Robinson R44 Cadet Section 9 Supplements

Float Condition . . . . . . . . . Check CAUTION Helicopters equipped with inflated floats have an adverse roll characteristic. When sideslipping nose left or right, helicopter will tend to roll in opposite direction and could cause loss of control. To avoid adverse roll, keep helicopter trimmed with zero sideslip. Exercise extreme caution when performing simulated power failures. CAUTION Avoid night flight over water beyond autorotation distance to land. Height above water may be difficult to judge during a water landing. ROBINSON R44 CADET SECTION 9 FIXED FLOATS SUPPLEMENT FAA APPROVED: 29 APR 2016 9-5.7 SECTION 4: NORMAL PROCEDURES (cont'd) OPERATION ON WATER Safe operation on water has been demonstrated in waves up to 1 foot (0.3 m) (trough to crest). Maximum recommended water taxi speed is 5 knots. Some application of collective is required. Since the helicopter sits very low on water, it is likely that water will leak into the cabin. Intentional water landings should be limited to training. For training, seal the removable belly panels and landing gear cross tube cover using aluminum foil tape or duct tape. Avoid salt water if possible. There may be limited tail rotor clearance to water, particularly at aft CG. Also, even small waves may cause enough rocking to dip the tail rotor in the water. If tail rotor contact with water is suspected, have tail rotor inspected prior to further flight. (If no noticeable change in vibration occurs after suspected water contact, helicopter may be repositioned to nearest convenient inspection site.) CAUTION If starting or stopping rotor on water, ensure area is clear as helicopter can rotate one or more complete turns while tail rotor RPM is low. ROBINSON R44 CADET SECTION 9 FIXED FLOATS SUPPLEMENT FAA APPROVED: 29 APR 2016 9-5.8 SECTION 4: NORMAL PROCEDURES (cont'd) PRACTICE AUTOROTATION – WITH GROUND CONTACT Same as in basic manual. Autorotations should only be performed to a smooth, hard surface to avoid damage to floats. PRACTICE AUTOROTATION TO WATER Same as practice autorotation with ground contact in basic manual except touch down in slight nose high attitude with nose straight ahead. Maintain cyclic in touchdown position and do not lower collective full down until forward motion has stopped. CAUTION Lowering collective rapidly or applying excessive forward cyclic while helicopter is moving forward on water can cause floats to submerge and helicopter to nose over. CAUTION There may be limited tail rotor clearance to water, particularly at aft CG. Applying excessive aft cyclic may cause tail rotor to contact water. ROBINSON R44 CADET SECTION 9 FIXED FLOATS SUPPLEMENT FAA APPROVED: 29 APR 2016 9-5.9 SECTION 5: PERFORMANCE AIRSPEED CALIBRATION CURVE R44 CADET WITH FIXED FLOAT LANDING GEAR NOTE: INDICATED AIRSPEED ASSUMES ZERO INSTRUMENT ERROR 130 120 110 tJ) <( 100 (.) :::a:: 90 C w 80 w 0. tJ) 70 a: ci: C 60 w I- 50 <( a: cc 40 ::::i <( 30 (.) 20 10 0 0 10 20 30 40 50 60 70 80 90 100 110 120 130 INDICATED AIRSPEED - KIA$ ROBINSON R44 CADET SECTION 9 FIXED FLOATS SUPPLEMENT ISSUED: 29 APR 2016 9-5.10 SECTION 6: WEIGHT AND BALANCE CAUTION When changing between float and non-float configurations, weight and balance must be revised and autorotation RPM readjusted per the maintenance manual. WEIGHT AND BALANCE RECORD Basic empty weight and CG in float and non-float configurations is included in the Weight and Balance Summary provided with the helicopter. Modifications are to be recorded in the Weight and Balance Record. SECTION 7: SYSTEMS DESCRIPTION The fixed-float landing gear installation includes inflated floats, additional airframe sealing and corrosion protection, additional forward position lights in the mast fairing, longer landing gear struts, and an additional stabilizer installed at the base of the lower vertical stabilizer. Standard landing gear may be installed in place of the float landing gear per maintenance manual instructions. ROBINSON R44 CADET SECTION 9 FIXED FLOATS SUPPLEMENT ISSUED: 29 APR 2016 9-5.11 SECTION 8: HANDLING AND MAINTENANCE GROUND HANDLING With floats installed, special ground handling wheels are required. Refer to R44 Maintenance Manual for wheel installation and removal procedures. FLOAT TUBES To promote long float tube life: 1. Do not inflate floats to higher pressure than required by limitations section. Do not arbitrarily inflate floats to relief valve pressure. 