Stability Augmentation System

and Autopilot

Pilot’s Operating Handbook

Genesys Aerosystems
* Asterisk indicates pages changed, added, or deleted by
List of Effective Pages
current revision.

Page No. Issue

Retain this record in front of handbook. Upon receipt of a

Record of Revisions revision, insert changes and complete table below.
Revision Number Revision Date Insertion Date/Initials
st
1 Ed. May 13, 11
nd
2 Ed. Feb 05, 15
rd
3 Ed. Apr 04, 16
th
4 Ed. Jun 10, 16

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ii 4th Ed. Jun 10, 16

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Table of Contents
Sec. Pg.

1 Overview...........................................................................................................1–1

1.1 Document Organization....................................................................1–3

1.2 Purpose..............................................................................................1–3

1.3 General................................................................................................1–3

1.4 HeliSAS Components.......................................................................1–4

1.5 System Description...........................................................................1–4

1.6 Safety Monitors...................................................................................1–8

2 Pre-Flight Procedures...................................................................................2–1

2.1 Pre-Flight Procedures.......................................................................2–3

3 Normal In-Flight Procedures - SAS............................................................3–1

3.1 Normal Operating Procedures - SAS.............................................3–3

3.1.1 Trim.......................................................................................3–3

3.2 Recommended Pilot Technique with SAS.....................................3–4

3.3 Closely Monitor the Controls...........................................................3–5

3.4 Liftoff and Hover.................................................................................3–5

3.5 Acceleration from Hover...................................................................3–5

3.6 Cruise...................................................................................................3–6

3.7 Deceleration to Hover.......................................................................3–6

3.8 Landing................................................................................................3–6

3.9 Disengage SAS/Autopilot.................................................................3–6

4 Non-Normal Procedures - SAS Failures...................................................4–1

4.1 SAS Failures and Automatic Disengagement..............................4–3

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4.2 Autorotation..........................................................................................4–3

4.3 Hydraulic System Failure.................................................................4–3

4.4 Icing.......................................................................................................4–3

5 Normal In-Flight Procedures - Autopilot.....................................................5–1

5.1 Heading (HDG) Mode.......................................................................5–4

5.2 Navigation (NAV) Mode - VLOC........................ ...............................5–4

5.2.1 If HDG is not Active - Fixed Intercept Angle.....................5–4

5.2.2 Pilot Selected Intercept Angle...........................................5–5

5.3 Backcourse (BC) Mode (Applicable to Ver51 and Lower)............5–5

5.4 Navigation (NAV) Mode - GPS..........................................................5–6

5.4.1 Preprogrammed Intercept Angle.....................................5–6

5.4.2 Pilot Selected Intercept Angle..........................................5–6

5.4.3 Course Reversals and Holding Patterns......................5–7

5.5 Speed (SPD) Hold Mode (Applicable to Ver52 and Higher).........5–7

5.6 Altitude (ALT) Hold.............................................................................5–7

5.7 Vertical (VRT) Mode...........................................................................5–8

5.8 Missed Approach................................................................................5–9

5.8.1 VLOC (ILS or VOR Approach.............................................5–9

5.8.2 GPS (LPV, LNAV/VNAV, or LNAV + V Approach)............5–10

6 Glossary...........................................................................................................6–1

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List of Figures
Fig. Pg.

1–1 Cyclic Buttons.................................................................................................1–5

1–2 HeliSAS System Diagram...........................................................................1–7

5–1 HeliSAS Control Panel (HCP) with BC Button (Ver51)............................5–3

5–2 HeliSAS Control Panel (HCP) with SPD Button (Ver52)...........................5–3

List of Tables
Table Pg.

2–1 Power-Up Test...............................................................................................2–4

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SECTION 1
OVERVIEW

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1.1 Document Organization

Section 1 Overview

Section 2 Pre-Flight Procedures

Section 3 Normal In-Flight Procedures - SAS

Section 4 Non-Normal Procedures - SAS Failures

Section 5 Normal In-Flight Procedures - Autopilot

Section 6 Glossary

1.2 Purpose
This Pilot’s Operating Handbook (POH) provides pre-flight and in-flight operating
procedures for the HeliSAS Stability Augmentation System and Autopilot (SAS/
AP).
This POH is intended to be used with the Federal Aviation Administration (FAA)
approved Rotorcraft Flight Manual (RFM) and Rotorcraft Flight Manual Supplement
(RFMS) for HeliSAS.
This POH is applicable to the following versions of HeliSAS:

• Flight Control Computers (FCC) with Ver51 and lower software.

- Identified with suffix dash numbers of less than 100 (i.e. 01311-03-01).

- Use HeliSAS Control Panels (HCP) with a “BC” button (01309-01-01).

• Flight Control Computers with Ver52 and higher software.

- Identified with suffix dash numbers of greater than 100 (i.e. 01311-03-101).

- Use HCPs with a “SPD” button (01309-03-01).

1.3 General
HeliSAS is an attitude-based flight control system that provides a significant
reduction in pilot workload from takeoff to landing. SAS may be engaged or left
engaged during any phase of flight from before liftoff to after touchdown. The
autopilot modes become available at airspeeds above 44 Kts.

HeliSAS makes it possible to fly with hand-off the cyclic. However, it is important
that the pilot understand that the unstable nature of helicopters is such that a
SAS disconnect due to a system failure requires that the pilot assume immediate
control. The existence of stability augmentation and rotor RPM governing does
not relieve the helicopter pilot of the necessity to closely monitor aircraft attitude
and rotor RPM at all times.

