SPZ500C

JLSPEr%yRy
’Ir FLIGHT SYSTEMS

AVIONICS DIVISION
PHOENIX, ARIZONA
IMPORTANT NOTICE
The avionics business units formerly owned oy UNISYS
Corp. and identified with the Sperry name or logo have been
acquired by Honeywell Inc. Publications, products, and
components marked or identified herein with he Sperry name
or logo are publications, products, and components of
Honeywell Inc. All references to the Sperry name or logo
should be taken as referring to Honeywell Inc
SPZ 500C AutopilotiFlight Director
instrument System
Cessna
Citation 1 (500/501)
Serial No. 275 thrU 569
Citation 11 (550/551)
Serial No. 1 thru 209
Maintenance
Manual
22 12 00
REVISED 15 NOVEMBER 1981
PRINTED IN U.S.A. PUB. NO. 15 1146 02 1 NOVEMBER 1975
+SPE rzRy MAINTENANCE
FLIGHT SYSTEMS MANUAL

AVIONICS DIVISION
LIST OF EFFECTIVE PAGES
SUBJECT PAGE DATE SUBJECT PAGE DATE
Title Nov 15/81 3 Nov 1/75
4 Jun 1/78
List of 5 Jun 1/78
Effective 6 Jun 1/78
Pages 7 Jun 1/78
1 Nov 15/81 8 Nov 1/75
2 Nov 15/81 9 Nov 1/75
3 Nov 15/81 10 Nov 1/75
4 Nov 15/81 11 Nov 1/75
5 Nov 15/81 12 Jun 1/78
6Blank Nov 15/81 13 Nov 1/75
14 Blank Nov 1/75
Record of 15 Jun 1/78
Revision Nov 1/75 16 Nov 1/75
17 Jun 1/78
Contents 18 Blank Jun 1/78
1 Nov 15/81 19 Nov 1/75
2 Nov 15/81 20 Nov 1/75
3 Nov 15/81 21 Nov 1/75
4Blank Nov 15/81 22 Blank Nov 1/75
23 Nov 1/75
Introduction 24 Blank Nov 1/75
1 Jun 1/78 25 Nov 1/75
2 Jun 1/78 26 Nov 1/75
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41 Jun 1/78
Description 42 Blank Jun 1/78
and 43 Nov 1/75
Operation 44 Blank Nov 1/75
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2 Jun 1/78 46 Blank Jun 1/78
This manual was released for distribution Dec 1/81.
22 12 00
List of Effective Pages (Page 1)
Nov 15/81
@SPEr Ry MA,NTENANCE

AVIONICS DIVISION
Description 91 Jun 1/78
and 92 Jun 1/78
Operation 93 Jun 1/78
(cont) 94 Jun 1/78
47 Jun 1/78 95 Nov 1/75
48 Blank Jun 1/78 96 Nov 1/75
49 Jun 1/78 97 Jun 1/78
50 Nov 1/75 98 Jun 1/78
51 Nov 1/75 98.1 Nov 1/75
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53 Jun 1/78 98.3 Jun 1/78
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55 Nov 1/75 98.5 Jun 1/78
56 Nov 1/75 98.6 Jun 1/78
57 Jun 1/78 98.7 Nov 1/75
58 Jun 1/78 98.8 Nov 1/75
59 Jun 1/78 98.9 Jun 1/78
61 Nov 1/75 98.11 Jun 1/78
62 Blank Nov 1/75 98.12 Blank Jun 1/78
63 Nov 1/75 98.13 Jun 1/78
64 Jun 1/78 98.14 Nov 1/75
65 Nov 1/75 98.15 Nov 1/75
66 Nov 1/75 98.16 Nov 1/75
67 Jun 1/78 98.17 Jun 1/78
69 Nov 1/75 98.19 Jun 1/78
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79 Jun 1/78 98.29 Nov 1/75
80 Blank Jun 1/78 98.30 Nov 1/75
81 Jun 1/78 98.31 Nov 1/75
82 Nov 1/75 98.32 Nov 1/75
83 Nov 1/75 98.33 Nov 1/75
85 Nov 1/75 98.35 Nov 1/75
87 Nov 1/75 98.37 Nov 1/75
89 Nov 1/75 98.39 Nov 1/75
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Jun 1/78
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AVIONICS DIVISION
Description 140 Nov 15/81
and 141 Nov 15/81
Operation 142 Nov 15/81
(cont) 143 Nov 15/81
98.41 Nov 1/75 144 Nov 15/81
98.42 Blank Nov 1/75 145 Nov 15/81
146 Nov 15/81
Ground 147 Nov 15/81
Check 148 Nov 15/81
101 Nov 15/81 149 Nov 15/81
102 Nov 15/81 150 Nov 15/81
102.1 Added Nov 15/81 151 Nov 15/81
102.2 Added Nov 15/81 152 Nov 15/81
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131 Nov 15/81
132 Nov 15/81 Troubleshooting
133 Nov 15/81 201 Nov 15/81
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137 Nov 15/81 274 Deleted Nov 15/81
138 Nov 15/81 275 Jun 1/78
139 Nov 15/81 276 Jun 1/78
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AVIONICS DIVISION
Troubleshooting 298.27 Jun 1/78
(cont) 298.28 Jun 1/78
277 Jun 1/78 298.29 Added Jun 1/78
278 Jun 1/78 298.30 Added Jun 1/78
279 Jun 1/78 298.31 Added Jun 1/78
280 Jun 1/78 298.32 Added Jun 1/78
281 Jun 1/78 298.33 Added Jun 1/78
282 Jun 1/78 298.34 Added Jun 1/78
283 Jun 1/78 298.34.1 Added Jun 1/78
284 Jun 1/78 298.34.2 Blank
285 Jun 1/78 Added Jun 1/78
286 Jun 1/78 298.35 Added Jun 1/78
287 Jun 1/78 298.36 Added Jun 1/78
288 Jun 1/78 298.37 Added Jun 1/78
289 Jun 1/78 298.38 Added Jun 1/78
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298 Jun 1/78 298.47 Added Jun 1/78
298.1 Jun 1/78 298.48 Added Jun 1/78
298.2 Jun 1/78 298.49 Added Jun 1/78
298.3 Jun 1/78 298.50 Added Jun 1/78
298.4 Jun 1/78 298.51 Added Jun 1/78
298.5 Jun 1/78 298.52 Added Jun 1/78
298.6 Jun 1/78 298.53 Added Jun 1/78
298.7 Jun 1/78 298.54 Added Jun 1/78
298.8 Jun 1/78 298.55 Added Jun 1/78
298.9 Jun 1/78 298.56 Added Jun 1/78
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298.11 Jun 1/78 298.58 Added Jun 1/78
298.12 Jun 1/78 298.59 Added Jun 1/78
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298.14 Jun 1/78 Added Jun 1/78
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298.20 Jun 1/78 Added Jun 1/78
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298.23 Jun 1/78 Added Jun 1/78
298.24 Jun 1/78 298.67 Added Jun 1/78
298.25 Jun 1/78 298.68 Blank
298.26 Jun 1/78 Added Jun 1/78
22 12 00
Nov 15/81
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AVIONICS DIVISION
Troubleshooting
(cont) 298.69 Added Jun 1/78
298.70 Blank
Added Jun 1/78
298.71 Added Jun 1/78
298.72 Blank
Added Jun 1/78
298.73 Added Jun 1/78
298.74 Blank
Added Jun 1/78
298.75 Added Jun 1/78
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Added Jun 1/78
298.77 Added Jun 1/78
298.78 Blank
Added Jun 1/78
298.79 Added Jun 1/78
298.80 Blank
Added Jun 1/78
298.81 Added Jun 1/78
298.82 Blank
Added Jun 1/78
Reinstallation/
Adjustment 301 Nov 1/75
302 Jun 1/78
303 Nov 1/75
304 Nov 1/75
305 Jun 1/78
306 Jun 1/78
307 Nov 1/75
308 Nov 1/75
Storage
Instructions
401 JUn 1/78
402 Blank Jun 1/78
22 12 00
List of Effective Pages (Page 5/6)
Nov 15/81
+SPEr ay MAINTENANCE

AVIONICS DIVISION
RECORD OF REVISIONS
REV ISSUE DATE BY REV! ISSUE DATE BY REV ISSUE DATE BY
NO. DATE INSERTED NO. DATE INSERTED NO. DATE INSERTED
1 Jun 1/79 Jul 31/78
2 Nov 15/81 Dec 1/81
22 12 00
Record of Revisions
Nov 1/75
+sPr=r ny MA,NTENANCE

AVIONICS DIVISION
TABLE OF CONTENTS
Section Paragraph Subject Page
SYSTEM DESCRIPTION AND OPERATION 1
GENERAL 1
A General System Description 1
B Flight Maneuvering Options 1
C Integrated FD/AP Modes 2
D AP Modes 5
E System Performance/Operating Limits 8
2 GYRO/COMPASS COMPONENTS 11
A VG 14 Vertical Gyro 11
B C 14D Gyrosyn@ Compass 15
C DRC 1 Dual Remote Compensator 16
D Flux Valve 19
E Rate Gyro 20
3 RADIO ALTIMETER COMPONENTS 20
A RA 215 Radio Altimeter Indicator 20
B RT 220 Receiver/Transmitter 25
C AT 223 Radio Altimeter Antenna 29
4 AIR DATA COMPONENTS 29
A Air Data Computer 29
B Altimeter 35
5 ATTITUDE DIRECTOR INDICATORS 39
A AD3OOD/AD60O Attitude Director Indicator 39
B GH 14 Gyro Horizon (Co pilot Option 1) 49
C HZ 454 Horizon FlTt Director Indicator 55
(Co Pilot Option 2
6 HORIZON SITUATION INDICATORS 63
A RD 600 Horizontal Situation Indicator 63
B RD 44 Radio Deviation Indicator 73
7 AUTOPILOT/FLIGHT DIRECTOR COMPONENTS 77
A Autopilot/Flight Director Mode Selector 77
B Autopilot Controller 81
C Servo Drives and Brackets 85
D Flight Director Computer 91
E Autopilot Computer 98.5
8 V NAV COMPUTER/CONTROLLER 98 29
2 GROUND CHECK 101
3 TROUBLESHOOTING 201
4 REINSTALLATION/ADJUSTMENT 301
5 STORAGE INSTRUCTIONS 401
22 12 00
Contents (Page 1)
Nov 15/81
LSPEREFRY MA,NTENANCE
4 FUGHT SYSTEMS MANUAL

AVIONICS DIVISION
LIST OF ILLUSTRATIONS
Page
A System Flow Diagram Introduction 7
B instrument Panel Component Locations Introduction 9
C Nose Section and Fuselage Component Locations Introduction 11
D Single System Instrument Switching Introduction 15
E Dual System Instrument Switching Introduction 16
1 VG 14 Block Diagram 13
2 C 14D Block Diagram 17
3 DRC 1 Block Diagram 19
4 RA 215 Radio Altimeter Indicator 21
5 RA 215 Block Diagram 23
6 Radio Altimeter Receiver Transmitter Block Diagram 27
7 Air Data Block Diagram 31
8 Altimeter 35
9 Altimeter Block Diagram 37
10 AD30OD/AD600 Attitude Director Indicator 39
11 AD30OD/AD6OO Block Diagram 43
12 GH 14 Gyro Horizon Indicator 49
13 GH 14 Block Diagram 51
14 HZ 454 Horizontal Flight Director Indicator 56
15 HZ 454 Block Diagram 59
16 RD 600 Horizontal Situation Indicato 63
17 RD 600 Block Diagram 67
18 RD 44 Radio Deviation Indicator 73
19 RD 44 Block Diagram 75
20 AP/FD Mode Selector 77
21 AP/FD Mode Selector Block Diagram 79
22 A/P Controller 81
23 A/P Controller Block Diagram 83
24 Servo Drive Block Diagram 87
25 Servo Drive and Bracket Outline 89
26 Flight Director Function Block Diagram, Pitch Axis 98.1
27 Flight Director Function Block Diagram, Roll Axis 98.3
28 Autopilot Pitch Axis Block Diagram 98.11
29 Autopilot Roll Axis Block Diagram 98.19
30 Autopilot Yaw Axis Block Diagram 98.25
31 VNAV Computer/Controller 98.29
32 VNAV Computer/Controller Block Diagram 98.33
201 Deleted
202 Interconnect Diagram 275
203 Flight Director Mode Flow Diagram 298.61
204 Autopilot Engage Interlocks Diagram 298.81
401
thru
409 Deleted
22 12 00
Contents (Page 2)
Nov 15/81
+spr= r qmy MA,NTENANCE

AVIONICS DIVISION
LIST OF TABLES
Page
A Pilot’s (Left Side) Components Introduction 2
B Copilot’s (Right Side) Components Introduction 3
C Abbreviations Introduction 4
1 System Performance/Operating Limits 8
2 VG 14 Leading Particulars 12
3 C 14D Leading Particulars 16
4 DRC 1 Leading Particulars 16
5 Flux Valve Leading Particulars 19
6 Rate Gyro Leading Particulars 20
7 RA 215 Leading Particulars 21
8 RT 220 Leading Particulars 26
9 AT 223 Leading Particulars 29
10 Air Data Computer Leading Particulars 30
11 Altimeter Leading Particulars 36
12 AD3OOD/AD6OO Leading Particulars 41
13 GH 14 Leading Particulars 55
14 HZ 454 Leading Particulars 57
15 RD 600 Leading Particulars 66
16 RD 44 Leading Particulars 74
17 AP/FD Mode Selector Leading Particulars 78
18 Autopilot Controller Leading Particulars 82
19 Servo Drive and Bracket Leading Particulars 85
20 Flight Director Computer Leading Particulars 95
21 Autopilot Computer Leading Particulars 98.23
22 VNAV Computer/Controller Leading Particulars 98 32
101 Ground Check 103
201 Deleted
22 12 00
Contents (Page 3/4)
Jun 1/78
MAINTENANCE
+SPEr%Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
INTRODUCTION
This manual provides general system maintenance instructions and theory of
operation for the SPZ 500C Autopilot/Flight Director Instrument System (referred
to as System), Sperry Part No. 4007393 911, for Cessna Citation airplanes.
Adding the AA 200 Series Radio Altimeter System provides additional capabilities
to the System. This manual provides block diagram information to permit a
general understanding of System interface. Tables A and B list the components
and part numbers for the pilot’s (left side) and copilot’s (right side) instal
lations, respectively, of the System as used in the Cessna Citation airplane.
The System components described in this manual are manufactured by Sperry Flight
Systems Avionics Division, Phoenix, AZ.
Common system maintenance procedures are not presented in this manual. The best
established shop and flight line practices should be used.
Abbreviations used in this manual are defined in table C.
System Flow Diagram, Figure A, shows the overall relationship of the components
and the signal flow thru the system.
Instrument Panel Component Locations, Figure B, shows the location of the
instruments in the cockpit.
Nose Section and Fuselage Component Locations, Figure C, shows the approximate
locations of the instruments within the airplane.
Single System Instrument Switching, Figure D, shows the routing of deviation and
error signals when the NAV/HSI switch on the mode selector is in either the
NAV/HSI 1 or NAV/HSI 2 position.
Dual Sysiem Instrument Switching, Figure E, shows signal routing when a dual
flight director is integrated with the autopilot.
22 12 00
Introduction (Page 1)
Jun 1/78
AINTENANCE
spr=r:Ry mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
System Component Sperry Part No.
Autopilot Computer 4008519 XXX**
Flight Director Computer 4018369 901
VNAV Computer/Controller 4020571 901
Air Data Computer 4013241 901
Servo Drive (Rudder) 4006719 906
Servo Drive (Elevator) 4006719 904
Servo Drive (Aileron) 4006719 XXX***
Drum and Bracket 4005842
Autopilot Controller 4018639 901
Autopilot/Flight Director Mode Selector 4020570 901
VG 14 Vertical Gyro 4001808 901
C 14D Gyrosyn 0 Compass 4020577 3
Rate Gyro 4020576 901
Flux Valve 2594484
DRC 1 Dual Remote Compensator 2593379 1
AD 300D Attitude Director Indicator 4020550 901
*AD 600 Attitude Director Indicator 4020547 901
RD 600 Horizontal Situation Indicator 4020553 901
Altitude Indicator (Altimeter) 4016341 905
RA 215 Radio Altimeter Indicator 4014267 903
RT 220 Receiver Transmitter 4004437 901
AT 223 Antenna 4010504
*The AD 600 Indicator may be substituted for the AD 300D Indicator.
**PN 4008519 911 for standard Citation I.
PN 4008519 811 for CAA rated Citation I.
PN 4008519 920 for standard Citation 11.
PN 4008519 820 for CAA rated Citation I].
***PN 4006719 904 for citation I.
PN 4006719 906 for citation II.
Pilot’s (Left Side) Components
Table A 22 12 00
Introduction (Page 2).
Jun 1/78
MAINTENANCE
+SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
System Component Sperry Part No.
Standard Components
RD 44 Radio Deviation Indicator 2592920 901
C 14D Gyrosyn Compass 4020577 3
Flux Vlave 2594484
Option No. 1 (Includes above
Standard components)
GH 14 Gyro Horizon 4020531 561
Option No. 2 (Includes above
standard components
HZ 454 Horizon Flight Director Indicator 4002531 901
VG 14 Vertical Gyro 4001808 901
Copilot’s (Right Side) Components
Table B
AIRWORTHINESS NOTICE
Sperry has an Airworthiness Analysis procedure to ensure that equipment designed
by Sperry will not create a hazardous in flight condition. As a result of the
Airworthiness Analysis, certain installations have been designated INSTALLATION
CRITICAL, and 100 percent compliance with those installations is required.
INSTALLATION CRITICAL is defined as:
Specific methods of installation are required to ensure that either the
failure of the assembly or part is extremely improbable or that its
failure could not create a hazardous condition.
22 12 00
Nov 1/75
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AVIONICS DIVISION
Abbreviation Equivalent
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
A/D Analog to Digital
AGC Automatic Gain Control
AIL Aileron
ALT Altitude
ANN Annunciator
AOSS After Over Station Sensor
AP, A/P Autopilot
APP, APR Approach
APS Altitude Preselect
APSB APS Bracket
ATT Attitude
BARD Barometric
B/A Bank Angle
BC Back Course
BCD Binary Coded Decimal
BRG Bearing
CAP Capture
CDS Differential Resolver
CE Course Error
CMD Command
COMP Compensation
CONT Controller
CPL Couple
CRS Course
Cs Electrical Resolver
CT Control Transformer
D/A Digital to Analog
DET Detector
DEVN Deviation
DH Decision Height
DME Distance Measuring Equipment
ON Down
DRC Dual Remote Compensator
EL Elevator
EMI Electrical Magnetic Interference
EO Easy On
FD, F/D Flight Director
FDI Flight Director Indicator
FRM From
G/A Go Around
G/S Glide Slope
HDG Heading
HSI Horizontal Situation Indicator
IAS Indicated Airspeed
Abbreviations
Table C 22 12 00
(Introduction) Page 4
Jun 1/78
MAINTENANCE
+SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Abbreviations Equivalent
IF Intermediate Frequency
ILS Instrument Landing System
INC DEC Increase Decrease
INTLK Interlock
INS Inertial Navigation System
IVV Instantaneous Vertical Velocity
LAT Lateral
L/C Inductive/Capacitive
LH Left Hand
LOC Localizer
mm Middle Marker
MuX Multiplexer
NAV Navigational
NCD No Computed Data
NOC NAV on Course
OBS Omni Bearing Synchro
O/C On Course
OSS Over Station Sensor
PATT Pitch Attitude
PCWS Pitch Control Wheel Steering
PITCH SYNC Pitch Synchronization
P/S Pitot Switch
PW Pitch Wheel
RA, R/A Radio Altimeter
RAM Random Access Memory
RCVR Receiver
RCWS Roll Control Wheel Steering
REV Reverse Course
RH Right Hand
RN, RNAV Area NAV
RNAPP RNAV Approach
ROM Read Only Memory
RT, R/T Receiver/Transmitter
RUD Rudder
SBY Standby
SEL Select
SPD Speed
STA EL Station Elevation
STC Sensitivity Time Control
TAS True Air Speed
TCS Touch Control Steering
TK Turn Knob
TSO Type Standard Order
TTL Tuned to Localizer
VAPP VOR Approach
VANG Vertical Angle
VBS Vertical Beam Sensor
Abbreviations
Table C (cont) 22 12 00
Introduction (Page 5@
Jun 1/78
MAINTENANCE
S PEFRY MANUAL
+ FLIGMT SYSTEMS
AVIONICS DIVISION
Abbreviation Equivalent
VG Vertical Gyro
VN, V NAV Vertical Navigation
VNCC V NAV Computer Controller
VNOC V NAV On Course
VOR VHF Omni Range
VORTAC Colocated VOR and Tacan stations
VRT Vertical
Vs Vertical Speed
W/L Wings Level
YD, Y/D Yaw Damper
Abbreviations
Table C (cont)
22 12 00
(Introduction) Page 6
Jun 1/78
MAINTENANCE
+ SP Er%riy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
TO COPILOT S
T
FLIGHT D I RECTOR
ALTITUDE IND
PN 4016341 905
SIGNALS
PN 401324
AUTOPILOT COMPUTER HEADING
PN 4008519 XXX
.1 TITI InF@
,YIUCHRO DATA
AIRSPEED SIGNAL
ELEVATOR SERVO
PN 401
PATH ERROR SIGNALS
RA 215 RADIO ALTIMETER IND
4014267 903
PN MODE LOGIC
NAV RADIO DEVIATION SIGNALS
RADIOS
AIRCRAFT
DME DME DISTANCE TRIM
SYSTEM
RECEIVER
RADIO ALTITUDE SIGNALS FLIGHT DIRECTOR
COMPUTER
RT@220 RADIO ALTIMETER @ PN 4019369 901 AILERON SERVO
RECEIVER/TRANSMITTER VG14 PN
PN 4004437 901
VERTICAL GYRO
PN 4001808 901
ATTITUDE AND HEADING SIGNALS
AUTOPILOT
MODE LOGIC TCS, AUTOPILOT PITCH AND ROLL
GO AROUND LOGIC COMMANDS
DISENGAGE
0F, v,,” RUDDER SERVO
P
AT 223 AT 223
t
RECEIVE ANT TRANSMIT ANT *ESCENC)
PN 4010504 PN 4010504 DFIC 1 r 7
DUAL REMOTE COMPENSATOR
PN 2593379 1 T
AP/FD MODE SELECTOR
PN 4020570 901
C 14D GYRO SYN COMPASS
PN 4020577 3 CONTROL
WHEEL
AUTOPILOT CONTROLLER 25693 R3
PN 4018639 901
System Flow Diagram 2? 12 00
Figure A
Introduction (Page 7/8)
Jun 1/78
MAINTENANCE
+SPEr ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
1 (NOTE 1) 2 7 8 9
(NOTE 2)
t 6
A
000’0
’21 90 1192C 125 15;
LO o Sen
XI, 9,
(f )@0
it
1 1760
a
oke a rI
1@ 1.01 2 j
I
\0 qD
9) Q)w 3 Co
(NOTE 3) 4 5 4
ITEM NO. NOMENCLATURE SPERRY PART NO.
1 AD 300D ATTITUDE DIRECTOR INDICATOR 4020550 901
2 ALTITUDE INDICATOR 4016341 905
NOTES: 3 RD 600 HORIZONTAL SITUATION INDICATOR 4020553 901
1. AT AIRCRAFT SERIAL NO. 358 AND AFTER, WITH FOUR INCH 6 4 AP/FD MODE SELECTOR 4020570 901
ATTITUDE INDICATOR INSTALLED, A CESSNA MODE 5 RA 215 RADIO ALTIMETER INDICATOR 4014267 903
ANNUNCIATOR PANEL IS ALSO INSTALLED. T d
6 901
AUTOPILOT CONTROLLER 4018639
2. THE CESSNA MODE ANNUNCIATOR PANEL IS TESTED USING 7 VNAV COMPUTER/CONTROLLER 4020571 901
THIS TEST SWITCH.
3. AT AIRCRAFT SERIAL NO. 358 AND AFTER, WHEN A BENDIX 8 GH 14 GYRO HORIZON 4020531 561
RADAR RD 1100 IS INSTALLED, THE AP/FD MODE SELECTOR 9 RD 44 RADIO DEVIATION INDICATOR 2592920 901
IS INSTALLED UNDER THE RADAR HEAD. 25980 R3
Instrument Panel Component Locations
Figure B 22 12 00
Jun 1/78
+SPEr;Ry MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
12
,12
5
4
2
13
E:@ 1
9, 12
6 7
15 6
..C:TAT:ON :,LOCATION
*C TAT ON LOCATION
25746 R2
Nose Section and Fuselage
Component Locations
Figure C (Sheet 1 of 2) 22 12 00
Jun 1/78
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
ITEM NO. NOMENCLATURE SPERRY PART NO.
MA AUTOPILOT COMPUTER (NOTE 1) 4008519 XXX (NOTE 2)
2 C14 D GYROSYNOR COMPASS 4020577 3
3 AIR DATA COMPUTER 4013241 901
4 FLIGHT DIRECTOR COMPUTER 4018369 901
5 VG 14 VERTICAL GYRO 4001808 901
6 RT 220 RADIO ALTIMETER 4004437 901
RECEIVER/TRANSMITTER
7 AT 223 RADIO ALTIMETER ANTENNA 4010504
(RECEIVER)
8 AT 223 RADIO ALTIMETER 4010504
ANTENNA (TRANSMITTER)
9 SERVO DRIVE (ELEVATOR) 4006719 904
14 14 10 SERVO DRIVE (AILERON) 4006719 XXX (NOTE 2)
11 SERVO DRIVE (RUDDER) 4006719 906
12 SERVO DRUM AND HOUSING ASSY 4005842
13 RATE GYRO 4020576 901
14 FLUX VALVE 25
15 DRC 1 DUAL REMOTE COMPENSATOR 2593379 1
NOTES: 1. AT AIRCRAFT SERIAL NO. 358
AND AFTER, THE AUTOPILOT
COMPUTER IS LOCATED AT
ITEM NO. 1A
2. REFER TO TABLE A
FOR APPLICABLE DASH NO.
4
3
L j
25745 R4
Nose Section and Fuselage
Component Locations 2 .2 12 00
Figure C (Sheet 2) Introduction (Page 13/14)
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FLIGHT SYSTEMS
AVIONICS DIVISION
PILOT’S ADI
NAV/HSI 1
RADIO DE@ 0: ,
0
Pi LOT’S H.4
A
FLIGHT DIRECTOR CON
COPILOT’S HSI
RADIO DEVIATION
COURSE AND HEADING
ERROR .0
COURSE AND HEADING
ERROR OUTPUTS
AUTOPI LOT COMPUTER
HEADING TIONAL
YRO
0.2
NAV/HSI 2 26616
Single System Instrument Switching
Figure D 22 12 00
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AVIONICS DIVISION
Pi LOT’S ADI COPILOT’S ADI
PITCH AND ROLL
PILOT’S NAV/HSI AVIGATION NAVIGATION COPI LOT’S NAV/HSI ATTITUDE OUTPUTS
RADIO DEVIATION TRANSFER SWITCH NRECEIVER RECEIVER TRANSFER SWITCH RADIO DEVIATION
NAV/HSI I NO. 1 NO 2 NAV/HSI 1
Pi LOT’S HSI COPILOT’S HSI
RADIO DEVIATION L PAMn DrVIATInN
R E AND HEADING
COURSE AND HEADIN@ DU S
E ROR OUTPUTS C , OUTPUTS
R EFIR R
DIRECTIONAL DIRECTIONAI
GYRO GYRO
NO@ 1 NO 2
FLIGHT DIRECTOR NAV/HSI 2 F V E R TI C A L NAV/HSI 2 FLIGHT DIRECTOR
COMPUTER NO. 1 I GYRO COMPUTER NO. 2
RADIO DEVIATION L NO 2 1
INPUTS T 0 RADIO DEVIATION
COURSE AND HEADING I COURSE AND HEADING
ERROR r 10 ERROR
AUTOPILOTCOMMAND 17 F AUTOPI LOT COMMAND
OUTPUTS OUTPUTS
FD1 F )2 AUTOPILOT
TRANSFER SWITCH
AUTOPI LOT COMPUTER_
PITCH AND ROLL
ATT ITUDE NOTES:
HEADiN IF THE HZ 454 ADI IS INSTALLED IN LIEU OF
@> THE GH 14 THE PITCH AND ROLL ATTITUDE SIGNALS
PITCH AND ROL ARE PROVIDED BY VERTICAL GYRO NO. 2
COMMANDS 26(o7
Dual System Instrument Switching
Figure E 22 12 00
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FLIGHT SYSTEMS
AVIONICS DIVISION
DESCRIPTION AND OPERATION
1. General
This Section provides a general functional description of the System,
integrated A/P and F/D modes. This section also provides a brief description,
leading particulars, and a block diagram, where applicable, of each component
used in the System. The description of each component is followed by the
applicable table of leading particulars, tables 2 thru 22.
The block diagrams of each component, where applicable, figures I thru 32
follow the particulars.
Valid logic shall be +28 +2 volts dc unless specified otherwise.
10
A. General System Description
The System provides complete three axis automatic flight control with
yaw damping, elevator trim, pitch lift compensation, Q switching as a
function of airspeed, roll rate and bank angle limiting, servo torque
limiting and monitoring, and automatic capture and tracking of a
selected F/D mode, and pitch hold and soft ride modes.
B. Flight Maneuvering Options
Three flight maneuvering options are available to the pilot. These
options allow the pilot to fly the aircraft manually, completely auto
matically, or by manual control using the A/P.
(1) Manual. The pilot can hand fly the aircraft 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 ADI. The pilot then flies the aircraft using the
displayed commands.
(2) Automatic. When A/P ENGAGE is pressed on the A/P controller, the
A/P couples to the mode selected on the F/D mode selector. The
A/P then flies the aircraft automatically while the pilot monitors
its performance on the ADI .
(3) Semiautomatic. The pilot can fly the flight director commands
through the A/P by using either the pitch wheel and turn knob
or touch control steering. Using the pitch wheel or turn knob
uncouples the A/P and cancels the engaged vertical or lateral
F/D mode.
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C. Integrated Flight Director/Autopilot Hodes
(1) Flight Director Off Mode (F/D OFF). When FD OFF is selected, the
roll and pitch pointers are biased from view. This provides opera
tion of the autopilot in all modes without the flight director
commands in view.
(2) Localizer Mode (LOC). The Localizer Mode is selected by depressing
the NAV button on the Mode Selector and being tuned to a LOC fre
quency. Mode selection and annunciation in the LOC mode is the
same as the VOR mode except LOC is annunciated on the pilot’s ADI.
The localizer deviation signal is gain programmed as a function of
radio altitude, time and airspeed. If the radio altimeter is
invalid, gain programming is a function of glideslope capture, time
and airspeed. Other valid logic is the same as the VOR mode.
(3) VOR Mode. The VOR mode is selected by depressing the NAV button on
the mode selector with the navigation receiver tuned to a VOR fre
quency. When outside the lateral bracket sensor trip point, the
heading mode is automatically selected, and the F/D steering command
and A/P receives a heading select command and the heading mode
annunciates along with the NAV ARM annunciator. When reaching the
lateral bracket sensor trip point, the System automatically
switches to the VOR mode HDG and NAV ARM annunciators extinguish
and the NAV CAP annunciator on the mode selector and NAV on the ADI
illuminate. At NAV CAP, a command is generated to capture and
track the VOR beam. VOR deviation is gain programmed as a function
of distance from the station. This, programming corrects for beam
convergence, thus optimizing the gain through the useful VOR range.
The course error signal is gain programmed as a function of air
speed. Cross wind washout is included which maintains the aircraft
on beam center in the presence of crosswind. When passing over the
station, an overstation sensor detects station passage, removing the
VOR deviation signal from the command until it is no longer erratic.
While over the station, course changes are made by selecting a new
course on the HSI. If the NAV receiver is not valid prior to the
capture point, the lateral beam sensor will not trip and the
System will remain in the HDG mode. After capture, if the NAV
receiver, compass data, or vertical gyro goes invalid, the roll
steering point will bias out of view and the computer will stay
in the mode.
(4) Approach Mode (APR). The Approach Mode is used to make the ILS or
VOR approach. Pressing the APR button and being tuned to a LOC
frequency arms both the localizer and glideslope modes. No alter
nate NAV source can be selected and the NAV receiver must be tuned
to an ILS frequency. When the APR button is pressed and the above
conditions are met, both the NAV and APR modes are armed to capture
the localizer and glideslope respectively. Operating LOC mode is
the same as described above.
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With the APR mode armed, the pitch axis can be in any one of the
other pitch modes except go around. When reaching the vertical
beam sensor trip point, the system automatically switches to the
glideslope mode. The pitch mode and APR ARM annunciators extinguish
and APR CAP annunciator illuminates along with GS on the pilot’s
ADI. At capture, a command is generated to asymptotically approach
the glideslope beam. Capture can be made from above or below the
beam. The glideslope deviation is gain programed as a function of
radio altitude, time and airspeed. Vertical speed damping is used
on the approach to improve glideslope tracking.
Glideslope capture is interlocked so that the localizer must be
captured prior to glideslope capture. If the glideslope receiver
is not valid prior to capture, the vertical beam sensor will not
trip and the system will remain in the pitch mode. After capture,
if the glideslope receiver or vertical gyro become invalid, the
pitch steering pointer will bias out of view.
1. C. (5) VOR Approach Mode. The VOR APR mode is selected by depressing the
APR button on the Mode Selector with the navigation receiver turned
to a VOR frequency. The mode operates identical to the VOR mode
with the gains optimized for a VOR approach. The NAV and APR
annunciators are illuminated on the pilot’s ADI.
(6) Back Course Mode (BC). The Back Course Mode is selected by depres
sing the BC button on the Mode Slector. Back course operates the
same as the LOC mode with the deviation and course signals reversed
to make a back course approach on the localizer. Glideslope
capture is locked out when in the BC mode. When BC is selected
and outside the lateral beam sensor trip point BC ARM and HDG will
be annunciated on the Mode Slector along with HDG on the pilot’s
ADI. At the capture point, BC CAP will be annunciated with BC ARM
and HOG extinguished. BC is annunciated on the pilot’s ADI.
(7) NAV/HSI. The NAV/HSI switches navigation radio inputs to the F/D
A/P (course deviation and glide slope deviation) from the No. 1
system (left side) to the No. 2 system (right side). In addition,
course and heading error to the F/D computer is switched from the
No. 1 to the No. 2 HSI, and heading is switched to the A/P Computer
from the No. 1 to the No. 2 DG
(8) Altitude Hold Mode (ALT). The Altitude Hold Mode is selected by
depressing the ALT button on the Mode Selector. When ALT is
selected, it overrides the APR CAP, GA, IAS, VS, V NAV CAP, ALT SEL
CAP or PITCH SYNC modes. ALT is annunciated on the pilot’s ADI.
In the ALT mode the pitch command is proportional to altitude error
provided by the air data computer. The altitude error signal is
gain programmed as a function of Airspeed. Once engaged in the
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Altitude Hold mode, the mode will be reset if the air data computer
is not valid and the pitch steering pointer will bias out of view
if the VG is not valid.
NOTE: If the Baro setting on the altimeter is changed
a command is generated to fly the aircraft off
the original altitude reference.
1. C. (9) Altitude Preselect Mode (ALT SEL). The Altitude Preselect Mode is
selected by depressing the ALT SEL button on the Mode Selector. The
desired altitude is selected on the V NAV Computer Controller and
Pitch Sync, V/S or IAS is selected as a mode to fly to the selected
altitude. When outisde the altitude bracket trip point, the ALT SEL
ARM annunciator along with the selected pitch mode is illuminated
on the Mode Selector. When reaching the bracket altitude, the
system automatically switches to the ALT SEL CAP mode and the
previous pitch mode is cancelled. At bracket, a command is gener
ated to asymptotically capture the selected altitude. When the
altitude is reached the ALT SEL CAP Mode is automatically cancelled
and is switched to the ALT Hold Mode. If the air data computer is
not valid, the altitude preselect mode cannot be selected.
(10) Vertical Navigation Mode (VNAV). After the VNAV problem has been
set in on the VNAV controller, the VNAV mode is selected by pressing
the VNAV button on the mode selector. If a preset angle has not
been selected when the VNAV button is pressed, the System will
immediately capture the VNAV mode, illuminating the VNAV CAP
annunciator. If a preset angle has been established, the System
will arm with VNAV ARM annunciated. Upon reaching the selected
vertical angle, the System will automatically switch to VNAV capture.
At capture, a command is provided to smoothly capture and track the
vertical path to the preselected altitude. Just prior to reaching
the preselected altitude, the command will bracket the airplane on
to the new altitude and the system will revert to the ALT hold mode.
(11) Vertical Speed Hold Mode (VS). The Vertical Speed Hold Mode is
selected by depressing the VS button on the Mode Selector. When VS
is selected, it overrides the APR CAP, GA, ALT, V NAV CAP, ALT SEL
CAP, IAS or PITCH SYNC modes. VRT is annunciated on the pilot’s
ADI. In the VS mode, the pitch command is proportional to VS error
provided by the air data computer. Once engaged in the VS mode,
the mode will be reset if the air data computer is not valid and
the pitch steering pointer will bias out of view if the VG is not
valid.
(12) Indicated Airspeed Hold Mode (IAS). The Indicated Airspeed Hold
Mode is selected by depressing the IAS button on the Mode Selector.
When IAS is selected, it overrides the APR CAP, GA, ALT, VS, V NAV
CAP, ALT SEL CAP or PITCH SYNC modes. VRT is annunciated on the
pilot’s ADI. In the IAS mode the pitch command is proportional to
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airspeed error provided by the air data computer. Once engaged in
the IAS mode, the mode will be reset if the air data computer is not
valid and the pitch steering pointer will bias out of view if the
VG is not valid.
1. C. (13) Pitch Sync Mode ’ Whenever a roll mode is selected without pitch
mode, the pitch steering pointer will display a pitch attitude hold
command. The pitch hold command can be changed by pressing the
Touch Control steering (TCS) button on the control wheel and maneu
vering the aircraft. The pitch steering pointer will be synchro
nized to zero while the button is held. Upon release of the button
the pitch command will be such as to maintain the new pitch attitude.
In the Pitch Sync Mode, the pitch steering pointer will be biased
out of view if the VG is not valid.
(14) Go Around Mode (GA). The Go Around mode is selected by depressing
the remote go around switch mounted on the throttles. When selected,
all other modes are reset and the go around annunciator GA is
illuminated on the ADI. The roll steering pointer receives a wings
level command (zero command when roll is zero). The pitch steering
bar receives the go around command which is fixed pitch attitude
command of 7.5 degrees. Once go around is selected, any roll mode
can be selected and will cancel the wings level roll command. The
go around mode is cancelled by either selecting another pitch mode,
selecting TCS or engaging the autopilot.
(15) Heading Select (HDG). The Heading Select Mode is selected by
depressing the HDG button on the Mode Selector. The HDG annunciator
on the ADI illuminates. In the HDG mode the flight director com
puter provides inputs to the roll steering pointer and autopilot to
turn the aircraft to the heading set on the heading bug on the HSI.
The heading select signal is gain programmed as a function of
Airspeed. When HDG is selected, it overrides the NAV, BC, and APR
modes. In the event of loss of valid from the VG or compass, the
roll steering pointer is biased out of view.
(16) RNAV/RNAV APR Mode. The R NAV Mode is selected by depressing the
NAV button when R NAV deviation is being supplied to the system.
The R NAV APR mode is selected by depressing the APP mode like the
VOR APR mode. Operation is similar to the VOR and VOR APR modes
with separate gains provided to optimize for the R NAV input. RN
annunciation on the HSI identifies the R NAV mode. Mode Selector
and pilot’s ADI annunciation is the same as the VOR mode.
D. Autopilot Modes
A mode is engaged and coupled when that particular mode switch is pressed
on the mode selector and the sw@tch lights. In some cases the mode may
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AVIONICS DIVISION
be engaged or coupled by pressing a different switch. In all cases if
the mode switch lights, then that mode is engaged and coupled.
1. D. (1) Yaw Damper Mode. The yaw damper mode provides yaw stabilization and
turn coordination through rudder control. The yaw damper may be
engaged separately by pressing Y/D ENGAGE or when the A/P is
engaged, the yaw damper mode automatically engages.
(2) Autopilot Engage Mode. When the A/P is engaged, the elevator,
aileron, and rudder servo clutches are engaged and the A/P can
control the aircraft by changing the position of the control
surfaces through the servos. The A/P can be engaged in any
reasonable attitude. When the A/P is engaged while the F/D is
in the F/D OFF, the A/P provides three axis stabilization
with the roll axis in the heading hold mode, and the pitch axis in
the pitch hold mode, and the yaw damper mode automatically engag
ing. The A/P can be engaged with a lateral and/or vertical mode
selected on the F/D. When engaged, the A/P couples to the F/D mode
and acquires or maintains the commanded pitch and roll attitude.
The A/P may be disengaged by:
(a) Actuation of the A/P disencage switch on the control wheel.
(b) Pressing the TEST actuator switch on the autopilot controller.
(c) Pressing VG FAST ERECT switch.
Pressing DG IN DEC switch.
(e) Operating electric trim.
(f) Pressing Go Around.
(3) Heading Hold and Pitch Hold Modes. With the turn knob in detent,
roll attitude less than 6 degrees, and no lateral F/D modes are
engaged, the A/P is in the heading hold mode and the aircraft
heading is maintained. The A/P pitch axis is in the pitch hold
mode when no vertical F/D modes are engaged.
(4) Pitch Wheel Mode. Rotation of the pitch wheel results in a change
of pitch attitude proportional to the rate of rotation of the wheel.
This permits positive control of pitch attitude changes. If the
A/P is coupled to a lateral and vertical F/D mode and the pitch
wheel is moved, the engaged vertical F/D mode will be cancelled
and the A/P will be in the pitch sync mode.
(5) Turn Knob Mode. Rotation of the turn knob out of detent results in
a roll command. The resulting roll attitude is proportional to and
in the direction of the rotation of the turn knob. When in the roll
hold mode, rotation of the turn knob out of detent has no effect.
When roll attitude is reduced to less than 6 degrees and the turn
knob is out of detent, the A/P follows the turn knob command.
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D. (6) Coupled Modes. The F/D provides the path computation and mode
selection for both the lateral and vertical path modes of the
System. When the A/P is engaged and a mode(s) is selected on the
F/D A/P, the A/P automatically couples to the mode(s). If the A/P
is engaged when the F/D is not in a lateral mode, subsequent
selection of a lateral mode couples the A/P to the lateral mode
selected.
(a) The lateral and vertical modes which can be coupled are:
Lateral Vertical
HDG SEL ALT HOLD
NAV SEL IAS HOLD
.VOR/RNAV VS HOLD
.LOCALIZER PITCH SYNC
APR SEL VNAV SEL
RNAV APR ALT SEL
VOR APR APR SEL
BC
(b) The roll axis mode can be uncoupled by:
1. Pressing the engaged lateral mode button.
2. Rotating the turn knob out of detent.
3. Pressing GO AROUND.
4. Pressing TCS.
(c) The roll axis mode can be coupled again by:
1. Selecting a lateral mode on the F/D
2. Releasing TCS.
If the A/P is engaged when the F/D is not in a vertical mode,
subsequent selection of a vertical mode couples the A/P to
the vertical mode selected.
(d) The pitch axis mode Cdn be uncoupled by:
1. Pressing the engaged vertical mode button.
2 . Pressing GO AROUND.
3. Pressing TCS.
4. Rotating the PITCH wheel.
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D. (6) (e) The pitch axis mode can be coupled again by:
1. Selecting a vertical mode on the F/D.
2. Releasing TCS.
(7) Touch Control Steering Mode (TCS). A switch located on the control
wheel allows the pilot to manually control the aircraft attitude
through natural control wheel movements. When the TCS switch is
pressed and held, the elevator and aileron servo clutches disengage
and the pilot is free to fly the aircraft manually without opposi
tion from the A/P. When the TCS switch is released without a
vertical mode having been selected on the F/D, the existing pitch
attitude is held. If the aircraft 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 aircraft heading
is held. TCS allows the pilot to modify the commanded flight path
from the F/D. For example, when the A/P is coupled to a AIR DATA
hold or pitch sync mode, TCS 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 A/P was
coupled to a lateral mode during the use of TCS, the System remains
coupled to the lateral mode when the TCS switch is released.
(8) Soft ride Mode. Pressing SOFT RIDE reduces System authority in
both the pitch and roll axes. This results in decreased response
to sudden changes encountered in turbulent air. The A/P can be
coupled to a lateral or vertical mode even though the soft ride
mode is selected.
NOTE: This mode is recommended only for moderate to
heavy turbulence.
E. System Performance/Operating Limits
The system performance/operating limits for the System are contained in
table 1.
Mode Control or Sensor Parameter Value
Y/D Yaw Control Limit Up to 45 deg
Left or Right Bank
A/P Engage Limit Roll: Up to 45 deg
Engage Pitch: Up to 30 deg
System Performance/Operating Limits
Table 1 22 12 00
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Basic A/P TCS Roll Control Limit Up to 45 deg Roll
Pitch Control Limit Up to 20 deg Pitch
Turn Knob Roll Angle Limit 30 deg
Roll Rate Limit 5 deg/sec
Pitch Wheel Pitch Angle Limit 15 deg Pitch
Heading Hold
Heading Heading SEL Knob Roll Angle Limit 27.5 deg
Select on HSI or remote Roll Rate Limit 5 deg/sec
slew knob on
console
Capture
VOR Course Knob and Beam Angle Intercept Up to 90 deg
NAV Receiver (HDG SEL)
and DME Receiver Roll Angle Limit 27.5 deg
Course Cut Limit at 30 deg Course
Capture
On Course
Deviation Command Limit 12 deg of Roll
Crosswind Correction Up to 30 deg
Course Error
Over Station
Course Change Up to 90 deg
Roll Angle Limit 12 deg
LOC Capture
APR or Course Knob and Beam Intercept Up to 90 deg
BC NAV Receiver Roll Angle Limit 27.5 deg
Roll Rate Limit 5 deg/sec
Capture Point Function of Beam,
Beam Rate and
Course Error
Table 1 (cont) 22 12 00
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LOC On Course
APR or Course Knob and Roll Angle Limit 10 deg
BC (cont) NAV Receiver Crosswind Correction 30 deg
(cont) limit
Gain Programming f(time and TAS)
starts at 1200 ft
radio ALT
gain reduction
1 to .5
Glide Slope Capture
GS Receiver and Beam Capture 35 uA
ADC Pitch Command Limit 10 deg
Glideslope Damping Vertical Velocity
Pitch Rate Limit 2 deg/sec x 100/TAS
(knots)
Gain Programming First f(time and TAS)
Stage starts at 1200 ft
radio ALT,
gain reduction
1 to .33
Second Stage f(Radio ALT) starts
at 250 ft, gain
reduction =
.33 at 250 ft
to 0 at 0 ft
GA Control Switch Fixed Pitch Up +7.5 deg Pitch
on Throttles Command, Wings Level
Pitch Sync TCS Switch on Pitch Attitude Command 20 deg max
Wheel
ALT Hold ADC ALT Hold Engage Range 0 to 50,000 ft
ALT Hold Engage Error 20 ft
Pitch Limit 15 deg
Pitch Rate Limit 2 4PI x 100 (Knots)
sec TAS
VS Hold ADC Vert Speed Engage Range 0 to 6,000 ft/min
VERT Speed Hold Engage 30 ft/min
Error
Pitch Limit 15 deg
Pitch Rate Limit 2 deg 100 (Knots)
sec TAX I
System Performance/Operating Limits 12 00
Table 1 (cont)
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Mode Control of Sensor Parameter Value
IAS Hold ADC IAS Engage Range 80 to 450 knots
IAS Hold Engage Error 2 knots
Pitch Limit 15 deg
Pitch Rate Limit 2 deg x 100 (Knots)
sec TAS
ALT ADC, Preselect Capture Range 0 to 50,000 ft
Preselect V NAV Computer/ Maximum Vertical Speed 6,000 ft/min
Controller for Capture
Maximum Gravitational .20g
Force During Capture
Maneuver
Pitch Limit 15 deg
sec TAS
VNAV ADC, Altitude Range 0 to 50,000 ft
DME, V NAV Path Angle 6 deg
Computer/
Controller Station Elevation Range 0 to 10,000 ft
Bias Range 35 miles from
VOR/TAC or
waypoint
Pitch Limit 15 deg
sec TAS
Table 1 (cont)
2. Gyro/Compass System Components
A. VG 14 Vertical Gyro (See figure 1.)
The power supply converts line voltage into various ac and dc levels
and provides reference and excitation for the synchros and torque
motors. The EMI filter removes unwanted transcients and noise from
the aircraft power.
Pitch and roll synchros provide three wire outputs with gimbal displace
ment information to the instruments. Two wire attitude signal is pro
vided by the isolation transformers tied to the synchros to drive the
AFCS, FDC and radar.
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The roll erection cutoff detector monitors roll displacement information
and cuts off the roll erection at greater than 6 degrees. Thus roll
attitude inhibits the roll erection control circuit which prevents the
gyro from erecting to a false vertical axis during a bank turn.
The gyro erection circuitry maintains the gyro spin axis in a vertical
position. Pitch erect level (Sl) and roll erect level (S2) sense the
position of the gimbals with respect to the local vertical. With a
deviation from the local vertical, the appropriate torque motor is
activated to correct the gimbal position. The first differential ampli
fier output phase determines the direction the gimbal must rotate to
realign with the vertical. The second differential amplifier output
magnitude to the torque amplifier dete milnes the erection mode to
position the gimbal.
The wheel speed monitor determines and controls the erection rates.
Wheel speed is low at start up and erection rate is fast to bring gyro
erect rapidly. At normal speed, erection rate is normal. To change the
erection rate, relay K4, is activated to control gain, and relay K7
inhibits the power monitor and the roll cutoff detector.
Dimensions: (approximate)
Length 10.40 in. (264.2 mm)
Width 6.53 in. (165.9 mm)
Height 7.38 in. (187.5 mm)
Weight (maximum) 10.0 lb. (4.54 kg)
Power Requirements:
Primary 115 V, 400 Hz
Starting 80 VA
Running 40 VA
Mating Connector:
1J2 MS3126F 22 55SY
Mounting Shock Mount
TSO C4c
VG 14 Leading Particulars
Table 2
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F AST I 0VAC
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NORMAL FIXED FIE D
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C 3 V AC
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plf, H HUL)Lk
GG MONITOR FL AG INILK
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H
POWER
MONITOR . D,
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RG[ TD AND I!5 VDC
UNHG1 TE, AND 18 VDC C I lb VAG 400 H, INPUT
27 VDC F 26 VAC OUTPUT
NOTES I 15 VAC ND F , VAC OUTPUT
I ALL RELAYS SH 0 VJN IN 26 VAC ER D 127 VDC OUTPUT
DEENERGIZED POSITION ROLL
I ER EC TION 27 VDC 10 VAC B PWR GND
2 UNDERLINED LETTER DFSIGNATES A_PL CUTOFF 1
A LOWER CASE LETTER DETECTOR 3VAC
3 DENOTES POWER AND ’7M EXT PITCH ERECT CUTOFF INTL K
SIGNAL GROUND L K EXT ROLL ERECT CUTOFF INTLK
I’! TCH SYNCHRO x
2b VAC PIT i SYNCHRO STAfofi
(ZL z
AA
I )BB P.ITCH FLIGHT DIRECTOR
CC VAC DEG
L)” PITCH HADAH
E F j Ob VAC, DEG
VG 14 Block Diagram
Figure 1 22 12 00
Page 13/14
Nov 1/75
MAINTENANCE
+ sp rc r zzy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
2. B. C 14D GyrosyP Compass (See figure 2.)
The 800 Hz input (three wire similar to a synchro signal which is
proportional to aircraft heading) from the flux valve at J2 N, P, and
R is routed thru the control transformer (B2) and applied to a slaving
amplifier (ac amp, demod, dc and power amp). The output (error signal)
is applied to the precession coils located on the outer gimbal to
precess the gyro in the vertical axis to the heading being sensed by
the flux valve.
The automatic fast synchronization circuit receives the output of the
slaving amplifier during fast synch mode, at which time the gyro is
slaved at 30 deg/min minimum. Fast synch mode occurs at start up and
when the slave switch is used momentarily when in the slave mode. Any
error signal is sensed, causing a high level of dc voltage to be supplied
to the selected precession coils, causing fast synchronization.
The power adequacy monitors the gyro motor control field voltage. The
following system functions are continually monitored: (1) loss of
electrical power to the system, (2) fast sync operation, (3) reduction
of gyro spin motor speed, and (4) loss of the slaving amplifier bias
power supplies. Occurrence of any of the above will cause the valid
relay K2 to become deenergized.
The power supply and rectifier circuitry provide the power requirements
and bias voltage levels. Its input is obtained from the static inverter.
The heading transmitters (B3 and B4) are mechanically geared to the gyro
and provide three wire output to an ARINC standard heading indicator.
The gyro has two modes of operation, Slaved and Free, which are con
trolled by the panel mounted Free/Slave switch. In the Slaved mode the
gyro follows the flux valve heading. In the Free mode the gyro is
”free” of the flux valuve reference. The manual sync switch slaves the
gyro to the desired heading when in the Free mode.
A power supply/static inverter which operates off the aircraft 28 V dc
power is housed in the base of the gyro. It uses an L/C tuned push pull
oscillator to generate 400 Hz at J2 T and k to A. It is amplified by
class B push pull amplifiers and has little amplitude or phase detection.
The automatic level control maintains a constant output voltage. The
static inverter output is capable of providing 26 volts 400 Hz at 42VA
on J2 k and 115 volts 400 Hz at 22 VA on J2 T. The VA sum of the two
outputs shall not exceed 42 VA.
The external manual fast synchronization switch in the (+) position,
causes the gyro heading output to move in the upscale direction. In the
6 position, the gyro heading output will move in the downscale
direction.
22 12 00
Page 15
Jun 1/78
MAINTENANCE
+ spr=r.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Length 9.03 in. (229.4 mm)
Width 6.25 in. (158.8 mm)
Height 7.22 in. (183.4 mm)
Power Requirements:
Starting 40 VA
Running 30 VA
Mating Connector:
1J2 MS3126F 20 41S
Mounting Hard Mount
TSO C6c
C 14D Leading Particulars
Table 3
2. C. DRC 1 Dual Remote Compensator. (See figure 3.)
The DRC 1 compensates the flux valve by canceling the error signal caused
by magnetic disturbances.
Length 5.62 in. (147.4 mm)
Width 2.56 in. (65.0 mm)
Height 2.99 in. (75.9 mm)
Power Requirements 26 V, 400 Hz
Mating Connectors: jj MS3126F 14 19SX
J2 MS3126F 14 19SY
Mounting Hard Mount
TSO C6c
DRC 1 Leading Particulars
Table 4 22 12 00
Page 16
Nov 1/75
MAINTENANCE
+SPEr qRy MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
7 14D GYROSYN COMPASS 6,12
RO AND SYNCHRONIZER
U 0)
ANNUNCIATOR
V
6,12 _SL_AVI NG
800 Hz INPUT /(Y)) 26V, 400 Hz (FROM BASE)
FROM FLUX up
VALVE
FLUX
VALVE L A) HEADING OUTPUT NO. 1
CT t 3 M I! Y)@
POWE R
POWER GYRO ADEQUACY/
DEMOD ., ! SUPPLY AND so CIRCUIT WHEEL X
CIRCUIT RECTIFIER (B1 AND B5) SPEED NO. 21 26V, 400 Hz (FROM BASE)
CIRCUIT (L1 THRU L4) MONITOR y
SLAV 7F__
SLAVE/ +)E
FHEE(DG@ G AI HEADING OUTPUT NO 2
B
7=
<
_j
MANUAL SYNC SW +24 VDC AUTOMATIC S 26 VAC FLUX VALVE EXCITATION
N FAST
O’@ MANUAL SYNC LIN WIPER N SYNCHRONI C
+ ZATION 2
MANUAL SYNC SW H 24 VDC CIRCUIT POWER WARNING (VALID)
D
AUTOPILOT INTERLOCK
L
I \ W 5V, 400 Hz LIGHTING
OWER SUPPLYISTATIC INVERTER (BA

