THE SPERRY GYROPILOT F O R

AEROPLANES

' H E fact t h a t automatic pilots have become an essential p a r t of the

equipment of a l l large aeroplanes, b o t h civil and m i l i t a r y , has only
recently been realised. The aeroplane which t h e h u n i a n pilot is
n o w asked t o handle has become so complex w i t h the a d d i t i o n of new and
h i g h l y specialised " gadgetry " t h a t he must be relieved of the routine
t a s k of operating t h e f l y i n g controls t o m a i n t a i n the course, a t t i t u d e , and
a l t i t u d e of his aeroplane, thus greatly reducing fatigue and allowing more
t i m e t o be devoted t o navigation and other duties.
T h e automatic p i l o t is not, however, a new development. W o r k t o
aoMeve this end started as far back as 1906. The first gyroscope ever to
be used i n an aeroplane was made and installed b y the founders of the
Sperry organisation as long ago as 1909. I n 1914 the Sperry Aeroplane
Stabiliser won the Grand P r i x i n Paris for safety i n flight. Four gyro-
scopes were used i n t h i s installation t o give aileron and elevator control.-
I n Great B r i t a i n t h e Sperry automatic p i l o t is f i t t e d t o a l l Messrs.
I m p e r i a l Airways E m p i r e P l y i n g Boats, Probisher, and Ensign L a n d -
planes, and B r i t i s h A i r w a y s L t d . Lockheed 14's, w i t h w h i c h regular
services to the farthest corners of the E m p i r e are being operated.
There is a n a t u r a l tendency for a p i l o t t o distrust a n y mechanical
device w h i c h its designers claim w i l l do a job t h a t f o r m e r l y depended
for its successful fulfilment on his own s k i l l and experience. This feeling
m u s t apply above a l l else t o an automatic p i l o t . I t is almost an aggrava-
t i o n t o find t h a t one's aeroplane is being flown as accurately under auto-'
m a t i c control as i t can be when i t is receiving ah the concentrated atten-
t i o n required on the p a r t of a human p i l o t t o m a i n t a i n course a n d altitude
w i t h extreme accuracy, or t o fly t h r o u g h rough air w i t h a m a x i m u m
degree of passenger comfort and a m i n i m u m of labour i n t h e operation of
t h e c o n t r o l column a n d rudder bar. T h e prolonged experience of auto-
• m a t i c flight required t o i n s t i l this confidence can be greatly reduced b y a
complete understanding of the control mechanism w h i c h achieves such
astonishing results.
B. l l

2 INSTRUMENTS
Fig. 1 . — T H E S P E R R Y AUTOMATIC PILOT I N S T A L L E D I N T H E COCKPIT OF T H E " F R O B I S H E R " p l a n e , a n d t h e g y r o s t h e m s e l v e s , one p o r t w i l l be o p e n e d a n d t h e o t h e r
T h e Gyroscope
A l l a p p a r a t u s d e s i g n e d t o c o n t r o l a n a e r o p l a n e a u t o m a t i c a l l y has one
c o m m o n f e a t u r e . T h i s is t h e g y r o s c o p e , w h i c h is u t i l i s e d f o r t h e purpose
o f e s t a b l i s h i n g t h e fixed reference, d e p a r t u r e o f t h e a e r o p l a n e f r o m
w h i c h c a n be d e t e c t e d a n d c o r r e c t e d . T h e p r o b l e m is n o t s i m p l i f i e d b y
t h e f a c t t h a t a n a e r o p l a n e has s i x degrees o f f r e e d o m i n space.
T h e g y r o s c o p e is u n a f f e c t e d b y e x t e r n a l forces caused b y t h e m o t i o n
of t h e aeroplane. I t w i l l t e n d t o r e m a i n i n w h a t e v e r p o s i t i o n i t is set, a n d
i t is t h i s p r o p e r t y o f " r i g i d i t y " w h i c h p r o v i d e s t h e b a s i c references
necessary t o t h e o p e r a t i o n o f t h e a u t o m a t i c p i l o t .
I n t h e case o f t h e S p e r r y a u t o m a t i c p i l o t ( w h i c h m a y be t a k e n as
r e p r e s e n t a t i v e o f t h e l a t e s t p r a c t i c e i n a u t o m a t i c p i l o t d e s i g n ) , t h e basis
is t h e w e l l - k n o w n a r t i f i c i a l h o r i z o n a n d d i r e c t i o n a l g y r o . Thus a pilot
has n o n e e d t o refer t o t h e i n d i c a t i o n s o f o t h e r i n s t r u m e n t s t o k n o w t h a t
h i s g y r o p i l o t is f u n c t i o n i n g s a t i s f a c t o r i l y , since he has e v e r b e f o r e h i m
p i c t o r i a l evidence o f t h i s f a c t (see F i g . 1 , s h o w i n g t h e S p e r r y a u t o m a t i c
p i l o t installed i n the cockpit of the " Frobisher " ) .
Principle of Operation
T h e p r i n c i p l e o f o p e r a t i o n o f t h e g y r o h o r i z o n a n d d i r e c t i o n a l g y r o is
f a m i l i a r t o m o s t p i l o t s . I n t h e f o r m e r case, a g y r o s c o p e s p i n n i n g a b o u t a
v e r t i c a l a x i s is c o n t r o l l e d b y g r a v i t y t h r o u g h a s i m p l e m e c h a n i s m , so t h a t
i t w i l l a t a l l t i m e s r e m a i n t r u l y v e r t i c a l . T h i s reference l i n e is used t o
THE SPERRY GYROPILOT FOR AEROPLANES 3
show pictorially the angular movement of an
aeroplane i n bank a n d p i t c h . The directional
g y r o incorporates a gyroscope spinning a b o u t a
h o r i z o n t a l a x i s , w h i c h is used t o s t a b i l i s e a c o m -
pass c a r d t h a t m a y be set t o c o i n c i d e w i t h t h e
r e a d i n g s o f a m a g n e t i c compass. I t w i l l t h e n
m a i n t a i n t h i s h e a d i n g f o r a considerable p e r i o d
a n d t h r o u g h o u t a l l n o r m a l manoeuvres o f t h e
aeroplane. The indications of b o t h t h e gyro
Fig. 2, - F R O N T VIEW OF T H E
h o r i z o n a n d d i r e c t i o n a l g y r o are a c c u r a t e ,
S P E R R Y HORIZON
a n d t h e i n s t r u m e n t s are d e a d b e a t .
M o s t forms of a u t o m a t i c pilot e m p l o y a mechanical linkage between
t h e g y r o e l e m e n t a n d t h e c o n t r o l v a l v e s w h i c h are used t o o p e r a t e some
f o r m o f servo m o t o r t h a t i n t u r n w i l l o p e r a t e t h e m a i n c o n t r o l s o f t h e
m a c h i n e . I n t h e S p e r r y s y s t e m n o d i r e c t l i n k a g e is e m p l o y e d , t h u s p r e -
v e n t i n g the p o s s i b i l i t y of the sensitive gyro element being disturbed.
A t t a c h e d t o t h e g y r o e l e m e n t are s e m i c i r c u l a r discs so a r r a n g e d t h a t f o r
a n y g i v e n f l y i n g p o s i t i o n t h e f l o w o f a i r f r o m each o f t h e t w o p o r t s , f o r each
a x i s ( y a w , p i t c h , a n d r o l l ) , is e q u a l i s e d (see F i g . 4).
S h o u l d t h e r e b e , h o w e v e r , r e l a t i v e m o v e m e n t b e t w e e n t h e boxes i n
w h i c h t h e g y r o s a r e m o u n t e d , w h i c h a r e r i g i d l y a t t a c h e d t o t h e aero-
c l o s e d b y t h e c u t - o f f disc. T h e t w o p o r t s are a t t a c h e d t o e i t h e r side o f a n
a i r - r e l a y v a l v e , c o n s i s t i n g o f a d i a p h r a g m m o u n t e d i n a n o u t e r casing a n d
h a v i n g a central spindle.
W h e n a i r is d r a w n f r o m one side o f t h e d i a p h r a g m t h r o u g h t h e o p e n
p o r t i n t h e g y r o case, t h e r e d u c t i o n o f pressure o n t h i s side o f t h e d i a -
p h r a g m causes t h e c e n t r a l s p i n d l e t o be p u l l e d o v e r t o o n e side. This
c e n t r a l s p i n d l e is a t t a c h e d t o a b a l a n c e d o i l v a l v e , t o w h i c h o i l u n d e r p r e s -
sure is s u p p l i e d b y a n e n g i n e - d r i v e n p u m p . W h e n , therefore, the air
r e l a y v a l v e s p i n d l e m o v e s o f f c e n t r e , t h e b a l a n c e d o i l - v a l v e s p i n d l e is i n
t u r n m o v e d o f f c e n t r e , a l l o w i n g o i l t o f l o w t o one side o r t h e o t h e r o f a
p i s t o n i n a servo c y l i n d e r w h i c h is d i r e c t l y c o n -
nected i n t o the c o n t r o l system of the aeroplane.
T h u s c o r r e c t i v e c o n t r o l is a p p l i e d , w h i c h w i l l
r e t u r n t h e aeroplane t o a n e u t r a l p o s i t i o n , a n d
so b r i n g t h e c o n t r o l p o r t s i n t o t h e i n s t r u m e n t
case once m o r e i n t o l i n e w i t h t h e d i s c o n t h e
gyro unit.
I n p r a c t i c e i t is n e c e s s a r y t o a r r a n g e t h a t t h e
c o n t r o l p o r t s are r e t u r n e d t o t h e n e u t r a l p o s i t i o n
b e f o r e t h e a e r o p l a n e i t s e l f , so t h a t t h e c o r r e c t i v e
c o n t r o l is t a k e n o f f b e f o r e t h e a e r o p l a n e reaches
neutral position ; this prevents oscillation. F i g ' 3 -— 1 < B 0 N T V 1 E W 0 3 ?
f ' 1 . T H ES P E R R Y DIRECTIONAL
I h u s i t is seen t h a t t h e m a m c o n t r o l s of t h e GYRO
4 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 5

a e r o p l a n e are o p e r a t e d cylinders. This

w i t h o u t a n y load being
applied directly to the
enables h i m t o v a r y •it*;
t h e speed o f c o n t r o l
gyroscopes. applied to make
Since c o n t r o l a b o u t it most suitable
each a x i s c a n be a p p l i e d for the weather
merely b y opening and t h r o u g h w h i c h h e is
closing p o r t s i n r e l a t i o n flying or f o r t h e
to discs which are l o a d being carried.
m o u n t e d on the gyro
element, i t may be Automatic Pilot
easily r e a l i s e d t h a t t h e can be Instantly
h u m a n p i l o t can, b y " Over-controlled "
m o v i n g these c o n t r o l
Apart from the
p o r t s , cause h i s aero-
visual indication of
plane t o m a k e a n y re-
t h e operation of the
quired manoeuvre, to
Sperry pilot, the
climb or dive, bank,
feature which per-
t u r n or flat t u r n , to
haps tends most o f
correct small varia-
all to instil con-
t i o n s o f c o u r s e , or t o
Fig. 4.—INTERIOR O F T H E GYRO ELEMENT fidence in the
alter course.
human pilot is
t h a t w h i c h enables
I n d i c a t i n g Dials and Control Knobs it t o be " over-
F i g . 1 shows t h e i n d i c a t i n g d i a l s a n d t h e c o n t r o l k n o b s o f t h e controlled " at any
S p e r r y g y r o p i l o t , t o g e t h e r w i t h t h e v a c u u m gauge a n d o i l - p r e s s u r e gauge time, without the
w h i c h are i n c o r p o r a t e d . T h e t h r e e t o p k n o b s are a v a i l a b l e t o t h e h u m a n necessity of operat-
p i l o t f o r manoeuvres as described a b o v e . The t w o l e f t - h a n d knobs i n i n g a n y lever, re-
t h e s e c o n d r o w are f o r c a g i n g a n d s e t t i n g t h e d i r e c t i o n a l g y r o a n d f o r lease p i n s , or s a f e t y
c a g i n g t h e g y r o h o r i z o n . T h e r i g h t - h a n d k n o b o f t h i s r o w operates a device. Valves are
c o n t r o l w h i c h is u n i q u e t o t h e S p e r r y p i l o t . T h i s is t h e a l t i t u d e or l e v e l incorporated i n the Fig. — T H E " SCORSBY " AEROPLANE ON WHICH A L L
MATIC P I L O T S A R E T E S T E D F O R S E N S I T I V I T Y
c o n t r o l w h i c h w i l l m a i n t a i n a n a e r o p l a n e a u t o m a t i c a l l y a t a n y desired servo u n i t which
h e i g h t w i t h i n a p p r o x i m a t e l y 50 f t . are set t o open
A n a n e r o i d u n i t w h i c h , i n t h e " o f f " p o s i t i o n o f t h e k n o b , is o p e n t o a t a pressure s l i g h t l y a b o v e t h e o p e r a t i n g pressure o f t h e h y d r a u l i c
a t m o s p h e r e , can be sealed t o a t m o s p h e r e a t a n y desired h e i g h t ; t h u s , a n y system ; thus, t h e h u m a n pilot can, b y a p p l y i n g a force t o the control
change of a l t i t u d e w i l l v a r y the pressure outside t h e a n e r o i d box i n c o l u m n or r u d d e r b a r , s l i g h t l y i n excess o f n o r m a l , o p e n t h e s e v a l v e s a n d
r e l a t i o n t o the pressure inside i t , causing i t t o e x p a n d or c o n t r a c t . A so m a n o e u v r e t h e a e r o p l a n e regardless o f t h e f a c t t h a t t h e a u t o m a t i c p i l o t
simple linkage allows t h i s movement of t h e box to control t h e flow of air to is s t i l l i n o p e r a t i o n .
a n a i r - d r i v e n t u r b i n e , w h i c h is c o n n e c t e d i n t o t h e e l e v a t o r c o n t r o l A s soon as t h e c o n t r o l s are released, t h e a u t o m a t i c p i l o t w i l l once a g a i n
mechanism. T h e s y s t e m is a r r a n g e d t o l i m i t t h e angle o f c l i m b or d i v e , t a k e over a n d operate i n the n o r m a l w a y . The m a i n " o n / o f f " control
w h i c h t h i s c o n t r o l c a n a p p l y t o t h r e e degrees. C o n t i n u o u s c o r r e c t i o n is o f t h e g y r o p i l o t o p e r a t e s one r o b u s t v a l v e i n t h e servo u n i t , w h i c h i n t h e
a p p l i e d f o r s m a l l c h a n g e s i n a l t i t u d e c a u s e d b y change o f t r i m or b y " o f f " p o s i t i o n a l l o w s t h e o i l t o c i r c u l a t e f r e e l y f r o m one side t o t h e o t h e r
v e r t i c a l air currents. o f t h e p i s t o n i n t h e s e r v o u n i t , t h u s o f f e r i n g n o resistance. W i t h the gyro-
T h e u p p e r m o s t set o f t h r e e c o n t r o l k n o b s s h o w n i n F i g . 1 a l l o w s p i l o t " o n , " t h i s v a l v e isolates one side o f t h e servo p i s t o n f r o m t h e o t h e r
t h e h u m a n p i l o t t o a l t e r t h e v o l u m e o f o i l w h i c h can f l o w t o t h e servo so t h a t i t can o n l y b e m o v e d b y i m p u l s e s o f o i l .
 THE SPERRY GYROPILOT FOR AEROPLANES
6 INSTRUMENTS

Fig. 5B.—COMPLETE GYROPILOT UNITS UNDERGOING A " SCORSBY " TEST

Fig. 5 c . — T H E R U D D E R UNIT OF T H E S P E R R Y Fig. 5D.—THE B A N K AND CLIMB UNIT

GYROPILOT WITH L I D REMOVED
Fig. 5 A . — F R O N T A N D B E A R V I E W S OF T H E R U D D E R CONTROL AND B A N K A N D CLIMB UNITS The photographs on this page are b y
courtesy of British A i r w a y s L t d .
{By courtesy of British Airways Ltd.)
Removing the motor of the level flight
mechanism. T h e box containing the
diaphragm can be seen on the side of
the unit.
8 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 9

T h e Gyro Units
Reference t o
F i g . 2 3 wi11
show t h a t the
gyro units of
the Sperry p i l o t
are d i v i d e d i n t o
t w o , the bank
and climb u n i t
a n d the direc-
tional gyro
unit. These
are m o u n t e d i n
the frame
shown i n F i g .
25, a l l con-
nections being
made a u t o m a t i -
c a l l y as the Fig. 8.—THE AEROPLANE, FROM ABOVE, ON A NORTHERLY COURSE

four m o u n t i n g
b o l t s are t i g h t - t h e " m u s c l e , " t h e a i r rela} s a n d o i l v a l v e s are l i k e t h e " n e r v e " s y s t e m
r

ened. I t is a t h a t ties t h e " b r a i n " a n d " m u s c l e " t o g e t h e r i n o r d e r t o o b t a i n a c t i o n

valuable fea- and control. The follow-
ture from the u p s y s t e m is also p a r t o f
Fig. G . — T H E T H R E E R E F E R E N C E LINES F O R ESTABLISHING AUTO- air-line opera- the " nerve" system,
MATIC CONTROL tor's point of carrying information
Directional control (rudder) is applied about axis Z, lateral view that the back to the " b r a i n "
control (ailerons) is applied about axis X , and longitudinal control
(elevators) about axis Y . gyro elements from the " muscle."
c a n be r a p i d l y The action of the follow-
c h a n g e d w h e n t h e y h a v e c o m p l e t e d t h e i r service t i m e w i t h o u t d i s t u r b i n g u p is such t h a t c o n t r o l is
t h e o t h e r u n i t s o f t h e g y r o p i l o t w h i c h are i n c o r p o r a t e d i n t h e m a i n applied i n p r o p o r t i o n to
i n s t a l l a t i o n . A l l sets o f g y r o u n i t s a r e i n t e r c h a n g e a b l e . disturbance and over-
F i g . 5 s h o w s t h e " Scorsby " a e r o p l a n e o n w h i c h a l l a u t o m a t i c c o n t r o l l i n g o f t h e aero-
p i l o t s are t e s t e d f o r s e n s i t i v i t y . I t m o v e s t h e c o n t r o l u n i t s t h r o u g h 15° p l a n e is p r e v e n t e d .
r o l l , p i t c h , a n d y a w t h r o u g h o u t t h e p e r i o d of test.
The gyropilot may be T h e Directional Gyro
likened t o the h u m a n body, The directional gyro
but i t detects smaller de- is a free g y r o s c o p e , i.e.
partures a n d acts on t h e con- free t o m o v e a r o u n d t h r e e
t r o l s w i t h less d e l a y t h r o u g h i t s axes. A c o m p a s s c a r d
"brain," "nerve," and is a t t a c h e d t o i t . T h e
" m u s c u l a r " s y s t e m s t h a n does h u m a n p i l o t c a n engage
the h u m a n body. the directional gyro w i t h
7 r p T <Ti
h e c o. n. t. r o l g, y r o s are l i k e a c a g i n g k n o b , a n d set
Fig. 7 . — T H E D I R E C T I O N A L GYRO ROTATES W I T H ,
ITS A X L E HORIZONTAL the bram — t h e servo unit i t t o t h e s a m e course as
 10 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 11

