer to apply power to the trim actuator which drives at a constant speed in the direction dictated by the phase of the LVDT signal. As the trim actuator moves the control rod, the control rod assembly actuator simultaneously returns towards its centre of travel. There is no change in aircraft attitude during this operation. At any time, the pilot can stop auto-trim action by restraining the cyclic stick. The stick force causes detent switches in the Artificial Feel and Trim Unit to open, deactivating the trim actuator. ~ i ‘ L ; | TRIMDETECTOR TRIM | | TRIM icyc.ic | (@ second delay) COMPUTER) ACTUATOR) ACTUATOR LVDT | > i Py - } | Le rH | oe DEMOD] >} 30% 1 @ Fig. 22 S76 AUTOMATIC TRIM SIGNAL PATH “AUTOMATIC FLIGHT CONTROL SYSTEMS (AFCS) ‘The AFCS can be divided into two operational parts: 1. Stability Augmentation System (SAS). Also referred to as an “ Autostabiliser system. 2. Automatic Pilot (Autopilot) System. Each of these will be discussed in general terms and then followed by three specific and representative systems. Stability Augmentation System (SAS) ‘The conventional helicopter is inherently unstable in pitch and roll. To continuously keep the aircraft stable manually would result in pilot fatigue, unless some automatic stabilising system was provided. - 24 -‘This is the function of the Stability Augmentation System which will provide short term automatic control to keep the aircraft at the required attitude. However, this does give rise to certain problems. If, for example, the helicopter was flying a specific flight path at a specific pitch attitude, and a gust causes the helicopter to pitch down. The SAS then restores the pitch attitude to its original position. However, the helicopter will probably have lost height, and would therefore continue its flight at its new altitude. The pilot would need to make a periodic correction in order to fly at a specific height. A simple SAS is shown in figure 23. ‘enors rn MEDINA aagcrca, | ATITUDE weur SOM secon IMecuca. besten IMovenent STUN - aude a — ‘Sensor, | ReTUALT CO eRROAN | SYSTEMS 1] | | | | snore reeenck I Sorom | TZ} aes _Fig. 23. SIMPLE SAS BLOCK DIAGRAM | Operation \ With the SAS engaged, the pilot manually positions the flight controls to achieve the desired attitude. The SAS now compares the desired attitude signal (from the stick position sensor) with the actual attitude signal (from the vertical gyro) and any difference will result in an error signal which will drive the actuator servo system to change rotor blade pitch. The helicopter attitude now changes until the VG output is equal to the stick position signal and the error signal is zero. In a practical system rate damping would be added. Such a system could be referred to as an Attitude Command/Attitude Hold (ACAH) system, ie stick movement would command a certain attitude and, when released, the SAS would hold the attitude. Other control laws are used such as Rate Command /Attitude Hold (RCAH). In this case movement of the stick would command a rate of movement of the helicopter in that axis and, on releasing the stick to zero force condition, would hold the attitude. Different command laws may be used in different channels. The previous discussion is relevant to the pitch and roll axes. -25-‘The yaw axis in a helicopter is a special case because of its ability to hover. In hover (zero forward speed) the helicopter has neutral yaw stability and will point in any direction. Small changes in power would result in heading changes and the helicopter would be extremely difficult to control in yaw without the aid of yaw SAS. Differences in control exists between low speed, ground-referenced operation, and forward flight, airspeed-referenced operation. Hover and Low Speed (Typically less than 40kt) ‘The simplest yaw channel will sense and react to yaw rates, thus preventing yaw rates from developing and reducing pilot work load in maintaining heading. Other yaw channels will include directional signals from the compass system to provide a heading hold facility. When a change in heading is required the pilot puts his feet on the anti-torque pedals (rudder pedals) and microswitches operate to disengage heading hold. The system synchrbnises to the new heading and re- enters heading hold when the pilot takes his feet off the pedals. | Forward Flight ~ In forward flight the yaw axis more closely approximates to a fixed-wing aircraft since the tail fin/boom now becomes effective./Turn co-ordination signals are produced to minimise side-slip inva turn. : An airspeed sensor is usually employed so that different control laws operate at the two operational regimes of hover and low speed, and forward flight. Automatic Pilot Autopilot facilities available vary greatly, from a simple single hold, to a number of complex controlled manoeuvres. The various modes which may be available are listed below: Holds - Barometric Attitude - Radio Altitude - Airspeed - Groundspeed - Vertical speed - Heading (usually provided in SAS) - 26 -Manoeuvres - Heading Select = VOR/ILS (localiser and glideslope) - VOR Approach - Back Course - Go Around - Transitions to and from hover - Doppler Hover Some systems control in pitch, roll and yaw, while others will include control in collective pitch as well, particularly in transition modes. A number of various helicopter flight control systems will now be examined in some detail. These will help you to more fully understand other types of helicopter AFCSs. ( "BMITHS/NEWMARK FLIGHT CONTROL SYSTEM MK 3T Fitted to the Sea King helicopter. A simplified block diagram of the system is shown in| Figure 24. | i | | Ly | | The systém| has four channels of operation, roll, pitch, yaw an collective and each channel has its own sensors, channel amplifier and servq valve.