Poh
Poh
(P/N 01304)
Pilot's Operating
Handbook
MAGIC® 1500 POH
* Asterisk indicates pages changed, added, or deleted by
List of Effective Pages revision.
Table of Contents
Section Page
1.0 Introduction..............................................................................................1-3
2.0 Block Diagram........................................................................................2-3
3.0 Autopilot Overview...................................................................................3-3
3.1 MAGIC® 1500 Programmer/Annunciator..................................3-3
3.2 Controls and Displays................................................................3-4
3.3 Initialization...................................................................................3-5
3.3.1 Self Test............................................................................3-5
3.3.2 Failure to Initialize...........................................................3-6
4.0 Procedures..............................................................................................4-3
4.1 Pre-Flight Procedures.................................................................4-3
4.2 Normal Operating Procedures..................................................4-6
4.2.1 Pre-Flight Programming.................................................4-6
4.2.2 Control Wheel Steering (CWS) Mode............................4-6
4.2.3 Modes and Functions.....................................................4-7
4.2.3.1 Autopilot (AP) Engage / Disengage...............4-7
4.2.3.2 Flight Director (FD) Mode ................................4-7
4.2.3.3 Yaw Damper (YD) Mode...................................4-7
4.2.4 Lateral Modes..................................................................4-8
4.2.4.1 Heading (HDG) Mode.......................................4-8
4.2.4.1.1 Pilot - Selectable Intercepts.........4-9
4.2.4.2 Navigation (NAV) Mode...................................4-9
4.2.4.2.1 NAV - VOR.......................................4-10
4.2.4.2.2 Glideslope Disable........................4-10
4.2.4.2.3 NAV - GPS.....................................4-10
4.2.4.3 Approach (APR) Mode......................................4-11
4.2.4.3.1 VOR Approach..............................4-11
4.2.4.3.2 ILS Approach.................................4-11
4.2.4.3.3 Glideslope Arming & Capture.....4-12
5.0 Specifications..........................................................................................5-3
6.0 Glossary...................................................................................................6-3
List of Figures
Figure Page
2-1 MAGIC® 1500 Block Diagram.......................................................2-3
3-1 MAGIC ® 1500 Programmer/ Annunciator.....................................3-4
SECTION 1
INTRODUCTION
1.0 Introduction
The primary purpose of this MAGIC® 1500 PILOT’S OPERATING HANDBOOK
(POH) is to provide information about system functions and controls, preflight
and in-flight operating procedures for the MAGIC® 1500 autopilot with the
Program Computer 01304.
SECTION 2
BLOCK DIAGRAM
SECTION 3
AUTOPILOT OVERVIEW
The system provides roll, pitch, and yaw modes with integrated altitude
selector and alerter modes. The autopilot utilizes the ADAHRS of the
MAGIC® EFIS system for attitude reference.
The roll computer accepts steering inputs from the navigation radios
and the ADAHRS system, while the pitch computer receives signal inputs
from the ADAHRS, accelerometer, glideslope deviation indicator, vertical
speed modifier, airspeed indicator, and altitude selector / alerter.
1 19 18 17 16 15 14 13
2
AP ALT SEL
UP
HDG ALT HOLD
FD
APR GS ----- DN
YD
4 5 6 7 8 9 10 11 12
FEATURE LEGEND
3.3 Initialization
After power has been applied to the system, the autopilot will perform
a power on self test. The display screen will indicate “ Self Test In Progress”,
the company Logo “M”, and the Software Version and Configuration
present in non-volatile memory.
Once the system has successfully passed the self test, it will display
the message “ADAHRS INITIALIZING”. This will remain displayed until
the ADAHRS has completed its initialization, or until the system detects
a failure condition. During this period the system will not allow any mode to
function.
SECTION 4
PROCEDURES
4.0 PROCEDURES
CAUTION
Verify that the aircraft is at a safe altitude and synchronized
with the steering bar commands before engaging the autopilot.
AP will synchronize to aircraft conditions present when AP is
engaged.
The Yaw Damper uses an external YAW TRIM CONTROL that is not
integral with the autopilot controller. Counter Clockwise rotation of the
control inputs left rudder; Clockwise rotation inputs right rudder.
Use the Yaw Damper in flight as follows:
1. Trim the aircraft for the phase of flight being conducted (climb, cruise,
descent) with rudder trim.
2. Adjust the Yaw Damper trim control to center position.
3. Engage the Yaw Damper by pressing the YD button on the autopilot.
4. Make small YD trim adjustments as necessary to keep the slip / skid
ball centered.
5. DISCONNECT Yaw Damper for landing.
NOTE: The Yaw Trim Control is a rudder centering device
with limited authority, and does not automatically trim
the rudder tab. Therefore, after making large power,
flight profile, or aircraft configuration changes, it is
advisable to disconnect the yaw damper and check
basic aircraft rudder trim. Retrim if necessary and then
re-engage the yaw damper.
