P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 1 of 22

Transcription

1 EASA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT FOR S-TEC SYSTEM 30 AUTOPILOT INTEGRATED IN THE LIBERTY XL2 SERIES AIRCRAFT Serial No: Registration No: When installing the S-TEC System 30 Autopilot Integrated with an Aspen EFD1000 PFD/MFD in accordance with the technical data approved by the FAA in STC No. SA03488AT, as amended, this supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Liberty Aerospace XL2 Airplane Flight Manual. The information contained herein supplements the EASA approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic XL2 EASA Approved Airplane Flight Manual. The FAA on behalf of the European Aviation Safety Agency (EASA) using the bi-lateral agreement between the FAA and the DGAC- France has approved this flight manual supplement. This flight manual was prepared in accordance with the European requirements. For: EASA Approved: Date: P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 1 of 22

2 Log of Revisions Revision To Pages Description FAA Approval Signature and Date Section 9 EASA Approved: June 23, 2011 P/N 135A Page 2 of 22 Initial Release

3 SECTION 1 - GENERAL No change S-TEC SYSTEM 30 AUTOPILOT INTEGRATED SECTION 2 - LIMITATIONS The following are the limitations for operation of the S-TEC autopilot. The S-TEC System 30 Pilot Operating Handbook, Document P/N 8777, dated February 2, 1999, or later, must be immediately available to the pilot when operating the Autopilot System. The Aspen Avionics EFD1000 (Pro) Pilot s Guide P/N (latest edition) must be immediately available to the pilot. The Autopilot must be in the OFF or RDY state for takeoff and landing. The Autopilot may not be engaged below 300 ft. AGL after takeoff. Disengage the autopilot upon reaching Decision Altitude (DA) on GPS approaches or Minimum Descent Altitude (MDA) on VOR/LOC approaches. Autopilot operations into known icing are prohibited. The Aspen EFD1000 must have Version 2.0 (or higher) software. SECTION 3 EMERGENCY PROCEDURES In the event of a failure of any portion of the autopilot system, the primary task is to gain control of the airplane by overpowering the autopilot servo(s) and disabling the autopilot by doing one of the following: Press and hold the Mode Selector knob on the turn coordinator until the autopilot disengages Move the Autopilot Master Switch to the OFF position Pull the Autopilot circuit breaker on the Circuit Breaker Panel located on the starboard side of the Instrument Console P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 3 of 22

4 FAILURE UPON INSTRUMENT APPROACH If the system fails during an instrument approach, disconnect the system and fly a manual approach or conduct a Missed Approach in accordance with the missed approach procedures. Disengage the autopilot upon reaching the Decision Altitude (DA) on GPS approaches or Minimum Descent Altitude (MDA) on VOR/LOC approaches. SINGLE MODE FAILURE If there is a single mode failure of the autopilot, disconnect the autopilot system and fly the airplane manually. SECTION 4 NORMAL PROCEDURES Functional Pre-Flight/Power-up Test Perform this procedure while doing other pre-flight checks of the airplane. There must be adequate aircraft DC voltage (14 VDC) to perform these checks. Low voltage may adversely affect the Functional Pre- Flight/Power-up Test procedures. Low Voltage Annunciator Section 9 EASA Approved: June 23, 2011 P/N 135A Page 4 of 22 Initial Release

5 Common References: The terms HDG and HD are used in this document to refer to heading. The term HDG is used for the Aspen EFD1000 PFD referring to the HDG indicator seen on the PFD display. The term HD is for the autopilot referring to the HD indicator seen on the autopilot roll computer face. Unless otherwise specifically noted, the term Heading Bug or HDG Bug used in these procedures refers to the heading bug displayed on the Aspen EFD1000 PFD. The term CDI refers to the CDI on the Aspen EFD1000 PFD. The Mode Selector Knob used in these procedures refers to the mode selector on the autopilot s turn coordinator/roll computer. Turn Coordinator/Roll Computer 1. Autopilot Master Switch ON. 2. Verify the following annunciators illuminate on the Turn Coordinator/Roll Computer: RDY, ST, HD, LO-TRK, HI-TRK, TRIM-UP, TRIM-DN, and ALT. After 2 second, the Trim-Up annunciator extinguishes. All other annunciators, except ALT, extinguishes after 7 seconds. ALT annunciators extinguishes after 10 seconds. The system is ready for engagement after approximately 15 seconds. 3. Press and release the Mode Select Knob; ST lamp illuminates. Rotate turn knob left and then right, observe the control stick to ensure that it moves respectively. Center the Mode Select Knob. The control stick should remain motionless. P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 5 of 22