“ fy | ‘The roll and pitch ¢annels have a “beeper” circuit and beeper trim valves to supplement normal servo valve actidn. ‘The sefvo valves have & limited authority of 20% overall authority (ie pilot authority) inroll and pitch, and\10% overall authority in yaw ahd collective. No'electrical position feedback is provided but there is a mechanical feedback from the hydraulic jack to the servo valve spool. During normal or non-ASW modes of operation the roll, pitch and collective channels are maintained within their authority bands. In yaw, however, the authority is extended to 100% when necessary by means of an “open loop” spring. Full authority is required in the yaw channel so that the system can deal with larger errors which occur due to changes of rotor torque when the collective lever is moved. Once the so called “ASW” mode of operation (ie transition down selected) then the roll and pitch channel authorities are extended by the addition of the beeper valves and circuits. ‘These facilities remain in operation until the aircraft completes a transition up. When Radio Altitude hold has been selected the collective channel authority is extended during transitions by the action of an open loop spring, but a certain amount of control is maintained by a clutched position feedback on the collective lever. -27-Fig. 24 SEA KING FCS MK 31 SYSTEM - SIMPLIFIED DIAGRAM -28-‘The autopilot can be overridden at any time by operation of the manual controls. When the autopilot is in operation there is no movement of the pilots controls, except when authority has been extended. The setting of the manual controls establish a datum around which each channel functions. Modes of Operation ‘There are several modes of operation which are engaged or disengaged by buttons on the pilot’s controller, on the cockpit inter-seat console, and on the cyclic stick and collective lever handles. Autostabiliser Mode ‘This mode is engaged by pressing the STAB ON button on the pilot’s controller. Roll, pitch and yaw channels now become operative, the main sensors being the vertical_gyro, compass and yaw fate gyro. C = \ The mode is disengaged by the STAy REL biitions on the cyc F tick Haridle, | eee | Beromettid Altitude Mode J | | } / | Engage button on the pilot’s controller. The collective channel now-beComes operative with the barometric altitude controller as the error serisor. The autopilot will hold the barometric altitude atthe time of engaging. The mode can be tempdrarily disengaged by the BAR ALT RELEASE button on [the collective lever, the helicopter establishes on anew height and the button released to re- engage BAR ALT.” ~ a ‘The mode can be permanently disengaged by pressing the ALT RELEASE button on the collective lever, or by engaging RAD ALT. Radio Altitude Mode Engage button on the pilot’s controller (RAD ALT). The collective channel will now be operative with the vertical accelerometer and radio altimeter as the error sensors. This gives a much tighter altitude control and must be engaged prior to transitions. The clutched collective control position unit (CPU) is also engaged during this mode to provide positional feedback to the servo valve. ‘The mode is disengaged by pressing ALT REL button or engaging BAR ALT. -29-p KNOTS SET HOVERHT TRAKS want on orr ‘AUX HOVER TRIM TRIM RELEASE BUTTON TRIM SELECTOR SWITCH cyclic. RELEASE BUTTON cyclic STICK HANDLE CHANNEL Six BARAT. RAD ALT re INTERSEAT ‘Eom CovsoLE ‘ co cocker) Piven TAI Pecaeees 6:66 prien owe F YAW coun ws Ler vp 6|[e] [el[e OFF Nizar & fieer Bown PILOTS CONTROLLER (INTERSEAT CONSOLE “COCKPIT ) HYD SELECT SWITCH ALTITUDE RELEASE BuTTON COLLECTIVE STICK HANDLE Fig. 25 SEA KING FCS MK 31 CONTROLS & INDICATIONS BENSASW Mode ‘This mode is entered when the TRANS DOWN button is pressed on the pilot’s controller. The mode is further sub-divided into the following sections: (a) Transition Down This programme is initiated in a transition unit in the amplifier which feeds a ramp signal to the collective servo valve until a pre-selected hover height is achieved (set on the SET HOVER HT control). Approximate time is 65 seconds. At the same time, roll and pitch beeper circuits come into operation and a “nose-up” signal is fed to the pitch servo valve, until the helicopter is brought to a stationary hover. ‘The main sensors at this time is accelerometers, Doppler and Rad Alt. (b) Doppler Hover —\ The helicopter is now held in a stationary hover at the Pre selected hover alte ‘Any tendency to drift in thejfore and aft, or lateral plaries will be cofrected by the sensors mentioned above. } | pu i ! : i | On pressing/the TRANS UP button on the pilot’s controle an up signal is fed to the collective servo valve, until the pre-selected exit/height is achieved, as/pre-set on the SET RAD HT control. Time approximately 65 seconds. - : ©) Tranpition Up At the same time a “nose-down” signal is fed to the pitch servo valve, until the helicopter achieves the forward speed pre-set on the SET GD SPEED control. On reaching the set exit height and speed the autopilot leaves the ASW mode. (@) Other modes are available for military operations but these are outside the scope of this book. Any reference to cable modes and hover trim in diagrams should be ignored. ‘The operation of the yaw, pitch, roll and collective channels will now be considered in conjunction with the channel diagrams. EsteYAW CHANNEL Its function is to provide yaw stabilisation and heading hold. Its output drives the servo valve of the yaw secondary hydraulic servo and thus controls the blade pitch of the tail rotor. The main sensor is the gyro compass and a rate damping term is provided by a yaw rate gyro. A yaw trim control, fitted in the pilot’s controller, is in series with the compass signal and allows the pilot to make flat turn trim changes. When demands from the channel exceed half the nominal 10% overall authority of the servo valve, the yaw open loop spring in the secondary hydraulic pack becomes effective. The channel will go into open loop condition and the anti- torque pedals will start to move. Only a reversal of the servo signal can bring the channel back into closed loop operation. The pilot can override heading hold when he wishes to make.a manual turn. On = placing his feet on the pedals a micro switch\is operated in the Force Link unit which de-energises a relay Y in the yaw channel. This breaks heading hold and the channel goes into a follow-up mode (synchronising). The yaw rate signal is, however, retained. This provides “feel” in the ¢ontrols. } | ‘The yaw channel is engaged when the STAB‘ON button is pressed-on the pilot’s controller. It is disengaged by pressing the STAB RELEASE buttorron the cyclic stick. The actuatorcan be permanently disengaged in the event of channel failure by switching the YAW DISENGAGE switch to OFF on the Channel Selector unit. / i | } Operation ‘There are three basic modes of operation in the yaw channel. (a) OFF or heading follow-up mode. v Power is on but the autostab is disengaged. (Relays S and Y are de- energised). (b) Yaw Stabilisation only. In this condition autostab is ON but the pilot has his feet on the pedals, and there is no heading hold. (Relay S energised, relay Y de-energised) (c) Heading Hold Mode. The autostab is ON and the pilot’s feet are off the pedals. (Relay S and Y are both energised). -32-Follow-Up Mode (Autostabiliser Disengaged) (Figure 26) A three-line heading signal from the compass unit is fed via the Yaw Trim CDX to the Yaw Synchroniser. Any error signal is amplified and fed via the closed Y12 contact to drive the follow- up motor until a null is achieved. A “washout” loop across the yaw integrator