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1.4 HeliSAS Components

The HeliSAS system consists of the following components:

• Flight Control Computer (FCC).

• HeliSAS Control Panel (HCP) to select and annunciate SAS and autopilot
modes (or a SAS On/Off switch to select and annunciation SAS for a SAS-
Only configuration).

• Servo-actuators – one each for the pitch and roll axes (2ea for systems
utilizing a primary and backup HeliSAS).

• Attitude Reference source can be one of the following:

- An analog panel-mounted gyro horizon indicator.

- A digital Attitude Heading Reference System (AHRS) or Air Data Attitude

Heading Reference System (ADAHRS).

HeliSAS can be interfaced with the following avionics and instruments.

• GPS navigation receiver – The autopilot will track the active course, fly
procedure turns and holding patterns, and fly LNAV/VNAV approaches.

• VHF navigation receiver – The autopilot will track VOR courses and will fly
ILS approaches.

• Horizontal Situation Indicator (HSI) or a functional equivalent on an

Electronic Flight Instrument System (EFIS) display – The heading bug on
the HSI allows the pilot to select headings for the autopilot to fly while in
the HDG mode. The course pointer on the HSI allows the pilot to select
the desired course for VOR/ILS tracking while in the NAV mode, and provides
visual representation of deviation from the desired path.

• A directional gyro with heading bug is available as an alternative to the

HSI or EFIS. While the directional gyro provides a less expensive and
lighter alternative, it does not allow the autopilot to be used for VOR/ILS
tracking.

1.5 System Description

The basic SAS consists of two electromechanical servo-actuators, a flight control
computer, HeliSAS Control Panel (HCP) for autopilot mode selection, a panel-
mounted attitude indicator or an attitude heading reference system (AHRS), two
control buttons on the cyclic stick, and interconnecting cables. One servo-actuator
controls pitch and the other servo-actuator controls roll. The servo-actuators are
connected to the cyclic through electromagnetic clutches. An optional BeepTrim
four-way momentary switch on the cyclic can be used to modify the attitude
target in SAS mode on certain models.

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The cyclic-mounted buttons as installed on a Bell 407 (left) and Robinson R44/66
(right) cyclic are shown in Fig. 1-1.

Fig. 1-1. Cyclic Buttons

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The Force Trim Release (FTR) button is used to reset the trim pitch and roll
attitude when in SAS mode. Holding the trim button for more than 1.25 seconds
engages the SAS as long as the system is in standby mode and not configured
for use with a backup HeliSAS. The AP DISC/OFF button allows disengagement
with hands on controls. The optional beep trim switch may be installed in addition
to the FTR button, and allows the pilot to proportionally modify the trim pitch and
roll attitudes in SAS mode. This is a four-way momentary switch on the cyclic
grip. Holding the switch aft results in a steadily increasing change in trim pitch
attitude (nose up). Pushing it forward results in a steadily decreasing trim pitch
attitude (nose-down). Holding it right causes the trim roll attitude to increase
right wing down, and holding it left causes the trim roll attitude to increase in a
left-wing down direction. The maximum trim attitudes that may be achieved with
beep trim are the same as for the FTR button.
The HeliSAS Control Panel (HCP) is used to engage the SAS and/or autopilot
modes. Available modes may include altitude hold, heading hold, navigation
signal tracking, speed hold, and approach guidance depending on installed
avionics and version HeliSAS Flight Control Computer. The far left button controls
the basic SAS. The SAS must be engaged prior to engaging an autopilot mode.
The NAV mode will track whatever course is active on the HSI or EFIS display
(VLOC or GPS). The system automatically adjusts its gain to account for the
tighter tracking required for instrument approaches, so there is no need for the
Approach (APR) button found on many autopilots.
A mode may be disengaged by pressing the associated button on the HCP. If any
of the autopilot modes are armed or active, pressing the cyclic-mounted AP
DISC/OFF button once disengages all autopilot modes but leaves the underlying
SAS mode active. If the cyclic-mounted AP DISC/OFF button is kept pressed for
more than 1.25 seconds after the autopilot disengages or if it is pressed without
any autopilot modes being armed or active, the SAS mode will disengage leaving
the HeliSAS in the standby mode (i.e., SAS is ready for engagement).

1-6 4th Ed. Jun 10, 16

On/Off SAS
Attitude Gyro AHRS
Switch Analog OR RS422
HCP 1-2.
(Ana log) (ARINC 429) (RS-422 Serial)
(Discrete In/Out)

Analog ARINC
OR

4th Ed. Jun 10, 16

Horizontal
Situational Flight Control Computer
Indic ato r
(Analog) Main CPU
Three Axis Body Analog Pitch Se rvo
Rate Gyros
- Built In Te st

Analog
EFIS - SAS and Vertical and Lateral Autopilot Modes
(ARINC 42 9) OR - Safety Monitors
- Servo Clutch Engage/Disengage Logic
- Servo Motor Commands that drive the se rvos
Triaxial

Analog
Acce lero mete r
Analog Roll Servo
Direction al
Gyro

RS232
(Analog)

Altitude Monitor CPU

Transducer ST-360
- Built In Te st Analog Altitude Pre-
Pitot Static - SAS and Vertical and Lateral Autopilot Modes
- Safety Monitors Selector
System Analog OR

Fig. 1-2. HeliSAS System Diagram

(Ana log) Airspeed - Servo Clutch Engage/Disengage Logic
Transducer - Servo Motor Commands that do no t drive the
servos

