En l état
en l état en l'état FLYING ON
BOEING 747
FGS-70 Flight Director
Instruments
VFW 614
FGS-70 Autopilot/Flight
Director
CESSNA CITATION
FGS-70 Flight Guidance
System
BH - 125
FGS-70 Flight Guidance
SystemTable of Contents
Description and Operation.
1
Pilot's Controls and Display.. 3
Modes of Operation.
4
Operational Capabilities..
6
Mode Control Panel..
8
Autopilot Control Panel.
9
Atiudo Director Indicator
• . .10
Horizontal Situation Indicator
(HSI)..
13Horizontal Situation Indicator
(HSI)..capabilities for flying the AlC system, radar vectoring and automatic approach with Category I accuracies.
During flight, the various modes permit automatic control, allowing the pilot time for other essential duti ies. Manual override permits the pilot to take over at his convenience.
The Flight Director, utilizing the Command Computer, has built-in-opera tional capability required for Category I criteria. The Attitude Director Indicator (ADI) features the Bullseye, a unique method of displaying localizer and glide slope raw data in the central portion of the instrument. This, together with mode status annunciation radar altimeter read out, makes the FGS-70 Flight Director a very complete system. A push-button Mode Control Panel for Autopilot and Flight Director simplifies control of the complete
FGS-70 System.DOX is operative or
preadicato
lighted if inoperative. Design of the boxes permits the use of portable test equipment to locate a faulty module.
An inventory of modules, not boxes, offers a simplified and inexpensive approach to on-time maintenance.
Flexible Application
Identical FGS-70 components can be installed in many different aircraft types through adjustment provisions for system gains and the functional capabilities accessible thru external connections. This concept permits an operator to utilize the same black box configuration on more than one of his aircraft types. Servos are available to meet most aircraft requirements. These high-performance servos are universally applicable to all classes of aircraft, including high-performance modern
jets.
Convenient front connectors facilitate troubleshooting, while front panelLocalizer
is for wind di
cted and
al somatically engages.
-Automaticand tradages, captures, and tracks localizer radio beam selected, even under adverse conditions.
as windshear or crosse
wind.
Vertical Operation
• such
pitch Attitude Hold-Maintains the
pitch attitude Altitude Hold
existing at engagement.
-Maintains the Glide Slope
altitude existing at engagement.
-Automatically
engages, captures, and tracks the glide slope beam.He may also retain only the automatic function of yaw damping to increase the stability of his aircraft. Interlocks prevent engagement of incompatible modes, and ensure proper conditions in associated equipment for engagement of the autopilot function.
Pilot Selects Automatic Modes
With power and switching requirements satisfied, the pilot can engage any of the several modes made available for complete lateral and vertical control. Preengage synchronization of the Autopilot function allows engagement in a bank angle, and the Autopilot will roll the aircraft to a wings level attitude. Command modifiers allow the pilot to engage or disengage the Autopilot without disturbing the Flight Director functions and also prevents annoying transient aircraft motion.aaju
features as microelectronic circuitry, channelized design, fail-safe controi switching, and functionalized module grouping exemplify the latest state-of-
Damp lions and cook
the-art in
the
FGS-70
System
• All
equiprcan standaraPBraebblet
FAA
Orders (TSO).
tions and an ruinates
Even with autopilot engaged, the human pilot has control since smooth
for rough air manual
flying.
Heading
turns. " can unction separately from
overpower forces are maintained at low levels.
Mode Control Panel for
-Enablesing other testim
Automatic Operation
currenily being flown!
= heading pains than stan
When Autopilot is ari.
The Mode Control Panel allows the use VOR of the Autopilot and Flight Director
gagednauwirdcompan heading will be maintained.
separately or combined for the various modes of operation. The Autopilot function with yaw damping and nav-
-Automatically engages.
igation coupling takes command of the
Localizer
captures, and tracks radial selected and
aircraft and automatically maintains a prescribed flight path. The pilot can change the flight path in any mode
adjusts for wind direction
without disengaging the Autopilot by
-Automatically engages, captures, and tracks
use of the manual autopilot controls.
localizer radio beam
He may also retain only the automatic
selected, even under
function of yaw damping to increase the stability of his aircraft. Interlocks
adverse conditions, such as windshear or cross. wind.
prevent engagement of incompatible
Vertical OperationLateral Modes or Operation mannels onion mariangeousi dugh on couple the luddyng" ine rudder ondampen ca ruder siedals respond to all motions of g
podals respond no tas turfin rudder.