2. Reduce pressure in floats if solar heating is causing excessive pressure buildup. 3. Do not allow floats to sit uninflated. Maintain some pressure to keep shape when not in use. CAUTION When inflating chambers individually (without a manifold), increase pressure in each chamber in increments no greater than 0.5 psig. ROBINSON R44 CADET SECTION 9 FIXED FLOATS SUPPLEMENT ISSUED: 29 APR 2016 9-5.12 SECTION 10: SAFETY TIPS Flight characteristics and handling qualities with inflated floats are more critical than with conventional landing gear. Helicopters with floats installed have an adverse roll characteristic. When sideslipping nose right or left, the helicopter will tend to roll in the opposite direction out of the turn. This could be extremely dangerous if a pilot failed to apply right pedal or put in the wrong pedal during a simulated power failure. Also, aerodynamic lift produced by floats makes both RPM and pitch control more difficult during auto rotation entries. Helicopters with floats installed are also more gust sensitive and difficult to fly in turbulence. For these reasons, it is strongly recommended that floats be removed and standard gear installed for primary flight instruction. With floats installed, pilots must keep the helicopter trimmed with zero sideslip and exercise extreme caution when performing simulated power failures. ROBINSON R44 CADET SECTION 9 HEATED PITOT SUPPLEMENT 9-6.1 FAA APPROVED R44 CADET PILOT’S OPERATING HANDBOOK HEATED PITOT SUPPLEMENT This supplement must be included in the FAA-approved Pilot’s Operating Handbook when heated pitot is installed. The information contained herein supplements or supersedes . t n e m e l p p u s s i h t n i d e t s il s a e r a e s o h t n i y l n o l a u n a m c i s a b e h t For limitations, procedures, and performance information not contained in this supplement, consult the basic Pilot’s Operating Handbook. APPROVED BY: Manager, Flight Test Branch, ANM-160L Federal Aviation Administration, LAACO Transport Airplane Directorate DATE: LOG OF PAGES Page No. Date 9-6.1 9-6.2 29 Apr 16 29 Apr 16 Page No. Date 9-6.3 9-6.4* 29 Apr 16 29 Apr 16 * Manufacturer’s data, not FAA approved. Jo/b ' ROBINSON R44 CADET SECTION 9 HEATED PITOT SUPPLEMENT FAA APPROVED: 29 APR 2016 9-6.2 SECTION 1: GENERAL INTRODUCTION This supplement contains the changes and additional data applicable when the heated pitot is installed. SECTIONS 2 and 3: No change. SECTION 4: NORMAL PROCEDURES USE OF PITOT HEAT When conditions conducive to pitot ice exist, switch pitot heat on until landing or until no longer in potential icing conditions. NOTE The R44 is not certified for flight into known or suspected icing conditions. NOTE Continued use of pitot heat following an alternator failure will significantly increase battery drain. ROBINSON R44 CADET SECTION 9 HEATED PITOT SUPPLEMENT FAA APPROVED: 29 APR 2016 9-6.3 AIRSPEED CALIBRATION CURVE HEATED PITOT INSTALLATION VALID WITH PITOT HEAT ON OR OFF SECTION 5: PERFORMANCE ti') <( u ::ii::: C w w a.. ti') a: <( C w I- <( a: m ::::; <( u 130 120 110 100 90 80 70 60 50 40 30 20 10 0 NOTE : INDICATED AIRSPEED ASSUMES ZERO INSTRUMENT ERROR -I- -h -t + . --+ 0 10 20 30 40 50 60 70 80 90 100 110 120 130 INDICATED AIRSPEED - KIAS ROBINSON R44 CADET SECTION 9 HEATED PITOT SUPPLEMENT ISSUED: 29 APR 2016 9-6.4 SECTION 6: WEIGHT AND BALANCE No change. SECTION 7: SYSTEMS DESCRIPTION HEATED PITOT INSTALLATION The heated pitot tube is installed in the mast fairing, replacing the standard pitot tube. Pitot heat is controlled by a toggle switch located to the right of the cyclic. Power is supplied to