For the standard 45° intercept, engage the desired navigation mode
with the ROLL mode active. If the CDI deflection is more than 50%, a 45°
angle will be assumed. If less than approximately 50%, the selected
navigation mode will capture and begin to turn the aircraft on course.
Although the APR mode is normally used for ILS operations, the NAV
mode is used in one instance that may be required during an ILS
approach. If required to hold at the OUTER MARKER, the pilot can use the
NAV mode when tracking the localizer inbound to prevent glideslope
capture that would normally occur if using the APR mode.
When cleared for the approach, the pilot should then select the APR mode,
which will enable the autopilot to capture glideslope and perform the normal
ILS tracking functions.
To track a GPS signal in the NAV mode, first program a valid waypoint
or flight plan into the GPS navigator. Position the NAV source selector
on the GPS receiver to the GPS position and press the NAV button. The
autopilot will display NAV GPSS, indicating that it is in the GPS roll steering
mode and is tracking to the waypoint.
If the NAV signal becomes invalid while engaged, NAV or APR will alternately
flash with FAIL. The autopilot will continue tracking the course arrow.
Tune VOR frequency of intended use into the VOR receiver. Verify that the
NAV source selector on the GPS receiver is in the NAV or VOR position.
Set the course pointer on the ND to the desired course.
Use same procedure as previously cited in Section 4.2.4.3.2 for ILS Approach.
Roll steering (GPSS) is also available in the APR mode. To use the
APR mode for a GPS approach, use the same procedure found in the
NAV Section (Sec. 4.2.4.2.3).
If tracking in the APR mode and the CDI exceeds 50% deviation for 5
seconds APR will flash. If the NAV signal is lost, APR will flash alternately
with FAIL.
GS will flash if tracking glideslope and the GS CDI exceeds 50% deviation for
5 seconds. GS will flash alternately with FAIL, and the FD command
bars will blink if the fault is due to the appearance of the GS FLAG (lost
signal).
If the glideslope signal is lost before GS capture, the autopilot will remain
in ALT mode. If the glideslope signal is lost after GS capture, the autopilot
will seek to maintain the pitch attitude present at signal loss.The pilot
should execute a missed approach.
The REV Mode is used to track the localizer front course outbound or the
localizer back course inbound. Tune the desired localizer frequency
into the navigation receiver and select the NAV or VLOC position on the
NAV source selector on the GPS receiver. Set the EHSI course pointer to
the front course inbound heading. For pilot controlled intercept angles,
use the procedure described in “Pilot Selectable Intercept Angles “ found
in this manual. For the normal 45° intercept, engage REV Mode with
ROLL displayed. The autopilot will intercept and track the back course
inbound to the runway.
If tracking in the REV Mode and the CDI exceeds 50% deviation for 5 seconds,
REV will flash. If a valid signal is lost, REV will flash alternately with FAIL .
Automatically adjusts display lighting levels (see Fig. 3-1, Item 8).
The Airspeed Hold Mode will synchronize to the current aircraft airspeed
when engaged. To select a new airspeed, simply press the UP button to
increase airspeed or the DOWN button to decrease airspeed, as desired.
Each click of the button will change IAS by 1 knot. If the button is pressed
and held for approximately 3 seconds, IAS will change at the rate of
5 knots-per-second. The IAS Mode instead of the VS Mode can be used
to capture a pre-selected altitude, if desired.
Pressing the IAS Mode off will leave the autopilot in the basic PITCH Mode.
CAUTION
Engine power and airspeed must be carefully monitored when
in IAS Mode. Insufficient power at a selected low airspeed
may cause the aircraft to stall, and the autopilot will disconnect.
Even though the autopilot is designed to limit the aircraft to
a safe airspeed (approximately 3- 5 knots from VMO), large
power changes at higher speeds may cause the aircraft
to exceed this speed momentarily. If using IAS Mode to capture
an altitude target, the system will switch to Capture Mode
just before capturing the selected altitude. During this period,
IAS control is not active and will not regulate the airspeed.
The pilot should carefully monitor airspeed and power when in the
Vertical Speed Mode. Too much climb VS may cause the aircraft to stall,
which will disconnect the autopilot. Too much descent VS may cause
the aircraft to exceed VMO. There is no airspeed limit protection when in
the VS Mode. In addition, pressing the VS Mode off will leave the auto-
pilot in the PITCH Mode.
Pressing the ALT button will cause the autopilot to capture the existing
altitude at engagement. If climbing or descending when altitude hold is
engaged, some altitude overshoot can be expected with a smooth return
to the target altitude. The altitude can be “fine tuned” or modified as
desired by pressing the UP or DN button. One click of the button will
change the altitude by 20 ft. If the button is held down for three seconds,
the system will modify the altitude by 40 ft. for each second it is held
down thereafter, up to 500 ft. from the reference altitude.
