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Century 31 Autopilot

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439 views55 pages

Century 31 Autopilot

Operators Model

Uploaded by

trin482_203095207
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
CENTURY 31 AUTOPILOT PILOT’S OPERATING HANDBOOK 6881024 cat 6881024 FACTORY SERVICE CENTERS Century Flight Systems, Inc. has an established Factory owned and operated Customer Service Center. The personnel operating this Center are dedicated to providing Customer satisfaction with our products. Besides providing technical consultation, Service Center personnel also provide competent repairs and spares support to our dealers as well as direct customer in or out of warranty repair service. The location of our Factory Service Center is listed below: MUNICIPAL AIRPORT, MINERAL WELLS, TEXAS Product Support Telephone: (940) 325-2517 If at any time you need service at the Center please call and arrange for an appointment. This way, we can minimize shop repair time. CENTURY SERVICE DIAL DIRECT TOLL FREE CUSTOMER ASSISTANCE 1-800-433-5634 cat CONTENTS Foreword Features ..... Century 31 Operating Controls Master Disconnect/Trim Interrupt .... Preflight Test Sequence ... Lateral Operating Modes Pitch Operating Modes Review of Interlocks and Failure Warnings Yaw Damper System Directional Gyro NSD-3600.... NSD-360A Controls Century 31 Operating Techniques... Localizer (LOC) Approach... Glide Slope (GS) Automatic Arm and Coupler Localizer Back Course (LOC BC) VOR Approach : ‘| VOR Navigation Maintenance Emergency Operation Product Improvements ... Warranty... 19 19 22 25 26 32 34 38 144 48 on 49 50 51 6as1024 ca 6881024 LOG OF REVISIONS 31 FOREWORD The Century Flight Systems, Inc. Century 31 Autopilot is an advanced General Aviation Flight Control System utilizing “State of the Art” electronic techniques. In this handbook we have detailed the features, functions and general operating instructions of the Century 31 System. May we suggest that you do two things: Read this handbook and your Airplane Flight Manual Supplement. _ This handbook presents general operating procedures. Each aircraft installation has an Airplane Flight Manual Supplement or Autopilot Handbook that contains FAA approved flight procedures and operating limitations in that particular model aircraft. The appropriate AFM Supplement is a document, which must be aboard U.S. Registered Aircraft with the autopilot installed. ‘Spend some VFR time with the equipment to become familiar with its operation so that you may have the full benefit of its capabilities. 6881024 cat e8st024 31 FEATURES The Century 31 Autopilot This autopilot only version uses a standard artificial horizon in combination with a directional gyro (DG) or an NSD-360A Horizontal Situation Indicator (HSI). A Century Flight Systems, Inc. Yaw Damper (Y/D) may be incorporated with the Century 31 when a YID is certified for your plane. An outstanding feature of the Century 31 is that it has a rate based inner loop for short-term dynamics. This means that rate information is derived from the horizon so that motion about the roll and pitch axis is programmed to occur at a rate appropriate to the activity. Examples of controlled rate motion are as follows: ROLL AXIS: Heading Command — Roll at 5° per second diminishing near bank limit. Navigation Soft Mode -- Roll at 2.5° per second to reduced bank limit. Gust disturbances ~ Resisted by certificated servo velocity. PITCH AXIS: Command Attitude -- 0.7° per second attitude change. Gust Recovery -- Maximum rate consistent with passenger comfort Maximum System Capability - 2.4° per second, 68s1024 CENTURY OPERATING CONTROLS. The Mode Programmer pushbutton switch placards are lighted and dimming is provided by the control panel light dimmer switch. ° e 2 6 The Mode Annunciator light intensity is controlled automatically by a self-contained ambient light level sensor; this feature provides optimum Mode Annunciator light level for all cockpit lighting conditions. The Century 34 Autopilot is activated with the Aircraft Master switch and operates in a low power state until the autopilot operation is desired. Mode selection is made by pushing the desired mode switch on the Mode Programmer. The selected mode will be illuminated on the Mode Annunciator. ae ea ears A separate Trim Master switch is located on the Control Panel. Autotrim function is activated by the Autopilot Engage switch. 