the heated pitot through its own 10-amp circuit breaker. SECTION 8: HANDLING AND MAINTENANCE CAUTION Pitot tube becomes extremely hot with pitot heat switched on. Touching pitot tube after it has been on for more than 30 seconds can result in severe burns. ROBINSON R44 CADET SECTION 9 AIR CONDITIONING SUPPLEMENT 9-11.1 FAA APPROVED R44 CADET PILOT’S OPERATING HANDBOOK AIR CONDITIONING SUPPLEMENT This supplement must be included in the FAA-approved Pilot’s Operating Handbook when cabin air conditioning is installed. Information contained herein supplements or supersedes the . t n e m e l p p u s s i h t n i d e t s il s a e r a e s o h t n i y l n o l a u n a m c i s a b For limitations, procedures, and performance information not contained in this supplement, consult the basic Pilot’s Operating Handbook. APPROVED BY: Manager, Flight Test Branch, ANM-160L Federal Aviation Administration, LAACO Transport Airplane Directorate DATE: LOG OF PAGES Page No. Date 9-11.1 9-11.2 29 Apr 16 29 Apr 16 Page No. Date 9-11.3* 9-11.4* 29 Apr 16 29 Apr 16 * Manufacturer’s data, not FAA approved. I I II I I ROBINSON R44 CADET SECTION 9 AIR CONDITIONING SUPPLEMENT FAA APPROVED: 29 APR 2016 9-11.2 SECTION 1: GENERAL INTRODUCTION This supplement contains the changes and additional data applicable when cabin air conditioning is installed. SECTION 2: LIMITATIONS No change. SECTION 3: EMERGENCY PROCEDURES No change. SECTION 4: NORMAL PROCEDURES DAILY OR PREFLIGHT CHECKS Add to item 9, Cowl door – Left Side: Compressor belt tension . . . . . . . . . . . . . . . Check AIR CONDITIONING OPERATION Air conditioning is controlled by the toggle switch at the forward end of the overhead duct. The switch allows selection of OFF, LOW, and HIGH fan settings. The compressor is automatically engaged by switching the fan on. Each of the six outlets may be directed as desired. NOTE Evaporator condensate drains from a tube through the aircraft belly. Water drainage during ground operation is normal. SECTION 5: PERFORMANCE No change. ROBINSON R44 CADET SECTION 9 AIR CONDITIONING SUPPLEMENT ISSUED: 29 APR 2016 9-11.3 SECTION 6: WEIGHT AND BALANCE No change. SECTION 7: SYSTEMS DESCRIPTION The cabin air conditioning system consists of a compressor accessible through the left engine cowl door, a condenser mounted on the left side of the engine cooling fan scroll, an evaporator and fan assembly mounted to the aft cabin wall, an overhead outlet duct, and interconnecting lines and hoses. The system uses R-134a refrigerant. The compressor is belt-driven from an engine accessory drive and equipped with an electromagnetic clutch. When the system is off, the compressor clutch is disengaged, allowing the compressor pulley to freewheel. The evaporator fan draws warm cabin air through the evaporator inlet grill and evaporator where it is cooled. Cooled air is drawn through the fan and blown into the overhead duct. The system is controlled by a toggle switch on the overhead duct which allows selection of off, low, and high fan settings. The compressor is automatically engaged by switching the fan on. A temperature switch disengages the compressor when evaporator temperature drops below freezing. Safety switches disengage the compressor if refrigerant leakage occurs or if refrigerant pressure is excessive. A full throttle switch disengages the compressor when the engine is near full throttle to ensure aircraft performance is not affected. The compressor clutch and fan circuits are protected by the A/C circuit breaker. ISSUED: 29 APR 2016 9-11.4 SECTION 8: HANDLING AND MAINTENANCE Standard automotive-style charge ports are located inside the left engine cowl door. Normal charge is 1.00 to 1.25 lb R-134a refrigerant. Refer to R44 Maintenance Manual for complete system service procedures. CAUTION System must only be serviced by qualified personnel following maintenance manual procedures. ROBINSON R44 CADET SECTION 9 AIR CONDITIONING SUPPLEMENT 9-13.1 FAA APPROVED R44, R44 II , R44 CADET PILOT’S OPERATING HANDBOOK HELISAS AUTOPILOT