ARINC
ADC
(ARINC 429)
RS232

Discrete Maintenance
GPS Sen sor
Inputs Port Audio Pan el
(ARINC 42 9)
(Ana log) (RS232)

1-7
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A diagram showing the interaction of components of HeliSAS is shown in Figure
Genesys Aerosystems
1.6 Safety Monitors
Safety monitors automatically disengage the system if a malfunction is detected.
Four beeps sound in the headset at 600 Hz anytime the system is disengaged
either automatically or by the pilot. The four beep sequence also occurs once
during each start-up self-test.
The pilot must be prepared to takeover immediately following a system disconnect.
Loss of a valid navigation signal during NAV tracking will cause the associated
autopilot mode to disconnect. For example, loss of a VOR signal will result in
disconnect of the NAV mode, leaving lateral control in SAS mode (maintains roll
attitude level). If engaged, altitude hold would remain engaged.
Failure of the altitude sensor will cause ALT to disconnect, and longitudinal
control will revert to SAS (holds current pitch attitude). If engaged, HDG or NAV
would remain engaged.
An autopilot mode disengagement that is not commanded by the pilot is indicated
by a single 600 Hz beep in the headset. Intentional disengagement of an autopilot
mode does not trigger a headset beep.

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SECTION 2
PRE-FLIGHT PROCEDURES

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2.1 Pre-Flight Procedures

The SAS will be in standby without any pilot action as it is wired to the avionics
bus without an on-off switch. This is done so that the SAS can be engaged
immediately if needed.
The indicator lights will flash as soon as the master switch is turned on. This
indicates that the FCC is initializing. When the lights stop flashing and a steady
white SAS indicator light is displayed, the system is in standby mode indicating
that the SAS may then be engaged by the pilot.

Note:

If using Ver52 as a SAS-Only (no HCP, just SAS-On/Off switch), the SAS-On/
Off annunciators do not flash during initialization; they will be dark until the
initialization is complete, and then the SAS-Off annunciator light will become
white indicating the SAS is in standby mode.

If an AHRS/ADAHRS is used as the pitch and roll attitude sensor, the system will
enter standby after the alignment process is complete. If the analog panel-mounted
mechanical attitude gyro (e.g. Castleberry) is used, the system will not enter
standby mode unless the attitude gyro bank angle is less than 6°. If the attitude
gyro bank angle is greater than 6°, pulling and releasing the gyro caging knob will
expedite the boot up process.

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Once the system enters standby mode, perform the preflight actions shown in
Table 2-1. For each action, verify the corresponding response where applicable.

ACTION RESPONSE

1. Immediately after starting engine Note: Alternate white and green

or immediately after powering the flashing annunciator light(s) on the
helicopter. HCP.

2. Adjust cyclic friction to full off. Note: Essentially no resisting force on

cyclic.

3. Engage SAS after lights stop Note: The SAS LED is a steady
flashing and SAS annunciator is green.
white.

4. Displace the cyclic slightly in pitch Note: Resisting force and that cyclic
and release. returns to trim position when
released.

5. Displace the cyclic slightly in roll Note: Resisting force and that cyclic
and release. returns to trim position when
released.

6. Depress and hold the trim button Note: Very low resisting force.
and move the cyclic in pitch and roll.

7. Depress AP DISC/OFF button on Note: 4 beeps in the headset and that

cyclic. the SAS annunciator turns white.

8. Move cyclic in pitch and roll. Note: Lack of any resisting force.

Table 2-1. Power-Up Test

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SECTION 3
NORMAL IN-FLIGHT PROCEDURES -
SAS

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3.1 Normal Operating Procedures - SAS

3.1.1 Trim
When the SAS is initially engaged, it will maintain the current rotorcraft attitude.
The system will not trim to attitudes greater than those defined in the configuration
settings.
• Ver51 and Lower Configurations:

- Standard: 6° nose-down pitch, 11° nose-up pitch, and ±5° bank

- R44/66: 6° nose-down, 11° nose-up, and ±10° bank

- EC130: 10° nose-down, 11° nose-up, and ±5° bank

- EC130T2: 10° nose-down, 11° nose-up, and ±10° bank

• Ver52 and Up Configurations:

- Standard: 10° nose-down, 11° nose-up, or and 10° bank

If the FTR button is activated (pressed and released) outside these limits while
SAS is engaged, the system will return to the closest limit. For example, if the
FTR is pressed and released at a 20° bank angle and the cyclic is released, the
helicopter will achieve a 10° bank (EC130T2 config) in the same direction.

If the SAS is engaged from standby (SAS light white) when the pitch attitude is
outside a range of pitch attitude between -10° and +15 °, or roll attitude of ±6 °, it
will recover to a level attitude. This is intended to serve as a “panic button” in the
event the pilot needs to quickly establish level attitude.

The proper technique for flying with the SAS is to “fly through” the SAS to achieve
the desired attitude and activate the FTR. Activation of the FTR refers to a press
and release of the button on the cyclic. Activation of the FTR will remove the need
to apply force on the cyclic grip and the helicopter will hold the attitude that existed
when the trim button is released.

Workload will be significantly reduced if the FTR is activated any time there is
residual force on the cyclic.

It is best to avoid holding the FTR button down while trying to establish a trimmed
attitude as this negates the stabilization provided by the SAS. It is better to fly
through the SAS and activate the FTR when the desired attitude is achieved.

