Model 650 Maintenance Manual (Rev 38)

22-10-00-0 (Rev 19)

AUTOPILOT - DESCRIPTION AND OPERATION

1. General
A. The Sperry SPZ-650 automatic flight control system provides three-axis airplane attitude stabilization and path control. The
automatic path mode commands are provided by the flight director computer (refer to Chapter 34) making the autopilot
integrated with the instrument system. The autopilot computer accepts manual command inputs from the touch control
steering input.
NOTE: This chapter is primarily concerned with the autopilot portion of the overall automatic flight control
system. (Refer to Figure 1 for general location of the autopilot components considered herein.)
Some consideration of flight director/autopilot mode selector operation in relation to autopilot
operation has been necessary. For a more detailed treatment of flight director and flight
instrumentation components and flight director modes, refer to Chapter 34.
B. Features of the autopilot system include yaw damping, elevator trim, heading-hold and pitch-hold modes, soft ride and
bank limit modes, an emergency descent mode, turn-lift compensation and touch control steering. The coupling of flight
director modes with autopilot engagement is also featured. A test button is provided that tests the autopilot system's
torque monitor and torque switching circuits; a test lockout circuit ensures that the pilot performs the test before each flight.
2. Description
A. The autopilot is a system of automatic control which holds the airplane on a heading and returns the airplane to that
heading when displaced from it. The autopilot also keeps the airplane stabilized around its roll, pitch and yaw axes. The
purpose of an autopilot system is primarily to reduce the work, strain and fatigue of controlling the airplane during long
flights. To do this, the autopilot performs several functions. It allows the pilot to maneuver the airplane with a minimum of
manual operation. While under autopilot control, the airplane can be made to climb, turn and dive with small movements of
the knobs on the autopilot controller.
(1) The autopilot system is a three-axis system with a yaw damper which can operate independently of the autopilot
system. The yaw damper aids airplane control and stability, particularly at high altitudes. The inherent characteristic of
high performance swept wing airplane to "dutch roll" (a roll-yaw coupled movement) is controlled by the yaw damper.
The yaw damper can be used any time except during takeoff and landing. Its use is recommended for high altitude
flight.
(2) The autopilot trim system operates to trim the airplane so that no sustained torque is held by the elevator servos. The
autopilot trims the airplane through the airplane pitch trim system, but usually trims at a slower rate than that
commanded by the manual electric trim. The rate of autopilot trim is a function of stabilizer trimmed position. The
terms defined below are used to refer to the airplane trim functions.
(a) Autopilot Trim - Automatic relief of sustained elevator servo force when the autopilot is engaged.
(b) Manual Electric Trim - Pilot trim command to trim servo through a control column-mounted trim switch.
B. Two flight maneuvering options are available to the pilot: manual operation or automatic operation. In addition, manual
control without cancelling autopilot/flight director modes is possible through touch control steering.
(1) Manual - The pilot can hand-fly the airplane with the controls when the autopilot is disengaged. The desired flight
mode is selected on the mode selector and the necessary flight path command is displayed on the attitude director
indicator. The pilot then flies the airplane using the displayed commands.
(2) Automatic - When AP ENGAGE is pressed on the autopilot controller, the autopilot couples to the mode selected on
the flight director mode selector. The autopilot then flies the airplane automatically while the pilot monitors its
performance on the attitude director indicator.
(a) Touch control steering enables the airplane to be maneuvered manually without cancellation of any selected
flight director/autopilot modes. Touch control steering is designed for short term use when the pilot desires to
take control of the airplane, reposition it, such as on an instrument approach, and then allow the flight director
and autopilot to regain automatic control, without cancelling the flight director modes which may be in operation.
(b) Using the pitch wheel or turn knob uncouples the autopilot from the flight director and cancels the engaged
vertical or lateral flight director mode.
C. The autopilot controller, mounted on the pedestal, provides engagement control for the autopilot, yaw damper, low bank
angle and soft ride, as well as manual control of the airplane through the autopilot. The controller consists of turn knob, a
pitch wheel, push-on/push-off illuminated engage switches for the autopilot, yaw damper, low bank angle and soft ride, a
trim annunciator and a test button. (Refer to Figure 2). The touch control steering (TCS) buttons, as well as the

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 Model 650 Maintenance Manual (Rev 38)
22-10-00-0 (Rev 19)