SE)
F_
+28 VDC C FILTER 400 Hz PUSH PULL AUTOMATIC POWER T 115V, 400 Hz
AND PUSH PULL CLASS 8 LEVEL TRANSFORMER K 26V, 400 Hz (TO CX1, CX2 AND SYSTEM)
VOLTAGE L/C OSC POWER CONTROL AND
28 VDC GND !3 LIMITER AMPL AMPL NER OUTPUT A AC POWER RETURN
NCE
0 FREO/PHASE LOCK
L
25755 R3
C 14D Block Diagram
Figure 2 22 12 00
Page 17/18
Jun 1/78
MAINTENANCE
+ spEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
SCREWDRIVER
ADJUSTMENTS
E W
+6.8 VDC
26V D
40 Hz REGULATED
DCPOWER I
SUPPLY
COM E
L6.i V DC 7
CURRENT
LIMITING
RESISTORS
FLUXVALVE
NO. 1 FLUX VALVE NO. I
F
A K
B ING H X
C ORS
NOTE: THE DRC 1 CONTAINS TWO IDENTICAL COMPENSATION CIRCUITS.
CONNECTIONS SHOWN ARE FOR THE NUMBER ONE SYSTEM
THROUGH 5,11. THE CIRCUITS FOR THE NUMBER TWO SYSTEM 25756 R1
ARE CONNECTED THROUGH 5J2.
DRC 1 Block Diagram
Figure 3
2. D. Flux Valve
The flux valve senses the direction of the horizontal component of the
earth’s magnetic field relative to the longitudinal axis of the airplane
and provides an electrical output to the C 14D.
Diameter 4.87 in. (121.44 mm)
Height 2.875 in. (73.03 mm)
Mounting Hard Mount
TSO C6c
Flux Valve Leading Particulars
Table 5 22 12 00
Page 19
Nov 1/75
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
2. E. Rate Gyro
The rate gyro senses the rate of turn and drives the rate display on
the attitude indicator.
Length 2.88 in. (73.2 mm)
Width 2.00 in. (50.8 mm)
Mating Connector:
Jl B1700 Navajo Series
Mounting Hard Mount
Rate Gyro Leading Particulars
Table 6
3. Radio Altimeter System Components
A. RA 215 Radio Altimeter Indicator. (See figures 4 and 5.)
The RA 215 displays radio altitude information from 2500 feet to touch
down. A dc altitude signal of 4 mV/ft from the RT unit is applied at
Pl T, amplified and applied to meter movement Ml and displayed by the
pointer. When the altitude is below the DH cursor alitutude, the
Decision Height annunciator will be lighted. The DH comparator compares
the input altitude signal (Jl T) to that set by the DH set knob poten
tiometer. Adjustment of the knob moves the DH cursor on the indicator
and potentiometer wiper. When the comparator output goes positive, it
turns on the DH switch which provides a ground at Jl F. With +28 V dc
at Jl G, the DH annunciator turns on alerting the pilot that the aircraft
is at or below the altitude selected. When +28 V dc ANN DIM is on Jl D,
the dimmer switch is off, allowing a ground return thru a resistor, thus
dimming the annunciator for night viewing. When Jl D is open, the
dimmer switch is on and the annunciator is directly grounded, providing
brighter lighting for day viewing.
22 12 00
Page 20
Nov 1/75
MAINTENANCE
+ SPORY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
FAILURE
WARNING FLAG DECISION HEIGHT
CURSOR
WEDGE DECISION HEIGHT
LAMP ANNUNCIATOR
OFF POINTER
13 S
E
MASK
(JE
SELF DECISION HEIGHT
TEST SET KNOB
SWITC
25698
RA 215 Radio Altimeter Indicator
Figure 4
Length 4.50 in. (114.3 mm)
Width 3.26 in. (82.8 mm)
Power Requirements:
............................................................ +15 Vdc
............................................................. 28 Vdc
Mating Connector:
J1 MS3126F 14 19S
Mounting Clamp
RA 215 Leading Particulars
Table 7
22 12 00
Page 21/22
Nov 1/75
RAD ALT 19.11
DEVN T
FROM R/T
100 FT 2000 FT
FFSET AND GAIN
N ADJUSTMENT] ADJUSTMENT
L
+
c r
a 5
z X
0
04M
n V1 DH 19
CURSOR z
0
(D C )
Cw, 15 VDC
&Z
>>
DH SET z
POTENTICIME c
>m
15 VDC lgil DH GND Z
F TO ADI >
E3 MODE ANN z
m
28 V DC D
ANN Di
ANN TEST
28 VDC G
0 TEST GND
r\j PWR GND V< 7 TO R/T
4 OFI
28 DC 25 749
VAVLID N(
0 CD
Ln 4@
MAINTENANCE
+ spr=r ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
When +28 V dc VALID is at J1 N, the failure warning solenoid (Ll) is
activated moving the failure warning flag out of view behind the mask.
When +28 V dc is lost or removed, the failure warning flag will be in
view warning the pilot that RA information displayed is not valid.
The wedge lamp provides uniform standard lighting to all portions of
the dial.
The self test switch, when depressed, applies a ground to J1 S which is
routed to the R/T unit. The pointer indicates 100 20 feet during
self test, the DH annunciator will be off if set above 100 feet and the
failure warning flag will be in view.
3. B. RT 220 Receiver/Transmitter. (See figure 6.)
The receiver assembly provides a video output signal to the range tracker
and detected receiver noise and detected transmitter leakage outputs to
monitoring circuitry. It uses a 60 MHz pulse modulated IF. The noise
detector is sensitive to short time base receiver noise and it produces
a dc output proportional to the receiver noise to monitor the receiver
operation above 2500 feet. The leakage detector is sensitive to the
portion of the transmitted pulse which leaks from transmitter to receiver
and it produces a dc output to monitor the transmitter operation above
2500 feet.
The range tracker processes the receiver video signals to provide a dc
analog voltage proportional to aircraft height. It provides AGC voltages
and detects the presence of the transmitter output pulse. The output AGC
error voltage is applied as feedback to the receiver assembly and main
tains the video input to the range tracker at a constant voltage. Loss
of the video input will remove the AGC overlap sensor output signal to
search and acquisition/STC. After a time delay, the search input signal
will change from a ground (track mode) to a squarewave (search mode).
The squarewave into the range integrator produces a sawtooth output to
the high speed comparator. The track gate then repeatedly slews from 0
feet to maximum range and rapidly retraces to 0 feet again.
The search and acquisition/STC card provides automatic search mode/track
mode switching for the R/T and it generates and shapes the STC voltage
applied to the receiver front end and IF amplifier. Presence of the AGC
detector voltage causes the search comparator to keep the system in the
track mode and the search gate generator turned off. Loss of the signal
causes the search comparator to turn on the 0.1 second delay and compar
ator which turns on the search gate generator.
The output networks interface the internal range voltage to external
circuitry, provides radio altitude trip points, and performs internal
monitoring. The monitor provides a means of monitoring the operating
of the aircraft above 2500 feet. When the aircraft is beyond the range
22 12 00
Page 25
Nov 1/75
07r MAINTENANCE
S =RRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
of the R/T, the track valid signal will be lost and the altitude pointer
will be biased out of view. The warning flag is also held out of view by
the valid output from the monitor. The self test control output disables
the receiver and produces a test height of 100 feet. Self test can not
be initiated when the warning flag is in view.
The power supply provides the operational dc voltages. The modulator
provides trigger pulses to the transmitter. The transmitter output has
a time zero pulse to provide system synchronization and has an output
of a 60 ns, 4.3 GHz pulse.
Length 10.96 in. (278.4 mm)
Width I 7.53 in. (191.3 mm)
Height 4.06 in. (103.1 mm)
Mating Connectors:
J1 MS3126F 16 26S
J6, J7 TNC male
Power Requirements 28 Vdc
Mounting Hard Mount
TSO C87 AAAAAX
RT 220 Leading Particulars
Table 8
22 12 00
Page 26
Nov 1/75
MAINTENANCE
+SPEr.zRy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
TO FROM
TRANSMIT RECEIVE
ANTENNA ANTENNA
TJ6 TJ7
+2 V C To PULSE
8 >4L 0. 4
INPUT POWER SUPPLY/ RECEIVER ASSEMBLY
TRANSMITTER +500 VDC
INDICATOR REF VIDEO
REFERENCE S> SYSTEM
i, SYNC
+12 V +15 V 15 V +30 V
OPERATIONAL
DC VOLTAGES
DETECTED
To TO OUTPUT AGC
NETWORKS RANGE TRACKER VOLTAGE
DETECTED
NOISE
AND
ON LEAKAGE
ERINTERNAL SEARCH L
RANGE VOLTAGE GATE
STC
VOLTAGE
SEA
ACOUISITION/
STC
MPAR
SELF TEST
SE L F TEST T>I
INPUT DETECTED
To FROM ANN
RANGE
TRACKER OUTPUT NETWORKS Jrl <W PRECISION HEIGHT
’% OUTPUT
> <X AUXILIARY OUTPUT
ALTITUDE
TRIPS >
> I Y WARNING FLAG
OUTPUT
27699
Radio Altimeter Receiver Transmitter
Block Diagram 22 12 00
Figure 6 Page 27/28
Nov 1/75
AINTENANCE
+ SPURY mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3. C. AT 223 Radio Altimeter Antenna.
One AT 223 antenna is used to receive information from the RT 220 and
another is used to transmit information to the RT 220.
Width (along contoured mounting surface) 6.05 in. (153.7 mm)
Power Requirements 100 W average max
Mating Connector:
J1 TNC male
Mounting Flush mounted to
aircraft skin
TSO C87 AAAAAX
AT 223 Leading Particulars
Table 9
4. Air Data System Components
A. Air Data Computer. (See figure 7.)
The Airspeed Sensor (A7) measures differences in pressure and generates
a dc output voltage proportional to indicated airspeed. Mechanical
linkage drives the core of a linear differential voltage transformer.
The Static Pressure Sensor (A6) contains pressure sensing, pressure sense
(PS) conversion, altitude calibration, and baro correction. The pressure
sensor (A6A5) has a vibrating diaphram whose natural resonance is used as
the resonant element of an oscillator circuit. The PS conversion card
(A6A1) converts PS to altitude and the frequency to a dc signal, which is
fed to the calibration card. The calibration card (A6A3) calibrates out
errors in the conversion output and it linearizes the dc by means of a
feedback circuit. The baro correction card (A6A2) accepts a dc signal
from a potentiometer in the altimeter. The baro correction function is
generated by means of a function generator and feedback circuit, and
summed with the alitutude calibration output.
22 12 00
Page 29
Nov 1/75
MAINTENANCE
+SPEFRY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
The rate and monitor card (A2) derives altitude rate from altitude
signal and is proportional to altitude rate. The monitor electronics
provides a data valid signal which consists of limit detectors that
trip when the monitored signal is out of operating range. The card
monitors; sensor output, baro correction output, dc to time sample
pulse, and power supply outputs. It also buffers the following outputs:
Airspeed, DC altitude, fine resolver, baro exitation, and baro correction.
The synchronizer card (Al) provides necessar outputs for autopilot
y
operation. The outputs are error voltages proportional to the difference
between signal input and the value at time of engage hold. Dual synchro
nizer outputs are provided for both the pilot’s and co pilot’s FD
Computers.
The dc to time card (A4) receives the dc altitude signal to produce a
time period proportional to altitude. An oscillator generates the
reference time base. A counter and integrator determine a time period
proportional to dc input. A second oscillator, counter and fine resolver
data are synchronized to the first oscillator.
The synchro output card (A5) converts the dc sine and cosine signals to
ac signals to drive a resolver. The sample and hold dc outputs are modu
lated to provide ac signal with magnitudes proportional to the dc input.
The amplifier output is demodulated and compared to the input to improve
the modulator accuracy. The No. 1 and No. 2 fine outputs drive the
altimeter and V NAV respectively.
Length 12.56 in. (319.1 mm)
Width 3.59 in. (91.3 mm)
Height 7.63 in. (193.7 mm)
Mating Connector:
JI DPXBMA 67 33S 0001
Mounting Hard Mount
TSO C88
Air Data Computer Leading Particulars
Table 10 22 12 00
Page 30
Nov 1/75
MAINTENANCE
+SPEr Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
A
GND
JIA rA? ZATIF AZO MOZITOR )4HONi/i
TIMETEST 513< 33 FIOLDOUTPIJT(Li
10 IIA QHOLD OU TPUT (H)
BARD E/G 59 4 L 31 Ai T ENGAGE HOLD
4 TO PILOT S
EFT, &I 12 RF GND
ITRAI@EWAIGI
W, At T HATE CONIP(i GND
JI) SE IN 0=11 Al I RAIE
I
L 1” A/S ENG
GND
FIA
A; 11 ATIL PR 1=111111 ’IN’=
I VA
Ab
7 6 Al, 4 @N(111
IR.11
11ATI GNO
4:@,.T’l I OI @,E @fN
F7, 1.1 SYNCIAW)NIZIR 42 HOLDOUTPUT E I’
41 HOLD OUTPUT (H) HOLD
4 64 AUTOPILU I A,S 40 ALT ENGAGE GIND ,OUTPUTS
TO COPILOT S
AI 41 ALT RATE ENGAGE ’DC
GIND
Al A 1 7 FA6A2 3AZ CO 110N
A,TLT.., AL TE 4,AFNG. GND
DC ALI IO FDC
[HP
sw 5 sll@
jI
LIND H
IND.
N’ @.N”
: ’@N FITA’ T.
BAROW JIA 5 1 Hi F COAR@E WI 2
CORRECTION 60 BARO UGRREC T ION
INPUT FROM N RESOLVER
ALTIMETFR
MO ! >52 SIG
BA RO
DISABLE
Air Data Block Diagram
Figure 7 (Sheet I of 2) 22 12 00
Page 31/32
Nov 1/75
JL Er@ny MAINTENANCE
SP MANUAL
Ir FLIGHT SYSTEMS
AVIONICS DIVISION
JIA 14
SO OUT
47
7
r 7,72
SY NLTI III J I P@ Al,
A
I MODULA OR CIRCUIT
B 49@’N
DC TO TIME
68 A4
2
T. IINI 1.
51 GND
10REF. > >
INTEGRATOR RESE T IN 0 2G VINC RE F 8qN
RESET START
IOGND El
ON FIRST 10 COUNTS NE NO 1
COUNT10
COUNT 12
L 41.
ON IASI 12 C(@ COUNT FR _M(OU ATCR
SQUA R ING CLET U I T 9coS
AMP
COP 6 IT
68
a0 1 50,000 SYNC
TRANSISTOR
W ITCHES
11A\ 16 B2
C I z
O 17 B4
f73 =U 77DOTIZEF7’ 24 C4
ATCH
_0 19 C2
0 0
,_0 2 Al
21 A2 DIGITIG R
OUTPUTE
22 A4
0 23 Bl
O 18 C
27 D4
10 LIN 28 COMMON,
ES
DR Cl 1 56OIGITIGER TEST
DIGITIGER
ESET MONITOR
L SET
DR DELAYED RESET
O.
UlGiTIZER DISABILL H
AGI CUT
AGC IN
RAMP TEST POINT
RAMP VOLTAGE TEST POINT
F ALT VALID
Air Data Block Diagram 22 12 00
Figure 7 (Sheet 2)
Page 33/34
Nov 1/75
MAINTENANCE
+ SPE sny MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
The altitude digitizer (A3) converts the dc to time output time period
to a digital format for altitude reporting. The fine oscillator start
and stop and the controlling frequency oscillator accomplish this con
version. The output count is proportional to altitude. The altitude
count is converted to a coded output that is latched by sample pulses.
By varying the restart time of the counter, the baro correction may be
adjusted.
4. B. Altimeter. (See figures 8 and 9.)
ALTITUDE ALERT
ANNUNCIATOR
FAILURE WARNING
FLAG
POINTER
ALTITUDE
COUNTER
T
M8 IN HG
I
BARO, SET KNOB 130@U]
Ro
BA,’O COUNTERS
25697
Altimeter
Figure 8
The altimeter provides read out of barometrically corrected pressure
altitude. Barometric correction readout in millibars and inches of
mercury is set by the BARO SET KNOB which also drives R1 to provide an
output to the ADC for barometric corrections.
The Coarse ALT from ADC is a dc signal proportional to altitude from 0
to 50,000 feet. The fine altitude resolver signal has a scale factor
of 5000 feet per 360’ of synchro rotation. When the error between the
ADC altitude and the display that appears at (1) is greater than 1500
feet, the switchi circuit turns Q3 and Q4 on. This allows the altitude
error signal at F which is the difference between display positive
transmitted by R2 and coarse altitude from ADC to drive the servo
amplifier.
22 12 00
Page 35
Nov 1/75
MAINTENANCE
SPEFnY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
When the error gets below 1500 feet, Q3 and Q4 are turned off and the
servo is driven with the fine altitude error from resolver B 2’ The servo
amp output is applied to the motor amp B1 which drives the gear train to
position the altitude pointer, counter, fine synchro and coarse altitude
pot R2.
The fine altitude signal is amplified, limited, demodulated, filtered
and applied to the motor amp B1.
The failure monitor receives the sum of coarse altitude error and fine
altitude error signals at (D . The comparator compares that sum with
a preset bias. If the sum is greater than the bias, the servo is not at
a null. The Air Data Valid and the comparator output are applied to the
monitor ”AND” gate. When both inputs are high the altitude information
from the ADC is valid and the servo is at a null. This turns Q9 on,
activating a solenoid which pulls the warning flag out of view. If
either signal to the monitor ”AND” gate goes low, the flag drops in view
indicating the Altimeter readout is erroneous.
A light illuminates the Altitude Alert Annunciator from the V NAV ComDu
ter Controller, indicating you are 1000 feet from the preselected
altitude.
Length 6.25 in. (158.8 mm)
Width 3.26 in. (82.8 mm)
Power Requirements:
Alt Alert 28 Vdc
Lighting 5 Vac or dc
Mating Connector:
J1 MS3126F 20 41SW
Mounting Clamp
TSO C10b
Altimeter Leading Particulars
Table 11 22 12 00
Page 36
Nov 1/75
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
IBJ1
COARSE ALT
FRO”’ ’ T
(BARG C;@RRECTED)
ISO,
F
15 VDC z 03
FROM ADC RVT
FINE ALT SIN U
FROM AM
(BARO Cos V
CORRECTED) L’.’T’E
COM IN @AND
EM..
MONITOR
28V
DATACVAL 0
FRO
M AM
El
5 VDC@5 V
Al A:!
BARO KNOB
LAM” AL
LIGHTING COT TUDE
SYSTEM IN H@ me LINT R AND
POINER B INTE.
10 VDC Z 3
2 1BJI
B RO CO.EECTION
VOLTAGE TG ADC
GND X
Altimeter Block Diagram
Figure 9 22 12 00
Page 37/38
Nov 1/75
MAINTENANCE
+ SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
5. Attitude Director Indicators. (See figures 10 and 11.)
A. AD 30OD/AD 600 Attitude Director Indicators
ATTITUDE ROLL ROLL ATTITUDE
SPHERE SCALE POINTER
Z
MODE
A BIC ANNUNCIATORS
ATTITUDE
WARNING FLAG@ H FLIGHT DIRECTOR
7 WARNING FLAG
AIRCRAFT
SYMBOL GLIDE SLOPE
Z’WARNING FLAG
SPEED COMMAND S:NGLE CUE
P TCH AND ROLL
POINTER COMMAND BAR
(AD 600 ONLY)
GL@ DE SLOPE
PO NTER
SPEED COMMAND
WARNING FLAG TU_
PITCH AND ROLL
COMMAND BARS
(AD 300D ONLY)
RADIO ALTITUDE
BAR
EXPANDED
LOCALIZER
POINTER
ATT TEST
SWITCH
_N@
RATE OF TURN RATE OF INCLINOMETER LOCALIZER
WARNING FLAG TURN WARNING FLAG 27 702
POIN’ER
AD 30OD/AD 600 Attitude Director Indicator
Figure 10
The AD 600 is the same as AD 300D except that F/D command is displayed
with a single cue. Pitch attitude data is a three wire input applied
to synchro B3, demodulated, amplified and fed to dc motor 56 that
drives the sphere. The motor is mechanically linked to the input synchro
to drive it to a null. When synchro B3 is at null, motor BEI receives no
input and sphere rotation stops, indicating the pitch attitude angle. If
demod output is not at a null (B) or if B3 synchro winding opens (A), the
null detector causes ATT flag to be in view.
Normally VG valid at Jl 10 will turn on the transistor, grounding Atti
tude flag meter Ml out of view. ATT flag will be in view when the
following conditions are detected by the monitor: (1) demod output not
at null (B), (2) B3 or B4 winding open (A), (3) when VG valid is not at
J1 10, (4) absence of three wire input to synchro B3 or B4, (5) loss of
26 volts 400 Hz or power supply failure, or (6) failure of servo ampli
fier circuitry of motor B6 or K . 22 12 00
Page 39
Jun 1/78
,@=Er,qRy MAINTENANCE