Fig. 1 2 . — T H E GYRO MAINTAINS ITS POSITION AND T H E MINIATURE A E R O P L A N E INDICATES A

GLIDE
t h e m a g n e t i c c o m p a s s . T h e d i r e c t i o n a l g y r o m u s t be p e r i o d i c a l l y c o m -
p a r e d w i t h t h e m a g n e t i c compass a n d reset i f necessary. T h e d i r e c t i o n a l
g y r o r o t a t e s w i t h i t s a x l e h o r i z o n t a l as s h o w n i n F i g . 7 ( X - X ) .
1
is a t r i g h t angles t o t h e a i r f o r c e , is c a l l e d " p r e c e s s i o n , " a n d is
I n F i g . 8, l o o k i n g a t t h e a e r o p l a n e f r o m a b o v e , t h e d i r e c t i o n a l g y r o c h a r a c t e r i s t i c o f a l l gyroscopes.
is set t o n o r t h a n d t h e a e r o p l a n e is f l y i n g n o r t h . I f t h e aeroplane t u r n s T h e r a t e a t w h i c h t h e g y r o processes i n response t o t h e a c t i o n o f t h e
l e f t t o a p o s i t i o n as s h o w n i n F i g . 9, t h e g y r o m a i n t a i n s i t s p o s i t i o n a n d t h e p e n d u l o u s v a n e s is so slow t h a t t h e processional f o r c e s c r e a t e d b y t h e
c a r d reads 315°, a c h a n g e i n course o f 45° w e s t . s w i n g i n g o f t h e v a n e s i n r o u g h a i r cancel one a n o t h e r before t h e y h a v e
Since t h e g y r o w i t h i t s c a r d r e m a i n s f i x e d i n a z i m u t h ( e x c e p t f o r creep, t i m e t o d i s p l a c e t h e g y r o . T h u s , t h e b a n k a n d c l i m b g y r o establishes
w h i c h s h o u l d n o t a v e r a g e m o r e t h a n 3° i n 15 m i n u t e s ' t i m e ) , a n d n e i t h e r a r e l i a b l e a n d s t a b l e v e r t i c a l w h i c h c a n safely be u s e d as a reference f o r
swings nor oscillates like a magnetic compass, t h e i n s t r u m e n t provides a longitudinal a n d lateral control.
dead-beat steering i n d i c a t o r a n d d i r e c t i o n a l c o n t r o l reference. I n F i g . 12 t h e g y r o m a i n t a i n s i t s p o s i t i o n a n d t h e r e f o r e i n d i c a t e s t h e
T h e d i r e c t i o n a l g y r o f o r m s one u n i t i n t h e " b r a i n " o f t h e g y r o p i l o t . m o v e m e n t o f t h e a e r o p l a n e i n a g l i d e . I n F i g . 13 t h e g y r o i n d i c a t e s i n
degrees t h e m o v e m e n t i n a b a n k .
B a n k and Climb Gyro ( G y r o - H o r i z o n ) T h e m i n i a t u r e p l a n e o f t h e b a n k a n d c l i m b g y r o is m a d e t o s i m u l a t e
T h e b a n k a n d c l i m b g y r o r o t a t e s w i t h i t s a x l e v e r t i c a l , as s h o w n i n the aeroplane. T h e d i a l i n d i c a t e s b a n k i n degrees a n d t h e b a r s i m u l a t e s
F i g . 10 ( Y - Y ) .
1 This gyro must absolutely maintain its position. Four the natural horizon. T h e b a n k a n d c l i m b g y r o is t h e second o f t h e t w o
p e n d u l o u s vanes (one o f w h i c h is s h o w n a t A i n F i g . 11) a r e a d d e d t o t h e
u n d e r s i d e o f t h e g y r o h o u s i n g . N o r m a l l y each one o f these vanes p a r t i -
a l l y covers one o f t h e f o u r a i r p o r t s , B , t h a t e x h a u s t t h e a i r f r o m t h e
t u r b i n e g y r o c o m p a r t m e n t , as
shown at the left. W h e n the
g y r o diverges f r o m i t s u p r i g h t
p o s i t i o n , as s h o w n a t t h e r i g h t ,
g r a v i t y holds t h e v a n e s v e r t i c a l
a n d one v a n e closes one p o r t
a n d the opposite vane com-
p l e t e ^ opens i t s p o r t . The
force of the air c o m i n g f r o m
t h i s open p o r t w i l l move the
g y r o , i n the d i r e c t i o n C back
to its normal position. The Fig. 1 1 . — A SIMPLE A R R A N G E M E N T OF AIR PORTS
AND PENDULOUS VANES K E E P S T H E BANK AND
c o r r e c t i v e m o v e m e n t C, w h i c h
CLIMB GYRO UPRICHT
 THE SPERRY GYROPILOT FOR AEROPLANES 13
12 INSTRUMENTS
the a i r relay-operated
main units
oil valve, w h i c h t r a n s -
that form t h e EXHAUST
m i t s o i l t o t h e servo
" brain " of the
piston t o move t h e
gyropilot.
ailerons i n t h e c o r r e c t
T h e changes
direction t o b r i n g the
in attitude aeroplane horizontal.
w h i c h are v i s u - The operation is r e -
ally indicated versed i f t h e a e r o p l a n e
to the human takes t h e opposite
pilot on t h e direction.
Fig. 1 4 . — T H E AIR F I C K - O T F S , ADDED TO T H E BANK AND CLIMB OYRO, dials o ft h e
Fig. 16 s h o w s t h e
ARE NEUTRAL WHEN T H E AEROPLANE IS IN LEVEL FLIGHT gyropilot CaUSC
gyro a n d t h e aileron
the controls for
air pick-offs placed i n
a u t o m a t i c f l y i n g t o b e a c t u a t e d t h r o u g h a S3'stem o f a i r p i c k - o f f s . T h e
a b o x . A i r is d r a w n
a i r p i c k - o f f s f o r m t h e f i r s t stage o f t h e " n e r v e " s y s t e m .
into the b o t t o m o f the
A r o u n d t h e g y r o s are t h e a i r p i c k - o f f s ( X - X ) , a s s h o w n i n F i g . 14.
1
box b y t h e suction
(Note.—There a r e t h r e e sets o f a i r p i c k - o f f s — t w o c o n n e c t e d w i t h t h e b a n k pump M , a n d directed
a n d c l i m b g y r o f o r l a t e r a l a n d l o n g i t u d i n a l c o n t r o l , a n d one w i t h t h e to the gyro t o spin i t .
directional gyro for directional control.) T o illustrate the action o f the FROM AIR RELAY
A i r is also d r a w n i n
g y r o p i l o t , o n l y t h e a i l e r o n c o n t r o l w i l l be used. (The rudder and elevator from t h e a i r relay
Fig. 1G.—"BRAIN"

c o n t r o l s are o p e r a t e d i n a s i m i l a r m a n n e r . ) The gyro is plaeed in a box with its air pick-offs.

(through ports D and
Note.—In a c t u a l p r a c t i c e t h e a i r p i c k - o f f consists o f a disc a t t a c h e d D 1 w h e n t h e aeroplane
t o t h e g y r o e l e m e n t , w i t h k n i f e edges w h i c h i n t e r c e p t t h e a i r f l o w a t t w o is level) b y t h e s u c t i o n
nozzles o n t h e s u p p o r t i n g f r a m e . I n order t o s i m p l i f y the d r a w i n g s , p u m p , a n d exhausted EXHAUST
h o w e v e r , t h e discs a n d nozzles h a v e been o m i t t e d a n d t h e a i r p i c k - o f f at the t o p . W i t h the
s y s t e m is s h o w n i n a d i a g r a m m a t i c m a n n e r . aeroplane i n t h e p o s i -
I n F i g . 14 t h e a t t i t u d e o f t h e a e r o p l a n e l a t e r a l l y is n o r m a l . I n t h e a i r t i o n as s h o w n i n F i g .
pick-off ( X - X ) are t w o ports ( D - D ) . I n this p o s i t i o n , air f r o m t h e a i r
1 1 15, t h e b o x i s t i l t e d
r e l a y s ( t o b e e x p l a i n e d l a t e r ) f l o w s e q u a l l y t h r o u g h t h e p o r t s as i n d i c a t e d and a i r is drawn
by the arrows ( D - D ) . 1 through p o r t D only,
W h e n t h e a e r o p l a n e deviates f r o m l e v e l f l i g h t l a t e r a l l y , as e x a g g e r a t e d as s h o w n i n F i g . 17,
i n F i g . 15, t h e p o r t D b e i n g closed.
1

air pick-offs,
The " nerve sys-
which form a n
tem," consisting o f the
integral p a r t o f
air r e l a y B a n d t h e
the aeroplane,
b a l a n c e d o i l v a l v e G , is
take u p t h e
s h o w n i n F i g . 18. E is
position as
the diaphragm and F
shown. Port
and K are t w o inlet
D 1 is s h u t o f f
p o r t s , w h i c h are s m a l l e r
a n d p o r t D is FROM AIR RELAY
t h a n the exhaust open-
opened. A i r
ings t o t h e a i r p i c k - o f f s Fig. 1 7 . — W H E N T H E A E R O P L A N E BANKS, AS SHOWN I N
therefore flows F I G . 15, T H E GYRO MAINTAINS I T S POSITION A N D T H E B O X
at t h e b o t t o m o f t h e
Fig. 1 3 . — I N A B A N K ( E X A G G E R A T E D F O B E X P L A N A T I O N P U R P O S E S ) t h r o u g h l)Ort D TILTS, A I R B E I N G DRAWN FROM T H E AIR R E L A Y THROUGH
THE AIR PICK-OFFS A R E ACTUATED, PUTTING T H E SYSTEM IN J if J. relay. T H E O P E N PORT, D
OPERATION TO R E T U R N T H E A E R O P L A N E TO L E V E L FLIGHT and actuates
 14 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 15

permitted to flow
to the servo
cylinder.
I f the aeroplane
changes attitude
I V 1

laterally, one o f t h o
ports ( D - D ) o f t h e
1

air p i c k - o ff is Fig. 20.—" MUSCLE "

opened f u l l y and The oil moves the servo unit piston which is connected
the other closed. to one of tho three control cables.
This causes one
side o f t h e d i a p h r a g m i n t h e a i r r e l a y t o receive i n c r e a s e d s u c t i o n , w h i l e
t h e s u c t i o n o n t h e o t h e r side f a l l s off. F i g . 19 s h o w s t h e o p e r a t i o n o f t h e
n e r v e s y s t e m w h e n t h e r e is s u c t i o n a t D . 1

The a c t i o n of the d i a p h r a g m E moves the balanced o i l valve to t h e left,

p e r m i t t i n g o i l t o f l o w t o t h e s e r v o u n i t t h r o u g h p i p e 2. O i l f r o m t h e
Fig. 18.—" NERVE " o t h e r side o f t h e p i s t o n r e t u r n s t h r o u g h p i p e 3 a n d f l o w s b a c k t o t h e s u m p
With the aeroplane level, as in F i g . 1 4 , the " n e r v e system " is neutral, and no corrective t h r o u g h p i p e 4.
action takes place.
T h e " m u s c u l a r s y s t e m " consists o f t h r e e h y d r a u l i c servo c y l i n d e r s ,
one o f w h i c h is s h o w n i n F i g . 20. O i l enters one e n d o f t h e c y l i n d e r a n d
G is t h e b a l a n c e d o i l v a l v e , w h i c h is c o n n e c t e d t o t h e a i r r e l a y b y t h e
moves t h e p i s t o n , a n e q u a l a m o u n t o f o i l b e i n g e x h a u s t e d f r o m t h e o t h e r
piston rod W . I n E i g . 18 t h e s y s t e m is n e u t r a l , t h e a e r o p l a n e b e i n g l e v e l ,
side o f t h e p i s t o n a n d r e t u r n e d t o t h e s u m p . T h e p i s t o n r o d ( V - V ) is 1

as i n F i g . 14. T h e r e f o r e , a i r is b e i n g d r a w n e q u a l l y f r o m t h e e x h a u s t
c o n n e c t e d t o one set o f t h e c o n t r o l cables o f t h e a e r o p l a n e .
ports and e n t e r i n g t h r o u g h ports F a n d K , m a i n t a i n i n g equal suction on
W h e n t h e h u m a n p i l o t is f l y i n g t h e a e r o p l a n e m a n u a l l y , t h e v a l v e R ,
b o t h sides o f t h e d i a p h r a g m . T h e r e f o r e , t h e r e is n o d e f l e c t i o n o f t h e
F i g . 21, is o p e n e d , o i l flows t h r o u g h t h e b y - p a s s t u b e , a n d t h e c o n t r o l s c a n
d i a p h r a g m E , t h e o i l - v a l v e p i s t o n is i n t h e p o s i t i o n s h o w n , a n d n o o i l is
be m o v e d f r e e l y .

The Three Systems Combined

T h e t h r e e s y s t e m s h a v i n g b e e n e x p l a i n e d s e p a r a t e l y , F i g . 22 s h o w s
them combined. 0 is t h e s u c t i o n r e g u l a t o r w h i c h keeps t h e v a c u u m a t
4 i n . H g , regardless o f t h e speed o f t h e s u c t i o n p u m p , w h i c h v a r i e s w i t h
the speed o f t h e m o t o r . T h e o i l s u m p , N , carries t h e reserve o i l . Q is a
v a l v e w h i c h r e g u l a t e s t h e o i l pressure f r o m t h e p u m p a n d p e r m i t s i t t o
circulate t h r o u g h the sump whenever the balanced o i l valve cuts off
c i r c u l a t i o n t o t h e servo u n i t . T h e servo r e h e f v a l v e s , one o f w h i c h is
W
shown at P, p e r m i t
the human pilot to
overpower t h e g y r o -
V
p i l o t w h e n t h e sys-
t e m is i n o p e r a t i o n .
The speed-control
valves (Z), regulate
t h e speed o f oil
Fig. 2 1 . — F O R T A K E - O F F S A N D L A N D I N G S , T H E B Y ' - P A S S V A L V E R
Fig. 1 9 . — W H E N T H E AEROPLANE CHANCES ATTITUDE LATERALLY, T H E " N E R V E SYSTEM
IS O P E N E D , P E R M I T T I N G T H E O I L TO C I R C U L A T E AROUND T H E
f l o w t o t h e s e r vo
IS E N E R G I S E D , P E R M I T T I N G O I L TO F L O W TO T H E S E R V O U N I T
TISTON I N E I T H E R DIRECTION pistons.
16 INSTRUMENTS THE SPERRY GYROPILOT EOR AEROPLANES 17

T h e s e v a l v e s t h e r e f o r e c o n t r o l t h e speed w i t h w h i c h t h e g y r o p i l o t
operates t h e controls.
T h e f i n a l p a r t o f t h e " n e r v e s y s t e m " has b e e n a d d e d i n E i g . 2 2 — t h e
follow-up system. I t m u s t be remembered, i n c o n t r o l l i n g a n aeroplane,
t h a t i t is n o t o n l y necessary t o a p p l y c o n t r o l t o b r i n g t h e a e r o p l a n e b a c k
t o l e v e l w h e n i t has b e e n d i s t u r b e d , b u t also t o b e g i n t o r e m o v e t h e a p p l i e d
c o n t r o l as t h e a e r o p l a n e . i s r e t u r n i n g t o l e v e l , so t h a t t h e c o n t r o l s u r f a c e
w i l l be b a c k i n n e u t r a l w h e n t h e d i s t u r b a n c e h a s b e e n f u l l y c o r r e c t e d .
A f u r t h e r r e q u i r e m e n t is t h a t t h e a m o u n t o f c o n t r o l a p p l i e d be i n p r o p o r -
t i o n t o t h e displacement of t h e aeroplane. A l l t h i s is necessary t o b o t h
m a n u a l a n d a u t o m a t i c c o n t r o l , a n d i n t h e l a t t e r is h a n d l e d b y t h e f o l l o w -
up. T h e a i r pick-offs X - X , are n o t fixed r i g i d l y t o t h e gyro b o x a n d t h e
1

a e r o p l a n e , b u t i n s t e a d c a n be m o v e d i n r e l a t i o n t o t h e m b y t h e f o l l o w - u p
mechanism.
A cable is c o n n e c t e d t o t h e s e r v o p i s t o n r o d a t U , a n d r u n s t o t h e f o l -
low-up pulley S on the gyro box. T h e p u l l e y c o n t r o l s a gear T , w h i c h is
c o n n e c t e d t o a gear o n t h e a i r p i c k - o f f s X - X w h i c h are c o m m o n l y c o n -
1

nected. W h e n t h e p i s t o n V - V moves t o t h e l e f t , t h e follow-up cable a t

1

U m o v e s l i k e w i s e a n d gear T , t h r o u g h t h e a c t i o n o f p u l l e y S, m o v e s X
down a n d X u p . W h e n t h e y reach a n e u t r a l position (both h a l f open),
1

the air r e l a y a n d o i l v a l v e are centred and servo p i s t o n m o v e m e n t a w a y

f r o m n e u t r a l is s t o p p e d .
N o w c o n s i d e r t h a t t h e c o n t r o l surface m o v e m e n t w h i c h t h e s e r v o h a s
been p r o d u c i n g has b e e n b r i n g i n g t h e a e r o p l a n e b a c k t o l e v e l f l i g h t . As
the aeroplane continues i n t o w a r d s level, t h e a i r pick-offs, w h i c h have
been d r i v e n a h e a d o f t h e g y r o b o x , pass b e y o n d t h e n e u t r a l p o i n t a n d
begin- t o cause servo m o v e m e n t i n t h e o p p o s i t e d i r e c t i o n . T h i s is n o t
o p p o s i t e c o n t r o l , b u t is t h e r e m o v a l o f t h e c o n t r o l o r i g i n a l l y a p p l i e d .
T h e m e c h a n i s m a n d i t s r a t i o s a r e so a r r a n g e d t h a t t h e c o r r e c t a m o u n t o f
c o n t r o l w i l l b e a p p l i e d a n d also r e m o v e d a t t h e p r o p e r r a t e as t h e a e r o -
plane r e t u r n s t o level.

DESCRIPTION OF T H E GYROPILOT EQUIPMENT

T h e c o m p l e t e g y r o p i l o t f o r a n aeroplane consists o f several i t e m s o f
equipment, some of w h i c h v a r y according t o t h e requirements o f various
aeroplanes o r i n s t a l l a t i o n s . A g e n e r a l d e s c r i p t i o n o f e a c h u n i t a n d i t s
purposes f o l l o w s .

Directional G y r o Control U n i t
T h i s u n i t c o n t a i n s t h e d i r e c t i o n a l g y r o , w h i c h is t h e d i r e c t i o n a l r e f e r -
ence f o r b o t h m a n u a l a n d a u t o m a t i c s t e e r i n g c o n t r o l . I t also c o n t a i n s a
ball b a n k indicator, air pick-offs, a n d a means for setting t h e g y r o p i l o t
t o steer a n y s e l e c t e d h e a d i n g . I t is a s s u m e d t h a t persons w h o w i l l use
the g y r o p i l o t are already f a m i l i a r w i t h t h e o p e r a t i n g principles a n d f u n c -
tioning of t h e directional gyro.
B.2.
18 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 19

Vacuum Follow-up
Gauge Pulley
Discs

Rudder Lighting
Knob Circuit
Contacts
Follow-up Air Relays
Card

Main
Directional Vacuum
Gyro C a r d Connection

Hall B a n k
Indicator Air Relay
Connections
tor R u d d e r T r a c k s tor
Directional Control Control
Gyro Caging Uuits
and Setting
Knob Air Relay
Control U n i t Connections
Attaching for Elevator
Dolts Control
Hank and
Climb Gyro Fig. 25.—THE MOUNTING UNIT
Caging
Knob T h i s is s u p p o r t e d o n s h o c k - a b s o r b e r m o u n t i n g s a t t h e b a c k o f t h e i n s t r u m e n t p a n e l , a n d
is p r o v i d e d w i t h t r a c k s u p o n w h i c h t h e c o n t r o l u n i t s s l i d e i n t o p l a c e .

Fig. 2 3 . — C O N T R O L UNITS, FRONT

s t a l l e d as p a r t o f t h e i n s t r u m e n t p a n e l . The directional gyro control u n i t ,
T h e d i a l s p r o v i d e c o n t i n u o u s v i s u a l i n d i c a t i o n s of t h e c o u r s e a n d a t t i t u d e o f t h o a e r o -
p l a n e w h e t h e r i t i s flying by a u t o m a t i c o r b y m a n u a l c o n t r o l .
f r o n t a n d r e a r , is s h o w n i n F i g s . 23 a n d 24.

