AFMS – GFC 500 Piper PA-32(R) Series

MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED .................................................................... 4-4 LATERAL MODES................................................................................................................................. 4-5 AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page iv HEADING MODE (HDG) .................................................................................................................... 4-5 TRACK MODE (TRK) ......................................................................................................................... 4-5 NAVIGATION (VOR) .......................................................................................................................... 4-5 NAVIGATION (GPS) ........................................................................................................................... 4-5 APPROACHES ...................................................................................................................................... 4-6 ILS APPROACH ................................................................................................................................. 4-6 LOC APPROACH (GS out) ................................................................................................................. 4-7 GPS APPROACH (LPV, LNAV/VNAV, LP+V, or LNAV+V) ............................................................... 4-8 GPS APPROACH (LP, LNAV) ............................................................................................................ 4-8 LOC BC APPROACH ......................................................................................................................... 4-9 VOR APPROACH ............................................................................................................................. 4-10 DISABLING ESP.................................................................................................................................. 4-11 SECTION 5 — Performance ....................................................................................... 5-1 SECTION 6 — Weight and Balance ........................................................................... 6-1 SECTION 7 — System Description ........................................................................... 7-1 AFCS OVERVIEW ................................................................................................................................. 7-1 AUTOPILOT CONTROL UNIT AND DISPLAY ..................................................................................... 7-4 PREFLIGHT TEST ................................................................................................................................. 7-7 MESSAGES AND ANNUNCIATIONS ................................................................................................... 7-7 LIGHTING .............................................................................................................................................. 7-8 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 1-1 SECTION 1 — GENERAL The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by installation of the Garmin GFC 500 Autopilot system in accordance with Garmin International, Inc. approved data. The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below. Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane. USE OF THE SUPPLEMENT The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the supplement: Operating procedures, techniques, etc., which may result in personal injury or loss of life if not carefully followed. CAUTION Operating procedures, techniques, etc., which may result in damage to equipment if not carefully followed. NOTE Operating procedures, techniques, etc., which is considered essential to emphasize. WARNING AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 1-2 ABBREVIATIONS AND TERMINOLOGY The following glossary is applicable within the airplane flight manual supplement AFCS Automatic Flight Control System AFM Airplane Flight Manual AFMS Airplane Flight Manual Supplement AGL Above Ground Level AHRS Attitude and Heading Reference System ALT Altitude AP Autopilot APR Approach ATC Air Traffic Control BC Back Course Approach CDI Course Deviation Indicator DA Decision Altitude DISC Disconnect DWG Drawing ESP Electronic Stability and Protection FAA Federal Aviation Administration FAF Final Approach Fix FD Flight Director GA Go Around GFC 500 Garmin Autopilot GMC 507 Autopilot Mode Control Panel GNSS Global Navigation Satellite System GPS Global Positioning System GS Glideslope GSA Garmin Servo Actuator HDG AFCS heading mode IAS Indicated Airspeed ILS Instrument Landing System INT Interrupt KIAS Knots Indicated Airspeed LNAV Lateral Navigation LNAV+V Lateral Navigation with Advisory Vertical Guidance LNAV/VNAV Lateral Navigation / Vertical Navigation Approach LOC Localizer (no glideslope available) LP Localizer Performance LP+V Localizer Performance with Advisory Vertical Guidance LPV Localizer Performance with Vertical Guidance LVL Level MDA Minimum Descent Altitude PFT Preflight Test POH Pilot’s Operating Handbook STC Supplemental Type Certificate TO Takeoff TRK Track VHF Very High Frequency VNAV Vertical Navigation VOR VHF Omni-directional Range VS Vertical Speed YD Yaw Damper 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 1-3 INSTALLED EQUIPMENT INTERFACES The following is the list of installed equipment and functions associated with the GFC 500 Autopilot installation in this airplane. Table 1-1: Table of Installed Equipment Interfaces DEVICE TYPE Manufacturer / Model If not installed, note N/A Additional Information GPS Navigator #1 Is Navigator #1 interfaced to GFC 500?  YES  NO VHF Nav Radio #1 Is VHF Nav Radio #1 interfaced to GFC 500?  YES  NO VHF Nav Radio #2 Pitch Trim Servo Yaw Damper AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 1-4 INSTALLED FEATURES CHECKLIST The checked autopilot modes and features are available on this aircraft. Basic AP Features  Flight Director  Electric Pitch Trim  Yaw Damper  Overspeed Protection  Underspeed Protection Vertical Autopilot Modes  Pitch (PIT)  Level (Zero vertical speed)  Go Around (GA)  Altitude Hold (ALT)  Vertical Speed (VS)  Altitude Capture via Altitude Preselect  Indicated Airspeed (IAS)  Vertical Navigation (VNAV)  GPS Approach Glidepath  ILS Glideslope Electronic Stability and Protection  Pitch/Roll Attitude  High Speed Protection  Low Speed Protection Lateral Autopilot Modes  Roll (ROL)  Level (Wings Level)  Go Around (GA)  Heading  Track  GPS Navigation  VHF Navigation  Approach Mode  GPS  VOR/LOC 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 2-1 SECTION 2 — LIMITATIONS The Garmin G5 Electronic Flight Instrument Pilot’s Guide for Certified Aircraft, part number 190-01112-12 Rev C (or later approved revisions), must be immediately available to the flight crew (when G5 is installed). The Garmin G3X Touch Pilot’s Guide for Certified Aircraft, part number 190-02472-00, Rev A (or later approved revisions) must be immediately available to the flight crew (when G3X EFIS system is installed). The Garmin GI 275 Pilot’s Guide for Certified Aircraft, part number 190-02246-01, Rev B (or later approved revisions) must be immediately available to the flight crew (when GI 275 system is installed). This AFMS is applicable to the software versions shown below: Software Item Software Version (or later FAA Approved version for this STC) G5 Software Version 6.40 G3X Software Version 8.30 GI 275 Software Version 2.11 A pilot must be seated in the left pilot’s seat, with seatbelt fastened, during all autopilot operations. Do not use autopilot or yaw damper during takeoff and landing. The GFC 500 AFCS preflight test must complete successfully prior to use of the autopilot or flight director. The maximum fuel imbalance with the autopilot engaged is 15 gallons. Autopilot maximum engagement speed is 187 KIAS. Autopilot minimum engagement speed is 71 KIAS. The autopilot must be disengaged below 200 feet AGL during approach operations. The autopilot must be disengaged below 800 feet AGL for all operations other than approach operations. The GFC 500 autopilot is approved for Category 1 precision approaches and non-precision approaches only. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 2-2 This page intentionally left blank. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 3-1 SECTION 3 — EMERGENCY PROCEDURES Some emergency situations require immediate memorized corrective action. These steps are printed in bold in the emergency procedures and should be accomplished without the aid of the checklist. AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY If the airplane deviates unexpectedly from the planned flight path: 1. Control Wheel ............................................................................................................ GRIP FIRMLY 2. AP DISC / TRIM INT Button ............................................................................. PRESS AND HOLD CAUTION Be prepared for high elevator control forces. 3. Aircraft Attitude ....................................................... MAINTAIN / REGAIN AIRCRAFT CONTROL 4. Elevator Trim ...........................................RE-TRIM if necessary using Elevator Trim Control Wheel 5. Autopilot Circuit Breaker ........................................................................................................... PULL NOTE Do not release the AP DISC / TRIM INT Button until after pulling the autopilot Circuit Breaker. Pulling the autopilot circuit breaker will render the autopilot, yaw damper (if installed), and ESP inoperative. 