AVIONICS DIVISION
Loss of VG Valid will also turn on the comparator, turning off the
transistor, thereby giving pitch and roll disable. The motor servo B6
also drives a comparaison synchro that is tied to display outputs.
The roll servo loop operates in the same manner as the pitch servo loop.
The self test switch, when activated, gives a 10 5 degree climb, a
20 5 degree right bank and drops the ATT flag in view.
The rate of turn warning flag is normally biased out of view with 28 V dc
rate gyro power at J2 37 and 4.5 V dc rate of turn valid at J2 38. The RT
flag will be in view when the valid at J2 38 goes below 0.6 V dc or the
rate gyro power is lost. The rate of turn pointer will deflect with a
rate of turn signal at J2 32 to 33. Full scale deflection is achieved
with 2.0 ma.
A dc signal from the speed command system at J2 15 to 16 will activate
meter M8 and cause the speed command pointer to deflect upward. Full
scale deflection is attained with 2.2 ma in, and the pointer is biased
out of view with an input of 5 ma. Speed command valid at J240 to 41
will activate solenoid M9 and bias the speed command (SPD) warning flag
out of view. When the input signal drops below 3.5 V dc, the flag will
be in view.
Glideslope Valid at J2 20 to 21 will activate solenoid M11 and bias the
glide slope (GS) warning flag out of view. A dc glide slope deviation
signal at J2 18 and 19 will activate meter M10 and cause the glide slope
pointer to deflect upward. Full scale deflection will occur with 150 ua
in and an input of greater than 500 ua will bias the pointer upward and
out of view.
Normally the radio altitude bar is biased out of view by the relay net
work on TB6. When RA valid is applied at J2 5, the relay on TB6 is ener
gized allowing the radio altitude deviation signal at J2 13 to 14 to
activate meter M5 and cause the radio altitude bar to deflect. At +0.4 V
dc (ARINC 552 characteristic (.4V + .02 V/FT)) the bar is biased just
below the struts of the stationary aircraft symbol. (The bar doesn’t
touch the aircraft symbol to prevent paint chipping.) RA deviation input
of +4.4 V dc (200 ft) will cause full scale deflection downward. The bar
will be biased out of view with an input of +5.5 V dc or the loss of the
RA Valid at J2 5.
The localizer warning flag is biased out of view when LOC valid at J2 7
is high. LOC valid at J2 7 dropping below +3.5 V dc or failure of the
power supply will cause the flag to be in view. When an ILS ground is
applied at J1 11, a localizer deviation dc signal at J2 34 to 35 is
amplified and activates the meter movement M12 which moves the expanded
localizer pointer left or right. Full scale deflection is obtained with
20 uadc. When back course is applied at J2 44, the relay is energized,
adding the resistor in series for a back coarse full scale deflection
with 40 uadc. The pointer will be biased out of view when (1) ILS is
not grounded at J1 11, (2) less than 4 3.5V dc LOC valid signal is
present at J2 7, or (3) the LOC deviation signal is 295 ua.
22@ 12 00
Page 40
Jun 1/78
JL MAINTENANCE
SPERRY MANUAL
ir,L,G,T SYMMS
AVIONICS DIVISION
The annunciator power, 26 volts 400 Hz, is applied at J1 23 and 24 to
the annunciator power supply. A remote dimming control voltage, +28
to +6 V dc, is applied at J2 17 to 52 to control the intensity of
annunciator lighting. An annunciator mode ground from the FD or RA
to any of the J2 pins will ground the respective diode and light the
annunciator. Pressing self test supplies an annunciator test ground
at Jl 25 to test all the system annunciators.
The inclinometer gives the pilot a conventional display of aircraft
slip or skid, and is used as an aid to coordinate maneuvers.
(AD 300D ONLY) When FD Valid is applied to J2 2 and 3, the solenoid
M4 is activated and the flight director warning flag is biased out of
view. An invalid signal or loss of the FD Valid will bias the flag in
view. A dc pitch command signal at J2 23 to 24 will activate the
solenoid M2 and move the pitch bar up or down. A dc roll command
signal at J2 25 to 26 will activate the solenoid M3 and move the roll
bar right or left. The pitch and roll cue command bars are separate.
(AD 600 ONLY) A single cue command bar displays both pitch and roll
functions. A dc roll command signal at J2 25 to 26 is amplified and
activates the motor (Bl) which moves the roll bar to the right or left.
Pot R3 sets a feedback voltage fed thru a series resistor to the ampli
fier to null the motor drive signal. The pitch section operates like
the roll to drive the cue bar up or down. An out of view monitor
Length 9.38 in. (238.3 mm)
Width 5.06 in. (128.5 mm)
Height 5.06 in. (128.5 mm)
Power Requirements:
Primary 26 Volts, 400 Hz
Airplane 28 Vdc
Mating Connectors:
J1 MS24266 R18 B31 S
J2 MS24266 R22 B55 S8
Mounting Clamp
TSO C3b, C4c, C52a
AD 30OD/AD 600 Leading Particulars
Table 12 22 12 00
Page 41/42
Jun 1/78
MAINTENANCE
+spE rally MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
3,11
7
4
5
3.11
PITCH 29 COMPARISON
ATT 04 7> MONITOR
DATA 30 SYNCHRO
FROM
VG 31
2
A B 3
NULL PITCH AND ROLL DISABLE C
DIET
COM@PTR
15 VDC
28 VDC
VG 10 <
VALID
TEST
2F
VAC
ROLL
ANN
L 25> TEST
GND
lb >
ROLL 26 17 >
ATT
DATA 27 18 >
FROM 40 7 COMPARISON
VG 28 D 12 > MONITOR
SYNCHRO
13 >
14 >
15 >
25747 10 R1
AD 30OD/AD 600 Block Diagram 22 12 00
Figure 11 (Sheet 1 of 3)
Page 43/44
Nov 1/75
MAINTENANCE
+SPEF;Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
28 VD 3J2
C
LOC VALID 7
+ 15 VDC 28 VDC
3J1
3,12 ILS GND 11
32
RATE OF
TURN FROM
RATE GYRO
33
28 VDC 37 < 01
RTGYRO 3J2
POWER
34
LOC DVN
4.5 VDC FROM RCVR
RATE OF 38<4
TURN VALID 1 35
28 VDC
IRS
15 26V. 400 HI 23
SPD CMD ANN PWR 24
DEVN
16 DIMMING r ’1,2 ANNUNCIATOR
CONTROL POWER
40 VOLTAGE 52 SUPPLY
SPD CMD
VALID
41 FT8,
20
9
12 VDC GS
VALID FROM T‘
RCVR 21
28
4f T
GS DEVN
FROM RCVR 29
30
K1 ANN
28 VDC 3, @, 1 4 I a 46( j
RA VALID 5< GND
FROM
5 DPDT FD j
RAD 13 0
ALT 47
DEVN
FROM 48 /I
RfT 14
AD.300D CMD FROM
ONLY FD CMPTR 24
ROLL CMD 25
FROM
CMPTR 26< L
25747C?) IR2
AD 30OD/AD 600 Block Diagram 22 12 00
Figure 11 (Sheet 2)
Page 45/46
Jun 1/78
JL MAINTENANCE
SPEFRY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3J2
ROLL CMD 25
FROM I’D
CMPTR
26
R3
VOLTAGE VDC
SENSOR CT
V DC 1 15 VDC
OUT OF VIEW
MONITOR
PITCH 23
CIVID FROM
I’D CMPTR
24
+15 VDC
DETECTOR CT
NULL
ECTOR 3 15 VDC
2
28VDC 28VDC
FD VALID Fn MONITOR
THIS SHEET APPLICABLE TO AD 600
INDICATORS ONLY. 25747;”@
AD 30OD/AD 600 Block Diagram
Figure 11 (Sheet 3) 22 12 00
Page 47/48
Jun 1/78
MAINTENANCE
+SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
monitors the pitch and roll channels. When the amplifier voltage is high
due to the receipt of bias out of view signal from the FD Computer or FD
Valid is at J2 2 to 3, the out of view monitor opens the switches
causing the roll output to null and the pitch output to bias the cue up
and out of view. The FD monitor will simultaneously turn on its tran
sistor, activating solenoid M4 and biasing the FD warning flag out of
view. Loss of the FD Valid or an invalid signal from the servo null
detectors will cause the FD monitor to open the ground return, deacti
vating the solenoid M4, and allowing the FD warning flag to come into
view.
5. B. GH 14 Gyro Horizon (Option 1 Copilot) (See figures 12 and 13.)
ROLL ATTITUDE ROLL
POINTER SCALE
DECISION
HEIGHT
GO AROUND ANNUNCIATOR
ANNUNCIATOR
AIRCRAFT
SYMBOL ATTITUDE
r3
RADIO ALTITUDE = Z3
BAR E3
GYRO
WARNING
FLAG
FLIGHT DIRECTOR
WARNING FLAG
INCLINOMETER EXP NOED PITCH AND ROLL
LOCALIZER COMMANDBARS
POINTER 2 5 741
GH 14 Gyro Horizon Indicator
Figure 12
The gyro motor (Bl) is driven directly by an external 26 V ac which also
provides the excitation for the electromagnetic erection system. The
gyro erection circuitry maintains the gyro spin axis in a vertical posi
tion. The two erection switches, S1 pitch and S2 roll, sense the posi
tion of the pitch and roll gimbals with respect to the local vertical.
The pitch (B4 and A4) and roll (B5 and A4) pick off and amplifiers
provide two wire isolated outputs. The torque motors (B2 and B3) are
activated to correct the position of the gimbal whenever a deviation
from the local vertical occurs. Key malfunctions in the operation of
22 12 00
Page 49
Jun 1/78
SPERRY MAINTENANCE

AVIONICS DIVISION
the GH 14 are detected and annunciated by the monitor circuit (Al), the
gyro warning flag meter (Ml), and the relay (K2). Normally the flag is
biased out of view and the valid interlock relay contacts are closed.
The flag comes into view and the relay contacts open simultaneously
whenever: (1) primary power is lost, (2) power excitation is reduced
to less than 75%, (3) the gyro wheel speed is less than 75%, (4) loss
of wheel speed due to spin motor ground open after wheel reaches full
speed, and (5) loss of the power supply.
A dc roll command signal at Jl P to R will activate the meter movement
M2 and move the roll command bar right or left. A dc pitch command
signal at J1 S to T will activate the meter movement M3 and move the
pitch command bar up or down.
A FD Valid at Jl V to W will activate the solenoid M4 causing the flight
director warning flag to be out of view. Loss of the input signal will
drop the flag into view.
The Radio Altitude Bar is normally biased out of view. A RA Valid at
Jl i to k will energize the relay allowing the RT deviation signal at
Jl m to n to pass thru the relay and activate meter M5 causing the
movement of RA Bar. The bar will come into view when the aircraft is
at 200 feet and will move toward the aircraft symbol during descent until
it contacts the symbol at touchdown. Loss of RA Valid will bias the bar
down and out of view.
The expanded localizer pointer is normally biased out of view. When LOC
Valid is applied to Jl h to q, the relay will be energized and the LOC
deviation signal at J1 d to e will be amplified, pass thru relay con
tacts and activate the meter M7. This causes the pointer to deflect.
When a Back Coarse Valid is applied to J1 U to p, the sensing of the
meter is reversed and the pointer deflects in the opposite direction.
High signal level or loss of LOC Valid will bias the pointer out of
view.
The Go Around annunciator illuminates when go around mode is selected
and +28 V dc and ground are supplied. The Decision Height Annunciator
illuminates when at or below the selected decision height on the radio
altimeter indicator and +28 V dc and a ground from the radio altimeter
is supplied. The inclinometer gives the pilot a conventional display
of aircraft slip or skid, and is used as an aid to coordinated maneuvers.
The roll attitude pointer displays actual roll attitude when aligned
with the fixed index reference degree markings on the roll scale.
22 12 00
Page 50
Nov 1/75
MAINTENANCE
+SPEr my MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
EXCITATION
WHEEL SPEED, AND
CURRENT MONITOR
Al
28 VDC
Clil Clil
26V, 400 H@ B GYRO A)
POWER MOTOR VG VALID
GND INTERLOCK
C B
ROLL ERECT ROLL
LEVEL SWITCH W TORQUER K) ROLL
S2 132 DATA
J OUTPUT
11 I
PITCH ERECT
LEVEL SWITCi H) PITCH
Si
DATA
G OUTPUT
25753 CI) RI
GH 14 Block Diagram 22 12 00
Page 51/52
Nov 1/75
MAINTENANCE
+ Sl=Er.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Clil
P
ROLL
CMD iLEF’
FROM
FD COMPTR
R H
PITCH
CMD
FROM L(DOWN)
FD COMPTR
T
V
28 VDC
FD VALID
K3
Le
M
RAD ALT
DEVN FROM I(ON)
R/T Low Level
410V
28 VDC I
RAD
ALT
VALID GND K
4
t A2K2
LOC D< @ 31
DEVN <@I(RIGI 6 c
FROM A @@8 @@@7 1
NAV RCVR E
71 1
LOC REV 28 VDC U
LOC REV GND R
28 VDC LOC H
VLD
TTL GND 0 <
28 VDC
RA ANN C
POWER
DH
DH GND D <
28 VDC
I’D ANN M <
POWER
GA
GAGND A( 25753 C2) R2
GH 14 Block Diagram
Figure 13 (Sheet 2) 22 12 00
Page 53/54
Jun 1/78
MAINTENANCE
+ SPEr Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Length 9.00 in. (228.6 mm)
Width 4.06 in. (103.1 mm)
Height 4.06 in. (103.1 mm)
Power Requirements:
Primary 26 Volts, 400 Hz
Starting 33 Va max
Running 25 Va max
Mating Connectors:
il MS3121F 20 41SW
Mounting Clamp
TSO C4c, C9c, C52a
GH 14 Leading Particulars
Table 13
5. C. HZ 454 Horizon Flight Director Indicator (Option 2 Copilot) (See
figures 14 and 15.)
The Radio Altitude Bar is normally biased out of view. When RA Valid is
applied to Jl n, the relay is energized, allowing the RA deviation signal
at J1 EE to FF thru the relay to the meter M4 to deflect the bar down
ward. The bar appears at 200 ft and moves toward the airplane symbol
during descent toward the runway, contacting the airplane symbol at
touchdown.
The FD Pitch command input at J1 p, if relay K1 is energized by VG Valid
at J1 M, is amplified, and applied to the Pitch Motor B7 to drive the
cue vertically. A bias out of view signal from the FD Computer will
drive the input amplifier into saturation, applying a high to the out
of view logic gate which turns off the three FETs. This removes the
input to the servo amplifiers and the cue goes to a zero roll position
as a 15 V dc is applied to the pitch amp to drive the cue downward
and out of view.
22 12 00
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Nov 1/75
SPERRY MAINTENANCE

AVIONICS DIVISION
FLIGHT DIRECTOR ROLL ATTITUDE ATTITUDE
WARNING FLAG ROLL SCALE POINTER WARNING FLAG DECISION
HEIGHT
GO AROUND ANNUNCIATOR
ANNUNCIATOR
SINGLE CUE CH AND ROLL
PITCH AND RO TITUDE SPHERE
COMMAND
BAR
2
’GLIDE SLOPE POINTER
RADIO
AIRPLANE 2 ALTITUDE
SYMBOL BAR
ATT TEST
SWITCH
Ji,2
EXPANDED 25700 R1
LOCALIZER iNCLiNOMETER
POINTER
HZ 454 Horizon Flight Director Indicator
Figure 14
The FD monitor normally holds the transistor on and biasing the FD
warning flag out of view. If the FD Valid at J1 GG is lost or the pitch
or roll servo amplifier do not go to zero, the FD Monitor will turn the
transistor off and the flag will come into view.
The expanded localizer pointer is normally biased out of view. When NAV
RCVR Valid is applied at J1 y and TTL ground is at Jl z, relay K3 is
energized and the expanded localizer signal at J1 CC to DD will be
amplified and passed thru contacts of relays K2 and K3 to activate the
meter M3 and deflect the pointer. When Back Coarse Valid is applied at
J1 r to ground, the sensing of the meter is reversed. Keeping the
pointer within full scale marks assures the pilot he is within 33 feet
of the localizer centerline at runway threshold.
22 12 00
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Nov 1/75
AINTENANCE
+ SPEFRY mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
The glide slope pointer is normally biased out of view. When G/S valid
is applied at J1 v, J1 z is grounded, and J1 x is open, relay K4 is
energized allowing the G/S deviation signal to be routed thru the relay
contacts to the meter M2 to deflect the glide slope pointer. If G/S
valid is removed, and/or J1 x is grounded, the relay is deenergized and
the pointer is biased out of view.
The pitch attitude input is applied at J1 N, U, and T thru synchro
B2 to the detector/amplifier which demodulates it. With 28 V dc VG
valid at JI M, the signal, whose polarity is determined by the input
signal phase, is fed to motor B1 which drives the sphere up or down and
provides mechanical feedback to B2 until the feedback nulls out the input.
The potentiometers on the input synchros provide null adjust to compensate
for possible installation mounting errors. Transolver B5 is mechanically
linked to the pitch motor B1 and provides an electrical pitch attitude
output signal. This provides monitoring capabilities in dual instrument
installations.
The roll servo loop operates in a manner similar to the pitch servo loop.
When the ATT test switch is pressed, a dc voltage is injected into the
pitch and roll servo loops which produces a 10 degree pitch down, a 20
degree left roll indication, and activates the ATT flag. The ATT flag is
normally out of view. The ATT flag will come into view when ATT test is
pressed, VG valid is removed, or, the synchro output is at a high level to
trigger the monitor to turn on the transistor.
The Go Around annunciator illuminates when go around mode is selected
and +28 V dc and ground are supplied. The Decision Height annunciator
illuminates when at or below the selected decision height on the Radio
Altimeter Indicator and +28 V dc and a ground from the Radio Altimeter
is supplied. The inclinometer (lives the pilot a conventional display
of aircraft slip or skid and is used as an aid to coordinated turn
maneuvers.
The roll Attitude pointer displays actual roll attitude when read against
the fixed reference marks on the roll scale.
22 m 12 00
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Jun 1/78
MAINTENANCE
S@EFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
Length 7.50 in. (190.5 mm)
Width 4.06 in. (103.1 mm)
Height 4.06 in. (103.1 mm)
Power Requirements 26V, 400 Hz
Mating Connector:
J1 MS3126F 22 5SW
Mounting Clamp
TSO C3b, C4c, C5a
HZ 454 Leading Particulars
Table 14
22 12 00
Page 58
Jun 1178
JL MAINTENANCE
SPEFRY MANUAL
wir FLIGMT SYSTEMS
AVIONICS DIVISION
26 VAC (HI)
15
70 A5 X LOC A5
A. E
AMPL F B
22 C8,11 5 17
C8jI cc 1) 2
(1) 21 FROM
EE) NAV
RAD REC I 4
DO >
ALT I
DEVN T
H 23
28 VDC 20
RAD ALT BACK CRS 14
VALID 28 VDC >
K6
I K2
28 VDC NAV y> 6
C RCVR VALID
F F LIE AMPL/LOGIC
TTL GND 19
BACK CSE >
115 28 VDC G/S .15v 8 K4
C8,11 VALID
FROM RCVR v
F/D 12
PITCH 2
CMD FROM F/D T
FD CMPTR 19 RVO AMPL
1
D 15 VDC BB 3
BLK
O
G/S DEVN
FROM RCVR 113
OUT OF VIEW
LOGIC
P 0 TE
28 VDC F/D GG 2 5 O AA
VALID 6
@28 VDC
GA ANN z
7 POWER
ROLL S> 16_( FD GA
LowCMD
Level MONITOR
FROM +15V flov GA GND U
FD CMPTR
@28 VDC
MPL DH ANN W
+B B POWER DH
T> t
DH GND F
+10V 10V 7
0 CT 9
’37 ’VI T I
2 25752 10 R2
HZ 454 Block Diagram
Figure 15 (Sheet 1 of 2) 22 12 00
Page 59/60
Jun 1/78
+ ST *ErqRy MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
FHZ 454
7 C8,11
a
C8j 1
N b
PITCH COMPARISON
ATT U< MONITOR
INPUT SYNCHRO
KI
f
NULL
DET
28 VCC
VG VALID M PITCH
ATT
TEST
0
0
0 +15 VDC
ROLL
NULL
DET
26 VAC
9
L h
ROLL
ATT E
INPUT 3
G< COMPARISON
MONITOR
SYNCHRO
k
25752 02 R1
HZ 454 Block Diagram 22 12 00
Figure 15 (Sheet 2)
Page 61/62
Nov 1/75
MAINTENANCE
+ SPEr Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
6. Horizontal Situation Indicators
A. RD 600 Horizontal Situation Indicator. (See figures 16 and 17.)
COURSE HEADING FORE
BEARING COURSE SELECT WARNING LUBBER DISTANCE
NAV MODE POINTER DISPLAY POINTER FLAG LINE DISPLAY
ANN
,VERTICAL
MODE
HEADING BUG ANN
1@ S T4. N C P
RNAV ,,,,AIRCRAFT
MODE SYMBOL
ANN
COURSE VERTICAL
DEVIATION DEVIATION
BAR POINTER
VERTICAL
WARNING
ALERT FLAG
ANN
HEADING
DIAL
COURSE
KNOB HEADING
KNOB
AFT LUBBER
LINE
RECIPROCAL BEARING
COURSE SELECT 25696
POINTER PUSHBUTTONS
RD 600 Horizontal Situation Indicator
Figure 16
The heading monitor monitors the sine and cosine outputs of the B1
synchro, heading valid at J1 36, and the power supply voltages. Normally,
the transistor is on, grounding solenoid L1, thereby holding the flag out
of view. The output transistor is also on and provides HDG valid output
at J1 37. When the HDG valid input is invalid or not present, or the
B1 output is not at null, or the power supply voltages are lost, the HDG
flag will drop into view and the HDG valid output will be removed.
When the stator position of synchro B1 does not agree with the HDG data
input at J1 28, 29, 30, ac sine and cosine signals are generated and
applied to the heading monitor while only the sine error signal is
applied to the limiter and demodulator. The sine error signal is demod
ulated, amplified, and applied to motor B3. The motor is mechanically
22 12 00
Page 63
Nov 1/75
j S pEr.Ry MAINTENANCE

