The entire flight director/autopilot system is sometimes called an integrated flight control system (IFCS) by some manufacturers. Others may use the term automatic flight control system (AFCS). 

The FD/AP system may be employed at the following different levels: 

• Off (raw data) 

• Flight director (computed commands) 

•  Autopilot 

With the system off, the FCI operates as an ordinary attitude indicator. On most FCIs, the command bars are biased out of view when the FD is off. The pilot maneuvers the airplane as though the system were not installed. 

To maneuver the airplane using the FD, the pilot enters the desired modes of operation (heading, altitude, navigation (NAV) intercept, and tracking) on the FD/AP mode controller. The computed flight commands are then displayed to the pilot through either a single-cue or dual-cue system in the FCI. On a single-cue system, the commands are indicated by “V” bars. On a dual-cue system, the commands are displayed on two separate command bars, one for pitch and one for roll. To maneuver the airplane using computed commands, the pilot “flies” the symbolic airplane of the FCI to match the steering cues presented. 

On most systems, to engage the autopilot the FD must first be operating. At any time thereafter, the pilot may engage the autopilot through the mode controller. The autopilot then maneuvers the airplane to satisfy the computed commands of the FD. 

Like any computer, the FD/AP system only does what it is told. The pilot must ensure that it has been programmed properly for the particular phase of flight desired. The armed and/or engaged modes are usually displayed on the mode controller or separate annunciator lights. When the airplane is being hand-flown, if the FD is not being used at any particular moment, it should be off so that the command bars are pulled from view. 

Prior to system engagement, all FD/AP computer and trim checks should be accomplished. Many newer systems cannot be engaged without the completion of a self-test. The pilot must also be very familiar with various methods of disengagement, both normal and emergency. System details, including approvals and limitations, can be found in the supplements section of the AFM/POH. Additionally, many avionics manufacturers can provide informative pilot operating guides upon request. 

## Yaw Damper 

The yaw damper is a servo that moves the rudder in response to inputs from a gyroscope or accelerometer that detects yaw rate. The yaw damper minimizes motion about the vertical axis caused by turbulence. (Yaw dampers on swept wing airplanes provide another, more vital function of damping dutch roll characteristics.) Occupants feel a smoother ride, particularly if seated in the rear of the airplane, when the yaw damper is engaged. The yaw damper should be off for takeoff and landing. There may be additional restrictions against its use during single-engine operation. Most yaw dampers can be engaged independently of the autopilot. 

## Alternator/Generator 

Alternator or generator paralleling circuitry matches the output of each engine’s alternator/generator so that the electrical system load is shared equally between them. In the event of an alternator/generator failure, the inoperative unit can be isolated and the entire electrical system powered from the remaining one. Depending upon the electrical capacity of the alternator/generator, the pilot may need to reduce the electrical load (referred to as load shedding) when operating on a single unit. The AFM/POH contains system description and limitations. 

## Nose Baggage Compartment 

Nose baggage compartments are common on multiengine airplanes (and are even found on a few single-engine airplanes). There is nothing strange or exotic about a nose baggage compartment, and the usual guidance concerning observation of load limits applies. Pilots occasionally neglect to secure the latches properly. When improperly secured, the door opens and the contents may be drawn out, usually into the propeller arc and just after takeoff. Even when the nose baggage compartment is empty, airplanes have been lost when the pilot became distracted by the open door. Security of the nose baggage compartment latches and locks is a vital preflight item. 

Most airplanes continue to fly with a nose baggage door open. There may be some buffeting from the disturbed airflow, and there is an increase in noise. Pilots should never become so preoccupied with an open door (of any kind) that they fail to fly the airplane. 

Inspection of the compartment interior is also an important preflight item. More than one pilot has been surprised to find a supposedly empty compartment packed to capacity or loaded with ballast. The tow bars, engine inlet covers, windshield sun screens, oil containers, spare chocks, and miscellaneous small hand tools that find their way into baggage compartments should be secured to prevent damage from shifting in flight. 