B a n k and C l i m b Gyro Control U n i t

I n o r d e r t o h a v e a u t o m a t i c c o n t r o l t o a selected h e a d i n g , i t is necessary
T h i s u n i t c o n t a i n s t h e v e r t i c a l a x i s g y r o , w h i c h is used f o r l a t e r a l a n d
t h a t t h e a i r p i c k - o f f s be n e u t r a l w h e n t h e a e r o p l a n e is h e a d e d , so as t o
longitudinal a t t i t u d e indication a n d control. I t also c o n t a i n s t h e a i r p i c k -
show the selected reading on t h e d i r e c t i o n a l g y r o . T h e u p p e r , or f o l l o w -
offs f o r t h e s e t w o c o n t r o l s , t o g e t h e r w i t h m e a n s f o r m a k i n g m a n u a l
u p , c a r d is a t t a c h e d d i r e c t l y t o t h e p i c k - o f f s w h i c h a r e a t n e u t r a l w h e n t h e
adjustments a n d the level flight control. The indications of the c l i m b a n d
readings of t h e f o l l o w - u p a n d t h e d i r e c t i o n a l g y r o cards coincide. Posi-
b a n k u n i t a r e s i m i l a r t o t h e g y r o - h o r i z o n , a n d a r e u s e d i n t h e same m a n n e r
t i o n o f t h e f o l l o w - u p c a r d is c o n t r o l l e d b y means o f t h e rudder k n o b a t t h e
for manual control. T h e aileron k n o b a l l o w s o n e set o f a i r p i c k - o f f s t o be
top. The directional gyro control u n i t , together w i t h the bank a n d c l i m b
g y r o c o n t r o l u n i t , is c a r r i e d i n t h e m o u n t i n g u n i t s , a n d t h e w h o l e is i n - set f o r t h e d e s i r e d l a t e r a l a t t i t u d e a n d t h e elevator k n o b c o n t r o l s t h e s e t -
t i n g of t h e o t h e r pick-offs for l o n g i t u d i n a l c o n t r o l . F o l l o w - u p indices show
t h e l a t e r a l a n d l o n g i t u d i n a l s e t t i n g s w h i c h are m a d e . T h e level flight c o n -
Connections
to F o l l o w - u p t r o l k n o b a l l o w s t h e g y r o p i l o t t o be set t o h o l d c o n s t a n t a l t i t u d e . T h i s
Pulleys
control makes small shifts i n l o n g i t u d i n a l c o n t r o l t o compensate f o r a l t i -
Air Relay t u d e c h a n g e s w h e n i t is set t o h o l d l e v e l flight. T h e b a n k a n d c l i m b g y r o
Connections c o n t r o l u n i t is m o u n t e d a d j a c e n t t o t h e d i r e c t i o n a l g y r o c o n t r o l u n i t i n
for A i l e r o n
Control the m o u n t i n g u n i t . The bank a n d climb gyro control unit, front a n d rear,
Air Relay is s h o w n i n F i g s . 23 a n d 24.
Connections
fop E l e v a t o r
Control Mounting U n i t
Main
T h e m o u n t i n g u n i t consists o f a f r a m e t o w h i c h a i r r e l a y s , b a l a n c e d o i l
Vacuum v a l v e s , f o l l o w - u p p u l l e y s , e x h a u s t a n d d r a i n o i l m a n i f o l d s are a t t a c h e d .
Connection
T h e m o u n t i n g u n i t is t h e s u p p o r t f o r t h e d i r e c t i o n a l a n d b a n k a n d c l i m b
Fig. 2 4 . — C O N T R O L UNITS, REAR g y r o c o n t r o l u n i t s , w h i c h are s l i d i n t o place o n t r a c k s a n d h e l d f a s t b y f o u r
S h o w i n g connections w h i c h engage w i t h those o n t h e m o u n t i n g unit. bolts visible a t the f r o n t o f t h e u n i t . The m o u n t i n g unit and control
20 INSTRUMENTS
THE SPERRY GYROPILOT FOR AEROPLANES 21
[ H mia
f I t

*VMX* M1M« IL, • .lu.

r, V

JSVj/. 2 7 . — T H E SPEED VALVES PER-

MIT EACH CONTROL TO BE AD-

Fig. 2 6 . — T H E VACUUM JUSTED TO OPERATE TO TlfE BEST Fig. 28.—PRESSURE

RELIEF VALVE ADVANTAGE GAUGE

units are so arranged t h a t a l l electrical, mechanical, and air connections

are established when the control units are bolted i n place. The three air
relays are fixed to their respective balanced o i l valves, which are on the
outside of the mounting u n i t . The follow-up pulleys to which the follow-
up cables are attached are provided w i t h clutches which carry their
motion i n t o the control units. The exhaust a n d drain manifolds on the
under side are piped to the three balanced o i l valves, and serve to collect
the exhaust and drain oil f r o m the valves. F i g . 25 shows the f r o n t of the Fig. 29.—OIL-PRESSURE REGULATOR Fig. 30.—OIL FILTER Fig. 3 1 . — A I R RELAY

mounting unit. Oil-pressure Regulator

The pressure regulator is a spring-loaded, piston-type, regulating
Vacuum Relief Valve valve which can be set to the correct operating pressure for any particular
Regulation of vacuum to the amount best suited to gyropilot operation aeroplane. This valve is free from chatter, w i t h consequent smoothness
is secured t h r o u g h the use of a vacuum relief valve. Since a vacuum of regulation and freedom f r o m noise i n the hydraulic system.
pump is provided which w i l l provide proper v a c u u m at 1,000 engine r.p.m.
Oil Filter
and at cruising r.p.m. at h i g h altitude, i t is necessary to spill the excess
capacity when operating under more favourable conditions of engine This u n i t provides a means of maintaining a flow of clean o i l through
speed or altitude. The v a c u u m relief valve performs this f u n c t i o n and the h y d r a u l i c system. The filter element can be w i t h d r a w n for cleaning
holds the vacuum w i t h i n desired operating l i m i t s . w i t h o u t the necessity of disconnecting any p i p i n g or fittings.
Drain Trap
Speed Valves The d r a i n trap is used on installations where g r a v i t y drainage of the
The speed valves serve t o distribute the m a i n oil supply under pressure balanced oil valves is n o t possible. The d r a i n t r a p contains a float which
to the three controls (to the balanced oil valves), and allow for setting the operates a valve connecting the trap t o
rate of flow of oil to the various controls. The rate of oil flow t o a control the suction side of the o i l pump when
governs the speed w i t h w h i c h the control is applied. sufficient oil has collected i n the trap to l i f t
the float. Before a l l o i l is sucked out of
Oil-pressure Gauge the t r a p , the float lowers and closes the
This gauge indicates the pressure at w h i c h oil is being supplied to the valve, thus preventing air from entering
gyropilot. Desired operating pressure varies w i t h different types of the p u m p lines.
aeroplanes. Servo Unit
The servo u n i t consists of three
Sump
cylinders cast en bloc w i t h pistons which
This u n i t is the oil reservoir for the g y r o p i l o t hydraulic system. I t are at the centre when the aeroplane
contains a sight gauge by which the amount of oil i n the sump may be control surfaces are centred. The servo
ascertained. pistons are connected directly to the main Fig. 3 2 . — D R A I N TRAP
22 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 23

Fig. 3 3 . — T H E SERVO UNIT
control cables of the aeroplane. Oil pressure can be applied to either
side of each piston t o produce control application i n the desired direc-
t i o n . A manually operated on-off valve, w h i c h is connected t o a lever
accessible to the pilot, by-passes the servo f r o m one side of the piston to
the other when manual control is desired. Spring-loaded servo relief valves
are also b u i l t into the servo u n i t , allowing the human pilot t o overpower
the g y r o p i l o t by applying increased force to the controls and thereby blow-
ing the relief valves.
Servo Oil
Servo o i l is a specially developed oil w h i c h is free from a l l ingredients
t h a t m i g h t have an injurious effect upon t h e piston. I t w i l l n o t congeal
at very low temperatures, thus allowing free operation of the gyropilot
under a l l conditions. The o i l should be purchased from Sperry, or strictly
in accordance w i t h Sperry specifications. N o other k i n d of o i l should be
used.
USING T H E G Y R O P I L O T
Before attempting to use the gyropilot, the operator should be familiar
w i t h its principles of operation and the relation of its component parts as
explained previously.
Ground Check
Prior t o take-off the gyropilot should be given a ground check by the
mechanic responsible for releasing the aeroplane as ready for service,
using t h e following procedure :
(1) Check for Air in Servos.—Before starting engines set the aeroplane
controls approximately n e u t r a l and set g y r o p i l o t engaging lever " on."
A p p l y l i g h t pressure each w a y to each control. Controls should act as
though locked. I f there is a resilient action, i t is an indication of air i n
the servo cylinder, which should be worked out during the engine r u n - u p
by w o r k i n g controls back and forth w i t h the gyropilot off. W h i l e w o r k -
ing out air, hold each control at each extreme position for about 30
seconds,to allow t i m e for air to be carried f r o m the servo to the sump t a n k .
Do n o t mistake springing of the control cable system w i t h t h e resilient
action of air in a servo cylinder.
(2) Check Vacuum.—Should not be less t h a n 3 i n . of mercury at
1,000 r . p . m . or more t h a n 5 i n . of mercury w i t h engines at m a x i m u m
ground r . p . m .
(3) Check Oil Pressure.—Close speed control valves when checking oil
pressure. Should be w i t h i n 10 l b . of recommended operating pressure
for the aeroplane.
(4) Uncage Bank and Climb Gyro.—If aeroplane is not level, gyro
should move slowly towards correct indication of the a t t i t u d e of the
aeroplane on the ground when uncaged.
(5) Set and Uncage Directional Gyro.
(6) Open Speed-control Valves.—A control w i l l not operate unless its
speed-control valve is open.
(7) Set Level Control " Off:'
(8) Set Follow-up Indices to match gyro indications, using the rudder,
aileron, and elevator knobs when m a n u a l controls are approximately
neutral.
(9) Engage Gyropilot.
(10) Test Operation of Gyropilot by t u r n i n g rudder, aileron, and elevator
knobs, noting t h a t controls move both ways, i n the correct direction, and
at approximately equal speed each way. ( " U p " elevator w i l l probably
be slower than " down " elevator, due to the weight of the surface.) Slow
aileron or rudder one w a y and fast action t h e opposite w a y , or control i n
one direction only, is indicative of maladjustment, which should be cor-
rected i n accordance w i t h service instruments on trouble finding. After
displacement, a control should come to rest immediately, and n o t oscillate
or " h u n t . "
As soon as the mechanic or pilot has become familiar w i t h the above
routine, he w i l l be able t o make a complete ground check i n t w o to three
minutes during the r u n - u p of engines. A gyropilot which does not check
out properly on the ground cannot be expected to perform satisfactorily
i n the air, and therefore any malfunctioning of the apparatus should be
corrected before any a t t e m p t is made to use i t .
Engaging the Gyropilot in Flight
Several details should be checked or performed prior t o engaging the
g y r o p i l o t . These are listed for convenience of the p i l o t . F a m i l i a r i t y
w i t h the gyropilot w i l l soon reduce this procedure to a simple routine.
(1) Check Vacuum.—Desired vacuum is 4 i n . of mercury. I t should
not be less t h a n 3 i n . or more t h a n 5 i n .
(2) Check Oil Pressure.—Should be w i t h i n 10 lb. of recommended
operating pressure for the aeroplane.
24 INSTRUMENTS
(3) Open Speed, Valves.—A closed speed valve locks i t s control i n
position when the gyropilot is "on." I t is therefore i m p o r t a n t t h a t the
valves be open prior t o engaging the gyropilot.
(4) Set Level Control to " Off."
(5) Chech Directional Gyro Setting and be sure both Gyros are Uncaged.
(6) Trim the Aeroplane for " hands-off " Condition.
(7) Set Follow-up Indices to Coincide with Gyro Indications.—Rudder
follow-up card should m a t c h directional gyro, bank index should match
m a r k a t t o p of bank and climb gyro dial, and chrab index should match
m a r k a t r i g h t end of t h e m i n i a t u r e aeroplane bar.
(8) Engage Gyropilot Slowly.—By holding on t o the controls as the
gyropilot is engaged, t h e p i l o t can feel when t h e gyropilot is t a k i n g over
and f u n c t i o n i n g properly.
Speed-control Valve Setting
W h e n the gyropilot is engaged there m a y be an oscillation of one or
more of t h e controls w i t h t h e speed-control valves wide open. The valve
corresponding to the oscillating control should be slowly t u r n e d towards
closed position u n t i l the oscillation ceases. A valve should n o t be com-
pletely closed, as this stops o i l flow to t h e servo and locks t h e control.
After t h e speed valve has been closed enough t o stop oscillation i n a con-
t r o l , t h e setting knob for t h a t control should be moved back a n d f o r t h a
small amount, to be sure t h a t control operation has not been stopped by
closing t h e speed valve too far. Speed-valve settings should n o t have to
be changed unless i t is desired materially t o increase the speed of control
i n rough air. The numbers on the valve dials represent turns of t h e valve,
and m a y be used as a reference for b r i n g i n g t h e valve back t o a desired
setting. W h e n there is no oscillation present, speed-control valves should
be left wide open, unless reduced speed of control is desired.
Directional Control
D i r e c t i o n a l control i n t h e gyropilot is based on the directional gyro,
w h i c h m u s t be set w i t h t h e magnetic compass and rechecked a t periodic
intervals. The average d r i f t of a directional gyro should n o t be more t h a n
3° h i 15 minutes. A d r i f t of 5° i n 15 minutes is permissible on one head-
ing, p r o v i d i n g the average on the four cardinal headings does n o t exceed
the 3° i n 15 minutes. Since the gyropilot controls to a set heading on the
directional gyro, the d r i f t w i l l cause a corresponding change i n the
magnetic heading of the aeroplane. W h e n t h e aeroplane is o n l y 2° or 3°
off t h e desired heading b y magnetic compass, a small adjustment of the
rudder knob w i l l suffice t o correct the heading.
W h e n there is an appreciable difference i n reading between t h e com-
pass a n d directional gyro, t h e gyropilot should be disengaged for a moment
while t h e directional gyro is being reset. A n alternative m e t h o d is to
leave t h e gyropilot engaged, close the rudder-speed valve for a few
T H E SPERRY GYROPILOT FOR AEROPLANES 25
moments (which locks t h e rudder at centre), while the directional gyro
a n d follow-up are being reset. Rudder control is restored when the
speed valve is reopened.
Lateral Control
L a t e r a l control i n t h e gyropilot is t a k e n f r o m the bank a n d chmb gyro.
The aileron knob can be set for either level flight or t o a n y angle of bank
u p t o 30° for use i n a t u r n where the toning is controlled b y continued
m a n u a l operation of t h e rudder knob.
Longitudinal Control
Basic longitudinal control is t a k e n f r o m the bank a n d chmb gyro.
The desired l o n g i t u d i n a l a t t i t u d e is set b y means of t h e elevator knob.
Use of the level knob permits automatic control of altitude. W h e n the
level knob is i n the off position, control is purely to an a t t i t u d e w h i c h
is controlled by the elevator knob. To use the level control u p o n reaching
t h e a l t i t u d e at w h i c h i t is desired to fly, (1) t u r n the g y r o p i l o t off as soon
as t h e aeroplane is levelled off and see t h e level knob is also t u r n e d to off;
(2) m a i n t a i n the aeroplane i n level flight, a n d ton the level knob to level
w i t h the gyropilot remaining disengaged ; (3) when displacement of eleva-
t o r follow-up index pointer has ceased, resynchronise t h i s pointer w i t h
m i n i a t u r e aeroplane bar b y means of elevator knob ; (4) re-engage
gyropilot.
W i t h the level control i n operation, t h e aeroplane w i l l be auto-
m a t i c a l l y maintained at a practically constant pressure a l t i t u d e , w i t h i n
n o r m a l operating l i m i t s . The level control should always be t u r n e d t o
off position before disengaging the gyropilot. I f a l t i t u d e changes,
under manual control, are made w i t h t h e level on, the diaphragm of the
mechanism may be r u p t u r e d or given a permanent set.
Manoeuvres
Outside of straight flight, which m a y be either level or chmbing or
descending, the only manoeuvres t h a t i t should be necessary t o perform
w i t h a gyropilot are t u r n s and spirals. Course changes of a few degrees
m a y be made as flat tons, h i which case i t is only necessary t o rotate the
rudder knob slowly u n t i l the aeroplane reaches the new heading. For
t u r n s of considerable magnitude the aileron knob should be t u r n e d t o
produce the proper b a n k for the ton. As the desired new heading is
approached, r o t a t i o n of the rudder knob should be stopped a n d the aero-
plane levelled out b y means of the aileron knob..
Use of the Aeroplane Trimming Control
Changes i n flight a t t i t u d e , power, a l t i t u d e , and load shifts w i l l affect
t h e fore and aft t r i m of t h e aeroplane a n d cause the g y r o p i l o t to hold the
elevator against the o u t - o f - t r i m condition, so as to h o l d t h e aeroplane t o
t h e set-in attitude. This m a y result h i an oscillation'' of the elevator
control. The t r i m of the aeroplane can be checked b y disengaging
 26 INSTRUMENTS
the g y r o p i l o t for a few seconds, and n o t i n g whether t h e aeroplane
. tends t o nose up or down. A t r i m correction should t h e n be made w i t h
t h e elevator t r i m m i n g t a b or stabiliser.
On aeroplanes equipped w i t h i n d i v i d u a l bypass valves for each servo,
only t h e elevator control need be t u r n e d off t o check t r i m . W h e n by-
passing a single servo cylinder, close the speed-control valve t o t h a t con-
t r o l , so t h a t o i l pressure t o the other t w o controls w i l l n o t be bypassed.
I n rare cases better c o n t r o l m a y result w i t h a slight loading of t h e elevator
control i n one direction. I n order t h a t t h e h u m a n pilot w i l l n o t suddenly
have t o a p p l y a large force t o the elevator t o h o l d the aeroplane w h e n the
gyropilot is disengaged, t h e aeroplane should be kept approximately i n
t r i m d u r i n g gyropilot operation.
Manual Control
W h e n i t is desired t o resume manual c o n t r o l , i t is only necessary t o
move t h e engaging lever t o the off position a n d take over t h e controls.
Before changing altitude, see t h a t the l e v e l knob is off. As a n added
safety measure, servo relief valves are p r o v i d e d w h i c h allow for immediate
emergency overpowering o f the gyropilot b y applying about t w i c e n o r m a l
force on the controls.
SERVICING T H E GYROPILOT
Periodic Inspection and Maintenance
The purpose of any inspection and maintenance is t o forestall trouble
or failure b y detecting maladjustment, wear, or weakness before i t be-
comes serious, and t o m a k e t h e necessary correction t o prevent a failure
of the apparatus. The inspection periods mentioned can o n l y be sug-
gestive, since t h e n required frequency w i l l depend largely on t h e service
to w h i c h t h e apparatus is subjected. I t is suggested t h a t t h e m i n i m u m
periods be used, u n t i l t h e user becomes t h o r o u g h l y familiar w i t h the
apparatus. Amlines or t h e m i l i t a r y services w i l l tmdoubtedly assign
portions of the w o r k to m e n or crews speciahsing i n some particular phase
of the installation, such as cable and control men, histrument men, motor
accessory, and piping i n s t a l l a t i o n men. H e r e gyropilot inspection and
maintenance w i l l be co-ordinated w i t h other inspection and maintenance
programmes.
Prior to Flight
The mechanic, inspector, or test pilot w h o is responsible for releasing
the aeroplane as satisfactory for service should perform a g r o u n d check
as o u t l i n e d i n the instructions, for using t h e gyropilot. A check of the
q u a n t i t y o f servo o i l i n t h e t a n k should be made at this t i m e . Check
lights a n d spare bulbs also.
50-100 Hours' Flying
(1) Inspect all piping a n d fittings, i n c l u d i n g flexible hoses. T i g h t e n
or replace fittings or pipes where necessary t o stoja leaks. Replace any
THE SPERRY GYROPILOT FOR AEROPLANES 27
flexible hoses showing signs of seepage a t connections or pimples on surface
of hose. Tighten servo packing nuts i f there is any leakage.
(2) Inspect a l l cables, cable connections, and pulleys. M a i n cables,
follow-up cables, a n d servo on-off cables should be free-working,
positive, and free f r o m a n y signs of f r a y i n g or wear.
(3) Check follow-up pulleys on m o u n t i n g u n i t w i t h gyro-control units
removed and o i l springs i f d r y . A few drops of engine o i l are sufficient.
(4) Inspect and replace air intake screens i f necessary o n t h e a h relays,
v a c u u m relief valve, a n d gyro control u n i t intakes.
(5) Check o i l i n sump t a n k . Should be three-quarters f u l l .
! (6) Ground test as previously noted.
300-400 Hours' Flying
(1) Perform a l l operations called for ha 50-100 h o r n check.
| (2) Remove gyro control units, a n d have bench check made h i i n s t r u -
m e n t shop. Overhaul, i f performance is n o t satisfactory. Replace
, r u b b e r grommets i f necessary.
(3) D r a i n o i l sump.
(4) Remove filter element f r o m its housing.
(5) Clean filter element i n p e t r o l a n d replace,
(6) Remove o i l a n d vacuum pumps. Wash i n p e t r o l , a n d inspect
d r i v i n g end for wear. Check freedom of rotation. Do n o t disassemble
the pumps unless absolutely necessary. I f facilities are available, have
pumps checked for performance.
j (7) Inspect shock-absorbing bushings on m o u n t i n g u n i t , a n d replace i f
necessary.
j (8) Check servo relief valves for blow-off pressure. This is done b y
' connecting a p a h of oil-pressure gauges of 200 or 300 l b . range t o the servo
cylinder at the p o i n t where the tubings f r o m the balanced o i l valves are
n o r m a l l y attached, a n d applying m a n u a l pressure t o the c o n t r o l u n t i l the
relief valve opens. T h e m a i n valve should be i n the on (closed) posi-
t i o n d u r i n g the test. The servo relief v a l v e should be set t o open a t a
I pressure 25 l b . per square i n c h higher t h a n t h e n o r m a l g y r o p i l o t operating
pressure for the aeroplane.
! (9) Check freedom of balanced o i l valves and air relays and centrahsa-
! ' t i o n of balanced o i l valves. The location o f the balanced o i l valves on the
m o u n t i n g u n i t is positively fixed. The a h relays can be shifted slightly
' b y t h e amount of clearance between t h e m o u n t h i g holes a n d t h e m o u n t i n g
screws. After the balanced o i l valve a n d the a h relay are b o t h i n d i v i d u -
a l l y checked for free w o r k i n g , the a h relay m a y be m o u n t e d loosely and
shifted about on t h e screws u n t i l the t w o units together operate freely.
Freedom of the t w o units can best be checked w i t h t h e rear co vex of
t h e balanced oil valve removed.
I f the balanced o i l valves are centralised properly, there should be no
i
 28 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 29