AVIONICS DIVISION
coupled to the rotor of B1, synchros B2 and B14, and the heading dial
indicator. It is coupled thru gears to the coarse select and heading
select displays. The error signal causes B3 to rotate to mechanically
reposition the heading dial, the CRS SEL pointer, HDG Bug, and the
rotors of B2, B14, and B1 to reduce the error to the null.
When 26 V ac is applied from Jl 45 to 46, the heading transmitter out
put at J1 48, 49, 50 will correspond to the heading dial indication.
When 26 V cosine signal is applied to J2 33 to 34 the heading comparison
monitor synchro (B2) output at J2 28, 29, 30 will repeat the HDG DATA
input information. When 26 V sine signal is applied at J2 31 to 32,
the output will repeat the HDG DATA input information plus 90 degrees.
The course knob positions the rotors of synchros B8 and B9, actuates the
numerical COURSE display, and rotates the course select pointer thru the
gears driven also by the heading servo loop. When a 26 V cosine signal
is applied at Jl 20 to 21, the course error CT (B8) output at J2 17,
18, 19 will be course error. When a 26 V sine signal is at Jl 20 to
21, the CT output will be course er or plus 90 degrees. When 400 Hz
sine and cosine signals are at J1 6, 7, 8, the OBS resolver (B9) output
sine and cosine signals at J1 9, 10, 11 and 12 will be equivalent to
course select plus 60 degrees (ARINC 547 Standard).
The HDG knob or motor B6 will position the rotor of synchro B5 directly
and the HDG BUG thru a differential. The HDG BUG is also driven by the
servo loop. When 26 V cosine signal is at Jl 25 to 26, the (B5) CT
output at J1 21, 22, 23 will be heading error. When the input is a
sine signal, the output will be headinc error plus 90 degrees.
When the rotor position of synchro B12 does not agree with the input
bearing data, an ac error signal is generated, compared to an ac refer
ence signal, demodulated, amplified and applied to motor B13. The motor
rotates and mechanically positions the bearing pointer and the rotor of
B12, thus reducing the error signal to a null. The bearing data input
is selected with pushbuttons on the front panel.
When a +28 V dc alert annunciator signal is applied at Jl 41 to 42 the
ALERT display lights.
When +28 Vdc Mode Annunciator signal is applied at JI 35 to 34, the
vertical mode annunciator L3 displays GS. Without a signal applied, it
displays VN.
When Vertical Deviation Valid is applied at Jl 38 to J2 8, the vertical
warning flag L2 will be out of view.
When +28 V dc RNAV mode is applied at 12 44 to 45, the area navigation
mode annunciator L9 indicates RN. When no input signal is present, it
will be blank.
22 12 00
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MAINTENANCE
+sTzr=r:ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
When a +dc vertical deviation signal is applied at J2 5 to 6, the
meter M3 will deflect the vertical deviation pointer upwards. A dc
signal will deflect the pointer downward.
When a +dc Course Deviation signal is applied at J2 3 to 4, the meter
M2 is activated and the Course Deviation Bar deflects to the right. A
dc signal will deflect the bar to the left.
The TO FROM sensor senses the voltage relationship between J2 1 and 2.
The Course Deviation Valid must be present at Jl 39 to J2 36 to energize
relay K1 and provide a ground thru K2 to the gate inputs. When the input
on J2 1 is more positive than 2, the sensor grounds the TO coil in A5M1
energizing it to cause a white arrow to show toward the course pointer
indicating TO the selected VOR station. When pin 2 becomes more positive,
the sensor grounds the FROM coil energizing it to cause a white arrow to
show toward the tail of the course pointer indicating FROM the VOR
station. When TTL ground is on J2 47, relay K2 is energized, grounding
the ILS coil, energizing it to cause a yellow blue display indicating the
NAV receiver is tuned to localizer. When none of the prior listed con
ditions exist the A5M1 meter moves to a normal position which shows red
and yellow stripes,in both windows, to warn the pilot that radio data is
unusable.
The clock adapter, word sync adapter and data adapter are differential
comparators which receive the DME distance signal, change the inputs to
logic levels and provide noise rejection. The word sync shaper reduces
word sync noise and improves system coincidence. The output clock pulses
resets the Vcc Switch.
The Vcc Switch output is applied to the clock shaper, the clock monitor
and the decoder/drivers. This latest output is low during data update
and high at all other times, and it prevents jittery display.
The clock shaper pulses are gated by the signal from the Vcc switch and
trigger a multivibrator. This reduces clock pulse noise and improves
system time coincidence. Clock pulses are applied to the shift registers
only during a data word update.
The clock monitor is triggered by the update pulse from the Vcc Switch.
The clock pulse goes low to make the output high (valid). Lack of proper
concurrence of input signals for about 2 seconds will switch the clock
output high and the monitor output will go low (invalid).
The data valid monitor compares the DME Data Valid at Jl 32 with the +5
V dc and +10 V dc supplies. When all are good the output is high (valid).
Loss of any of the inputs caUSE’S the output to go low (invalid).
The shift registers provide a means of storing data from the DME into
position for application to the decoders. The data is loaded with the
least significant right first, so the outputs to the decoders are in
tenths, units, tens, and hundreds. The hundredths decoder needs only
count to three, the other outputs present XD data to the NCD gate
circuit. 22 12 00
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MAINTENANCE
+ sPE sr.Ry MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
The NCD gate will produce a low output to indicate the presence of a
valid NCD code in the data word.
When both inputs to the NCD monitor and dashed flag driver are high, the
output of the comparator stage is low, the transistors are turned off,
keeping the dashed warning flag out of view. When both inputs are low,
the comparator goes high turning on the transistors, which brings the
dashed warning flag into view. The low output of the inverter disables
the stripped warning flag driver.
When both inputs to the stripped flag driver are high, the comparator
output is high keeping the transistors turned on. This holds the
stripped warning flag out of view. Loss of either high input turns
the transistor off and the stripped warning flag is biased into view.
The low comparator output disables the dashed warning flag driver.
The warning flag is a three position rotary flag used to indicate a
system failure. A persistent NCD signal brings the dashed flag into
view. A loss of data valid, clock or word sync, or power supply voltages
brings the stripped flag into view to obscure the digits. Normally the
flag is out of view.
The inverters invert the shift register output and provide an interface
between shift register logic and decoder driver logic. The decoder/
drivers decode four wire BCD input from the shift register to form 10
wire decimal output, representing tenths, units, tens, and hundredths of
miles. The outputs are normally high. Decoding a BCD input for a par
ticular digit will cause that output oir to go low, providing a current
path to ground.
The magnetic indicators are electromechanical devices capable of con
verting 11 wire input into a single digit display from 0 thru 9. The
unit can display any number up to 999.9, but are connected to only dis
play numbers up to 399.9.
Length 9.40 in. (238.8 mm)
Width 5.01 in. (127.3 mm)
Height 5.01 in. (127.3 mm)
Weight: (maximum) 8.0 lb. (3.6 kg)
Power Requirements:
Primary Power 26 Volts, 400 Hz
Airplane 28 Vdc
Mating Connectors:
J1 MS24266 R22 B55 S6
J2 MS24266 R22 B55 S7
Mounting Clamp
TSO C6c, C52a
RD 600 Leading Particulars 22 12 00
Table 15
Page 66
Nov 1/75
JL MAINTENANCE
SPEFRY MANUAL
Ir FLIGHT SYSTEMS
AVIONICS DIVISION
28 VDC 2.11
HDG 36 :3( VI)c
VALID HDG MONITOR
2,11
37 28 VDC
HOG VALID
OUTPUT
30 VDC HEADING
15 VDC DIAL
45
2,11 BI 15 VDC 46
+ B3 B 14@( BOOTSTRAP
HOG 28 < LIMITER 48 HDG XMTR
DATA 29 <_+t_ AND
FROM Y) DFMOD 49
DG :30 < + I 50
(Z) L
2,12
T > SIN
32
(X) 28
R HDG
29 COMPARISON
(Z) 30 MONITOR SYNCHRO
33
34 co
REMOTE HDG T
SEL MOTOR 2,12 HOG BUG,00@# (C)I 26 HDG ERROR TO
H CW) 7 (H) ED CMPTR
F4 25
B6 2i
HDG FROM
(Y) 22 BOOTSTRAP
HOG XMTR (B14)
CBS SEL HDG (Z) 23
rAP01NTFR KNOB @H) 2.11
(C) 21 CMPTR
L 7 17
T HDG FROM
(y) 18 BOOTSTRAP
19 HDG XMTR (B14)
COURSE (A)
6
13
7
(C)
8 CBS RESOLVER
L R D) TO NAV RCVR
I 9
10
CBS I (F)
KNOB 11
(G) 12 257480, H2
RD 600 Block Diagram
Figure 17 (Sheet 1 of 3) 22 12 00
Page 67/68
Jun 1/78
JL MAINTENANCE
S PEFRY MANUAL
Air FLIGHT SYSTEMS
AVIONICS DIVISION
AD F
2,1 A6
41 A
NA V L
ALERT E
BRC
So URCE ANN R
42 T
COMMON 2J1
(Z) 1 (Z) I GS OR 35 <
VNAV
B13 MODE ANN
ADF 2< W B12 LIMITER (28 V DC
EIRG (y) AND FOR GS)
(X Y 3< DEMOD 34 < I
43 (X) 38
VERT
NAV DEVN
BRG VALID
(X, Y)
(y) 4 8
44 < I 44 <
L Si_ RNAV
MODE
ANN L9
2J2 FROM 45 <
TO FROM
INPUT VERT 5<
FROM DEVN
NAV RCVR A5M1 FROM
GS OR
VNAV 6
NAV 3<
MODE CRS DEVN
TRANSIENT ILS ANN FROM
SUPPRESSOR NAV RCVR
OR RNAV
4
0
P/O TB5
4
V
TTL GND 47 @o
47 4@
FROM NAV 3
RCVR
4
2,11 LEVEL
39 DETECTOR
28 VDC
CRS
DEVN
VALID 36 2J2
25 748 (2D RI
Figure 17 (Sheet 2) 22 12 00
Page 69/70
Nov 1/75
MAINTENANCE
JL SPEr ny MANUAL
Ir FL,G,T SYSTEMS
AVIONICS DIVISION
FROM V,,
SWITCH MAGNETIC
2J2 INDICATORS
DME 52 CLOCK CLOCK TENTHS
CLOCK ADAPTER liv 11110 SHAPER lop Do
PULSE 53
UNITS
HIGH DURING DATA INVERTERS DECODER/
V cc IN GAP TO CLOCK AND SHIFT
SWITCH NCD MONITORS REGISTERS DRIVERS
SWITCHED VCC TO TENS
sop Dow
DECODER/DRIVERS
NDREDS
HU
DME WORD 50 < low NNW
SYNC WORD SYNC WORD SYNC L8
PULSE 51 ADAPTER 4 SHAPER W NCD GATE
NCD PULSES F2 TOTO 01
TO NCD MONITOR DISTANCE
DME 54 DATA
DATA ADAPTER
PULSE 55
NCD MONITOR AND DASHED
CLOCK MONITOR FLAG DRIVER
L sw
F’,@OM VCr FROM V cc
SWITCH SVV I T C; H
STRIPPED FLAG
DRIVER
DATA VALID MONITOR WARNING
28 VDC 2J1 FLAG L4
DME DATA 32
VALID
+10V
+5V 12V
25748 3,
Figure 17 (Sheet 3) 22 12 00
Page 71/72
Nov 1/75
MAINTENANCE
+ SPErzRy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
6. B. RD 44 Radio Deviation Indicator. (See figures 18 and 19.)
COMPASS FORE LUBBER
FLAG LINE
z AIRCRAFT
NAV FLAG SYMBOL
COURSE GLIDE SLOPE
SELECT POINTER
POINTER
TO FROM GLIDE SLOPE
POINTER WARNING FLAG
WINDOW
COMPASS HEADING
SYNCHRONIZATION KNOB
ANNUNCIATOR
COURSE
KNOB
HEADING DIAL
HEADING COURSE AFT LUBBER
BUG DEVIATION LINE 25699
BAR
RD 44 Radio Deviation Indicator
FiQure 18
When the heading data input at J2 Z, a, and b, applied to the 132
synchro, doesn’t agree with the rotor position, an ac error signal is
generated, demodulated, amplified and applied to motor B1. Motor 131 will
rotate and mechanically position the heading dial, the rotors of resolver
135, synchro 1311, and the rotor of synchro 132 to reduce the error signal
to a null. The 132 output, HDG valid, and the 13+ s,upply voltage are
monitored. Normally the transistors are on, causing tile solenoid to hold
the compass flag out of view, and provide HDG valid output at J24. if
HDG valid input at J24 is invalid or lost, or the power is lost, or the
servo loop will not null, the compass flag will drop into view and the
HDG valid output will be removed.
Manually turning the heading knob positions the heading bug to a
selected heading. The B7 synchro rotor is mechanically linked to the
heading knob to provide a three wire output at J1 T, U, V at the FD
Computer. The difference between the bug and the fore lubber line is
the amount of heading error applied.
The comparison monitor synchro 1311 is also mechanically linked to the
heading knob. When a 26 V cos ine signal is applied at Jl x to y, the
output on J1 s, t, and u will repeat the heading data input informa
tion. When a 26 V sine signal is applied to J1 v to w, the output will
repeat the heading data input less 90 degrees. 22 12 00
Page 73
Jun 1/78
SmPr=r,qRy MAINTENANCE

AVIONICS DIVISION
The course resolver (B5) is mechanically linked to the course knob and
positions when the course select pointer is moved to a selected course.
Manually turning the course knob positions the course select pointer to
a selected course. The rotor of synchro B6 is also mechanically linked
to the course knob and positions to provide a three wire coarse error
output at J1 i, j, k to the FD Computer.
A fixed aircraft symbol shows the aircraft position and heading with
respect to the heading dial and to a radio course. The course devia
tion bar represents the centerline of the selected VOR or localizer
course. When a +dc course deviation signal is applied at J2 E to F,
meter movement is activated and the CD Bar will deflect to the right.
When NAV RCVR Valid is at J2 R to S, solenoid M4 will be activated
and the NAV flag will be out of view. An invalid signal or loss of the
signal will drop the flag into view.
When GS VALID is at J2 V to W, solenoid M2 will be activated and the GS
warning flag will be out of view. Loss of the valid signal or an invalid
signal will drop the flag into view.
When a +dc GS deviation signal is applied at J2 C to D, meter movement
M3 will be activated and the GS pointer will deflect upward. A dc
input would result in the pointer deflecting downward.
When the compass system is in the slaved mode, the sync annunciator
signal at J24 to G will activate the compass sync annunciator to slowly
oscillate between * and + indicating the rotating heading dial is
synchronized with gyro stabilized magnetic heading.
Length 7.8 in. (198.1 mm)
Width 4.06 in. (103.1 mm)
Height 4.06 in. (103.1 mm)
Power Requirements:
Airplane 28 Vdc
Mating Connectors:
J1 MS3126F 22 55S
J2 MS3126F 18 32S
Mounting Clamp
TSO C6c, C52a
RD 44 Leading Particulars
Table 16 22@12 00
Page 74
Jun 1/78
AINTENANCE
+S’PEr.qRy mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
C2,11
.1 s
C2,11 ”’ h
COMPARISON 7
@!j g
y MONITOR XCRS SELECT
SYNCHRO CRS ERROR
x POINTER I TO FID CMPTR
w I
k
T+_
C2J2 C2.11
14 A
HEADING z I
DATA T HDG ERROR
FROM TO FD CMPTR
GYRO Bi U
COMPASS b
GG
40 DD
HDG CRS EE
KNOB KNOB z
FF
CRS RESOLVER
SYNC COMPASS z TO NAV RCVR
ANN SYNC AA
ANNUNCIATOR
G BB
HDG cc
LEVEL C2,12 C2.12
DIET +30VDC 28 VDC V R
GS VALID 28 VDC VALID
FROM ILNAV FLA FROM NAV
RCVR RCVR
w sJ
+28 VDC HDG CRS DEVN
VALID INPUT Y< LI DEVIATION FROM NAV
+30VDC +30 VDC BAR RCVR OR R
F
+28 VDC HDG
VALID OUTPUT x TO FROM
TO FROM INPUT FROM
POINTER NAV RCVR
C
GS DEVN
FROM RCVR
D
27703
RD 44 Block Diagram
Figure 19 22 12 00
Page 75/76
Nov 1/75
MAINTENANCE
+ sPr=rw.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
7. Autopilot/Flight Director System Components
A. Autopilot/Flight Director Mode Selector. (See figures 20 and 21.)
_FD OFF HDG NAV(SAPR BC NA
EFTI . . .
DIM ALT ALTSELVNAV VS I3
0
25742
Autopilot/Flight Director Mode Selector
Figure 20
The mode selector provides all path mode selections for both the auto
pilot and flight director. The switches are momentary and normally
connect the selected position to ground. Pushing the switch momentarily
provides +13 V dc to the selected position and the FDC feeds back a
ground to the respective lamp to indicate that the mode is ON. The NAV/
HSI switch is tied to a flip flop circuit to control a double pole
switch. The flip flop is tied to a relay driver. The relay is normally
off and NAV GND No. 1 applies a ground to the No. 1 lamp. When the
switch is pushed the flip flop flips to the second state, the relay
driver is turned on, grounding the relay, it switches the ground to NAV
GND No. 2 and the No. 1 lamp goes off and No. 2 goes on. Pushing the
switch again will cause it to flip back to the No. I state.
The FD OFF switch is tied to a flip flop circuit and a lamp driver. This
makes the switch a double pole switch. Normally the lamp is off. When
pushed, the circuit flips, the lamp driver is turned on turning the lamp
on and putting a ground at FD SELECT OFF to the FDC causing the removal
of FD commands on the ADI. Repushing the switch will cause the circuit
to flip and the lamp will go off and remove the output ground to FDC.
The initialization circuit is to turn both flip flops to the RESET state
whenever power is applied to the unit.
The DIM Pot applies from 0 to 28 V dc to the FDC to adjust the intensity
of the mode lights on the flight director mode selector and the ADI.
The edge lighting contains 5 V lamps to light the panel for night flying.
22 m 12 00
Page 77
Jun 1/78
MAINTENANCE
S PEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
Dimensions: (ap proximate)
Length 4.50 in. (114.3 mm)
Width 5.17 in. (131.4 mm)
Power Requirements:
............................................................. 28 Vdc
............................................................. 15 Vdc
........................................................ 5 Vac or dc
Mating Connector:
J1 MS3126F 20 41S
Mounting Clamp
TSO C52a
AP/FD Mode Selector Leading Particulars
Table 17
22 12 00
Page 78
Nov 1/75
AINTENANCE
SPE stnzy mMANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
NAV GND NO I
TA
NAV GND NO N
13 VOC
PO.ER GN” 2
0 2W MODE ANNUN F
MODE SELECT GND NC NO
C RE 1
URIVI
.CIG SELECT IRESET
..G GND
NC F
N.V SELECT
N I AP C
NOI
VA.. CN. IT
NC F
:? . @ P.
.P. SELECT
NO[ AIll C GNII
Al. R. GNV
1 OF’
NC f I
4 1 C.,
W SELECT 1, if@D V=@
C GN. L
NOL
A..
3
.1 CN@
3
ON
$AS SELECT
DIM CONTROL EXCIT.TION ”’TV, L
F11 AS
NAL 2
DIM CONTROL SIG I.S N.
rP,0 Al
0 5V PANEL LIGHTING 14 6 @15
LIGHTING GND 0
161 17
CHASSIS GND
El
AP/FD Mode Selector
Figure 21 Page 79/80
Jun 1/78
MAINTENANCE
+ SPEr Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
7. B. Autopilot Controller. (See figures 22 and 23.)
SOFT
END TRIM RIDE 0 , TURN,
rEST
EACH FLT
CLIMB E@11
AP YD
25743
Autopilot Controller
Figure 22
The turn knob commands bank angle. Rotation of the turn knob out of
detent results in a right or left bank attitude proportional to and in
the direction of the turn knob rotation. The turn knob must be in de@ent
(center position) before the autopilot can be engaged. Rotation of the
turn knob cancels any other previously selected lateral mode.
Rotation of the pitch wheel mechanically turns the generator (Gl) and
applies the signal to the autopilot. This signal is proportional to
the rotation of the wheel and in the direction of wheel movements.
Movement of the wheel also cancels any other previously selected vertical
mode.
The Trim threshold indicator shows out of trim condition by displaying
UP or DN when a sustained signal is being applied from the elevator servo
amp for approximately 5 seconds. The indicator should be OFF before
autopilot is engaged.
The Soft Ride switch is tied to a flip flop circuit and a lamp driver.
This makes the switch a double pole switch. Normally, the switch is off.
When pushed, the circuit flips, the lamp driver is turned on, turning
the lamp on and supplying a ground to the autopilot. Pushing the switch
again will cause the circuit to reset, the lamp will go off and the
ground is removed from the A/P. Soft Ride reduces autopilot gains while
still maintaining stability in rough air. This mode may be used with any
flight director mode selected.
The AP Engage and YD Engage select switches apply signals to the A/P
and each turns on its respective Engage lamp. The AP engaqe switch
is used to engage the autopilot. Engaging the autopilot automatically
engages the yaw damper. The autopilot may be engaged with the airplane
in any reasonable attitude. YD Engage without Autopilot may be utilized
by the YD Engage mode.
22 12 00
Page 81
Jun 1/78
MAINTENANCE
+spEsmy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Day lighting is effected by applying 28 V dc at J1 h. Night lighting
requires the 28 V dc to be externally switched to J1 E. The 28 V dc is
dropped to 10 V dc for night viewing.
The test button provides a test for the torque limit monitors. After
engaging the autopilot, pressing the TEST button will cause the auto
pilot to disengage by simulating a failure in the torque limit monitors.
Length 4.81 in. (122.2 mm)
Width 5.75 in. (146.1 mm)
Power Requirement:
Pushbuttons 28 Vdc
Mating Connector:
J1 MS3126F 18 32S
Mounting Clamp
TSO C9c
Autopilot Controller Leading Particulars
Table 18
22 12 00
Page 82
Nov 1/75
MAINTENANCE
+ sprz sny MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
rO TO 5 VDC E @04
1 OR VAC G
BACKGROUND EDGFLIGHTING
LIGHTING tLIGHTING
RETURN
A/P C SI 5 NO A/P
LOGIC (C) F( LOGIC
)G IN
rURN
)I B
15 VDC A( CW DESCEND A3 U
P FOR
SIGNAL 0
Pi CH UP
FROM A/P D (CT
GROUND T
C + LIMB)
@15 VDC C TURN KNOB HCLIMB
HASSIS GND J
’17F PITCH WHEEL
,@7 TEST
EACH
FLIGHT + 15 VDC
0 Y TEST DEPRESS
Si
115 VDC 12 VDC
15 VDC ’15 VDC @15 VOC 15 VDC
FROM W UP TRIM
ELEVATOR INPUT ISOLATION SENSOR
SERVO )X( I AND FILTER AND TRIM 11
AMP TIME DELAY DOWN
POWER ONOA I
2 r
LAMP TEST 15 VOC 15 VDC
[VAP
SELECT DOWN TRIM
SENSOR
TIME DELAY
AND
PIC
AP ENGAGE SEL L IDE
3
Q8 VDC , I P?O S4
28 VDC REST T Z GND TO AIP
AP ENG TCS
YD SELECTR
ANNUNCIATOR
28 VDC NIGHT fi@
LIGHTING
AA
(91V@
(9 iv)
28 VDC
ANNUNCIATOR
DAY LIGHTING
A/P Controller
Figure 23 Page 83/84
Nov 1/75
J SpEr.Ry MAINTENANCE