68s1024 31 Autopilot ON-OFF - Autopilot engage is accomplished by pressing the momentary ON-OFF rocker switch on the left side of the Programmer. The Autopilot will engage in the HDG and ATT modes with synchronization to the existing aircraft pitch attitude, In HDG mode the aircraft will track the heading selected on the DG or HSI. In NAV, APR,or REV modes the aircraft will intercept and track any properly programmed radio-defined course. Instructions for proper radio set up in these modes are included in this manual. In ATT mode the autopilot will synchronize to the aircraft pitch attitude upon engagement. In ALT mode the aircraft will synchronize to the pressure altitude present at the time of engagement. The autopilot. may be disengaged by pressing the momentary ON-OFF rocker switch on the programmer, by pressing the AP OFF switch on the control wheel trim switch; by pressing the Master Disconnect/Trim Interrupt switch, if present on the contro! wheel; or by interrupting power at the Aircraft Master switch, Disengagement causes the AP annunciator to flash for 5 seconds | 6881024 MANUAL ELECTRIC TRIM - With the Aircraft and Trim Master switches on, a manually operated electric trim function is activated by the control wheel trim switch. This switch serves a dual function: 1. Disengage the autopilot. 2. Activate manual electric trim cat Pressing down on the center rocker bar causes autopilot disengagement. This action also activates trim enabling power. Movement of the bar fore or aft causes the trim to run in a corresponding down or up direction. MASTER DISCONNECT/ TRIM INTERRUPT Many Century 31 autopilots incorporate an additional switch on the control wheel (usually a red button). Pressing this button will disconnect the Century 31, the Yaw Damper (if installed), and will interrupt the operation of the Trim System. Release of the button will restore power to the Trim System. However, the Autopilot will retum to the HDG and ATT mode and will require Te-engagement in order to resume automatic flight. AUTOTRIM - The Century 31 Autopilot is equipped with automatic pitch trim. When the Trim Master switch is on, Autotrim is activated by ‘engaging the autopilot. The Autotrim system is fail safe in design. The integrity of the trim system is verified by the preflight test. PREFLIGHT TEST SEQUENCE CENTURY 31 PREFLIGHT PROCEDURES NOTE During system functional check the system must be provided adequate D.C. voltage (12.0 VDC or 24 VDC min.) and instrument air (4.2 in. Hg. Min.). It is recommended that the engine be operated to provide the necessary power and that the aircraft be positioned in a level attitude, during the functional check 68s1024 cat AUTOPILOT/AUTOTRIM -- To be performed before the first flight of each day. 1 2. 10. "1 Trim Master switch - ON. Engage autopilot. Move the heading bug left and right of the lubber line. Observe that the control wheel moves in the direction of the heading bug displacement. Press the DN switch - verify that the control wheel moves in the down direction Verify that after approximately a 3 second delay, the trim moves in the down direction. Press the UP switch - verify that the control wheel moves in the up direction Verify that after approximately a 3 second delay, the trim moves in the up direction. Grasp control wheel and override roll and pitch servo actuators to assure override capability Hold control yoke and disengage autopilot by activating the AP OFF switch on the control wheel. Check controls through full travel in roll and pitch to assure complete autopilot disengagement. Press and hold the TEST switch ~ all mode annunciator light with AP flashing. Release the TEST switch after all annunciator lights except HDG, ATT, and TEST tum off. Press the DN switch - HDG, ATT, and TEST remain on. 6as1024 cat 12. 