SUPPLEMENT This supplement must be included in the FAA-approved Pilot’s Operating Handbook when the HeliSAS autopilot is installed. The information contained herein supplements or supersedes . t n e m e l p p u s s i h t n i d e t s il s a e r a e s o h t n i y l n o l a u n a m c i s a b e h t For limitations, procedures, and performance information not contained in this supplement, consult the basic Pilot’s Operating Handbook. APPROVED BY: Manager, Flight Test Branch, ANM-160L Federal Aviation Administration, LAACO Transport Airplane Directorate DATE: LOG OF REVISIONS Page No. Date 9-13.1 9-13.2* 9-13.3 9-13.4 9-13.5 9-13.6* 9-13.7* 15 Mar 22 15 Mar 22 15 Mar 22 15 Mar 22 15 Mar 22 15 Mar 22 15 Mar 22 * Manufacturer’s data, not FAA approved. Page No. Date 9-13.8* 9-13.9* 9-13.10* 9-13.11* 9-13.12* 9-13.13* 15 Mar 22 15 Mar 22 15 Mar 22 15 Mar 22 15 Mar 22 15 Mar 22 REVISIONS APPROVED BY: Manager, West Flight Test Section, AIR-716 Federal Aviation Administration Los Angeles DATE: 15 MAR 2022 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT REVISED: 15 MAR 2022 9-13.2 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 1: GENERAL INTRODUCTION This supplement contains the changes and additional data applicable when the HeliSAS autopilot is installed. There are two versions of the HeliSAS autopilot. The earlier version (designated Version 51) has a BC (backcourse) button on the control panel. The later version (designated Version 52) replaces the BC button with a SPD (speed) button on the control panel. The autopilot’s primary Stability Augmentation System (SAS) mode maintains a steady helicopter attitude by applying corrective inputs to the cyclic. Additional modes providing heading hold, altitude hold, airspeed control (Version 52), and navigation functionality are also selectable. The autopilot does not provide any collective or pedal inputs. The system is designed as a “fly through” system meaning the pilot can override as desired for maneuvering without disengaging the system. Only a few pounds of force at the cyclic are required for override, and the system will not disconnect due to pilot cyclic inputs. CAUTION The autopilot is intended to enhance safety by reducing pilot workload. It is not a substitute for adequate pilot skill nor does it relieve the pilot of the responsibility to monitor the flight controls and maintain adequate outside visual reference. FAA APPROVED: 15 MAR 2022 9-13.3 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 2: LIMITATIONS FLIGHT AND MANEUVER LIMITATIONS Pilot’s hand must be on cyclic grip under the following conditions: During autopilot engagement or intentional disengagement At altitudes less than 200 feet AGL Minimum altitude for use of autopilot ALT mode is 200 feet AGL. For practice instrument approaches, minimum altitude for use of autopilot VRT mode is 50 feet AGL SECTION 3: EMERGENCY PROCEDURES AUTOPILOT DISENGAGEMENT OR FAILURE The autopilot is designed to automatically disengage if the system detects a fault. Disengagement is normally indicated by four beeps in the headset. If the autopilot does not automatically disengage, failure may be recognized by erratic cyclic control motion, abnormal cyclic stick forces, or deviations in pitch or roll. 1. Continue flight using manual control. If autopilot has not disengaged, manually disengage using cyclic AP OFF button or control panel SAS button. 2. If SAS annunciator on control panel is steady white, re-engagement may be attempted at pilot’s discretion. CAUTION Although unlikely, it is possible for certain faults to cause disengagement without the four-beep aural warning. FAA APPROVED: 15 MAR 2022 9-13.4 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 3: EMERGENCY PROCEDURES (cont’d) AUTOPILOT DISENGAGEMENT OR FAILURE (cont’d) CAUTION Due to the unstable nature of helicopters, autopilot disengagement requires immediate pilot attention. Always monitor helicopter attitude and flight controls, and be prepared to take manual control. NOTE The system automatically switches