With the SAS in standby mode, pushing and holding the trim button for 1.25
seconds will engage the SAS.

Note:

This feature is not applicable to a HeliSAS configuration using a backup

HeliSAS (available in Ver52 and up).

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3.2 Recommended Pilot Technique with SAS
HeliSAS uses very small movements of the cyclic to perform its stabilizing function.
If the pilot holds the cyclic grip very tightly, the stabilizing action could be inhibited.
Proper technique requires that the cyclic grip be held loosely so that cyclic can
move slightly within the pilot’s hand to allow HeliSAS to compensate for helicopter
instability. This is especially true in hover.
Never use cyclic friction with the SAS or autopilot engaged. Cyclic friction will
inhibit the ability of the system to stabilize the helicopter. The cyclic friction must
be all the way off when HeliSAS is engaged.
Without SAS the hydraulic controls result in no force feedback to the pilot. The
SAS provides a force gradient that acts like a centering spring. This is often
referred to as a force feel system. When maneuvering with the SAS engaged, the
pilot will feel some resistance on the controls. This is referred to as “flying
through” the system. It is possible to accomplish all normal maneuvering both
in low speed and hover and up-and-away by flying through the system.

As airspeed changes the force on the cyclic required to hold a given attitude
changes. It is recommended that you activate the FTR button to remove residual
force from the cyclic. Trimming reduces pilot workload considerably.

Note:
When using a Ver51 or lower FCC, FTR must be repeatedly pressed to re-trim
the cyclic and hold a commanded attitude throughout airspeed changes;
however, when using a Ver52 FCC, HeliSAS will automatically compensate
for the needed cyclic trim throughout speed changes and hold the commanded
attitude.

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3.3 Closely Monitor the Controls
The SAS is intended to enhance safety by reducing pilot workload. It is not a
substitute for adequate pilot skill nor does it relieve the pilot of the responsibility
to maintain adequate outside visual reference.
With HeliSAS engaged, it is possible to fly for periods without touching the cyclic.
This significantly reduces pilot workload and therefore, improves safety as long
as the pilot remains aware that the helicopter is inherently unstable. A
disengagement of the SAS due to a failure may result in a rapid roll or pitch
excursion that requires immediate pilot takeover to avoid dangerous attitudes.
The divergence following a HeliSAS disengagement is significantly more rapid
for helicopters with a semi-rigid rotor system, especially at higher airspeeds
(e.g., 120 kts and greater). Such helicopters are fitted with a second independent
backup HeliSAS system. If the aircraft is equipped with such a backup HeliSAS
(applicable to Ver52 and up), the backup system will automatically engage in
SAS mode and hold the attitude that was present at the moment the primary
system was disengaged, however, as long as the backup system is the only
stabilization system available, the pilot should continue to operate with a hand
on the controls. Other events that require immediate takeover are engine or
drive train failures or a hydraulic system failure.
It is required that the pilot have a hand on the cyclic below 44 KIAS when operating
in close proximity to the terrain. It is recommended that the pilot have a hand on
the controls at airspeeds near and above VNE. At low airspeeds near the ground
this is simply a matter of good practice. At high airspeeds, this recommendation
is made because a system failure is much more critical near redline.

3.4 Liftoff and Hover

Once all preflight checks are done, engage the SAS and verify that the SAS
annunciator light is green. With the trim button held down make cyclic adjustments
as the helicopter becomes light on the skids. Once the proper cyclic position has
been achieved, release the trim button and lift into a hover. Make needed cyclic
adjustments to hold the hover position, and then activate the FTR to eliminate any
residual force on the cyclic.
Maximum benefit will be obtained from the SAS if the cyclic grip is held loosely.
This allows the SAS to provide stabilization for hover with the pilot applying small
and infrequent inputs to correct for slight changes in wind velocity and direction.
In light winds, it is possible to hover with no inputs to the cyclic.
3.5 Acceleration from Hover
Accelerate from hover normally, activating the FTR as necessary to compensate
for changing forces on the cyclic due to increasing airspeed when using a Ver51
and lower FCC. When using a Ver52 and higher FCC, HeliSAS will automatically
compensate for the needed cyclic trim throughout speed changes and hold the
commanded attitude, so activating the FTR only needs to be used to set a new
commanded/desired attitude.

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3.6 Cruise
It is possible to cruise in SAS mode with no inputs to the cyclic once the helicopter
is properly trimmed. Autopilot modes may be engaged at airspeeds greater than
44 kts and less than VNE.
3.7 Deceleration to Hover
Accomplish the deceleration to hover normally by flying through the system and
activating the FTR as necessary. If one or more autopilot modes are engaged,
they will automatically disengage as the airspeed decreases below 44 kts. This
will be accompanied by a single 600 Hz beep in the headset.
3.8 Landing
Establish a stable hover by flying through the SAS. Activate the FTR to establish
the trimmed cyclic position and helicopter hover attitude. Use the collective control
normally to accomplish a vertical descent and touchdown. Workload is minimized
if only small occasional cyclic inputs are made to eliminate drift during the vertical
descent.
Disengage the SAS and set the cyclic friction after the helicopter is on the ground.
It is acceptable to allow the SAS to be engaged indefinitely while on the ground,
however when using a Ver52 and higher FCC without a discrete input from a
skid sensor wired to the FCC, it is recommended the system be disengaged to
standby mode or that the pilot press FTR once more after established on the
ground to sync the commanded attitude with the aircraft attitude on the ground in
order to avoid cyclic drift.
3.9 Disengage SAS/Autopilot
The SAS is normally disengaged by pressing the AP DISC/OFF button on the
cyclic grip, the SAS button on the HCP, or the SAS On/Off switch on the instrument
panel (if installed as a SAS-Only system). It is also possible to disengage the SAS
by pulling the SAS circuit breaker.
If one or more autopilot modes are engaged, pressing the AP DISC/OFF button
causes the autopilot modes to disengage. A second press of the AP DISC/OFF
button disengages the SAS.
With one or more autopilot modes engaged, both the SAS and autopilot may be
disengaged by holding the AP DISC/OFF button down for more than 1.25 seconds.
A disengagement of the SAS will always be accompanied by four 600 Hz beeps in
the headset.
The pilot’s hand must be on the cyclic when the SAS is disengaged. This is
necessary because the helicopter is inherently unstable and therefore may diverge
from steady flight when the SAS is disengaged.

