i= PIPER AUTOCONTROL Ill B OPERATING INSTRUCTIONS[Additional copies of this manual, Part No. 761 600, may ‘be obtained from your Piper Dealer. Published by PUBLICATIONS DEPARTMENT Piper Aircraft Corporation 761 600 Issued: June 1974 ‘TABLE OF CONTENTS SECTION | Description Console Navi Approach Coupler Coupler Radio Selector Switch Gyros Servo Amplifier SECTION II Operation Preflight Ground Check Preselect Coupler Engaging In Flight Use of Heading Hold and Preselect ‘Use of Bank Command Function Override Malfunction SECTION It Operation of Omni/l.oe Radio Coupler Intereepting VOR Radials VOR Navigation ‘Omni Approach ILS Approach (Radar Surveillance Directed) ILS Approach (Standard Front Course Approach) ILS Back Course Approach (Radar Surveillance Directed) ‘SECTION IV ‘Cheek List ea nsionndPIPER AUTOCONTROL II! B INTRODUCTION The Piper AutoControl MLB is 2 lightweight automatic flight syscem using an advanced design and offering maximum utility and reliability. 1 operates in the 5,000 cycle audio frequency range. ‘The AutoControl 1ILB offers a new concept in flight control. The conventional servo “followup” is not employed. It has been replaced by a solid state analytical computer. The Roll responses are controlled by the amplifier, with the aerodynamics of the aireraft supplying the {follow-up information, resulting in smooth attitude control. This system is not equipped to control the pitch axis of the aircraft. NOTE ALTHOUGH THE PIPER AUTOCONTROL IB WILL GIVE LONG AND TROUBLE FREE SERVICE, IT MAY IN TIME REQUIRE ADJUSTMENT. AS WITH ANY HIGH QUALITY ELECTRONIG EQUIPMENT, THE PIPER AUTOCONTROL II! B SHOULD BE SERVICED, WHEN REQUIRED, BY PROPERLY TRAINED PERSONNEL. IT IS RECOMMENDED THAT THE, OWNER SHOULD CONSULT THE FACTORY APPROVED AUTOPILOT SERVICE CENTER LISTING AND MAKE CERTAIN A FACTORY REGISTERED PIPER AUTOPILOT SPECIALIST PERFORMS THE ACTUAL MAINTENANCE ON. ‘THE UNIT. THE LIST IS AVAILABLE AT YOUR PIPER DISTRIBUTOR, OR WRITE FOR YOUR COPY TO PIPER AIRCRAFT CORPORATION, LOCK HAVEN, PENNSYLVANIA 17745, U.S. A.PIPER AUTOCONTROL III B SECTION | DESCRIPTION CONSOLE, ‘A/P OFF HDG OFF PIPER AUTOCONTROL IIIB 1. Engage Switch 2, HDG Switch 3, Roll Command FIGURE 1 Within the AusoControl Console will be found all control functions with the exception of the Course Selector (C/S incorporated in the Directional Gyro). If the system employs radio coupling, the pilot selects the mode of operation ac the coupler. For night operation the : console and coupler are indirectly illuminated, with intensity being controlled in conjunction with the panel lights. 40612PIPER AUTOCONTROL I! B NAV/APPROACH COUPLER FIGURE 2 ‘The Piper OMNI/LOC COUPLER used in conjunetion with the AutoControl IIB is a complete analog computer system, The following js.a description of the five "MODES" as shown in Figure 2 above. 1. HDG (HEADING) MODE ~ When selecred to the HDG Mode, ‘The AutoControl IIIB operates as @ standard Autopilot without ‘coupling, sce Page 9 — HEADING HOLD AND PRESELECT. 2. OMNI MODE — When selected to the OMNI Mode, the couple will automatically intercept, capture, track, and make crosswind corrections up t0 15°on any desired VOR radial the pilot selects as explained in the operations section of this manual, Pages 16 and 17, 3, NAV (NAVIGATION) MODE ~ When selected to the NAV. Mode, the coupler will automatically intercept, capture, track and correct for erosswind on any desired VOR radial the pilot selects. This position is used to cancel any short term deviations of the transmitted VOR signal by FAA stations, resulting in a smooth and postive flight path to or from any VOR facility. See operations section of this fnanual, — INTERCEPTING VOR RADIALS, Pages 12 and 13 and VOR NAVIGATION, Pages 14 and 15, 2 ‘740612 i, PIPER AUTOCONTROL I! B NOTE ALTHOUGH THE OMNI AND NAV MODES CAN BOTH BE USED FOR VOR NAVIGATION, IT IS RECOMMENDED PROCEDURE TO USE ONLY THE OMNI MODE FOR VOR APPROACH WORK. (See Pages 12 thre 17). Because of ILS radio transmission characteristics, it is necessary 10 earrect away from the course deviation indicator (vertical needle) ‘ducing certain phases of an ILS approuch. It is for this reason that the coupler provides modes 4 and 5. 