6. AP DISC / TRIM INT Button .............................................................................................. RELEASE In flight, do not overpower the autopilot. The trim will operate in the direction opposing the overpower force, which will result in large out-of-trim forces. Do not attempt to re-engage the autopilot or use manual electric pitch trim until the cause of the malfunction has been corrected. WARNING AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 3-2 AUTOPILOT FAILURE / ABNORMAL DISCONNECT (Red AP in autopilot status box on display, continuous aural disconnect tone.) 1. AP DISC / TRIM INT Button or: • G5 Knob • G3X Autopilot Status bar • GI 275 Knob or Autopilot Status Button .......................................PRESS AND RELEASE (to cancel disconnect tone) 2. Aircraft Attitude........................................................... MAINTAIN / REGAIN AIRCRAFT CONTROL NOTE The autopilot disconnect may be accompanied by a red AFCS in the autopilot status box, indicating the Automatic Flight Control System has failed. The flight director will not be available and the autopilot cannot be re-engaged with this annunciation present. If the disconnect is accompanied by an amber AP with a red X, the autopilot will not be available. However, the flight director will still be functional. In the event of a GMC failure, pressing the G5 knob, GI 275 knob or autopilot status button, or G3X Autopilot Status bar will acknowledge the disconnect tone. YAW AXIS FAILURE / ABNORMAL YAW DAMPER DISCONNECT (Red YD in autopilot status box on display) This procedure applies only if the optional yaw servo is installed: 1. AP DISC / TRIM INT Button, YD Button on GMC, G5 Knob, G3X Autopilot Status Bar, or GI 275 Knob or Autopilot Status Button .......................................................PRESS AND RELEASE (to acknowledge the disconnect) 2. Aircraft Attitude........................................................... MAINTAIN / REGAIN AIRCRAFT CONTROL NOTE The yaw damper disconnect may be accompanied by an amber YD with a red X in the autopilot status box. The YD is inoperative and will not be available. The autopilot may be re-engaged and disengaged normally, but the yaw damper will remain inoperative. PITCH TRIM FAILURE (Red PTRIM on G5, G3X, or GI 275 display) This procedure applies only if the optional pitch trim servo is installed: 1. Indicates a failure of the pitch trim servo. 2. Control Wheel ............................................................................................................. GRIP FIRMLY 3. AP DISC / TRIM INT Button .......................................................................... PRESS and RELEASE (Be prepared for high elevator control forces) 4. Elevator Trim .................................. AS REQUIRED USING ELEVATOR TRIM CONTROL WHEEL NOTE The autopilot may be re-engaged. Refer to the normal procedures section of this AFMS, MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED. 5. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 3-3 ESP ACTIVATION 1. Throttle ..................................................................................................................... AS REQUIRED 2. Aircraft Attitude ....................................................... MAINTAIN / REGAIN AIRCRAFT CONTROL NOTE If ESP is active for approximately 10 seconds, the autopilot will automatically engage in LVL mode, an aural ‘ENGAGING AUTOPILOT’ will be played (or a Sonalert tone will sound for installations without a supported audio panel), and the autopilot will roll the wings level and fly at zero vertical speed. Refer to Section 7, System Description for further information. ESP will be disabled by pressing and holding the AP DISC / TRIM INT button. Releasing the button will allow ESP to function. OVERSPEED PROTECTION (MAXSPD) (MAXSPD displayed on G5, GI 275, or G3X, AIRSPEED – AIRSPEED Aural sounds) 1. Throttle ............................................................................................................................... REDUCE 2. Aircraft Attitude and Altitude ......................................................................................... MONITOR After overspeed condition is corrected: 3. Autopilot .......................................RESELECT VERTICAL AND LATERAL MODES (if necessary) 4. Throttle ........................................................................................................... ADJUST as necessary NOTE Overspeed protection mode provides a pitch up command to decelerate the airplane to or below the maximum autopilot operating speed. UNDERSPEED PROTECTION (MINSPD) (MINSPD displayed on G5, GI 275, or G3X, AIRSPEED – AIRSPEED Aural sounds) 1. Throttle ............................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED 2. Aircraft Attitude and Altitude ......................................................................................... MONITOR After underspeed condition is corrected: 3. Autopilot .........................................RESELECT VERTICAL AND LATERAL MODES (if necessary) 4. Throttle ........................................................................................................... ADJUST as necessary NOTE Autopilot Underspeed Protection Mode provides a pitch down command to maintain 71 KIAS. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 3-4 This page intentionally left blank. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 3-5 SECTION 3A – ABNORMAL PROCEDURES AUTOPILOT PRE-FLIGHT TEST FAIL (Amber AP with a red X in G5, GI 275, or G3X autopilot status box) 1. Indicates the AFCS system failed the automatic Pre-Flight test. NOTE The autopilot, yaw damper (if installed), ESP, and electric elevator trim will be inoperative. LOSS OF NAVIGATION INFORMATION This procedure applies only if the optional GPS and/or VHF navigator is installed: (Amber GPS, VOR, LOC, or BC flashes for 10 seconds on G5, GI 275, or G3X.) NOTE If a navigation signal is lost while the autopilot is tracking it, the autopilot will roll the aircraft wings level and default to roll mode (ROL). 1. GMC 507 Mode Panel............................................. SET desired heading and SELECT HDG mode 2. NAV Source ......................................................................................... SELECT a valid NAV source 3. NAV Key ................................................................................................................................. PRESS If on an instrument approach at the time the navigation signal is lost: 4. Missed Approach Procedure .................................................................... EXECUTE (as necessary) LOSS OF AIRSPEED DATA (Red X through airspeed tape on the G5, GI 275, or G3X display, amber AP with a red X in autopilot status box) NOTE If airspeed data is lost while the autopilot is tracking airspeed, the flight director will default to pitch mode (PIT). 1. AP DISC / TRIM INT Button .........................................................................PRESS AND RELEASE (to cancel disconnect tone) 2. Aircraft Attitude........................................................... MAINTAIN / REGAIN AIRCRAFT CONTROL 3. Manual Elevator Trim ............................................................................................. TRIM as required NOTE The autopilot cannot be re-engaged. The flight director will be available however IAS mode cannot be selected. Loss of airspeed will be accompanied by a red PTRIM indication on the G5, GI 275, or G3X (if a pitch trim servo is installed). AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 3-6 LOSS OF ALTITUDE DATA (Red X through altitude tape on the G5, GI 275, or G3X display) NOTE If altitude data is lost while the autopilot is tracking altitude, the autopilot will default to pitch mode (PIT). 1. Autopilot .......................................................................................... SELECT different vertical mode LOSS OF GPS INFORMATION This procedure applies only if the optional GPS navigator is installed: (GPS position information is lost to the autopilot.) NOTE If GPS position data is lost while the autopilot is tracking a GPS, VOR, LOC or Back Course the autopilot will default to roll mode (ROL). The autopilot will default to pitch mode (PIT) if GPS information is lost while tracking an ILS. The autopilot uses GPS aiding in VOR, LOC and BC modes. 1. Autopilot ........................................... SELECT different lateral and/or vertical mode (as necessary) If on an instrument approach: 1. AP DISC / TRIM INT button ............................................. PRESS, Continue the approach manually Or 2. Missed Approach Procedure .................................................................... EXECUTE (as necessary) HEADING DATA SOURCE FAILURE This procedure applies only if the optional heading source to the navigator is installed: 1. Autopilot ................................................................... SELECT different lateral mode (as necessary) NOTE Track information will be displayed on the G5, GI 275, or G3X. GPSS will not be provided to the autopilot for heading legs. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 3-7 ELEVATOR MISTRIM (Amber TRIM UP or TRIM DOWN displayed on the G5, GI 275, or G3X) This annunciation indicates a mistrim of the elevator while the autopilot is engaged. If an optional pitch trim servo is installed, the autopilot will normally trim the airplane as required. However, during rapid acceleration, deceleration, configuration changes, or near either end of the elevator trim limits, momentary illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high elevator control forces are possible. If the optional pitch trim servo is NOT installed: 1. Refer to the Normal Procedures section of this AFMS, MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED. If the optional pitch trim servo is installed: Do not attempt to overpower the autopilot in the event of a pitch mistrim. The autopilot servo will oppose pilot input and will cause pitch trim to run opposite the direction of pilot input. This will lead to a significant out-of-trim condition, resulting in large control wheel force when disengaging the autopilot. NOTE Momentary display of the TRIM UP or TRIM DOWN message during configuration changes or large airspeed changes is normal. 1. Control Wheel ............................................................................................................. GRIP FIRMLY Be prepared for significant sustained control forces in the direction of the mistrim annunciation. For example, TRIM DOWN indicates nose down control wheel force will be required upon autopilot disconnect. 2. AP DISC / TRIM INT Button .........................................................................PRESS AND RELEASE 3. Manual Elevator Trim ....................................................................................... RE-TRIM as required NOTE Electric pitch trim should be considered inoperative until the cause of the mistrim has been investigated and corrected. WARNING WARNING AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 3-8 YAW DAMPER DISCONNECT (Amber YD displayed in autopilot status box on display) This failure will only occur if the optional yaw servo is installed. 1. YD Button on GMC or G5 Knob ...................................................................PRESS AND RELEASE (to cancel disconnect tone) 2. Aircraft Attitude........................................................... MAINTAIN / REGAIN AIRCRAFT CONTROL NOTE A flashing amber ‘YD’ in the autopilot status box indicates that the yaw damper has disconnected. If the disconnect was not pilot initiated, Refer to Section 3 – Emergency Procedures, YAW AXIS FAILURE / ABNORMAL DISCONNECT, for further information. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 4-1 SECTION 4 — NORMAL PROCEDURES GFC 500 POWER UP During the preflight test the G5, GI 275, or G3X will display PFT in the autopilot status box. When the GFC 500 passes preflight test, PFT will be removed from the autopilot status box. FLIGHT DIRECTOR / AUTOPILOT NORMAL OPERATING PROCEDURES Autopilot/Flight Director mode annunciations are displayed at the top of the G5 Electronic Flight Instrument, at the top of the G3X Electronic Flight Instrument System PFD, or at the bottom of the GI 275 Electronic Flight Instrument ADI. Green text indicates active autopilot/flight director modes. Armed modes are indicated in white text. Normal mode transitions will flash inverse video for 10 seconds before becoming steady. Abnormal mode transitions will flash for 10 seconds in amber text before the default mode is annunciated as the active mode in green text. Default autopilot/flight director modes are Roll (ROL) and Pitch (PIT) modes. The autopilot status box displays the autopilot engagement status as well as armed and active flight director modes. Autopilot Engagement with Flight Director Off — Upon engagement, the autopilot will be set to hold the current attitude of the airplane if the flight director was not previously on. In this case, ‘ROL’ and ‘PIT’ will be annunciated. Autopilot Engagement with Flight Director On — If the flight director is on, the autopilot will smoothly pitch and roll the airplane to capture the FD command bars. The prior flight director modes remain unchanged. Autopilot Disengagement — The most common way to disconnect the autopilot is to press and release the AP DISC / TRIM INT button located on the control wheel. An autopilot disconnect tone will sound and an amber AP will be annunciated on the G5, GI 275, or G3X autopilot status box. If the optional yaw damper is installed, the AP DISC / TRIM INT button will also disconnect the yaw damper, and a disconnect tone will sound and an amber YD will be annunciated on the G5, GI 275, or G3X autopilot status box. Other ways to disconnect the autopilot include: – Pressing the AP Key on the GMC 507 Mode Controller. If the optional yaw damper is installed, it will remain engaged until the YD Key is pressed, or the red AP DISC / TRIM INT button is pressed. – Operating the Electric Pitch Trim Switch (located on the control wheel). If the optional yaw damper is installed, it will remain engaged until the YD Key is pressed, or the red AP DISC / TRIM INT button is pressed. – Pulling the autopilot circuit breaker. In the event of unexpected autopilot behavior, pressing and holding the AP DISC / TRIM INT button will disconnect the autopilot and remove all power to the servos. Yaw Damper Engagement with Autopilot On –- Upon engagement of the autopilot, if the yaw damper is installed, it will automatically engage to provide yaw damping, and turn coordination. YD will be annunciated in the autopilot status box. Yaw Damper Engagement with Autopilot Off –- The yaw damper, if installed, may be engaged with the autopilot disengaged. This will provide yaw damping and turn coordination. YD will be annunciated in the autopilot status box. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 4-2 MANUAL AUTOPILOT DISCONNECT If necessary, the autopilot may be manually disconnected using any one of the following methods: 1. AP DISC / TRIM INT Button .......................................................................... PRESS and RELEASE (Pilot’s control wheel) 2. AP Key ................................................................................................................................... PRESS 3. Pitch Trim Switch ............................................................................................................. ACTIVATE 4. Autopilot Circuit Breaker ........................................................................................................... PULL VERTICAL MODES VERTICAL SPEED (VS) MODE 1. Altitude Preselect ......................................................................................... SET to Desired Altitude 2. VS Key ............................... PRESS, autopilot synchronizes to the airplane’s current vertical speed 3. Vertical Speed Reference ............................................................... ADJUST using UP / DN Wheel 4. Green ALT ........................................................................................ VERIFY Upon Altitude Capture INDICATED AIRSPEED (IAS) MODE 1. Altitude Preselect ......................................................................................... SET to Desired Altitude 2. Press IAS Key, autopilot synchronizes to the airplane’s current indicated airspeed. 3. AIRSPEED Reference ...................................................................... ADJUST using UP / DN Wheel 4. Throttle ................................................................................ ADJUST, INCREASE POWER to climb DECREASE POWER to descend 5. Green ALT ........................................................................................ VERIFY Upon Altitude Capture ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE 1. When at the desired altitude ....................................................................................PRESS ALT key NOTE If climbing or descending at a high rate when the ALT key is pressed, the airplane will overshoot the reference altitude and then return to it. The amount of overshoot will depend on the vertical speed when the ALT key is pressed. The altitude reference is displayed in the autopilot status box. The reference may be changed by +/- 200 FT using the UP / DN wheel. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 4-3 VERTICAL NAVIGATION (VNAV) 1. Navigation Source ............................................................................................ SELECT CDI to GPS 2. Vertical Navigation Profile ................................................ LOAD into the GPS navigator’s flight plan 3. Altitude Preselect ......................................................................... SET to the vertical clearance limit When ATC clearance received. 4. GMC 507 Mode Panel................................................................................................. PRESS VNAV NOTE Vertical navigation will not function for the following conditions: • Selected navigation source is not GPS navigation. VNAV will not function if the navigation source is VOR or Localizer. • VNAV is not enabled on the GPS Navigator • If the altitude preselect is not set below the current aircraft altitude. • No waypoints with altitude constraints in the flight plan • Glideslope or Glidepath is the active flight director pitch mode. • OBS mode is active • Dead Reckoning mode is active • Parallel track is active • Aircraft is on the ground Vertical navigation is not available between the final approach fix (FAF) and the missed approach point (MAP) ALTV will be the armed vertical mode during the descent if the altitude preselect is set to a lower altitude than the VNAV reference altitude. This indicates the autopilot / flight director will capture the VNAV altitude reference. ALTS will be the armed mode during the descent if the altitude preselect is set at or above the VNAV reference altitude, indicating that the autopilot / flight director will capture the altitude preselect altitude reference. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 4-4 GO AROUND 1. GO AROUND button ............................................. PRESS – Verify GA / GA on G5, GI 275, or G3X (autopilot will not disengage) 2. Autopilot (if engaged) ............... VERIFY airplane pitches up following flight director command bars 3. Throttle ...................................................................................................... APPLY Go Around power 4. GMC 507 Mode Panel.................................... PRESS NAV to couple to selected navigation source OR PRESS HDG to Fly ATC Assigned Missed Approach Heading 5. Altitude Preselect .................................................................................................................. VERIFY Set to appropriate altitude. NOTE The pilot is responsible for initial missed approach guidance in accordance with published procedure. When the GA button is pressed the Flight Director command bars will command go-around pitch attitude and wings level. The pilot must set Go Around power, then select the CDI to the appropriate navigation source and select the desired lateral and vertical flight director modes. MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED (Amber TRIM UP or TRIM DOWN displayed on G5, GI 275, or G3X) NOTE If the aircraft is not equipped with a pitch trim servo, the pilot must manually adjust the pitch trim when airspeed and aircraft configuration changes are made. A message will be displayed on the G5, GI 275, or G3X display to indicate the pitch servo is holding sustained force, and the pilot must manually trim the aircraft. 1. If TRIM UP message is displayed ........................................................... MANUALLY TRIM nose up 2. If TRIM DOWN message is displayed ............................................... MANUALLY TRIM nose down 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 4-5 LATERAL MODES HEADING MODE (HDG) 1. HDG/TRK Knob......................................................... Rotate to set heading bug to desired heading. 2. HDG Key ................................................................................................................................ PRESS The autopilot will turn the airplane in the direction of the heading bug. TRACK MODE (TRK) 1. HDG/TRK Knob................................................................... Rotate to set track bug to desired track. 2. TRK Key ................................................................................................................................. PRESS The autopilot will turn the airplane in the direction of the track bug. NAVIGATION (VOR) This mode will only be available if the optional VHF navigator is installed. 1. Navigation Source. ................................................................................. SELECT CDI to VHF NAV Tune and identify the station frequency. 2. Course Pointer ...............................................................................SET CDI to the Desired Course 3. Intercept Heading ............................................................ ESTABLISH in HDG, TRK or ROL mode 4. NAV Key ................................................................................................................................. PRESS NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the VOR mode when the NAV key is pressed. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the NAV key is pressed. NAVIGATION (GPS) This mode will only be available if the optional GPS navigator is installed. 1. Navigation Source ............................................................................................ SELECT CDI to GPS 2. Waypoint .......................................................................................... SELECT on Navigation Source 3. Course Pointer ..................................................................... VERIFY CDI set to the Desired Course 4. Intercept Heading ........................................................................ESTABLISH in HDG or ROL mode 5. NAV Key ................................................................................................................................. PRESS NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the GPS mode. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the NAV key is pressed. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 4-6 APPROACHES ILS APPROACH This mode will only be available if the optional VHF and GPS navigator is installed. 1. Navigation Source. .................................................................................... SELECT CDI to VHF Nav Tune and Identify an ILS station frequency. 2. CDI ............................................................................................................. SET to front LOC course NOTE Ensure that the current heading will result in a capture of the selected course prior to the final Approach Fix. 3. APR Key .................................................................................. PRESS, verify LOC and GS ARMED 4. LOC and GS Mode.......................................... VERIFY airplane Captures and Tracks LOC and GS 5. Missed Approach Altitude ......................................................................... SET in Altitude preselect. At Decision Altitude (DA), 6. AP DISC / TRIM INT button .................................... PRESS, Continue visually for a normal landing Or 7. GO AROUND (GA) button ....................................... PRESS, Execute Missed Approach Procedure 8. Apply GA power. NOTE Pressing the GA button will not disconnect the autopilot. Select NAV or HDG mode to fly the missed approach procedure. If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot will arm the LOC mode. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is within half scale deflection, the autopilot will enter the capture mode when the APR key is pressed. When the selected navigation source is an ILS, glideslope coupling is automatically armed when the APR key is pressed. The glideslope cannot be captured until the localizer is captured. The autopilot can capture the glideslope from above or below the glideslope. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 4-7 LOC APPROACH (GS out) This procedure applies only if the optional VHF and GPS navigator is installed: 1. Navigation Source ..................................................................................... SELECT CDI to VHF Nav Tune and Identify an ILS station frequency. 2. Course Pointer ........................................................................................... SET to front LOC course NOTE Ensure that the current heading will result in a capture of the selected course. 3. NAV Key ................................................................................................ PRESS, verify LOC ARMED 4. LOC Mode ....................................................... VERIFY airplane Captures and Tracks LOC Course 5. Altitude Preselect ................................................................SET to next required step-down altitude 6. Missed Approach Altitude ......................................................... SET when in ALT mode at the MDA At Missed Approach Point, 7. AP DISC / TRIM INT button .................................... PRESS, Continue visually for a normal landing Or 8. GO AROUND (GA) button ....................................... PRESS, Execute Missed Approach Procedure 9. Apply GA power. NOTE Pressing the GA button will not disconnect the autopilot. Select NAV or HDG mode to fly the missed approach procedure. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 4-8 GPS APPROACH (LPV, LNAV/VNAV, LP+V, or LNAV+V) This procedure applies only if the optional GPS navigator is installed: 1. Navigation Source ............................................................................................ SELECT CDI to GPS 2. Course Pointer ..................................................................... VERIFY CDI set to the Desired Course NOTE Ensure that the current heading will result in a capture of the selected course. 3. APR Key .................................................................................. PRESS, verify GPS and GP ARMED 4. GPS and GP Mode .........................................VERIFY airplane Captures and Tracks GPS and GP 5. Missed Approach Altitude ................................................................................SET after GP capture 6. ALT Key ...................................... PRESS to level off at the MDA for a LP+V or LNAV+V approach At DA (LPV or LNAV/VNAV approach), or MDA and Missed Approach Point (LP+V or LNAV+V), 7. AP DISC / TRIM INT button .................................... PRESS, Continue visually for a normal landing Or 8. GO AROUND (GA) button ....................................... PRESS, Execute Missed Approach Procedure 9. Apply GA power. NOTE Pressing the GA button will not disconnect the autopilot. Select NAV or HDG mode to fly the missed approach procedure. GPS APPROACH (LP, LNAV) This procedure applies only if the optional GPS navigator is installed: 1. Navigation Source ..................................................................................... SELECT GPS on the CDI 2. Course Pointer .................................................................... VERIFY CDI set on the Desired Course NOTE Ensure that the current heading will result in a capture of the selected course. 3. NAV Key ............................................................................................... PRESS, verify GPS ARMED 4. GPS Mode ....................................................... VERIFY airplane Captures and Tracks GPS Course 5. Altitude Preselect ................................................................SET to next required step-down altitude 6. Missed Approach Altitude ......................................................... SET when in ALT mode at the MDA At Missed Approach Point, 7. AP DISC / TRIM INT button .................................... PRESS, Continue visually for a normal landing Or 8. GO AROUND (GA) button ....................................... PRESS, Execute Missed Approach Procedure 9. Apply GA power. NOTE Pressing the GA button will not disconnect the autopilot. Select NAV or HDG mode to fly the missed approach procedure. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 4-9 LOC BC APPROACH This procedure applies only if the optional VHF and GPS navigator is installed: 1. Navigation Source. .................................................................................... SELECT CDI to VHF Nav Tune and Identify an ILS station frequency 2. Course Pointer .................................................................................. SET CDI to LOC Front Course NOTE Ensure that the current heading will result in a capture of the selected course. 3. NAV Key .................................................................................................. PRESS, verify BC ARMED (when heading is within 75 degrees of Back Course) 4. BC Mode ......................................................... VERIFY airplane Captures and Tracks Back Course 5. Altitude Preselect ................................................................ SET to next required step down altitude 6. Missed Approach Altitude ......................................................... SET when in ALT mode at the MDA At Missed Approach Point: 7. AP DISC / TRIM INT button .................................... PRESS, Continue visually for a normal landing Or 8. GO AROUND (GA) button ....................................... PRESS, Execute Missed Approach Procedure 9. Apply GA power. NOTE Pressing the GA button will not disconnect the autopilot. Select NAV or HDG mode to fly the missed approach procedure. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 4-10 VOR APPROACH This procedure applies only if the optional VHF navigator is installed: 1. Navigation Source. .................................................................................... SELECT CDI to VHF Nav Tune and identify the station frequency 2. Course Pointer .................................................................................SET CDI to the Desired Course NOTE Ensure that the current heading will result in a capture of the selected course. 3. NAV Key ............................................................................................... PRESS, verify VOR ARMED 4. VOR Mode ...................................................... VERIFY airplane Captures and Tracks VOR Course 5. Altitude Preselect ................................................................SET to next required step-down altitude 6. Missed Approach Altitude ......................................................... SET when in ALT mode at the MDA At Missed Approach Point, 7. AP DISC / TRIM INT button .................................... PRESS, Continue visually for a normal landing Or 8. GO AROUND (GA) button ....................................... PRESS, Execute Missed Approach Procedure 9. Apply GA power. NOTE Pressing the GA button will not disconnect the autopilot. Select NAV or HDG mode to fly the missed approach procedure. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 4-11 DISABLING ESP ESP can be disabled on the G5 attitude indicator with the following procedure. ESP will default to “Enabled” on the next power cycle. 1. G5 Knob. ................................................................................................................................ PRESS 2. ESP ...................................................................................................................................... SELECT 3. G5 Knob ................................................................................................................................. PRESS ESP can be disabled on the G3X with the following procedure. ESP will default to “Enabled” on the next power cycle. 1. Autopilot Status Box .............................................................................................................. TOUCH 2. ESP Button ............................................................................................................................ TOUCH 3. Back Button ............................................................................................................................ PRESS ESP can be disabled on the GI 275 with the following procedure. ESP will default to “Enabled” on the next power cycle. 