prevents an integrated error signal building up. Thus the error signal is kept at a null whatever the changes in heading prior to engagement. ‘YAW RATE ~ FU FOLLOW-UP LooP CM 78 YAW YAW COMPASS |» Le aural TRIM [*]SYNCHR Ay EEDeAcK| \YAWDISENG SW | | } | Nuuw Ly ERROR |LwoicaToR| i] /} ru | \ i sa0v'D¢ FROM / { = |". “STABON BUTTON STS it | | ENG PEDAL bedi AERODYNAMIC 5 DAMPER P= COUPLING oko _Y| YAW R—={SERVO | | YAW FORCE LINK VALVE, | | MICRO SWITCHES L 1 7 - | 4 RUDDER HYD LINES PEDALS MECH ra, Sead rt ROTOR (MECH) YAW OPEN ‘SECONDARY LOOP SPRING| POWER PISTON Fig. 26 SEA KING FCS MK 31 YAW CHANNEL EstYaw Stabilisation Only (Manual Turn in Progress - Autostab Engaged) Relay S energised. Yaw rate signals are fed to the servo amplifier. This signal provides damping of aircraft movement during a turn. If the signal is sufficiently large the system will go into “open loop”. The output of the servo amplifier is fed via closed contacts $11 to the servo valve. Heading signal remains in follow-up. Heading Hold Mode (Autostab. engaged - pilot's feet off the pedals) Relays S and Y are energised. The servo amplifier now receives heading and integral heading signals in addition to the rate signal. The integral signal builds up to compensate for long term errors due to side winds, etc. Contact Y12 opens vm to break the follow-up loop and Y11 opens to break the washout loop. s The output (of the servo amplifier is fed to the servo valve which operates the secondary power piston. This causes the tail fotor blades to change pitch to bring the helicopter to the correct heading. ‘The Oper Loop Spring operates when the sétyo valve is driven beyond half-travel. ‘This will occur during transitions, take-off and landing, and large Yaw Trim demands, | \ i One revolution of the Yaw Trim Control knob results in 10° heading change. The null indicator will show demand, signals from the servo amplifier... PITCH CHANNEL The FCS Pitch channel can be divided into two distinct parts: w (a) The STABILISER SECTION, which is concerned with altitude hold. The main sensor is the Vertical Gyro and the channel output acts on the aircraft fore and aft controls via the pitch servo valve. (b) The ASW SECTION, which is effective during the ASW mode, ie transitions and Doppler Hover. The signals from this section can reach the aircraft controls in two ways. (i) While the ASW signals are within half servo valve authority (10% of overall authority) they are fed in the normal manner to the servo valve via the pitch servo amplifier. -34-(i) During transitions, when large control signals are demanded, a limiting circuit comes into operation to maintain the ASW signals to the servo valve within the 10% authority. However, the excess signals are gated to the controls via the fore and aft trim valves, which cause the cyclic stick to “beep” fore or aft for 0.25 secs, every 1.5 secs. This action ensures that enough control is retained by the pitch stabiliser section to deal with large disturbances during transitions. It also extends the nominal 20% channel authority to enable it to reduce aircraft speed from 100 kts to 0 kts in the required time and distance. Pitch Channel Operation The main signal is from the Vertical Gyro pitch synchro which is also fed via a CR rate taker circuit to provide a damping term, Other signals are stick position from the pitch control position unit (CPU) and a CG Trim signal. To these are added a pitch ASW signal when in ASW mode. __ C \ \{ \ | \ \ Pitch ctf channel is engaged when the STAB ON button js pressed, This energised Relay S in the Pilot’s Controller. Th¢ channel can be disengaged by pressing the STAB RELEASE button on the oyelic stick. The actuator can be Bermanepily disengaged by switching the PITCH DISENG switch to OFF’on the Channel Selector Unit. ~ ;— The Autostabiliser can be overridden at any time by moving the ¢yclic stick. The change in the CPU signal will cancel out the change in VG signal caused by moving-the stick. Thus a new datum-eam be éstablished. The signal is lagged by an RC network. = - The Pitch CG control has a range of + 12.5 degrees of pitch attitude. Its function is to re-centre the servo valve authority after a shift in centre of gravity. This signal is also lagged. When a transition down has been selected (ASW Mode), the ASW pitch signal is switched in by Relay PC being energised. Automatic Trim is now available, but the manual trim facility is also possible. A rate limiter (limiting ASW signal rate to only one fifth of normal rate) is switched in for 4 seconds to allow “Easy On” of the ASW signal to prevent snatching the control. ‘The Transition unit generates a ramp signal to reduce the aircraft speed from entry speed to zero knots in about 65 seconds. On reaching the hover the Doppler pulse signals and the fore and aft accelerometer combine to keep the fore and aft speed to zero knots. -35-VERTICAL | __ ERROR ATTITUDE QR Note GYRO NO 1 1 RLS IS ENERGISED WA ‘STAB ONGUTTON RATE LPC IS ENERGISED VA a "TRANS DOWN BUTTON PiTGH a orem | Sin? _ HARDER AERODYNAMIC TAs coasnick Tam N23 fOUPLING [setivon Saeaee | % | Piro |_| stick eA cpu: _| Position FEEDBACK DISENG SW agwaignals ror MANUAL TRIM REL CONTROLLING: INOIGATOR ‘TRANSITIONS Force \ DOPPLER HOVER MODE | PITCH ‘GRADIENT FORCE i CABLE HOVER MODE ASW. ‘SPRING 7 ae | Hover trim wove \ \ [= \ am hoo | £ PITCH TRIM| \ __ [pcr |) cpu) bathed_vatve vatve | =| suimans oO eel a \ ‘| RATE } | AMP ‘AUTOMATIC. 4 RL \ 1 Ez jauTo TRIM \ if us [rf ceo JU fe (rr Sree cam | \ | Haunes \ oe Meow Doe | roe ASST ‘a [ J couto pion | c / XFEED (MECH) ~ FORE RAPT SECONDARY PRIMARY JACK POWER PISTON Fig. 27 SEA KING FCS MK 31 PITCH CHANNEL ‘The sub-mode is now Doppler (or Radar) Hover. The aircraft can now be prepared for transition up by adjusting the SET EXIT SPD knob to establish the speed required on completion of transition up. When the Transition Up button is pressed a ramp signal will cause the pitch channel to pitch the aircraft nose down to increase speed to SET EXIT Speed during the 65 seconds. (The collective channel will cause the aircraft to increase height during this time). On completion of Transition Up the TU light goes out and the RAD ALT light illuminates to show that the autopilot is in the RAD ALT mode. -36-ROLL CHANNEL ‘The FCS Roll channel is almost identical to the pitch channel in construction and operation with the following exceptions: (a) (b) (©) ‘The roll servo valve operates the two lateral primary jacks through the roll secondary servo and mixer unit. ‘An input limiting circuit is included at the roll servo amplifier input. ‘The “beeping” time is 0.25 seconds ON, 3.85 seconds OFF. The main sensor is the roll synchro of the Vertical Gyro