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SECTION 4
NON-NORMAL PROCEDURES -
SAS FAILURES

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4.1 SAS Failures and Automatic Disengagement
The SAS has been designed to be very reliable. However, any system can
encounter a hardware failure and safe operation dictates that the pilot become
familiar with actions to take in the event of such failures. HeliSAS is a fail passive
system meaning that it will automatically disengage prior to any significant cyclic
motion when system safety monitors sense a failure. This is accompanied by an
aural warning of 4 beeps in the headset. Testing has shown that cyclic motions
following system failures are very small. Nonetheless, even small cyclic motions
can result in moderately rapid pitch or roll rates. This means that the pilot must
closely monitor the cyclic control and helicopter attitude and be ready to takeover
immediately.
If the pilot’s hand is on the cyclic at the point of failure, the only cue will be that a
small force may be felt that cannot be alleviated with the FTR. In that case simply
continue to fly through the system and disengage when practical using the AP
DISC/OFF button on the cyclic or the SAS button on the panel.
If the cyclic exhibits abrupt or erratic motion, or exhibits a large resisting force, fly
through the system to retain control and disengage the SAS as soon as practical.
Note that small cyclic motions are normal, especially when flying in turbulence.
If the SAS automatically disengages, it is acceptable to attempt to re-engage as
long as the system is in standby (SAS on HCP or the SAS On/Off switch on the
instrument panel is white).
A false trip of the safety monitors may occur if the attitude gyro is not fully erected
after engine start and an aggressive departure is accomplished. This may occur
if the period between startup and liftoff is short (order of less than 3 minutes). If
that occurs, simply re-engage the SAS using the FTR button or the SAS button on
the HCP.
4.2 Autorotation
It is acceptable to accomplish autorotations from any flight condition to touchdown
with the SAS engaged.
For autorotations from forward flight, it will be necessary to apply aft force on the
cyclic as the collective is rapidly lowered to maintain rotor RPM. Once the proper
pitch attitude is achieved, activate the FTR. The SAS will then hold that attitude
with essentially no pilot inputs to the cyclic. Accomplish the flare and touchdown
normally by flying through the SAS.
4.3 Hydraulic System Failure
The SAS will not function properly without functioning hydraulic flight controls. In
the event of a hydraulic system failure, disengage the SAS.
4.4 Icing
The SAS or autopilot may not function properly in the extremely unusual situation
where there is significant ice buildup on the servos. Pilot may notice a very slight
increase in cyclic force, even with the SAS disengaged. This is due to the ice
buildup on the servo-actuators causing the clutch to be ineffective. The force to
backdrive the servo-actuators is less than one pound.

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SECTION 5
NORMAL IN-FLIGHT PROCEDURES -
AUTOPILOT

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Autopilot modes are selected on the HeliSAS Control Panel in Fig. 5-1 and Fig.
5-2.

Fig. 5-1. HeliSAS Control Panel (HCP) with BC Button (Ver51)

Fig. 5-2. HeliSAS Control Panel (HCP) with SPD Button (Ver52)

The LEDs above the mode select buttons indicate the status of the modes as
follows:
• LED is dark – Mode is not engaged or armed.
• LED is white – Autopilot mode is armed or SAS is in standby.
• LED is green – Mode is engaged.

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5.1 Heading (HDG) Mode
Set the Heading Bug to the desired heading on the HSI or EFIS and then press the
HDG mode button on the HCP to engage the heading mode. The LED above the
HDG button will illuminate green when HDG is engaged.
The helicopter will turn to selected headings with a maximum bank angle of 20°.
When making heading changes, it is acceptable to fly-through the system to
achieve larger or smaller bank angles.
If a heading bug source is not available (e.g., HSI not installed) and a GPS
navigation radio is receiving a valid signal, HeliSAS will hold the current GPS-
derived track angle when the HDG mode is selected. The commanded track can
be resynchronized by activating the trim button on the cyclic grip at the desired
track angle.
5.2 Navigation (NAV) Mode - VLOC
NAV tracks the course on the HSI if the CDI mode on the navigation receiver is
VLOC and tracks the active GPS course if the CDI mode is GPS. If an HSI (or
functional equivalent on an EFIS display) is not installed, NAV will only track the
active GPS course and this section does not apply.
5.2.1 If HDG is Not Active - Fixed Intercept Angle
Select the VOR or ILS frequency on the navigation receiver and set the selected
course arrow on the HSI to the desired course.
Press the NAV mode button on the HCP to engage the navigation mode. If the
Course Deviation Indicator (CDI) deflection and rate indicate that the helicopter is
on the selected course or is predicted to cross the selected course in 15 seconds
or less, the NAV annunciation on the HCP will illuminate green to indicate that NAV
has captured and is tracking the course.
If the CDI deflection and rate indicate that the estimated time to cross the selected
course is greater than 15 seconds, the autopilot will establish the helicopter on a
45° intercept angle relative to the selected course. In this case the NAV annunciation
will be white, indicating that NAV is armed.
When the CDI deflection is less than 75% full scale and the estimated time to
cross the selected course is greater than 15 seconds and less than 90 seconds,
the intercept angle is reduced to 30°.
Due to limitations on the analog course error signal received from the HSI, the
helicopter must be tracking within 90° of the selected course in order to establish
the proper intercept angle when NAV is selected. This limitation does not apply
when the navigation receiver is set to GPS.
As the helicopter approaches the selected course, the autopilot senses the
deflection rate of the CDI as it approaches center and initiates a turn to capture the
course. This occurs when the lateral deviation is less than 25% full scale and
tracking within 15° of the final approach course, or the estimated time to cross the
selected course is 15 seconds or less.