AVIONICS DIVISION
7. C. Servo Drive and Bracket. (See figures 24 and 25.)
The Servo drive translates electrical inputs into a rotational Mechanical
output to drive a drum and housing assembly. An individual servo in each
axis controls aileron, elevator, and rudder surface positions. Each
servo drive contains an integrated dc torque motor tachometer which
drives the output engage clutch through a power gear train. The motor
position is also transmitted to a synchro through an instrument gear
train. This assembly with a spline output on the clutch mates with the
drum and bracket. The tachometer rate and synchro position signals are
fed to the autopilot computer servo amplifier. The drum and bracket unit
is bolted to the aircraft structure. The drum is connected in parallel to
the primary control rigging through cables. Cable keepers are installed
around the periphery of the drum to prevent the cables from slipping off.
Length 8.825 in. (224.3 mm.)
Width 5.065 in. (128.8 mm)
Height 3.97 in. (100.8 mm)
Power Requirements:
Clutch 28 Vdc
Motor Stall 28 Vdc
Synchro 26 V, 400 Hz
Stall Torque Up to 160 lb in.
Mating Connector:
J1 MS3126F 14 19S
Mounting Hard Mount
TSO Cgc
Servo Drive and Bracket Leading Particulars
Table 19
22 12 00
Page 85/86
Nov 1/75
MAINTENANCE
SrEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
r 1
SERVO DRIVE ASSEMBLY POWER LOOP
F BRN CLUTCH
CLUTCH ORN FOR 904 UNITS:
EXCITATION G CONNECT TO J1 F (HI)
PILOT AND JI G (LO)
1CONTROLLED BY
AUTO
ENGAGE AND/OR FOR 906 UNITS: CR1
CONNECT TO JI F (HI) Banjo %
TOUCH CONTROL P Pn , 2
STEERING) WHT/CIRN AND J1 J (1.0)
Ll
BLK BLK
SHIELD GND K
TACHOMETER RATE L
FEEDBACK OUTPUT TO
(POLARITY SHOWN SERVO
FOR CCW OUTPUT DRIVE
TO DRUM AND WHT II r
BRACKET) N POWER
GEAR
WHT/GRN 7 TRAIN
A
T
C1
MOTOR INPUT FROM 0.68@,F
SERVO AMPL
IPOLARITY SHOWN
FOR CCW OUTPUT TO /77
DRUM AND BRACKET)
C2
F
.B GRA I 71 R
5
CHASSIS GNII C
SERVO DRIVE ASSEMBLY FEEDBACK LOOP SYNCHRO
SYNCHRO GEAR TRAIN
TERMINALS
X BLU 8 BLUE
P 0
SERVO (SYNCHRO BI) Y WHT/VIO 9 BLK
POSITION FEEDBACK R
OUTPUT
S IZ YEL 10 YELLOW
D 1 H WHT/RED 11 RED/WHT
26 VAC N I
400 Hz E 1C WHT/BLK 12 BLK/WHT
L
M NOTES:
T 1 INDICATES MECHANICAL
SPARES I SPARES SIGNAL FLOW.
U 2 :NDICATES ELECTRICAL
LV NPUTS.
3. INDICATES ELECTRICAL
OUTPUTS. 2170i
Servo Drive Block Diagram
Figure 24 22 12 00
Page 87/88
Nov 1/75
MAINTENANCE
+SPEr.z.v.y MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
WS FOR
REMOVAL OF SERVO
DRIVE FROM DRUM
AND HOUSING
CABLE KEEPERS
E=@ 27706
Servo Drive and Bracket Outline
Figure 25 22 12 00
Page 89/90
Nov 1/75
MAINTENANCE
SPEPRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
7. D. Flight Director Computer
(1) Detailed Flight Director Functional Description
(a) Flight Director Input Signals
The F/D computer receives input signals from the sensors and
peripheral equipment with the following characteristics.
1. Vertical Gyro. Pitch and roll signals from the vertical
gyro are each two wire, phase reversible ac signals with
a gradient of 200 mV/deg.
2. Heading and Course Error. The heading and course error
signals are from separate heading and course error synchros
in the HSI. The F/D computer has input provisions for
either a 200 mV/deg or 300 mV/deg input error signal.
3. Navigation Receiver. The VHF navigation receiver input is
in accordance with ARINC 547. The F/D computer presents
a 10k ohm minimum load for the deviation signal. The valid
required is a 28V super flag signal and the super flag load
is greater than 5k ohms.
4. Glide Slope Receiver. The glide slope input shall be in
accordance with ARINC 551. The F/D computer presents a
10k ohm minimum load and the valid is a 28V super flag.
The super flag load is greater than 5k ohms.
5. Radio Altimeter. The radio altimeter input shall be in
accordance with ARINC 552. The input gradient shall be
20 mV/ft from 0 to 500 ft (O ft equals 400 mV). Discrete
altitude trip points shall be provided at 1200 and 250 ft.
These trip points shall supply a ground at and below the
specific altitude.
22 12 00
Page 91
Jun 1/78
MAINTENANCE
,@SEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
7. D. (1) (a) 6. Air Data Error. The air data error commands are provided
by the ADC. The appropriate signal output is established
by applying a mode ground to the ADC from the F/D computer.
a. Altitude Hold Error. The altitude hold error provides
the altitude hold function with an operating range of
from 0 to 500 ft from the engaged altitude. The
gradient is 10 mV/ft. The range is from 0 to 48,000 ft.
b. Vertical Speed Hold Mode. The vertical speed hold
mode provides the vertical speed mode with an operat
ing range from 0 to 6000 ft/min from the engaged
vertical speed. The gradient is 1V/1OOO ft/min.
c. Airspeed Hold Mode. The airspeed hold mode provides
the error signals for the IAS hold function with an
operating range of 100 kn from the engaged airspeed.
The gradient of the error signal is 35 mV/kn.
7. DME Distance. The DME analog distance required is a dc
analog of slant range with a distance gradient of 40 mv/mi
from 0 to 200 mi. The valid signal required is 5 to 32 V
dc and 0 to 2 V dc not valid. The valid input load is 5k
ohms or greater.
8. INS Input. The INS input is received from an ARINC 581
INS system with a 392 mV/deg command.
9. Marker Beacon Receiver. The middle marker output of the
marker receiver is utilized by the F/D computer. This out
put can be ac 1300 Hz, rectified 1300 Hz and dc. The
middle marker input comparator will switch at 2V RMS or dc.
10. VNAV Computer Input. The following inputs are provided
from the VNCC to the FID computer:
a. Altitude error. An analog voltage proportional to the
difference between the aircraft altitude and selected
altitude is supplied to the F/D computer. The gradient
of this error signal is 8.33 mV/ft.
b. Altitude Error Discreet (KALT). A ground is supplied
to the F/D computer when the altitude error is less
than 1,000 ft.
c. Altitude Error Valid (AGO). A 28 V dc altitude error
valid signal is supplied to the F/D computer when the
unit is providing valid altitude alert and altitude
error outputs. The altitude error valid may be
expressed as AGO = (Desired Altitude Valid) (Air
Data Valid).
22 12 00
Page 92
Jun 1/78
MAINTENANCE
+ SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
7. D. (1) (a) 10. d. Vertical Output. An analog voltage proportional to
the vertical angle prior to the receipt of VNAV mode
ground and an analog voltage proportional to the
difference of the A/C altitude and selected vertical
path is supplied to the F/D computer and up to two
lk ohm glide slope pointers after receipt of the VNAV
mode ground. The vertical angle (VANG) gradient is
70 mV/deg and the vertical gradient is 0.5 mV/ft.
e. Vertical Error Valid (VGO). A 28 V dc vertical error
valid is provided to drive two lk ohm flags and the
F/D computer shall have an input impedance of 5k ohms
or greater. Vertical error valid is defined as VGO
(Computation in range) (ADC Valid) (Range Valid)
(TO FROM Valid + VCAP).
f. To From Null (TOFROM). A ground is supplied to the F/D
computer when the TOFROM is in an undefined stage (zone
of confusion).
11. Altitude Rate. The altitude rate signal is supplied by the
ADC to the F/D computer with a gradient of 500 mV/1000
ft/min.
12. Airspeed. The airspeed signal is supplied by the ADC to
the F/D computer and has a gradient of 11.11 mV/kn.
13. Altitude. The altitude signal is supplied by the ADC and
is a function of the pressure altitude. The gradient is
0.2 mV/ft.
14. Mode Selector. Each mode selector input is driven from
the common of a form C switch. In the normally closed
position (switch not depressed), a ground output is pro
vided. This ground is from the MOD SEL RETURN (MB 41)
of the F/D computer. When the switch is pressed, a +13 V
dc signal (F/D computer B+ output) is provided.
M Mode Control Logic
This section describes the F/D mode control logic.
1. On course Sensor NAV ON COURSE (NOC). NOC is defined as
course error less than 15 deg, roll less than 6 deg, not
over the station (US TS), NAV CAP, or BC CAP. All the above
terms must be present for 8 sec in VOR or .5 sec in LOC
and the NOC will latch up. Losing NAV CAP, BC CAP, or
OSS will break the latch. An easy on of the NOC function
(NOCEO) is provided for signal switching.
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FLIGHT SYSTEMS
AVIONICS DIVISION
7. D. (1) (b) 2. Over Station Sensor (OSS). The OSS senses the presence
of excessive beam rate in the VOR and VORAPP modes. When
in the on course mode and beam rate reaches the trip point
(8 mV VOR dev/s) the sensor provides a timing cycle, which
locks out radio deviation. The cycle holds in the OSS
mode, for 20s in the VOR mode, and 4s in VORAPP mode after
the beam rate reduces below the trip point.
3. After Over Station Passage (AOSS). After station passage
is the period between the loss of OSS and the reoccurrence
of NOC.
4. Lateral Bracket Sensor (LBS). The lateral bracket sensor
compares the polarity of the roll command signal with the
polarity of the radio deviation signal. When far from t
beam center, the radio deviation signal is the predominant
term in the roll command and commands a bank toward the
beam center. As the aircraft flies toward the beam in
heading select, the beam deviation decreases until the
damping term equals the deviation. At this point, the
polarity of the roll command signal, which is the sum of
deviation and damping, changes, commanding a turn toward
the station and the LBS, trips. This technique of beam
capture assures the optimum transition from the heading
select mode to bracket. Along with the bracket sensor on
the polarity of the deviation and roll command, several
interlocks are included. If a shallow intercept is
attempted, the bracket sensor will not trip until very
close to the station; therefore, an override on the bracket
sensor occurs when the beam is a minimum. In the VOR+
VAPP+ RNAV modes, the minimum beam sensor trip point is
30 mV. In the LOC mode, the minimum beam sensor trip
point is at 60 mV. In all modes, the maximum beam sensor
trip point is at 175 PC
5. LOC II. LOC II occurs for a normal ILS approach when tuned
to a localizer frequency (TTL), NOC, glide slope on course
+10.s (GSOC + 10), and radio altitude less than 1200 ft.
For a backcourse approach, BC is substituted for GSOC + 10.
For a LOC approach without glide slope, APP is substituted
for GSOC + 10. If the radio altitude is not valid, the
LOC II logic is satisfied without the 1200 ft ground. LOC
II is latched up with @ff_L or NOC breaking the latch.
6. Lateral Gain Programmer. The lateral gain programmer
programs the gain of the radio deviation input signal.
When in the VOR mode, @he gain is programmed as a function
of DME distance. When in the RNAV mode, the programmer is
biased to a fixed gain. When in the LOC mode, the devi
ation signal is programmed as a function of radio altitude
(RA), true airspeed (Tj@S), and time.
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MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
7. D. (1) (b) 6. a. VOR DME Program. When in the VOR mode, the gain
programmer receives DME analog as defined in section
7.D.(1)(a)7. This input is lagged by a 2 s filter.
When tuned to a LOC frequency, the DME programmer has
no effect on the radio deviation gain. When the DME
is not valid or when the DME is not tuned to the VOR
frequency or in the RNAV mode, fixed gains are
provided.
b. LOC Lateral Gain Program. When in the LOC mode, the
radio deviation is programmed as a function of TAS
and time. It is initiated with LOC II logic.
7. True Airspeed Gain Function Generator. An approximation
of TAS is calculated as a function of altitude and indi
cated airspeed. TAS is used to program heading and course
error signals, air data commands, and the pitch rate limit.
The ILS gain programmers are also modified as a function
of TAS.
Length 12.65 in. (321.3 mm.)
Width 2.79 in. (70.9 mm)
Height 7.62 in. (193.5 mm)
Power Requirements:
...................................................... 115 V, 400 Hz
............................................................. 28 Vdc
Mating Connector:
J1 DPX2MA106P 106P 33B 1468
TSO C52a
Flight Director Computer Leading Particulars
Table 20
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MAINTENANCE
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+ FLIGHT SYSTEMS
AVIONICS DIVISION
7. D. (2) Pitch Axis Signal. (See figure 26.)
The pitch axis receives and processes signals from the RA, ADC, VG,
VNCC and NAV Receivers. It provides pitch information to the FD
Pitch Command Bar and the A/P Computer. These outputs can be modi
fied by TCS.
(a) The altitude error for the VNAV at JlB 22 and the limited VS
from ADC at JlB 36 and 37 are summed to form the APS command
at M . The VS is limited at 65 ft/sec which prevents capture
pri6_r to 1000 feet from the desired altitude.
During ALT HOLD, the ADC furnishes an altitude error signal at
J1B 36 to 37 which is summed with VS at T as a damping term.
Altitude rate at JlB 45 is amplified and summed with the
signal at Altitude rate damping is provided by the
amplifier limiter circuitry. The resultant signal at T
is TAS programmed and summed at T
During VS HOLD, the ADC furnishes VS error which with the
signal at (1) is TAS Programmed, and at T fed thru the pitch
rate limiter and summed at (@) with pitch attitude. During
IAS, the ADC furnishes IAS error at JlB 36 to 37, which is
attT and is then pitch rate limited and summedoat (3) with
pi c attitude. The pitch attitude is used to h ld the air
craft at the existing ALT, VS, or IAS at the time of mode
selection. The pitch rate limit is programed as a function
of TAS. It is 2 deg/sec at 100 knots, decreasing to 0.38 deg/
sec at 500 knots.
(b) The pitch ATT signal from the VG at JlB 27 is demodulated,
buffered and summed at (@) with its negative integral to pro
vide pitch washout. The pitch washout provides a 15 sec
washout of pitch attitude for all vertical modes except
VS+APSB or PITCH SYNC. In pitch hold, the integrator provides
memory of the pitch attitude at the time of pitch hold engage.
The resultant of the pitch ATT at 0_1 and the washout signal is
applied at C3@ and processed thru a mode determined pitch
limiter. A pitch limit of 20 degrees is provided in all modes
excT APP CAP when it is jJO degrees. The resultant signal
at is applied to the meter driving amplifier which is gain
programmable.
When G/A mode is selected, a fixed pitch up bias is established
with an external resistor and summed with pitch attitude at
OD. This cancels all other signal paths.
(c) Selection of APR arms both the localizer and glide slope modes
with the APR ARM annunciator, indicating glide slope is armed.
Another pitch mode is used to fly to the glide slope beam from
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FLIGHT SYSTEMS
AVIONICS oiviSiON
either above or below the beam. At 35 mV of deviation, the
glide slope is captured. At glide slo capture, beam
displacement and beam rate are summed P1 to provide commands
toward the beam center. When the glide slope deviation is less
than 35 mV, the vertical beam sensor will trip and the glide
slope mode will go from ARM to CAP and 10s later the GSOC + 10
logic will be satisfied. At GSOC + 10, the glide slope rate is
programmed to 0 and the on course displacement is programmed
easy on. VS is also summed with beam rate and beam displace
ment as a damping term The gain of the damping term is
also switched as a function of GSOC + 10.
The G/S deviation signal at J1B 16 and 17 is amplified and,
after APP CAP is achieved, is applied to T to sum with the
Air Data command signal. IVV washout at GSOC + 10 is applied
at 0) as a damping factor. The signal at (2) is limited
during APR mode to 10 degrees and sums with the pitch
attitude at (i).
The GS deviation signal is programmed by the GS Gain Program
mer controlled as a function of RA and time.
The first stage program is initiated at LOC II. The gain is
linearly decreased as a function of time and TAS. The second
stage program is initiated at 250 ft RA and is a function of
RA at J1B 18, 19 when the RA is valid. The gain is reduced
at 0 to 0 ft as a function of RA. If the RA is not valid, the
second stage programmer is a function of time initiated by the
middle marker (MM) input. At MM, the gain is decreased from
0.33 to 0.13 in 15s. If the gain of the first stage programmer
has not reduced to its final value of 250 ft with RA valid or
MM with RA not valid, the gain is reduced to 0.33 at 10 times
the rate of the first stage programmer.
Easy on programming is provided for GS CAP and easy off pro
gramming may be provisioned for 100 feet RA.
7. D. (2) (d) Prior to the VNAV computer receiving VNAV mode select logic,
the computer outpu vertical angle (VANG). At VNAV select,
the VANG selected @) is held in the SYNC/HLD circuit. The
selected angle is multiplied by the TAS program and the product
generates a V/S bias reference’(@). At VNAV select, vertical
error (VERR) is provided from the VNAV computer. After the
VNAV on course logic (VNAVOC) has been satisfied, the signal
input gains are scheduled as a function of VNAVOC.
Vertical error at J1B 14 and 15 is a differential signal that
is amplified and at 0 is fed to the SYNC/HOLD circuit. The
V/S bias reference and IVV sum and the resultan_t signal at @
is summed with the limited vertical error at (9). The ampli
fied output is then summed with the signals ai (D .
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MAMTENANCE
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+ FLIGHT SYSTEMS
AVIONICS OIVISION
7. D. (2) (e) Whenever a roll mode is selected without a pitch mode, the
FDC generates a pitch ATT HOLD command. This signal is con
trolled by TCS.
(3) Roll Axis Signal. (See figure 27.)
The roll axis receives and processes signals from the VG, NAV
Receivers, HSI, and RNAV Computer. It provides roll information
to the FD Roll Command Bar and the AP Computer. Modifications to
FD Commands are accomplished by TCS.
(a) VOR Approach (VAPP)/RNAV Approach (RNAPP) Mode. Selection of
the APR mode with a VOR frequency selected and not in RNAV
mode, places the F/D computer in the VAPP mode. The VOR
deviation is gain programmed as a function of DME distance
when the DME is valid and tuned to the same VOR station.
When in the RNAPP mode, operation is the same as for VAPP,
except the deviation is not gain programmed since it is
constant with distance from the waypoint.
The CRS deviation signal at J1A 4O or 41 is demodulated, TAS
gain programmed and summed at (D. Thedrogrammed signal can
be mode switched to vary the input to or switched to (@)
VAPP Bracket and VAPP On Course operate the same except for
gain scheduling. The signal at (1) is amplified and summed
at (2). LOC On course operates the same except for gain
scheduling and crosswind washout. The course error signal is
washed out thru a 7.5 second filter.
(b) During HDG SEL mode, the error signal at J1A 35 or 36 is
demodulated T I roll limited and
(@ TAS gain programmed to
summed at with the roll attitude to provide roll com
mands to the A/P.
(c) VOR On Course. When in the on course (NOC) mode, the gains
are optimized to track the beam. Filtering is provided for
beam deviation to minimize tracking beam noise. Course error
(CRS ERR) is washed out through a 200s filter to eliminate any
steady state CRS ERR in the presence of a crosswind, preventing
beam standoff.
During VOR On Course, the signal is demodulated and switch
to 0 where the complementary filter washes out course error
through a 200 second filter. The signal is then summed at
with the signal from (D.
(d) During VOR, RNAV and LOC, the radio deviation signal at
J1A 2O and 21 is buffered and processed thru the lateral gain
programmer. The signal is not lateral gain programmed during
RNAV. The signal is summed directly at (2) and may be mode
switched into 0 or
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FLIGHT SYSTEMS
AVIONICS DIVISION
VNAV CAP APS
wp s BK
ALT ERROR LJ14
f@ V NAV 22 4 V NAV
ALT PRESELECT 0 CMD
ERROR 26 4
XI T VP
ADC HOLD TAS
ERROR VS PROG
VNOC
IAS 0
VERTICAL
ERROR
(V NAV) 5
IV%
ALT RATE 45
SOCEO
40 IVV OUTPUT
.03V/FT/SEC
G/S TNT TO A/P,
G/S 43 PITCH UP
DEVIATION 17 G/S DISP CMD
42 TO AP COMP
AD OUT TO
33 AP COMP
GSOCEO PITCH SYNC IINOTE’
11)
F 11t 13 FD OUTPUT TO
30 PITCH CMD BAR
31
GA TAS
GA BIAS 32
VOLTS LIMITE
PITCH BIAS
PITCH BIAS 29< r ^%
UP I ) ON
PITCH ATTITUDE 27
T
28 <T @ WV
I = I
RAVAL 250’ GND GS GAIN PROG
RAE) ( 19 V ”@ 10 VR CH
ALT VS APSB
18 < L DE SLOPE GA SYNC
N PROGRAMMER PITCH HOLD
RAVAL 250’ GND MM j
TAS SIG TNT GS GAIN PROG
10 VR
’NOTE: PIN J1 B 1 1 IS JUMPERED
TO PIN J1 B 13 FOR Hi
FD OUTPUT AT J1 B 30
27904
Flight Director Block Diagram,
Pitch Axis 22 12 00
Figure 26 Page 98.1/98.2
Nov 1/75
AINTENANCE
+ SPEsny mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
CRS ERROR 41 BC
INPUT BC
40 <
RNVOR NAVCAP+(VAPP+LOC) NOCEO
LOC
VAI j, TO
RNVOR LOGIC
VAPP RNVOR NAV
@NAV C,@P BC CAP@ INS 1111A A/P
OUTPUT
SC
NVOR NOCFO VAPP CISS 4
COURSE CUT
LIMITER
20 11AV CAP IINVOII NOC
NAV/LOC
RADIO DEV
INPUT 21
NOC OSS AOSS
LOCI LOC T! ARY
ROLL
ATTITUDE 14 APP LOC
0.2 VAC/DE WIL
F E CID]
OUT BC IN)
HDG @35 H, 60 NOTE
ERROR RNVOR (NOC OSS AOSS) (VAPP LM 61
INPUT C
152
F/D OUT
OUT OF 29 To ROLL
VIEW BIAS CMD BAR
ALT T 4:3 0
INPU 51 TAS
OUTPUi
’NOTE. PIN JlA 60 IS JUMPERED TO
F AL TAI PIN JIA 62 FOR Hi FD
AIRSPEED TO OUTPUT AT J1A 29 21@
INPUT LOGIC
Flight Director Block Diagram
Roll Axis 22 12 00
Figure 27 Page 98 3/98.4
Jun 1178
MAINTENANCE
MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
7. D. (3) (e) The Roll ATT signal at J1A 14 is amplified and summed at
or demodulated and summed at (2). During WU, the signal is
summed at T as described above. The out of view bias signal
at J1A 31 is summed at 07 with the Roll ATT, amplified and fed
to the Roll Command Bar.
M The ADC furnished ALT or A/S inputs at JIA 44, or 43. They
are fed to 0 where during TAS Valid, the signal is fed to
the TAS logic.
(g) The Course Cut limiter between g and (g) limits all radio
modes to a 30 degree course cut after capture. This limit is
based on unprogrammed course error and roll demand.
(h) Back Course (BC) Mode. Selection of the BC mode places the
F/D computer in the same mode as the LOC mode, except the
polarities of beam deviation and course error are reversed
to provide commands at (D on the back side of the front course
ILS. The beam deviation is also reduced by a factor of 0.5
into (a) to compensate for the closer proximity to the local
izer array and beam irregularities generally associated with
the reverse course.
(i) Wings Level Mode (WL). The F/D computer will be palced in the
WL mode when there are no lateral modes selected and go around
mode is selected. The roll attitude signal from the VG is used
to provide commands to maintain a wings level attitude in the
go around mode. The WL switch is between (7) and
E. Autopilot Computer
Detailed Autopilot Functional Description
(1) General
This section provides a detailed description of automatic flight
control through the three axes, pitch, roll, and yaw. Included in
this section are block diagrams of the A/P signal (figures 28 thru
30) for the pitch, roll, and yaw axes. These diagrams are supplied
as an aid to understanding A/P operation.
(2) Pitch Axis (See figure 28.)
The pitch axis of the A/P receives signals from the following
components:
0 Air data information from the FDC.
0 Airspeed information from the airspeed sensor for Q switching.
0 Pitch commands from t@e A/P controller.
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FLIGHT SYSTEMS
AVIONICS DIVISION
0 Attitude valid and pitch attitude information from the
vertical gyro.
0 Glide slope deviation signal from the FDC.
0 Flap compensation logic input from the flap control switch.
7. E. (2) (a) Synchronization. Synchronization in the pitch axis is achieved
when the net signal at ni is zero. Prior to A/P engagement,
the glide slope, air daff, and pitch wheel signals are blocked
from appearing at (7), 3 1 and’ S by the open GS CPL, A/D
CPS, and PW switches.
The vertical gyro signal is always applied to (2), and is
summed at (7) with the output of the pitch integrator. During
synchronization, the output of the integrator follows pitch
attitude causing the output of pitch displacement amplifier
to be zero (1). If the airplane attitude changes from zero,
the sum of the integrator and vertical gyro signals at (2) is
an error signal. The error signal is applied to the pitch
displacement path to Q and through the closed AP ENG TCS
switch to (3). The error signal at g is applied through (D
and the closed PITCH HOLD switch to drive the integrator. The
integrator is driven until its output is equal to the vertical
gyro signal at (2) and the net signal at (1) is zero.
The amplifier and servo drive to the right of e make up the
servo position servo loop. This is similar to an instrument
position servo with rate damping feedback. A signal at the
output of 0) commands a surface position which is fed back
from the position feedback synchro to (@). The elevator
position feedback signal, a 400 Hz ac signal, is demodulated
before being summed at 09, with the error signal. When the
surface is at the tion Commanded by the signal at @ , the
signal is null at . A signal at (D is amplified by the
servo amplifier an ives the torque motor. A rate damping
signal from the servo tachometer is fed to (9 as a damping
signal to stabilize the servo loop.
Prior to engagement of the autopilot, the servo drive clutch
is not engaged to the central surface; thus, the servo loop
follows up on the input command synchronizing to zero motor
rotation. At engagement, the servo is at a null position
corresponding to the input command. The servo amplifier
includes a torque limiter and monitor. The torque limiter
limits the maximum current supplied to the motor, thus, the
maximum torque output of the motor, since motor torque is
proportional to motor current. The monitor disengages the
autopilot if the torque limiter fails, preventing a failure
which would result in no to que limiting.
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MAINTENANCE
+ SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
7. E. (2) (b) Rate Damping. Damping of the aircraft central response is
provided by pitch rate. Pitch rate is derived from pitch
attitude in the Pitch Rate Taker. This signal is applied
to (R) as a damping signal for the pitch error signal also
summed at (3).
(c) Lift Compensation. Absolute roll signal from the roll axis
is shaped before passing through the Q switching and soft ride
circuitry to 0). The lift compensation function generator
circuitry produces a lift compensation signal whose magnitude
is proportional to sec 0 1, where 0 is the airplane bank angle.
This signal pitches the aircraft up when making a bank turn to
compensate for the loss of lift in a turn. This maintains the
aircraft near a constant altitude in a turn. If the A/P is
in the airspeed hold mode, the lift compensation signal is
removed completely to prevent the lift compensation and air
speed hold command signals from opposing each other and causing
the airspeed hold mode to be less than optimum.
(d) Gain Control. The three signals summed at a to form the
surface command are each gain programmed as a function of
airspeed and soft ride. At a discrete airspeed, (Mid Q) of
approximately 170 knots, the gain of each signal path is
reduced to optimize performance for difficult airspeed range.
Soft Ride is a mode selected on the Autopilot Controller which
reduces gains to compensate for turbulent air.
When the A/P is engaged, there are no transients in the pitch
axis at the time of engagement because synchronization has
been completed.
After the A/P is engaged, if no vertical mode is engaged on
the FD and the pitch wheel is not rotated, the A/P is in the
pitch hold mode and the pitch integrator holds the pitch atti.
tude reference signal. The output of the integrator maintains
the airplane pitch attitude that existed at the time of
engagement. Any change in pitch attitude will produce an
error signal at (@ and (a I and the servo drive motor is
driven in the direction to return the airplane pitch attitude
to that which existed at the time of engagement. The servo
drive deflects the elevator because the servo drive is coupled
to the elevator by the servo clutch after A/P engagement. The
error signals drive the servo and elevator to return the air
plane to the desired attitude. When this attitude is achieved,
the elevator will be at the neutral position and (7) and G
will be at a null.
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MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
7. E. (2) (e) Touch Control Steering (TCS). When the TCS switch on the
control wheel is pressed, the autopilot disengaged synchro
nization paths are established. A feedpath is provided from
the pitch displacement inverter into the pitch integrator
through A/P ENG TCS and PITCH HOLD switches. The servo
clutch is disengaged and the pilot flies the airplane to a
desired pitch attitude. The A/P will synchronize the pitch
integrator to the new ai lane pitch attitude and the net
signal at (D through E will be zero.
When the TCS switch is released, the feedback path around the
pitch integrator is opened and the integrator retains the
pitch attitude signal existing at the time the switch is
released. If the airplane deviates from the synchronized
pitch attitude, an error signal appears at (7) and is used
by the servo amplifier to drive the airplane back to the
synchronized pitch attitude.
Pitch Wheel. When the pitch wheel is rotated, the PW switch
closes, applying the output of the pitch wheel tachometer to
(@). The PW switch remains closed as long as the pitch wheel
is being rotated. It opens when the pitch wheel movement
stops. Rotating the pitch wheel will cancel any previously
engaged pitch mode
(, open the A/D CPL switch (removing the A/D
input to (2) and ), and close the PITCH HOLD switch (apply
ing the pitch wheel signal to the pitch integrator). If the GS
is coupled, the PITCH WHEEL. operation will be inhibited. The
rate of pitch wheel rotation (tachometer output) is integrated
by the pitch integrator producing an attitude displacement
command since integrated rate is displacement. If the output
of the integrator is changed, by the pitch wheel, this upsets
the balance of the integrator and vertical gyro inputs at 0
The error signal from (1) moves along the displacement path
to the servo amplifier, the servo drive moves the elevator
and change the airplane attitude. The airplane attitude will
be changed until the vertical gyro signal is equal to the
pitch integrator output at (7). At this time theoutput of
and 0 will be zero. The airplane will be at the desired
attitude.
(g) Air Data Modes (Altitude, Airspeed or Vertical Speed Hold).
When the ALT, IAS or VS mode is selected in the FDC with the
autopilot engaged, a ground is supplied from the FDC to pin
1OJlB 38, 40, or 41. These ground signals control the
switches labeled ALT, IAS or VS. The ALT, IAS or VS error
signal corresponding to the mode selected is provided from the
FDC to the AD ut through the ALT, IAS or VS and A/D CPL
switches into T and
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Nov 1/75
AINTENANCE
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FLIGHT SYSTEMS
AVIONICS DIVISION
The error signal from C2 follows the displacemen ath through
an amplifier/inverter and a 6 degree limiter to . The
error signal from ’(3 follows the integral path through the
closed PITCH HOLD switch to the integrator. The integrator
output, which is in phase with the displacement path signal,
is limited by the 15 degree limiter and applied to T The
combination of the displacement and integral signals from (D
are the pitch attitude command and are summed with the vertical
gyro signal at (2)
If the summation of the error and gyro signals is not zero, the
error signal from 07 will be used to drive the servo drive
motor and change the elevator position in the direction to get
the airplane back on the engaged air data reference. As the
airplane changes pitch attitude to obtain the desired altitude,
the vertical qvro signal at 0 changes and the altitude error
signals at (Y decreases. The net signal will continue to
drive the servo amplifier to change airplane altitude until the
air data error signal from the FDC is zero and the net signal
at (2) through is zero and airplane is at the desired
attitude.
7. E. (2) (h) Glide Slope. Glide slope information is applied to the GS CPL
switches at 0 and (1). Prior to glide slope capture, the
GS CPL switches are open, blocking the glide slope signals from
the FDC from (2) and C3,. At that time the A/P will be flying
the pitch hold or air data mode. If the ALT, IAS, or VS mode
is selected he AD CPL switches are closed, supplying error
signals to @i and 03 . When the glide slope beam is captured,
the air data mode is disengaged, the A/D CPL switches opened,
and the GS CPL switches closed, applying glide slope command
signals to (2) and 03 .
The displacement signal from (2) is inverted and limited to
6 de ees then appl i ed to (P . G 1 i de s 1 ope i ntegra 1 s i gna 1
fr m g63 is appli’d to (3) and passes through the closed
0 e
contacts of the PITCH HOLD switch to the integrator. A limiter
on the output of the integrator limits this signal to 10
degrees while in the glide slope mode. The glide slope dis
placement and integral signals are combined at e and then
summed with the vertical gyro signal at (2).
If the sum of the glide slope commands and the vertical gyro
is not zero, an error signal is applied to the servo motor,
following the same path as described for the air data mode.
The servo will drive the elevator until the airplane is in the
center of the glide slope beam. At that time the glide slope
deviation signal (the output of (1) and (D ) will be zero.
22 12 00
Paqe 98.9/98.10
Jun 1/78
AINTENANCE
+ SPEr ny mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
LOW 0 50% DUTY CYCLE
MID Q iw MID a 25% DUTY CYCLE
LAPSINMOTION 100%L)UIYCYCLE TO AIP
SWITCH ON ENGAGE
FLAP HANDLE FLAPS IN CIRCUIT
MOTION TIMER
@15 V FTDSRIIMV ESF RVO
IQJ1A FLAP DNI 10J18 1
PLO 25 < r ALT FLAP Upf <
AAD IN T 7<
FROM f
Z 500 23
DIFFERENTIAL OAS UP
AMPL lp,.R IGJIA
55, GEAR
I AIRCRAFT TRAIN CABLE
V/S T
RIM
RELAYS t INKAGE TRIM TAB
CLU ICH
PIN F:’,FL 5.
28>T T< U < T F A / p l VE,
10JIA
1CONTROLLER1 L
PITCH MANUAL
L
ALT 29> L L<V ELECTRIC
TRIM
IAS A/D CDL PW MOVED
GS CPL
ELEV 7v7
V/S POSITION EFIV17DRIVIT
Fe 10,11B 13 J1, POSITION
DEMOD 44 H, 51 > T< P FEEDBACK
’7) SYNCHRO
GS CPL PITCH HOLD Pi
R
r
110.11A PITC Pi TO ENr .,A SYNCHRO
LOGIC GEAR
A/P E NG TCS INTE DISPLACEM MID SOFT RATIO
GLIDE 0 0 RIDE
SLOPE
FROM
Z 5w J,A
7< 15 < T F
SOLATION 0 NC T E ALL SWITCHES ARE LABELED SUCH THAT
VG TRIANSFORMJ LABELED CONDITIONS EXIST (I... A/P TO AP CONT
16 ENG ). THE SWITCH IS IN THE POSITION y
201 MV/DE SHOWN (OPEN OR CLOSED). AP E N43 AGE @ CS 28V
PITCH ALL RESISTORS @W ARE SIGNAL GAINS
RATETAKER MIC,
39 U 25948 Ft2
AIRSPEED
11MV/KT
Autopilot Pitch Axis Block Diagram 22 12 00
Figure 28
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+ spr=r ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
7. E. (2) Autopilot Trim System. The A/P trim system controls the
aircraft installed electric trim servo motor. The trim rate
is a function of sustained elevator servo forces above a given
threshold.
Trim is required when the elevator servo is required to hold a
sustained torque holding the surface offset. Moving the trim
tab removes this offset. The elevator servo amplifier output
voltage is fed to the trim up down sensors. Servo motor
current, im, is fed to the trim threshold detector. When the
airplane requires trim while the A/P is engaged, either the
down trim sensor or the up trim sensor, depending on direction
of trim required, senses the direction from the amplifier out
put and produces a command signal for up or down trim. The
holding force (motor torque) at which trim occurs is detected
by the trim threshold sensor. This sensor detects motor
current, im, which is proportional to torque. The servo torque
must be present for three seconds before driving trim. This is
established by the Time Delay circuit. The detecting and
threshold signals are ”AND” and drive the relay which allows
the pulse output to drive the trim sensor. The pulse width
control circuit supplies a pulse train, the pulse duration
being a function of airspeed, to the trim servo drive motor,
which controls the speed of the trim tab. The trim servo
drive motor continues to drive to change trim tab displacement
and provide trim until the trim sensor does not sense a trim
requirement and the holding force is removed from the servo.
Flap Compensation. Deployment or retracting of the flaps will
change the pulse width control circuit output to provide added
trim response to limit airplane ”ballooning” or ”sinking” at
deployment. When the flaps are used, a flap up or flap down
signal enters the A/P computer at 10J1B 46 and starts the 25
second flaps in motion timer. The output of the timer is the
flap compensation signal. This signal is applied to the up
and down trim sensor and gates, and the pulse width control
circuit and gain control circuits. The flap compensation
signal changes the pulse width of the pulse train output of
the pulse width control circuit providing trim response.
(3) Roll Axis. (See figure 29.)
The roll axis of the A/P receives signals from the following
components:
0 Attitude valid and rell attitude signal from the vertical gyro.
0 Heading valid and heading error signal from the directional
gyro
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+ FLIGHT SYSTEMS
AVIONICS DIVISION
0 Roll commands from the FDC
0 Roll commands from the A/P manual controller.
7. E. (3) (a) Synchronization. Synchronization in the roll axis is achieved
when the net signal at (D is zero. Prior to A/P engagement,
all A/P command inputs to G) and (7) are zero because the A/P
is not yet coupled to any mode and the ROLL CP. HDG HOLD, and
T K switches are open. At this time, the input io (1), through
the roll command rate limiter, will also be zero. Roll
attitude from the vertical gyro enters the A/P at 10J1A 9 and
10. It is isolated by a transformer, demodulated and com
pensated for line voltage fluctuations, and applied to T
If the sum of these two si als is not zero, an error signal
appears at the output of T . It is amplified, and applied to
the AP/ENG TCS switch. During synchronization, prior to A/P
engagement, the switch is closed, applying the error signal to
(55. Before engagement, the ROLL HOLD switch is closed and
the error signal drives the integrator. The integrator is
driven until its output is equal to the roll attitude input.
When they are equal, the output from. T is zero, so that the
error to the integrator is zero and the roll axis is synchro
nized. Synchronizing provides transient free engagement of
the A/P. During synchronization,the error signal from (@ is
also applied to roll displacement path.
The amplifier and servo drive to the right of @ make up the
servo position servo loop. This is similar to an instrument
position servo with rate damping feedback. A signal at the
output of @ commands a surface position which is fed back
from the position feedback synchro to S . The aileron
position feedback signal, a 400 Hz signal, is demodulated
before being summed at @ with the error signal. When the
surface is at the position commanded the signal at (E), the
signal is null at (D . A signal at Y is amplified by the
servo amplifier and drives the torque motor. A rate damping
signal from the servo tachometer is fed to (7) as a damping
signal to stabilize the servo loop.
which would result in no torque limiting.
22 12 00
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FLIGHT SYSTEMS
AVIONICS DIVISION
7. E. (3) (b) Heading Hold. If the A/P is engaged with no lateral mode
selected and with a bank angle of less than 6 degrees, the
heading hold mode is engaged and the RN HOLD switch is
closed, applying the output of the heading synchronizer of
the yaw axis to (1) . Prior to engagement or when other modes
are engaged, this signal output is zero. If the aircraft
arts from the synchronized heading, an error signal enters
T . From (D it is applied to 0 and then to the rate
limiter circuit.
The roll rate limiter derives the rate of the command at
The rate signal at (@) is clipped by a diode limiter and then
applied to the integrator. If the rate signal rises to a level
that would command more than 5 deg/s, the diodes clip the error
signal into the integrator, thus limiting the integrator output
to 5 deg/s. When the rate signal decreases to a level that
commands less than a 5 deg/s roll rate, this signal drives the
integrator at that rate and the diode limiters have no effect
on the error signal. Error command signals from the rate
limiter circuit are applied to T . Because the A/P is in the
heading hold mode, the command signal passes through the ROLL
HOLD switch to the integrator in the roll synchronizer. When
the A/P is engaged and TCS is not selected, the A/P ENG + TCS
switch is closed, adding a resistor to the feedback path
around tile integrator. This converts the integrator into a
lag circuit.
The command signal from the lag circuit is applied to a bank
angle limiter. This circuit limits the signal output for the
roll hold mode. The limiter is removed from the circuit when
the A/P is disengaged or when the TCS button is pressed to
allow synchronization. In the heading hold mode, the A/P ENG
+ TCS switch is closed, placing the limiter in the roll
command circuit.
Finally, the command signal is applied to (:4). Before engage
ment, the output of the integrator and the roll attitude signal
were equal, so that the output of 04 was zero. But the
error signal has changed the balance at T so that a command
signal appears on the output of (a). This command is amplified
and applied to the roll displacement and integral paths. The
feedback path to G) is now opened because the A/P ENG TCS
switch is open in the heading hold mode. The displacement
command is inverted and passed through the Q switching and
soft ride gain changing circuits to be summed at @
Roll rate is also applied to (6) to provide a short term
damping signal. The resulting error signal from n6 is
amplified by the roll sum servo amplifier and applied to 0
This amplified error signal drives the aileron servo motor.
22 12 00
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SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
The servo amplifier output is limited by the electronic torque
limiter. In the event of a failure of the torque limiter, the
monitor circuit would disengage the A/P when servo torque
exceeded a predetermined level. The clutch is engaged so the
servo motor will drive the aileron. As the motor drives, a
stabilizing tachometer signal is fed back to (2). A position
feedback signal is applied to @ to oppose the command signal.
Deflecting the aileron will bank the airplane toward the
heading that existed when the A/P was engaged. As the airplane
bank angle changes, the outnut of the vertical gyro reflects
the change. The input to @@ from the gyro opposes the error
signal, thus reducing the resulting error from (a) to the servo
drive. As the airplane banks toward the desired heading, the
error from the heading synchronizer in the yaw axis will be
reduced at (2). As this error decreases, the command signals
throughout the axis will begin to roll the airplane toward
wings level. The final result will be a null at (2) thru
with the airplane flying wings level on the heading that
existed at the time of A/P engagement.
7. E. (3) (c) Touch Control Steering (TCS). When the TCS switch on the
control wheel is pressed, the error signal into (1) is reduced
to zero because the switches into (1) and (2) are all opened,
removing all command inputs to these summing points. The
aileron servo drive clutch is disengaged, allowing the pilot to
place the airplane in the desired roll attitude. As the atti
tude changes, the output of (a) will change. This output
represents the difference between airplane attitude and the
signal level at the output of the roll synchronizer. The error
signal out of @ will be applied to the roll displacement and
integral paths but has no effect on the airplane because the
servo clutch is disengaged.
The amplified error signal from is applied through the
closed A/P ENG . TCS switch to At this time the A/P ENG
+ TCS switch opens removing the resistor from the output of
the integrator to . With the resistor’s affect removed,
the synchronizer acts as an integrator, not as a lag circuit.
The error signal from (3) is applied through the ROLL HOLD
switch to drive the integrator. The integrator drives until
its output is equal to the roll attitude signal. At this time
the error signals at 9 thru (2) will be zero, and the system
is synchronized to the existing airplane bank angle.
When the TCS switch is released, the path for the amplified
error signal from @ to (1) is opened by the A/P ENG TCS
switch. Releasing the TCS switch also closes the A/P ER G + TCS
switch, converting the integrator into a lag circuit. If no
lateral modes are selected in the FDC and the bank angle is
less than 6 deg when TCS is released, the A/P will return to
22 12 00
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FLIGHT SYSTEMS
AVIONICS DIVISION
heading hold. When the bank angle is greater than 6 deg at
TCS release, the ROLL HOLD switch opens and the airplane main
tains the selected bank angle. Any deviation from this bank
angle will generate an error signal at T to drive the aileron
servo to return the airplane to the desired bank angle. This
bank angle is maintained until a new attitude is selected with
TCS. If the A/P was coupled to the F/D when TCS was used,
upon release of the TCS switch, the A/P will couple to the
engaged F/D mode.
7. E. (3) (d) Turn Knob. When the turn knob is rotated out of detent,_ any
previously coupled roll mode is uncoupled. The ROLL CPL and
HDG HOLD switches are open, removing all input signals to
The T K switch closes to apply the turn knob command signal
from the A/P controller to Z . The command signal is rate
limited to 5 degrees per second and passed through 0) and the
ROLL HOLD switch (see last paragraph of TCS explanation) to
drive the roll synchronizer. The command signal is limited to
30 degrees by the maximum knob rotation, then summed with the
vertical gyro at (@ . From this point, the error signal is
applied to the displacement and integral paths to drive the
aileron servo.
Returning the turn knob to detent will return the airplane to
a wings level condition and engage the heading hold mode.
Other modes can be selected and will be coupled after the turn
knob is returned to the detent position.
(e) Lateral Modes (Heading Select, NAV Select, Back Course). When
the pilot selects a lateral mode on the mode selector, the ROLL
CPL mode is engaged if the A/P is engaged. The desired roll
commands are computed and processed by the F/D computer and are
applied to the A/P computer at 10JIA 18.
The roll command signal is passed throu ah the ROLL CPL switch
to @ . All other inputs to (1), and 6’ are blocked because
the HDG HOLD, and T K switches are opened. From this point the
roll command path follows the same path as the heading hold
signal to drive the aileron servo. The error signal will fly
the airplane to the selected flight path and roll out to a
wings level condition on the selected flight path.
M Lift Compensation. During a turn, an airplane loses lift and
tends to lose altitude. To compensate for this condition, the
A/P roll axis applies the roll attitude signal fron the
vertical gyro to an absolute roll circuit. This circuit will
provide a nose up command to the pitch axis when the airplane
is banked left or right. The amplitude of this command should
be equal to the loss of lift due to the turn, so that very
little, if any, altitude is lost during the turn. The absolute
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AVIONICS DIVISION
ROLL
SYNCHRONIZER
./P END fC S
1011A ROLL (D r. 11FE.N SERVO DRI@l
COMMA!@@ 1011B
I ROL, I D_
TED POSITION
”FOR., I,
Roll CPI 1YN111O
RULE
IT.0 ITIR ! .11
AP ENG L_T_@@j RATIO
TCS SEL
ROLL HOLE’
HOG ERROR
F... ’A.
R011 HOLD ’IS
AP ENG
DG HOLD
@DRUM LINKAGE AILERON
T.F.’F W@
G.
D U. A’. SERV EAR
I.LTIR A.PLO MO TRAIN
ID SOF
A, CONT 0 TIED
FT J 57
27 4@@
AP END TCS
SOFT
RIDE
ROLLCOMMAND
RATE LIMITER
ROLL RZTE LIMIT
D MOD
AMPL NOTI A@’l S ITC.ES RE LABELED SU” T.Al
@1 I . i i L L”I 00 I.. 111
10 RC.11 RlTr LNG) THE SWITCH IS IN T E
SIELI POSITION SHOWN @OP N OR CLOSED,
ALL , ESISTORS ARE SIGNAL GAIN
ROLL RATE TAKER
TI ’OLE LOG11
,@@MPER, FT C0.1
21
Autopilot Roll Axis Block Diagram
Figure 29 22 12 00
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Jun 1/78
MAINTENANCE
+ SPEr my MANUAL
FLIGMT SYSTEMS
AVIONICS DIVISION
roll circuit output is also applied to roll logic and yaw
logic circuits to generate a bank angle of less than 6 degree
logic and lift compensation in the pitch axis.
7. E. (4) Yaw Axis. (See figure 30.)
The yaw axis of the A/P receives signals from the following
components:
0 Heading information from the directional gyro.
a. Yaw Axis Synchronization. The yaw axis of the A/P is
synchronized prior to engagement. Before the yaw damper mode
is engaged, all heading rate signals into @ are blocked by
the Y/D ENGAGE.switch, which grounds the output of the heading
rate washout amplifier. The amplifier and servo drive to the
right of (@ make up the servo position servo loop. This is
similar to an instrument position servo with rate damping
feedback. A signal at the output of (3) commands a surface
position which is fed back from the position feedback synchro
to T . The elevator position feedback Siqnal, a 400 Hz
signal, is demodulated before being summed at @ with the
error signal. When the surface is at the position commanded
the signal at (A), the signal is null at (I). A signal at
is amplified by the servo amplifier and drives the torque
motor. A rate damping signal from the servo tachometer is
fed to (a) as a damping signal to stabilize the servo loop.
which would result in no torque limiting.
During the synchronization mode and until the heading hold mode
is engaged, the heading synchronizer is in the followup or
synchronization mode. This heading synchronizer is an elec
tronic unit, not a mechanical device. In order to achieve
electronic heading synchronization and electronic yaw rate
circuit operation, a 3 wire to 2 wireconverter circuit is
employed in the yaw axis of the A/P. Three wire information
from the directional (gyro is applied to SWI, and SW2 and to the
logic switching circuits that actually perform the 3 wire to
2 wire conversion by opening and closing electronic switches.
22 12 00
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MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
The directional gyro X and Y information is applied to SWI and
SW2. One of these switches will always be closed, and at times
both are closed. (See table 1 on figure 30. The switches are
closed when their waveform voltage is zero and open when the
waveform is at 5 V.) The signal from SWI and SW2 is demodu
lated and then applied to the line voltage compensation circuit.
Any error signals induced by voltage changes on the 115 Vac
line will be eliminated at this point. A signal representing
dynamic airplane heading will be applied to iT). Another
signal from the integrator of the heading synchronizer is also
applied to If these signals are not equal, an error
signal from is inverted and applied to the integrator
through the HDG HOLD switch. The integrator will be driven
until its output is equal to the airplane heading.
7. E. (4) (b) Heading Hold. If the A/P is engaged and the airplane is flying
wings level with no other modes selected, the heading hold mode
is engaged. The HDG HOLD switch into the heading synchronizer
opens. If the airplane changes heading, an error signal is
developed at (7). It is inverted and applied through the NORM
or INV switch to 0 . From 0) the signal is applied to the
roll axis circuits to return the airplane to the desired head
ing. When the heading hold mode is engaged, a logic input to
the 3 wire to 2 wireconverter locks up the converter to main
tain existing logic outputs. This lock up is necessary to
preserve the heading hold reference information.
(c) Yaw Damper Operation. The dynamic heading information from the
line voltage compensation amplifier is applied to the heading
rate taker circuit, passed through the NORM or INV switch, and
applied to (1). The rate signal is amplified and then applied
to the crossover hold circuit. Switch RT1 is closed at all
times, except when the slope of the dynamic heading changes
from positive to negative or negative to positive. At these
times (90 and 150 deg for example on table 1), the rate signal
would be caused by the switching circuits and not airplane
inputs. This transient signal is blocked from entering the
heading rate washout circuit by opening switch RT1 for a 100 ms
period during the switching transition. During this period,
the capacitor in the crossover hold circuit maintains the last
existing signal rate of the dynamic heading signal.
The crossover hold circuit output is applied to the heading
rate washout circuit. This output signal represents the
changes of dynamic head ’ing rate. When the yaw damper mode is
engaged, the Y/D ENGAGE switch will be open, removing the
ground from the heading rate washout circuit output. This
signal will be applied to (4) and will drive the rudder servo.
The servo amplifier output is limited by the electronic torque
limiter. In the event of a failure of the torque limiter, the
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+SPEr e ;.y MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
monitor circuit would disengage the A/P when servo torque
exceeded a predetermined level. The servo drive clutch is
engaged so that the rudder is driven to damp out the changing
dynamic heading rate signals. If the airplane roll rate
exceeds 7 deg/s or if the airplane bank angle exceeds 45
degs the heading rate signal into T is removed by grounding
the output of the heading rate washout circuit. When these
rate and bank angle signals are reduced below 7 deg/s and the
bank angle is less than 45 deg, these switches ope
the ground and restoring the command signal into (@ . removing
The heading rate signal from the heading rate washout circuit
is gain switched by the MID Q switches to maintain uniform
airplane response across the airspeed range of the airplane.
Length 12.65 in. (321.3 mm)
Width 2.79 in. (70.9 mm)
Height 7.62 in. (193.5 mm)
Power Requirements:
...................................................... 115 V, 400 Hz
............................................................. 28 Vdc
Mating Connector:
J1 DPX2MA 67S67S 33B 0001
TSO C9c
Autopilot Computer Leading Particulars
Table 21
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+ spE rally MANUAL