To use the Altitude Selector/Alerter, rotate the inner or outer knob. This
removes the displayed dashes and annunciates the current aircraft
altitude. Select the desired altitude by rotating the outer knob for 1000’s
of feet and the inner knob for 100’s of feet (CW rotation increases, CCW
rotation decreases altitude). Once the desired altitude is selected, press
the VS button which engages the Vertical Speed Mode. Modify the
vertical speed, as necessary, using the UP/DN button to obtain the
desired rate of climb or descent to capture the selected altitude.
The rate of closure is reduced, for a smooth capture, as the aircraft nears
the selected altitude. The autopilot will give an aural tone and a voice
annunciation at 1000 ft. and 200 ft. before reaching the altitude. When
on altitude, the autopilot will annunciate "Altitude". It will also voice
annunciate "Check Altitude" if the aircraft departs from the selected altitude
by 200 ft.
IAS Mode can also be used to capture a selected altitude. After selecting
the desired altitude, press the IAS button to engage Airspeed Hold Mode.
Then select an airspeed and power setting that will cause the aircraft to
climb or descend, as necessary, in the correct direction to capture the altitude.
At approximately 500 ft. before the target altitude, the autopilot will begin
reducing the rate of closure for a smooth capture. At this point, the vertical
speed will be displayed instead of IAS. Use caution to keep the airspeed
in the normal operating range, so as not to stall the aircraft or exceed VMO.
If the airplane is at the target altitude when VS, IAS, or PITCH Mode is
engaged, the target is automatically cancelled since it is assumed the
pilot’s intention is to depart from the current altitude.
The altitude alerter function of the Selector / Alerter can be used with the
autopilot in the AP READY Mode (autopilot disengaged), as shown below.
The alerter is programmed and used in the same manner as if the autopilot
were engaged, except the pilot will be hand flying the aircraft. The same
altitude aural tones and voice annunciations are heard when using the
altitude alerter in this mode of operation.
4.2.8 AUTOTRIM
With the automatic trim functioning properly, the aircraft elevator trim will
be maintained automatically when the Trim Master Switch is ON. When
the trim is in motion, “Trim“ with the direction arrow (UP or DOWN) will
be displayed accompanied by voice annunciated “Trim–In–Motion”. If
the Trim Master Switch is OFF, or Trim fails, the autopilot will revert to the
trim prompters on the display to alert the pilot to trim the aircraft using
the manual elevator trim.
The first button press of the UP or DN button rounds the VS to the nearest
100 ft. Successive button presses increase or decrease the vertical
speed reference either up or down at a rate of 100 ft. / minute, per-button-press.
If the button is held down for 3 seconds, the system modifies the rate at
300 ft. / minute, per each second while the button is held down.
This area of the screen displays PITCH, IAS, VS, GS, and ALT HOLD
active modes (see Fig. 3-1, Item 16).
This area of the screen displays the ROLL, HDG, NAV, GPSS, APR, and
REV active modes (see Fig. 3-1., Item 17).
The display screen is functionally divided with ROLL modes on the left
hand side and PITCH modes displayed on the right hand side, with a
vertical divider bar separating the two areas. The screen is further divided
vertically with active modes on the top of the screen and armed modes
displayed on the bottom of the screen (see Fig. 3-1, Item 18).
The display logic used is: as armed modes transition to active modes,
the change will be annunciated by moving the armed mode from the
bottom to the top of the display, replacing the previous active mode with
the new active mode.
HDG and ALT are active modes; APR and GS are armed. After APR and
GS become active, they move up and replace the previous active modes,
leaving the target area empty.
These annunciators are sunlight readable and will annunciate AP, FD,
and YD Modes. Illuminated indicates engaged, while non-illuminated
indicates disengaged.
“CHECK ALTITUDE”
The system will voice annunciate this message, after the system aural
tone, if the aircraft departs the selected altitude by 200 ft. or more.
“AUTOPILOT DISCONNECT”
The system will voice annunciate after the system aural alert tone,
indicating that the autopilot has been disengaged.
AUTOPILOT DISCONNECT (TONE)
When the autopilot disconnects, an aural beep will sound for
approximately 6 seconds. The tone can be shortened by holding the
disconnect button.
4.4 FAILURE ANNUNCIATION
If a primary system fails, the system will disconnect and annunciate all
primary system failures and disallow all modes.
If, during the normal operation of the autopilot, the ADAHRS reverts to
initialization mode, the system will disconnect all modes and annunciate
the disconnect, then annunciate “ADAHRS INITIALIZING” as well.
4.5 Emergencies
4.5.1 General
If the autopilot, for whatever reason, is not behaving properly, the pilot
must disconnect it using the AP Disconnect, turning OFF the AP MASTER
or pulling AP circuit breaker (CB).