4. LOC NORM (Localizer Normal) — When seleeted to the LOC NORM Mode, the coupler will automatically intercept, caprure, track and correct for crosswind conditions up to 15° during ILS approach ‘work. Also, this mode automatically adjusts for the increased sensitivity that accompanies the ILS system, The use of this function is explained in the operations section of this manual, Pages 18 thru 21 5. LOC REV (Localizer Reverse) — When selected to the LOC REV Mode, the coupler will aatomatically intercept, capture, track and correct for erosswind conditions during ILS approach work, when itis necessary to correct AWAY from the course deviation indicator {vertical needle), Also, this mode automatically adjusts for the increased sensitivity that accompanies the ILS system. The use of this function is explained in the operations section of this manual, Pages 22 and 23, IMPORTANT NOTE, ‘The information supplied che coupler from the omni converter is magnetic. The Directional Gyro supplies heading information to the coupler, also magnetic. IT IS MOST IMPORTANT THAT THE DIRECTIONAL GYRO BE ACCURATELY SET WITH THE COMPASS AND THAT THE COMPASS BE 740612PIPER AUTOCONTROL III B ACCURATE, For example: Should the Directional Gyro be set to 90° (either because of misreading the ‘compass or because of compass error) when actually it should have been set to 80% , this would result in the coupler having automatic erosswind correction of, 25° on one side and only 5° on the other side, instead of 15° and 15® designed inco it to cope with crosswind conditions. This would resule, eventual in noting that the Omni Indicator calls for the aireraft to be directed to one side or the other and it would appear that the coupler is not eapable of correcting, Should a condition exist which requires more correction to one side or the other than the 15° crosswind correction angle buile into the coupler, this, can be had by adjusting the Course Selector a few degrees into the erosswind to center the Omni needle, COUPLER RADIO SELECTOR SWITCH ON NAV i ae ‘This switeh connects the coupler to either the 1 or #2 radio. The switch can also be positioned to the center in the event the coupler ‘malfunctions, tn the center position both #1 and #2 radios are iisgonnected from the coupler, ‘ 740612 PIPER AUTOCONTROL II! 8 GyRos The instruments employed in the Piper AutoControl IN) B arc newly manufactured 3” lightweight gyros. The Attitude Indicator and Directional Gyro are air-driven and supply signals to the amplifier. The Directional Gyro incorporates the heading Preselect feature, hereafter referred to as the Course Selector. The ai to these gyros passes through 4 central filter --periodieally, this filter should be changed to increase gyro life COURSE SELECTOR COURSE SELECTOR KNOB FIGURE 4 ‘The Course Selector Directional Gyro is set to agree with the magnetic compass in the usual manner wich the eaging knob located in the lower left comer of the instrument. To set the 3” Directional Gyro, the caging knob is pushed in and rotated and the magnetic heading from the magnetic compass is set in the top of the instrument, under the nose of the airplane pictured on the instrament. (See Important Note on Page 3). ‘The Course Selector Knob is located at the lower right-hand corner of the instrument and controls the Course Selector as scen in Figure 4. To use this control, the pilor must push in on the Course Selector Knob and by rotating this control knob he can select any course by placing the Course Selector on the desired heading. When the AutoControl LB is engaged, the Course Selector function of this instrument ‘becomes the primary control of the aircraft around the roll axis. When 740612PIPER AUTOCONTROL I! B the Course Selector agrees with che Heading of the aircraft, the ‘Autopilot will maintain that heading. If the pilot desires to turn to a new heading, he hat simply to “dial” the heading using the Gourse Seleetor and the aircraft will turn to the new heading. SERVOS ‘The electro mechanical servos engage electrically and are easily overriden, They cause no friction in the aireraft control system when disengaged. They disengage automaticaly if the electrical system fails, AMPLIFIER ‘The amplifier is of solid state design. The low current drain amplifier incorporates analytical computer cireuitry which results in extremely smooth control of the aircraft. 