off all modes except SAS mode at airspeeds below 44 KIAS or above 130 KIAS, accompanied by a single beep. This is by design and not a system failure. The high speed limit is not intended to provide Vne protection. It is the pilot’s responsibility to observe Vne limits. SECTION 4: NORMAL PROCEDURES GENERAL Autopilot controls and operating modes are described in Section 7, Systems Description. NOTE Cyclic friction must be fully off for autopilot to work properly. Cyclic friction will degrade autopilot performance. FAA APPROVED: 15 MAR 2022 9-13.5 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 4: NORMAL PROCEDURES (cont’d) STARTING ENGINE AND RUN-UP After “Hydraulic system”, add: Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Check Airspeed and altitude bugs . . . . . Set (Version 52) NOTE For autopilot check, wear headset and ensure cyclic friction is off. Engage SAS mode. Verify cyclic exhibits centering tendency and SAS annunciator on control panel turns green. Disengage. Verify 4 beeps in headset, cyclic reverts to normal hydraulic system feel, and SAS annunciator turns white. TAKEOFF PROCEDURE Autopilot SAS mode may be engaged as desired on the ground or at any time during the takeoff procedure. Re-trim as necessary to eliminate undesirable cyclic forces. CRUISE Add: Engage autopilot modes as desired. In SAS mode, re-trim as necessary to eliminate undesirable cyclic forces. CAUTION It is the pilot’s responsibility to monitor flight controls, aircraft flightpath, traffic, and terrain even while the autopilot is engaged. The autopilot is designed to disengage in the event of a fault. Be prepared to take control if required. SECTION 5: PERFORMANCE No change. REVISED: 15 MAR 2022 9-13.6 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 6: WEIGHT AND BALANCE No change. SECTION 7: SYSTEMS DESCRIPTION AUTOPILOT The HeliSAS autopilot system consists of two electric servomotors, a flight control computer, an autopilot control panel, and control buttons on the cyclic grip. One servomotor controls pitch and is installed in the control tunnel forward of the cyclic stick. The other servomotor controls roll and is installed under the pilot’s seat. The servomotors are connected to the cyclic through electromagnetic clutches. The flight control computer is installed on the forward panel under the pilot’s seat, and the autopilot control panel is installed in the avionics stack. The autopilot senses aircraft attitude using a combination of sensors in the flight control computer and an independent onboard attitude source such as the Attitude Heading Reference System (AHRS) for the Primary Flight Display (PFD). The computer then sends signals to the servomotors which are connected to the bottom of the cyclic in the control tunnel. The primary autopilot mode is Stability Augmentation System (SAS) mode which maintains a steady helicopter attitude by applying corrective inputs to the cyclic. This is felt as a light cyclic centering force. Additional modes may be layered on top of SAS mode and are described below. The pilot can override as desired for maneuvering without disengaging the system. Only a few pounds of force at the cyclic are required for override, and the system will not disconnect due to pilot cyclic inputs. The control panel has a row of buttons to control autopilot modes and annunciators to indicate mode status. A dark annunciator indicates that a mode is off, a white annunciator indicates that a mode is armed or on standby, and a green annunciator indicates that a mode is active. REVISED: 15 MAR 2022 9-13.7 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 7: SYSTEMS DESCRIPTION (cont’d) AUTOPILOT (cont’d) When the avionics master is switched on, the autopilot performs a self-test and then enters SAS standby mode. All of the control panel indicators flash alternating white and green during the self-test. Four headset beeps occur at the beginning of the self-test as a check of the aural warning function. The SAS annunciator on the control panel turns steady