13, 14, 15, 16. Press the UP switch — HDG, ATT, and TEST remain on Momentarily press the TEST switch — HDG and ATT remain on, TEST flashes Press the DN switch - The TEST light remains off as long as the DN switch is held. Press the UP switch - The TEST light remains off as long as the UP switch is held Momentarily press the TEST switch — HDG and ATT lights remain on and the TEST light goes out. COMMAND TRIM SYSTEM - To be performed before the first flight of each day. Thi Using the control wheel trim switch, verify normal trim up and down operation. Depress and hold the center bar on the control wheel trim switch. Observe that the trim system does not operate Release the center bar on the control wheel trim switch. Move the control wheel trim switch fore and aft. Observe that the trim system does not operate. is completes the test sequences. CAUTION Any failure of the above procedures indicates that a failure exists in the system and the system shall not be operated until the failure has been located and corrected CAUTION Check the elevator trim setting before takeoff. 2 68s1024 cat 6881024 LATERAL OPERATING MODES HEADING — In HDG mode the autopilot will capture and hold the heading selected on the DG or HSI. HDG annunciator will illuminate. = HDG a OOMO le ———= U NAVIGATION — In NAV mode the autopilot has an automatic 45° VOR-LOC intercept angle. Selected angle intercepts are available when the system is equipped with an NSD-360A or other HSL. NAV When executing an intercept, the rate at which the aircraft is closing upon the selected radio-defined course is determined by the computer and at the proper time an on-course tum js initiated. Thirty-five seconds after the on-course turn the computer will reduce its bank limits to 13°. After 70 seconds the bank limits will be reduced to 8° to produce a “soft” navigation mode when tracking a VOR signal. The system will remain in “soft” mode during station passage. However, if a new course, which requires re-intercept, is selected, the “soft” mode will unlock and the intercept sequence will reoccur. cat NOTES The NAV mode should be used when executing a holding pattern on the localizer to prevent automatic glide slope coupling, When radio receiver is tuned to a localizer frequency, the coupler will operate with localizer._ (APR) dynamics in the NAV mode. HEADING SYSTEMS In systems equipped with a DG the autopilot- heading bug must be set to match the selected VOR radial. In systems equipped with an NSD-360A or other HSI instrument, the heading bug is disabled when in the NAV, APR, or REV modes. In these modes the azimuth information to the autopilot is provided by the radio course pointer. NOTES In systems equipped with an NSD- 360A or other HSI always set the radio course pointer to the Front Course Inbound Heading when operating in the APR or REV modes. In systems equipped with a DG, always set the heading bug to the final approach heading to the airport See section on __ operating techniques for additional operating instructions for the NSD-360A. 4 6881024 C31 SELECTED INTERCEPT ANGLE In systems equipped with an NSD-360A or other HSI, a selected intercept angle function is available while operating in the NAV, APR, and REV modes. Selected angle intercepts are initiated by performing the following steps 4. While operating in the HDG mode, set the course pointer to the desired radial. 2. Set the heading bug on the NSD to the desired intercept heading ] 3. Press the HDG and NAV, HDG and APR or HDG and REV mode buttons simultaneously. Sealy Both HDG and the selected lateral mode will now illuminate on the annunciator. As the aircraft begins its on-course turn, the HDG annunciator will extinguish indicating that the system has captured the selected radio course and is now receiving azimuth input from the radio course pointer. NOTE If valid radio signal is lost after initiating a selected angle intercept, the applicable navigation mode annunciator will flash and the autopilot will remain in the HDG mode 6881024 or or cat 68s1024 APPROACH - The APR mode provides an automatic 45° VOR-LOC intercept angle and selected angle intercepts when the system is equipped with an NSD-360A or other HSI. The intercept, crosswind, and tracking sequences are similar to those described in the NAV mode of operation except that 70 seconds after the on-course turn the bank angles are reduced to 12°. The APR mode has additional enabling logic for the automatic glide slope arm, capture, and track sequence and must be used on ILS approaches. abo Gaba REVERSE (Back Course) - The REV mode is for use in tracking the localizer back course Inbound and front course Outbound or VOR course Outbound. Automatic 45° intercepts, selected angle intercepts, crosswind correction