from which is derived an error and error rate signal. Other sensors are the roll CPU, fitted to the cyclic lateral controls and the roll CG Trim control on the Pilot’s Controller. [Tremont] _ ERROR armTupe note GyBONO 1 oe RATE RLSISENERGISED VA F, \ ‘STAB ON/BUTTON \ ) RLRC IS ENERGIED VIA | LimtyeD | | inte “TRANS ODHNVBLTTNS | [Rou \| anak } | [eer L posmion | SERN sec ae pe sgerem buPLING network} | uirer | ~ ~ Ny T Rou] stick \] | ROU. | (LSS: FArosmon | FEEDBACK | Reis sw Lt Zt 1] + —ASWSIGNALS FOR 7 MANUAL TRIM. | CNOLL ~ CONTROLLING: sDICATOR DOPPLER HOVER MODE | CABLE Hover Move Force | HOVER TRIM MODE \ | \ = | FeIVROLL TRIM \ | tel vase ane | —=tsuMMine| | a oot \ Cae oo R=4 \ pave | [ANP |_[ avromanic [orang \ on Rows | Lume | [usar |] corcurt [ALES \ RIGHT HYD LINES val bam Ln. \-e MECH: Va SS ER. Ro1s aes FEEDBACK \\ ain \ ROTOR pise TATERAL SECONDARY i | PRIMARY JACKS: POWER PISTON Fig. 28 SEA KING FCS MK 31 ROLL CHANNEL -37-The ASW signal is fed through a roll ASW coupler (identical to that of the pitch channel) with rate and amplitude limiting stages and a Beeper Trim circuit. ‘The roll channel is engaged with the pitch channel when the STAB ON button is pressed (Relay S energised), and disengaged with the STAB RELEASE switch. The channel can be permanently disengaged by switching the ROLL DISENG switch to OFF. ‘The roll coupler circuit becomes operative when the TRANS DOWN button is pressed (Relay RC energised), and is disengaged automatically on completion of a transition up. The sensing signals in ASW mode are obtained from the Doppler and the lateral accelerometer. An EASY ON rate limit circuit operates for 4 seconds on switching ASW sub-modes. Any excess ASW signals are gated to the Auto Trim circuits as in the pitch chapnel but with a slower operation. This is because excess signals will be much, lower in the roll channel, —~ - \ | ‘The ASW rdll channel provides lateral ground speed control during transitions and conttols the aircraft in the lateral axis during a Doppler (Radar) Hover. COLLECTIVE CHANNEL | \ | The function of the Collective channel is to provide either barometric or radio height hold for the helicopter. The channeloutput controls the Servo valve of the Collective Secondary Hydraulic Servo, which operates all three primary jacks together. Thus the main rotor blade angles change and the height changes accordingly. The channel authority is limited to + 5% overall authority for normal or cruise flight, but like the yaw channel, this authority is extended by means of the Open Loop Spring during transitions. During the open loop period the collective lever is moved by servo valve operation, and the clutched collective pick-off provides a positional feedback loop to control and finally stop the lever movement. ‘The two modes of operation are engaged by the BAR ALT ON and RAD ALT ON buttons respectively. Only one of these modes can be on at any time and switching one ON will cause the other mode to disengage. Both modes are disengaged by the ALT REL buttons on the Collective levers and the channel can be rendered inoperative by switching off the ALT DISENG switch. assrBAROMETRIC HEIGHT HOLD ‘This hold is used in the cruise mode over land and above 1000ft over the sea. The error sensors are the Altitude Controller, which detects changes in height, and the clutched collective CPU, which provides a signal relating to collective lever position. The Altitude Controller has an output of 4mV/ft rms over a range of + 300ft around the engagement height. The mode can be used up to 10,000ft. BAR ALT UNTT XN TAS BARALTENG (CLUTCHED) Se INETWORE| - * BAL / [ES ensonesmos Lame (CLUTCHED) SETRAD, / HEIGHT Rill GEN) | | nck monet HRA e+ HEIGHT. baa | \ 5 H AL I" HEIGHT } JRAW HT, | RaW hn shootin Force: eT (vermont ven couscrve vRS) Rats sri seRvo f | VALVE. \ a CPU renboninic HYD UNES coukun eon xee60 ec ‘ MAIN -IGH AW FEEDBACK \ ROTOR: t f ose CoULECTWE a L[-seconouay Sorat nce oreNoo® power ison Fig. 29 SEA KING FCS MK 31 COLLECTIVE CHANNEL -39-Clutched Collective CPU The purpose of this is to allow the pilot to override the autopilot when he wishes to make a small change in collective pitch. Pilot movement of the collective lever results in a change in CPU signal phased to oppose the change in the BAR ALT signal when the aircraft changes its height datum. The BAR ALT RELEASE button is used when the pilot wishes to make a large change in collective pitch. This action de-energises the clutches of both the Altitude Controller and the CPU while the pilot manually flies the aircraft to the new selected height. Both sensors automatically re-centre to their null signal position by hairspring action when the clutches are released. On reaching the required height, the pilot releases the button and both sensors “lock-on” to the new datum height. Channel Operation 1 \ | | On pressing the BAR ALT ON button, the Altitude Controller and CPU clutches are energised, together with relay BA. BA12 contacts close to feed the’ altitude signal to the servo amplifier via a demodulator and smoothing network, which reduce the tifect of wind gusts. BAI1 contacts close to switch the-servo amplifier output to the collective servo valve and the vertical pointer of the Null Indicator. Any change of height or stick position will now be detected and the appropriate correction signals made to the actuator. If the pilot wishes to perform a controlled transition, he must first fly the aircraft below 500ft and then engage RAD ALT which automatically disengages BAR ALT. RADIO HEIGHT HOLD — ‘This hold is used in ASW mode during transitions and Doppler Hover. It can also be used in cruise mode below SO0ft over the sea. The normal channel authority is + 5% but when large collective pitch changes are demanded, eg during transitions, the authority can be extended by means of the collective open loop spring, after stick friction has been removed by the pilot. ‘The main sensor in the RAD ALT mode is the Inertial Height Smoother, which provides a vertical velocity signal and a “Smoothed Height” signal for the channel. ‘These signals are derived from processing the RAD ALT signal and the Vertical Accelerometer signal. ~40-‘The SET RAD HT control enables the pilot to make changes in height over the range 0-500ft without disengaging the mode. Prior to engaging the mode the SET RAD HT knob is adjusted to indicate required height. In this mode the Summing Amplifier operates on the difference between the SET RAD HT selected and the Smooth Height output, the resultant “height error” signal being fed to the Collective Actuator amplifier. ‘The Height Integrator acts on the difference between the SET RAD HT and Raw Height. The integral height error is then