FUG”T SYSTEMS
AVIONICS DIVISION
LINE
VOLTAGE
DEMOD COMPENSATION
AMPL AMPL
1,13 IOUIA INV FITT
b 41
NORM
HEADING CROSS OVER HOLD CIRCUIT HOG R
46 Y/D ENGAGE
MID
ROLL FATE IT
FROM ROLL SHEET ROLL ’RATE 0;SEC
ABSOLUTE ROLL B/A 45
FROM POLL SHEET
Z 48
(XI
NORM 2 R NORM
INV
L OGIC
(Y) SWITCHING O Swi
CIRCUITS FOR
3TO2
WIRE SW2 OUT” ERROR
CONVERTER 3 TO RUT L AXIS
411. HUG HOLD
G HOT 0 INV
HUG HOLD NO FITT
NOTE
SEE (SHEET 2) FOR DETAILS
CONCERNING THE LOGIC
SWITCHI NG CI RC UIT HEADING SYNCHRONIZER
HEADING RATE
NOTE AIRCRAFT HEADING
r RUDDER SERVO DRIVE ALL SWITCHES ARE LABELED SUCH
IOUIB THAT WHEN THAT LABELED CONDITION 0 30 ED 10 I!O 150 180 210 240 2 70 300 330 360
14.11 EXISTS O., A/P ENG) THE SWITCH IS IN
613 P THIS POSITION SHOWN (OPEN OR CLOSEW X AND Y INPUTS
ALL RESISTORS ARE SIGNAL Z GNDO
I GAINS.
65 > R
SERVO NORM 5V
GEAR 0
RUDDER TRAIN 5V
YAW SERVO INVERT
Autopilot Yaw Axis Block Diagram
(Sheet 1 of 2) 22 12 00
Figure 30 Page 98.25/98 26
Nov 1/75
JLSFERRY MAINTENANCE
1r FL,G,T SYST.M. MANUAL

AVIONICS DIVISION
@iDG HOLD
FROM ROLL
UFFER
I,, V 3@@O‘ THHO 90”
TECTOR Nc i DETECTOR NO 2 1@1011 THHU11701@
T IiRt;2 70”
Y X V@@C> 270” THk@j
i,15V 900 THRU 210(
2700 THRU 30@@
15V 30( 1 HH U 901,
X 2101) THRI) 2701)
Y
HOG HO L D
)1 II ”W
SY
SX
5V 1200 I LOW 2400
3001 THRU 60”
OV 2400 THRU 300( nil NV
TR
600 THRU 1200
L SX
DEVIOD SWITCH L)FMOD ’,@%,@T( H RTI
LOGIC NO 1 ’J’OSSi ’, F@3 TO
LOGIC NO 2
NORMAL T@, H(O’G
ED> 41110 C HC iT
5V 300 THRU 900 SIA
71 @ PI TIARH 2701) wv I
y DI: NIOD 2 701) 1 H R Li W
7@, ii 901
R[p 1)0( p ”I 11 H R LJ I S(
THRU
Df
Hf)(@ Ali
”I’VE RT
40
25953 02
Autopilot Yaw Axis Block Diagram 22 12 00
(Sheet 2)
Figure 30 Page 98.27/98.200
Nov 1/75
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+ sprcr ny MANUAL
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AVIONICS DIVISION
8. V NAV Computer/Controller. (See figures 31 and 32.)
100 F1
STAEL
DEG
DIM
25744 Ri
V NAV Computer/Controller
Figure 31
The computer contains four functional assemblies that process, display, and
provide output data in response to front panel settings and external control
signals. It receives a variety of mode information from the system, provides
the processing required to complete and gives out signals to display various
functions on the panel and provides various other output functions. The
overall block diagram is shown in figure 32.
Altitude is selected by placing the selector switch to ALT and slewing to the
desired value, and the ALT SEL button selected on the FD Computer will initi
ate Altitude Preselect. To utilize the V NAV computation capability of the
VNCC, the pilot must set the station elevation, to from distance, and verti
cal angle after selecting the desired altitude. The STA EL switch position
is selected and the station elevation is set on the display by rotating the
set knob. Resolution is 100 feet. The TO or FRM position is selected and
the distance ahead of or beyond the VOR (along track offset) is set. Resolu
tion is .1 nautical mile. The Vertical Angle (VANG) position is selected
and the computed vertical path angle to the desired destination is displayed.
The pilot may observe the continuously computed flight path angle (angle
compute mode) until the desired angle is displayed and then press the V NAV
button on the flight director controller. This will freeze the angle and
capture the vertical path or, the set knob may be used to preset a desired
vertical angle (fixed angle mode). Then pressing the V NAV button will arm
the system to capture the selected vertical path angle. The VNCC supplies
a vertical deviation signal similar to G/S deviation. This signal is
displayed on the HSI vertical deviation pointer. When in the V NAV mode,
VN is annunciated on the HSI. Should the V NAV button not be pressed before
the selected angle is reached, the VNCC will revert to the angle computer
mode, continuously displaying the computed angle to the desired destination.
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AVIONICS DIVISION
When the vertical path has been selected by pushing the V NAV button, the
vertical deviation with respect to the selected vertical path is displayed
on the HSI. Pushing the V NAV button will cause the aircraft to capture the
vertical path immediately if in the angle computer mode or when the preset
angle is reached in the fixed angle mode. At the transition, the aircraft
will be smoothly guided down the selected vertical path until a position
approaching the selected altitude is reached. A second transition to the
selected altitude is then made to level off. As the aircraft reaches the
selected altitude, altitude hold mode is automatically initiated and the
V NAV is reset, completing the role of the VNCC in guiding the aircraft.
As the aircraft passes the selected point or the desired altitude, the
vertical path problem will be cancelled by replacing VANG, TO FR and STA EL
by dashes. This prevents use of erroneous VORTAC data for a subsequent
V NAV problem. Furthermore, should the computed angle reach a preset maxi
mum, the provision for vertical path navigation will be cancelled in the
same manner. This automatic cancellation will be preceeded by flashing of
the display for the last degree of computed vertical path angle.
The block diagram shown in figure 32 (sheet 1) shows the relationship of the
signal paths and the various cards.
The power supply Card Al (figure 32, sheet 2) receives 400 Hz secondary
voltages from a transformer in the computer to provide necessary rectifica
tion, filtering and regulation to derive a variety of regulated and
unregulated voltages. It also monitors the ac and 28 vdc power levels and
provides a power ready signal when the dc power level reaches operational
level. If the ac power is interrupted, this signal will disable the RAM in
order to preserve the data in memory. The card also contains the one shot
circuits which generate a reset pulse for the microcomputer and comparators
and amplifiers which level detect, amplify, and condition the heat sense,
to/from,,range, vertical error and altitude error valid signals.
The digital Card A2 (figure 32, sheet 3) contains microcircuits which form
a microcomputer system which performs all the computations required by the
VNAV system. The card also performs basic analog to digital conversions.
The ROMs receive selected bits of the 16 bit address, the first 10 (AO thru
A9) address one of the 1024 eight bit words in each ROM, and the next bit
010) is used to determine which ROM is enabled. The ROM output data bits
are paralleled and fed in paris to the MUX. The All bit is used with a
memory input to address the MUX. The eight outputs of the four MUX’s are
tristate outputs. Four address bits (AO thru A3) also.address one of the 16
four bit words in the RAM while memory enable signals determine which pair
of RAMs will be enabled. Two four bit words form an eight bit data word
which is fed in pairs of bits to each MUX. The clock and timing circuits
provide the clock sources. Clock 3 controls the strobing of six bits of
output data into a hex D type flip flop which provides the output data.
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AVIONICS DIVISION
The analog card A3 (figure 32, sheet 4) has an eight to one analog MUX which
receives the dc coarse altitude reference, to/from, and slew rate signals
directly. The dc coarse altitude signal is amplified and filtered. The fine
altitude resolver sine and cosine signals are demodulated, amplified and
filtered. Range signals are filtered, compared to a 10 bit D/A converted
range approximation from the microcomputer and the resulting difference of
the sample and hold is fed to a MUX input. Digital data from the micro
computer is fed to six input data latches. The latches accept data when
the input clock signal is high and store data when the clock is low. The
stored data, representing 12 bits of data, forms three binary coded decimal
(BCD) digits which are fed to three BCD to error segment decoder drivers.
Two bits of data in the latches are fed to the display card as dash and
decimal drive. The other 10 bits are fed to a 10 bit D/A converter. The
lowest ordered bits are fed to switch drivers which drive the sampling
switches in the three sample and hold circuits and the highest ordered bits
provide the three bit MUX address. The sample and hold circuit samples the
D/A output, when it is converting altitude error data. The other sample and
hold circuitry derives the analog vertical error signal. The analog MUX
selects an input signal in response to its three bit address and feeds this
signal to the A/D comparator which compares that signal to D/A converter
output and feeds a discrete signal to the microcomputer.
The display card A4 (figure 32, sheet 5) contains a display module that con
trols the power to the digital display as it causes the intensity of the
display to vary as a function of the dimmer drive voltage. The module also
controls the decimal point and dashes on the display. Full three digit
decimal drive for the display is provided from the analog card, the slew and
dimmer pot voltages from the analog card. The SET pot provides an output to
the analog card. The control and display select switch provides ground level
output signals indicating which parameter has been selected for display or
change.
22 12 00
Page 98.31
Nov 1/75
SPERRY MAINTENANCE

AVIONICS DIVISION
Length 9.03 in. (229.4 mm)
Width 3.37 in. (85.6 mm)
Power Requirements:
Primary Power 115 V, 400 Hz
Airplane Power 28 Vdc
Mating Connector:
ii JT06RE16 42S(SR)
Mounting Clamp
VNAV Leading Particulars
Table 22
22 12 00
Page 98.32
Nov 1/75
JL MAINTENANCE
SOPEFRY MANUAL
FLIGhT SYSTEMS
AVIONICS DIVISION
23, 22 ALT AND VERT ERROM VALID
TO/FROM 30 TO/FROM
POWER READY 17, 18 ALT ALERT HORN AND LIGHT
20 ALT ERROR <’ 1000 FT GND (KALT)
POWER
SUPPLY ONE SHOT
I CARD 24 TO/FROM NULL GND
Al
RANGE VALID CLIK 1, 2, 4, 5
HEAT CONTROL DATA BUS DO D7 3 DIGIT DEC DRIVE
RANGE VALID 33 DIGITAL
CARD
ALT AND VERT ERROR VALID A2 STAEL DASH AND DEC POINT DRIVE
CLK4 VANG POT VOL I A6L6
TO BIAS STAEL
VNAV MODE GND 29 11@’ DISPLAY
CARD
FROM BIAS VANG A4
RNAV MODE GND 32 ANALOG 00
CARD
A/D COMP A3 TO BIAS
AIR DATA VALID 36
FROM BIAS
DC COARSE ALT REF 14 00
RANGE 34 SLEW RATE
DC COARSE ALT 37
FINE ALT 40,
(SIN AND COS) 41
AIR DATA AC REF 38 25, 27 ALT AND VERT ERROR
25866
VNAV Computer/Controller Block Diagram
Figure 32 (Sheet 1 of 5) 22 12 00
Page 98.33/98.34
Nov 1/75
MAINTENANCE
+ SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
NW 20.6 VDC UNREG
_w +15 VDC REG
NW 15 VDC REG
RECTIFIERS, 80 +12 VDC REG
400 Hz FILTERS, AND
XFRMR INPUTS REGULATORS MP +8 VDC UNREG
U1, L12, U3, 01 NW +5 VDC UNREG
+5 VDC REG
+5.1 VDC REG
NW 5.1 VDC REG
POWER
READY NW POWER READY
MONITORS
U4, Q2
ONE SHOT
CLOCK 4 CIRCUITS NW ONE SHOT OUTPUT
U5, U6, Q3, 04
HEAT SENSE W HEAT
RANGE VALID UP RANGE VALID
COMPARATORS
TO/FROM so AND AMPL No TO/FROM
U7, U8, 06 Q9
VERT ERROR VALID DR 81” so VERT ERROR VALID Q8 VDC)
ALT ERROR VALID DR ALT ERROR VALID (28 VDC)
25867
Al POWER SUPPLY CARD
VNAV Computer/Controller Block Diagram
Figure 32 (Sheet 2) 22 12 00
Page 98.35/98.36
Nov 1/75
MAINTENANCE
+ SP Er.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
P.S. READY
ONE SHOT RESET
RON F
I CLOCK
TRISTATE U2
DATA
01 08 Ct OCK
DBIN
ADDRESS
CPU RUS AO Al 0, CLOCK 0
UT AND 5 THROUGH
AD A13 A15 CLOCK AND CLOCK 5
T All T IMING CKTS I FAEMANiP
WR O U3, U4, Ul U8,
D LJlO, Ull,’UI4
SYNC
0 EN H AND U20 ONIF SHOT
DATA BUS
BIDIRECTIONAL
2
01, 02 > MUX DO, D I
U15
A 04
AD
A/D COMP
V NAV
MODE ST
GND
RAM
DO DI AO A @ TO FROM NLJ[ t GND
02@ D3 U22 T
1 10@ ALT ERROR<1000 FT ;KALT!
MUX CILK
03, F HE x
1112 A W 40 DO D3 40 AL I t HLOAR V;,Ltl@
ADta 4 WE FF AIII VERT ERROR VAL ID
STATION U23 W ALT ALERT HORN
ELEVATION NW
(STAEL) ST W ALT ALERT LAMP
)13> RAM AD
U19 ME U22, /11
MEMORY U18 0
w ENABLE CKT
D4 D5 DO D3
05, ME I W U7, U I
TOBIAS T TRI STATE DATA DO 5 7 D4 D7
J DO THROUGH D7
@DATA BUS SIC)
A2 DIGITAL CARD
VNAV Computer/Controller Block Diagram22 12 00
Figure 32 (Sheet 3)
Page 98.37/98.38
Nov 1/75
+SPEr.eRy MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
CLOCKS 4 AND 5 7 SEGMENT 3 DIGIT
DECODER DRIVERS DECIMAL
U17, U18, U19 DRIVE
DASH AND DEC
POINT DRIVE
D6
COMP DATA BUS
DO D7
CLOCKS 0 AND I CONVERTER
U6 SAMPLE AND
HOLD ALT ERROR
D1 C11, U8
SWITCH D2
DO D DRIVERS _0111.
U10, U21 DO SAMPLE AND
DO D LATCH I HOLD VERT ERROR
DO D5 4 Q3, U12, U11
CLOCK 2
D3 D5 ADD
AMPL
RANGE No FILTER COMPARATOR SAMPLE AND
U24 U9 HOLD
Q2,U22
DC COARSE
ALT REF
A/D
DC COARSE AMPL. COMPARATOR A/D
ALT 8:1 COMP
ANALOG U10
MUX
SLEW RATE
FINE ALT lip
RESOLVER D AMPL DC SIN AND COS
OS
EMOD AND
SIN
AIR DATA
AC REF
TO/FROM
25870
A3 ANALOG CARD
VNAV Computer/Controller Block Diagram 22 12 00
Figure 32 (Sheet 4)
Page 98.39/98.40
Nov 1/75
+ spEsny MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3 DIGIT
DECIMAL
DRIVE
DECIMAL DISP POWER
POINT
DRIVE DASH DRIVE 3 DIGIT
DISPLAY 7 SEGMENT
MODULE DEC POINT DRIVE DISPLAY
U4 U1 U3
DASH
DRIVE
DIGITAL
GND
DIMMER
DRIVE
STATION ELEVATION
CONTROL (STAEL)
SLEW AND SWITCH, FROM SIAS
DIMMER POT SLEW AND
VOLTAGES DIMMER TO BIAS
POTS
R1, R2, S1 No VERT ANGLE (VANG)
00 SLEW RATE
25871
A4 DISPLAY CARD
VNAV Computer/Controller Block Diagra
Figure 32 (Sheet 5) m22 12 00
Page 98.41/98.42
Nov 1/75
+ST=E r ny MA,NTENANCE

AVIONICS DIVISION
GROUND CHECK
1. General
This section describes procedures for checking the SPZ 500C AP/FD Instrument
System for correct installation and proper operation of all components in
the system.
NOTICE
Procedures in table 101 are based on Sperry
Engineering Bulletin EB 4025234, Revision F.
Should any failure arise while performing the following ground check, refer
to TROUBLESHOOTING as required.
2. Equipment and Materials
The test equipment required to test the SPZ 500C system is listed in table
101, paragraph 2.
3. Procedure
Instructions for performing the tests are listed in table 101.
NOTE: The procedures in table 101 reflect all configurations of Cessna
Citations. Although all other information for the later configuration
Citations is contained in Pub. No. 15 1146 08, the procedures were
included in this table 101 because Pub. No. 15 1146 08 contains only a
simplified ground check procedure, and if a more detailed procedure
were ever necessary it will be available.
22 12 00
Page 101
Nov 15/81
+SPEFRY MAINTENANCE

AVIONICS DIVISION
TABLE OF CONTENTS FOR TABLE 101
Paragraph Page
1.0 Scope 103
2.0 Equipment & Materials for Tests 103
3.0 Installation Check 103
3.1 Wiring Check 103
3.2 Power Check 104
3.3 Preliminary Check 105
3.4 Pilots Vertical Gyro Checks 105
3.4.1 Roll Phasing 105
2.4.2 Pitch Phasing Check 107
3.4.3 Roll Gradient Check 108
3.4.4 Pitch Gradient Check 108
3.5 Copilot Vertical Gyro Tests 109
3.6 Flux Valve Adjustments 109
3.7 Dual Remote Compensator ill
3.8 Compass System Check 112
3.8.1 Pilots Indicator Check 112
3.8.2 Copilots Indicator Check 113
3.8.3 Heading Phasing and Gradient Checks 114
3.9 Flight Director Signals Gradient Check 114
3.9.1 Heading Selector Gradient 114
3.9.2 Course Select Gradient 115
3.9.3 Airspeed Gradient 117
3.9.4 Altitude and Altitude Rate Gradient 117
22 12 00
Page 102
Nov 15/81
+S1=Er Ry MAINTENANCE

AVIONICS DIVISION
Paragraph ?ae
3.9.5 Radio Altimeter Gradient Check 117
3.9.6 DME Gradient 120
3.9.7 VNAV Range Input Gradients 120
3.9.8 Accelerometer Gradient 121
3.9.9 DME Tuned to NAV 121
3.9.10 RNAV Mode Ground 122
3.9.11 Radio Altitude Grounds 123
3.9.12 Middle Marker 123
3.10 Autopilot Check 124
3.10.1 Yaw Damper Engage/Disengage Logic 124
3.10.2 Autopilot Engage/Disengage Logic 125
3.10.3 Autopilot Disconnect Warning System 126
3.10.4 Autopilot Trim Check 128
3.10.5 Flap Compensation Check 129
3.10.6 Autopilot Torque Switching and Warning Lite 130
3.10.7 Directional Gyro Switching Transient Suppression 131
3.11 Instrument Checks 132
3.11.1 Attitude Director Indicator 132
3.11.1.1 Fast Slow Check 134
3.11.2 Radio Altimeter Check 134
3.11.3 Rate Gyro Test 136
3.11.4 Altitude Indicator 136
3.11.5 RD 600/650 HSI Checks 137
4.0 Autopilot/Flight Director Mode Check 140
4.1 Go Around Mode (GA) 140
22 12 00
Page 102.1
Nov 15/81
+SPEr ny MA,NTENANCE

AVIONICS DIVISION
Paragraph !A2e
4.2 Pitch Sync Mode 141
4.3 Standard Conditions for Mode Check 142
4.4 Altitude Hold Mode (ALT) 142
4.5 Vertical Speed Damping in the Alt Mode 144
4.6 Vertical Speed Mode (VS) 144
4.7 Indicated Airspeed Mode (IAS) 146
4.8 Altitude Altering 147
4.9 Altitude Preselect 148
4.10 V/NAV Mode 151
4.11 Heading Select Mode (HDG) 155
4.12 VOR Mode (VOR) 157
4.13 R/NAV Mode (RNAV) 159
4.14 VOR Approach Mode (VAPP) 160
4.15 Localizer Mode (LOC) 163
4.16 Back Course Mode (BC) 166
4.17 Glide Slope Mode (APR) 167
5. Power Failure Checks 171
6. Gyro Leveling Check 176
22 12 00
Page 102.2
Nov 15/81
+,cI=E ray MAINTENANCE

AVIONICS DIVISION
1.0 SCOPE
This Engineering Bulletin describes procedures for checking
the SPZ 500C Autopilot Flight Director Instrument System for
correct installation and proper operation of all components of
the system. Testing is described for the pilots instrument
system with the AD 300D. AD 600 or AD 650 indicator. Copilot tests are
described for the standard installation, Option 1 or Option 2.
Should any failure arise while performing the following
ground check, correct the fault, then proceed with the procedure.
If a unit fails this test and is replaced, it will be
necessary to repeat the appropriate tests previously completed
on that unit.
2.0 EQUIPMENT AND MATERIALS FOR TESTS
2.1 Volt/OHM Meter
2.2 Gyro Tilt Table with mount for VG 14, C 14D and GH 14
2.3 Pitot Static Test Set
2.4 VOR/LOC Simulator Test Set
2.5 Glide Slope Simulator Test Set
2.6 DME Simulator Test Set
2.7 Marker Beacon Simulator Test Set
2.8 Interconnect Break Out Box for Z 500 Flight Director
2.9 Extender Cable for VG 14
2.10 Extender Cable for C 14D
2.11 Extender Cable for GH 14
3.0 INSTALLATION CHECK
3.1 Wiring Check
Prior to actual SPZ 500C power application and electrical
checkout, perform a point to point wiring check per
Ground Check 22 12 00
Table 101
Page 103
Nov 15/81
+sTmEr Ry MA,NTENANCE

AVIONICS DIVISION
Use applicable Cessna Drawing to ensure system has
been wired correctly. Also check that signal, logic,
and power circuits are free of unwanted grounds.
3.2 Power Check
NOTE: Perform this check before AU SPZ 500C equipm@nt
is connected to the aircraft wirina to prevent
damacLe to the equipment.
A. Close all SPZ 500C circuit breakers.
B. Check each pin of items 1 thru 8 of Table ”I” to
insure AC, DC and 5V lighting power is applied to
the proper connector pins and to no other connector
pins.
C. Turn off SPZ 500C system power.
D. Install items 1 thru 8 of Table ”I”.
E. Turn on SPZ 500C system power.
F. Check each pin in each of the remaining connectors
of Table ”Ill in the SPZ 500C system to insure AC,
DC and lighting power is applied to the proper
connector pins and to no other connector pins.
G. Turn off SPZ 500C system power.
H. Connect the remaining SPZ 500C equipment to the
aircraft wiring.
TABLEI P0WERCHECK
SYSTEM ITEMS:
1. Autopilot Computer
2. Flight Director Computer
3. Air Data Computer
4. Vertical Gyro VG 14
5. Directional Gyro C 14D Pilot’s side
6. Directional Gyro C 14D Copilot’s side
7. V NAV Computer Controller
8. Radio Altimeter R/T Unit
TURN OFF POWER, INSTALL ABOVE ITEMS.
Ground Check
Table 101 (cont.) 22 12 00
Page 104
Nov 15/81
JLSFEFRY MAINTENANCE
,irFL,GHT SYSTEMS MANUAL

AVIONICS DIVISION
T A B L E_ I (continued)
9. Altitude Indicator
10. Attitude Director Indicator
11. Horizontal Situation Indicator
12. Flight Director Mode Selector
13. Autopilot Controller
14. Rate of Turn Gyro
15. Autopilot Servos
Aileron
Rudder
Elevator
16. Radio Altitude Indicator
d
3.3 Preliminary Setup
A. Turn off SPZ 500C system power.
B. Remove the flight director computer from its mounting
rack. Connect the flight director computer breakout
board between the flight director computer and the
mounting rack.
C. Remove vertical and directional gyros from their
mounts and attach extension harnesses.
D. Set up radio simulators.
E. Set up pitot static simulator.
3.4 Pilot’s Vertical Gyro Checks
3.4.1 Roll Phasing cau”n
7G ””or’GH 14) can be damaged
I ’”I”
Vertical gyros ( 14
by moving the gyros after power is removed but
before the gyro rotor stops turning. Move the
gyro from its mount to the tilt table or from
tilt table back into its mount very gently with
no quick motion if the gyro rotor has not run
down. The rotor does not stop until fifteen (15)
mintues after electrical power is removed from
the gyro.
Table 101 (cont)
Page 105
Nov 15/81
+SPEFRY MA,NTENANCE

AVIONICS DIVISION
A. Turn off SPZ 500C system power Remove VG 14
from aircraft mount and attach it to gyro tilt
table. Connect VG 14 to ships wiring using
extender cable. Set tilt table to zero pitch
and roll position. If a dual flight director
system is installed, position the flight director
transfer switch to connect the pilot’s side.
B. Turn on SPZ 500C system power, wait for the gyro
to spin up.
C. Engage the autopilot with control wheel at
neutral.
D. Move heading select cursor to aircraft heading.
Select HDG mode.
E. Tilt VG 14 to simulate 10 degrees right roll.
(a) Sphere of ADI indicates 10 degree right roll.
(b) FD roll command is fly left.
(c) Control wheel rotates CCW.
F. Tilt VG 14 to simulate 10 degree left roll.
(a) Sphere of ADI indicates 10 degrees left roll.
(b) Roll command is fly right.
(c) Control wheel rotates CW.
G. Return VG 14 to wings level position.
(a) Sphere of ADI indicates wings level.
(b) Roll command is near zero.
(c) Control wheel is near neutral.
H. Disengage the autopilot and turn off HDG mode.
Tabl e 101 (cont)
Page 106
Nov 15/81
+SIZE mv MAINTENANCE

AVIONICS DIVISION
3.4.2 Pitch Phasing Check
A. Set elevator trim to the zero degree position.
B. Select the HDG mode.
C. Engage the autopilot with the control column at
neutral.
D. Tilt the VG 14 to simulate five (5) degrees nose
up attitude.
(a) Sphere of ADI indicates 5 degrees nose up.
(b) FD pitch command is fly down.
(c) Control column moves forward.
(d) Pull control column back to overpower autopilot.
After a few seconds, automatic elevator trim
drives in nose down direction and the trim ’IDN”
light is illuminated on the A/P controller.
E. Tilt the VG 14 to simulate 5 degrees nose down
attitude.
(a) Sphere on ADI indicates 5 degrees nose down.
(b) FD pitch command is fly up.
(c) Control column moves aft.
(d) Push control column forward to overpower
autopilot. After a few seconds, automatic
elevator trim drives in nose up direction
and the trim ”UP” light comes on.
F. Return VG 14 to zero pitch position.
(a) Sphere on ADI indicates zero pitch position.
(b) Pitch command is near zero.
Table 101 (cont)
Page 107
Nov 15/81
+sT=r=r:ny MA,NTENANCE

AVIONICS DIVISION
(c) Control column is near zero.
(d) Automatic elevator trim should stop driving.
G. Disengage autopilot. Turn off HDG mode.
3.4.3 Roll Gradient Check
A. Turn off SPZ 500C system power.
B. Remove autopilot computer from aircraft mounting rack.
C. Turn on SPZ 500C system power.
D. Measure the voltage from the VG 14 to the autopilot computer
connector and to the flight director breakout board as follows:
Using the gyro tilt table. set the VG 14 to the electrical null in
roll. Then rotate the UG 14 to 106 left roll and 10’ right roll
from electrical null and insure the specified voltages are present.
10OLT 10”RT
(Flt Director) 7J1A 14 & 15 2.0 VAC 2.0 VAC t.4 VAC
(Autopilot) 10J1A 9 & 10 2.0 VAC 2.0 VAC .4 VAC
3.4.4 Pitch Gradient Check
A. Measure the voltage from the VG 14 to the autopilot computer
connector and to the flight director breakout board as follows:
Using the gyro tilt table, set the VG 14 to the electrical null in
pitch. Then rotate the VG 14 to 10’ nose up and 10’ nose down from
electrical null and insure the specified voltages are present.
101, 100
Nose L Nose DN
(Flt. Director) 7J1B 27 & 28 2.0 VAC 2.0 VAC i.4 VAC
(Autopilot) 10J1A 15 & 16 2.0 VAC 2.0 VAC .4 VAC
B. Turn off SPZ 500C system power.
Ground Check
Table 101 (cont) 22 12 00
Page 108
Nov 15/81
+SPEr ay ..I. IE . A . . E

AVIONICS DIVISION
C. Return the autopilot computer to its aircraft
mounting rack.
3.5 Copilot Vertical Gyro Tests
NOTE: If a dual flight director system is installed,
place the flight director transfer switch in
the No. 2 position.
A. With SPZ 500C power turned off, remove the GH 14
or VG 14 from its aircraft mount. Attach the
vertical gyro to the tilt table or the GH 14 to
the extender cable.
B. Repeat paragraph 3.4 tests. Return flight director
transfer switch to the No. 1 position.
3.6 Flux Valve Adjustment
NOTE: Before the following adjustments can be made,
all components of both compass systems must
be installed.
Perform calibration for both pilot’s and copilot’s system.
If the performance of the flux valve is faulty while
checking for magnetic deviation, index error, or proper
compensation, it should be replaced with another unit.
Imlrvrvvw
coalen
To prevent permanent damage to the flux valve,
do not use a DC ohmmeter across any terminals
of the flux valve. Check the continuity with
continuity checker T100870 only.
N*ft Generally, ground swinging can be considered
satisfactory for most types of aircraft. Unless
it is found that for a particular type of aircraft
the engine operation affects the indication of
the flux valve, the engines need not be run
during this adjustment. In this case, aircraft
power is supplied by ,means of an auxiliary
power source.
Ground Check
Table 101 (cont) 22 12 00
Page 109
Nov 15/81
@SP‘Er ay MAWENANCE

AVIONICS DIVISION
A. Position the aircraft on a compass rose and turn it
to each of the four cardinal headings. Record the
difference in readings between the directional
indicator dial and the compass rose as plus or minus,
depending on whether the dial readings are greater
or less than the compass rose readings. Allow
sufficient time for the dial to settle out at each
heading before taking the readings.
NOft Instead of the compass rose, magnetic
sighting compass may be used. To take a
reading, the compass is located at a
considerable distance fore and aft of the
aircraft and is moved back and forth from
the line of sight coinciding with the plane.
When a sight is taken facing aft, 180 degrees
must be added or subtracted from the sighted
compass reading. When facing fore, the compass
reads directly.
B. Add the errors algebraically and divide by four.
The result is the index error.
C. Loosen the screws holding the flux valve flange to
its mounting surface and rotate the flange of the
unit to cancel out the index error. If the error
.is positive, the flange should be rotated in the
counterclockwise direction (giving a ”minus” reading
on the flange), as observed from above the unit.
D. If the error is negative, rotate the flange in the
clockwise direction (giving a plus reading on the
flange). The amount of rotation should equal the
index error.
E. Tighten the mounting screws and recheck the readings
at the four cardinal headings. Recalculate the index
error to make sure it is zero. If it is not zero,
readjust the flux valve flange until this error is
cancelled. Any remaining errors in excess of +1
degree which are caused by extraneous magnetic fields
should be counteracted by using the Remote Magnetic
Compensator.
Table 101 (cont)
Page 110
Nov 15/81
+ST=Er.Ry MAINTENANCE