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Genesys Aerosystems
At course capture, the NAV annunciation transitions from white to green. The bank
angle at course capture depends on the distance from the VOR, or final approach
fix for a localizer, but is limited to 20°.
For a VOR course the bank angle is limited to 10°, 30 seconds after the autopilot
captures the selected course (annunciator changes from white to green). For a
localizer course the bank angle is limited to 15°, 30 seconds after capture. The
autopilot automatically adjusts the tracking gains depending on whether the course
is a VOR or localizer.
If an ILS or localizer approach is programmed into the GPS, the GPS navigation
radio may automatically switch from GPS to VLOC. If the NAV mode is active, the
autopilot will automatically transition from tracking an active GPS course to the
selected course that is set on the HSI. The autopilot will remain in NAV mode
during this transition. There may be a slight lateral transient at this transition if the
localizer course does not exactly overlay the final approach course defined by the
GPS.
If NAV is in track mode (green annunciation) and the course deviation
subsequently increases to full scale for 30 seconds, the autopilot will turn to
recapture the selected course at an angle of 45° or 30° depending the estimated
time to recapture as noted above. This might occur if the pilot selects a new
course.
5.2.2 Pilot Selected Intercept Angle
To select an intercept angle other than 45°, set the heading bug on the HSI to
achieve the desired intercept angle. Set the selected course arrow on the HSI to
the desired course. Select HDG and then select NAV on the HCP. This will cause
the HDG annunciation to be green and the NAV annunciation to be white (armed).
As the helicopter approaches the selected course, the autopilot senses the
corresponding rate at which the CDI needle deflection approaches center and
initiates a turn to capture the course. This will occur when the lateral deviation is
less than 75% full scale and the estimated time to cross the selected course is
15 seconds or less.
At course capture, the NAV annunciation transitions from white to green, and the
HDG annunciation transitions from green to dark (off). The bank angle at course
capture depends on the distance from the VOR, or final approach fix for a localizer,
and the selected intercept angle, but is limited 20°.
5.3 Backcourse (BC) Mode (Applicable to Ver51 and Lower)
Backcourse Mode (BC) is identical to NAV but with reverse sensing for backcourse
approaches. The course on the CDI should be set to the inbound front course in
this mode (tail of HSI course needle points toward runway). BC mode only applies
if the navigation receiver is set to VLOC.

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Genesys Aerosystems
5.4 Navigation (NAV) Mode - GPS
NAV mode requires that an active course has been programmed into the GPS as
a flight planned route, instrument approach procedure, or a direct-to a waypoint.
The navigation receiver must be selected to GPS.
The autopilot does not use the selected course on the HSI for this mode. If an HSI
is installed, it is useful to set the selected course arrow to the desired track angle
to maintain situational awareness. However, this has no effect on autopilot
performance. The selected course on an EFIS display will generally auto-slew to
the desire GPS course.
The autopilot will follow the GPS roll steering through holding patterns and
published course reversals on instrument approach procedures. This feature is
only available if the GPS receiver is WAAS capable, and if roll steering is valid.

5.4.1 Preprogrammed Intercept Angle

Ensure that HDG is not engaged and press the NAV mode button on the HCP to
engage the navigation mode. The NAV mode will engage (green annunciation on
HCP) and the autopilot will follow the GPS roll steering commands to capture and
track the active course. If the helicopter is offset from the selected leg, the intercept
angle will be set by the roll-steering logic in the navigation receiver. The bank
angle is limited to 20°.
If roll steering is not valid, the internal control laws will capture the selected
course at a 45° angle.
This mode of control does not require an HSI or DG.
5.4.2 Pilot Selected Intercept Angle
To select an intercept angle to an active GPS course, set the heading bug on the
HSI to achieve the desired intercept angle. Select HDG and then select NAV on the
HCP. This will cause the HDG annunciation to be green and the NAV annunciation
to be white (armed). This is especially useful if being vectored to final for an
instrument approach procedure.
As the helicopter approaches the selected course, NAV will transition from armed
(white) to active (green) and HDG will disengage (dark). The autopilot will smoothly
capture and track the active course. The bank angle is limited to 20°.
Note that capture will not occur if the selected heading does not cause the helicopter
to intercept the active course.
If an HSI or DG is not installed, it is still possible to select an intercept angle using
the HDG mode. Select HDG and then NAV as is done when a DG or HSI in
installed. HDG will annunciate as green (active) and NAV as white (armed). With
no heading source, the autopilot will hold the current GPS-derived track angle.
The desired track to intercept the active course can be achieved by flying through
the autopilot with lateral cyclic and activating the FTR button on the cyclic grip to
reset the reference track angle. As the helicopter approaches the selected course,
NAV will transition from armed (white) to active (green) and HDG will disengage
(dark). The autopilot will smoothly capture and track the active course.