summed with height error. Raw height is used because the smoothed height signal may carry errors during turns, etc. ‘The vertical velocity signal provides damping. The clutched CPU serves the same purpose as in the BAR ALT mode. Transition Signal ‘This signal ig obtained from the Transition module. Entry afid hover heights are set on the SET RAD HT and SET HOVER HT controls, and whén/a Transition Down is selected, the voltage on the SET RAD HT reduces to zero, andithe voltage across the SET HOVER HT increases to its set value. The outputs are combined and fed ti fe ‘Summing Amplifier and Height/Integrator as a Height cominand signal. ‘Thé action is reversed for a Transition Up. As there are ho tufning manoeuvres during ASW mode the Height Integrator is fed with smoothed Height instead af Raw Height. | \ | | | | | Channel Operation “ L When the RAD ALT ON button is pressed, relay RA becomes energised and the clutched CPU engages. If BAR ALT was already engaged, this would disengage and the CPU would de-clutch, re-centre and re-engage. RA11 contacts feed the servo amplifier output to the servo valve. The Collective Integrator and Summing Amplifier become active. On pressing the TRANS DOWN button relay TN energises. The Transition unit operates and the aircraft descends to the SET HOVER HT selected. On completion of the Doppler Hover mode, TRANS UP may be selected and the aircraft climbs to the height selected on the SET RAD HT pot, at which point relay ‘TN disengages and the system returns to RAD ALT HOLD. oleLYNX AUTOMATIC FLIGHT CONTROL SYSTEM (FCS MK 34) The AFCS has two modes of operation, Auto Stabilisation Equipment (ASE or Autostab) and the Autopilot. AUTOSTABILISATION EQUIPMENT (ASE) ‘The system uses two linked computers, the AFCS computer and the Computer Acceleration Control (CAC), and maintains the aircraft attitude and heading at the time of engagement. It employs attitude and rate data from two vertical gyros, two yaw rate gyros, two cyclic stick position pick-offs and the compass system. ‘Two lanes in each channel make a duplex system, each lane feeding its own actuator in the flying controls servo unit which has a 10% limited authority. Normally an averaging mechanism combines the output of the duplex FCS actuators so that they act as a single input at the servo unit, however, either - actuator.can be disengaged by its.lane button on the FCS Controller without impairing the authority of the other. The FCS:computer monitors the system continuously and operates the AFCS caption if an excessive aiisinatch|is|detected. i i Auto stabilisation in pitch is augmented by the CAC which is fed by two normal (vertical) accelerometers and operates in thé collective channel.“ _/ Auto stabilisation in yaw is augmented by a single lateral accelerometer in the CAC. It is engaged/disengaged by an airspeed switch. The CAC is engaged at 60kts and disengaged at 55kts and below. i With ASE alone, actuator movement does not move the pilot’s controls, except that the yaw pedals will move if yaw demand exceeds a certain level. ‘To compensate for CG shift and to maintain the position of the FCS actuator 2 about mid-range (to maintain full authority at all times), they are trimmed by 2 PITCH TRIM and ROLL TRIM thumb-wheels on the FCS Controller. This is done in conjunction with the POSITION/DEMAND switch, the channel switch and the null indicator. AUTOPILOT Barometric Altitude Hold is only autopilot mode available on this aircraft, (apart from Heading Hold which is considered part of ASE). The BAR ALT hold keeps the aircraft within + 40ft of the engaged height during straight and level flight, and within + 80ft during turns. -42-Fig. 30 FCS GENERAL ARRANGEMENT CONTROLS AND INDICATIONS (See figures 31, 32, & 33) Channel engagement and disengagement is carried out on the FCS Controller (figure 32). This controller also provides trim facilities in roll, pitch and yaw, and a BAR ALT engage button. -43-comnouien oueTRC a J saromerns oy orm G weaoing osran|C ‘Sworcnes orm E eTAK, outer tive Fig. 31 LYNX FCS MK 34 CONTROLS AND INDICATORS -44-‘The Test Controller (figure 33) has a 4 axis null indicator which monitors either the position of the FCS actuators, or the demand signals from the computer, as selected by the POSITION/DEMAND switch. Only two channels can be monitored at a time and these are selected by a 2-position YAW/COLL and PITCH/ROLL switch. To show which axes are displayed, magnetic indicators which show “P” and “R’ (for pitch and roll), or “Y” and “C” (for yaw and collective) are fitted. Collective Lever Buttons: COL REL - disengages BAR ALT Hold. Cyclic Stick Buttons: AFCS CUTOUT - pitch, roll, yaw channels and BAR ALT hold disengage simultaneously. CACCUTOUT - CAC lanes disengage while button pressed. Fig. 33 LYNX FCS MK 34 FCS TEST CONTROLLER -45-The operation of the pitch, roll, yaw and collective channels will now be studied in conjunction with simplified channel diagrams. Pitch Channel Operation ‘The pitch channel is an attitude demand system which responds to three inputs: pitch attitude from the Vertical Gyros, cyclic fore and aft stick position from stick position transmitters, and CG trim from the pitch trim wheel. MEcHaNCAL UMNAGE =e ck Z tr = HT Fig. 34, LYNX FCS MK 34 PITCH CHANNEL GENERAL ARRANGEMENT ‘The VG signal is demodulated and summed with the CG trim and stick position signal and the resultant error signal is fed to a variable gain amplifier giving greater gain below 5° error. In addition a rate signal is derived from the pitch attitude signal to provide a damping term. This signal is amplified and added to the amplified error signal and the sum of these signals is fed to another summing point where it is summed with the actuator position feedback signal. The resultant signal is fed to the FCS servo valve, which causes the FCS actuator to move in proportion to the signal. ec (36——S. 7 sper -(fi nce rit ; noicaron = Fes cowuien | ogg See ‘yo commorse] vernica | MAGUE TE : < bi a {| [kta ta Cee + RSE [scr otal a = ad . ee Roll Channel Operation ‘The roll channel isa rate demand system, ie the rate of roll is proportional to stick displacement, but it gives a limited range of attitude hold/at low angles of bank,At bank angles less than. ‘7°; the roll channel acts in the\same manner as the pitchrcharinel. Its sensors are the Toll synchro of the ‘VG; lateral stick position pick-offs, roll trim thumb-wheel and the output of the computer is sent to the lateral cyclic servo unit. -47-Fig. 36 LYNX FCS MK 34 ROLL CHANNEL GENERAL ARANGEMENT actuate roster Jcontmouce [2 acrusar ccna) remove [etter | scours | ed ad aTTHTODE | gute ie scttoa| | | wens] aie | eel ‘egompuee~ 2s re Bc eae ram contour vamp ———+_ stiee Postion