Fig. 3 5 . — B A N K A N D CLIMB UNIT, SHOWING L I D BACK A N D LEVEL CONTROL PARTS REMOVED

Showing method of testing plates for play. (By courtesy of British Airways Ltd.) Fig. 3 7 . — T H E MOTOR OF T H E L E V E L FLIGHT CONTROL. (By courtesy of British Airways Ltd.)
30 INSTRUMENTS THE SPERRY GYROPILOT EOR AEROPLANES 31

m o v e m e n t o f a c o n t r o l w i t h t h e g y r o p i l o t t u r n e d on ( o i l p u m p o p e r a t - L o w or no V a c u u m (under 3 i n . H g . )
ing) a n d the gyro control u n i t s removed. I f t h e r e is c o n t r o l m o v e m e n t
Causes Remedies
i n e i t h e r direction, r e m o v e t h e rear cover o f t h e balanced o i l v a l v e a n d
a d j u s t t o centre. C o n n e c t a r u b b e r t u b e t o one o f t h e a i r r e l a y (a) V a c u u m relief valve not pro- (a) S c r e w i n a d j u s t i n g screw. I f
connections. W i t h o i l pressure on a n d g y r o p i l o t e n g a g i n g l e v e r on perly adjusted. t h i s f a i l s t o increase v a c u u m ,
l i g h t s u c t i o n a n d pressure should produce m o v e m e n t of t h e controls i n t h e t r o u b l e lies elsewhere.
e a c h d i r e c t i o n , w h i c h m o v e m e n t s h o u l d cease w h e n pressure o r s u c t i o n is (b) P u m p f a i l u r e . (b) R e p a i r or r e p l a c e p u m p .
removed. (c) L e a k or b r e a k i n v a c u u m fine. (c) L o c a t e a n d r e p a i r .
(10) G r o u n d t e s t as p r e v i o u s l y n o t e d . (d) O b s t r u c t i o n h i v a c u u m l i n e (d) L o c a t e a n d r e p a i r .
( m a y be c o l l a p s e d i n n e r w a l l
o f flexible h o s e ) .
600-800 Hours' Flying
Note,-—Operations r e c o m m e n d e d a t t h i s t i m e s h o u l d o n l y be p e r - E x c e s s i v e V a c u u m (over 5 i n . Hg.)
f o r m e d b y organisations t r a i n e d i n t h e o v e r h a u l of g y r o p i l o t equipment, (a) A i r i n t a k e filters c l o g g e d . (a) R e p l a c e f i l t e r s
a n d h a v i n g t h e necessary t o o l s a n d fixtures r e q u i r e d . (b) V a c u u m / r e l i e f v a l v e set t o o (b) R e s e t .
(1) T h e f o l l o w i n g u n i t s s h o u l d be r e m o v e d a n d o v e r h a u l e d t o p u t t h e m high.
i n first-class o p e r a t i n g c o n d i t i o n : (c) V a c u u m r e l i e f v a l v e s t u c k (c) R e m o v e screen a n d p u s h v a l v e
(a) D i r e c t i o n a l g y r o c o n t r o l u n i t . olosed. free w i t h finger. Replace
(6) B a n k a n d c l i m b g y r o u n i t . screen. I f s t i c k i n g persists
(c) B a l a n c e d o i l v a l v e s . replace or r e p a i r .
(d) O i l s u m p .
(e) Pressure r e g u l a t o r . L o w or no O i l P r e s s u r e
(/) O i l filter. (a) B r o k e n fine or l e a k . (a) Locate and repair.
(g) O i l p u m p . (b) P r e s s u r e r e g u l a t o r o u t o f a d (b) A d j u s t w i t h s p e e d v a l v e s closed.
(h) V a c u u m p u m p . justment.
(2) T h e f o l l o w i n g u n i t s s h o u l d be r e m o v e d a n d t e s t e d , b u t n o t d i s - (c) Pressure r e g u l a t o r d e f e c t i v e . (c) Repair.
a s s e m b l e d f o r o v e r h a u l unless t h e i r p e r f o r m a n c e is n o t s a t i s f a c t o r y : (d) R e m o v e filter e l e m e n t , clean,
(a) A i r r e l a y s . (d) Clogged filter. re-install.
(b) S p e e d - c o n t r o l v a l v e s . (e) B e n c h t e s t a n d r e p a i r i f neces-
(c) V a c u u m r e l i e f v a l v e . (e) Defective oil p u m p . sary.
(d) S e r v o u n i t . (/) P i l l sump t h r e e - q u a r t e r s f u l l .
T h e c o n s t r u c t i o n o f t h e s e u n i t s is s u c h t h a t t h e r e is l i t t l e c h a n c e o f (/) N o oil h i system. A f t e r r u n n i n g engine 5 m i n -
i n t e r n a l wear. utes refill t o m a k e u p for o i l
(3) R e i n s t a l l a l l u n i t s , a n d m a k e a l l c h e c k s r e c o m m e n d e d f o r t h e m o r e fed into the system.
f r e q u e n t periods.
(4) G r o u n d t e s t as p r e v i o u s l y n o t e d . No Control
F a i l u r e t o o p e r a t e aU t h r e e c o n t r o l s in either direction can be
a t t r i b u t e d t o t h e f o l l o w i n g causes :
FAULT FINDING
(a) L o w or no o i l p r e s s u r e . (a) See " i n s u f f i c i e n t o i l p r e s s u r e . "
I t is a s s u m e d u n d e r t h i s h e a d i n g t h a t t h e i n i t i a l m s t a l l a t i o n was
(b) L o w o r no v a c u u m . (b) See " l o w or n o v a c u u m . "
basically correct. T h e p o s s i b l e t r o u b l e s l i s t e d b e l o w w i t h t h e i r causes
(c) E n g a g i n g l e v e r off. (c) Set t o on.
a n d r e m e d i e s a l l refer t o s e r v i c e d i f f i c u l t i e s w h i c h are n o t c o n n e c t e d w i t h
\d) B r o k e n connection between en- (d) R e p a i r .
a f a u l t y installation. I n o r d e r t o o b t a i n g r o u n d t e s t a t a l l , i t i s necessary
gaging lever a n d servo.
t o h a v e t h e proper v a c u u m , o i l i n t h e s u m p , a n d o i l pressure. Possible
causes o f v a c u u m a n d o i l t r o u b l e are l i s t e d b e l o w , a n d are f o l l o w e d b y o t h e r F a i l u r e o f one o f t h e c o n t r o l s t o o p e r a t e h i e i t h e r d i r e c t i o n m a y be
t r o u b l e s w h i c h m i g h t o c c u r w h e n v a c u u m a n d o i l pressure a r e s u f f i c i e n t . a t t r i b u t e d t o one o r m o r e o f t h e f o l l o w i n g causes :

32 INSTRUMENTS
Causes
(a) O i l valve stuck.
(b) A i r r e l a y filter c l o g g e d .
(c) D e f e c t i v e c o n t r o l u n i t . (Note.
— I f light sucking a n d blow-
i n g on t h e a h r e l a y produces
control operation, t h e trouble
is p r o b a b l y h i t h e c o n t r o l
unit—otherwise not.).
(d) S p e e d v a l v e closed.
(e) C l o g g e d o i l h u e t o s e r v o u n i t .
(/) S e r v o r e l i e f v a l v e b y p a s s i n g .
Controls H u n t i n g
(a) A i r i n o i l s y s t e m . Special a t -
t e n t i o n m u s t be g i v e n o n a
first g r o u n d t e s t i n e x p e l l i n g
a l l t h e a h h i t h e o i l system.
A i r i n t h e s y s t e m c a n be de-
termined i n operating the
aeroplane controls w i t h the
g y r o p i l o t lever engaged. T h e
r e a c t i o n of t h e m a n u a l con-
t r o l s t i c k or p e d a l s i n o v e r -
p o w e r i n g t h e p i l o t w i l l de-
finitely i n d i c a t e t h e presence
o f a i r l o c k s . I f a c o n t r o l does
n o t m o v e t o m a n u a l pressure
u n t i l "considerable f o r c e has
been applied, i t proves the
absence of a h . I f , h o w e v e r ,
i t m o v e s easily a s h o r t dis-
t a n c e before r e s i s t a n c e is f e l t ,
i t is a p o s i t i v e i n d i c a t i o n o f
air h i t h e system. This con-
t r o l , therefore, w i l l h u n t , due
t o the kickback of the com-
pressed air e x p a n d i n g w h e n
t h e c o n t r o l l o a d is m o v e d .
I f t h e r e is a n y d o u b t as t o
w h e t h e r t h e c u s h i o n effect
i s d u e t o a i r o r t o cable
s t r e t c h , observe servo for
movement.
THE SPERRY GYROPILOT EOR AEROPLANES 33
Causes Remedies
Remedies
(b) L a g i n f o l l o w - u p cable system (b) E x a m i n e f o l l o w - u p s y s t e m cable
(a) R e m o v e r e a r cap a n d w o r k
caused by springing or a n d pulleys t o see that
valve back and f o r t h b y hand
s t r e t c h i n g e l a s t i c a l l y or f r i c - f o l l o w - u p i n d i c e s are d e a d
(b) R e p l a c e filter.
t i o n which w o u l d eventually beat w i t h controls. Remove
(c) Replace—examhie control unit
return the follow-up to datum any lag present.
for condition of rubber grom-
t o o l a t e a n d cause o v e r -
mets a t rear.
t r a v e l , thereby reversing con-
trol.
O p e n speed v a l v e .
(d) (c) Sticking oil valve. A valve (c) W o r k valve m a n u a l l y u n t i l
(e)
C h e c k lines. w h i c h is s t i f f b u t n o t c o m - f r e e — t h e n h o l d a t each e x -
(/)
R e s e t v a l v e or r e p l a c e l e a t h e r p l e t e l y s t u c k w i l l centralise treme position for about t w o
washers i f defective. too late, thus letting the minutes to allow any dirt to
servo m o v e t o o f a r , w h i c h be c a r r i e d b a c k t o t h e s u m p .
produces o v e r r u n of t h e air T h i s is t o b e d o n e w i t h g y r o -
(a) M o v e c o n t r o l s b a c k a n d f o r t h
pick-off beyond neutral and p i l o t e n g a g i n g l e v e r i n off
m a n u a l l y w i t h engine r u n -
hence p r o d u c e s o p p o s i t e c o n - position.
ning and gyropilot off.
H o l d each c o n t r o l a t one a n d trol.
t h e n the other extreme posi-
t i o n f o r one m i n u t e . This (d) U n b a l a n c e d o i l v a l v e . T h i s is (d) Reset valve t o n e u t r a l . T h i s is
p e r m i t s c o n t h i u o u s flow o f o i l determined b y removing the d o n e b y r e m o v i n g t h e cap a t
d o w n one s e r v o l i n e , t h r o u g h gyro control u n i t . I f , after t h e end of t h e v a l v e , loosen-
t h e bypass a n d i n t o t h e other checking t h e v a l v e f o r free- ing the locking ring, and ad-
line, thus carrying any a h dom, i t produces control j u s t i n g , so t h a t t h e r e is n o
back to the sump via the m o v e m e n t i n one d i r e c t i o n servo m o v e m e n t when oil
e x h a u s t fine. T h e f o l l o w - u p (boxes s t i l l o u t ) , t h e v a l v e is pressure is o n , w i t h speed
i n d i c e s s h o u l d b e set n e u t r a l off neutral. valves open.
a t t h e start, w i t h t h e controls
at neutral.
(e) Backlash i n oil valve. I f the oil (e) S h i m washers -005 h i . t h i c k or
v a l v e c a m i o t b e set t o n e u - less m a y be i n s t a l l e d a t t h e
t r a l so as t o p r o d u c e n o c o n - e n d of t h e t w o centralising
t r o l m o v e m e n t , t h e r e is p r o b - springs t o t a k e u p a n y s h o r t -
a b l y backlash or lost m o t i o n ening of the centralising
between the centralising s p r i n g d u e t o p e r m a n e n t set.
springs a n d t h e v a l v e stem. Do not s h i m enough to
Before deciding t h a t backlash produce a n y compression of
exists, recheck w i t h t h e ah' t h e s p r i n g s , as t h i s w i l l c u t
r e l a y r e m o v e d , so t h a t a n y down sensitivity of control.
s t i c k i n g o f t h e a i r r e l a y is n o t
t h e basic cause. T h e n e u t r a l
s e t t i n g is h m i t e d t o a f r a c t i o n
of a t u r n of t h e adjusting
screw.
34 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 35

Gauses Remedies Gauses Remedies

(/) G y r o s caged. A c a g e d g y r o m i l
process b a c k a n d f o r t h , a g a i n s t
t h e caging stops, causing
t h e controls t o f o l l o w .
(g) I n c o r r e c t speed-valve a d j u s t -
m e n t for the p a r t i c u l a r aero-
p l a n e or a h c o n d i t i o n .
Jerky Control
(a) S t i c k i n g i n f o l l o w - u p p u l l e y s .
(b) E x c e s s f r i c t i o n or s t i c k i n g i n
follow-up cable between
servo a n d follow-up pulleys.
(c) A i r i n o i l s y s t e m .
(d) S t i c k y b a l a n c e d o i l v a l v e ( m a y
n o t stick enough t o render
control inoperative b u t will
cause j e r k y o p e r a t i o n ) .
(e) S p e e d v a l v e s o p e n t o o m u c h .
(/) O i l pressure t o o h i g h .
L a g g i n g Control i n one D i r e c t i o n Only
(a) F o l l o w - u p p u l l e y not wound
sufficiently.
(b) D i r t i n balanced o i l v a l v e .
(c) O i l valve not properly balanced,
W h e n t h e v a l v e is n o t t o o f a r
o u t o f balance, t h e a h r e l a y
can h o l d i t on centre. Fur-
t h e r movement i n t h e direc-
t i o n w h i c h t h e a i r r e l a y has
t o p u l l is r e s t r i c t e d , t h u s
slowing down the control.
(/) U n c a g e gyros. (d) U n b a l a n c e d a h c u t - o f f h i c o n - (d) R e m o v e control u n i t , a n d deter-
t r o l unit. D u e t o plugged m i n e i f c o n t r o l speed is e q u a l
a i r passage or u n e q u a l clear- i n b o t h d i r e c t i o n s w h e n same
ance b e t w e e n c u t - o f f p l a t e s pressure is a p p l i e d t o e i t h e r
(g) R e d u c e speed-valve s e t t i n g . a n d a h nozzles. side o f a h r e l a y w h i c h w o u l d
indicate t r o u b l e i n the con-
trol unit. Check operation
w i t h a control unit known to
be g o o d . R e p a i r or replace
defective c o n t r o l u n i t .
(a) R e m o v e control boxes and
check for l u b r i c a t i o n a n d rust L a g g i n g Control i n B o t h Directions
i n spring and bearing. (a) Speed valves closed too m u c h . (a) Open valves, a n d note i f control
(b) E x a m i n e f o l l o w - u p c a b l e s y s t e m speed increases.
a n d pulleys a n d free u p . (b) O i l pressure t o o l o w . (6) R e s e t pressure regulator to
a m o u n t p r e v i o u s l y k n o w n to.
(c) W o r k c o n t r o l s w i t h engines be s a t i s f a c t o r y .
r u n n i n g to expel air. (c) O i l s u p p l y choked. (c) E x a m i n e interior of flexible
(d) E r e e v a l v e — - c l e a n , i f necessary. hose, e s p e c i a l l y s u c t i o n l i n e
V a l v e w i l l h a v e t o be r e - to pump. Check oil-supply
balanced if removed for l i n e s a n d o i l filter, a n d clean,
cleaning. i f necessary.
(e) R e d u c e s p e e d - v a l v e s e t t i n g . (d) V a c u u m t o o l o w t o g i v e f u l l (d) A d j u s t regulator t o 4 i n . H g .
(/) R e d u c e o i l p r e s s u r e . t r a v e l of air relay a n d b a l - Check v a c u u m system i f a d -
anced oil v a l v e . j u s t i n g r e g u l a t o r does n o t
give higher v a c u u m .
(e) Clogged filters i n a i r relays. (e) Make temporary test w i t h fil-
(a) S h o r t e n f o l l o w - u p c a b l e so t h a t ters removed. I f operation
w h e n c o n t r o l is h a r d o v e r i n is s a t i s f a c t o r y , i n s t a l l n e w
the direction t o w i n d the filters.
s p r i n g , t h e s p r i n g w i l l be (/) Servo relief v a l v e adjusted too (/) I n s t a l l gauge o n servo a n d
w i t h i n quarter t u r n of being light. operate c o n t r o l t o overpower.
wound tight. Set r e l i e f t o 25 l b . h i g h e r t h a n
(6) E r e e v a l v e — c l e a n , i f n e c e s s a r y ; g y r o p i l o t o p e r a t m g pressure
rebalance after reassembly. (read with speed valves
(c) B a l a n c e o i l v a l v e w i t h c o n t r o l closed).
u n i t s removed. Replace con-
t r o l u n i t and recheck. Control i n one D i r e c t i o n Only
(a) Balanced oil valve restricted b y (a) O p e r a t e m a n u a l l y t o check.
dirt. F r e e a n d c l e a n v a l v e i f cause
of trouble.
(6) O n e filter clogged o n a h relay. (&)• C h e c k w i t h b o t h filters re-
moved.
30 INSTRUMENTS THE SPERRY GYROPILOT FOR AEROPLANES 37

TO CONNECTION TO CONNECTION
AFT ON SERVO UNIT ON SERVO UNIT
WHICH, UNDER WHICH,UNDER
OIL PRESSURE OIL PRESSURE
WILL MOVE WILL MOVE
ELEVATOR DOWN RIGHT AILERON
\ \ DOWN
RUDDER

TO CONNECTION TO CONNECTION TO CONNECT-

ON SERVO UNIT ON SERVO UNIT ION ON SERVO
WHICH, UNDER WHICH,UNDER UNIT WHICH,
OIL PRESSURE OIL PRESSURE UNDER OIL
WILL MOVE WILL MOVE PRESSURE
ELEVATOR UP RIGHT AILERON WILL GIVE
LEFT
RUDDER

REAR OF MOUNTING UNIT

(LOOKING AFT IN AEROPLANE)