preengage Synchronization
The FGS-70 Autopilot versatility alhen aircraft atitude is not wings wver. This is onbation. bY reongago. lent synchroningie, commeagemen,
will lock in at 6°
met high bank angle, compass heading
Manual FlightOs
00900-
will lock in at 6°
ampass headin
Manual Flight
After Autopile infiadorent, turn Arneuvernor in the controlatino mature knion of the Caestrel Bane, in t heading retires de drops Out The aircraft ashiss malight or left think angle returned ordeined uner bar knob is rets the headitont. Which ththe new corpmplanading. smenc sank angles are implemented by markly moving the knob out of detent
Heading (HDG)
This enables theel than telect a head.
Th reference otherercen, the engaged heading. The referonin is set on the horizontal Situation Indicator (HSi Hothe HDG krnd heading the heading bursor. When the wend is is engages, cue aircraft maneuveremmoothly to he desired heading. Sostmandexibility per. mits the pilot to command further heading changes, again using the HDG knob, while the mode remains engaged. A command modifiem
roll rate to a comfoIntegration Control
Steady-state error is automatically corrected. Error and time are linearly integrated for computer control and counteract wind, trim changes, and the other variables that prevent an aircraft from maintaining a prescribed path. It automatically adjusts for crosswinds in VOR and LOC navigation and compensates for the variable conditions that cause altitude and glide slope errors, thereby eliminating steady-state hang-off errors in both roll and pitch axis.Parametric Gain Adjustment
Autopilot gains continuously change in response to the varying airspeed factors that surround a swift-moving aircraft. Approach control at descent is desensitized as a function of time or radio altitude logic. The FGS-70 thus adapts and responds more precisely and more efficiently than is possible for the human pilot.Rate Displacement Control
The FGS-70 supplies displacement combined with rate control for tight,
• control for
positive, and accurate control of the aircraft. Rate allows the use of increased autopilot gain for increased sensitivity and faster response.
Rate-displacement starts correcting fast; thus it reduces error excursion.
r excursion.
It dampens to increase control stability; it is unaffected by the aircraft's the aircraft s
structural movement.Capabilities
6
mange of SuharFindircraft.
годно фРой оволо Сіона й W.
computation Autopitionedro
OPERATIONAL
Birector, Or Both Simultaneolity.
CAPABILITIES
it combined with rate control for tight, he aircraft. Rate allows the use of insensitivity and faster response.
of. thus it reduces error excursion.
chanted hi the sirenstra
System Engagement
Attitude: Rolability-60 degrees, capability ‡60 degrees
Pitch- normal degrees, capability +20 degrees=<0
Manual Mode
degrees corees
attitude.
Turn Knob +30 degrees of ron
Turns-
Puris Wunimitedo degrees
-unlimited
Altitude Hold
Engagement-
ment.
-at any pitch attitude
Enf hold altitude at time of engage.
Heading
commands.
Engagement- with unlimited heading
direction.
conding Changes unlimited in eitherLocalizer
Formal capturbeam displacemen degreos an deviation dots camist or course deviation dots on HSI
crosswind-
corrections for 25 degrees
of heading.
deading intercept variable angles in heading for capture of localizer.
Glide Slope
Engagement normal at intercept angles of less than 5 degrees and a aram displacement of approximately one needle width (15 ua) or less.
Station Passage
Smooth station passage is made with - out switching to the heading mode.
The pilot stays in VOR mode and changes course while passing over the cone. This is accomplished with small bank angles and minimum heading changes by sensing the beam diver-a and increasing the beamCross
of heading.
Heading intercept Variable angles in heading for capture of localizer.
Glide Slope
Engagement hormal at intercept
Engles of less than 5 degrees and a beam displacement of approximately one needle width (15 ua) or less
Station Passage
Smooth station passage is made with - out switching to the heading mode.
The pilot stays in VOR mode and changes course while passing over the cone. This is accomplished with small bank angles and minimum heading changes by sensing the beam divergence and increasing the beam smoothing while at the same time lowering the beam authority.Pitch Axis Stability
High-lovel servo-loop gains aro attained to provide exceptional pitch aXis stability through piton rate artersamdinoroThis is onhanced by a oscillations.