6 740612 PIPER AUTOCONTROL II B SECTION I OPERATION 1 i 2 AlP|On ROLL HDd ON L R ‘AlP OFF HDG OFF PIPER AUTOCONTROL 1118 1. Engage Switch 2. HDG Switch 3. Roll Command FIGURE 5 PREFLIGHT GROUND CHECK To ground check the AutoControl IIIB, the gyros must be erected: Heading switch (42) in the OFF position. b. The Roll Command Knob (3) centered Engage ON/OFF switch (#1). d Move the Bank Command Knob (#3) right and left and observe that the control wheel moves in the same direction. 740612 7PIPER AUTOCONTROL II B €. Position the Roll Command Knob to stop the control wheel from turning to either side. With no feedback from the servo, the control wheel ean be expected to turn against its stop while the Roll Commend Knob is off center. PRESELECT a. Set Directional Gyro to correspond with the magnetic ‘compass. ', Center the Course Selector over this heading employing the right hand knob of the Directional Gyro. ._ IE coupler equipped, the Coupler Knob should be in Heading (81dg) position. ‘4. Heading switeh (2) must be engaged. fe. Set the Course Selector for a heading change to the right: ~ control wheel should curn right. Make same check to the left. Asin the She of the Roll Command, the control wheel will turn against its aileron stop on each side. f Center the Course Selector until the control wheel ceases to turn to ether side. COUPLER 4. Tune in any available Omni station on the top receiver, 1b. Center Omni needle with 2 "TO" flag by using the OBS. Cage and see the Directional Gyro to coincide with the selected Omni bearing. <4, Set Course Selector to coincide with the selected Omni bearing Place Coupler Selector Switch to the Omni — | pesition £ Place Coupler in the Omni Mode. fg. ‘Turn Omni Bearing Selector 10 swing Omoi needle for a full deflection to the RIGHT, contro! wheel should follow. h. ‘Turn Omni Bearing Selector to swing Omni needle for a full deflection to the LEFT, control whee! should follow, i. Disengage AutoControl, this completes the ground check. 8 740612 PIPER AUTOCONTROL III B ENGAGING IN FLIGHT BEFORE ENGAGING THE AUTOCONTROL Ill B, MAKE CERTAIN THE AIRCRAFT 1S TRIMMED FOR HANDS-OFF LEVEL FLIGHT WITH THE BALL IN THE CENTER. USE OF HEADING HOLD AND PRESELECT 4. If the system incorporated Radio Coupling, Coupler Selector Knob should be set to the Heading (Hdg) Mode. 'b. Set the Course Selector of the Directional Gyro to align with the Heading. Engage ON/OFF switch (#1). 4. Center the Bank Command Knob (#3). Engage Heading switeh OD. Heading changes are now made by setting the Course Selector of the Direetional Gyro 10 the desired heading. Ic should be noted that with the Heading switch engaged, the Roll Command Knob (#3) is inoperative. USE OF ROLL COMMAND FUNCTION In order to employ this function, the Heading switch (#2) must be OFF. Banks of approximately 30 degrees can be had for a full bank command, OVERRIDE Approximately nine to fifteen pounds of force on the control wheel should override the AutoControl IIIB when engaged, Override settings may vary with different models of sireraft. The AutoControl ULB roll servos have the new carbon/copper clutch assemblies which 740612 9PIPER AUTOCONTROL III B are not subject to excessive wear during prolonged or frequent use of the override feature. The override should be checked prior to each fight. To check override: a. Place Radio Coupler in “Heading” mode and place A/P ON/OFF switch in the “ON” position to engage roll section. b. While D.G. Course Selector is set for a left curn, grasp control wheel and override the servo to the right. c. Repeat Step b in opposite direction for a right rum, ‘MALFUNCTION In the event of a malfunction, disengage the ON/OFF switch (i). 