V - J
Nil
Fig. 38. DlAGBAMMATIO DBAWING SHOWING METHOD OS MAKING FOLLOW-TO P U L L E T •
CONNECTIONS 1
IT
Causes Remedies
(c) F o l l o w - u p cable o r p i p i n g r e - (c) C o n n e c t a c c o r d i n g to correct
TO ELEVATOR TO AILERON TO RUDDER •
v e r s e d . W o u l d n o t t a k e place diagram, CONNECTION CONNECTION CONNECTION
ON SPEED VALVE
on a n i n s t a l l a t i o n w h i c h was ON SPEED VALVE ON SPEED VALVE

previously satisfactory u n - Vig. 3 9 . — B A L A N C E D OIL V A L V E CONNECTIONS

less cables or p i p i n g h a d been
removed and reconnected i n - c h e c k e d , first a t t h e f o l l o w - u p p u l l e y s , i i s i n g t h e d i a g r a m s h o w n i n F i g . 38
correctly. a n d r e c h e c k e d i n t h e c o c k p i t as f o l l o w s :
(d) A h leak at air-pick-off grom- (d) I n s t a l l n e w g r o m m e t a n d check. R i g h t r u d d e r s h o u l d m o v e t h e f o l l o w - u p c a r d t o t h e left.
met between control u n i t and D o w n elevator s h o u l d m o v e t h e f o l l o w - u p pointer f o r climb a n d
m o u n t i n g bracket, g l i d e up.
R i g h t aileron should m o v e t h e f o l l o w - u p pointer for b a n k t o the r i g h t .
R e v e r s e d Control Cables m a y b e i n s t a l l e d t o p u l l f o l l o w - u p c l o c k w i s e o r c o u n t e r c l o c k -
S h o u l d t h e f o l l o w - u p cables or t h e o i l l i n e s b e t w e e n t h e b a l a n c e d o i l wise, depending o n connections t o servo a n d coimection o f servo t o con-
v a l v e s a n d t h e servo u n i t b e d i s c o n n e c t e d a n d t h e n i n c o r r e c t l y r e c o n - t r o l s . In all cases, h o w e v e r , t h e r e l a t i o n b e t w e e n c o n t r o l s u r f a c e m o v e -
nected, reverse c o n t r o l w i l l result. Check i n accordance w i t h t h e f o l l o w - m e n t a n d d i r e c t i o n o f f o l l o w - u p p u l l e y r o t a t i o n m u s t be as a b o v e .
ing instructions :
Servo O i l Lines
R e v e r s e d p i p e c o n n e c t i o n s b e t w e e n b a l a n c e d o i l v a l v e s a n d servo
F o l l o w - u p Cables
w i l l cause r e v e r s e d c o n t r o l . T h i s c a n b e c h e c k e d f r o m t h e a c c o m p a n y -
A r e v e r s e d f o l l o w - u p c a b l e w i l l cause a c o n t r o l t o m o v e i n t h e w r o n g i n g d i a g r a m ( F i g , 39) :
d i r e c t i o n t o one or t h e o t h e r e x t r e m e p o s i t i o n s w h e n t h e g y r o p i l o t is T h e front connection on a l l three balanced o i l valves s h o u l d c o m m u n i -
t u r n e d o n . T h e f o l l o w - u p p o i n t e r w i l l m o v e a w a y f r o m coincidence w i t h c a t e w i t h t h e c o n n e c t i o n o n t h e r e s p e c t i v e servo c y l i n d e r s , w h i c h , u n d e r
t h e g y r o i n d i c a t i o n i n s t e a d o f t o w a r d s i t . T h e c o n n e c t i o n s s h o u l d be o i l pressure, give t h e f o l l o w i n g c o n t r o l m o v e m e n t s :
38 INSTRUMENTS

R i g h t rudder, right aileron down, elevator down.

I n g e n e r a l , r e m e m b e r t h a t t r o u b l e m u s t be d u e t o some c h a n g e s i n t h e
condition of the apparatus or its installation. N o r m a l wear incident to
s e r v i c e is n o t l i k e l y t o be t h e cause o f t r o u b l e , e s p e c i a l l y t r o u b l e w h i c h
becomes s u d d e n l y a p p a r e n t . T h e r e f o r e , l o o k f o r d i r t , loose c o n n e c t i o n s , THE S P E R R Y ARTIFICIAL HORIZON
incorrect adjustments or settings, and t h e l i k e . I n a d d i t i o n t o using the
f o r e g o i n g i n f o r m a t i o n as a g u i d e , check o v e r t h e e q u i p m e n t a n d i t s i n -
s t a l l a t i o n c o m p l e t e l y a n d c a r e f u l l y , t o be s u r e t h a t a l l p o s s i b l e sources o f
AND D I R E C T I O N A L G Y R O

A
t r o u b l e h a v e been a t t e n d e d t o . B e sure t h a t t h e e q u i p m e n t is i n g o o d
o p e r a t i o n c o n d i t i o n b e f o r e releasing f o r s e r v i c e . N aeroplane p i l o t has t h r e e " senses " w h i c h are a f f e c t e d b y t h e
p o s i t i o n o f h i s a e r o p l a n e i n r e l a t i o n t o t h e h o r i z o n t a l : (1) his eyes,
w h i c h use t h e n a t u r a l h o r i z o n or s o m e o t h e r reference t o keep t h e
a e r o p l a n e i n n o r m a l f l i g h t ; (2) his i n n e r ear, w h i c h is r e a l l y a m i n u t e
f o r m o f l i q u i d l e v e l ; a n d (3) his " deep m u s c l e sense," o r t h e feel o f his
own weight.

The Instrument F l y i n g Problem

I t has been f o u n d t h a t , i f p o o r v i s i b i l i t y p r e v e n t s t h e use o f t h e eyes
t o k e e p t h e a e r o p l a n e i n n o r m a l flight, t h e deep muscle sense a n d t h e i n n e r
ear c a n n o t cope w i t h t h e p r o b l e m o f d e f i n i n g t h e h o r i z o n t a l . T h i s is due
t o s e v e r a l causes, t h e m o s t i m p o r t a n t b e i n g t h a t these senses n a t u r a l l y
indicate the pull of g r a v i t y , and cannot distinguish between t h a t pull and
t h e p u l l o f o t h e r forces w h i c h a c t o n t h e m , s u c h as c e n t r i f u g a l force o r
a c c e l e r a t i o n caused b y change o f d i r e c t i o n o r speed.
U n l e s s ho c a n use h i s sense o f v i s i o n t o d e t e r m i n e h i s a t t i t u d e w i t h
r e s p e c t t o t h e h o r i z o n , t h e p i l o t ' s sense o f balance is c o n f u s e d , a n d his
•special o r i e n t a t i o n is i n a c c u r a t e . E v e n birds, when blindfolded and
r e l e a s e d , are u n a b l e t o c o n t i n u e flying n o r m a l l y , b u t w i l l flutter t o t h e
g r o u n d i n a m a n n e r e n t i r e l y f o r e i g n t o n a t u r a l flight.
A s t h e n a t u r a l h o r i z o n is t h e reference w h i c h a p i l o t i n s t i n c t i v e l y uses,
t h e S p e r r y - H o r i z o n ( F i g . 1) is d e s i g n e d f o r use as a s u b s t i t u t e w h e n t h e
natural horizon is
o b s c u r e d . I t
responds instantly,
requires no inter-
pretation, and pro-
vides a guide u p o n
w h i c h the pilot m a y
instinctively and
n a t u r a l l y depend.

T h e Aeroplane C o m - Fig. 1.—THE SPERRY-HORI- Fig. 2 . — T H E DIRECTIONAL

pass Problem ZON I S A D I R E C T - R E A D I N G GYRO
INDICATOR OF F L I G H T ATTI-
I t is i m p o s s i b l e t o T U D E F O R B A N K , C L I M B , OR
fly " b l i n d " w i t h t h e GLIDE
39
40 INSTRUMENTS THE SPERRY ARTIFICIAL HORIZON 41

z The gyroscope
( w h i c h is s i m p l y a
spinning wheel
m o u n t e d so t h a t i t s
a x l e c a n be p o i n t e d
i n a n y d i r e c t i o n ) is
u s e d i n b o t h these
i n s t r u m e n t s , because
i t affords t h e best
way of obtaining
these references
without excessive
size a n d w e i g h t .
T h e g}^ros are a i r
Fig. 3 . — P R I N C I P A L PARTS or THE SPERRY-HORIZON
driven. The i n s t r u -
m e n t cases are c o n - Fig. i.—SPERRY-HORIZON MECHANISM I N CLIMB

m a g n e t i c compass unless t h e a e r o p l a n e is flying a b s o l u t e l y s t r a i g h t . The nected to venturi

s l i g h t e s t t u r n o f t h e a e r o p l a n e t i l t s t h e compass c a r d , a n d t h e v e r t i c a l
c o m p o n e n t s o f t h e e a r t h ' s m a g n e t i c field, a c t i n g o n t h e needles, g i v e t h e
c a r d a s w i n g , s e t t i n g u p a n o s c i l l a t i o n w h i c h does n o t d i s a p p e a r u n t i l a f t e r
t h e a e r o p l a n e has r e s u m e d a s t r a i g h t course. T o a t t e m p t t o fly t h e
a e r o p l a n e b y t h e m a g n e t i c compass a l o n e is a case o f " t h e b l i n d l e a d i n g
the blind."
I n g e n e r a l , t h e p r a c t i c e w i t h t h e m a g n e t i c compass is t o s t e a d y t h e
a e r o p l a n e near t h e d e s i r e d compass h e a d i n g , w a i t u n t i l t h e compass c a r d
has c o m e t o r e s t , a n d t h e n a t t e m p t t o c o r r e c t f o r a n y d i s c r e p a n c y . This
p r o c e d u r e i n v o l v e s e x t e r i o r m a r k s o r t h e use o f some g y r o s c o p i c t u r n
i n d e x ; f o r m a g n e t i c c o m p a s s o s c i l l a t i o n s w i l l n o t d a m p o u t as l o n g as
t h e a e r o p l a n e is m o v i n g i n a z i m u t h .
I f t h e m a g n e t i c c o m p a s s c o u l d be h e l d s t a b l e i n a z i m u t h , t h e p r o b l e m
w o u l d become s i m p l e , a n d a desired course c o u l d be set a n d m a i n t a i n e d
t u b e s or t o a v a c u u m p u m p , w h i c h m a i n t a i n s a d e p r e s s i o n i n t h e case,
causing outside a i r t o enter t h r o u g h a j e t a n d t h u s d r i v e t h e gyros.
The Sperry-Horizon
T h e S p e r r y - H o r i z o n derives i t s i n d i c a t i o n f r o m a g y r o s p i n n i n g i n a
h o r i z o n t a l p l a n e a b o u t a v e r t i c a l a x i s ( Z - Z ' ) (see F i g . 3 ) . T h e m e c h a n i s m
o f t h e i n s t r u m e n t is m o u n t e d i n t h e case, p i v o t e d a b o u t t h e l o n g i t u d i n a l
(rolling) axis ( X - X ' ) . T h e g y r o is c o n t a i n e d i n t h e h o u s i n g (1), w h i c h is
c a r r i e d o n p i v o t s i n t h e g i m b a l r i n g (4), so as t o be free a b o u t t h e a t h w a r t -
s h i p s ( p i t c h i n g ) a x i s ( Y - Y ' ) . T h e h o r i z o n b a r (2) is c a r r i e d o n a n a r m
p i v o t e d a t t h e r e a r (5) o f t h e g i m b a l r i n g , a n d is c o n t r o l l e d b y t h e g y r o
t h r o u g h the guide
P i n (3). i
W h e n the aero- * \

{
b y keeping t h e l u b b e r line opposite t h e desired heading. T h e Sperry p l a n e noses u p as
D i r e c t i o n a l G y r o ( F i g . 2) a l l o w s t h i s m e t h o d o f c o u r s e - k e e p i n g a n d flying i n F i g . 4, t h e p l a n e
t o be e m p l o y e d . I t therefore combines t h e most desirable qualities of a of the gyro re-
flight-control i n s t r u m e n t for aerial n a v i g a t i o n . mains horizontal,
causing the h o r i -
T h e Directional Gyro a n d Radio Beacon z o n b a r t o go d o w n
T h e D i r e c t i o n a l G y r o gives a p o s i t i v e a z i m u t h i n d i c a t i o n a t a l l t i m e s , t h r o u g h its con- -7? * —x"
e n a b l i n g t h e p i l o t t o m a k e t h e precise t u r n s w h i c h are necessary t o secure nection at the
proper orientation w i t h the radio beacon a n d follow t h e beam to the guide p i n . Thus
station. the miniature re-
ference a e r o p l a n e [
OPERATING PRINCIPLES AND DESCRIPTION in the instrument Z
T h e o b j e c t o f t h e S p e r r y - H o r i z o n a n d t h e D i r e c t i o n a l G y r o is t o e s t a b - is a b o v e t h e b a r ,
l i s h fixed references f o r m a i n t a i n i n g flight a t t i t u d e . s h o w i n g a nose- Fig. 5 . — S P E R R Y - H O R I Z O N M E C H A N I S M I N G L I D E
 THE SPERRY ARTIFICIAL HORIZON 43
42 INSTRUMENTS

V
high condition.
Reverse action
t a k e s place ( F i g . 5 )
i n t h e case o f a
nose-down condi-
tion. When the
aeroplane banks,
only the instru-
m e n t case a n d t h e
miniature aero-
p l a n e are c a r r i e d
w i t h i t , while the
mechanism of gyro
wheel, gimbal, and
Fig. C . — S P E R R Y - H O R I Z O N M E C H A N I S M I N B A N K horizon bar re-
m a i n s l e v e l ( F i g . 6).
T o keep t h e g y r o a x i s u p r i g h t , f o u r p e n d u l o u s vanes A a r e suspended
f r o m t h e u n d e r side o f t h e g y r o h o u s i n g . E a c h one o f these v a n e s p a r t i a l ] y
c o v e r s one o f t h e f o u r a i r p o r t s B t h a t e x h a u s t a i r f r o m t h e g y r o h o u s i n g . Fig. 8 . — P R I N C I P A L PARTS O F T H E D I R E C T I O N A L G Y R O

I f t h e gyro tends t o depart f r o m i t s u p r i g h t position d u r i n g straight

f l i g h t , g r a v i t y h o l d s t h e vanes v e r t i c a l , a n d one v a n e closes one p o r t , c a r d a n d s e t t i n g d e v i c e . T h e g y r o o r r o t o r (1) s p i n n i n g a b o u t i t s h o r i z o n t a l
w h i l e t h e o p p o s i t e v a n e opens i t s p o r t as s h o w n i n F i g . 7. The reaction a x i s H - H a t a p p r o x i m a t e l y 10,000 r . p . m . is u n i v e r s a l l y m o u n t e d , i.e. i t is
1

o f t h e a i r e m i t t e d f r o m t h i s open p o r t m o v e s t h e g y r o i n t h e d i r e c t i o n C s u p p o r t e d i n a g i m b a l r i n g (2), w h i c h is free t o t u r n a b o u t t h e a x i s G - G l

b a c k t o i t s n o r m a l p o s i t i o n . T h e c o r r e c t i v e m o v e m e n t C, w h i c h is a t
r i g h t angles t o t h e a i r f o r c e , is c a l l e d " p r e c e s s i o n , " a n d is c h a r a c t e r i s t i c
o f a l l gyroscopes.
T h e r a t e a t w h i c h t h e g y r o precesses i n response t o t h e a c t i o n o f t h e
p e n d u l o u s vanes is so s l o w t h a t precessional forces c r e a t e d b y t h e s w i n g i n g
o f t h e vanes i n r o u g h a i r cancel one a n o t h e r before t h e y h a v e t i m e t o
d i s p l a c e t h e g y r o , a n d a t r u e h o r i z o n t a l is e s t a b l i s h e d .
A t u r n , especially o f 180°, w i l l displace t h e g y r o a x i s
s l i g h t l y f r o m t h e t r u e v e r t i c a l . T h e a m o u n t is s u c h ,
h o w e v e r (3° t o 5°), t h a t t h e a e r o p l a n e is s u r e t o be i n a
safe a t t i t u d e i f l e v e l l e d o u t b y t h e S p e r r y - H o r i z o n i n d i -
cation when flying b l i n d . W i t h i n less t h a n a m i n u t e
a f t e r s t r a i g h t f l i g h t is r e s u m e d , t h e g y r o is a g a i n
a b s o l u t e l y correct. Continuous t u r n i n g cannot produce
a c u m u l a t i v e d i s p l a c e m e n t o f t h e g y r o , since t h e t e n d e n c y
t o t i l t a t a n y i n s t a n t d u r i n g a c o n t i n u o u s t u r n is
counteracted b y a tendency i n the opposite direction, at
a p o i n t o n t h e o t h e r side o f t h e t u r n .
Fig. 7.-—ERECT-
I N G ACTION or
THE PENDU- T h e Directional Gyro
LOUS VANES OF
T h e D i r e c t i o n a l G y r o ( F i g . 8) is b a s i c a l l y a free g y r o ,
THE SPERRY-
HORIZON having a horizontal axis, and provided w i t h an azimuth
o n b e a r i n g s i n t h e v e r t i c a l r i n g (3).
T h e v e r t i c a l r i n g is free t o t u r n a b o u t t h e v e r t i c a l a x i s ( V - V ) . 1 The
c i r c u l a r c a r d (4) w h i c h is a t t a c h e d t o t h e v e r t i c a l r i n g is o b s e r v e d b y t h e
p i l o t t h r o u g h a r e c t a n g u l a r o p e n i n g i n t h e f r o n t o f t h e case. When
s p i n n i n g , t h e g y r o o b e y s a f u n d a m e n t a l g y r o s c o p i c p r i n c i p l e , i.e. r i g i d i t y .
T h u s t h e r o t o r a n d g i m b a l r i n g , a n d t h e c a r d w h i c h is a t t a c h e d t o t h e
v e r t i c a l ring, r e m a i n fixed i n a z i m u t h , a n d the aeroplane moves a r o u n d
them. T h e c a r d is o b s e r v e d i n r e l a t i o n t o a l u b b e r l i n e o n t h e f r o n t o f
t h e i n s t r u m e n t i n t h e same m a n n e r as a compass. T h e c a g i n g k n o b (5)
is u s e d t o set t h e c a r d o f t h e D i r e c t i o n a l G y r o t o c o i n c i d e w i t h t h a t o f t h e
m a g n e t i c compass, a n d t o reset i t a t p e r i o d i c i n t e r v a l s . W h e n this k n o b
is p u s h e d i n , i t engages t h e s y n c h r o n i s e r p i n i o n (6) w i t h t h e s y n c h r o n i s e r
gear (7).
T h e o p e r a t i o n o f t h e caging m e c h a n i s m w h i c h holds t h e g y r o u p r i g h t
w h e n t h e c a r d is r e s e t is as f o l l o w s :
P u s h i n g t h e c a g i n g k n o b in engages t h e s y n c h r o n i s e r l e v e r p l u n g e r ,
w h i c h n o r m a l l y r e s t s i n t h e c o n e - s h a p e d i n t e r i o r o f t h e p i n i o n , a n d raises
t h e l e v e r p i n s (8) w h i c h slide i n t h e g r o o v e (9) o f t h e s y n c h r o n i s e r r i n g . T h i s
l i f t s t h e s y n c h r o n i s e r r i n g , p u s h i n g u p t h e s p r i n g p l u n g e r (10) a n d r a i s i n g
t h e c a g i n g k n o b , so t h a t i t m a k e s c o n t a c t w i t h t h e b o t t o m o f t h e
g i m b a l r i n g a n d h o l d s t h e g y r o h o r i z o n t a l as t h e c a r d is t u r n e d t o t h e
desired heading. P u l l i n g t h e c a g i n g k n o b out releases t h e c a g i n g m e c h a n -
44 INSTRUMENTS THE SPERRY ARTIFICIAL HORIZON 45

m e n t remains p a r a l l e l t o the n a t u r a l horizon, while the m i n i a t u r e aeroplane