Where required, lag controfitualablionirreduction®Of longitudina
position transmitter for accurate positioning of the control surfaceCoordinated Maneuver
Automatic coordination of aileron and rudder in all turns, either by con troller, radio command, or heading control, is provided at all sirspeeds within the range of the aircraft. Altitude compensation, proportional to bank angle and airspeeds, maintains constant altitude in turnsAutomatic Approach
The localizer beam can be automatically captured from any angle through the combined use of beam displacement, runway bearing, and integration control functions. Bank angle is limited
Glide Slope is automatically captured, and the Vertical Mode drops out, allowing a smooth transition to Glide Slope engage. As the aircraft approaches the
~in scheduling.(vertical "gnt
Indicator will annunciate.
acuue virector
Growth Modes
Glide Slope (GS)
Glide slope arm, capture, and gain
courses selected on the Horizontal Situation Indicator (HSI). Flying through the VOR cone, the FGS-70
76S-70
suppresses the unstable signal and automatically captures course and track outbound on desired radial.
programming are combined with local. izer capture during the approach.
Switching from glide slope ARM to
ENG is automatic at the appropriate point relative to the beam. Easy-On circuits allow smooth capture with minimum overshooting. Desensitiz
Turbulence (TURB)
tion provides correct gain schedul for the entire approach.
This switch provides the pilot with a means of reducing the autopilot gain to eliminate uncomfortable control movements of the aircraft during tur-bulence. Selection of TURB drops out all other modes except heading (HDG) and disconnects all air data compensa-tion.
Back Course (BC)
The back course configuration allows utilization of back course approach
prAcedures
Go-Around Button
Pilots Pitch Command referen
Flight Director only.
This is a command bar attitu chronization that is used in Director ADI. Pressing the button on the pilot's contre synchronize the command aircraft attitude at that m establishing the pitch refiFighaRingENG,Switch
Depressing this button will ARM the Flight Director if no lateral modes have been selected. Selecting a lateral mode, such as HDG and VOR/LOC will immediately engage the system, and the command bar will be displayed on the Attitude Director Indicator.
Heading (HDG)
The heading mode commands the aircraft to capture and maintain the heading set on the Horizontal Situation
Indicator (HSI). New headings may be selected at any time and will result in the aircraft turning to the new heading.
VHF Omni Range (VOR/LOC)been selectea.
mode, such as HDG and VOR/LOC will immediately engage the system, and the command bar will be displayed on the Attitude Director Indicator.
Heading (HDG)
The heading mode commands the aircraft to capture and maintain the heading set on the Horizontal Situation
Indicator (HSI). New headings may be selected at any time and will result in the aircraft turning to the new heading.
VHF Omni Range (VOR/LOC)
Selection of this mode furnishes automatic, engage, intercept and tracking of VOR radials or localizerGlide Slope (GS)
Glide slope arm, capture, and gain switching from glide slope ARM to switching from gide sapproach. programming aring me appron, local. ENG is automatic at the appropriai. point relative to the beam. Easy-or Circuits allow smooth capture with minimum overshooting. Desensitiza. ton provides correct gain scheduling for the entire approach.
Go-Around ButtonIt provides convenient finger- Out over pitch attitude rate control without over control. Aircraft rate is proportional to wheel displacement and guards prevent accidental operation. When the wheel is turned and moved out of detent, it disconnects the engaged vertical mode.
Turn Knob
This knob allows full aircraft bank maneuvers by rotating a quarter of a turn in either direction. Pilot may rotate knob full turn, and the aircraft will limit bank to 7 degrees per second. The knob straight up is in detent position, and movement from this position will disconnect any engaged lateral modes.
Dependent upon lateral mode config-uration, when the knob is in detent, compass heading is engaged.OPTIONAL MODES
indicated Air Speed Hold (IAS)
The indicated air speed existing at the moment of engagement will be main-mined. This mode is useful for most
efficient rate of climb through lower
altitudes.
Mach Hold Mode (MACH)
Efficient climbs and precise descent speeds can be maintained at higher altitude with MACH hold mode. Data from an air data source to the flight computer provides the MACH number reference existing at MACH hold engagement.Attitude Director
indicator
(ADI)Attitude
indicator
ADI ADI ADI
aircraft attitude, computed ro
The Attitudo DireComputectol, displays pitch steering commands,
and ILS
information through
Bendix exclu-
the Bullseye Display
SIVe
The Bullseye, a significant develop. ment in the techtrates in thall weather manding, concordispiay ofbs center of the indicator a display of expanded #calizer and glidiscope information as comes into view in ess than one séc.
raw data.