and tracking are as described in the APR mode ‘except that response to radio signals is reversed. = =o (CIC Ic Itc) cat NOTES When using an NSD-360A or other HSI always set the radio course pointer to the inbound front course localizer heading. When using a DG, always set the heading bug to the final approach heading to the airport. PITCH OPERATING MODES ALTITUDE — ALT mode will cause the aircraft to maintain the pressure altitude present at the time of ALT engagement ALT may be engaged at maximum rate of climb or descent, but for passenger comfort, rate of climb or descent should be reduced to 1,000 feet per minute prior to ALT engagement. Depressing the pitch data modifier either UP or DN will shift the AP mode back to ATT mode ATTITUDE — ATT mode places pitch command with the pitch data modifier. Pitch is always synchronized to the existing aircraft attitude. When engaging the autopilot or when transferring the system to ATT from ALT, the aircraft will maintain its existing attitude. PITCH DATA MODIFIER — The pitch data modifier is a momentary type rocker switch, located on the right side of the Mode Programmer, used to modify the airplane's attitude and to shift the AP from the ALT mode to the ATT mode. GLIDE SLOPE COUPLING - In the presence of selected APR mode only and other enabling logic, the glide slope function is fully automatic. Therefore, no GS engage switch is used. 6881024 ATT DN UP cat GS mode may be entered from either ATT or ALT mode, from either above or below the glide slope. Capture of the glide slope depends upon satisfying conditions, which will complete the arming sequence. After arming, capture will occur just before glide slope interception so as to rotate smoothly to interception. This “anticipative capture” point is determined by the rate of closure satisfying a computer equation. In order for the GS mode to arm, the following conditions must exist simultaneously: 1. No. 1 NAV radio channeled to a localizer frequency. 2. Localizer deviation must be less than 90% either side of center. 3. Avvalid localizer signal (no flag). 4. Avalid glide slope signal (no flag). 5. APR mode selected. When these conditions are met the GS annunciator will illuminate in conjunction with the active pitch mode annunciator indicating glide slope is armed. When “anticipative capturing’ occurs, the active pitch mode annunciator will extinguish leaving only the illuminated GS annunciator to indicate that transition to the glide slope signal has occurred, The GS mode may be deactivated by selection of any other pitch mode (ALT, ATT) but automatic recapture of the glide slope may occur in ALT or ATT modes. 68s1024 31 NOTES The NAV mode should be used when executing a holding pattern on the localizer to prevent automatic glide slope coupling When radio receiver is tuned to a localizer frequency, the coupler will operate with localizer (APR) dynamics in the NAV mode. CWS MODE (Pitch Sync) - The system is equipped with a control wheel steering switch located on the horn of the pilot's control wheel. When depressed, this switch will disengage the roll and pitch servos to allow manual maneuvering When released, the system will re-engage in the lateral (roll) mode previously in use If the autopilot is in ALT mode the system will synchronize to the pressure altitude present upon release of the CWS switch. If the autopilot is in ATT mode the system will synchronize to the attitude present at the time of release. REVIEW OF INTERLOCKS AND FAILURE WARNINGS The Century 31 System includes a number of automatic interlocks that will prevent system operation or individual mode operation if the input information is not valid or if other pre- requisite conditions do not exist. In addition to the interlocks, the system will annunciate various failure conditions as advisory information for the pilot. Following is a brief description of the interlocks and warnings provided 68s1024 cat INTERLOCKS Autopilot engagement is inhibited unless valid gyro excitation is being provided by the system, Selection of ALT mode is inhibited if the system altitude information is unreliable or if the entire system has not been powered for a time sufficient to allow temperature stabilization, usually 2 to 6 minutes depending on ambient temperature. If the navigation information becomes invalid during selected angle