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Genesys Aerosystems
5.4.3 Course Reversals and Holding Patterns
The autopilot will follow the GPS roll steering commands through holding patterns
and published course reversals as long as GPS roll steering is valid. If GPS roll
steering is not valid, and for non-WAAS GPS receivers, it will be necessary to
accomplish these procedures in HDG mode.
5.5 Speed (SPD) Hold Mode (Applicable to Ver52 and Higher)
The SPD mode provides pitch attitude commands to hold a selected VS (Vertical
Speed) or IAS (Indicated Airspeed). It can be a stand-alone mode or with altitude
pre-select (ALT armed), depending on the following:
• A single press of the SPD button holds the Indicated Airspeed that exists
when the SPD mode is selected. The reference speed may be reset at
any time by pressing and releasing the FTR button on the cyclic grip.
This is the stand-alone SPD mode indicated by a green SPD light. Pressing
the ALT button on the HCP will cause ALT to engage and SPD to
disengage.
• After selecting VS and ALT targets (either via a digital source such as an
EFIS or an analog VS bug from an S-TEC preselector or similar device),
pressing the SPD and ALT buttons simultaneously will set SPD (green)
with ALT armed (white). This mode holds the commanded/selected
Vertical Speed until the selected altitude is reached.
• After selecting IAS and ALT targets (via a digital source such as an EFIS),
pressing the SPD and ALT buttons simultaneously will set SPD (green)
with ALT armed (white). This hold the commanded/selected Indicated
Airspeed until the selected altitude is reached.
If there are no VS or IAS targets available and no ALT target available, the Dual
SPD/ALT button press will not function. Only stand-alone SPD (holds current
airspeed with single press of SPD button) will be available.
When in dual SPD (green) and ALT (white), ALT stays armed until the selected
altitude is reached, at which point, ALT will become active (green) and SPD will go
off (dark). If both VS and IAS targets are present at the same time, the VS target is
the priority.
5.6 Altitude (ALT) Hold
Altitude Hold Mode may be engaged at any time above 200ft off the ground and is
annunciated by a green LED above the ALT button. It is not possible to arm the ALT
mode using a Ver51 FCC, however arming ALT is possible if using a Ver52 FCC
with a valid pre-selected altitude as described above in Section 5.5 (Speed Mode).
ALT holds barometric altitude at the altitude where the mode is engaged. If the
helicopter is in a climb or descent, when ALT is engaged, it will gently initiate a
pitch rate to stop the rate of climb or descent. It will then command a rate of climb
or descent to return to the altitude where the mode was engaged. Because of
lags in the altimeter, the helicopter may not return to the exact indicated altitude
where ALT was engaged, especially if the climb or descent rate is large.
The target altitude may be reset by manually flying through the autopilot to the
desired altitude and activating the FTR button.

4th Ed. Jun 10, 16 5-7

Genesys Aerosystems
The autopilot uses pitch attitude to control altitude so airspeed will vary with
power setting. To accomplish an airspeed change while ALT is engaged, slowly
move the collective to the new power setting.
A rapid change in collective will cause the helicopter to deviate from the target
altitude. That is because collective is a powerful control of vertical rate and it is
not possible for the autopilot to counter rapid power changes with pitch attitude.
Nonetheless, the autopilot will gradually return to the reference altitude, albeit at
a different airspeed.
When following ground references at low altitude, it is useful to engage ALT and
leave the roll axis in SAS mode. This allows following of ground references by
flying through the lateral SAS, and allowing ALT to hold altitude.
5.7 Vertical (VRT) Mode
The Vertical Navigation Mode (VRT) allows the autopilot to track an ILS glideslope
or GPS VNAV, LNAV + V, or LPV glidepath.
VRT must be armed prior to intercepting the glidepath. An armed VRT mode is
indicated by a white LED. NAV must be armed or active and the GPS must be in
the approach mode (e.g., LPV) for VRT to arm. If NAV is not armed or active
(annunciation white or green) or the GPS has not transitioned to an approach
mode, pushing the VRT button will have no effect (VRT annunciation will remain
dark). It is necessary to wait for the GPS to transition from TERM to an approach
mode such as LPV or LNAV/VNAV to arm VRT.
SPD mode cannot remain active with VRT armed. Pressing VRT while in SPD
mode, will activate ALT (green) and arm VRT (white) until glidepath intercept.
For an ILS approach the navigation receiver must be selected to VLOC, and a
valid ILS signal must be present to arm VRT. An HSI or EFIS must be installed for
the autopilot to accomplish a coupled ILS approach.
For GPS approaches, the autopilot will track the VNAV glidepath without an HSI,
albeit with no visual indication of the glideslope error. De-selecting and re-
selecting ALT while VRT is armed will cause VRT to dis-arm. It is therefore
necessary to re-arm VRT if ALT is cycled while setting up for an ILS or VNAV
approach.
VRT will switch from armed to active (LED from white to green) at glidepath
intercept. This transition can occur with the pitch axis in the SAS or ALT modes.
If in ALT mode, ALT will transition from green to dark when VRT becomes active.
The recommend technique is to slowly reduce collective prior to glidepath
intercept to a power setting that will cause the autopilot to track the glideslope at
the desired airspeed. It is important to minimize changes in collective during
glideslope tracking as this can result in excursions from the glideslope. If
collective changes are necessary to change airspeed, make them very slowly.
With collective held fixed, airspeed will change to maintain glideslope in the
presence of vertical atmospheric disturbances.