The Bullseye automaticall
and when the glide slope is engaged. automatically rotateruist of view when in go-around and cruise modes.
The Bullseye Display consists of a three-dimensional cross pointer that simulates the localizer and the glide
Slope beams. The cross pointer mounts in a recessed cone consisting of three colored rings. The rings illuminate as the aircraft progresses down the glide path and indicate aircraft positions at The outer marker (blue), middle marker (yellow), and Decision Height (red).
During the approach, when the fixed yellow dot in the center of the instrument is in the vicinity of the Bulisev; cross pointer, the aircraft is no
correctiv on the anOf
data.
The Bullseve
rmation as
comes into View in less than
omaticaliv
ond when
i'go-around and cruise modes.
automatically rotates OUT
one sec
the glide slope Is c
of view when
The Bullseye Display consists of a three-dimensionacross pointer that
simulates the localizer and the glice
Slope beams. The Crosssiointer mounts
a recessed cone
consisting of three
colored rings.
The rings illuminate as
aircraft progresses down the glido path and indicate blucatipositions at the outer marker (blue),
middle marker
trellow), and Decision Height (red).
During the approach, when the fixed yellow dot in the center of the instrument is in the vicinity of the Bullseye cross pointer, the aircraft is positioned Correctly on the approach path. At 900 feet above runway altitude, when the yellow dot is within the outer (red) ring of the Bullseye it indicates the air. craft is within FAA Category il approach limits and, therefore, may continue to land.
Category II Operation
Requirements call for the aircraft to be within the confines of a window at 100 feet above runway altitude Th
Category IL window icpath ard marker (blue), middle marit
ппоттпае
"and indicate bites midsitions at ine buter marksecaston; Heiddle marker
(yellow), and Decision
Height (red).
During the approach uhen the fixed yellow dot in thic ninterinthe instrument is in the vicinity of the cross pointer, the aprcachis positioned
Bullseye
correctly on the approach path. Al 980 feet above runtray altitude, when the yellow dot is with in dhe outer (rogh, ting of the Bullseye it indicates the air craft is within FAA Category il approach limits and, therefore, may
continue to land.
Category II Operation
Requirements call for the aircraft to be within the confines of a window at 100 feet above runway altitude. This Category II window is defined as + 75 microamps or 22 feet from glide slope beam center and ‡ 25 microamps in
localizer.
Movement from the center position of the Bullseye of one radius is ‡75 microamps in glide slope and ‡ 25Three-Dimensional Sphere- _The
Attitude- Horizon Sphere moves against aircraft fixed reference to display aircraft pitch and roll attitude.
Aircraft Fixed Reference Provides a wings and tail symbol to display movement of the sphere in pitch and roll attitudes.
Roll Attitude Indexes--Display actual roll attitude through movable index and fixed reference marks.
Shown above as 10 degrees right roll.
Gyro Warning Flag-Displays that attitude information is reliable. This is accomplished by servo loop monitor-ing.Flight Director Command Bars-Positioned by signals from the computer to display integrated pitch and roll steering commands in the particular mode selected. Automatically recessed out of view when flight director system is not in operation.
Aircraft Fixed Reference
-When.
the command bar moves, pilot positions the aircraft to align with the fixed reference wings and tail.
Flight Director Warning Flag (FD)
Displayed when command bar information is unreliable.The Horizontal Splacemendicator pre-
§OR radials, localizer, glide slope
Tents aircraft dealizer, glide slative to beams, and conventionally presents heading references. Preselect heading and preselect course knobs permit rotation of the appropriate cursor to ny desired point on the compass card.
A bME counter displays distance to a station.Compass Card_ Rotates with aircraft from 0 to 360 degrees. Azimuth
ring Is graduated in 5-degree in-crements.
Lubber Line Markings Fixed at fore and aft positions.
Azimuth Markings-
90, 270, and 315 degree bearings.
-Fixed at 45,
Aircraft Fixed References-_These are fixed positions corresponding to longitudinal axis of aircraft and lubber line markings. Serves as reference for placement needles.
course deviation and glide slope disHeading Cursor_-Triangular cursor positioned on the compass card by heading knob, to select and display preselect compass heading. Rotates in set position with compass card.
Heading Knob-
-Positions heading
cursor. Simultaneously sets internat system reference for flight director tion.
commands in heading mode of opera-cumuth
Fixed at 45.
90, 270, and 315 degree bearings.