10 740612 PIPER AUTOCONTROL III B SECTION HI! OPERATION OF OMNI/LOC RADIO COUPLER Intereepting VOR Radials VOR Naviagation ‘Omani Approach ILS Approach (Radar Surveillance Directed) ILS Approach (Standard Front Course Approach) ILS Back Course Approach (Radar Surveillance Directed) 740612 uPIPER AUTOCONTROL II! B INTERCEPTING VOR RADIAL 2 740612 INTERCEPTING VOR RADIALS 1, While flying with AucoControl III B engaged and operating in the HEADING MODE of the coupler, tune in an OMNI station and set the OBS to the desired radial (standard OMNI procedure). 2. With OMNI setup complete, set the identical course (from the OBS) in the DIRECTIONAL GYRO by using the COURSE SELECTOR, Switch the COUPLER from the HEADING MODE to the OMNI or NAV MODE. 3. The airceaft will tuen to intercept the desired radial, at an angle not exceeding 45°, and the coupler will automatically compute closure rate and position. 4. The coupler will roll the aireraft onto the selected radial at the proper time, and will establish the crosswind corrected heading of the aircraft immediately upon rollout. 740612PIPER AUTOCONTROL II B | Ie is imporeant to note that the Course Selector will sometimes line up off course when flying on a radial in a crosswind. This displays the wind correction angle or “erab angle”PIPER AUTOCONTROL II! B VOR NAVIGATION 4 ‘740612 VOR NAVIGATION 1. ‘The aircraft is inbound and coupled to the 032 degree radial of OMNIA (as per Page 13 ~ INTERCEPTING VOR RADIAL). 2, When flying through the “Cone of Confusion” directly over the OMNI station, the airerafe will gently roll to the right and to the left indicating station passage. At this point the pilot will select the desired outbound radial, 140 degrees in the OBS and also set the Course Selector to 140 degrees NOTE vis not necessary to change coupling modes and the coupler should be left in the NAV position, 3. ‘The aircraft will aucomatically turn left to intercept the 140 degree radial of OMNI A, and will compensate for any crosswind or station overshoot.PIPER AUTOCONTROL III B 4 When normal OMNI sensitivity decreases on station A, the pilot should tune in station & to obtain normai sensitivity due to distance from the stations (standard OMNI procedure). When Omai sensitivity dictates changing from station A to station B, the operator ean preset his other VOR receiver to the proper frequency and inbound course to station B and simply actuate his coupler radio selector switch to the Omni 2 position for ease of operation. (See Page 4) NOTE If ic is desired to use the same VOR receiver for navigating to station B, the Autopilot coupler should bbe placed in the HDG mode while the VOR receiver is being retuned to the station B frequeney. 5. The coupling procedure is repeated as described above from station to station as the aircraft progresses along its route.PIPER AUTOCONTROL II! B Pd OMNI APPROACH 16 rave OMNE APPROACH, J. ‘The aireraft is inbound on the 032 degree radial with the compass, Directional Gyro, Course Selector and Omni indicator reading 242 degrees, (No wind condition). ‘The coupler will track the radial Teaving the pilot free to PLAN AHEAD for his OMNI approach. The couyler would be in the NAV position at this time since the approach thas not yet begun 2, After the aircraft is rolling to the right and left indicating station passage, the pilot will select the 140 degree radial in the OBS, ‘et the Coutse Selector to 140 degrees in the Directional Gyro and rove the eaupler made to OMNI position, Nore Ie is recommended that the Omni position of the Coupler Ye used for approach work. 3. ‘The coupler will automatically intercept the 140 degree radial ‘outbound and correct for winds and overshoot of the station and establish the aiteraft on the outbound course. 4. At-the time for procedure turn, the pilot will select the HDG. Mode of the coupler and rotate the Course Selector to the left to agree with the published outbound heading of the procedure turn, 095 degrees NOTE, ‘The pilot must compensate for winds while in the HDG. Mode of the coupler. 