If the autopilot is not engaged and the trim begins to run uncontrollably,
the pilot's first reaction is to push and hold the AP Disconnect. This will
interrupt power to the trim servo. The Trim Master can then be turned OFF
and the Trim CB pulled. The pilot must manually trim the aircraft. AP use
is not inhibited with the trim OFF, but the pilot should manually trim in
response to the AP Trim Annunciations.
4.5.3 Hardovers
Meggitt Avionics has made every effort to minimize the possibility of hardover
condition (servo runaway). On the very remote chance that a hardover
occurs, the AP has built in limiters to mitigate the severity of response.
The AP will inhibit (but not disconnect) the pitch servos if the G loading
exceeds ±0.6 G's from normal flight, or if the pitch rate exceeds 4°/sec. In
roll, the servo will be inhibited (but not disconnected) if the roll rate exceeds
9°/sec. If such an event occurs and is not the result of turbulence, the
pilot should immediately disconnect the AP.
4.5.4 Softovers
The autopilot will disconnect if the AP finds two servos driving in one
direction for three seconds.
N
310°
130°
310° 2.
265 ° 085 °
1.
C. With HDG Mode active, press the REV button. REV LOC is armed.
The pilot can control the intercept angle with the heading bug.
When the CDI deflection becomes less than approximately 50%,
REV Mode will capture the localizer and track outbound.
2. A. For the procedure turn, press the HDG button and lead the aircraft
around the procedure turn in 45° and 90° increments until in
position to intercept the localizer inbound.
3. A. Press the APR button. As the CDI deflection becomes less than
50%, the APR Mode captures the localizer and begins tracking
inbound.
1.
265 ° 085 °
N 3.
310 °
130
2.
2. A. Set the HDG bug to the published out-bound procedure turn heading
and press the HDG button.
3. A. In 45° and 90° increments, set the heading bug to the inbound
procedure turn heading.
B. Press the REV button. The autopilot captures and tracks the back
course to the airport.
2.
(IAF/FAF)
309º
(MAP) 4.
1. 3.
1. A. Tune the correct VOR frequency and insure the NAV radio is in the
VOR position GPS versus.
B. Set the course arrow to the outbound radial. Use HDG to steer
to IAF (use NAV if IAF is the VOR) arm APR/NAV.
3. A. Select the HDG Mode and maneuver the aircraft around the
procedure turn using the HDG bug.
4. A. Set the course arrow on the inbound course to the FAF and
reselect the APR mode. Track inbound to the FAF, then to the
airport.
3.
(MAP) (FAF)
2.
(IAF) 1.
1. A. Program the desired approach and IAF into the GPS navigator
and activate the approach.
GS Intercept
Decision Height (DH)
Approach the glideslope intercept point with APR and any PITCH mode
engaged (VS, IAS, ALT or PITCH). If the aircraft requires approach flaps
(see AFMS), lower the flaps to the proper position.
If the localizer CDI is less than 50% full scale deflection and the glideslope
deviation indicator is in the 20% to 100% full scale up range, glideslope
will ARM. When the Glideslope Deviation Indicator is in the 20% full
scale up to 15% full scale down range, glideslope will CAPTURE.
At glideslope capture, lower the landing gear and adjust power for the
desired descent speed (see AFMS). For best tracking results, make
power adjustments in small increments to maintain the desired tracking
speed.
At the Missed Approach Point (MAP), disconnect the autopilot for landing
or Go-Around, as required.
SECTION 5
SPECIFICATIONS
SPECIFICATIONS
Roll/Pitch/Yaw/Trim Servo
Pitch Servo
SECTION 6
GLOSSARY
Term Meaning
ADAHRS Air Data, Attitude, and Heading
Reference System
AFCS Aircraft Flight Control System
AFMS Aircraft Flight Manual Supplement
ALT Altitude
AP Autopilot
APR Approach
APU Auxiliary Power Unit
CDI Course Deviation Indicator
CCW Counter Clockwise
CW Clockwise
CWS Control Wheel Steering
DAS Designated Alteration Station
DEC Decrease
EHSI Electronic Horizontal Situation Indicator
FAA Federal Aviation Administration
FD Flight Director
FPM Feet Per Minute
GA Go Around
GPS Global Positioning System
GPSS Global Positioning System Steering
GS Glideslope
HDG Heading
IAS Indicated Air Speed
IFR Instrument Flight Rules
INC Increase
INTR Interrupt
LOC Localizer
MNU Menu
NAV Navigation
ND Navigation Display
PFD Primary Flight Display
POH Pilot Operating Handbook
REV Reverse
RDY Ready
VMC Visual Meteorological Conditions
VOR Very High Frequency Omnidirectional
Radio Range
VS Vertical Speed
YD Yaw Damper
P/N: 87200
Date: July 16, 2004
Printed in USA