Aircraft Fixed References-
These
are fixed positions corresponding to longitudinal axis of aircraft and lubber line markings. Serves
as reference for
course deviation and alide slope displacement needles.
Heading Cursor_-Triangular cursor positioned on the compass card by heading knob, to select and display preselect compass heading. Rotates in set position with compass card.
Heading Knob--Positions heading cursor. Simultaneously sets internal system reference for flight director commands in heading mode of opera-tion.
Heading Flag Displayed when compass system is off or heading indication is inoperative.Course Cursor_Inverted T cursor positioned on compass card by cours )R or
crank to
select and display
localizer beams. Rotates in set position with compass card.
Course Counter
Set simultane-
ously with course cursor by course knob for digital reference.
Course Knob-Positions course cursor and course counter. Simultaneously sets internal system reference for flight director commands in VOR or localizer modes of operation.
Course Deviation Bar-_Rotates in relationship to aircraft heading. Displays both angular and lateral displacement for VOR localizer beam.
Course Deviation Dots-Serve as displacement reference points for course deviation needle.
To-From Flag--Two flags 180°
apart. One always points to or from station when operating on VOR.
NAV Warning Flag--Displayed
inonerable.Aircraft at outer marker, wings level, glide slope engaged. Bullseye rotated Into view, inner blue light illuminated. depicting arrival at outer marker. Center position of Bullseye indicates aircraft precisely on localizer and glide slope.
NAV and GS ENG annunciator lights
on.Aircraft at middle marker, indicated by center yellow light in Bullseye. Wind shear has positioned
aircraft above
slope and to left of localizer. sference aircraft. Flight director com.
shown by crosse indent direcior tored mands fly down and right.Aircraft alignment corrected and has proceeded to the Decision Height
Runway blocked, aircraft must go-,
(DH). The Bullseye outer red light on, around.
Pilot depresses
Go-Around
indicating DH. Fixed reference yellow button on control wheel, activating
Command Bars on the Flight Director
dot within red ring signifies aircraft in
position to land.
to command a fly up, wing level
attitude.
The Bullseye retracts from
view, GA light comes on, and other modes drop out.The FGS-70 System configurations flexibility is based on a building- block concept, whereas a customer may put chase a single Autopilot with Category IL capabilities up to a dual monitored system for Category IL automatic landings!!lustrated in the above block diagram is a single Autopilot/Flight Director configuration; indicated below the broken line are the additions necessary for a single Autopilot/Dual Flight Director.DivisionOra
The Bendix Cos Navigetion are
Ce stral Devis
8161 West
Los Angeles
670For further information, please contact the Navigation & Control Division:
Main Office and Plant
The Bendix Corporation
Navigation and Control Division
Teterboro, New Jersey 07608
Midwestern Regional OfficeFor further information, please contact the Navigation & Control Division:
Main Office and Plant
The Bendix Corporation
Control Division
Teterboro, New Jersey 07608
Midwestern Regional Office
The Bendix Corporatio
Navigation and Control Division
8414 Castle Drive
Wichita, Kansas 67207
Western Regional Sales Office
The Bendix Corporation
Navigation and Control Division
6151
West Century Boulevard
Los Angeles, California 90045
or 670-8047Other Bendix Precision Equip-
ment For Navigation
Bendix also makes available a com-panion system i
that
forms part of the
family
Flight
guidanSerisystemavination.9nd
CB-70 provides
directional references for navigation
with precision and optimum reliability.
Navigational Instruments
- Three-Inch Standby Attitude Gyro
Indicator-
A self-contained, elec-
trically driven, non tumbling,
integrally lighted indicator.
• Radio Magnetic Indicator (RMI)
and Radio Magnetic Direction Indi-
cator (RMDI)-Multipurpose navi-
gational instruments that display
magnetic bearing of the aircraft and
two, radio reference points.Other Bendix Precision Equipment For Navigation
Bendix also makes available a companion system that forms part of the family of the Series 70 Navigation
Flight Guidance Systems-Compass System.
The CB-70 provides
directional references for navigation with precision and optimum reliability.
Navigational Instruments
Three-Inch Standby Attitude Gyro
Indicator- A self-contained, electrically driven, non tumbling, integrally lighted indicator.
• Radio Magnetic Indicator (RMI)
and Radio Magnetic Direction Indicator (RMDI)-Multipurpose navigational instruments that display magnetic bearing of the aircraft and two, radio reference points.Publication No. 706-18
Effective Date June 1, 1970
Printed in U.S.A