autopilot/trim disconnect buttons (AP/TRIM/NWS), are situated on the pilot’s and copilot’s control wheels.
D. The flight director/autopilot mode selector provides flight director modes that may be coupled with the autopilot. Mode
annunciation is provided on the mode selector (the selected mode switch illuminates when pressed on) and on the mode
annunciator panel that is located on the upper bezel of the pilot’s attitude director indicator (ADI). The mode selector and
ADI are fully covered in Chapter 34.
E. The autopilot system utilizes several annunciator lights and a warning horn to warn of system malfunctions. The
annunciators and horn also play a role in the autopilot test and the autopilot operational check. (Refer to Autopilot -
Adjustment/Test).
(1) The elevator trim annunciators (TRIM UP/DN) are located on the autopilot controller and warn of a sustained trim
signal being applied to the elevator servo. An UP or DN indication will also illuminate to indicate the direction of
autopilot trim application. (Illumination of the annunciator occurs approximately three seconds after trimming action is
initiated by the autopilot and it remains illuminated until trimming stops.) The annunciator should be blank before
engaging or disengaging the autopilot. If the autopilot is disengaged with the indicator illuminated, the pilot should be
prepared to assume an out-of-trim condition in the direction indicated.
(a) Automatic pitch trim is an autopilot function which will drive the pitch trim actuator to relieve the elevator servo
effort. The trim rate will be programmed as a function of trim position and will usually be less than the pilot-
initiated manual electric trim rate. The trim annunciator on the autopilot controller will illuminate to advise when
the airplane is not in longitudinal trim within a specified limit.
(2) An amber AP TORQUE annunciator light is located at the top of the pilot’s instrument panel. The annunciator will
illuminate in case of a failure in the torque sensing devices or in case torque switching occurs incorrectly or fails to
occur when it should. Refer to Autopilot Servo Torque Switching - Maintenance Practices, this chapter, for torque
switching points.
(3) The autopilot warning horn will sound for approximately one second and the AUTOPILOT OFF annunciator light will
illuminate whenever the autopilot disconnects automatically due to a malfunction. The horn will also sound for
approximately one second when the autopilot is disconnected in any other manner.
3. Operation
A. Autopilot Self-Test.
(1) The autopilot will not engage unless tested at least once each time the airplane electrical system is powered up.
When the TEST EACH FLT button on the autopilot controller is pressed, the autopilot conducts a self-test of the
torque monitor and torque switching circuits. Unless the self-test is acceptable, the autopilot will still not engage. (For
a fuller treatment of the autopilot self-test, refer to Autopilot - Adjustment/Test).
NOTE: In order to engage the autopilot, the primary trim system must also be set. Setting the trim
system is accomplished by momentarily actuating the trim switch on either control wheel in an
up or down direction. This procedure must be repeated before the autopilot can be engaged
any time either of the red trim disconnect switches (AP/TRIM/NWS) on the control wheels is
actuated.
B. Autopilot Modes.
(1) The basic autopilot modes are heading hold and pitch hold. These are the modes which will be selected upon
autopilot engagement if no other modes have been previously selected on the flight director mode selector. If a flight
director mode, or modes, is/are in use when the autopilot is engaged, the autopilot will couple to the selected modes.
Selecting flight director modes after the autopilot has been engaged, will couple the autopilot to those modes.
Operation of the flight director modes is covered in Chapter 34, Sperry Flight Director System - Description and
Operation.
(2) Autopilot Engage Mode (refer to Figure 2) - When the autopilot is engaged, the elevator, aileron and rudder servo
clutches are engaged and the autopilot can control the airplane by changing the position of the control surfaces
through the servos. The autopilot can be engaged in any reasonable attitude. The autopilot provides three-axis
stabilization with the roll axis in the heading hold mode, the pitch axis in the pitch hold mode and the yaw damper
automatically engaged. The autopilot can be engaged with a lateral and/or vertical mode selected on the flight
director. When engaged, the autopilot couples to the flight director mode and maintains the command pitch-and-roll
attitude. The autopilot may be disengaged by the following methods:
(a) Pitch Wheel (refer to Figure 2) - Rotation of the pitch wheel results in a change of pitch attitude proportional to
the rotation of the wheel. This permits positive control of the pitch attitude changes. If the autopilot is coupled to a

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 Model 650 Maintenance Manual (Rev 38)
22-10-00-0 (Rev 19)