intercepts the appropriate NAVIAPRIREV annunciator will flash and automatic mode switching from HDG to the armed navigation mode will be inhibited. WARNINGS LOW VOLTAGE - When the aircraft bus voltage provided the system falls below the minimum required for reliable system function, any mode annunciator not already illuminated will flash ATTITUDE GYRO EXCITATION - Absence of valid gyro excitation will cause the autopilot to disengage and the AP annunciator to flash, The autopilot cannot be re-engaged until this condition is corrected. AP DISENGAGEMENT ~ Anytime the autopilot is disengaged the AP annunciator will flash for approximately 5.0 seconds, then remain off. NAVIGATION INFORMATION INVALID — The appropriate navigation mode annunciator will flash when selected and invalid navigation signals are present (NAV flag in view). 20 eas1024 31 GLIDE SLOPE INFORMATION INVALID The GS annunciator will flash when glide slope information is invalid or any other GS Arming condition is lost (GS flag in view) after glide slope capture. “If valid glide slope information or any other GS Arming condition is not available during the arming sequence, the system will not am and glide slope capture will not occur. YAW DAMPER SYSTEM (OPTIONAL) The Century Flight Systems, Inc. Yaw Damper System is a frequently installed option with the Gentury 31. The system has only one control-the ON-OFF Push Button. The system is an independent subsystem that may be used with or without the Century 31. For pilot assistance and passenger comfort, its function is to add additional stability to the yaw axis of the aircraft and minimize any tendency to hunt or dutch roll in the aircraft. In addition, the Yaw Damper incorporates an “electronic ball’ to assist in coordinating turns and trimming the aircraft under conditions of asymmetric power. The Yaw Damper does not ordinarily compensate for rudder trim variations with speed changes and therefore may “bump” the rudder controls slightly when engaged or disengaged at speeds other than that for which it is adjusted The Yaw Damper is engaged by pressing the ON-OFF Push Button. An “ON? light in the controller confirms the YID is engaged. It is disengaged by pressing the ON-OFF Push Button or by pressing the Master Disconnect/Trim Interrupt Button. The “ON? light will extinguish. 68S1024 31 i Miniature Airplane AJ Lubber Line Autopilot Heading Bug / 4 Ro on SS N S Si SY Zs cs 4 O Card Set Knob Heading Selector Knob 6as1024 cat DIRECTIONAL GYRO The Heading Selector DG replaces the standard directional gyro and provides a fully visible heading indicator around the normal DG opening The DG dial is marked in 5° intervals and numbered each 30° around its azimuth. A center index is provided at the top to align selected headings. Additional indices are located each 45° to facilitate rapid turn selection without mental arithmetic. Any heading may be selected, either before or after engagement, and turns up to 180° may be programmed directly, either right or left. If the heading indicator is rotated beyond 180° from the DG card heading, the heading selector will command a reversal in bank to reach the resultant selected heading in the shortest direction. The DG card is normally set to the magnetic compass with the card set knob on the left in the usual fashion, while the heading selector indicator is rotated by the heading selector knob on the right. Direction of rotation of both the knob and indicator commands the same direction of turn. NSD-360A AND OTHER COMPASS SYSTEMS The Century 31 autopilot may be optionally equipped with the Century Flight Systems, Inc. NSD-360A. The explanation which follows will be based on the NSD- 360A; however, the principles will apply equally to the compass systems of other manufacturers provided the differences in design, features and concepts are ascertained and allowed for, such as slaving, knob location, size, etc. The NSD-360A (Navigation Situation Display) is an integrated HSI instrument combining an air driven gyro and an electrically servo heading card with VOR/Localizer and Glide Slope information. 