6 4. If available, tune the NAV radio to a valid VOR signal. Press and release Mode Select Knob, LO-TRK lamp illuminates. Rotate EFD1000 PFD VOR OBS so the needle moves left and right. Observe the control stick to ensure that it moves respectively. Press and release Mode Select Knob, HI-TRK lamp illuminates. Perform the same test. The control stick response will be slightly faster in this mode. 5. Place the heading bug under the Lubber line. Press and release the Mode Select Knob, HD lamp illuminates. Rotate heading bug left then right; observe the control stick to ensure that it moves respectively. Override Test: Grasp the control stick and slowly overpower the roll servo left and right to ensure proper clutch action. Control stick movements must be smooth. If any unusual noise or rough feeling movement occurs immediately inspect the installation and the clutch setting, do not operate the Autopilot. Refer the system to the appropriate maintenance personal. 6. Engage desired roll mode, move the control stick to the neutral position. 7. Select ALT mode by pressing and releasing the ALT HOLD switch, located on the upper LH main instrument panel. The blue ALT indicator light will illuminate. ALT Hold Annunciation Section 9 EASA Approved: June 23, 2011 P/N 135A Page 6 of 22 Initial Release

7 8. Slowly apply forward then aft pressure to the control stick. With forward pressure, the TRIM-UP light illuminates; with aft pressure, the TRIM-DN light illuminates. In both situations, the alert tone is audible. Releasing pressure on the stick will cause the TRIM-UP light or TRIM-DN light to extinguish and silence the alert tone. Altitude Hold ON, Trim Required 9. Override Test: Grasp the control stick and slowly overpower the pitch servo forward and aft to ensure proper clutch action. 10. Press and release the ALT HOLD switch, the blue ALT light should extinguish. Verify disengagement of the pitch servo by moving the control stick forward and aft. 11. Press and hold the Mode Select Switch, until the Autopilot disconnects, the RDY light flashes then remains lit, and the audible tone beeps for approximately 5 seconds. Autopilot Ready Mode P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 7 of 22

8 IN-FLIGHT PROCEDURES The procedures in this section can be used as a reference. In the following procedures, the enabling/disabling of the GPSS mode is done by pressing the GPSS hot-key on the EFD1000 PFD. The GPSS on the display will be green when the GPSS mode is enabled. The GPSS on the display will be grey when the GPSS mode is disabled (Heading or HDG mode). Place the EFD1000 in to the Heading mode (GPSS disabled) when changing the NAV source. EFD1000 PFD Hot-Keys Located on the Side of the Display Section 9 EASA Approved: June 23, 2011 P/N 135A Page 8 of 22 Initial Release

9 Routine In-Flight Procedure Use this procedure as a routine setup of the autopilot. 1. On the Turn Coordinator/Roll Computer, check the RDY light. The light must be illuminated. If necessary, autopilot power may be cycled on in flight. If so, the required Functional Pre-Flight/Power-up Test will be performed in flight. During this test, the pitch servo may disengage if loading excursions in excess of ±0.6 G are experienced. Therefore, do not attempt flight maneuvers during the power up test. 2. Trim aircraft to desired flight options. 3. Center Mode Select Knob, then press and release to engage the ST mode. 4. Set the Mode Select Knob as desired for level flight or turns. 5. Set the heading bug to a desired heading. 6. Press and release the Mode Select Knob to engage HD on the autopilot. As the aircraft center of gravity is moved further aft, autopilot performance can become more oscillatory. Use caution during autopilot operation at aft CG. P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 9 of 22