AVIONICS DIVISION
3.7 Dual Remote Compensator
Neft Before making the following adjustments to the
DRC 1, perform Flux Valve installation and
index error adjustment described in paragraph
3.6. Perform calibration for both pilot’s
and copilot’s system.
Adjust DRC 1 to compensate for single cycle errors (bard
iron effects) as follows:
A. Remove the DRC l cover.
B. Make sure compensation potentiometers are in their
center position.
C. Using a compass rose, place the aircraft on a north
heading and allow compass dial to settle.
D. Compensate for any difference between actual heading
and indicated heading by loosening locking nut and
adjusting N S (North South) potentiometer on DRC 1.
(Tighten locking nut.)
E. Place the aircraft on an east heading and allow
compass dial to settle.
F. Compensate for any difference between actual heading
and indicated beading by loosening locking nut and
adjusting E W (East West) potentiometer on DRC 1.
G. Place the aircraft on a south heading and allow
H. Compensate for half of any difference between actual
heading and indicated heading by loosening locking
nut and adjusting N S potentiometer on DRC 1.
I. Place the aircraft on a west heading and allow
Ground Check
Table 101 (cont) 22 12 00
Page Ill
Nov 15/81
ST= E RaY MAINTENANCE

AVIONICS DIVISION
J. Compensate for half of any difference between
actual heading and indicated heading by loosening
locking nut and adjusting E W potentiometer on
DRC 1. (Tighten locking nut.)
K. DRC 1 should now be fully adjusted for proper
compensation. As a check, swing the aircraft on
30 degree increments and note readings on compass
dial. All readings should be within 1 degree of
the actual heading. If errors are greater than
1 degree, repeat index error adjustment of
paragraph 3.12.3 and above adjustments for greater
accuracy.
3.8 Compass System Check
3.8.1 Pilot’s Indicator Check
A. With system power turned off, remove the C 14 from
aircraft and attach it to directional gyro test
table. Connect C 14 to ships wiring with extender
cable.
B. After the aircraft power has been applied for a
minimum of 3 minutes, the compass indication on
the H@I shall be synchronized to magnetic
heading and shall agree with dctual heading within
1 dearee. After the procedure in 3.6 and 3.7,
the compass remote synchronization annunciator shall
indicate a null. The AUTO MAN switch should be
in the AUTO position.
C. Rotate the C 14 in a counterclockwise direction
as viewed from the top. The heading indication
on the compass scale of the HSI shall decrease
and the synchronization annunciator shall indicate
a cross.
D. Rotate the C 14 in a clockwise direction as viewed
from the top. The heading indication shall
increase and the synchronization annunciator shall
indicate a dot. Return the C 14 to its normal
position.
Ground Check
Table 101 (cont) 22 12 00
Page 112
Nov 15/81
+SPE r n\e MAINTENANCE

AVIONICS DIVISION
E. Place the AUTO MAN switch in the MAN position.
The synchronization annunciator shall indicate
a null. Place the LH GYRO SLAVE switch in the
RH position. The compass card on the HSI
shall slowly rotate counterclockwise. Place the
LH GYRO SLAVE switch in the LH position. The
compass card on the HSI shall slowly rotate
clockwise.
F. Using the LH GYRO SLAVE switches, rotate the
compass card on the HSI to obtain a heading
indication of 20 degrees less than the magnetic
heading (actual magnetic heading of the aircraft).
Return the AUTO MAN switch to the AUTO position.
The synchronization annunciator shall indicate a
cross. Momentarily place the LH GYRO SLAVE switch
in the RH position. The compass system shall
engage the fast slave mode and remain in the
fast slave mode until the compass card is within
1 degree of the magnetic heading. By holding the
LH GYRO SLAVE switch in the RH position, the
system may be forced into fast slave to rapidly
synchronize the system and null the synchronization
annunciator.
G. Place the AUTO MAN switch in the MAN position.
Using the LH GYRO SLAVE switch, rotate the
compass card on the HSI to obtain a heading
indication of 10 degrees less than magnetic
heading. Return the AUTO MAN switch to the AUTO
position; the synchronization annunciator shall
indicate a cross. The compass card shall slowly
synchronize to the magnetic heading, at which time
the synchronization annunciator shall indicate a
null.
3.8.2 Copilot’s Indicator Check
Repeat 3.8.1 for the copilot’s compass system.
Ground Check
Table 101 (cont) 22 12 00
Page 113
Nov 15/81
@SPE rally MA,NTENANCE

AVIONICS DIVISION
3.8.3 Heading Phasing and Gradient Checks
A. Reset all flight director modes,”NAV/HSI” in
No. 1 position.
B. Tilt the vertical gyro to simulate a 10 degree
right bank. Engage the autopilot with the wheel
at neutral. Control wheel rotates CCW.
C. Rotate the directional gyro +5 degrees about the
aircraft heading. The control wheel does not
respond to the directional gyro rotation.
D. Return the vertical gyro to neutral position.
The control wheel returns to neutral position.
Rotate the directional gyro to decrease the
aircraft heading, as displayed on the HSI,by
20 degrees. The control wheel rotates CW.
E. Rotate the directional gyro to the aircraft
’heading. The control wheel returns to neutral
position. Rotate the directional gyro to increase
the aircraft heading, as displayed on the HSI,
by 20 degrees. The control wheel rotates CCW.
Press A/P DISENG.
F. Repeat steps A thru E with ”NAV/HSI” switch in
No. 2 position.
3.9 Flight Director Signals Gradient Check
3.9.1 Heading Select Gradient
A. Select the #1 system using the NAV/HS1 switch.
B. Connect voltmeter across following pins.
4” HSI 7J1A 36 and 37
RD600 7J1A 35 and 37
RD650 7J1A 36 and 37
C. Move the Heading Select Cursor to the following
deviation positions and insure the specified
voltages are present.
Tabl e 101 (cont)
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AIRCRAFT HEADING
PILOT’S
HSI 00 90OLT 10OLT 10ORT 90ORT
4” HSI 0 0 *.3 11.8 *.B VAC 2.0 *.3 VAC 2.0 *.3 VAC 11.8 t.8 VAC
VAC
RD600 0.0 *.3 17.6 *.8 VAC 3.0 *.4 VAC 3.0 *.4 VAC 17.6 *.8 VAC
VAC
RD650 0.0 .3 11.8 i.8 VAC 2.0 *.3 VAC 2.0 i.3 VAC 11.8 i.8 VAC
VAC
D. Select the #2 system using the NAV/HSI switch.
E. Connect voltmeter between following pins.
4” HSI MA 36 and 37
RD600 7J1A 35 and 37
RD650 MA 36 and 37
F. Move the heading select cursor to the following positions and insure
the specified voltages are present.
AIRCRAFT HEADING
COPILOT’S
HSI 90OLT 10OLT 10ORT 90ORT
11.8 t.8 VAC 2.0 t.3 VAC 2.0 t.3 VAC 11.8 t.8 VAC
3.9.2 Course Select Gradient
A. Select the #1 system using the NAV/HSI switch.
B. Connect a voltmeter across following pins on the breakout board.
4” HSI 7JIA 41 and 37
RD600 7J1A 40 and 37
RD650 MA 41 and 37
C. Move the course select cursor to the following deviation positions
and insure the voltages specified are present.
AIRCRAFT HEADING
90OLT 10”Ll’ 10”RT 90*RT
RD600 17.6 .8 VAC 3.0 .4 VAC 3.0 .4 VAC 17.6 .8 VAC
RD650 11.8 t.8 VAC 2.0 .4 VAC 2.0 .4 VAC 11.8 t.8 VAC
D. Select the #2 system using the NAV/HSI switch.
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
E. Connect voltmeter between following pins.
4” HSI 7J1A 41 and 37
RD600 7JI.A 40 and 37
RD650 7J1A 41 and 37
F. Move the course select cursor to the following deviation positions
and insure the specified voltages are present.
Table 101 (corvt)
Page 116
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AVIONICS DIVISION
AIRCRAFT HEADING
COPILOT’S
HSI 00 90”LT 10OLT 10”RT 90ORT
411 0.0 .3 11.8 .8 VAC 2.0 .3 VAC 2.0 .3 VAC 11.8 8 VAC
VAC
RD600 0.0 .3 17.6 .8 VAC 3.0 .4 VAC 3.0 .4 VAC 17.6 .8 VAC
VAC
RD650 0.0 .3 11.8 .8 VAC 2.0 t.3 VAC 2.0 t.3 VAC 11.8 t.8 VAC
VAC
3.9.3 Airspeed Gradient
A. Connect the pitot static tester to the pilots pitot static system.
B. Connect a voltmeter across pins 7J1A 43 (+) and 7J1A 1 ( ) on the
breakout board.
C. Using the P/S tester, simulate the following airspeeds and insure
AIRSPEED VOLTAGE
100 Knots 1.10 j.1 VDC
200 Knots 2.20 i.1 VDC
D. Return the simulated airspeed to zero.
3.9.4 Altitude and Altitude Rate Gradient
A. Connect the voltmeter across pins 7J1A 44 (+) and 7J1A 1 ( ) on the
breakout board.
B. Using the P/S tester, simulate an altitude of 10,000 feet. The
voltage shall be 2.75 t.25 V.
C. Reduce the simulated altitude from 10,000 feet to field elevation at
1,000 feet per minute. After stabilizing at 1,000 feet per minute,
0.5 t 0.1 V dc should be measured between the following pins:
(1) 7JlB 45(+) and 7JlA( ) All Model 500
(2 7JIB 45(+ and 7JlA( ) Model 550 (Before Unit 162)
7JlB 44(+ and 7JIA ( ’ Model 550 (Unit 162 and on)
M
3.9.5 Radio Altimeter Gradient Check
A. With the aircraft resting on its landing gear, check that the radio
altimeter output to the radio altimeter indicator is zero tO feet.
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
B. If the system does not indicate zero, adjust the zero adjustment on
the receiver/transmitter to achieve the true altitude of the
aircraft.
C. The zero height adjustment is accomplished with the unit operating
and all electrical connections (including antennas) made. Perform
the following steps: pd,040m wddipfo&
CAUM”On
ed,6001PW I 0 0”*#
UNDER NO CIRCUMSTANCES SHALL POWER BE TURNED ON
UNLESS ANTENA OR SUITABLE LOAD (50 OHM TERMINA
TION) IS CONNECTED TO TRANSMIT CONNECTOR TO
PREVENT TRANSMITTER DAMAGE.
1. Apply system power.
2. RA 215 or RA 315 Indication:
a. The needle on the indicator shall initially bias out of view
behind the mask above the maximum scale reading.
b. The red off flag shall appear for approximately 35 seconds.
After that time, the flag shall disappear and the needle
shall move to a position near zero.
AD 550 or AD 650 Indicators:
a. The Digital Radio Altitude Display shall initially show
dashes and the reading in the Decision Height Display shall
not respond to a change in the DH set knob.
b. After approximately 35 seconds the Altitude Display shall
show a reading near zero and the Decision Height Display
shall respond to changes in the DH set knob.
3. After a two minute stabilization period, the zero height adjust
may then be used to zero the Indicator Display for this
install at ion.
D. Measure the radio altitude gradient at the breakout box at pins
7JlB 18(+) to 7JIB 19( ).
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
E. Press and hold the Radio Altimeter Test Switch on the Indicator:
RA 215 or RA 315 Indicators
The off flag shall come into view and the altitude shall
indicate 100 t2o feet. If installed in the ADI the rising
runway will bias out of view.
AD 550 or AD 650 Indicators@
The Radio Altitude Display sequences through the following:
all digits displaying eights, dashes, and 100 t2O feet.
The Decision Height displays all eights followed by the current
set value.
F. The voltage measured at the breakout box shall be 2.4 t 0.4 V dc.
Ground Check
Tabl e 101 (cont) 22 12 00
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3.9.6 DME Gradient
A. Engage the HDG and ALT modes,
B. Measure the DME input to flight director at pins
7JlA 32(+) to 7JlA 33( ) using a voltmeter.
C. With a DME simulator, set the following distances
3 Miles 10 Miles 50 Miles
.12V +.01V 0.40V +.02V 2.OV +.06V
D. DME valid(7JlA 34)should be between 22 and 30 VDC.
E. Turn off DME.
F. Voltage at 7JlA 34 should go to 0.0 VDC or less.
3.9.7 VNAV Range Input Gradients
A. Turn off system power. Remove the connector from
the VNAV computer.
B. Turn on system power. Select the HDG and ALT
modes on the F.D. controller.
C. Connect a voltmeter across pins 16Jl 34(+) and
16Jl 35( ) of the ships connector for the VNAV
computer.
D. Using a DME simulator, set the following distances
2.OV .06V 0.40V .02V .12V .01V
E. Engage the RNAV mode and also select the ALT
mode on the F.D. controller.
F. With the voltmeter connected as in step 3.9.7.C
simulate the following RNAV distances and insure
.12V +.01V .40V +.02V 2.OV +.06V
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
G. Turn off system power. Remove the voltmeter from the pins of the
VNAV connector. Reconnect the VNAV computer to ships wiring.
3.9.8 Accelerometer Gradient Check for Citation II Aircraft (SN 210 and ON)
A. Connect voltmeter across pins 7JlA I( ) and 7JlB 21(+) on the
breakout board.
B. With accelerometer in its normal aircraft mounting position, arrow
pointing up, voltmeter shall indicate +1.50 t 0.15 VDC.
C. Remove mounting hardware and rotate accelerometer until arrow is
pointing horizontal. Voltmeter shall indicate 0.00 i 0.1 VDC
D. Rotate accelerometer until arrow is pointing down. Voltmeter shall
indicate 1.85 i 0.15 VDC.
E. Secure accelerometer to aircraft with mounting hardware. Determine
that arrow is pointing up.
AUTOPILOT TORQUE LIGHT WARNING CHECK
A. Press and hold ”TEST” button on Autopilot Controller.
B. Amber AP torque light located in upper section of pilots panel shall
turn on.
C. Release ”TEST” button. AP torque light shall turn off.
3.9.9 DME Tuned to NAV (GND.) for single flight director, single DME
installation.
A. Monitor 7J1A 5O on the flight director breakout board using a
multimeter.
B. Tune both navigation receivers to a VOR frequency.
C. Select NAV/HSI I on the flight director mode selector. (FSMS)
D. Move the DME Select Switch from #1 position, to HOLD position, to #2
position.
E. Ground shall appear at 7J1A 5O only when DME Select switch is in #1
position and 13V i3V when not in position #I.
F. Select NAV/HSI 2 on FDMS.
G. Repeat step D.
Ground Check
Table 101 (cont) 22 12 00
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H. Ground shall at MA 50 only when DME Select Switch is in #2
position.
I. Tune both navigation receivers to a LOC frequency.
J. Repeat steps C thru H.
K. Ground shall appear at 7JlA 50.
L. Tune navigation receivers to a VOR frequency. Select NAV/HSI 1 on
FDMS.
3.9.10 RNAV Mode Ground
A. Turn on RNAV.
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
B. Monitor 7JlA 47 on the flight director breakout
board.
C. Select the RNAV mode on the RNAV control head.
D. Ground appears at 7JlA 47 and at 16J1 32 of the
VNCC.
E. Select RNAV approach mode on the RNAV control head.
F. Ground remains at 7JIA 47 and 16J1 32.
G. Select the RNAV mode on the RNAV control head.
H. Monitor 7JlA 48 on the flight director breakout
board.
I. Ground is not present at 7JIA 48.
J. Select RNAV approach mode on the RNAV control
head.
K. Ground appears at 7JlA 48.
3.9.11 Radio Altitude Grounds
A. With radio altimeter on and aircraft on ground,
measure for ground on 7JlB 46 (less than 1,200 ft.
GND) and 7JlB 52 (less than 250 ft. GND).
B. Pull radio altitude circuit breaker. The grounds
present in step A shall no longer be present.
3.9.12 Middle Marker
A. Monitor 7JlB 80 of the flight director with a
DC volt meter.
B. The voltage shall be less than .5V DC.
C. Press NAV test producing the middle marker light.
D. When the middle marker light is illuminated, the
voltage at 7JlB 80 shall be 6 +3 V DC.
Ground Check
Table 101 (cont) 22 12 00
Page 123
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AVIONICS DIVISION
3.10 AutopilOt Checks
3.10.1 Yaw Damper Engage/Disengage Logic
A. Press Y/D ENGAGE. 11Y/D ENGAGE” lights.
B. Check yaw damper engagement by attempting to
overpower the rudder servo using the rudder
pedals. The rudder servo resists the attempt
to overpower it.
C. Press and hold the TCS switch on the pilot’s
control wheel and attempt to overpower the
rudder servo using the rudder pedals. The
rudder servo resists the attempt to overpower
it. Release the TCS switch.
D. Repeat step (c) while pressing the copilot’s
TCS switch.
E. With the yaw damper mode engaged, press A/P
DISENG on the pilot’s control wheel. Y/D
ENGAGE turns off.
F. Press Y/D ENGAGE and then the throttle G/A
switch. Y/D ENGAGE turns off.
G. Press Y/D ENGAGE and check disengagement using
the copilot’s A/P DISENG. Y/D ENGAGE turns
off.
H. Press Y/D ENGAGE and ”TEST” button on
controller. Y/D ENGAGE turns off.
I. Press Y/D ENGAGE and then simulate an invalid
directional gyro signal by moving the LE
GYRO SLAVE switch to the LH or RH position.
The compass flag appears on the HSI and Y/D
ENGAGE turns off.
J. Press Y/D ENGAGE and then open the 115 V AC
autopilot circuit breaker. Y/D ENGAGE turns
off. Close the 115 V AC autopilot circuit
breaker.
Table 101 (cont)
Page 124
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+SPEFRY MAINTENANCE

AVIONICS DIVISION
K. Press Y/D ENGAGE and then op;/n the 28V DC
autopilot circuit breaker. D ENGAGE
turns off. Close the 28V DC autopilot
circuit breaker.
3.10.2 Autopilot Engage/Disengage Logic
NOTE: In conducting this test, observe that
the autopilot off horn and light operate
in accordance with paragraph 3.10.3.
A. Press A/P ENGAGE. A/P ENGAGE and Y/D ENGAGE
light.
B. Check autopilot engagement by attempting to
overpower the elevator, aileron, and rudder
servos using the control column, control wheel,
and rudder pedals. Also check the elevator
trim servo drive engagement by manually
overpowering the trim tab wheel. All servos
resist the attempt to overpower them.
WARNING
I
BE PREPARED TO RESTRAIN THE CONTROL COLUMN,
ESPECIALLY IN PITCH, IF THE AUTOPILOT IS
DISENGAGED WHILE THE SERVO IS EXERTING FORCE
TO MAINTAIN A SURFACE POSITION. THIS IS TO
PREVENT PERSONAL INJURY AT DISENGAGEMENT.
C. Press A/P DISENG on the pilot’s control wheel.
A/P ENGAGE and Y/D ENGAGE turn off. Press
A/P ENGAGE and press G/A on the throttle. A/P
ENGAGE turns off.
D. Press A/P ENGAGE and repeat step C using the
copilot’s A/P DISENG switch.
E. With A/P ENGAGE off, rotate the turn knob out
of detent. Press A/P ENGAGE. Neither A/P
ENGAGE nor Y/D ENGAGE lights. Rotate turn knob
to detent position.
F. Press A/P ENGAGE and TEST. A/P ENGAGE and
Y/D ENGAGE turn off.
Ground Check
Table 101 (cont) 22 12 00
Page 125
Nov 15/81
+STzEr ay MAINTENANCE

AVIONICS DIVISION
G. Press A/P ENGAGE and open the 115V AC autOPilOt
circuit breaker. A/P ENGAGE and Y/D ENGAGE
turn off. Close the 115V AC autopilot circuit
breaker.
H. Press A/P ENGAGE and open the 28V DC autopilot
circuit breaker. A/P ENGAGE and Y/D ENGAGE
turn off. Close the 28V DC autopilot circuit
breaker.
I. Press A/P ENGAGE and simulate an invalid vertical
gyro signal by placing the VERT GYRO switch in HI.
A/P ENGAGE turns off but Y/D ENGAGE remains
lighted. Return VERT GYRO switch to NORM.
J. Press A/P ENGAGE and simulate an invalid
directional gyro signal by moving the LH
GYRO SLAVE switch to the LH or RH position.
A/P ENGAGE and Y/D ENGAGE turn off.
K. Press the pilot’s A/P DISENG switch. The
A/P OFF light turns off.
L. Press A/P ENGAGE. Use the electric trim on the
pilot’s wheel. The autopilot disengages. Yaw
damper remains on.
3.10.3. Autopilot Disconnect Warning System
A. The amber autopilot disconnect warning light
is located above the pilot’s airspeed indicator.
The light and the warning horn come on for one
second when the autopilot is disengaged for any
reason. If it is disengaged by any means other
than a control wheel disconnect switch, the
28V DC A/P circuit breaker, the GA switch or the
electric trim switch, the light will stay on
until turned off by wheel disconnect switch.
B. The warning light on the instrument panel can
be extinguished by pressing the control wheel
disconnect switch. For the conditions when
the instrument panel warning light is turned
on steady, check to see that it can be turned
out by the pilot’s or the copilot’s control
wheel disconnect switch.
Ground Check
Table 101 (cont) 22 12 00
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+spr= r ay MA,NTENANCE

AVIONICS DIVISION
C. Engage autopilot and check the various means of autopilot disengage
ment and associated AP OFF warning annunciators.
Autopilot Result Citation II
Disengagement Autopilot Torque
OFF Warning
Via Horn Light Light
Pilot’s A/P Trim Sounds ON for one AP & YD OFF OFF
Disconnect Switch for one second
second
Copilot’s AP Sounds ON for one AP & YD OFF OFF
DISC. Switch for one second
second
Pilot’s Electric Sounds ON for one Yaw Damper OFF
Trim Switch for one second Remains ON
second
Throttle Go Around Sounds ON for one AP & YD OFF OFF
Switch for one second
second
Vertical Gyro Fast Sounds On STEADY Yaw Damper OFF
Erect Switch for one Remains on
(Simulated VG Flag) second
Directional Gyro Sounds ON STEADY AP & YD OFF OFF
LH GYRO SLAVE for one
Switch (Simulated second
HDG Flag)
Autopilot DC Sounds ON for one AP & YD OFF OFF
Circuit Breaker for one second
Pulled second
Autopilot AC Sounds ON STEADY AP & YD OFF OFF
Circuit Breaker for one
Pulled second
Autopilot ”Test” Sounds ON STEADY AP & YD OFF ON WHILE
Button on Controller for one BUTTON
second DEPRESSED
Ground Check
Table 101 (cont) 22 12 00
Page 127
Nov 15/81
SPERZZY MA,NTENANCE

AVIONICS DIVISION
3.10.4 Autopilot Trim Check
A. Using the manual trim switchposition the
elevator trim to its lower electrical limit
(nose down).
B. Measure the time required to move the elevator
trim from the lower to the upper electrical trim
limit. Time should be 45 +5 seconds. The time
required for three (3) complete revolutions of
the elevator trim wheel should be 27 +3 seconds.
C. Connect a pitot/static test set to the aircraft
and simulate an airspeed of 100 knots.
D. Engage the autopilot. Rotate the Pitch Wheel
on the autopilot controller until the control
column is in its maximum fly down position.
After about 3 seconds autopilot trim begins to
drive in the nose down direction. One to three
seconds after the trim wheel begins to move,the
’IDNII trim light illuminates on the autopilot
controller. The rate of the trim system shall
be about 15 seconds +5 seconds for one revolution
of the trim wheel. Disengage the autopilot.
E. Increase the simulated airspeed from 100 knots
to 225 knots.
F. Engage the autopilot. Rotate the Pitch Wheel on
the autopilot controller until the control column
is in its maximum fly up position. After about
3 seconds, autopilot trim begins to drive in
the nose up direction. One to three seconds
after the trim wheel begins to move, the ”UP”
trim light illuminates on the autopilot controller.
The rate of the trim system shall be about 23
seconds +5 seconds for one revolution of trim
wheel. Bisengage the autopilot. Reduce simulated
airspeed to zero.
G. Simulate an airspeed of 140 knots.
Ground Check
Table 101 (cont) 22 12 00
Page 128
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+SPE r ny MA,NTENANCE

AVIONICS DIVISION
H. Engage the autopilot. Use the Pitch Wheel on the autoPilot
controller to command a maximum fly down command.
1. The autopilot automatic electric trim drives in a nose down
direction.
J. Increase the airspeed to 190 knots. The autopilot trim rate shall
be reduced to the slow speed established in step 3.10A.F. This
should occur between 180 and 190 knots.
K. Reduce the airspeed to 150 knots. The elevator trim rate shall
return to the rate of step 3.10A.D.
NOTE
It may be necessary to change the direction
of the trim command to avoid running into the
electrical stops. This can be accomplished
using the pitch wheel ;o change the autopilot
command.
L. Disengage the autopilot. Reduce the simulated airspeed to zero.
3.10.5 Flap Compensation Check
A. Manually position the elevator trim to its nose up electrical limit
for Model 500 and nose down for Model 550. Engage the autopilot.
Using the pitch wheel, apply a maximum fly down command to the
autopilot for Model 500 and fly up for Model 550 starting the
automatic trim.
B. Lower the flaps from zero to the approach position for Model 500
and the land position for Model 550.
C. The elevator trim rate shall start driving nose up/down (nose
down for Model 500 and nose up for Model 550) at the manual trim
rate when the flasp are half way between the up and approach
position for, Model 500 and three quarters way between up and land
position for Model 550. This rate shall be maintained for 25 i5
seconds or until the elevator trim reaches the nose up/down
electrical limit.
Table 101 (cont)
Page 129
Nov 15/81
LSPEFRY MAINTENANCE

AVIONICS DIVISION
D. Disengage the autopilot, position the elevator trim to its nose
down electrical limit for Model 500 and nose up for Model 550.
E. Engage the autopilot. Using the pitch wheel, apply a maximum fly
up command to the autopilot for Model 500 and fly down for Model
550.
F. Raise the flaps to the zero position.
G. Elevator trim shall start driving nose up/down (nose up for Model
500 and nose down for Model 550) at the manual trim rate when the
flaps are half way between the approach and up position for Model
500 and one quarter way between land and up position for Model 550.
This rate shall be maintained for 25 t8 seconds or until the
elevator trim reaches the nose up/down electrical limit.
H. Disengage the autopilot. Manually position the elevator trim to
its zero trim position.
Autopilot Torque Switching and Warning Light For Citation 11 Aircraft
(SN 210 and ON)
A. Connect voltmeter across pins 7J1A 1 ( ) and 7J1A 44 (+) on the
breakout board.
B. Using the P/S tester, simulate an altitude of 12,100 feet in both
pilot and co pilot static systems. The voltmeter shall indicate
+3.17 t 0.04 VDC.
C. Press AP Engage with control column in neutral position. AP Engage
and YD Engage annunciators shall light and control column shall
remain in neutral position.
D. Rotate control wheel by hand CW and CCW to determine relative
amount of power required to overpower aileron servo.
E. Move column forward and backward by hand to determine relative
amount of power required to overpower elevator servo.
F. Increase simulated altitude to 14,900 feet. The voltmeter shall
indicate +3.73 0.04 VDC.
G. AP Torque light shall be off.
H. Rotate control wheel by hand CW and CCW. Amount of power required
to overpower aileron servo shall De less than force noted in Step
D.
Ground Check
Table 101 (cont) 22 12 00
Page 130
Nov 15/81
+SPEsny MAINTENANCE

AVIONICS DIVISION
1. Move column forward and backward by hand. Amount of power required
to overpower elevator servo shall be less than force noted in Step
E.
J. Increase simulated altitude to 17,000 feet. The voltmeter shall
indicate +4.15 i 0.04 VDC.
K. AP Torque light shall be off.
L. Reduce simulated altitude to local elevation.
M. With pilot static system vented to ambient atmosphere increase
simulated altitude in co pilot static system to 17,000 feet.
N. AP torque light shall be turned on.
0. Reduce simulated altitude to 15,000 feet.
P. AP Torque light shall be off.
Q. Reduce simulated altitude to local elevation.
R. With co pilot static system vented to ambient atmosphere increase
simulated altitude in pilot static system to 14,900 feet. The
voltmeter shall indicate +3.73 0.04 VDC.
S. AP Torque light shall be off.
T. Increase simulated altitude to 20,550 feet. The voltmeter shall
indicate +4.86 i 0.04 VDC.
U. AP Torque light shall be turned on.
V. Reduce simulated altitude to local elevation and disconnect P/S
tester.
3.10.7 Directional Gyro Switching Transient Suppression
A. Place the pilot’s compass system AUTO MAN switch in the MAN
position.
B. Using the LH RH switch, increase the pilot’s heading on the HSI, to
a point 5 degrees greater than the heading on the copilot Is HSI.
C. Engage the Yaw Damper.
D. Switch from the No. I to the No. 2 C 14 using the NAV/HS1 switch.
Wait 15 seconds, then select the pilot’s C 14 again.
Ground Check
Table 101 (cont) 22 12 00
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Nov 15/81
J @SPEFRY MANTENANCE

AVIONICS DIVISION
E. During the switching, no transients shall be observed on the rudder
pedals.
F. Disengage the Yaw Damper and return the pilot’s AUTO MAN switch to
the AUTO position. Resynchronize the pilot’s C 14 compass system.
3.11 Instrument Checks
3.11.1 Attitude Director Indicator
J
Ground Check
Table 101 22 12 00
Page 132
Nov 15/81
+STOEPRY MA,NTENANCE

AVIONICS DIVISION
NOTE: Tests A, B, and C are applicable to 5” ADI.
A. Select HOG and ALT modes on the FD mode selector, then press the
TEST button on the ADI.
1. Sphere indicates 20 t2 degrees right roll.
2. Sphere indicates 10 2 degrees nose up.
3. All ADI mode lights, except OH, are turned on.
4. ADI ATT flag is in view.
5. ADI FD flag is in view.
6. Pitch and roll commands are retracted from view on the ADI.
7. All annunciator lights on the flight director mode selector
(FDMS) are on, except ”OFF” and ”2”.
8. All annunciators on the autopilot controller are on.
9. The three digit readout. on the V VNAV computer/controller
(VNCC) indicates 888.
B. With TEST button pressed, adjust DIM control on fDMS. This shall
control the intensity of the annunciators on the ADI and FDMS.
C. When the ATT TEST button is released, any modes previously selected
on the FDMS have been reset (off).
NOTE: Tests D. and E. are applicable to 4” ADIs.
D. Press the TEST button on the ADI.
1. Sphere indicates 20 2 degrees right roll.
2. Sphere indicates 10 t2 degrees nose up.
3. ADI ATT flag is in view.
E. Rotate TEST switch on left side of pilots panel to the annu
position.
1. All remote annunciators located above the ADI are on.
2. All annunciator lights on the flight director mode selector
(FDM S) are on, except ”OFF” and ”2”. 1
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
3. All annunciators on the Autopilot Controller are on.
4. The three digit readout on the V NAV Computer/Controller (VNCC)
indicates 888.
3.11.1.1 Fast Slow Check for 5” ADI
A. Center the FS display on the ADI by rotating the angle of attack
transmitter. Rotate the angle of attack transmitter on the
outside of the aircraft, in a CCW direction.
B. The Fast Slow Indicator on the ADI goes down to indicate a fast
condition.
C. Rotate the Angle of Attack Transmitter in the CW direction.
D. The ADI Fast Slow Indicator registers a slow condition.
E. Open the Angle of Attack circuit breakers. The SPD flag appears on
the ADI.
F. Reset the Angle of Attack circuit breakers. The SPD flag retracts
from view.
3.11.2 Radio Altimeter Check
A. Radio Altimeter zero check was performed in step 3.9.5.
B. Use the DH Set Knob to position the decision height altitude at 50
feet.
C. The DH light is illuminated on the Radio Altimeter Indicator, or
the ADI or Radio ALT Display.
D. The rising runway or RAD ALT display is at the zero indication on
the pilot’s and copilot’s ADI. (A small GAP up to .05 inch maximum
can exist between the rising runway and reference aircraft.)
E. Press the Radio Altimeter (RA) TEST button.
RA 215 or RA 315 Indicators:
1. The Radio Altitude Indicator pointer needle moves from zero
altitude position to 100 20 feet.
2. The DH lights on the Radio Altitude Indicator, pilots and
copilots ADI’s are turned off.
Table 101 (cont)
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AVIONICS DIVISION
3. Rising runway on pilots and copilots ADI’s are biased out of
vi ew.
4. The off flag is in view on the Radio Altimeter Indicator.
AD 550 or AD 650 Indicators:
1. The Radio Altitude Display sequences through the following:
all digits displaying eights, dashes and 100 20 feet.
2. The Decision Height display all eights followed by current
value of 50 feet.
3. The DH lights on the pilots and copilots ADI’s are turned off.
F. Release the TEST button.
Table 101 (cont)
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@SPEFRY MAINTENANCE
FDGHT SYSTEMS MANUAL

