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or the level of augmentation for a particular operation. The
Automatic Flight Control System/Autopilot/Flight
Director (AFCS/AP/FD) equipment installed in IFR helicopters can be very complex. For some helicopters, the
AFCS/AP/FD complexity will require formal training in
order for the pilot(s) to obtain and maintain a high level of
knowledge of system operation, limitations, failure indications and reversionary modes. For a helicopter to be certified to conduct operations in instrument meteorological
conditions (IMC), it must meet the design and installation
requirements of Title 14 Code of Federal Regulations (14
CFR) Part 27, Appendix B (Normal Category) and Part
29, Appendix B (Transport Category), which are in addition to the visual flight rule (VFR) requirements.
These requirements are broken down into the following
categories: flight and navigation equipment, miscellaneous requirements, stability, helicopter flight manual
limitations, operations specifications, and minimum
equipment list (MEL).
FLIGHT AND NAVIGATION EQUIPMENT
The basic installed flight and navigation equipment for
helicopter IFR operations is listed under Part 29.1303,
with amendments and additions in Appendix B of Parts
27 and 29 under which they are certified. The list
includes:
Figure 7-1. Icing Tests.To safely provide an all-weather capability and flight into known icing conditions that would otherwise
delay or cancel winter flight operations, the digital control of
the S-92 rotor ice protection system (RIPS) determines the temperature and moisture content of the air and removes any ice
buildup by heating the main and tail rotor blades.The system is
shown here during testing.
7-1
• Clock.
• Airspeed indicator.
• Sensitive altimeter adjustable for barometric
pressure
1
.
• Magnetic direction indicator.
• Free-air temperature indicator.
• Rate-of-climb (vertical speed) indicator.
• Magnetic gyroscopic direction indicator.
• Standby bank and pitch (attitude) indicator.
• Non-tumbling gyroscopic bank and pitch (attitude) indicator.
• Speed warning device (if required by Part 29).
MISCELLANEOUS REQUIREMENTS
• Overvoltage disconnect.
• Instrument power source indicator.
• Adequate ice protection of IFR systems.
• Alternate static source (single pilot configuration).
• Thunderstorm lights (transport category helicopters).
STABILIZATION AND AUTOMATIC FLIGHT
CONTROL SYSTEM (AFCS)
Helicopter manufacturers normally use a combination
of a stabilization and/or AFCS in order to meet the IFR
stability requirements of Parts 27 and 29. These systems include:
• Aerodynamic surfaces, which impart some stability or control capability that generally is not
found in the basic VFR configuration.
• Trim systems, which provide a cyclic centering
effect. These systems typically involve a magnetic brake/spring device, and may be controlled
by a four-way switch on the cyclic. This system
supports “hands on” flying of the helicopter.
• Stability Augmentation Systems (SASs), which
provide short-term rate damping control inputs to
increase helicopter stability. Like trim systems,
SAS supports “hands on” flying.
• Attitude Retention Systems (ATTs), which
return the helicopter to a selected attitude after a
disturbance. Changes in attitude can be accomplished usually through a four-way “beep”
switch, or by actuating a “force trim” switch on
the cyclic, which sets the desired attitude manually. Attitude retention may be a SAS function, or
may be the basic “hands off” autopilot function.
• Autopilot Systems (APs) provide for “hands off”
flight along specified lateral and vertical paths.
The functional modes may include heading, altitude, vertical speed, navigation tracking, and
approach. APs typically have a control panel for
mode selection and indication of mode status.
APs may or may not be installed with an associated flight director (FD). APs typically control
the helicopter about the roll and pitch axes (cyclic
control) but may also include yaw axis (pedal
control) and collective control servos.
• Flight Directors (FDs), which provide visual
guidance to the pilot to fly selected lateral and vertical modes of operation. The visual guidance is
typically provided by a “single cue,” commonly
known as a “vee bar,” which provides the indicated
attitude to fly and is superimposed on the attitude
indicator. Other flight directors may use a “two
　
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