1. GI 275 Knob ......................................................................................................... PRESS and HOLD 2. Options ................................................................................................................................. SELECT 3. ESP Button ........................................................................................................................... SELECT 4. Back Button………………………………………… ................................................ PRESS and HOLD AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 4-12 This page intentionally left blank. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 5-1 SECTION 5 — PERFORMANCE No Change. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 5-2 This page intentionally left blank. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 6-1 SECTION 6 — WEIGHT AND BALANCE No change to loading information. Refer to current weight and balance report and equipment list for changes to empty weight/moment and installed equipment. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 6-2 This page intentionally left blank. 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 7-1 SECTION 7 — SYSTEM DESCRIPTION AFCS OVERVIEW The GFC 500 is a digital Automatic Flight Control System (AFCS). It is a two-axis autopilot, with optional 3 rd axis yaw damper, and flight director system which provides the pilot with the following features: G5 Outputs to Autopilot — The G5 flight instrument (when installed) provides attitude, rate, and acceleration information to the servos. Additionally, indicated airspeed, vertical speed, pressure altitude and GPS information are sent to the autopilot for mode control. G3X Outputs to Autopilot — The G3X electronic flight instrument system provides attitude, rate, and acceleration information to the servos. Additionally, indicated airspeed, vertical speed, pressure altitude and GPS information are sent to the autopilot for mode control. GI 275 Outputs to Autopilot — The GI 275 electronic flight instrument system provides attitude, rate, and acceleration information to the servos. Additionally, indicated airspeed, vertical speed, pressure altitude and GPS information are sent to the autopilot for mode control. Flight Director (FD) — The flight director processing occurs in the G5, GI 275, or G3X instrument. Selected modes for the flight director are displayed on the G5, GI 275, or G3X autopilot status box. The flight director provides: • Command Bars showing pitch/roll guidance • Vertical / lateral mode selection and processing Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and optional pitch trim servo. It also provides servo monitoring, and automatic flight control in response to flight director steering commands, attitude and rate information, and airspeed. Optional Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the autopilot is not engaged. The trim servo provides automatic pitch trim when the autopilot is engaged and the airplane is in the air. Automatic trim functionality is disabled on the ground. Optional Yaw Damper (YD) — The yaw servo provides Dutch roll damping and turn coordination in response to yaw rate, roll angle, lateral acceleration, and airspeed. GMC 507 — Pilot commands to the autopilot and flight director are entered through the GMC 507 autopilot mode panel. The GMC 507 contains internal sensors which calculate the aircraft attitude, attitude rate and accelerations. These inertial sensors are completely independent from the sensors within the G5, GI 275, or G3X and the rest of the autopilot system, and are not used for the flight director, autopilot, or ESP functions. They are used solely to provide independent monitoring of the GFC 500. Airspeed and Altitude Information — The GFC 500 requires airspeed and altitude information from the G5 instrument or G3X system. Other components of the AFCS include the GSA 28 pitch, roll, and optional pitch trim servo, optional yaw servo, that also contain autopilot processors, control wheel mounted elevator trim switch (if trim servo is installed), control wheel mounted autopilot / yaw damper disconnect and trim interrupt button (AP DISC / TRIM INT), and a Go-Around (GA) button. Underspeed Protection (USP) — The GFC 500 will provide Underspeed Protection when the autopilot is engaged. When 71 KIAS is reached, a visual MINSPD message will appear above the airspeed tape and the autopilot will lower the nose to maintain 71 KIAS. An aural “AIRSPEED, AIRSPEED” voice alert will sound for installations connected to an audio panel. Underspeed Protection is exited automatically when airspeed exceeds 76 KIAS. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 7-2 Overspeed Protection (OSP) — The GFC 500 will provide Overspeed Protection when the autopilot is engaged. When the maximum airspeed of 187 KIAS is reached, visual MAXSPD message will appear above the airspeed tape and the autopilot will raise the nose of the aircraft to avoid exceeding the maximum configured airspeed. An aural “AIRSPEED, AIRSPEED” voice alert will sound for installations connected to an audio panel. Overspeed Protection is exited automatically when airspeed is reduced below 188 KIAS. Coupled Go-Around — Pressing the GA button will not disengage the autopilot. Instead, the autopilot will attempt to capture and track the flight director command bars. If insufficient airplane performance is available to follow the commands, the autopilot will enter Underspeed Protection mode at the minimum airspeed. Electronic Stability and Protection (ESP) — The GFC 500 will provide Electronic Stability and Protection when the autopilot is not engaged. Electronic Stability and Protection uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the airplane’s normal pitch, roll and airspeed envelopes. Electronic Stability and Protection is invoked when the pilot allows the airplane to exceed one or more conditions beyond normal flight defined below: • Pitch attitude beyond normal flight (+20°, -15°) • Roll attitude beyond normal flight (45°) • High airspeed beyond normal flight (above 198 KIAS) • Low airspeed below normal flight (below 71 KIAS) The conditions that are required for ESP to be available are: • Pitch and Roll servos available • Autopilot not engaged • The GPS altitude above ground is more than 200 feet (for low airspeed mode) • Aircraft is within the autopilot engagement envelope (+/-50° in pitch and +/-75° in roll) Protection for excessive Pitch, Roll, and Airspeed is provided when the limit thresholds are first exceeded, which engages the appropriate servo in ESP mode at a nominal torque level to bring the airplane back within the normal flight envelope. If the airplane deviates further from the normal flight envelope, the servo torque will increase until the maximum torque level is reached in an attempt to return the airplane into the normal flight envelope. Once the airplane returns to within the normal flight envelope, ESP will deactivate the autopilot servos. When the normal flight envelope thresholds have been exceeded for more than 10 seconds, ESP Autolevel Mode is activated. Autolevel Mode engages the autopilot to bring the airplane back into straight and level flight based on 0° roll angle and 0 FPM vertical speed. An aural “ENGAGING AUTOPILOT” alert (or a Sonalert tone) sounds and the Flight Director mode annunciation will indicate LVL for the pitch and roll modes. Anytime an ESP mode is active, the pilot can interrupt ESP by using the Autopilot Disconnect (AP DISC / TRIM INT) switch, or simply override ESP by overpowering the autopilot servos. The pilot may also disable ESP through a G5, GI 275, or G3X menu option. The engagement and disengagement attitude limits are displayed with double hash marks on the roll indicator according to the airplane attitude and whether or not ESP is active in roll. When ESP is 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 7-3 inactive (roll attitude within nominal limits) only the engagement limit indications are displayed in order to reduce clutter on the roll indicator. Display symbology implemented for ESP is illustrated in the following figures. Figure 7-1: Nominal Roll Attitude ESP Engagement Limit Indications Once ESP becomes active in roll, the engagement limit indication that was crossed (either Left or Right) will move to the lower disengagement limit indication. The opposite roll limit remains at the engagement limit. Figure 7-2: Engagement Limit Indications Upon ESP Activation Engagement Limit Indication at 45° Lower Disengagement Limit Indication depicted at 30° after ESP activation AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 7-4 Disconnect Methods The following conditions will cause the autopilot to automatically disconnect: • Electrical power failure, including pulling the autopilot circuit breaker. • Internal autopilot system failure (including internal AHRS failure). The following pilot actions will cause the autopilot to disconnect: • Pressing the red AP DISC / TRIM INT button on the pilot’s control wheel. • Actuating the manual electric trim switch (if installed). • Pushing the AP Key on the GMC 507 mode controller when the autopilot is engaged. • Pulling the autopilot circuit breaker. AUTOPILOT CONTROL UNIT AND DISPLAY Figure 7-3: GMC 507 Control Unit (Reference Only) Figure 7-4: G5 Display (Reference Only) 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 7-5 The following tables list the available AFCS vertical and lateral modes with their corresponding controls and annunciations. The UP/DN wheel can be used to change the vertical mode reference while operating in Pitch Hold, Vertical Speed, Altitude Hold, or IAS mode. Increments of change and maximum ranges of values for each of these references using the UP/DN wheel are also listed in the table. AFCS VERTICAL MODES Vertical Mode Control Annunciation Reference Range Reference Change Increment Pitch Hold (default) PIT 20° Nose Up 15° Nose Down 0.5° Selected Altitude Capture * ALTS Altitude Hold ALT Key ALT nnnnn 10 FT Vertical Speed VS Key VS nnnn -2000 to +2000 FPM 100 FPM IAS Hold IAS Key IAS nnn 71 to 187 KIAS 1 KT Vertical Path Tracking (VNAV) VNAV Key VNAV VNAV Target Altitude Capture ** ALTV Glidepath APR Key GP Glideslope GS Takeoff or Go Around GA Button TO or GA 7° Level (LVL) LVL Key LVL Zero Vertical Speed ESP High Pitch Engagement ESP High Pitch Attitude engages at 20° nose up ESP Low Pitch Engagement ESP Low Pitch Attitude engages at 15° nose down ESP High Airspeed Engagement ESP High Airspeed engages at 198 KIAS ESP Low Airspeed Engagement When above 200 FT AGL, ESP Low Airspeed engages at 71 KIAS. (This mode only available if height above terrain is available from a compatible Garmin GPS). * ALTS arms automatically when PIT, VS, IAS, or GA is active, and when VNAV is active if the Selected Altitude is to be captured instead of the VNAV Target Altitude. ** ALTV arms automatically if the VNAV Target Altitude is to be captured instead of the Selected Altitude. AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 7-6 AFCS LATERAL MODES Lateral Mode Control Annunciation Maximum Roll Command Limit Roll Mode (default) ROL 30° Heading Select HDG Key HDG 30° Track Select TRK Key TRK 30° Navigation, GPS Arm/Capture/Track NAV Key GPS 30° Navigation, VOR Enroute and Approach Arm/Capture/Track VOR 30° Navigation, LOC Arm/Capture/Track (No Glideslope) LOC 30° Backcourse Arm/Capture/Track BC 30° Approach, GPS Arm/Capture/Track (Glidepath Mode Automatically Armed, if available) APR Key GPS 30° Approach, ILS Arm/Capture/Track (Glideslope Mode Automatically Armed) LOC 30° Takeoff or Go Around GA Button TO or GA Wings Level LVL (Level) LVL Key LVL Wings Level ESP Roll Attitude Engagement ESP Roll Attitude engages at 45° The autopilot may be engaged within the following ranges: Pitch 50° nose up to 50° nose down Roll ±75° If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect. Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the autopilot to return the aircraft within command limits. The autopilot is capable of commanding the aircraft in the following ranges: Pitch 20° nose up to 15° nose down Roll ±30° 190-02291-27 Rev. 3 AFMS – GFC 500 Piper PA-32(R) Series Page 7-7 PREFLIGHT TEST During the preflight test the G5, GI 275, or G3X will display PFT in the autopilot status box. At the completion of the preflight test, the PFT annunciation is removed. If GFC 500 fails the PFT, a yellow AP with a red X is displayed in the autopilot status box on the G5, GI 275, or G3X. MESSAGES AND ANNUNCIATIONS Autopilot Messages AFCS Controller Key Stuck The system has sensed a key input on the GMC 507 for 30 seconds or longer. AFCS Controller Audio Database Missing The audio database is missing from the GMC 507. The aural voice alerts will not be heard. Servo Clutch Fault One or more autopilot servos has a stuck clutch. The servo needs service. Servo Trim Input Fault The inputs to the trim system are invalid. The trim system needs service. Autopilot Annunciations Autopilot has failed. Autopilot is inoperative and flight director is not available. Autopilot normal disconnect. Autopilot abnormal disconnect. Autopilot has failed. The autopilot is inoperative. FD modes may still be available. Autopilot Overspeed Protection mode is active. Autopilot will raise the nose to limit the aircraft’s speed. Autopilot Underspeed Protection mode is active. Autopilot will lower the nose to prevent the aircraft’s speed from decreasing. Autopilot preflight test is in progress. Pitch Trim Fail – Manual Electric Pitch Trim is inoperative. Elevator Trim Down – Autopilot is holding elevator nose down force. The pitch trim needs to be adjusted nose down. Elevator Trim Up – Autopilot is holding elevator nose up force. The pitch trim needs to be adjusted nose up. Yaw Damper normal disconnect. AFCS AP AP AP MAXSPD MINSPD PFT PTRIM TRIM DOWN TRIM UP YD AFMS – GFC 500 Piper PA-32(R) Series 190-02291-27 Rev. 3 Page 7-8 Yaw Damper abnormal disconnect. Yaw Damper has failed. The Yaw Damper is inoperative. LIGHTING When the aircraft’s dimming bus is selected off, or full dim, GMC 507 mode control panel lighting is controlled by integrated photocells which sense the ambient cockpit lighting. When the aircraft’s dimming bus is used to control cockpit lighting, the GMC 507 mode control panel lighting is controlled by the dimming bus. YD YD NOTE In order to accommodate clearer type, larger charts and graphs, and more detailed illustrations, this edition of the TIO-540 Operator’s Manual, Lycoming Part Number 60297-23A is presented in an 8-1/2 x 11 inch format. This edition is a complete manual of all TIO-540 model engines that employ angle valve cylinder heads. These Lycoming engines are TIO- 540-A1A, -A1B, -A2A, -A2B, -A2C, -F2BD, -J2B, -J2BD, -N2BD, -R2AD, -S1AD, -U2A, -V2AD, -W2A, -AH1A and -AJ1A. This manual is current as of the date of issue. All previously issued revisions are included. This manual will be kept current by revisions available from Lycoming distributors or from the factory. All revisions will be accompanied by an Operator’s Manual Revision page which will identify the revision level, the date of the revision, and the pages revised, added or deleted. All revisions will be supplied in the 8-1/2 x 11 inch format. Operator’s Manual Lycoming TIO-540 Series Angle Valve Cylinder Heads Approved by FAA 4th Edition Part No. 60297-23A 652 Oliver Street November 2005 Williamsport, PA. 17701 U.S.A. 570/323-6181 TIO-540 Series Angle Valve Cylinder Heads Operator’s Manual Lycoming Part Number: 60297-23A ©2005 by Lycoming. All rights reserved. Lycoming and “Powered by Lycoming” are trademarks or registered trademarks of Lycoming. All brand and product names referenced in this publication are trademarks or registered trademarks of their respective companies. For additional information: Mailing address: Lycoming Engines 652 Oliver Street Williamsport, PA 17701 U.S.A. Phone: Factory: 570-323-6181 Sales Department: 570-327-7268 Fax: 570-327-7101 Lycoming’s regular business hours are Monday through Friday from 8:00 AM through 5:00 PM Eastern Time (+5 GMT) Visit us on the World Wide Web at: http://www.lycoming.textron.com OPERATOR’S MANUAL REVISION REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE 60297-23A-3 TIO-540 SERIES ANGLE VALVE CYLINDER HEADS 60297-23A November 2005 The page(s) in this revision replace, add to, or delete current pages in the operator’s manual. PREVIOUS REVISION CURRENT REVISION August 2006 3-3, 3-4 May 2008 2-3; 3-55, 3-56, 3-57 January 2013 3-4 ©2013 Avco Corporation, All Rights Reserved Lycoming Engines is a division of Avco Corporation LYCOMING OPERATOR’S MANUAL ATTENTION OWNERS, OPERATORS, AND MAINTENANCE PERSONNEL This operator’s manual contains a description of the engine, its specifications, and detailed information on how to operate and maintain it. Such maintenance procedures that may be required in conjunction with periodic inspections are also included. This manual is intended for use by owners, pilots and maintenance personnel responsible for care of Lycoming powered aircraft. Modifications and repair procedures are contained in Lycoming overhaul manuals; maintenance personnel should refer to these for such procedures. SAFETY WARNING NEGLECTING TO FOLLOW THE OPERATING INSTRUCTIONS AND TO CARRY OUT PERIODIC MAINTENANCE PROCEDURES CAN RESULT IN POOR ENGINE PERFORMANCE AND POWER LOSS. ALSO, IF POWER AND SPEED LIMITATIONS SPECIFIED IN THIS MANUAL ARE EXCEEDED, FOR ANY REASON; DAMAGE TO THE ENGINE AND PERSONAL INJURY CAN HAPPEN. CONSULT YOUR LOCAL FAA APPROVED MAINTENANCE FACILITY. SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS Although the information contained in this manual is up-to-date at time of publication, users are urged to keep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letters which are available from all Lycoming distributors or from the factory by subscription. Consult the latest revision of Service Letter No. L114 for subscription information. SPECIAL NOTE The illustrations, pictures and drawings in this publication are typical of the subject matter they portray; in no instance are they to be interpreted as examples of any specific engine, equipment or part thereof. iii LYCOMING OPERATOR’S MANUAL IMPORTANT SAFETY NOTICE Proper service and repair is essential to increase the safe, reliable operation of all aircraft engines. The service procedures recommended by Lycoming are effective methods for performing service operations. Some of these service operations require the use of tools specially designed for the task. These special tools must be used when and as recommended. It is important to note that most Lycoming publications contain various Warnings and Cautions which must be carefully read in order to minimize the risk of personal injury or the use of improper service methods that may damage the engine or render it unsafe. It is also important to understand that these Warnings and Cautions are not all inclusive. Lycoming could not possibly know, evaluate or advise the service trade of all conceivable ways in which service might be done or of the possible hazardous consequences that may be involved. Accordingly, anyone who uses a service procedure must first satisfy themselves thoroughly that neither their safety nor aircraft safety will be jeopardized by the service procedure they select. iv LYCOMING OPERATOR’S MANUAL TABLE OF CONTENTS Page SECTION 1 DESCRIPTION 1-1 SECTION 2 SPECIFICATIONS 2-1 SECTION 3 OPERATING INSTRUCTIONS 3-1 SECTION 4 PERIODIC INSPECTIONS 4-1 SECTION 5 MAINTENANCE PROCEDURES 5-1 SECTION 6 TROUBLE-SHOOTING 6-1 SECTION 7 INSTALLATION AND STORAGE 7-1 SECTION 8 TABLES 8-1 This Page Intentionally Left Blank. LYCOMING OPERATOR’S MANUAL SECTION 1 DESCRIPTION Page General .........................................................................................................................................................1-1 Cylinders.......................................................................................................................................................1-1 Valve Operating Mechanism ......................................................................................................................1-1 Crankcase .....................................................................................................................................................1-1 Crankshaft ....................................................................................................................................................1-1 Connecting Rods ..........................................................................................................................................1-1 Pistons ...........................................................................................................................................................1-1 Accessory Housing .......................................................................................................................................1-1 Oil Sump and Induction Assembly.............................................................................................................1-2 Cooling System .............................................................................................................................................1-2 Induction System..........................................................................................................................................1-2 Turbocharger System ..................................................................................................................................1-2 