rae spam, adfution FECT aston Fig. 37 LYNX FCS MK 34 ROLL CHANNEL BLOCK DIAGRAM -48-‘The output of the roll synchro in the vertical gyro is fed to the first summing point via a 7° limiting circuit. It is also fed to a differentiator circuit to provide aroll rate signal which is fed to the same summing point, together with stick position pick-off output and roll trim. The resulting signal is the servo demand signal and is fed to the second summing point where it is compared with actuator position feedback. The actuator will move in proportion to the demand signal. Yaw Channel Operation ‘The yaw channel is a rate damping system with an additional facility for heading hold. Lateral acceleration control is available in certain conditions. Control is achieved by operation of the series actuators in the tail rotor servo unit, which alters the tail rotor blade pitch. ‘The system also employs a Yaw Trim Parallel Actuator in the Heading Hold mode en yy | : , \ (a) Yaw Autostabiliser Only (pilot’s feet on pedals) | \ | J) i | Yaw rate gyro signals are processed and féd/to summing point A. Sirlce no other sigrlals are used at this time, the si gnal is fed to si -point/B where it is summed with the actuator position feedback. The result ‘detfand signal is fed to the servoryalve. | | )] ve | | While the pilots’feet are on the pedals heading hold is disengaged and the system is in a follow-up mode, driving control transformer €T! to a null output. (b) Yaw Autostabiliser with Lateral Acceleration Control Lateral acceleration control is used to provide side-slip and skid control. It is energised when the following conditions are met: () Yaw Lane 1 engaged. (i) Airspeed above 60kts. (ii) Pilots feet on the pedals. When operated the signal from the lateral accelerometer is summed with the rate gyro signal at summing point A. The lateral accelerometer remains in operation until the airspeed drops below 55kts or conditions (i) or (iii) no longer exist. -49-s @ somone rot BY ya mame. cron = prom aucommcacineemens D> owen a Fig.|38 LYNX FCS MK 34 YAW CHANNEL GENERAL \RRANGEMANT (c) Yaw Autostabiliser with Heading Hold/ || conditions are met: | ti The heading hold mode is automatically engaged provided the following i i i (i), One/or more Yaw lanes engaged.) | Piléts/feet off the pedals. a) J | {ii} —-Compass not in fast slave.or slew. (iv) Yaw parallel actuator switched on. As previously mentioned, the compass heading signal is fed via the yaw trim CDX to CTI. The output of CT! is the heading error signal and this is used to drive the rotor of CT1 until its output is at a null. When the pilot’s feet are taken off the pedals then the follow-up motor and rotor of CT] is clamped and the output of CT1 rotor is connected into the control circuits. At the time of engagement this signal is at a null and represents the ON heading condition. -50-| \ Bhs T i 11 | i } | ) | Fig. 39 LYNX FCS MK 34 YAW CHANNEL moc GRAM | . i Should tHe aircraft change heading then an error signal proportional to the change in heading is developed and fed to 4 summing point fe is also fed to an integrator, the output of which is also fed to the summing point. This provides a signal to prevent long term heading errors. J ‘The final input to the summing point is position feedback from the parallel actuator. The resultant signal is fed via summing points A and B to the servo valve of the serial actuators. For larger signals (in excess of 25% of actuator total authority) part of the signal is fed to drive the Yaw Parallel Actuator, which repositions the yaw pedals to re-centralise the series actuators, restoring their full authority. ‘The Yaw Trim actuator drives the tail rotor control run via an electrically operated clutch. When the pedals are depressed the clutch is disengaged by removing the 28V de supply. ‘The clutch is designed to slip if a torque over a certain level is applied. Thus pedal microswitch failure will not prevent the pilot moving the pedals. -51-Collective Channel Operation The vertical accelerometer in each lane senses disturbances in pitch and feeds the signal to the servo valve via a summing point. The actuator pick-off signal is also fed back to that summing point to back off the demand. Barometric Altitude Hold mode With BAR ALT OFF the height signal is fed to a follow-up or synchronising loop to drive the output of the amplifier to a null. When BAR ALT is selected ON the motor clamps and the output of the amplifier is fed to the control circuits. The signal is limited and summed with a bank angle signal. The bank angle signal is used to provide an increase in lift to compensate for loss of vertical lift during a turn. This corresponds to the fixed-wing versine signal. ‘This combined signal is also integrated-and\summed to give Height ahd Integral height errors. These are also summed with the parallel actuator feedback signal. | \ For signal errors greater than % degree of blade correction, a hysteresis switch operates relays to direct 115V ac to the-collective parallel actuator.” ‘The parallel actuator drives the collective controls via a clutch which is energised when the collective channel is engaged. The clutch will slip above a certain torque level. ie Fig. 40 LYNX FCS MK 43 COLLECTIVE CHANNEL GENERAL ARRANGEMENT -52-a error ena cotuen| FESMTiatEns bir menaaioa co ren Fig, 41 LYNX FCS MK 34 COLLECT! | | easeS-76 SPZ ~ 760 INTEGRATED FLIGHT CONTROL SYSTEM The IFCS is composed of a Helipilot Autopilot system, a Flight Director system, and a means of coupling the two systems together to provide automatic flight path control. ‘The system provides three-axis (pitch, roll and yaw) helicopter attitude stabilisation and path control. The automatic path mode commands are provided by the Flight Director Computer, thereby integrating the Helipilot System with the Flight Director/Instrument System. All flight path computation is carried out by the Flight Director Computer. Inputs from the altitude sensor, airspeed sensor, collective position synchro, aircraft gyros, and navigation radios are processed to provide attitude change commands to the Helipilot Computers and/or to an Attitude Director Indicator (ADI). A mode selector is provided. HELIPILOT SYSTEM OPERATION iI \ The Helipilot System comprises dala attitude sensors, dual Helipilot 1 Computers, dual control actuators jin all thrée axes and an Artificial Feel and ‘Trim Unit in pitch and roll. Synchros connected to the cyclic stick and anti- torque pedals provide control position-information to the computers. Also provided is a means of coupling flight director guidance commands into the Helipilot Computets to steer the helicopter for automatic path following. The Helipilot System has three hele modes