740612PIPER AUTOCONTROL II! B 5. At the end of the first leg ofthe procedure turn (depending on “what type of procedure turn the pilot chooses), usually one minute, the pilot will rotate the Course Selector to the eight to approximately 20 degrees less than the reciprocal or 255 degrees. NOTE {eis recommended procedure that the OBS be se to the inbound. course. 320, degrees while flying the outbound le of the procedure tar, 6. With the airerafe turning right, the pilot now sets the Course Selector further right to the inbound radial of 320 degrees to match his OBS. After the Course Selector and OBS are both set to 320 degrees, the coupler is switched to the OMNI Mode.* 7. The coupler will now intercept the 140 degree radi and after station passage will continue to track the 320 degree radial outbound; no futher adjustments are necessary except to set up arate of descent to the runway. } ‘This will result in a flight path similar to that below. Cue Slecor changed fo 258"PIPER AUTOCONTROL II! B ILS FRONT COURSE APPROACH 00) ILS APPROACH (Radar Surveillance Directed) Hi myst be realized by the operator that the Instrument Landing And Appioich System (ILS) is four times as narrow and four times as seqpitive as the VOR system of navigation. Therefore, to use the ‘coupler on localizer, the speed of the siteraft must be held to approach specds in order for the coupler to perform as required. The coupler will not make up for lack of knowledge and understanding of the ILS syseem on the part of the operator, However, the coupler will function with a high degree of safety if standard ILS procedures are Followed. It must also be understood that while the OBS is not used on ILS approaches (because of the radio transmission principles involved) the Course Selector must be set to the inbound heading of the Localizer ‘to prevent the aircraft from orbiting. The Piper coupler will not orbit when used correctly, as most other systems will. 1, When receiving Airport Surveillance Radar (ASR) vectors to a localizer, the pilot will be given headings to steer by the cadar controller. When contacting the controller, make sure he is ware of the intercept angle limitations by stating “THIS WILL BE AN AUTOMATIC APPROACH”. This will alert the radar operator that the intercept angle must not be 90 degrees or some large angle, thereby adversely effecting the performance of the coupler. At this point the pilot will have the coupler in the HDG Mode and will use the Course Selector to dial the headings given by the radar controller. 740612_ PIPER AUTOCONTROL 11 B 2. When the radar controller has che aircraft in position for the localizer intercept, the pilot will select the INBOUND HEADING OF THE LOCALIZER in the Directional Gyro by placing the COURSE SELECTOR to that heading. Then the pilot will select the LOC NORM MODE of the coupler. | 3. The coupler wil intercept she lsalizer and comect for any exosovind up to 15°. 4. The pilot will adjust the rate of descent when over the Outer ‘Marker as in any ILS approach. It must be noted that the coupler is ‘only controlling the heading of the aircraft and not the rate of descent. 5. When over the Middle Marker, the pilot should disengage the Automatie Pilot and take over control of the aircraft manually. With the Autopilot disengaged.the coupler is no longer operating and the Mode on the couple is of no importance. However, the coupler should be set to the Hg. Mode in case of a “goraround” and re-engagement of the Autopilot |PIPER AUTOCONTROL III B ROACH (Standard Front Course Approach) “Ltn this type of IL approach the aircraft is Homing on the “Cannpass Locator (which is athe Outer Marker) by use of ADF. -coupler will be selected ro the HDG MODE and the pilot will be the COURSE SELECTOR t conol the siterat heading. The 2. Upon intercepting the localizer at Outer Marker, the pilot will set the COURSE SELECTOR to the OUTBOUND HEADING OF THE LOCALIZER, 140 degrees on the Direetional Gyro, and will then move the COUPLER t0 the LOG REV (localizer reverse) MODE. The coupler will track the localizer outbound, (correcting away from the needle) correeting for any crosswind up to 15°. 