23 68s1024 cat 68s1024 Radio Course Pointer Lubber Line Heading Flag* Miniature “Airplane Left-Right )~ Deviation sk \ Glide Slope Flag* 8" Heading Selector Knob/ ct Slope Meter Card Set (Push to Set) ner Course Selector *Red and White Striped cat NOTES The NSD has an optional slaving feature that requires initial heading setting on start-up. Subsequent resetting of the heading card, required manually on non-slaved versions, is automatically accomplished with the slaved version Proper heading synchronization must be verified on both non-slaved and slaved NSD-360A units. This is accomplished by comparing the heading displayed under the lubber line with the magnetic compass. The NSD-360A incorporates a heading warning flag to warn of loss of either air or electric power. Appearance of the flag during flight should be sufficient grounds to question the validity of the displayed heading. In slaved versions, the slaving meter should oscillate about a 45° point to show that the slaving circuits are accomplishing their function. Should the needle remain motionless or either vertical or horizontal for an extended period (two minutes) in level flight, the heading should be manually set using the magnetic compass and the performance of the heading card observed. If this condition persists, set the slaving mode switch to free gyro. In free gyro mode, the instrument must be periodically reset to manually counteract the effects of gyro precession NOTE Do not set heading card when turing as the magnetic compass and magnetic slaving systems are not reliable references when the aircraft is banked 68s1024 Sf SLAVING METER. —,, ] cat 6881024 NSD-360A CONTROLS The heading selector/card set knob is used to move the heading bug relative to the heading card. It is also used to set the heading card to the aircraft heading by pushing in and rotating the knob. When setting has been accomplished, the knob is released. The heading selector/card set knob should not be pushed in when setting the heading bug The course selector knob is used to adjust the radio course pointer to the desired course. Selection of the autopilot course automatically sets the internal VOR resolver to the identical VOR radial. Readout of VOR left-right information is made by observing the center segment of the radio course pointer. DISPLAYS NSD-360A VORILocalizer left-right deviation is displayed by the center segment of the radio course pointer. Note that the airplane in the center of the instrument display gives a pictorial representation of the Navigation Situation. In the illustration, the aircraft is approaching the desired radial at about 20° intercept. When operating in the VOR mode, the display always gives the correct display if the heading card is matched to the magnetic heading. When operating in the localizer mode, the radio course pointer should be placed on the INBOUND front course heading. The display will then be correct for either front or back course, During Back Course Approaches, the display will be inverted and the tail of the radio course pointer will indicate the back course heading. The Left-Right needle sensing will require tums toward the needle for course centerline. cat 68s1024 “TO” FLAG - ‘FROM’ FLAG The to and from flags point in the direction of the VOR Station. To or from is pictorially represented. fa A NAV WARNING FLAG aw The NAV warning flag will appear if the signal being Vv received is not suitable for NAVigation. From In the NSD-360-A, separate “NAV” and “TO-FROM” meter movements are used. Good navigation data will be indicated in both VOR and Localizer mode by absence of the NAV Flag. In the localizer mode the “TO-FROM"” arrows may remain out of view (depending on NAV converter design). GLIDE SLOPE NSDea0A: The Glide Slope meter on the left side of the instrument displays conventional glide slope information — location of glide slope centerline is pictorially represented. “ON GLIDE SLOPE” BELOW GLE store ABOVE GLIDE SLOPE (uy uP> (Ly DOWN) The Glide Slope Flag is on the left side of the instrument. It is arranged so that it will obstruct view of the glide slope meter if a glide slope signal is not available or is unsuitable for guidance. cst IMPORTANT NOTICE Because the NSD-360A incorporates an integrated course/left-right display and OBS resolver, the use of a NAV-t/NAV-2 selector switch is not recommended with the NSD-360A for left-right information The Century 31 requires left-right data and course error data that is related to the actual heading of the aircraft. The use of a NAV-1/NAV- 2 selector switch would involve complex