This Page Intentionally Left Blank. LYCOMING OPERATOR’S MANUAL SECTION 1 TIO-540 SERIES – ANGLE VALVE CYLINDER HEADS DESCRIPTION SECTION 1 DESCRIPTION The TIO-540 series listed in this manual are six cylinder, direct drive, horizontally opposed, fuel injected, turbocharged, air cooled engines with angle head valves. In referring to the location of the various engine components, the parts are described in their relationship to the engine as installed in the airframe. Thus, the power take-off end is considered the front and the accessory drive end the rear. The sump section is considered the bottom and the opposite side of the engine where the shroud tubes are located the top. Reference to the left and right side is made with the observer facing the rear of the engine. The cylinders are numbered from front to rear, odd numbers on the right, even numbers on the left. The direction of rotation for accessory drives is determined with the observer facing the drive pad. Cylinders – The cylinders are of conventional air-cooled construction with the two major parts, head and barrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fully machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes for both valve rockers. The cylinder barrels, which are machined from chrome nickel molybdenum steel forgings, have deep integral cooling fins and the inside of the barrels are ground and honed to a specified finish. Valve Operating Mechanism – A conventional type camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic tappets which operate the valves through push rods and valve rockers. The valve rockers are supported on full floating steel shafts. The valve springs bear against hardened steel seats and are retained on the valve stems by means of split keys. Crankcase – The crankcase assembly consists of two reinforced aluminum alloy castings, fastened together by means of studs, bolts and nuts. The mating surfaces of the two castings are joined without the use of a gasket, and the main bearing bores are machined for use of precision type main bearing inserts. Crankshaft – The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal surfaces are nitrided. Freedom from torsional vibration is assured by a system of pendulum type dynamic counterweights. Connecting Rods – The connecting rods are made in the form of “H” section from alloy steel forgings. They have replaceable bearing inserts in the crankshaft ends and bronze bushings in the piston ends. The bearing caps on the crankshaft ends are retained by two bolts and nuts through each cap. Pistons – The pistons are machined from an aluminum alloy forging. The piston pin is a full floating type with a plug located in each end of the pin. Depending on the cylinder assembly, pistons may be machined for either three or four rings and may employ either half wedge or full wedge rings. Consult the latest revision of Service Instruction No. 1037 for proper piston and ring combinations. Accessory Housing – The accessory housing is made from an aluminum casting and is fastened to the rear of the crankcase and the top rear of the sump. It forms a housing for the oil pump and the various accessory drives. 1-1 SECTION 1 LYCOMING OPERATOR’S MANUAL DESCRIPTION TIO-540 SERIES – ANGLE VALVE CYLINDER HEADS Oil Sump and Induction Assembly – This assembly consists of the oil sump bolted to a mated cover containing intake pipe extensions for the induction system. When bolted together they form a mounting pad for the air inlet housing. Fuel drain plugs are provided in the cover and the sump incorporates oil drain plugs and an oil suction screen. Cooling System – These engines are designed to be cooled by air pressure actuated by the forward speed of the aircraft. Baffles are provided to build up a pressure and force the air through the cylinder fins. The air is then exhausted to the atmosphere through gills or augmentor tubes usually located at the rear of the cowling. Induction System – The Lycoming TIO-540 series employs a Bendix or Precision Airmotive (PAC) RSA type fuel injection system. The Bendix or PAC RSA type fuel injection system is based on the principle of measuring air flow and using the air flow signal in a stem type regulator to convert the air force into a fuel force. This fuel force (fuel pressure differential) when applied across the fuel metering section (jetting system) makes fuel flow proportional to air flow. Turbocharger System – A turbocharger is mounted as an integral part of the TIO-540 series engines. The function of the turbocharger is to provide constant air density to the fuel injector inlet from sea level to critical altitude. Regulating the amount of exhaust gas fed to the turbine wheel controls the output which determines engine power. This factor is regulated by the control system which has three components, namely, the density controller, the differential pressure controller, the exhaust bypass valve (waste gate) and the TIO-540-AJ1A engine model incorporates a Slope controller. The position of the waste gate is determined by oil pressure acting on a piston which is connected to the butterfly valve by linkage. Increasing oil pressure on the piston closes the waste gate valve and increases power; decreasing oil pressure opens the valve and decreases power. The bleed oil required to activate the piston is controlled by either the density controller or the differential pressure controller. These controllers each act independently to regulate the pressure on the exhaust bypass piston. The density controller regulates bleed oil at full throttle only. The differential pressure controller takes over whenever part throttle settings are being used. If this unit was not used, the density controller would attempt to position the exhaust bypass so that the air density at the injector entrance was always that required for maximum power. Since this is not required for part throttle operation the differential pressure controller is used to reduce this air pressure and allow the exhaust bypass valve to modulate over as high an operating range as possible. The Slope controller provides constant manifold pressure from sea level to critical altitude at full throttle and a reduced deck pressure at part throttle settings. The waste gate control is servo operated by engine oil pressure. NOTE The letter “L” in the model prefix denotes the reverse rotation of the basic model. Example – model TIO-540-F2BD has clockwise rotation of the crankshaft. Therefore, the LTIO-540- F2BD has counterclockwise rotation. Likewise, the rotation of the accessory drives of the LTIO-540-F2BD are opposite those of the basic model as listed in Section 2 of this manual. The letter “D” used as the 4th or 5th character in the model suffix means that the engine is equipped with a dual magneto housed in a single housing. Example – TIO-540-N2BD. Operational aspects of engines are the same and performance data and specifications for the basic model will apply. 1-2 LYCOMING OPERATOR’S MANUAL SECTION 2 SPECIFICATIONS Page TIO-540-A1A, -A1B, -A2A, -A2B, -A2C, -F2BD, -J2B, -J2BD, -N2BD..................................................2-1 TIO-540-R2AD, -S1AD, -U2A ....................................................................................................................2-2 TIO-540-V2AD, -W2A, -AH1A ..................................................................................................................2-3 TIO-540-AJ1A..............................................................................................................................................2-4 Accessory Drives Drive Ratio.................................................................................................................................................2-4 Direction of Rotation ................................................................................................................................2-4 Standard Engine, Dry Weight ....................................................................................................................2-4 This Page Intentionally Left Blank. LYCOMING OPERATOR’S MANUAL SECTION 2 TIO-540 SERIES – ANGLE VALVE CYLINDER HEADS SPECIFICATIONS SECTION 2 SPECIFICATIONS TIO-540-A1A, -A1B, -A2A, -A2B, -A2C FAA Type Certificate ..............................................................................................................................E14EA Rated horsepower..................................................................................................................... 310 @ 15,000 ft. Rated speed, RPM........................................................................................................................................2575 Bore, inches.................................................................................................................................................5.125 Stroke, inches..............................................................................................................................................4.375 Displacement, cubic inches.........................................................................................................................541.5 Compression ratio ....................................................................................................................................... 7.3:1 Firing order .......................................................................................................................................1-4-5-2-3-6 Spark occurs, degrees BTC..............................................................................................................................20 Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080 Prop. drive ratio ............................................................................................................................................. 1:1 Prop. driven rotation ...........................................................................................................................Clockwise TIO-540-F2BD FAA Type Certificate ..............................................................................................................................E14EA Rated horsepower...........................................................................................................................................325 Rated speed, RPM........................................................................................................................................2575 Bore, inches.................................................................................................................................................5.125 Stroke, inches..............................................................................................................................................4.375 Displacement, cubic inches.........................................................................................................................541.5 Compression ratio ....................................................................................................................................... 