lateral and vertical flight director mode and the pitch wheel is moved, the engaged vertical flight director mode
will be cancelled and the autopilot will be in the pitch- synchronization mode.
(b) Turn Knob (refer to Figure 2) - Actuation of the turn knob provides bank commands to the autopilot proportional
to turn knob displacement. When the turn knob is actuated, the lateral mode selected on the flight director
controller is automatically cancelled. When the turn knob is returned to the detent position, a lateral mode can
again be selected. The autopilot cannot be engaged if the turn knob is out-of-detent.
(c) The autopilot may be disengaged by the following four methods: Actuating the AP/TRIM/NWS switch on the
control wheel, pressing the TEST EACH FLT button on the autopilot controller, operating the electric trim, or
pressing the GO-AROUND switch.
NOTE: If the autopilot is disconnected by the AP/TRIM/NWS disconnect switch (red button) on
either control wheel, the primary trim system must be rearmed by actuation (in either
direction) before the autopilot can be engaged. If the primary trim fails, the autopilot
cannot be engaged. To engage the autopilot, primary trim must be operational, selected
and armed.
(3) Yaw Damper Engage Mode (refer to Figure 2) - The yaw damper mode provides yaw stabilization and turn
coordination through rudder control. The yaw damper may be engaged separately by pressing YD ENGAGE; when
the autopilot is engaged, the yaw damper mode automatically engages. The yaw damper is disengaged by the
control wheel (AP/TRIM/NWS) button.
(4) Coupled Modes - The flight director provides the path computation and mode selection for both the lateral and
vertical path modes of the system. When the autopilot is engaged and a mode(s) is selected on the flight
director/autopilot, the autopilot automatically couples to the mode(s). If the autopilot is engaged when the flight
director is not in a lateral or vertical mode, subsequent selection of a lateral mode couples the autopilot to the lateral
mode selected. Mode selection is achieved by selecting the desired mode on the push button mode selector. The
mode may be cancelled by pushing the button a second time. The legend above the button in the edge lighted panel
is illuminated for night identification through the cockpit lighting control. The legend in the switch, which indicates
mode status, is not visible until the mode is selected at which time it is illuminated. Remote annunciation of the flight
director modes is also provided on top of the attitude direction indicator (ADI) bezel.
(a) The following modes of operation are common to and available for both autopilot and flight director operation:
1 Lateral (roll) modes of operation include the following: HDG; NAV, including VOR, R NAV and
LOCALIZER; APR, including LOCALIZER APR (ILS) and R NAV APR; VOR APR; BC.
2 Vertical (pitch) modes of operation include the following: ALT; ALT SEL; V NAV; VS; IAS; MACH.
(b) The roll axis mode can be uncoupled by:
1 Pressing the engaged (illuminated) mode button a second time.
2 Rotating the turn knob out of detent.
3 Pressing TCS (Touch Control Steering).
4 Pressing GO AROUND.
(c) The roll axis mode can be coupled again by:
1 Releasing TCS (Touch Control Steering).
2 Returning the turn knob to detent and selecting a lateral mode on the flight director.
(d) The pitch axis mode can be uncoupled by:
1 Pressing the engaged (illuminated) vertical mode button a second time.
2 Rotating the pitch wheel.
3 Pressing TCS (Touch Control Steering).
4 Pressing GO AROUND.
(e) The pitch axis mode can be coupled again by:
1 Selecting a vertical mode on the flight director.
2 Releasing TCS (Touch Control Steering).
(5) Touch Control Steering Mode (TCS) - A switch located on the control wheel allows the pilot to manually control the
airplane attitude through natural control wheel movements. When the touch control steering switch is pressed and

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 Model 650 Maintenance Manual (Rev 38)
22-10-00-0 (Rev 19)

held, the elevator and aileron servo clutches disengage, the AP ENGAGE light will extinguish, and the pilot is free to
fly the airplane manually without opposition from the autopilot. When the touch control steering switch is released
without a vertical mode having been selected on the flight director, the existing pitch attitude is held and the AP
ENGAGE light will illuminate. If the airplane is at a roll attitude above 6 degrees without a lateral mode selected when
the switch is released, the roll attitude is maintained. If the roll attitude is less than 6 degrees when the switch is
released, the existing airplane heading is held. The touch control steering may only be used with the turn knob in
detent on the autopilot controller. Touch control steering allows the pilot to modify the command flight path from the
flight director. Example: When the autopilot is coupled to an AIR DATA hold or pitch-synchronization mode, touch
control steering can be used to manually change the vertical flight path through pitch attitude or power change. Upon
release of the switch, the new reference is held. If the autopilot was coupled to a lateral mode during use of the touch
control steering, the autopilot system will couple back to the previously selected lateral mode when the touch control
steering switch is released.
(6) Soft Ride Mode - Pressing SOFT RIDE on the autopilot controller reduces system authority in both the pitch and roll
axis. This results in decreased response to sudden changes encountered in turbulent air.
NOTE: This mode is recommended only for moderate to heavy turbulence.
(7) Bank Limit Mode - Pressing BANK LIMIT on the autopilot computer reduces the maximum bank angle available,
while in heading select mode, to approximately 17 degrees. It is used to improve passenger comfort when rapid
response and a small turn radius are not required during autopilot operation.
(8) Emergency Descent Mode - This mode is exclusive to the autopilot computer and is used for emergency descent
from high altitudes. This mode will be actuated by an external logic input provided by a cabin barometric pressure
switch (refer to Chapter 21, Barometric Pressure Switches - Maintenance Practices) which closes above
approximately 13,500 feet, and a ground which is provided by the air data computer above approximately 35,750
feet. Engagement of this mode will be automatic in the event of cabin decompression. This mode clears any
previously coupled modes. The pitch axis will initiate a pitch down to capture and maintain VMO speed. VMO speed
will be held by the pilot deploying the speedbrakes and spoilers, and moving the power levers back to idle. The roll
axis simultaneously commands a bank to a heading approximately 90 degrees from the enroute airway. An auto-level
flare will terminate the emergency descent at preprogrammed flight level and hold that altitude until pilot action is
taken.

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 Model 650 Maintenance Manual (Rev 38)
22-10-00-0 (Rev 19)

Figure 1 : Sheet 1 : SPZ-650 Autopilot Components Location

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 Model 650 Maintenance Manual (Rev 38)
22-10-00-0 (Rev 19)

Figure 2 : Sheet 1 : SPZ-650 Autopilot Controller

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Retain printed data for historical reference only. For future maintenance, use only current data. Print Date: Thu Jun 16 16:44:57 CDT 2022