white when the self-test is complete. NOTE Autopilot will not enter standby mode if attitude indicator is not functioning or indicated bank angle is greater than 6 degrees. The autopilot SAS mode is engaged either by pressing the SAS button on the control panel or by pressing the TRIM button on the cyclic for more than 1.25 seconds. Additional modes are engaged by pressing the appropriate button on the control panel. The additional modes are disabled and will not engage at airspeeds below 44 KIAS or above 130 KIAS. To disengage any mode, push the appropriate button on the control panel NOTE Disengaging SAS mode will also disengage all other modes. Modes may also be disengaged using the AP OFF button on the cyclic. If only SAS mode is engaged, push the AP OFF button once to disengage. If additional modes are engaged, push the AP OFF button once to disengage all modes except SAS and a second time to disengage SAS mode, or push and hold the AP OFF button to disengage all modes including SAS REVISED: 15 MAR 2022 9-13.8 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 7: SYSTEMS DESCRIPTION (cont’d) AUTOPILOT (cont’d) NOTE SAS disengagement should always be accompanied by four beeps in the headset. If beeps do not occur, maintenance is required. Safety monitors automatically disengage individual modes or the entire system if a fault is detected. Automatic disengagement of SAS mode (or the entire system) is indicated by four beeps in the headset. Automatic disengagement of any mode other than SAS is indicated by a single beep in the headset. There is no audio indication for intentional disengagement of modes other than SAS. NOTE The system also automatically reverts to SAS mode at airspeeds below 44 KIAS or above 130 KIAS, accompanied by a single beep. The high speed limit is not intended to provide Vne protection. It is the pilot’s responsibility to observe Vne limits. The TRIM button is used to re-set the target attitude (to re-trim) while in SAS mode. Use a small amount of force to override the autopilot and then push and release the TRIM button at the new desired condition. If the force to override is objectionable, the TRIM button may be held down during maneuvers. The system will re-trim to the attitude at which the TRIM button is released. For Version 52, stick forces felt during override will gradually wash out to near zero without use of TRIM button if override is maintained. NOTE The system will not re-trim to angles more than approximately 10° in pitch or roll. REVISED: 15 MAR 2022 9-13.9 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 7: SYSTEMS DESCRIPTION (cont’d) AUTOPILOT (cont’d) NOTE When engaging SAS mode from standby, for angles of less than approximately 10° in pitch and roll, SAS holds the current angles. If either pitch or roll is larger than approximately 10°, the system assumes an unusual attitude and gently levels the helicopter. The autopilot is protected by a dedicated circuit breaker on the avionics bus (autopilot is not powered with the avionics master switch off). Heading Mode (HDG) – maintains the heading selected by the heading bug on the directional gyro or Horizontal Situation Indicator (HSI) display. Aircraft can be steered using the heading bug. Altitude Mode (ALT) – maintains altitude at the time of engagement or of last TRIM button release. The target altitude is reset each time the TRIM button is pressed and released. NOTE The autopilot uses pitch attitude to maintain altitude or follow an approach glidepath. It does not have any control of power setting. The pilot must manage power with the collective to control speed and rate of climb or descent. Make small, smooth power changes to allow the system to adjust to new power settings. REVISED: 15 MAR 2022 9-13.10 ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT SECTION 7: SYSTEMS DESCRIPTION (cont’d) AUTOPILOT (cont’d) Navigation Mode (NAV) – tracks the active GPS or VLOC course displayed on the Course Deviation Indicator (CDI). If no CDI is installed, NAV will only track the