7.3:1 Firing order .......................................................................................................................................1-4-5-2-3-6 Spark occurs, degrees BTC..............................................................................................................................20 Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080 Prop. drive ratio ............................................................................................................................................. 1:1 Prop. driven rotation ...........................................................................................................................Clockwise TIO-540-J2B, -J2BD, -N2BD FAA Type Certificate ..............................................................................................................................E14EA Rated horsepower..................................................................................................................... 350 @ 15,000 ft. Rated speed, RPM........................................................................................................................................2575 Bore, inches.................................................................................................................................................5.125 Stroke, inches..............................................................................................................................................4.375 Displacement, cubic inches.........................................................................................................................541.5 Compression ratio ....................................................................................................................................... 7.3:1 Firing order .......................................................................................................................................1-4-5-2-3-6 Spark occurs, degrees BTC..............................................................................................................................20 Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080 Prop. drive ratio ............................................................................................................................................. 1:1 Prop. driven rotation ...........................................................................................................................Clockwise 2-1 SECTION 2 LYCOMING OPERATOR’S MANUAL SPECIFICATIONS TIO-540 SERIES – ANGLE VALVE CYLINDER HEADS SPECIFICATIONS (CONT.) TIO-540-R2AD* FAA Type Certificate ..............................................................................................................................E14EA Rated horsepower...........................................................................................................................................340 Rated speed, RPM........................................................................................................................................2500 Bore, inches.................................................................................................................................................5.125 Stroke, inches..............................................................................................................................................4.375 Displacement, cubic inches.........................................................................................................................541.5 Compression ratio ....................................................................................................................................... 7.3:1 Firing order .......................................................................................................................................1-4-5-2-3-6 Spark occurs, degrees BTC..............................................................................................................................20 Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080 Prop. drive ratio ............................................................................................................................................. 1:1 Prop. driven rotation ...........................................................................................................................Clockwise TIO-540-S1AD FAA Type Certificate ..............................................................................................................................E14EA Rated horsepower..................................................................................................................... 300 @ 12,000 ft. Rated speed, RPM........................................................................................................................................2700 Bore, inches.................................................................................................................................................5.125 Stroke, inches..............................................................................................................................................4.375 Displacement, cubic inches.........................................................................................................................541.5 Compression ratio ....................................................................................................................................... 7.3:1 Firing order .......................................................................................................................................1-4-5-2-3-6 Spark occurs, degrees BTC..............................................................................................................................20 Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080 Prop. drive ratio ............................................................................................................................................. 1:1 Prop. driven rotation ...........................................................................................................................Clockwise TIO-540-U2A FAA Type Certificate ..............................................................................................................................E14EA Rated horsepower..................................................................................................................... 350 @ 15,000 ft. Rated speed, RPM........................................................................................................................................2500 Bore, inches.................................................................................................................................................5.125 Stroke, inches..............................................................................................................................................4.375 Displacement, cubic inches.........................................................................................................................541.5 Compression ratio ....................................................................................................................................... 7.3:1 Firing order .......................................................................................................................................1-4-5-2-3-6 Spark occurs, degrees BTC..............................................................................................................................20 Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080 Prop. drive ratio ............................................................................................................................................. 1:1 Prop. driven rotation ...........................................................................................................................Clockwise * - TIO-540-R2AD has an alternate rating of 350 horsepower at 2575 RPM at standard altitude conditions. 2-2 SECTION 2 LYCOMING OPERATOR’S MANUAL SPECIFICATIONS TIO-540 SERIES – ANGLE VALVE CYLINDER HEADS SPECIFICATIONS (CONT.) TIO-540-AJ1A FAA Type Certificate ..............................................................................................................................E14EA Rated horsepower..................................................................................................................... 310 @ 14,000 ft. Rated speed, RPM........................................................................................................................................2500 Bore, inches.................................................................................................................................................5.125 Stroke, inches..............................................................................................................................................4.375 Displacement, cubic inches.........................................................................................................................541.5 Compression ratio ....................................................................................................................................... 7.3:1 Firing order .......................................................................................................................................1-4-5-2-3-6 Spark occurs, degrees BTC..............................................................................................................................20 Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080 Prop. drive ratio ............................................................................................................................................. 1:1 Prop. driven ratio ................................................................................................................................Clockwise *Accessory Drive Drive Ratio **Direction of Rotation Starter 16.556:1 Counterclockwise Generator 1.910:1 Clockwise Generator (Optional) 2.500:1 Clockwise Alternator 3.200:1 Clockwise Alternator (Optional) 3.630:1 Clockwise Vacuum Pump 1.300:1 Counterclockwise Hydraulic Pump 1.385:1 Clockwise Hydraulic Pump† 1.300:1 Clockwise Tachometer .500:1 Clockwise Propeller Governor .895:1 Clockwise Propeller Governor‡ .947:1 Clockwise Magneto Drive: Single 1.500:1 Clockwise Magneto Drive: Dual .750:1 Clockwise Fuel Pump - AN 1.000:1 Counterclockwise F