operational techniques that would add confusion in moments of stress and its installation is therefore not recommended. e8s1024 31 CENTURY 31 OPERATING TECHNIQUES In the pages that follow, we have included techniques for: Localizer Approaches } Ls Glide Slope Arming & Coupling Localizer Back Course VOR Approaches VOR Navigation The photographs depict the Navigation Situation at the indicated position as seen on the NSD- 360A. The techniques are equally applicable to other approved Integrated Compass Systems. The techniques are also applicable to the 52D254 DG, provided it is understood that the DG Heading Bug and OBS must be set separately to achieve the desired results CAUTION When electrical power is first applied to the NSD-360A instrument the compass card may rotate or “slew” rapidly. This is NOT an indication that the compass system is orienting itself to the proper magnetic heading. The proper heading orientation must be verified and set prior to takeoff and should be verified prior to approach to landing using the magnetic compass 29 68s1024 cat 6881024 LOCALIZER (LOC) APPROACH C31 6881024 LOCALIZER (LOC) APPROACH PSN NSD-360A MODE REMARKS: HDG —_| The localzer or ILS approach begins with transition Cae from the enroute siuclue to Ine euler compass i ox loeater (LOM). The HDG mode and nesding bigs 1 ‘ ON used by the pilot to select the destted Reading ALT —_| Aerat atte orate of coscent is controled weg or ALT. ATT. the Pitch Data Moditer or Pitch Syne ATT The Inbound Front Course direction is selected vith the radio course potter, REV Upon reaching the (LOM), press the REV Button. ‘System will intercept and track OUTBOUND. NOTE. Ths isa good line fo bogin reducing speed 2 ALT for the approach, or ATT REV Altitude appropriate to this phase of the approach shouldbe centteled using’ ALT andlor ATT" au ‘aut | necessary “Tne procedure tn outpound heading 3 may be preselected using the heading bug. or ATT HDG —_| Press the HDG Buton to begin procedure tun 4 ALT or ATT HDG Proceed outbound in procedure tum until sufficient : time has elapsed to assure proper e-nterapton ALT or ATT wy. S cat 6881024 noatw LOCALIZER (LOC) APPROACH (CONT.) cat 6881024 LOCALIZER (LOC) APPROACH (Cont.) PSN NSD-360A MODE REMARKS HDG Lead aircraft through procedure turn by moving the heading bug initially about three-fourth of the way - ‘around the card in the desired direction of the turn ALT or ATT HDG ‘As the aircraft turns, move the heading bug to the desired intercept heading. In this case the pilot has - selected 206° for a selected angle intercept ALT or ATT ‘APR If a 45¢ intercept is desired press APR Button system will automatically execute a 45° : (@pproximately) intercept ALT or AIT HDG Alternate - if intercept angle other than 45° is & desired, set-heading bug to desired intercept heading. Press both HDG and APR buttons BA APR ‘simultaneously. System will remain in HDG until aircraft turns on course, then automaticaly switch to APR as indicated “by extinguishing the HOG ALT Annunciator, NOTE: The selected angle intercept A is particulary useful if being vectored to the final ATT approach course. cat 6881024 wortn LOCALIZER (LOC) APPROACH (CONT.) 4 cat 681024 LOCALIZER (LOC) APPROACH (Cont.) PSN NSD-360A MODE REMARKS APR After intercept, system will correct for crosswind, adjust its internal radio authority, and limit bank angles. Aircraft altitude should be controlled as ALT necessary for the approach using ALT and ATT. or Glide slope arming and interception wil be ATT ‘automatic. Missed approach heading may now be & programmed.. Gs ‘APR As the glide slope is intercepted, capture is indicated by extinguishing ALT or ATT with only GS remaining illuminated. Gs NZ It missed approach is required, the following SAP — | sequence is typical, see AFM Supplement for details “. in specific model aircraft: OFF Disconnect AP ‘Add power Initiate G.A. procedure Check for positive rate of climb, Retract gear and flaps. Select desired HDG on DGINSD. Engage AP Adjust climb as desired using Pitch Syne or Pitch Modifier @NeRONG 35 oa 68s1024 — Pe GLIDE SLOPE (GS) AUTOMATIC ARM AND COUPLE 36 cat 6881024 Glide Slope (GS) Automatic Arm and Couple PSN NSD-360A MODE REMARKS APR _ The typical glide siope portion of an ILS begins with the aircraft maintaining

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