10 VOR Tracking and VOR Approach The autopilot does not provide intercept capability but will accurately track a reliable navigation signal when following any of the following procedures. Place the EFD1000 in to the Heading mode (GPSS disabled) when changing the NAV source. 1. Tune the NAV receiver, verify a valid NAV Signal, and then select a Radial. 2. Disable the GPSS mode by pressing the button to the right of the GPSS indication on the EFD1000 PFD. Verify that VLOC mode is displayed. VLOC Mode Display 3. Press and release the Mode Select Knob to select HD mode. 4. Using the heading bug on the Aspen, maneuver the aircraft such that on the Aspen CDI is within ±1 needle width and within ±10 HDG of the selected radial. IN ORDER TO INSURE AUTOPILOT TRACKING ACCURACY, DO NOT ENGAGE THE AUTOPILOT S HI-TRK MODE UNTIL THE AIRPLANE IS LESS THAN A NEEDLE WIDTH ON THE ASPEN CDI FOR THE SELECTED RADIAL AND ON COURSE. 5. Press and release Mode Select Knob until LO-TRK lamp illuminates for VOR cross country or HI-TRK for VOR approaches and more sensitive tracking. 6. Using the Course on the Aspen, CRS, select the radial to be tracked. This is how the autopilot tracks the VOR radial. 7. Disengage the autopilot upon reaching Minimum Descent Altitude (MDA) on VOR/LOC approaches. Section 9 EASA Approved: June 23, 2011 P/N 135A Page 10 of 22 Initial Release

11 Localizer Approach 1. Tune the NAV receiver to the desired Localizer frequency. 2. Disable the GPSS mode on the EFD1000 PFD. 3. On the EFD1000 PFD, verify that VLOC mode is displayed. 4. Press and release the Mode Select Knob to select HD mode. 5. Using the heading bug on the Aspen, maneuver the aircraft such that on the Aspen CDI, the airplane is within ±1 needle width and within ±10 HDG of the selected radial. IN ORDER TO INSURE AUTOPILOT TRACKING ACCURACY, DO NOT ENGAGE THE AUTOPILOT S HI-TRK MODE UNTIL THE AIRPLANE IS LESS THAN A NEEDLE WIDTH ON THE ASPEN CDI FOR THE SELECTED RADIAL AND ON COURSE. 6. Press and release Mode Select Knob on the Turn Coordinator/Roll Computer until HI-TRK lamp illuminates. 7. Using the Course on the Aspen, CRS, select the radial to be tracked. This is how the autopilot tracks the localizer. 8. Disengage the autopilot upon reaching Minimum Descent Altitude (MDA) on VOR/LOC approaches. P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 11 of 22

12 Procedure Turn Localizer Approach and Tracking 1. Tune navigation radio to LOC frequency. 2. Set the Heading Bug to published OUTBOUND LOC heading. Select HDG Mode (Deselect GPSS mode). 3. Set heading bug to OUTBOUND procedure turn heading. 4. In 90 degree increments, set heading bug to INBOUND procedure turn heading. 5. Set heading bug to INBOUND LOC heading. 6. Select the HI-TRK mode. Autopilot will track INBOUND to the airport. 7. Once established in HI-TRK mode, set the Course on the Aspen, CRS, to the desired localizer course. Before engaging HI-TRK be sure the aircraft is on course such that on the CDI the airplane is within ±1 needle width and within ±10 of the inbound course heading. 8. Disengage the autopilot upon reaching the Minimum Descent Altitude (MDA) on VOR/LOC approaches. 9. If missed approach is declared, engage the autopilot after reaching assigned altitude. Turn Localizer Approach Example Section 9 EASA Approved: June 23, 2011 P/N 135A Page 12 of 22 Initial Release

13 Straight-In Localizer Approach and Tracking 1. Disable the GPSS mode on the EFD1000 PFD. 2. Tune navigation radio to localizer frequency. 3. With HDG Bug on the Aspen EFD1000, position aircraft on the Localizer INBOUND course. Before engaging HI-TRK be sure the aircraft is on course such that on the CDI the airplane is within ±1 needle width and within ±10 of the inbound course heading. 4. Select the HI-TRK mode. Autopilot will track INBOUND to the airport. 5. Once established in HI-TRK mode, set the Course on the Aspen, CRS, to the desired localizer course. 6. Disengage the autopilot upon reaching the Minimum Descent Altitude (MDA) on VOR/LOC approaches. 7. If missed approach is declared, engage the autopilot after reaching assigned altitude. Straight-In Localizer Approach Example P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 13 of 22