of operation: (1) Stability Augmentation System (SAS) (2) Attitude Retention (ATT) (3) Automatic Flight Path Control (CPL) Stability Augmentation System Mode (SAS) The SAS mode provides rate stabilisation and short-term attitude stabilisation. It acts as a damper system against outside disturbances, thereby assisting the pilot. The SAS system will not oppose pilot-induced aircraft manoeuvres When a disturbance is detected by the gyros (eg wind gusts) a stabilising control proportional to the amplitude and rate of the motion is computed and applied to the appropriate actuators. Boat —~ -Attitude Retention Mode (ATT) In this mode the Helipilot Systems pitch, roll and yaw channels are engaged but not coupled to the flight director. The Flight Director Mode Selector is in standby (SBY}. ‘The ATT mode will maintain the helicopter in the attitude at the time of engaging this mode, enabling the pilot to fly “hands-off”. If a change in attitude is desired, the pilot presses the beep trim switch on the cyclic control to obtain a small attitude change, or the force trim release (FTR) switch on the cyclic stick and then moves the cyclic to obtain the new desired attitude. When the pilot releases the selected switch, the system resumes the attitude retention function. Automatic Flight Path Control (CPL) Mode In this; the toupled mode, the Helipilot Systems pitch and roll ghannels are coupled t6 the flight director by engaging the Helipilot in the ATT mode\ and then selecting any flight director/mode on the Mode Selector.) | | | | ji} | } ‘The Helipilot system will now respond to-Jateral and vertical commands generated by the Flight Director Computef.\When operating in the-coupled mode, rettimming the cyclic control can be achieved either mi ly or automatically. With the auto trim system ¢ngaged, cyclic control retrimming is, accomplished automatically. When both systems are engaged, trimming starts when both actuators reach 30% pfitheir travel from centre for a period of 4 seconds, provided both actuators are commanding the same direction. Trimming stops when the actuators are essentially re-centred only one Helipilot is engaged, the trim operation is the same except that only the operating actuator is required to reach 30% of its travel. Manual retrim is accomplished by pressing the FTR switch and adjusting the cyclic control to centre the Actuator Position Indicator (API). ‘The Roll, Pitch and Yaw axes will now be considered in more detail. HELIPILOT COMPUTER OPERATION Roll Axis (See Figure 42) ‘The roll axis is controlled by a dual-channel Helipilot system. There are two vertical gyro sensors, two Helipilot Computers and two roll control rod actuators. Both systems are identical and either system can control the helicopter although normal operation is both working together. esseRol command 0 |_286 mvOCideg (COMPUTER RPL Ral aw verricas | 200mvaci eyRO [pEwoD) BecP a as j=] stick movement ‘The roll attitude signal from the vertical gyros is amplified, demodulated and fed to the Attitude Synchroniser circuit. Here the attitude signal (1) is washed out and the resultant output at (2) is zero. This prevents kicks to the systems on engagement. In the Attitude Synchroniser, the washout time constants vary with the mode of operation. Wash-out Times FTR engaged ) Helipilot not engaged ) fast washout 0.58 Attitude Retention mode ) SAS ) Coupled ) slower washout 13s In the coupled mode, the roll attitude reference is zero under all conditions. -56-After Helipilot engagement, error signals from the attitude synchroniser and the attitude rate circuit are summed with command signal from the flight director computer at (5). The summed command signal is fed to an amplifier where the signal is gain programmed depending on single or dual system engagement. If only one Helipilot is engaged, normal full gain is provided. If both Helipilots are engaged, the gain is reduced by half, to provide the correct control for dual operation. ‘The command signal is then passed to point (6) and applied to the servo power amplifier to drive the control rod assembly actuator. The actuator motor brake ig released at initial system engagement to allow movement of the ballscrew to drive and reposition the control linkages to the main rotor. An actuator position LVDT provides a feedback signal which is amplified and demodulated, fed through a rate circuit and the combined position and rate signal fed back to point (6) to close the servo loop. ‘The rate signal provides damping. The actuator position signal is also fed to the Roll Actuator Position Indicator which shows the actuators position, relative;tocentre, to the pilot. \ ~ \ In addition, the LVDT signal is fed to the ttim detector (8) which, when the actuator position exceeds 30 pert ent of cehtre-to-stop travel for more than 4 second$, will command the roll trim actuator to operate via the trim Computer. SAS Made / 4 | I i | imi 1 Engaged by operating HP1 and/or|HP2 engage switches and setting the ATT/SAS engage switch to SAS‘on the Helipilot Controller. On‘engagement the signal at (2) and (5) should be at a null. When a disturbance such as a gust of wind causes an attitude change, the change is detected by the vertical gyro and applied to the attitude synchroniser. The resultant signal at (2) is sammed with the derived rate signal at (5) to provide roll damping. The actuator command signal will counteract the attitude change to keep the helicopter at or near its reference attitude. When the pilot moves his cyclic control to change attitude, the stick motion causes movement of the swashplate to change the aircraft attitude. The vertical gyro senses this and applies the signal at (1) to the attitude synchroniser at summing point 3 (internal) and through an attitude holding circuit to (4). At the same time a signal from the roll control position synchro (CPU) equivalent to the motion of the stick is applied to the attitude synchroniser. All these signals cancel so that no command signals result. -57-While the pilot is moving the control a torque-sensitive switch in the roll trim actuator unit detects pilot-applied force to the controls and operate the FTR relays, This results in the attitude synchroniser synchronising at the fast rate keeping the signal at point (2) at zero. If the pilot now releases the control the system will dampen the aircraft response. Attitude Retention Mode (ATT) Engaged by activating the HP1 and/or HP2 engage switches. The system automatically comes on in the ATT mode if the flight director Mode Selector is set to standby (SBY). When the mode is engaged the synchroniser attitude hold circuit comes into operation, being clamped at the signal level existing at the time of engagement. If the