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Genesys Aerosystems
Glideslope tracking will become less accurate at low airspeeds because the
helicopter is approaching the backside of the power required curve. The VRT
mode will automatically disengage if the airspeed decreases below 44 kts.
For ILS approaches the autopilot control laws use GPS groundspeed to enhance
ILS glideslope tracking. If a GPS receiver is not available, VRT will still function,
but glideslope tracking will be less accurate.
It is recommended that the GPS overlay be loaded for ILS and localizer approaches.
While this is not essential, it serves two useful purposes. First situational
awareness is enhanced by having the final approach course displayed on the
moving map. Second, when the GPS overlay is active, the autopilot control laws
use GPS-derived track angle to enhance localizer intercept and tracking, especially
in crosswinds.
At minimums, disengage the autopilot by pressing the red AP DISC/OFF button
on the cyclic grip and accomplish the deceleration in SAS mode.
5.8 Missed Approach
5.8.1 VLOC (ILS or VOR Approach)
At the missed approach point accomplish the following:
1. Add power to arrest rate of descent and change the selected navigation
source from VLOC to GPS – As long as the GPS overlay is active, this
causes the autopilot to track the extended runway centerline by remaining
in NAV mode.
2. VRT will disengage when the CDI is changed from VLOC to GPS and
the pitch mode will change from VRT to SAS. This will be accompanied
by a one second beep in the headset. The one second beep occurs
because VRT disengaged without pressing the VRT button on the HCP.
3. Add power and pitch to the desired climb attitude and press and release
the FTR button. If using a Ver52 or higher FCC, SPD mode can be used
to accomplish the climb-out at a desired IAS or VS rather than using the
pitch hold portion of SAS.
4. Resume waypoint sequencing on the navigation receiver. The autopilot
will remain in NAV mode and turn to intercept the published missed
approach course. If the missed approach procedure requires a heading,
set the heading bug on the HSI and engage HDG.
5. The autopilot will follow the GPS steering commands to accomplish
the missed approach procedure including a holding pattern.
This procedure only works if the ILS overlay is programmed into the GPS. If that is
not the case, disengage the autopilot at minimums and complete the missed
approach using SAS, HDG, and ALT.

4th Ed. Jun 10, 16 5-9

Genesys Aerosystems
5.8.2 GPS (LPV, LNAV/VNAV, or LNAV + V Approach)
At the missed approach point, add power to arrest rate of descent and disengage
VRT by pressing the VRT button on the HCP. The lateral autopilot mode will
remain NAV, and the pitch mode will change from VRT to SAS. Accomplish steps
3 through 5 as described in Section 5.8.1. Alternatively, it is possible to fly through
the autopilot in pitch and VRT will disable automatically (becomes invalid after
passing a point approximately 1000 feet past the runway threshold).
An alternative missed approach procedure is to press the AP DISC/OFF button on
the cyclic at the missed approach point, and manually fly the missed approach in
SAS mode.

5-10 4th Ed. Jun 10, 16

Genesys Aerosystems

SECTION 6
GLOSSARY

4th Ed. Jun 10, 16 6-1

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Term Meaning
AHRS Attitude Heading Reference System
ALT Altitude Hold
AP Autopilot
AP DISC Autopilot Disconnect
APP Approach
BC Back Course
CDI Course Deviation Indicator
DG Directional Gyro
EFIS Electronic Flight Instrument System
FAA Federal Aviation Administration
FCC Flight Control Computer
FTR Force Trim Release
GPS Global Positioning System
HCP HeliSAS Control Panel
HDG Heading
HSI Horizontal Situation Indicator
HZ Hertz
IAF Initial Approach Fix
IFR Instrument Flight Rules
ILS Instrument Landing System
KIAS Knots Indicated Airspeed
KTS Knots
LNAV Lateral Navigation
LNAV+V Lateral Navigation with Advisory Vertical Guidance
LPV Lateral Precision with Vertical Guidance
NAV Navigation
PN Part Number
POH Pilot's Operating Handbook
RFM Rotorcraft Flight Manual
RFMS Rotorcraft Flight Manual Supplement
RPM Revolutions Per Minute
SAS Stability Augumentation System
SPD Speed Mode
STC Supplement Type Certificate
VHF Very High Frequency
VLOC VOR or LOC Frequency
VNAV Vertical Navigation
VOR Very High Frequency Omnidirectional Radio Range
VRT Vertical Mode
WAAS Wide Area Augmentation System

4th Ed. Jun 10, 16 6-3

Genesys Aerosystems

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6-4 4th Ed. Jun 10, 16

Information contained in this document is subject to change
without notice. © 2016 Genesys Aerosystems. All rights
reserved. Printed in the United States of America. Genesys
Aerosystems and the HeliSAS logo are registered trademarks
of Genesys Aerosystems.

Notice:
Contact S-TEC Customer Support at 800-872-7832 for a
Service Repair Order (SRO) number prior to the return of any
component for any reason.

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Municipal Airport
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Tel: 800–872–7832
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