14 GPS Tracking (GPSS Mode) 1. Enter desired waypoint in GPS receiver. 2. Enable the GPSS mode on the EFD1000 PFD. 3. On the EFD1000 PFD, verify that GPS mode is displayed. GPSS Mode Display 4. Using the heading bug on the Aspen, maneuver the aircraft such that on the Aspen CDI, the airplane is within ±1 needle width and within ±10 of the selected course heading. 5. Press and release Mode Select Knob until HD lamp on the autopilot illuminates. Using the GPSS mode on the EFD1000 PFD and with HD selected on the autopilot, the airplane will fly the flight plan and make anticipated turns to the next waypoint. Section 9 EASA Approved: June 23, 2011 P/N 135A Page 14 of 22 Initial Release

15 GPS Tracking (Heading Mode) 1. Enter desired waypoint in GPS receiver. 2. If enabled, disable the GPSS mode on the EFD1000 PFD. 3. On the EFD1000 PFD, verify that GPS mode is displayed. GPSS Mode Disabled 4. Press and release the Mode Select Knob to select HD mode on the autopilot. 5. Using the heading bug on the Aspen, maneuver the aircraft such that on the Aspen CDI, the airplane is within ±1 needle width and within ±10 HDG of the selected course. 6. Press and release Mode Select Knob until the HI-TRK lamp illuminates. Using the Heading (non-gpss) mode on the EFD1000 PFD and with High Track selected on the autopilot, the airplane will fly the flight plan and make turns to the next waypoint after passing the current waypoint and re-intercepting the new waypoint. P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 15 of 22

16 Altitude Hold Operation If necessary, autopilot power may be cycled on in flight. If so, the required Functional Pre-Flight/Power-up Test will be performed in flight. During this test, the pitch servo may disengage if loading excursions in excess of ±0.6 G are experienced. Therefore, do not attempt flight maneuvers during the power up test.during this test, the pitch servo may disengage if loading excursions in excess of ±0.6 G are experienced. Therefore, do not attempt flight maneuvers during the power up test. If no action is taken to trim the aircraft, the TRIM-UP or TRIM-DN light will first illuminate with an audible alert tone. If no action is taken to trim the aircraft for 5 seconds, the trim light will flash and the alert tone will beep. 1. Trim aircraft for level flight conditions, set power and permit airspeed to stabilize, then trim elevator as required. 2. Select desired Roll Mode, verify light illuminates. 3. Engage Altitude Hold by pressing and releasing the ALT HOLD switch. Verify the blue ALT light illuminates. 4. Trim elevator according to light indication on the System Thirty Controller (turn coordinator). 5. In order to climb or descend, disengage the Altitude Hold by pressing and releasing the ALT HOLD switch. Verify the blue ALT light extinguishes. Then manually climb or descend aircraft as necessary. If the aircraft encounters turbulence, it is normal for the Trim Annunciator Lights to flicker. Elevator trim is only required if the trim Annunciator light remains on and an audible tone is heard. If the aircraft encounters prolonged turbulence, it is recommended to disengage the autopilot and hand fly the airplane. Section 9 EASA Approved: June 23, 2011 P/N 135A Page 16 of 22 Initial Release

17 SECTION 5 - PERFORMANCE No change S-TEC SYSTEM 30 AUTOPILOT INTEGRATED SECTION 6 WEIGHT AND BALANCE See the current weight and balance information for the airplane with the autopilot and Aspen EFD1000 PFD installed. SECTION 7 AIRPLANE AND SYSTEM DESCRIPTION S-TEC AUTOPILOT SYSTEM The System 30 is a pure rate autopilot which uses an inclined rate gyro in the Turn Coordinator instrument as the primary roll and turn rate sensor. The turn coordinator includes an autopilot pick-off, a gyro RPM detector, and an instrument power monitor. Low electrical power will cause an instrument flag to appear while low RPM will cause the autopilot to disconnect. The autopilot includes a pre-flight test feature that allows a visual check of all the annunciator lamps. On the Liberty XL-2, the System 30 autopilot integrates with an Aspen EFD1000 Primary Flight Display (PFD) EFIS. The installation consists of the following components: Turn Coordinator/Mode Programmer Provides basic flight information, autopilot mode switching, and autopilot mode information. Autopilot Master Switch Selects the autopilot ON or OFF. Also starts the pre-flight test when selected ON and resets autopilot. Aspen EFD1000 PFD Provides course deviation information to the autopilot. Aspen Analog Converter Unit (ACU) Provides an interface between the PFD and GNS radios and the autopilot computers. GPS Annunciator Panels Provides GPS status information for the pilot. Roll Servo Provides actuation of the ailerons when the roll modes are selected on the autopilot. P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 17 of 22