3. At the time of procedure turn, the pilot will select the HDG MODE of the coupler, and rotate the Course Selector to the left 10. agree with the published outbound heading of the procedure turn, 095| PIPER AUTOCONTROL III B 4. At the end of the first leg ofthe procedure tn (depending on what type of procedure turn the pilot chooses), usually one minute, the pilot will rotate the COURSE SELECTOR TO THE RIGHT to approximately 20 degrees les than the reciprocal or 255 depres. 5. With the aireraft now turtng right, the plot sets che COURSE SELECTOR FURTHER RIGHT to che INBOUND HEADING OF THE LOCALIZER, 320 degrees, and then SWITCHES THE COUPLER TO ‘THE LOC NORM MODE. BS Sy wail dwt se el eh ae isothta LGeAERaN RONDO ciaecia he arseew ne RLS cpt aty geaec peedh ee rie nessun Mecano eta ‘This will result in a flighe path similar to that below. iePIPER AUTOCONTROL 111 B ILS BACK COURSE APPROA\ DOES NOT REVERSE WHEN ‘THE BACK COURSE TO THE ‘OR VICE VERSA. THE NEEDLE INBOUND THE FRONT COURSE ‘when flying the 11S the operator must ples of che Instrument Landing and - Coupler Mode, LOG NORM. 1 Course oF Inbound on the Back Course, needle: Coupler Mode, LOC REV. wy radar veetors to the Back Course of the leaizer with the eoupler set to the HDG MODE, andthe plot uses ‘the Course Selector to control the aircraft heading; at this time the pilot also “tunes in" the localizer. 2. At this point the pilot sets the INBOUND HEADING of the BACK COURSE on the Directional Gyro by placing the Co:_PIPER AUTOCONTROL II B Sclector 090 degrees, and switches to the LOG REV MODE on the coupler. As in any ILS work, the OBS is inactive on ILS. IMPORTANT NOTE ‘The aircraft MUST BE FLOWN AT APPROACH. SPEED when using the ILS because of the increased sensitivity that accompanies the system. Also, the aircraft MUST BE AT LEAST FIVE MILES FROM, ‘THE END OF THE RUNWAY if the coupler is to function properly. (The Autopilot is restricted to standard rate curns; if coupling is attempted too close. to the muoway, the aircraft will overshoot dhe localizer because of this fact). ‘The coupler will intercept the Back Course and track inbound localizer, correcting for any crosswind that may be present up to Since there is no Glide Path transmitted on the Back Coue, the Horizontal nese wl be inactive andthe “OFF” fag wil be visible, /Also, the Autopilot should be disengaged (or the HDG MODE should be selected) when approximately oe mile from the end of the runway on a Back fourse approach, since the Localize transmitter is mw atthe approach end of nimi, |SECTION IV CHECK LisT RIPOFF PIPER AUTOCONTROL II1B 11. Engoge Switch 2, HDG Switch 3. Roll Command OPERATING INSTRUCTIONS FOR PIPER AUTOCONTROL III B Engaging Roll Command All AutoContrl switches ~ OFF, Roll Command centered 2. Directional Gyro and aireraft compass aligned 3. Coupler (if installed) - Heading position. 4, Engage Switch - ON (#1). 5. ‘Turns left and right with up to 30° bank are possible by rotating the Koll Command Knob (#3). 740612 PIPER AUTOCONTROL I! B Engaging Heading Preweleet 1. Contre eles (loeated in Dicectional Gyro and controlled by “HDG” kolo Afi WL Directional Gyro) aligned with siceraft heading 2, Heading wth (2) = engaged. 3 Preselaotdl headings may now be made by rotating course selector in Dirgetionsl Gf 10 any desired heading, Engaging Radio Couplli 1. Seleet an OMANI station that is within range and suitable for navigation on either Nave L or Nay #2. "2. Banh eiaminanid knob (#3) ~ center, 3. Heading awit (92) «disengage 4, Plice Nay wilketor switch in respective Nav postion. 5. Omi bearing selector cebter. 6. Ser Goutse Selector on Directional Gyro to correspond with setting of 0. 18) 7. Place mode selector in Nav position, (Use OMNI mode for OMNI approaelt only) 8 Heading. pteseleet button - engage: Autopilot is now coupled to OMNI station, if interception with 4 certain radial is necessary, set the desired radial heading on the Q,B,S. (not centered), then set the course Selector to the sume heading. The aircraft will approach desired radial ar 445° angle with (ull needle deflection on the O. B.S: NAV/APPRQACH COUPLER