is fixed t o t h e case a n d r e m a i n s p a r a l l e l t o t h e a t h w a r t s h i p s a x i s o f t h e
aeroplane. L a t e r a l c o n t r o l is, t h e r e f o r e , a c c o m p l i s h e d b y flying t h e a e r o -
p l a n e so as t o k e e p t h e m i n i a t u r e a e r o p l a n e p a r a l l e l t o t h e h o r i z o n b a r .
F o r l o n g i t u d i n a l c o n t r o l t h e h o r i z o n b a r is c o n n e c t e d t o t h e g y r o i n s u c h a
m a n n e r as t o cause t h e b a r t o t a k e a p o s i t i o n r e l a t i v e t o t h e m i n i a t u r e
aeroplane e q u i v a l e n t t o the position o f the aeroplane t o t h e n a t u r a l h o r i -
30° L e f t B a n k Level Flight 30° R i g h t B a n k
zon. I n o t h e r w o r d s , t h e m i n i a t u r e a e r o p l a n e is a b o v e t h e h o r i z o n b a r
w h e n t h e a e r o p l a n e is nose h i g h a n d b e l o w t h e b a r w h e n t h e a e r o p l a n e is
Fig. 9.—INDICATIONS OF T H E SPERRY-HORIZON FOR FIVE ATTITUDES
nose d o w n . T h u s l o n g i t u d i n a l c o n t r o l is s i m i l a r t o l a t e r a l c o n t r o l , i n t h a t
OF FLIGHT c o n t r o l is a p p l i e d t o k e e p t h e m i n i a t u r e a e r o p l a n e o n t h e h o r i z o n b a r i n
The H o r i z o n shows tho p i l o t w h a t he w o u l d see i f he could see t h e same m a n n e r t h a t t h e nose o f t h e a i r c r a f t is h e l d o n t h e n a t u r a l
outside the aeroplane—whether the aeroplane is b a n k i n g , c l i m b i n g , horizon.
or g l i d i n g , or whether i t is flying level.
Since t h e f o r e - a n d - a f t a t t i t u d e o f a n a e r o p l a n e v a r i e s f o r l e v e l f l i g h t
Glide a c c o r d i n g t o a l t i t u d e , p o w e r , a n d l o a d , i t w i l l be necessary a t t i m e s t o fly
s l i g h t l y nose u p or d o w n a c c o r d i n g t o t h e s t a n d a r d S p e r r y - H o r i z o n . The
i s m , a n d leaves t h e g y r o h o r i z o n t a l a n d free. T h e a i r j e t s o f t h e nozzle c o r r e c t i n d i c a t i o n t o use is q u i c k l y d e t e r m i n e d b y o b s e r v i n g t h e R a t e o f
(12) w h i c h s p i n t h e r o t o r also serve t o k e e p i t u p r i g h t . T h e a i r is d i v i d e d Climb Indicator. O n t h e models of t h e S p e r r y - H o r i z o n w h i c h include a n
i n t o t w o parallel jets, each jet s t r i k i n g t h e buckets i n t h e r i m of the g y r o a d j u s t a b l e a e r o p l a n e t h i s can be set t o m a t c h t h e b a r f o r a g i v e n f l i g h t
a t points equidistant f r o m the centre. I f the rotor tilts, the air from the
condition.
j e t o n one side s t r i k e s a g a i n s t t h e r i m i n s t e a d o f a g a i n s t t h e b u c k e t s , w h i l e
D i r e c t i o n a l c o n t r o l is a c c o m p l i s h e d w i t h t h e D i r e c t i o n a l G y r o , w h i c h is
a i r f r o m t h e o t h e r j e t s t r i k e s t h e sides o f t h e b u c k e t s , c a u s i n g t h e r o t o r t o
r e a d i n t h e same m a n n e r as a v e r t i c a l c a r d m a g n e t i c c o m p a s s . A g r e a t e r
r e t u r n to its u p r i g h t position.
a c c u r a c y o f c o n t r o l is, h o w e v e r , p o s s i b l e , since t h e D i r e c t i o n a l G y r o does
T h e average d r i f t o f t h e i n s t r u m e n t c a r d f r o m i t s o r i g i n a l s e t t i n g is 3° n o t s w i n g or o s c i l l a t e , b u t i n s t e a d r e m a i n s f i x e d , a n d t h e r e f o r e p r o v i d e s
i n 15 m i n u t e s . T h i s a c c u r a c y has b e e n a c h i e v e d b y e x t r e m e l y c a r e f u l as p o s i t i v e a r e f e r e n c e f o r s t e e r i n g as o b j e c t s a l o n g a clear n a t u r a l h o r i z o n .
design a n d w o r k m a n s h i p , w h i c h h a v e resulted i n great perfection o f T h e D i r e c t i o n a l G y r o m u s t be o r i g i n a l l y set t o t h e m a g n e t i c compass, a n d
balance and a m i n i m u m of friction. reset a t i n t e r v a l s o f f r o m 15 t o 20 m i n u t e s t o correct f o r w a n d e r o f t h e g y r o .
FLYING WITH THE SPERRY-HORIZON AND THE DIRECTIONAL T h e average w a n d e r o n c a r d i n a l h e a d i n g s s h o u l d n o t exceed 3° i n
GYRO 15 m i n u t e s , a n d t h e w a n d e r o n a n y single h e a d i n g s h o u l d n o t exceed 5°
i n 15 m i n u t e s . Care s h o u l d be t a k e n , w h e n s e t t i n g o r r e s e t t i n g t h e D i r e c -
F l y i n g w i t h t h e S p e r r y - H o r i z o n a n d D i r e c t i o n a l G y r o is so l i k e f l y i n g
t i o n a l G y r o , e s p e c i a l l y i n r o u g h a i r , t o be c e r t a i n t h a t a c o r r e c t compass
w i t h a v i s i b l e n a t u r a l h o r i z o n t h a t i n s t r u c t i o n s are h a r d l y needed. A
r e a d i n g is o b t a i n e d .
f e w p o i n t s d o , h o w e v e r , r e q u i r e e m p h a s i s , t o enable t h e user t o o b t a i n
I t m u s t be r e m e m b e r e d , e v e n w h e n flying s t r a i g h t i n r o u g h a i r , t h a t
t h e m o s t f r o m h i s i n s t r u m e n t s . T h e S p e r r y - H o r i z o n m a y be t h o u g h t o f
a n d used i n either of t w o ways. S o m e l i k e t o c o n s i d e r i t as a w i n d o w t h e magnetic compass w i l l swing t o a certain extent. W h e n the magnetic
t h r o u g h t h e i n s t r u m e n t p a n e l a n d t h r o u g h t h e f o g or c l o u d s , i n w h i c h c a r d appears t o be s t i l l , i t is a c t u a l l y a t t h e e n d o f a s w i n g , a n d , t h e r e f o r e ,
case t h e h o r i z o n b a r is w h e r e t h e n a t u r a l h o r i z o n w o u l d be. Others f l y f a r t h e s t f r o m t r u e m a g n e t i c a z i m u t h . I f t h e D i r e c t i o n a l G y r o is set t o
t h e m i n i a t u r e a e r o p l a n e w i t h respect t o t h e h o r i z o n b a r (see F i g . 9). The c o i n c i d e w i t h t h e m a g n e t i c compass a t one e n d o f a s w i n g a n d o b s e r v e d a
D i r e c t i o n a l G y r o is u s e d l i k e a c o m p a s s , b u t , since i t is d e a d b e a t , no a l l o w - s h o r t t i m e l a t e r i n c o n n e c t i o n w i t h t h e compass w h e n t h e compass is a t
a n c e need be m a d e f o r l a g or o v e r - s w i n g o r t u r n i n g e r r o r s . I t s h o u l d be t h e o p p o s i t e e n d o f a s w i n g , i t w i l l seem as t h o u g h t h e r e h a d been a n
r e m e m b e r e d t h a t t h e c a r d r e m a i n s fixed i n a z i m u t h a n d t h a t t h e a e r o p l a n e excessive w a n d e r o f t h e g y r o .
is m o v e d a r o u n d i t . T o a v o i d t h i s t r o u b l e , t h e a e r o p l a n e s h o u l d be h e l d as s t r a i g h t as
possible f o r a b o u t a m i n u t e o n a D i r e c t i o n a l - G y r o s e t t i n g a p p r o x i m a t e l y
S t r a i g h t , Level F l i g h t t h e same as t h e c o m p a s s r e a d i n g . D u r i n g t h i s t i m e t h e compass m a y be
T h e S p e r r y - H o r i z o n is used as t h e basic reference f o r l a t e r a l a n d observed t o d e t e r m i n e its average r e a d i n g d u r i n g swings, a n d the D i r e c -
l o n g i t u d i n a l c o n t r o l o f the aeroplane. The horizon bar i n the instru- t i o n a l G y r o set t o c o i n c i d e w i t h t h a t a v e r a g e r e a d i n g . W h e n uncaging
46 INSTRUMENTS

Fig. 9 A . — T H E COMPONENT PARTS O F T H E SPBRRY ARTIFICIAL HORIZON

W e are indebted to B r i t i s h Airways, L t d . , for facilities for staging the action photo-
graphs Figs. 9 B - 9 K a n d F i g s . 12A-12G.

Fig. 9D . — T I L E P E N D U L O U S VANE F O R M A I N T A I N I N G ROTOR E R E C T BEING PLACED I NT H E

Fig. 9 B . — T H E ROTOR W H E E L OF T H E S P E R R Y A R T I F I C I A L HORIZON B E I N G PLACED I N T H E B A S E O F THIS R O T O R C A S E
CASING
4:8 INSTRUMENTS
t h e gyro after setting, the caging knob should be p u l l e d straight o u t ;
t w i s t i n g the knob w i l l t i l t the rotor and cause precession.
Climbs and Glides
Climbs and glides are made w i t h t h e Sperry-Horizon i n a similar m a n -
ner t o t h a t employed when using t h e natural horizon. The Sperry-
H o r i z o n allows 60° chmb or glide before the l i m i t stops are reached.
These limits should n o t be exceeded w i t h the standard horizon, p a r t i -
cularly when flying b l i n d , i f the i n s t r u m e n t is to be used continuously.
Should the stops be h i t , the gyro w i l l precess out of the v e r t i c a l , rendering
its indications valueless for several minutes u n t i l the gyro has had t i m e
t o erect itself.
Turns
The Sperry-Horizon and the Directional Gyro w i t h b a l l bank indicator
(incorporated i n some models of t h e Directional Gyro) are used to make
accurate tons ending at any preselected heading, i n t h e same maimer
t h a t the natural horizon and ball bank indicator are used under conditions
of good visibility. The Directional Gyro is hmited to 55° displacement i n
climb, glide, or bank, and any turns i n w h i c h the i n s t r u m e n t is to be used
should be held w i t h i n this l i m i t . I n steeper banked t u r n s t h e Directional
Gyro should be caged, t o prevent damage t o the instrument. The Sperry-
H o r i z o n can still be used w i t h the b a l l bank indicator for turns as steep
as t h e vertical.
As previously mentioned, the Sperry-Horizon does n o t indicate the
absolute level at t h e end of a t u r n , especially of 180°, a n d m a y be off as
touch as 3° to 6°. This error does n o t become cumulative during con-
tinuous f i r m i n g , b u t instead begins t o cancel out after 180° of t u r n . Thus
t h e aeroplane w i l l always be i n a safe a t t i t u d e i f levelled out b y Sperry-
H o r i z o n indication. W i t h i n one m i n u t e after straight flight has been
resumed, the i n s t r u m e n t w i l l again be indicating correctly.
Spirals
Gliding or chmbing spirals, etc., m a y be executed w i t h i n the range of
t h e instruments b y combining their various indications.
Take-offs
Take-offs w h i c h require the use of instruments should only be made i n
aeroplanes equipped w i t h a vacuum p u m p for operating t h e gyro i n s t r u -
ments, or w i t h a system incorporating a change over f r o m i n d u c t i o n m a n i -
f o l d operation to either exhaust v e n t u r i or venturi situated i n the airscrew
slipstream. The instruments should r u n w i t h not less t h a n 3 i n . of
mercury vacuum for at least 5 minutes "before take-off, t o make sure t h a t
gyros are up to speed. Before starting t h e take-off, t h e directional gyro
should be set and uncaged and the aeroplane moved on t h e ground t o
check t h a t b o t h instruments are functioning.
THE SPERRY ARTIFICIAL HORIZON 49
A fixed reading on the D i r e c t i o n a l Gyro ensures a straight course as
the aeroplane gains speed and leaves the ground;' t h e miniature aeroplane
of the Sperry-Horizon is kept i n t h e same position relative to the horizon
bar as i t occupies during a clear-weather take-off.
Landings
I n making landings under conditions of low v i s i b i l i t y , due to smoke,
haze, or light ground fog, where o n l y patches of t h e landing field are v i s i -
ble, the Sperry-Horizon and D i r e c t i o n a l Gyro give invaluable assistance.
D u r i n g the approach and when levelling off, the position of the m i n i a t u r e
aeroplane relative t o the horizon bar gives an accurate indication of t h e
fore-and-aft a n d lateral position of t h e aeroplane relative t o the ground.
The model w i t h t h e adjustable aeroplane may be set for any predetermined
attitude. The Directional Gyro assures a straight approach h i the desired
direction.
Operating L i m i t s
The Sperry-Horizon permits 60° dives or climbs and 90° or v e r t i c a l
banks before i t s l i m i t stops are reached. I f these l i m i t s are exceeded,
t h e gyro w i l l precess f r o m its n o r m a l position, rendering its indications
unusable. A period of five t o t e n minutes of straight flight m a y be
required before t h e Sperry-Horizon returns to n o r m a l indication and can
be used again. Repeated exceeding of the hmits of freedom w i l l seriously
damage the i n s t r u m e n t , and therefore i t is recommended t h a t aerobatics
should only be performed w i t h t h e Sperry-Horizon w h i c h is equipped
w i t h the caging device. This l a t t e r instrument should be caged prior t o
engaging i n a n y aerobatics.
The D i r e c t i o n a l Gyro permits climbs, glides, a n d banks of 55° t o be
made before t h e l i m i t stops are reached. I f these l i m i t s are exceeded, t h e
gyro can be caged and reset. The directional gyro should always be caged
prior to engaging i n any aerobatics.
Caution.—If aerobatics are t o be performed, t h e caging knob of t h e
directional gyro should be pushed in. Loops and rolls w i t h the i n s t r u -
ment free w i l l impose excessive loads on the bearings a n d pivots and m a y
injure the i n s t r u m e n t . The directional gyro is not disturbed i f looped o n
a setting of 90° or 270° or i f rolled o n a setting of zero or 180°. I n these
positions the gyro axle is at r i g h t angles t o the plane of rotation of t h e
machine.
Maintenance
A Sperry-Horizon or Directional Gyro, i f properly installed, should n o t
require overhaul i n less t h a n three or four hiuidred hours and should n o t
require a t t e n t i o n other t h a n replacement of the filter during this period.
A n y trouble encountered w i l l p r o b a b l y be due to a clogged filter, excessive
B.4
50 INSTRUMENTS

Fig. OB.—THE IIOTOK O F T H E SPERRY ARTIFICIAL HORIZON, WITH PENDULOUS VANE AT-
TACHED, BEING PLACED I N T H E GIMBAL RING

Fig. 9 H . — T H E COMPLETE MOVEMENT OF T H ES P E R B Y ARTIFICIAL HORIZON BEING BALANCED

The r u b b e r m a l l e t is u s e d o n t h e b a s e of the fixture when poising.

•
52 INSTRUMENTS

v i b r a t i o n , or improper vacuum supply. For the latter reason i t is

recommended t h a t a vacuum gauge be installed w i t h t h e Sperry-Horizon
and Directional Gyro to enable the user to determine at any time whether
the instrument is operating, or not, under proper v a c u u m . The following
table of troubles, causes, and remedies w i l l assist i n determining the cause
of any mal-functioning of the Sperry-Horizon or D i r e c t i o n a l G y r o — a l l
tests to be made at cruising speed, cruising r.p.m., and i n level flight :

Sperry-Horizon
Troubles Causes Remedies
Bar fails to (1) N o vacuum, (1) Examine source of vacuum
respond. supply and t u b i n g for leaks,
stoppage, or p u m p failure.
(2) A i r filter disc d i r t y , (2) Examine filter disc at rear of
reducing air flow. instrument and replace i f neces-
sary.
(3) Leaks i n instrument (3) See t h a t a l l screws i n i n s t r u -
case. ment case are i n place and
tight.
B a r does not (1) Excessive v i b r a t i o n , (1) Check i n s t r u m e n t board w i t h
settle level. vibrometer, a n d i f v i b r a t i o n is
more t h a n -004 i n . , apply shock
absorbers i n accordance w i t h
directions given on page 63.
(2) L o w vacuum. (2) Check v a c u u m i n accordance
w i t h installation instructions.
(3) A i r filter disc d i r t y , (3) Examine filter disc at rear of
reducing air flow. instrument, and replace i f
necessary.
Bar oscillates (1) Excessive v i b r a - (1) Check i n s t r u m e n t board w i t h
or shimmies. tion. vibrometer, and i f v i b r a t i o n is
more t h a n -004 i n . , apply shock
absorbers i n accordance w i t h
directions given on page 03.
(2) Vacuum too h i g h . (2) Check v a c u u m i n accordance
w i t h installation instructions.
Dial spins (1) Excessive v i b r a - (1) Check i n s t r u m e n t board w i t h
continu- tion. vibrometer, and i f v i b r a t i o n
ously i n one is more t h a n -004 i n . , apply
direction or shock absorbers i n accordance
drifts exces- w i t h directions given on page
sively in 63.
either direc-
tion.
 INSTRUMENTS THE SPERRY ARTIFICIAL HORIZON 55
54
Troubles Causes Remedies
(2) Incorrect vacuum. (2) Check vacuum i n accordance
w i t h installation instructions.
Should not be less t h a n 3 i n . H g .
or more t h a n 5 i n . H g .
(3) A i r filter disc (3) Examine filter disc at the
d i r t y , reducing air b o t t o m of instrument a n d re-
flow, place i f necessary.
Note.—The Sperry-Horizon and the Directional Gyro should be oper-
ated on a vacuum supply of 3J t o 4 i n . of mercury.
I f the v a c u u m is found t o be correct and v i b r a t i o n not excessive and
the trouble s t i l l exists, the cause is probably clue to worn pivots or bear-
ings. I n such a case the i n s t r u m e n t should be removed from the aero-
plane for inspection i n accordance w i t h the instructions under L u b r i c a t i o n
and Inspection.
IMPORTANT
Under no condition should either the Sperry-Horizon or the Directional
Gyro be t a k e n apart by any unauthorised person.
Renewal of Filters.—Removal of the air-filter screen for renewing is
not considered as disassembling the instrument, and does not require
removal of t h e instrument f r o m the aeroplane.
To Clean Screen {Sperry-Horizon).—Take out five attachment screws
and remove screen guard at back of instrument. L i f t out screen w i t h a
scriber. Clean w i t h benzine a n d d r y thoroughly before replacing.
To Clean Screen (Directional Gyro).—Do not remove the four screws
from the bottom of the instrument. L i f t out the snap ring and screen f r o m
the b o t t o m w i t h a scriber. Clean w i t h benzine and d r y thoroughly before
replacing.

Special Filters
To Renew Filter Disc (Sperry-Horizon).—Lift out the snap r i n g t h a t
retains the filter disc at the rear of the case. Remove the filter disc and
replace w i t h a new one. New filter discs m a y be obtained f r o m T h e
Sperry Gyroscope Company, L t d . This type cannot be cleaned.