18 Autopilot System with Aspen EFIS Display Section 9 EASA Approved: June 23, 2011 P/N 135A Page 18 of 22 Initial Release

19 Pitch Computer Takes inputs from the absolute pressure transducer and outputs signals to the pitch servo during altitude hold mode. If the accelerometer installed in the pitch computer senses a g-loading deviation from level flight in excess of ±0.6g, the pitch computer will automatically disconnect the autopilot. Absolute Pressure Transducer Receives ambient static pressure from the aircraft static system and converts it to electrical signals and provides that information to the pitch computer for use during the altitude hold mode. Pitch Servo Provides actuation of the elevator during the altitude hold mode. The preflight test feature is operated by use of the autopilot master power switch located on the avionics panel. When the autopilot master power switch is ON and the rate gyro RPM is correct, the green RDY light will illuminate indicating the autopilot is ready for the functional check and operation. The autopilot cannot be engaged unless the RDY light is illuminated. Once ready, the autopilot mode switch may be pressed to engage ST, HD, HI-TRK, or LO-TRK modes of operation. Pitch axis control of the System 30 is provided by a pressure transducer, pitch computer containing an accelerometer. When the altitude hold mode is engaged, an elevator trim sensor in the pitch servo will detect the elevator trim condition. When elevator trim is necessary to re-establish a trimmed condition, trim indicator lights on the turn coordinator face will illuminate to indicate the corrective trim required. If no action is taken for more than five (5) seconds, the light will begin to flash and an audible tone will be sounded to indicating a trim corrective action is required. P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 19 of 22

20 Turn Coordinator/Roll Computer The following are the annunciators and controls of the autopilot: Mode Select/Disconnect Switch Located on top left part of turn coordinator. Each momentary push of the knob will select an autopilot mode (ST, HD, LO-TRK, HI-TRK). Turning the knob left or right in stabilizer (ST) mode will provide left/right commands to the autopilot, proportional to knob displacement up to 90% of a standard rate turn. Holding the knob in for more than 2 seconds will disconnect the autopilot. Green Ready (RDY) Light Illuminates when the gyro has reached its operating RPM and the autopilot is ready to be engaged. Blue Altitude (ALT) Light Illuminates when the Altitude Hold mode is selected and engaged. A roll mode must be selected before the Altitude Hold function will engage. If a roll mode is not selected the altitude hold mode will be disabled until a roll mode is selected. Yellow Stabilizer (ST) Light Illuminates when the Stabilizer Mode is selected and engaged. The mode select knob, when centered, holds wings level. When turned left or right it sends a proportional turn command to the roll servo. It activates the turn command for roll axis maneuvers up to 90% of a standard rate turn. The turn command function is inactive in HD, LO- TRK, and HI-TRK. Section 9 EASA Approved: June 23, 2011 P/N 135A Page 20 of 22 Initial Release

21 Heading (HD) Mode Illuminates when the Heading Mode is selected and engaged. The autopilot receives heading error information from the Directional Gyro (un-slaved). This heading error is the difference between the position of the heading bug and the nose of the aircraft. When in HD mode the autopilot will perform a turn to keep the heading but aligned with the nose of the aircraft. Low Gain Track (LO-TRK) Mode Illuminates when the Low Gain Track (LO-TRK) mode is selected and engaged. This mode is primarily for VOR cross-country navigation. The low gain minimizes autopilot responses to needle deviations. This will prevent over-correction in areas where low elevation or extreme distances from a VOR causes the needle to become noisy or have a scalloping effect. High Gain Track (HI-TRK) Mode Illuminates when the High Gain Track (HI-TRK) mode is selected and engaged. This mode is to be used for Localizer approaches, GPS tracking, and VOR approaches. TRIM UP Indicates the aircraft is out of trim nose down and requires elevator UP trim. TRIM DN Indicates the aircraft is out of trim nose up and requires elevator DN trim. SECTION 8 HANDLING, SERVICE, AND MAINTENANCE No change. P/N 135A EASA Approved: June 23, 2011 Section 9 Initial Release Page 21 of 22

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