active GPS course displayed on the GPS. NAV may be armed prior to intercepting the active course. NAV annunciator is white when NAV is armed and turns green at course intercept. If HDG is active when NAV is armed, the autopilot will fly the selected heading until course intercept. If HDG is not active, the autopilot will select a 45° intercept angle. Vertical Navigation Mode (VRT) – tracks an ILS glideslope or GPS approach vertical guidance. Arm VRT (annunciator turns white when armed) prior to intercepting the glidepath. VRT annunciator will turn green at glidepath intercept. NOTE Pushing the ALT button while VRT is armed or active will turn off VRT. VRT must be re- armed or re-engaged as desired. NOTE Reducing power to approach setting just prior to glidepath intercept is recommended. Speed Mode (SPD) (Version 52 only) Speed mode uses cyclic pitch to control airspeed. Exact behavior varies with configuration of airspeed and altitude bugs on the PFD as described below. The altitude bug is displayed above the altitude tape and the airspeed bug is displayed above the airspeed tape. The appearance of all dashes or a blank field indicates a bug is not set. ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT REVISED: 15 MAR 2022 9-13.11 SECTION 7: SYSTEMS DESCRIPTION (cont’d) AUTOPILOT (cont’d) Speed Mode (SPD) (Version 52 only) (cont’d) If an airspeed bug is not set, selecting SPD holds the current airspeed. The target speed is reset each time the trim button is pressed and released. If an airspeed bug is set, selecting SPD holds airspeed at the bug setting. Changing the bug will change the target airspeed. If an altitude bug is set, selecting SPD will also arm ALT (ALT LED white) for altitude capture. The mode will switch from SPD to ALT if the selected altitude is crossed. There will be a brief period in capture mode with the ALT LED flashing white/green. NOTE Do not change the selected altitude during ALT capture (ALT LED flashing white/green). System may pitch up or down to chase bug and may not capture altitude. NOTE Different brands of PFD behave differently in terms of bug settings at power up and how bugs are manually set. Refer to PFD manufacturer’s documents for proper use. Verify desired bug settings before engaging SPD mode. ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT REVISED: 15 MAR 2022 9-13.12 SECTION 7: SYSTEMS DESCRIPTION (cont’d) AUTOPILOT (cont’d) Backcourse Mode (BC) (Version 51 only) – reverse CDI sensing for backcourse approaches. Course on HSI should be set so that tail of course pointer points toward runway (set to inbound front course). Airspeed Protection (Version 52 only) – Minimizes the possibility of the ALT mode to fly the helicopter to an airspeed below 44 KIAS due to insufficient power, or the VRT mode to fly the helicopter to an airspeed above 130 KIAS due to excess power when flying a precision approach glideslope. When triggered, it causes the longitudinal mode to change from ALT (at low airspeed) or VRT (at high airspeed) to SAS mode with a commanded pitch attitude of 2 degrees nose down. Since the mode change is not commanded by the pilot, a single warning beep is annunciated. REMOVABLE FLIGHT CONTROLS On later aircraft, disconnect the electrical connector for the left-hand trim button located near the quick release pin before removing the left cyclic grip. Reconnect the connector when installing the left cyclic grip. SECTION 8: HANDLING AND MAINTENANCE No change. ROBINSON R44, R44 II, R44 CADET SECTION 9 HELISAS AUTOPILOT ISSUED: 15 MAR 2022 9-13.13 SECTION 10: SAFETY TIPS The autopilot is intended to reduce pilot workload and enhance safety. It is important that pilots do not misuse this capability and allow their attention to be diverted. Pilots should continue monitoring the flight controls and helicopter attitude as well as looking for traffic and other obstacles. Autopilot disengagement requires immediate pilot attention. Pilots must always be prepared to take manual control. The autopilot is not certified for flight in Instrument Meteorological Conditions (IMC). Adhering to appropriate VFR weather minimums is essential for safety. If an inadvertent loss of outside visual reference occurs, the pilot must regain visual conditions as quickly as possible while avoiding abrupt, disorienting maneuvers. The following procedure is recommended: 1. If not already engaged, immediately engage autopilot SAS mode and allow autopilot to recover from unusual attitude if one has occurred. 