helicopter moves away from the datum attitude an error signal is applied through the attitude displacement and rate circuits to drive the actuator to return the ‘helicopter to its original-attitudé:, If the pilot wishes to. change attitude, he presses the FTR switch on the cyclic and moves the control to obtain the desired attitude. When this ha$ been reached the pilot reledses the FIR ct the circuits resynchtonise and Hold at the new attitude.) | Automati¢ Flight Path Control Mode (CPL) ‘The coupled mode|is engaged by engaging HP1 and/or HP2 switches on the Helipilot Controller and selecting any flight director mode on! the Mode Selector. { _ to ‘The following modes are used with the Flight Director Computer: Standby (SBY) Lateral (Roll) Axis Modes Heading Select (HDG) VOR/Localiser (NAV) VOR Approach (VOR APR) Back Course (BC) Go Around (GA) Longitudinal (Pitch) Axis Modes Glide Slope and Auto-Level (ILS) Altitude Hold (ALT) Airspeed Hold (IAS) Vertical Speed Select (VS) Go-Around (GA) -58-Fig. 43 HELIPILOT AUTO-TRIM SYSTEM ooIn the coupled mode, the Helipilot System stabilises the helicopter in the normal way and automatically follows guidance commands from the flight director to steer the helicopter through the roll channel. A Helipilot roll command signal from the flight director is routed to the flight director command limiter circuit through the RCPL contacts. The command signal is limited as follows: Magnitude limited to 24 degrees. Rate limited to 6.2 degrees per second. ‘The command limiter output is then summed with roll attitude and rate at (5) and processed to drive the actuator. Due to frequent attitude changes while in the coupled mode, the actuator may move away from centre and retrimming may be necessary to maintain full authority in both directions. Automati¢ Trim j \ al The auto-trim feature is available for retrimming when the auto-trim switch is engaged and either or both Helipilots.are operating in the ATT or CPL mode. ‘The trim detectors sense the LVDT\ position ih the actuators anrd-at 50% travel, will activate relays‘in the trim computer to ppply power to the trim actuator, which drives at a’gonstant speed. As the trim actuator moves the control rod, the series actuator returns to itsicéntre of travel. PITCH AXIS The Helipilot System pitch axis operates in the same manner as the roll axis with the following exceptions: (i) The washout time constants in the attitude synchroniser circuit are tailored to each vertical mode of operation as follows: FTR engaged ) Helipilot not engaged) — fast TC = 0.5s ATT mode ) SAS mode TC = 13s CPL mode: ALT ) Gs) IAS) GA) vs ) TC = 13s TC 4.58 -60-(i) Flight Director Command limits: 9.2 degree pitch displacement. 1.4 degrees/s pitch rate. When go-around mode is selected a collective command cue on the ADI will drop into view. a emacs coxtTer ool au |compureR| Toprou ao VERTICAL | 200nVOCIdeg 1 erven | Ro LM pone evi eten mf | | | | on hore a DEMOI | WASHOUT| ae eel isvers, Fig. 44 HELIPILOT PITCH AXIS SIGNAL FLOW ‘The pitch axis also contains a pitch bias actuator monitor circuit (see figure 45). ‘The basic aircraft contains a pitch bias actuator, which has two functions: 1. Reduces collective to pitch coupling. 2. Creates an artificial positive pitch cyclic to speed relationship. ‘A monitor and automatic shut-down circuit is in the Helipilot Computers to detect a serious PBA runaway in order to prevent high aircraft pitch angles and rates. -61-Fig. 45 PITCH BIAS ACTUATORS MONITOR CIRCUIT a a easA detector circuit in each Helipilot Computer compares the PBA command and position feedback signals and any significant difference will cause a failure warning light to operate and power to be removed from the PB actuator. YAW AXIS ‘The helicopter yaw axis is controlled by a dual-channel Helipilot System using two Helipilot Computers, two actuators working in parallel and Directional Gyros. The yaw axis is engaged by operating the HP1 and/or HP2 engage switches on the Helipilot Controller. ‘The yaw axis functions solely as a yaw damper in that it has no long-term heading hold capability. This is achieved by a washout circuit after point 3 which causes all inputs to fall to zero after a 7 second time constant. ‘Any yawing motion of the helicopter is sensed by the Directional Gyro. Its 3- line 5) output is amplified and demodulated and applied to a rate generator {rate taker) which produces.a yaiw rate signal. Ce \ This detived yaw rate signal is ampplified ahd fed to a turn rate driver citcuit where it is scaled to drive an ADI rate-of-turn pointer. The dt rived yawjrate signal at 2 is summed with a computed yaw rate signal (easel n rol gttitude and airspeed) or a scaled pedal position signal at point 3. | ~~ / Any rate signal at’ is washed out after approximately 7 sec Inds. The signal is applied via 4 to a gain programming circuit. If the airspeed if greater than 55 kts the gain is reduced to compehsate for the more effective tail fin giving greater stability in yaw. co The signal at 5 is amplified and applied to the Servo Power Amplifier to drive the yaw actuator motor. The actuator motor brake is released and the servo amplifier is energised when the HP1 engage switch is ON. With the brake released, the actuator motor drives the ballscrew to reposition the control linkage to the tail rotor. Position feedback from an LVDT is amplified, demodulated and fed from 6 through a servo rate circuit to close the servo loop at 5. The actuator position signal at 6 is also fed to the Yaw Actuator Position Indicator. When the pilot is making a turn, the heading change is sensed by the Directional Gyro and the gyro output is converted to a derived turn rate signal at 2 and summed with a computed turn rate signal at 3. ‘The computed turn rate signal is the roll attitude signal scaled and divided by airspeed. The resultant signal is then scaled to provide a computed turn rate signal for co-ordinated turns. When a turn is correctly co-ordinated the two signals cancel. - 63 -Any difference in rate will drive the actuator. Computed rate turns are available above 55kts. Below 55 kts, a signal from the pedals yaw synchro, proportional to pedal movement, is shaped and amplified and summed with the derived turn rate at 3. The two signals will be equal and opposite and no actuator movement results. DIRECTIONAL 1 [Rare 2 [romrare ‘GRO ay | TAKER RINE a AS Goin Programme a amv SENSOR ey > eee a esr Poa uh »{D=M00) PROPORTIONAL ro} : |DEMOD} }—o“c ‘Yaw synchro) a 2.0 VACIpedal inch i oat Fig. 46 HELIPILOT YAW AXIS SIGNAL FLOW blank -64-camLEs ‘AW CONTROL, Ss te Ha x I STOrs: ROTOR /RODASSY NO? fwvORAULIC ‘00st voRAuLIC snuaBen ‘Yaw CONTROL OD ASSY NOT Fig. 47 PEDAL CONTROL YAW CONTROL SYSTEM -65-