Lubrication and Inspection

The shafts, pivots, and b a l l bearings of the instrument are lubricated
before assembly i n the case, a n d ordinarily, no f u r t h e r lubrication w i l l be
required. I t should be borne i n m i n d , however, t h a t continuous use of
the instrument i n hot climates results i n the evaporation of o i l , and re-
plenishing m a y become necessary.
After every 300 to 400 hours' operation, i t is advisable to have t h e
instrument removed from the aeroplane and inspected, only, however,
by an authorised instrument service station, w h i c h has at its disposal the
 ~7

56 INSTRUMENTS T H E SPERRY ARTIFICIAL HORIZON 57

special tools
THIS LOCK SCREW CAN ONLY and f i x t u r e s
BE INSERTED WHEN THE necessary for
HORIZON BAR IS HORIZONTAL disassembly, i n -
I FIT IS NECESSARY TO
spection, and
RE5HIP THE HORIZON
AFTER THE LOCKING SCREW
calibration of
HAS BEEN REMOVED.THE Sperry-Hori-
SYRQ MUST FIRST BE RUN. zons a n d D i r e c -
UP TO SPEED 3iTHE CASE tional Gyros.
HELD 80THAT THE BAR IS Otherwise, t h e
HQRKONTAL.AFTER instrument
WHICHTHE LOCK SCREW
should be r e -
CAN BE EASILY REPLACED.
turned t o T h e
Sperry Gyro-
LOCKING SCREW. scope Company, Fig. 11.-—DIAGRAMMATIC ARRANGEMENT OV TESTING EQUIPMENT

Ltd., for i n -
spection. Por having a caging device. I n t h i s latter case merely t u r n the caging knob
Sperry-Horizon, to free (uncage) t h e gyro.
insert lockscrew Place t h e instrument o n a testing block i n a level position, a n d w i t h
Fig. 1 0 . — O P E R A T I O N OV SHIPPING- LOOK
as s h o w n i n rubber .tubing connect i t t o a v a c u u m pump and a manometer (see P i g . 11).
Pig. 10, unless (The outlet n o t used must be k e p t plugged.)
t h e model has a caging device, i n w h i c h case s i m p l y t u r n t h e k n o b B u i l d u p a vacuum slowly, a n d when t h e manometer indicates 3J i n .
t o cage the gyro. Por Directional Gyro, be sure caging knob is pushed in. (89 m m . ) H g . , note the t i m e required for t h e horizon bar t o reach t h e
Pack the instruments carefully, preferably i n t h e same boxes i n w h i c h correct settling position as shown i n Pig. 12. T h e t i m e required w i l l be
t h e y were received. proportional t o the amount t h e horizon bar is displaced when t h e test is
started. Por instance, i f t h e pointer at t h e t o p o f the dial shows a 30°
Inspection and Test t i l t of t h e gyro, at least 6
minutes w i l l be required. LUMINOUS M A T E R I A L V I S I B L E
A l l Sperry-Horizons and D i r e c t i o n a l Gyros are carefully inspected OVER A E R O P L A N E W1NQ W H E N
Continue t o r u n ' t h e i n - B A R I S I N C O R R E C T S E T T L I N G
before leaving t h e factory. T h e y are packed i n a special maimer t o m i n i -
strument a t 3| i n . H g . , a n d P O S I T I O N
mise the possibility of damage i n t r a n s i t . While i n transit, however, t h e
at t h e e x p i r a t i o n of 10
instruments m a y be subjected t o conditions w h i c h are beyond the c o n t r o l
minutes t h e horizon bar
of the company. T h e makers have included, therefore, special instructions
should be centred w i t h i n t h e
for inspecting a n d testing, and recommend t h a t these instructions be care-
tolerance designated i n P i g .
f u l l y followed i f t h e instruments show any evidence o f having been m i s -
12.
handled d u r i n g shipment. T h e equipment necessary for making these
tests is available a t most air t r a n s p o r t companies or a t our service sta- I f t h e b a r should f a i l t o
tions. I t should be understood t h a t conditions necessitating these tests settle as described, shut off
are exceptional. Ordinarily t h e purchaser m a y disregard t h e m a n d the v a c u u m p u m p , and allow
proceed at once w i t h the installation of the instrument. the gyro t o come to a f u l l
stop. See t h a t the i n s t r u -
ment is level i n all directions,
Testing the Sperry-Horizon and repeat t h e test. I f t h e
After u n p a c k i n g the instrument, remove the lockscrew and replace i t bar s t i l l fails t o settle,
w i t h the cadmium-plated . (white) case screw contained i n t h e bag the i n s t r u m e n t has been Fig. 12.—SETTLING- POSITION OX T H E SPERRY-

(see. Eig. 10). Note.—This lockscrew.is n o t , s u p p l i e d w i t h mstruments damaged. HORIZON

58 INSTRUMENTS

Fig. 12D.—CHECKING FREEDOM OF MOVEMENT WITH ROTOR IN VERTICAL RING

GO INSTRUMENTS T H E SPERRY ARTIFICIAL HORIZON 61

Note.—Sometimes the bar A v i l l vibrate considerably when the i n s t r u -

ment is first started. This v i b r a t i o n w i l l stop as the gyro reaches n o r m a l
speed.
I f the horizon bar settles w i t h i n the limits specified, the i n s t r u m e n t
is ready for installation.

Testing the Directional Gyro

Place the Directional Gyro on the testing block i n a level position and
connect i t exactly as described for the Sperry-Horizon.
B u i l d u p a vacuum slowly u n t i l the manometer indicates in.
(89 mm.) b i g . Then cage the instrument by pushing the caging knob in,
and t u r n caging knob to rotate the dial 360° several times i n b o t h direc-
tions. This w i l l distribute the lubricating oil t o those parts of the pivots
which may have become d r y d u r i n g transit or storage.
Allow the instrument to r u n for at least 10 minutes.
Set dial on zero degree heading, and p u l l knob out, being careful not to
disturb heading when doing so.
Operate the gyro for t w e n t y (20) minutes on each of the following four
headings :
Card reading Zero (0).
Card reading Nine (9).
Card reading Eighteen (18).
Card reading Twenty-seven (27).
Note the d r i f t of the card every five (5) minutes. The d r i f t of the
card, i n a z i m u t h , shall not exceed three (3) degrees, i n either direction, i n
any fifteen-minute period on any of the stipulated headings. A m a x i m u m
of five (5) degrees drift is p e r m i t t e d on any one heading when the t o t a l
drift of the four headings does not exceed twelve (12) degrees. See follow-
ing tables of examples

Heading Drift
(A) 0 —3
90 2
180
270

T o t a l drift 12 acceptable.
(13) 0 —3
90 2
180 5
270 —3

T o t a l drift 13 reject—excessive t o t a l . Fig. 1 2 F . — P L A C I N G T H ESPECIAL A I R F I L T E R I N T H EHOUSING O F T H ED I R E C T I O N A L GYRO

 THE SPERRY ARTIFICIAL HORIZON 63

Heading Drift
(C) 0 -3
90 4
180 5
270 0

Total d r i f t 12 reject—excessive drift on

more t h a n one point.
W h e n an instrument fails to come w i t h i n the stipulated allowances
described i n the foregoing, i t w i l l be permissible to make t w o (2) addi-
tional or repeat runs of the test which failed. This may be done i m m e d i -
ately or at the conclusion of the group at which the failure occurred.
Two (2) out of the t o t a l of three (3) runs must come w i t h i n the stipulated
limits before the instrument may be considered acceptable.
I n order t o ensure a standard method of testing, the vacuum must be
maintained at 3-J- i n . (89 m m . ) H g . , and must n o t fluctuate more t h a n -J- i n .
(3 mm.) d u r i n g tests. This applies to b o t h the Sperry-Horizon and Direc-
tional Gyro.
On completion of the foregoing tests, the Directional Gyro is ready for
installation.

SPECIAL INSTRUCTIONS F O R S H O C K - A B S O R B I N G I N S T R U M E N T
PANELS
Gj'roscopic instruments, like other devices, may give erroneous i n -
dications under abnormal v i b r a t o r y conditions, and their useful life may
also be materially affected. This is n a t u r a l , as the a b i l i t y of a gyroscope
to perform satisfactorily lies i n its perfection of balance about a l l axes
which, i n t u r n , necessitates a very close fit between the gyro pivots, gimbal
pivots, a n d their respective bearings. The longer these clearances are
maintained, the longer the useful life of the instrument w i l l be. I n the
normal course of operation, the bearings w i l l r u n true many hundreds of
hours, because the loads to which they are subjected are relatively small.
V i b r a t o r y forces and the loads resulting therefrom are of constantly
changing magnitude and i n many cases changing i n direction. I f a gyro
is subjected to such forces, the bearings w i l l come i n contact w i t h their
pivots at many different and varying points ; the loads w i l l not be evenly
distributed, and high or low spots w i l l develop, necessitating a premature
overhaul of the instrument. As a result of tests and observations, i t has
been found, however, t h a t v i b r a t i o n of less t h a n -004 i n . f u l l amplitude
produces such small a d d i t i o n a l loads t h a t t h e y can be ignored. The
guarantee will not apply if the vibration exceeds this figure.
On aeroplanes which vibrate (at cruising speed) more t h a n -001 i n . at
Fig. 12o.—UNCAGING INSTRUMENT TO CHECK DRIFT OVER A PERIOD OF F I F T E E N MINUTES
the instrume nt board, the following special instructions should be carried
out:
64 INSTRUMENTS THE SPERRY ARTIFICIAL HORIZON 65

(Note.—The B y t h e
Sperry Gyro- mounting of in-
scope Company, strument panels - DETAIL OF VIBRATION ABSORBING
SUSPENSION OF CENTRE PANEL.
L t d . , has devel- hi accordance
oped a v e r y ac- w i t h the instruc-
curate indicator tions outlined
•with w h i c h t h e above, t h e use-
v i b r a t i o n of f u l life of a l l
Fig. 13.—COMPLETE PANEL O N ANTI-VIBRATION MOUNTING
panels and other instruments w i l l
be increased and
surfaces can readily be measured t o a n accuracy o f -001 i n . )
the accuracy
(1) I t is recommended t h a t t h e i n s t r u m e n t panel be o f sufficient
of t h e i r indica-
thickness t o overcome w a r p i n g a n d flexing. T h e m h r i m u m panel t h i c k -
tions improved,
ness should be -125 i n . (3-2 m m . ) for a l u m i n i u m and -095 i n . (2-4 m m . ) for
so reducing the
dural. I f t h e panel is large or long, i t i s , sometimes necessary t o a d d
number of over-
reinforcing ribs across t h e back as stiffeners.
hauls.
(2) Sponge rubber should never be used as a shock absorber. I t Fig. 14.—METHOD O FS H O C K - A B S O R B I N G P L I G H T I N S T R U M E N T PANEL

varies greatly i n its v i b r a t i o n absorption characteristics as i t ages, and Part num- SEPARATELY

even t h e best o f i t ages v e r y r a p i d l y when exposed t o the v a r y i n g atmo- bers a n d dimen-

spheric conditions encountered i n flying. sions o f t h e shock absorbers recommended are given i n P i g . 1 4 A . These
(3) Spring suspension is also inadvisable, as springs are n o t adapted units m a y be obtained f r o m The Sperry Gyroscope Co., L t d .
to w i t h s t a n d violent acceleration forces. Note.—-If the weight o f the panel d i v i d e d b y the number o f suspension
(4) T h e best shock absorbers are constructed of rubber w h i c h has been points gives a result such as 3J t o 31 l b . , use pairs consisting o f a 3-lb and
i n i t i a l l y stressed i n shear. A shock absorber o f t h e L o r d t y p e , or a shock a 4-lb. u n i t . The combination can be considered as a 3-lb. suspension.
absorber similar t o i t is recommended. B y using shock absorbers of this I f the result is less t h a n 3\, use 3-lb. u n i t s . I f i t is more t h a n 3| l b . ,
type t h e amplitude of v i b r a t i o n as measured a t t h e instrument b o a r d w i l l use 4-lb. units. See diagram below
become six t o eight times smaller t h a n the amplitude of v i b r a t i o n o f the (Pig. 1 4 B ) .
structure t o w h i c h i t is attached, i.e. i f t h e aeroplane itself is v i b r a t i n g
i
i n . , t h e v i b r a t i o n of t h e instrument board w i l l be reduced t o about INSTALLATION
1
in. • , '
TTo"(5) Shock abosrbers should be moxmted i n a plane passing t h r o u g h the Installation Layout
" O R I L L NO 2 8
centre of g r a v i t y of the panel. A very effective method o f shock absorb-
= : : : ;

J5"
I n order t o secure t h e most
ing a complete instrument board is shown i n E i g . 13. I f t h e panel is DRILL N 0 . I 9 - satisfactory service f r o m the Sperry-
large, i t m a y be advisable t o m o u n t the flight instruments o n a separate H o r i z o n a n d Directional Gyro, the
panel, shock absorbed as shown i n Eig. 14. proper planning of a n installation
(6) T o determine the size o f the shock absorbers t o be used, divide the o SECTION A-A is h i g h l y i m p o r t a n t . A l t h o u g h The
t o t a l weight of the panel (complete w i t h instruments) b y the number of Sperry Gyroscope Company, L t d . ,
suspension points t o be used for shock m o u n t i n g . Two such rmits are Dimensions manufactures t h e v e n t u r i tube
required a t each suspension p o i n t , arranged i n pairs as shown. Thus, i f a (Pig. 15) for operating t h e i n s t r u -
panel weighs 16 l b . , and i t is t o be suspended f r o m four points, t h e n eight
Pound ments o n aeroplanes where a pump
Rating Fart No.
4-lb. shock absorbers should be ordered. A s a check on t h e size a n d 1 100 P-l
cannot be installed, t h e use o f a n
flexibility o f t h e shock absorbers, i t should be determined t h a t w h e n t h e 2 100 P-2 engine-driven pump is recommended
panel is mounted the weight o f the whole assembly w i l l deflect t h e shook Double
3 100 P-3 wherever possible. Used i n con-
4 100 P-4
absorbers a t least £ i n . Mounting nection w i t h a v a c u u m relief valve
(Pig. 16), t h e p u m p ensures t h a t
(7) A l l connections t o t h e instrument b o a r d should be made o f flexible Fig. 14A.- -PART NUMBERS AND DIMENSIONS
the instruments w i l l operate under
material, such as rubber t u b i n g or flexible m e t a l hose. OP SHOOK-ABSORBERS

B. 5
66 INSTRUMENTS THE SPERRY A R T I F I C I A L HORIZON* 67
l pair consisting proper vacuum a t
1 pair of 3-lb. o f a 3- a n d a 4-lb. 1 pair of 4-lb. JJ y e x c e p f c

units unit units . . .

when the engine is

turning '
a t less
than 1,000 r . p . m .
I t is f u r t h e r re-
21 3 3J 3S 3.2 41
commended that
Fig. 14B T O T A L WEIGHT or P A N E L DIVIDED B Y N U M B E R O F
SUSPENSION POINTS
a vacuum gauge
should be installed
to show whether
or not the instruments are operating on a correct depression.
I t is absolutely necessary t h a t the instrument be mounted on a
properly shock-absorbed instrument panel, a n d , for this reason, a special
section is included later devoted to instructions for shock-absorbing
instrument panels. Unless the instruments are properly protected from
vibration in excess of -004 i n . amplitude, satisfactory performance cannot
be expected and the guarantee becomes v o i d . The arrangement o f the
various component parts o f the installation and the manner i n w h i c h they
are connected are all i m p o r t a n t , and are covered i n the following para-
graphs. position directly in f r o n t o f the pilot affords an ideal location for both
instruments.
Installing the Instruments The instruments must be mounted so t h a t their dials w i l l be vertical
Outline drawings of t h e various models of the Sperry-Horizon and in n o r m a l cruising position of the aeroplane. I t is also i m p o r t a n t t h a t
directional gyro are included i n Figs. 1 7 , 1 8 , 19, and 20. Cardboard the instruments are installed level laterally.
templates, which also include mounting dimensions and are very useful Be sure that the openings in the panel provide proper clearances so
for instrument panel l a y o u t , can be obtained f r o m the makers. t h a t the instru-
Be sure to read and follow the special instructions for shock-absorbing ments do not
instrument panels. b i n d when p u t
I f b o t h the Sperry-Horizon and the Directional Gyro are to be installed, in place. 4 H U T 3 * t t - 3 2 T u b . A.S.M.E.
place t h e m as close together as possible on the panel so t h a t t h e eye w i l l When bolt- EquAuiv SPACED SO° A P A B T ON A \1

have t h e m i n i m u m of distance to travel between their indications. A ing t h e instru-

ments to the
p a n e l , make
sure t h a t a l l
four mounting
Jugs touch the
panel, t o pre-
vent the instru-
ments being
strained when
the mounting
bolts are t i g h t - _,„,.., M

Piierl I f trip RE»P« ( « P H P U H T T T T O ,

C11C.U.. I L n FmiBie CONNECTOR CCUPLING.

Fig. 1 0 . — T H E
R E L I E F
VACUUM
V A L V E
panel is warped, „. ,, n „ T I
Fig. 15.—THE VENTURI TUBE
f v Fig. 1 8 . — O U T L I N E DRAWING O F STANDARD SPERRY-HORIZON

it should be WHICH INCLUDES ADDITIONAL AIR FILTER

68 INSTRUMENTS
THE SPERRY ARTIFICIAL HORIZON 69
straightened out
4 N U T s y 10-32 A . 5 . M . E . W P .
before t h e i n s t r u - Gyro. I t should
ments are installed. be placed screen
Do n o t use t h e side down, a n d
instruments t o p u l l a i n such a posi-
warped panel fiat. t i o n t h a t the
i n t a k e screen is
Installing the Venturi accessible f o r
The Sperry v e n - replacement and
t u r i (see E i g . 21 the adjustment
RlMtf/E A N T ONE PIPE PLU6 TO for dimensions) is screw is acces-
ATTACH 'A" FLEXIBLE CONHEC-T03
designed t o produce sible for setting.
COUPLING.

Weight, 3 lb. 9 oz. a vacuum o f 3% i n .

(89 m m . ) H g . of Connecting the
Fig. 1 0 . — O U T L I N E D R A W I N G : oi" S T A N D A R D D I R E C T I O N A L G Y R O
mercury i n a Sperry- Instruments
H o r i z o n or Direc- Three-eighths
t i o n a l Gyro a t an air speed o f 125 miles a n hour when connected, to the ( f ) - i n c h outside
instrument w i t h 12 f t . o f f - i n . O.D. t u b i n g . A t 175 miles per hour the diameter t u b i n g
vacuum w i l l be 4£ i n . (114-3 mm.) H g . o f mercury. I f t h e aeroplane should be used
cruises a t more t h a n 175 miles per hour, a v a c u u m relief valve should be w i t h a single i n - —OuTLnrai D R A W I N G OF V E N T U R I T U B E

used t o prevent the instruments running at too h i g h a vacuum. Locating s t r u m e n t (Fig.

the v e n t u r i h i the propeller slipstream w i l l subject i t t o air a t a higher 23) for lengths up t o 12 f t . For lengths f r o m 12 to 25 f t V - i n . O.D. t u b i n g
T

velocity t h a n the n o r m a l cruising speed of t h e aeroplane, and w i l l also should be used. Greater lengths w i l l probably not be used for single-
help t o s t a r t the gyros t u r n i n g while the aeroplane engine is rurrning on i n s t r u m e n t installations, b u t i f they should occur, The Sperry Gyroscope
the ground. Venturis should not be. located behind struts or a n y other Company, L t d . , should be consulted f o r recommendations.
protuberances ' Where a Sperry-Horizon and D i r e c t i o n a l Gyro and possibly a T u r n and
•4-NUTS * 1 Q - 3 £ A A M . E . THflb. which would B a n k Indicator are installed, i t is best t o use a single t u b e between the
deflect t h e air instruments a n d t h e v a c u u m supply as i n F i g . 24 or Fig..25. One-half
flow. Do not (J)-in. t u b i n g should be used for lengths u p t o 12 f t . a n d f - i n . O.D. for
install a v e n t u r i lengths between 12 a n d 25 f t . The Sperry Gyroscope Company, L t d . ,
inside a n engine
cowling.