2. Select a heading and altitude to ensure terrain and obstacle clearance. Turns and/or climbs may be required. Engage additional autopilot modes as desired for workload reduction. 3. While maintaining terrain and obstacle clearance, maneuver toward conditions of improved visibility. INTENTIONALLY BLANK FAA APPROVED R44 CADET PILOT’S OPERATING HANDBOOK OPTIONAL AVIONICS SUPPLEMENT This supplement must be included in the FAA-approved Pilot’s Operating Handbook when certain factory-supplied optional avionics are installed. Information contained herein supplements or supersedes the basic manual only in those areas listed in this supplement. For limitations, procedures, and performance information not contained in this supplement, consult the basic Pilot’s Operating Handbook. APPROVED BY: Manager, West Flight Test Section, AIR-716 Federal Aviation Administration Los Angeles, CA DATE: Page 9-14.1 Page No. Date 9-14.1 9-14.2* 9-14.3 9-14.4* 9-14.5* 7 May 18 7 May 18 7 May 18 7 May 18 7 May 18 Page No. Date 9-14.6* 9-14.7* 9-14.8* 9-14.9* 9-14.10* 7 May 18 7 May 18 7 May 18 7 May 18 7 May 18 LOG OF PAGES * Manufacturer’s data, not FAA approved. ROBINSON R44 CADET SECTION 9 OPTIONAL AVIONICS SUPPLEMENT ISSUED: 7 MAY 2018 Page 9-14.2 SECTION 1: GENERAL INTRODUCTION This supplement provides additional information for certain avionics options. A set of manufacturers’ instructions for all installed avionics is provided with each new helicopter. The following equipment is addressed in this supplement: • Aspen Avionics EFD 1000H PFD and EFD 500H MFD • Garmin G500H avionics system with non-touch screen display (GDU 620) • Garmin G500H avionics system with touch screen display (GDU 1060 TXi or GDU 700L TXi) NOTE For all Robinson Primary Flight Display (PFD)/ Multi Function Display (MFD) installations, the airspeed indicator, altimeter, compass, tachometer, and engine instruments are retained. Pilots should use the traditional instruments as primary unless fully familiar with the installed avionics. ROBINSON R44 CADET SECTION 9 OPTIONAL AVIONICS SUPPLEMENT FAA APPROVED: 7 MAY 2018 Page 9-14.3 SECTION 2: LIMITATIONS No change. SECTION 3: EMERGENCY PROCEDURES No change. SECTION 4: NORMAL PROCEDURES No change. SECTION 5: PERFORMANCE No change. SECTION 6: WEIGHT AND BALANCE No change. SECTION 7: SYSTEMS DESCRIPTION See below. SECTION 8: HANDLING AND MAINTENANCE No change. ROBINSON R44 CADET SECTION 9 OPTIONAL AVIONICS SUPPLEMENT ISSUED: 7 MAY 2018 Page 9-14.4 SECTION 7: SYSTEMS DESCRIPTION ASPEN EFD 1000H PFD AND EFD 500H MFD The Aspen Electronic Flight Display (EFD) 1000H is a Primary Flight Display (PFD) optimized for helicopter use. It is available in a “Pilot” (basic) version or “Pro” (with more advanced navigation features) version. The Aspen EFD 500H is a Multifunction Display (MFD) optimized for helicopter use. Robinson configurations are either a single EFD 1000H PFD or a dual installation with one EFD 1000H PFD and one EFD 500H MFD. A typical dual-installation instrument panel is illustrated on the following page. The manufacturer’s documents for the EFD 1000H and EFD 500H are: Title Document No. Aspen Avionics Evolution Flight Display EFD 1000H PFD Pilot’s Guide 091-00012-001 Aspen Avionics Evolution Flight Display EFD 1000H/500H MFD Pilot’s Guide 091-00013-001 NOTE A Robinson part no. D327-4 light filter may be used to reduce reflections in the windshield at night. The light filter is installed by clipping it to the front of the display. Filter use is at pilot discretion. ROBINSON R44 CADET SECTION 9 OPTIONAL AVIONICS SUPPLEMENT