Installing the
Vacuum Relief
Valve
The vacuum
PEq&VE AHVOH6 RPEPlUaTO relief valve (see
ATTACH '/fr* FLEXIBLE CON HECTOR
COUPUMQ. Eig. 22 for d i -
mensions) should
be installed i n
the cockpit a d -
Weight, 3 l b . 11J oz.
,4-HOLES mfAfaMffih* jacent t o t h e
Sperry - H o r i z o n
Fig. 20.—OUTLINE] DRAWING O E DIRECTIONAL GYRO WITH BALL
BANK INDICATOR A N DADDITIONAL AIR FILTER
and Directional
Fig. .22.—-OUTLINE DRAWING O FVACUUM R E L I E F V A L V E
 INSTRUMENTS THE SPERRY ARTIFICIAL HORIZON 71
70
should be . con- INSTALLA-
sulted for re- TION T E S T S
commendations
i n v o l v i n g Levelling the
greater lengths Instruments
of t u b i n g . I t is desir-
The accom- able t o check
panying "Fig- t h e installation
ures, 23, 24, of t h e instru-
RELIEF VALVE. and 25, show re- ments i n the
Fig. 2 3 . — C O N K E O T E W S D I A G R A M OH I N S T R U M E N T S commended aeroplane t o see
" > ' ' " ' methods of con- t h a t t h e y are
properly lev-
necting -various combinations of gyro-instrument equipment.
elled. W i t h the
A flexible connector can be supplied for connecting the m e t a l t u b i n g to
aeroplane
the instruments. The J - i n . pipe-threaded end df the flexible connector
laterally level
should be screwed into t h e instrument at whichever outlet is most con-
(preferably on Fig. 2 5 . — C O N N E C T I N G D I A G R A M COT I N S T R U M E N T S
venient, The outlets not used should be k e p t plugged.
a concrete floor)
W h e n m a k i n g connections, be sure t h a t t h e pipe ends are cut off
square a n d a l l burrs removed. W i t h the unions supplied for t h e i n s t r u - place a bubble level against the face of t h e Sperry-Horizon t o see t h a t the
ments, no flare is required. Slide the n u t a n d olive on to the pipe, allow- m i n i a t u r e aeroplane is level. I f such is n o t the case, the instrument panel
ing the pipe to project sufficiently to b u t t on t o the union on t h e i n s t r u - m a y be found to be sagging at one side ; or i f the panel is t r u e , the i n s t r u -
ment. As the n u t is tightened, the olive w i l l be compressed firmly on to m e n t is not installed level, i n which case i t w i l l be necessary t o enlarge the
the pipe a n d a good j o i n t ensured. W i t h t h e flare-type fittings supplied m o u n t i n g screw-holes i n t h e panel to enable the instrument t o be rotated
for the v e n t u r i , i t is necessary t o remove the t h i m b l e portion and slide i t on s l i g h t l y i n t o its proper position. The directional gyro w i t h b a l l bank
to the t u b i n g w i t h its threaded end towards t h e end of the t u b i n g to be indicator is easily checked b y observing t h e position of t h e b a l l . The
flared.. Use standard flaring tools to obtain a proper fit w i t h t h e tapered standard directional gyro can be checked b y hnmg up t h e bubble level
portion of the fittings. T i g h t e n the n u t carefully. Excessive t i g h t e n i n g w i t h t h e card i n the i n s t r u m e n t .
may damage t h e flared end of the t u b i n g and cause leaks. To check whether or not the instruments and panel w i l l be vertical
Make sure t h a t the t u b i n g and flexible connectors are not pinched or d u r i n g n o r m a l flight, measure the ground angle of the aeroplane w i t h a
kinked. The bubble protractor, a n d t h e n check to see t h a t the i n s t r u m e n t panel is at
metal tubing 90° t o the fore-and-aft line of the aeroplane, using the same bubble pro-
should be suit- t r a c t o r . A small correction can be made, i f necessary, b y placing washers
ably clipped to between the two upper or t h e two lower m o u n t i n g lugs of t h e instrument
prevent break- and t h e panel. A recheck of the Sperry-Horizon i n d i c a t i o n i n flight is
age due to desirable i f i t is possible t o obtain a test flight i n smooth air.
v i b r a t i o n , and
arranged so as Checking the Vacuum
not t o p u l l the
f l e x i b l e con- I f the aeroplane is equipped w i t h a v a c u u m pump a n d v a c u u m relief
nector and valve, r u n the engine a t cruising r . p . m . , and set the v a c u u m relief valve
load t h e shock- t o h o l d a vacuum of 3£ t o 4 i n . of m e r c u r y i n the instruments. I f a
proof mount- v a c u u m gauge is n o t installed permanently i n the aeroplane, either a
i n g of the m e r c u r y manometer or a vacuum gauge m a y be t e m p o r a r i l y connected
instrument t o t h e extra outlet on one of the instruments. W h e n only v e n t u r i tubes
Fig. 2 4 . — C O N N E C T I N G D I A G R A M OTT I N S T R U M E N T S panel. are used, i t w i l l be necessary to fly t h e aeroplane at cruising speed to
72 INSTRUMENTS

measure t h e vacuum obtained. The fohowing interpretations m a y be

placed o n different gauge readings :
(1) V e n t u r i i n poor location,
Vacuum too l o w
(2) T u b i n g too long or too small.
—.under 3 i n . at
cruising speed.
(3) Leaks i n connections. QUESTIONS AND ANSWERS
(4) K i n k s or restrictions i n t u b i n g .
Vacuum too h i g h THE SPERRY GYROPILOT
•—over i n . at (1) Relocate the v e n t u r i outside t h e propeller
cruising speed. slipstream.
1. What is the feature common to all types of automatic pilot ?
This m a y occur on (2) I n s e r t i n air line a relief or reducing valve
adjusted to 4 i n . m e r c u r y vacuum. The gyroscope. The reason for t h i s is t h a t a gyroscope tends to
high-speed aero-
remain i n whatever position i t is set. I t is this p r o p e r t y of r i g i d i t y
planes.
w h i c h provides t h e basic reference u p o n w h i c h the operation of any
Checking the Vibration automatic pilot depends.
As previously mentioned, the v i b r a t i o n at the i n s t r u m e n t panel 2. What are the central features of the Sperry Automatic Pilot ?
should n o t exceed -004 i n . , especially at cruising speed. W i t h t h e aero-
Two gyroscopes are used, one of w h i c h provides an artificial
plane f l o w n under cruising conditions, the amplitude of the v i b r a t i o n
horizon, whilst t h e other functions as a directional gyro.
at the instruments should be measured b y means of a vibrometer. I f an'
amplitude of greater t h a n -004 i n . is measured, i t is an i n d i c a t i o n t h a t 3. What is the principle of the Gyro Horizon ?
either t h e shock-absorbing m o u n t i n g is receiving an excessive amount of
A gyroscope spimiing about a v e r t i c a l axis is controlled b y
vibration, or t h a t the m o u n t i n g is not f u n c t i o n i n g satisfactorily. I f the
latter is t h e case, the m o u n t i n g w i l l midoubtedly be found to be too stiff, g r a v i t y through a simple mechanism, so t h a t i t w i l l at a l l times
due either t o the use of shock absorbers of incorrect weight r a t i n g , or to remain t r u l y v e r t i c a l . This reference line is used to show pictorially
coimecting t u b i n g t o the instrument panel being too stiff or p u l l i n g on the angular movement of an aeroplane i n bank and p i t c h .
the m o u n t i n g . Care i n checking this phase of t h e installation w i l l result 4. What is the principle of the directional gyro as used i n the Sperry
i n the most satisfactory performance of t h e instruments. Gyropilot ?
The directional gyro incorporates a gyroscope spmning about a
horizontal axis, w h i c h is used to stabilise.a compass card t h a t may
be set to coincide w i t h t h e readings of a magnetic compass. I t w i l l
t h e n m a i n t a i n this heading for a considerable period and throughout
a l l n o r m a l manoeuvres of the aeroplane.

5. How are the gyroscope elements used to control an aeroplane in the

Sperry Automatic Pilot ?
Relative movement between t h e boxes h i which t h e gyros are
m o u n t e d (and w h i c h are rigidly attached to the aeroplane) and the
gyros themselves controls the admission of air to either side of an
air-relay valve w h i c h contains a diaphragm attached t o a centrally
operating spindle.
A n excess of pressure on either side of the diaphragm causes
movement of this spindle.
Movement of t h e spindle opens a n d closes ports i n an oil-pressure
system, a d m i t t i n g o i l t o either side of a piston, which i n t u r n operates
the appropriate controls of the aeroplane.
73
74 INSTRUMENTS QUESTIONS AND ANSWERS 75

6. Do the gyroscopes supply energy for operating the aeroplane con-
trols ?
N o . The necessary energy for this purpose is supplied b y an oil
p u m p driven f r o m t h e engine. Relative movement between the
gyroscope and its container is utilised o n l y t o control the d i s t r i b u t i o n
of o i l f r o m this high-pressure system t o the control-actuating
mechanism.
7. What are the main controls provided on the Sperry Gyropilot ?
There are i n a l l six m a n u a l controls, as follows :
1. Rudder control.
2. A i l e r o n control.
3. Elevator control.
4. Directional gyro setting control.
5. Gyro horizon setting control.
6. A l t i t u d e control.
8. What is the function of the latter ?
B y t u r n i n g the k n o b of this control to any p a r t i c u l a r height
setting, the pilot can ensure t h a t his aeroplane w i l l be k e p t auto-
m a t i c a l l y at any desired height to w i t h i n about 50 f t .
9. What auxiliary controls are provided in addition to the main con-
trols referred to above ?
Three control knobs are provided- a t t h e top of the instrument
panel to enable the p i l o t to alter the volume of oil w h i c h can flow
t o t h e servo cylinders. This enables h i m to vary the speed of
control applied to make i t most suitable for the weather t h r o u g h
w h i c h he is flying or for t h e load being carried.
10. What is meant by " over-control" of an automatic pilot ?
W i t h most forms of automatic control as applied t o machmery
of a n y k i n d , i t is necessary to open a switch or move a lever t o change
the control from automatic to manual.
I n t h e case of t h e Sperry Gyropilot, no such change-over is
required. I n emergency the pilot can always control t h e aeroplane
b y using the control column rudder bar (exerting shghtly greater
force t h a n normal), even though the automatic pilot is operating.
This feature is k n o w n as " over-control."
11. What is the main " on/off " control of the Sperry Gyropilot ?
I t consists of a valve i n . the high-pressure oil system or servo
t u n i t . I n the " off " position, the valve allows oil to circulate freely
f r o m one side to t h e other of the p i s t o n h i the servo u n i t , thus
offering no resistance. W i t h the gyropilot o n , " this valve isolates
ct
one side of the servo piston from the other, so t h a t i t can only be
m o v e d b y impulses of o i l .
12. What is the purpose of the air suction pump employed in the
Sperry Gyropilot ?
The suction p u m p , i n combination w i t h the suction regulator,
maintains a p a r t i a l vacuum inside t h e box which contains the gyro
elements. This p a r t i a l vacuum causes air to be d r a w n m t o the box
and through the buckets of the gyroscope t o m a i n t a i n this i n r o t a r y
motion.
I n addition to t h i s , the partial v a c u u m operates on t h e ah' pick-off
tubes.
Considering t h e b a n k and chnib g y r o — i n level flight—the ends
of b o t h pick-up tubes are open to t h e p a r t i a l vacuum, thus niain-
tahrhig equal suction on b o t h sides of t h e diaphragm (referred to i n
Question 5 above), w h i c h controls t h e movement of t h e oil-valve
piston.
D u r h i g banking, t h e end of one of these pick-up tubes is closed
owing to relative m o t i o n between the gyroscope and its container.
This sets up unequal air pressures on t h e two sides of t h e control
diaphragm, w h i c h accordingly takes u p a fresh position, carrying
w i t h i t the oil valve piston and allowing oil to flow t o t h e appro-
priate servo cyhnder.
The latter operates t h e appropriate aileron controls t o b r i n g the
aeroplane back to level flight.
13. What type of oil should be used in the servo system of the Sperry
Gyropilot ?
Only oil supplied b y the makers or t o the makers' specifications
should be used.
14. Why is this precaution necessary ?
To avoid any possibility of the o i l containing ingredients which
might, have an injurious effect upon t h e piston or w h i c h m i g h t not
w o r k satisfactorily at v e r y low temperatures likely t o be encountered
under certain flying conditions.
15! What are the ten " check " operations which should be performed
by the mechanic prior to the " take-off " of a machine equipped with the
gyropilot ?
1. Check for air in servos.
2. Check vacuum.
3. Check oil pressure.
4. Uncage bank and climb gyro.
5. Set and uncage directional gyro.
6. Open speed-control valves.
7. Set level control "off."
8. Set follow-up indices.
9. Engage gyropilot.
10. Test operation of gyropilot..
 76
INSTRUMENTS
16. What is the correct vacuum to be maintained by the suction
regulator ?
Eour inches of mercury. The permissible Hmits of v a r i a t i o n are
n o t less t h a n 3 i n . a n d not more t h a n 5 i n .
17. What is the chief purpose of the periodic inspection ?
The chief purpose of any inspection and maintenance is to forestall
trouble or failure b y detecting maladjustment, wear, or weakness
before i t becomes serious, and to make the necessary correction to
prevent a failure of t h e apparatus.
18. What inspection would you carry out after 100 hours' flying ?
1. Inspect a l l p i p i n g and fittings, hicluding flexible hoses.
T i g h t e n or replace fittings or pipes where necessary t o stop leaks.
Replace any flexible hoses showing signs of seepage at connections
or pimples on surface of hose. T i g h t e n servo packing nuts i f there
is a n y leakage.
2. Inspect a l l cables, cable comieetions, and pulleys. M a i n
cables, follow-up cables, and servo on-off cables should be free-work-
ing, positive, and free f r o m any signs of f r a y i n g or wear.
3. Check follow-up pulleys on m o u n t i n g u n i t w i t h gyro-control
units removed and o i l springs i f d r y . A few drops of engine o i l are
sufficient.
4. Inspect and replace air intake screens i f necessary on the air
relays, vacuum relief valve, and gyro control u n i t intakes.
5. Check oil i n sump t a n k . Should be three-quarters f u l l .
6. Ground test as previously noted.
19. What are the possible causes of low vacuum ?
(a) Vacuum relief valve not properly adjusted. .
(6) P u m p failure.
(c) Leak or break i n vacuum line.
(d) Obstruction i n v a c u u m line (may be collapsed inner w a l l . o f
flexible hose).
20. What are the possible causes of excessive vacuum ?
(a) A i r intake filters clogged.
(b) Vacuum relief valve set too h i g h .
(c) Vacuum relief valve stuck closed.
21. I f in testing the gyropilot you found that one of the controls failed
to operate in either direction, what would you look for ?
(a) O i l valve stuck.
(6) A i r relay filter clogged. '
(c) Defective control u n i t .
(d) Speed valve closed.
(e) Clogged o i l line t o servo u n i t .
(/) Servo relief valve bypassing.
QUESTIONS A N D ANSWERS 77
22. State the possible causes of " hunting " of the controls ?
1. A i r i n o i l system.
2. L a g h i follow-up cable system.
3. O i l valve sticking, unbalanced or having backlash.
THE S P E R R Y A R T I F I C I A L HORIZON AND D I R E C T I O N A L GYRO
1. What is the function of the Sperry Horizon ?
I t provides a substitute for the n a t u r a l horizon w h e n the latter
is obscured owing either to clouds or d u r i n g night flying.
2. What is the principle embodied in this instrument ?
A n air-driven gyroscope suitably m o u n t e d w i t h t h e plane of the
gyro wheel horizontal. Owing to the gyroscopic property, t h e plane
of t h e wheel remains horizontal, a n d has suitably connected to i t
a n indicator i n t h e f o r m of a horizon bar, A suitable linkage
ensures t h a t the apparent motion of t h i s bar on the i n s t r u m e n t dial
corresponds always w i t h the relative position of the horizon, however
t h e aeroplane is m o v i n g .
3. On which axis is the gyro gimbal ring pivoted ?
The longitudinal axis corresponding to the long axis on the
fuselage.
4. I f this is so, why does not the turning of the aeroplane upset the
indicator ?
Special provision is made to keep t h e gyro axis u p r i g h t , whatever
disturbing forces m a y be introduced.
5. What is the principle of this correcting device ?
F O O T pendulous vanes are suspended f r o m the underside of the
gyro housing; E a c h one of these vanes partially covers one of the
four a h ports t h a t exhaust air f r o m t h e gyro housing. I f the gyro
tends to depart f r o m its upright position during straight flight,
g r a v i t y holds the vanes vertical, and one vane closes one p o r t , while
t h e opposite vane opens its port. T h e reaction of t h e air emitted
f r o m this open p o r t moves the gyro back to its normal position.
6. I n the case of the directional gyro, how is the gyroscope wheel
mounted ?
So t h a t the plane of the gyroscope wheel is v e r t i c a l . I t is
universally mounted h i a gimbal ring free to t u r n about a horizontal
axis on bearings carried i n an outer v e r t i c a l ring. The v e r t i c a l ring
is free t o t u r n about a vertical axis. The above arrangement leaves
t h e gyroscope basically free.
78 INSTRUMENTS
7. To what member of the gyroscope frame is the ~ indicator card
fixed ?
The indicator card, w h i c h consists of a t h i n graduated strip bent
to circular form, is fixed t o the outer v e r t i c a l ring.
8. What is meant by caging the directional gyro ?
B y caging is meant controlling the movement of a p o r t i o n of the
gyro mounting, so t h a t the outer p o r t i o n can be set to any desired
reading w i t h o u t disturbing the other components of the mounting.
9. What happens when the caging knob on the directional gyro is
pushed in ?
Pushing the caging knob i n engages the synchroniser lever
plunger, which n o r m a l l y rests i n the cone-shaped interior of the
p i n i o n , and raises t h e lever pins w h i c h slide i n the groove of the
synchroniser ring. This lifts the synchroniser ring, pushing up the
spring plunger and raising the caging k n o b , so t h a t i t makes contact
w i t h the b o t t o m of t h e gimbal ring and holds the gyro horizontal as
the card is turned t o the desired heading.
10. How is the Sperry Horizon used by pilots ?
This instrument m a y be used i n either of t w o ways :
1. The instrument d i a l can be regarded as a window t h r o u g h
instrument panel and t h r ou gh the fog or clouds, i n w h i c h case
horizon bar is where t h e n a t u r a l horizon w o u l d be.
2. Another m et h od of use is to p a y attention chiefly t o
m i n i a t u r e aeroplane w h i c h is shown on the indicator d i a l , and
this w i t h respect to the horizon bar.
11. How is the Directional Gyro used ?
The pilot uses this as a dead-beat compass. I t is unnecessary
to make any allowance for lag, overawing or t u r n i n g errors.
12. How should the Directional Gyro be set?
The Directional Gyro must be originally set to the magnetic
compass, and reset at intervals of f r o m 15 to 20 minutes t o correct
' f o r wander of the Gyro. The average wander on cardinal reaclings
should not exceed 3° i n 15 minutes, and the. wander on an y single
reading should not exceed 5° i n 15 mhiutes. Care should be taken,
w h e n getting or resetting the Directional Gyro, especially i n rough
air, t o be certain t h a t a- correct compass reading is obtained.
13. What precautions must be observed in setting the Directional
Gyro during flight?
The aeroplane should be. held as straight as possible for about a
m i n u t e on a Directional-Gyro setting approximately the same as
QUESTIONS AND ANSWERS 79
t h e compass reading. 'During this t i m e the compass must be
observed, to determine its average reading during swings, and the
Directional Gyro set t o coincide w i t h t h a t average reading.
14. What is the most important thing to remember in setting or
resetting the Directional Gyro ?
The Gyro must be uncaged b y p u l l i n g the caging k n o b straight
out w i t h o u t t w i s t i n g .
15. How often should the Directional Gyro be reset during flight ?
A t intervals of f r o m 15-20 mhiutes. This is t o correct for
wander of the Gyro.
16. What is the normal period for overhaul of the Sperry Horizon
and the Directional Gyro ?
These histruments should be overhauled after every three- or
four-hundred hours' flying.
17. A pilot complains that the horizon bar of the Sperry Horizon
does not settle level. What faults would you look for ?
1. Excessive v i b r a t i o n .
2. L o w vacuum.
the 3. A h filter disc clogged.
the
18. How would you test for excessive vibration?
the B y the use of t h e Sperry V i b r a t i o n Indicator, w h i c h w i l l enable
fly the v i b r a t i o n of the panels and other surfaces to be measured to an
accuracy of -001 h i .
19. What is the maximum permissible limit of vibration?
The f u l l amplitude of the v i b r a t i o n must not exceed -004 i n .
20. I f the vibration test of the instrument panel shows excessive
vibration, how could this be remedied?
1. B y the a d d i t i o n of reinforcing ribs across the back.
2. B y the f i t t i n g of shock absorbers, preferably of the L o r d type.
21. How would you renew the filter disc on the Sperry Horizon ?
L i f t out the snap r i n g t h a t retains the filter disc at t h e rear of
the case. Remove t h e ' f i l t e r disc and replace w i t h a new one.
22. What is the purpose of the vacuum relief valve which is used
in conjunction with the Sperry Horizon and Directional Gyro ?
The vacuum necessary for operating these instruments is
produced by a V e n t u r i tube. This tube produces t h e correct
80 INSTRUMENTS

vacmvm w h e n t h e aeroplane on w h i c h i t is f i t t e d is travelling at

an air speed of 125-175 m.p.h. I f the speed exceeds the latter
figure, too h i g h a vacuum is produced. The purpose of the vacuum
relief valve is t o provide for this contingency. I t is fitted i n t h e
pipe line between the V e n t u r i t u b e and the instruments.

23. What are the possible causes of too low a vacuum ?

1. V e n t u r i i n poor location.
2. T u b i n g too long or too small.
3. Leaks i n connections.
4. K i n k s or restrictions i n t u b i n g .