AVIONICS DIVISION
3.11.3 Rate Gyro Test
A. Open the RT circuit breaker. The RT flag on the
ADI is in view. The RT circuit breaker is labelled ”LH
T&B.”
B. Loosen the Rate of Turn Gyro from its mount. The
Rate of Turn Gyro remains connected to ships wiring.
C. Reset the RT circuit breaker. RT flag retracts
from view after the gyro is up to speed (45 seconds
maximum) .
D. Rotate the gyro nose left. The Rate of Turn
pointer on the ADI moves left.
E. Rotate the gyro nose right. The Rate of Turn
pointer on the ADI moves right.
F. Open the RT circuit breaker. Restore gyro to
its mount. Reset the RT circuit breaker. The
RT flag on the ADI is out of view.
3.11.4 Altitude Indicator
A. Open the air data computer circuit breaker and OFF
flag is in view on the barometric altimeter.
B. Reset the ADC circuit breaker and OFF flag goes
out of view.
C. Set the current local barometric pressure using
the BARO SET knob.
D. Altimeter Indicator should read field elevation
+25 feet.
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
E. Perform a static system accuracy and leak check
in accordance with Part 43, Federal Air Regulation,
APPENDIX E ”Altimeter System Test and Inspection.”
3.11.5 RD 600/650 HSI Checks
A. Rotate the heading knob on the HSI. The
heading bug shall rotate but the compass card
shall remain fixed.
B. Heading slew knob. There shall be two speeds of
rotation left and two speeds right.
C. Rotate the course knob on the HSI. Where applicable
the course readout on the HSI shall change as the knob
is rotated. The course readout shall agree with
1 degree of the heading under the course select
cursor.
D. Place the AUTO MAN switch in the MAN position and
use the LE RH switch to rotate the compass card
to obtain a heading indication greater than the
magnetic heading. (Desynchronize the system.)
Place the AUTO MAN switch in the AUTO position
and momentarily switch to the LH switch position.
The synchronization annunciator shall indicate a
cross or dot and the system will fast slave toward
the magnetic heading. While slaving, the HDG flag
is in view.
E. Repeat step D but move the compass card to a heading
less than the magnetic heading and use the RH
switch position.
F. In steps D and E the heading select bug and
course select cursor shall maintain their selected
position (heading) on the compass card as the
card rotates.
G. Tune the navigation receivers to a valid VOR test
signal from the radio simulator. Select NAV/HSI 1
on the FDMS. The expanded localizer and glide
slope deviation pointers on the ADI shall be
biased from view. The navigation flag and
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
the glide slope pointer on the HSI shall be
out of view.
H. Rotate the course knob on the HSI to obtain
zero course deviation and a to the station
indication. Place the AUTO MAN
switch in the MAN position and use the LH RH
switch to rotate the compass card until the
course pointer is lined up with the fore lubber
line. Using the colarse knob, rotate the course
knob 10 +2 degrees clockwise. The VOR deviation
shall move 2 dots to the left of the aircraft
symbol. Rotate the course knob 10 +2 degrees
counter clockwise. The VOR deviation shall move
2 dots to the right of the aircraft symbol.
I. Using the course knob, rotate the course pointer
on the HSI to point to the aft lubber line
(180 degrees from the original setting) to obtain
zero course deviation. The TO FROM indicator
shall indicate a from the station condition.
J. Tune the navigation receivers to an ILS frequency.
Select NAV/HSI 1 on the FDMS. The navigation
flag and VERT/GS flag on the HSI shall be in
view. Simulate a valid glide slope and localizer
with zero deviation. The navigation and VERT/GS
flags shall be biased from view. The glide slope
pointers on the ADI and HSI shall indicate
zero deviation. The radio deviation bar on the
HSI and the expanded localizer pointer on the
ADI shall indicate zero deviation.
K. Select the Back Course (BC) mode on the FDMS.
The glide slope flag on the ADI and HSI shall be
biased in view. The glide siope pointers
remain in view. Reset the BC mode and the glide
slope. Flags shall be biased from view.
L. Using the course knob, rotate the course select
pointer until it is lined up with the fore lubber
line. Simulate an aircraft right of beam localizer
deviation of 75 millivolts.. Course deviation on
the HSI shall be one dot to the left of the
aircraft symbol. I
Table 101 (cont)
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AVIONICS DIVISION
M. Reduce the simulated deviation to 20 millivolts
right of beam localizer deviation. The expanded
localizer pointer shall be centered over the left
reference mark on the ADI.
N. Repeat steps 3.11.5.L and M for simulated left of
beam localizer deviation signals.
0. Simulate an aircraft below tbe beamglide slope
deviation of 75 millivolts. The glide slope
pointers on the ADI and HSI shall move up one
dot.
P. Select BC mode ont he FDMS and repeat step M,
reducing the simulated right of beam deviation
to 40 millivolts. The expanded localizer pointer
shall be centered over the right reference mark.
0. simulate an aircraft above the beam glide slope
deviation of 75 millivolts. The glide slope
pointers on the ADI and HSI shall move down
one dot below the beam center position
R. Select NAV/HSI 2 on the FDMS and repeat steps
3.11.5.J through 3.11.5 0.
S On HSIs with a bearing pointer select the NAV
input. Siriulate a valid VOR station at a
heading of 0 degrees. The bearing pointer shall
be under the fore lubber line. (Compass card
previously set to display heading 360 degrees.)
T. Simulate the following headings using the simulated
bearing switch on the radio simulator. The
bearing pointer shall repeat these selections
within +2 degrees. 36 00 , 3300, 2700, 1800,
0900, 0’hO, 3600
U. On HSIs with a bearing pointer select the ADF input.
Select the ADF position on the ADF control head.
Press the test button and the ADF bearing pointer
shall move CW
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
4. Autopilot/Flight Director Mode Checks
4.1 Go Around Mode (GA)
A. Press go around (GA) switch onthe throttle.
B. GA mode annunciator on the ADI turns on.
C. Pitch command deflects up.
D. Tilt vertical gyro nose up to zero the pitch
command.
1. Sphere indicates 7.5 +1 degree nose up when
command is zero.
2. Return vertical gyro to zero pitch attitude.
Command bar deflects up.
E. Roll command is zero.
1. Tilt vertical gyro 10 degrees left. Roll
command is fly right.
2. Tilt vertical gyro to 10 degree right attitude.
Roll command is fly left.
3. Return vertical gyro to wings level attitude.
F. Press Touch Control Steering (TCS) switch on
the control wheel. Go around mode is reset,
annunciator turns off and both command bars bias
from view.
G. Select the GA mode. GA annunciator on ADI comes
on and roll and pitch commands are in view.
1. Engage the autopilot, AP ENGAGE button lights.
2. GA mode resets, GA annunciator on ADI turns
off, command bars bias from view.
Table 101 (cont) Page 140
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AVIONICS DIVISION
H. Select the GA mode, autopilot disengages, AP ENG
button is no longer illuminated, GA mode light
on ADI turns on, roll and pitch commands are in
view.
I. Select Flight Director Off (FD OFF) button on
Flight Director Mode Selector (FDMS),roll and
pitch commands are biased from view. I
J. Press FD OFF again to turn mode off. Roll and
pitch commands are in view.
K. Select Heading (HDG) mode on FDMS. Heading button
illuminates on FDMS. The HDG and GA annunciators
are lit on the ADI.
L. Move the heading select bug left and right of the
fore lubber line on the HSI. The roll command
follows the heading select bug.
4.2 Pitch Sync Mode
A. With GA and HDG modes selected, press and release
TCS switch.
B. The GA mode resets, GA annunciator on ADI turns
off, pitch command goes to zero. (Pitch is
synchronized to existing pitch attitude.)
C. Tilt vertical gyro to a 5 degree nose up attitude.
Pitch command goes down.
D. Press and release TICS and pitch command goes to
zero. (Synchronizes to pitch attitude.)
E. Tilt vertical gyro to a 5 degree nose down attitude.
Pitch command goes up.
F. Press TCS and Pitch command goes to zero.
G. Return vertical gyro to a zero pitch attitude.
Pitch command goes down.
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
H. Engage the autopil0t, AP ENG button is lit.
Pitch command goes to zero.
I. Tilt vertical gyro 5 degrees nose up. Pitch
command goes down.
J. Move the pitch wheel on the autopilot controller.
The pitch command goes to zero.
K. Disengage the autopilot, AP ENG turns off.
L. Return the vertical gyro to a zero pitch
attitude. Pitch command goes up. Press TCS
button and pitch command zeros.
M. Turn off HDG mode. The HDG annunciators are
turned off.
4.3 Standard Conditions for Mode Checks
A. Vertical gyro is level in pitch and roll.
B. Heading select bug set to fore lubber line.
C. Course select cursor set to fore lubber line.
D. Barometric pressure set so altimeter indicator
reads field elevation.
E. Autopilot, when engaged, has wheel and column
in neutral.
F. All modes reset (off) on the FDMS.
G. NAV HSI switch in No. 1 position.
4.4 Altitude Hold Mode (ALT)
A. Repeat step 4.3.
B. Set a simulated airspeed of 100 knots using the
pitot static test set.
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
C. Engage the autopilot. The AP ENG button is
illuminated. Select the ALT and HDG modes.
ALT and HDG annunciatorslight on the ADI.
D. Change the BARO SET Knob on the altimeter to
increase the altitude to 100 feet above field
elevation.
E. Pitch command goes down and the control column
moves forward.
F. Press TICS and pitch command goes to zero.
AP ENG button is not lighted when TCS is pressed.
Return the control column to neutral and
release TICS switch.
G. Reset BARO Set Knob for an altitude 50 feet
below present setting.
H. Pitch command goes up and the control column
moves aft.
I. Disconnect autopilot.
J. Increase the simulated airspeed to 250 knots.
The pitch command decreases to about one half
the deflection of step H after following step G.
K. Reduce the simulated airspeed to zero. Pitch
command goes up (increases).
L. Tilt the vertical gyro in a nose up direction.
The pitch command returns towards zero. Maintain
this nose up vertical gyro attitude. Within
one mintue, the pitch command returns to the
position of step 4.K.
M. Return gyro to level, wait one minute.
N. Engage autopilot. Command centers.
0. Move pitch wheel. ALT turns off.
Ground Check
Table 101 (cont) 22 12 00
Page 143
Nov 15/81

AVIONICS DIVISION
P. Select ALT.
Q. open air data circuit breaker. ALT turns off.
Close air data circuit breaker.
4.5 Vertical Speed Damping in the ALT Mode
A. Open connections 7JlB 36 and 37 on the flight
director breakout board.
B. Select ALT and HDG and AUTOPILOT ENGAGE.
C. The pitch command is zero.
D. Using the pitot static tester, simulate a
3,000 +500 foot per minute climb rate.
Pitch command deflects down and control
column moves forward.
E. Simulate a 3,000 +500 foot per minute descent.
F. Pitch command deflects up and the control
column moves aft.
G. Disengage the autopilot. Reset the ALT and
HDG modes. HDG and ALT mode annunciators on
ADI and AP ENG annunciator turn off. Restore
jumpers in JlB 36 and 37. Stop the rate of
descent.
4.6 Vertical Speed Mode (VS)
A. Repeat step 4.3.
B. Using the pitot static tester, establish a 2,000
foot per minute climb rate. Stabilize at that
rate for 15 seconds before proceeding to next
step.
C. Select the VS and HDG modes. Engage the autopilot
with the control column at neutral. VS and HDG
annunciators are turned on, and HDG and VRT
annunciators on ADI turn on.
Ground Check
Table 101 (cont) 22 12 00
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+SPE mRy MA,NTENANCE

AVIONICS DIVISION
D. Pitch command is centered and control column
remains at neutral.
E. Increase the climb rate to 2,500 feet per
minute. Pitch command moves down and control
column moves forward.
F. Press and hold TICS switch. AP ENG button is
not lighted while TCS is pressed. Pitch command
returns to zero. Return the control column to
neutral and release the TICS switch. AP ENG
button is again lighted.
G. Decrease the simulated climb rate to 1,500 feet
per minute. Pitch command moves up and control
column moves aft.
H. Disengage autopilot.
I. Increase the simulated climb rate to 2,500 fpm.
Pitch command returns to zero. Reset the VS
mode.
J. Engage the VS mode and autopilot. The VRT
annunciator on the ADI is turned on. Press the
TICS button and hold it while changing the 2,500
foot per minute climb rate to a 1,000 foot per
minute descent rate. Ten (10) seconds after
being stabilized on the 1,000 foot per minute
descent rate, release the TCS switch. The pitch
command is centered and the control column remains
at neutral.
K. Quickly tilt the vertical gyro to a 10 degree
nose up attitude. The pitch conunand initially
goes to a nose down position. Within fifteen
(15) seconds, the pitch command on the ADI returns
to zero.
L. Open the air data computer circuit breaker. The
VS mode will reset and the OFF flag appears on the
altimeter. The VRT annunciator on the ADI turns
off.
Ground Check
Tabl e 101 (cont) 22 12 00
Page 145
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AVIONICS DIVISION
M. Reset the circuit breakers the OFF flag
retracts from view Select the VS mode.
N. Disengage the autopilot. Reset the VS and
HDG modes. The VS and HDG annunciators and
AP ENG button lights are turned off. Return
the simulated altitude to field elevation.
4.7 Indicated Airspeed Mode (IAS)
A. Repeat step 4.3.
B. Simulate an airspeed of 150 knots.
C. Select the IAS and HDG modes. Engage the
autopilot with the control column in its
neutral position. The VRT and HDG mode lites
on the ADI are turned on. The AP ENG button is
lighted.
Pitch command is centered and the control column
remains at neutral.
D. Increase the simulated airspeed 10 knots.
Pitch command goes up and the control column
moves rapidly aft then continues to creep aft.
E. Move the pitch wheel on the autopilot controller
to recenter the control column. The IAS mode
is reset and the VRT mode annunciator on the
ADI is turned off.
F. Disengage the autopilot. AP ENG button is not
illuminated.
G. Select the IAS mode. VRT is annunciated on the
ADI. The pitch command is centered.
H. Decrease the simulated airspeed from 160 to 150
knots. The pitch command goes down.
Ground Check
Table 101 (cont) 22 12 00
Page 146
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+spEr Ry MAINTENANCE

AVIONICS DIVISION
I. Engage the autopilot; AP ENG, YD ENG buttons
are lighted on the autopilot controller. The
pitch command centers and the control column
remains at neutral.
J. Disengage the autopilot and all buttons on
the autopilot controller are not illuminated.
Turn off the IAS and HDG modes and their
annunciators on the ADI turn off.
4.8 Altitude Alerting
A. Repeat step 4.3.
B. Place the SET switch on the V NAV computer/controller
(VNCC) to the ALT position.
C. Using the slew knob,set 5,000 feet on the VNCC
readout.
D. Increase the simulated altitude from field
elevation at a 1,000 feet per minute rate.
E. When the simulated altitude reaches 4,000 +50
feet, the amber warning light on the altimeter
comes on. The warning horn produces a three
quarter (3/4) second beep.
P. The warning light remains on until the simulated
altitude reaches 4,750 +40 feet. Then it is
turned off.
G. The warning light remains off until the altitude
reaches 5,250 +40 feet. At that point the
warning light is turned on and the warning horn
produces a three quarter (3/4) second beep.
H. Allow the altitude to increase to 6,500 feet.
The warning light remains on. Hold the simulated
altitude at 6,500 feet.
I. Using the slew switch, set the altitude on the
VNCC to 3,000 feet. The warning light goes out.
Ground Check
Table 101 (cont) 22 12 00
Page 147
Nov 15/81
SO”,”IERRY MAINTENANCE

AVIONICS DIVISION
J. Decrease the simulated altitude at a 1,000
foot per minute rate.
K. When the simulated altitude reaches 4,000
feet ( 50), the warning light comes on and
the warning horn produces a three quarter
(3/4) second beep.
L. The warning light is turned off when the
altitude reaches 3,250 feet.
M. When the simulated altitude reaches 2,750 feet,
the warning horn produces a three quarter (3/4)
second beep and the warning light is turned on.
Allow the simulated altitude to return to
field elevation.
4.9 Altitude Preselect
A. Using the slew knob, set 5,000 feet on the VNCC.
The warning light turns off.
B. Increase the simulated altitude to produce a
1,500 foot per minute climb rate. Select the
altitude select (ALT SEL) and HDG modes.
The amber ALT SEL ARM light is turned on.
The HDG annunciator on the ADI is turned on.
Pitch command on the ADI is centered.
C. Engage the autopilot. AP ENG and YD ENG buttons
are lighted. Move the pitch wheel on the
autopilot controller. The ALT SEL ARM mode is
not reset.
D. Select the IAS mode, its button illuminates.
VRT mode on ADI is turned on. The ALT SEL ARM
mode remains engaged. Pitch command is centered.
E. When the simulated altitude reaches 4,000 feet,
the warning light is turned on and the warning
horn produces a three quarters (3/4) second beep.
Ground Check
Table 101 (cont) 22 12 00
Page 148
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+spE r ny MAINTENANCE

AVIONICS DIVISION
F. When the simulated altitude reaches approximately 4,625 feet, the
ALT SEL ARM (amber) light turns off, the ALT SEL CAP (green) light
turns on, the 1AS mode is reset and VRT annunciator on ADI remains
on. Pitch command is down and control column moves for ward.
NOTE: The ALT SEL mode captures at an altitude,
from the selected, equivalent to the
vertical speed divided by 4/min for 901 FD
5/min for 905 FD.
(i.e., 1,500 ft/min. x min = 375 ft.)
4
for 901 FD
(i.e., 1,500 ft/min. x min. = 300 ft)
for 905 FD
G. Decrease the simulated climb rate from 1,000 feet per minute to a
zero climb rate smoothly as the altitude approaches 5,000 feet to
simulate the aircraft leveling out at the altitude.
NOTE: The altitude rate must be less than 200
for 901 FD 600 for 905 FD feet per minute
when the altitude is within 40 for 901 FD
25 for 905 FD feet of the selected altitude
or the selected altitude will not be captured.
The system captures the selected altitude. Pitch command is
centered. The ALT SEL CAP green light goes out on the FDMS, VRT is
out on the ADI. ALT mode light on the FDMS and ADI is turned on.
H. Turn off ALT mode.
1. Using the slew knob, select 7,000 feet on the VNCC Establish a
1,000 feet per minute climb rate. Select ALT SEL mode. ALT SEL
ARM (amber) light on FDMS is turned on. HDG light on ADI remains
on.
J. When the altitude reaches 6,000 feet, the warning light is turned
on and the warning horn sounds for three quarters (3/4) second. At
this time, reduce the simulated rate of climb as follows:
500 feet per minute 901 FD
900 feet per minute 905 FD
(Maintain this rate as the simulated altitude passes through 7,000
feet.)
Ground Check
Table 101 (cont) 22 12 00
Page 149
Nov 15/81
+S1=Er Ry MA,NTENANCE

AVIONICS DIVISION
K. As the simulated altitude reaches approximately
6,875 feet, the ALT SEL ARM turns off and ALT
SEL CAP (green) turns on.
L. When the altitude passes through 7,000 feet, the
altitude is not captured. ALT SEL CAP remains
lighted.
M. The warning horn sounds for three quarters (3/4)
second and the warning light comes on when the
altitude increases above 7,250 feet.
N. Allow the altitude to increase to 8,000 feet,
then stop it at that point.
0. Engage autopilot. Pitch coninand is down and the
control column is forward of neutral position.
P. Move the pitch wheel on the autopilot controller.
The ALT SEL CAP mode turns off. Pitch command
returns to zero and the control column follows
the pitch wheel.
Q. Disengage autopilot.
R. Using the slew knob, select 3,000 feet on the
VNCC. Establish a 5,000 feet per minute descent
rate. Engage ALT SEL mode and the ALT SEL ARM
button is lighted. HDG mode is lighted on ADI.
S. At 4,000 feet, the warning light turns on and the
warning horn sounds for three quarters (3/4)
second. Between 4,000 and 3,750 feet, the ALT SEL
mode shall capture. Pitch command goes up.
T. Stop the altitude rate and hold the altitude at
2,750 feet. Pitch command is up and the control
column is aft. Rapidly tilt the vertical gyro
nose up to center the pitch command. The pitch
command initially centers. After about 15 seconds,
the pitch command should have returned to the fly
up position existing before the gyro was tilted
nose up.
Nov 15/81
+SPER .P.y ....’rENANCE

AVIONICS DIVISION
U. Press TCS switch. The ALT SEL CAP light remains
on and the pitch command is still up. Reset
the ALT SEL CAP mode. Return the vertical gyro
to its zero pitch position.
4.10 V NAV Mode
The basic conditions for this test are presented in
the drawing on page 46
The V NAV command if followed will place the aircraft
at 10,000 feet at a point 10 DME miles past the VOR
station. The preset climb angle to the new desired
altitude will be 3 degrees.
A. Repeat step 4.3.
B. Select the ALT position on the VNCC and use the
slew knob to set 10,000 feet.
C. Select the STAEL position and use the slew knob
to set 1,500 feet.
D. Select FRM position and use the slew knob to
set 10 miles.
E. Using the pitot static tester, simulate an altitude
of 2,500 feet.
F. Simulate a valid VOR navigation station and a
DME to the station indication.
G. Simulate a DME distance of 13.0 miles.
H. Select VANG on the VNCC. The angle displayed
should be 3 +.1 degrees.
I. Select the HDG and VNAV modes on the FDMS.
1. HDG and VRT annunciators are lighted on the ADI.
2. The VNAV ARM (amber) on the FDMS comes on
when the mode is selected. After 3 seconds,
VNAV ARM resets and VNAV CAP (green) is
turned on.
Ground Check
Table 101 (cont) 22 12 00
Page 151
Nov 15/81
@SpEr ay MAINTENANCE

AVIONICS DIVISION
I0,OCOFT.
7,500 FT
3 DEGRE
ANGLE + 10 MILE BIAS
2,500 F T
VOR STATION, 1,500 FEE”I
FT @,BcvE SEA LEVEL.
1,500 FT
SEA LEVEL
V NAV CONDITION GEOMETRY
Nov 15/81
+sp;= r ny MA,NTENANCE

AVIONICS DIVISION
3. The GS/VN annunciator on the HSI chanqes
from GS to VN. The normal glide slope
pointer on the RD 600 now displays VNAV,not
glide slope.signals. Pitch command is up.
J. Using the BARO knob on the altitude indicator,
immediately increase the altitude 100 feet. The
pitch command decreases. Vertical displacement
on the RD 600 is down.
K. Observe the pitch command on the ADI. Within
two minutes the displacement of the pitch command
goes negative and the VNOC light is illuminated
on the breakout box.
L. Using the BARO knob on the altimeter, decrease
the altitude 200 feet. Vertical displacement
pointer on HSI is up, pitch command is up.
M. Reset the VNAV mode. Select the VNAV mode.
Immediately open connection 7J1B 22
on the flight director breakout box with the
switch provided. This removes the vertical
error from the VNCC to the flight director computer.
Pitch command deflects up. Vertical displacement
is zero on the HSI.
N. Immediately establish a 540 foot per minute
climb rate using the altitude simulator. Pitch
command centers. The VNOC light is not
illuminated on the breakout box.
0. Reduce the simulated climb rate to zero. The
pitch command deflects up. The VNOC light is still
off. Approximately 45 seconds after the VNOC light comes
on, the command is centered.
P. Return the simulated altitude to 2,500 feet.
Restore the connection to 7J1B 22.
Q. At this time, VANG on the VNCC reads 3 +.1 degrees.
Reset (turn off) the VNAV mode. The VMAV CAP
button turns off and VRT annunciator on ADI turns
off.
Ground Check
Table 101 (cont) 22 12 00
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R. Using the slew knob, change the VANG on the VNCC
from 3 degrees to 4 degrees
1. Select VNAV. The VNAV ARM (amber) button
lights and HDG annunciator is lit on the ADI.
Vertical displacement on the HSI deflects
down. Pitch command is zero.
2. Slowly decrease the simulated DME range until
capture occurs at about 9 miles DME. The
VNAV ARM light turns off and VNAV CAP (green)
button is lighted. The VRT annunciator on
the ADI turns on. At capture, vertical displace
ment pointer on the HSI indicates a fly down
signal of about 1 dot. Pitch command is
centered and starts to command pitch up as
DNE decreases.
3. Stop decreasing the simulated DME at 8.0 miles.
Vertical displacement on the HSI should be
near zero. Pitch command should be deflected
up.
NOTE: It may be necessary to recycle the mode
to meet test requirements because altitude
rate washes out in a very short time.
4. Increase the simulated altitude from 2,500 feet
to 5,490 feet. Decrease the simulated DME
to 0.9 miles. Wait two minutes. Pitch command
should be near zero.
S. Simulate station passage by changing the to the
station switch on the DME simulator to the from the
station position.
NOTE: If this feature is not available, set the
selected course on the HSI 180 degrees
from the aircraft heading.
1. Observe the VNOC light on the flight director
breakout board. It goes out after simulating
VOR station passage.
Table 101 (cont)
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T. Simulate a DME distance of 9 miles. (Do not
exceed 9 miles or the VNAV problem will be
completed before testing is complete and the
problem must be set up again.)
1. Establish a climb rate of 1,000 feet per
minute.
2. When simulated altitude reaches 9,750 feet,
decrease the altitude rate so the rate
will be zero when the simulated altitude
of 10,000 feet is achieved. At 9,750 feet,
the alert light on the altimeter goes off.
3. When the altitude rate is less than 200 feet
per minute and the simulated altitude is
within 40 feet of the selected altitude,
the ALT button on the FDMS turns on. The
VRT annunciator on the ADI turns off and the
ALT annunciator turns on. The HDG annunciator
remains on, and the HSI annunciator reads GS.
U. VNCC Power (memory) Check
Insert the following information into the VNCC
in each position of the select switch, using the
slew knob.
ALT 10,000 feet
STAEL 1,500 feet
FRM 10 miles
VANG 4 degrees
Open the 115V AC circuit breaker for the flight
director. After 10 seconds, reset the circuit
breaker. Recheck each position of the select
switch on the VNCC. The data inserted above
should still be present in each position.
4.11 Heading Select Mode (HDG)
A. Repeat step 4.3.
B. Engage the autopilot with the control wheel in
neutral.
Table 1.01 (cont)
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C. Select the HDG mode on the FDMS and that button
is lighted. HDG annunciator on ADI is lighted.
D. Simulate an airspeed of 150 knots.
E. Move the heading select bug from the aircraft
heading to a 10 degree right command.
1. Control wheel rotates CW and roll command
is fly right.
2. Tilt the vertical gyro to center the roll
commands. The bank angle of the vertical
gyro shall be 10 +3 degrees, right wing down.
F. Increase the simulated airspeed to 250 knots.
The roll command moves right and the control
wheel rotates CW.
G. Increase the bank angle of the vertical gyro to
center the roll commands. The bank angle should
now be 17 +3 degrees.
H. Increase the selected heading to the 90 degree
fly right position. Roll command goes right and
the control wheel rotates r W.
I. Tilt the vertical gyro right to an attitude of
27.5 degrees. If the roll command is not
centered, adjust for center using the roll
gradient adjustment in the VG 14.
J. With gyro level, select a left heading command
of 10 degrees. The roll command is left and the
control wheel rotates CCW.
K. Tilt the vertical gyro to center the roll conunand.
The bank angle should be 17 +3 degrees with the
airspeed at 250 knots.
L. Move the turn knob out of detent on the autopilot
controller. The HDG mode is reset and the HDG
annunciator on the ADI turns off. Recenter the
turn knob. Also all modes are reset (off) on the
FDMS. Disengage the autopilot.
Table 101 (cont)
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4.12 VOR Mode WOR)
A. Repeat step 4.3.
B. Establish the following conditions.
1. Tune the pilot’s navigation receiver to the
VOR frequency of the radio simulator. Select
NAV/HSI I on the FDMS.
2. Select the VOR bearing on the simulator that
is the same as the aircraft heading.
NOTE: It may be necessary to set the compass
system to the MAN mode and position the
compass system to a heading to match the
VOR bearing of the simulator.
3. Establish a to the station indication.
4. Simulate a DINE of 25 miles.
5. Simulate an airspeed of 150 knots.
6. Select a course 90 degrees right of the
aircraft heading.
C. Select the Navigation (NAV) mode on the FDMS.
The HDG and NAV ARM (amber) buttons on the FDMS
are lighted. The HDG annunciator on the ADI is
lit.
D. Change the simulated VOR bearing to 80 degrees
right of the aircraft heading. (This is now
10 degrees less than the selected course.) The
roll command is zero.
E. Decrease the simulated VOR bearing (from 80 degrees
toward 90 degrees fly right selection) in one
degree steps at the rate of one degree per 15
seconds.
F . Measure the radio deviation signal at 7JlA 20(+) and 7JlA 21( )
when the signal decreases to 70 t2O millivolts the VOR mode is
captured. The HDG and NAV ARM buttons on the FDMS turn off and
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AVIONICS DIVISION
the NAV CAP (green) button is turned on. The HEIG annunciator on
the ADI is turned off and the NAV annnciator turns on. Roll
command should be roll right. Change the simulated VOR bearing to
the selected course. Roll command is fly right. Tilt the vertical
ro to zero the roll command. The bank angle shall be 27.5 3
3yegrees. Return the vertical gyro to wings level position.
G. Return the simulated VOR bearing to 70 degrees right of heading and
change the simulated airspeed to 250 knots. Reset the NAV mode.
H. Repeat steps C thru F except start at 70 degrees right of HDG The
capture point in step F should now be 110 30 millivolts (1 1/2
dots).
I. Return the simulated VOR bearing to 70 degrees. Change the
simulated DME to 45 miles, reset the NAV mode and repeat steps C
thru F. The capture point in step F should be 55 20 millivolts.
J. Change the bearing on the radio simulator back to the heading of
the aircraft with the course at 90’ of the heading. Decrease the
selected course until the roll command is centered. The selected
course setting should be 45 5 degrees right of the airplane
heading.
K. Return the selected course to the aircraft heading. Roll command
should center. NOTE: The OSS may light on the flight director
breakout box. If this occurs, wait about 25 seconds before
proceeding. The NAV ON COURSE (NOC) light on the flight director
breakout board should be turned on.
1. Rapidly move the selected course 2 degrees about the aircraft
heading.
NOTE: Do not allow the radio deviation to exceed
1 dot while moving the selected course
for this portion of the test.
L. The NOC light on the flight director breakout board remains on.
Table 101 (cont)
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M. Rapidly move the selected course 10 degrees to
the right of aircraft heading. (The radio
deviation will exceed 1 dot.) The NOC light on
the breakout board goes off and the over station
sensor (OSS) light comes on. At this time the
roll command only responds to the course select
input.
N. Increase the selected course to 25 degrees right
of the aircraft heading. About 20 seconds +15
or 5 seconds after the course was selected, the
OSS light on the breakout box is turned off and
the after over station sensor (AOSS) light is turned
on. Roll command responds to course error and
radio deviation.
0. Reduce the simulated airspeed to zero.
P. Select a course 10 degrees right of the aircraft
beading. Set the bearing on the radio simulator
to the same heading as the selected course,
zeroing the radio deviation. After 8 +3 seconds
the AOSS light on the breakout box turns off
and the NOClight is turned on.
0. Quickly tilt the vertical gyro to center the roll
command. The bank angle should be 12 +3 degrees.
Set the course bug to obtain zero deviation.
R. After two (2) minutes, tilt the vertical gyro
to center the roll command. The bank angle should
be 4 +2 degrees.
S. Return the vertical gyro to wings level and
reset the NAV mode.
T. Repeat B thru F using the No. 2 NAV receiver and
copilot’s HSI with the NAV/HSI switch in position
2.
4.13 R NAV Mode (R NAV)
A. Repeat step 4.3.
Ground Check
Table 101 (cont) 22 12 00
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AVIONICS DIVISION
B. Select the R NAV mode on the R NAV control ’head.
C. Use the R NAV control head to set in 000.0 for
DST, select the BRG/DST and R NAV knob position.
D. Repeat steps 4.12.B thru 4.12.F.
E. At the conclusion of this test, set the selector
switch on the R NAV control head to the VOR/LOC
or off position.
4.14 VOR Approach Mode (VAPP)
A. Repeat step 4.3.
C. Tune the navigation receiver to the frequency of
the VOR simulator and set airspeed at 150 knots.
D. Simulate a DME distance of 10 miles and confirm
that the R NAV selector switch is in the VOR/LOC
or off position.
E. Set the VOR bearing on the simulator to the
aircraft heading. Select NAV/HSI 1 on the FDMS.
F. Set the selected course 90 degrees left of the
aircraft heading. Set the course of the VOR
simulator to 70 degrees left of the aircraft
heading.
G. Select the approach (APP) mode on the FDMS The
HDG and NAV ARM (amber) buttons are lighted.
The HDG and APR annunciator on the ADI is turned
on. Roll command is zero.
H. Engage the autopilot with the control wheel in
neutral, it remains in neutral.
I. Slowly decrease (1 degree every 15 seconds) the
bearing of the radio simulator until the beam is
captured.
Ground Check
Table 101 (cont) 22 12 00
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J. The radio deviation signal is 130 +30 millivolts
(1 2/3 dots) at capture.
K. The HDG and NAV ARM lights on the FDMS turn off
and the NAV CAP (green) light is turned on.
L. HDG annunciator on ADI turns off and NAV APP
annunciator is turned on.
M. Roll comand indicates left and the control
wheel moves CCW.
N. Return the bearing of the radio simulator to
20 degrees more than the selected course.
0. Reduce the simulated DNE to 2 miles.
P. Reset the APR mode. The APR NAV light on the ADI
is turned off. Disengage the autopilot.
Q. Repeat steps G thru M.
1. The radio deviation is 150 +30 millivolts
at capture. Other operations are the same.
R. Turn of f the APR mode and autopilot. The NAV APR
light on the ADI turns off.
S. Simulate a DNE of 10 miles.
T. Select a course 30 degrees left of the aircraft
heading.
U. Set the bearing on the radio simulator to 10
degrees left of the aircraft heading. Select
APR mode.
V. Repeat steps I thru, X,only capture should occur
at 75 +20 millivolts (1 dot).
W. Change the selected course to the aircraft heading.
Change the bearing of the radio simulator to the
aircraft heading.
Table 101 (cont)
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X. Within 8 seconds, the NOC light on the flight
director breakout board is lit.
Y. Move selected course repidly left and right
of the aircraft heading. During this movement
of the selected course, do not allow the radio
deviation to exceed 75 millivolts (1 dot). The
NOC light remains on.
Z. Set the course bug to 20 degrees right of airplane
heading. Also, set the radio bearing to 20
degrees right. The OSS light is illuminated for
approximately 10 seconds, then the AOSS light
comes on in the FD breakout box.
1. Change the selected course to 10 degrees left
of the aircraft heading. Change the bearing
of the radio simulator to 10 degrees left
of the aircraft beading.
2. Turn off the APR mode.
3. Select the APR mode.
4. As soon as the NAV CAP light is illuminated
the roll command is left. Quickly (within
3 seconds of NAV CAP) tilt the vertical gyro
to center the roll command.
5. The bank angle is 6 +2 degrees. Return the
vertical gyro to wings level. Within 20
seconds, the command goes to zero.
6. Put the selected course on the aircraft heading
and adjust the radio simulator to provide a
one third (1/3) dot fly left radio deviation
command. Set the radio simulator bearing
to aircraft heading.
7. Repeat steps 4.14.X thru 4.14.Y.5.
A.A. Return the selected course to 30 degrees left
of the aircraft heading.
1. Move the bearing on the radio simulator 30
degrees right of the aircraft heading.
Table 101
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2. The NOC on the breakout board goes off and
the OSS light comes on.
3. Move the selected course left and right of
the aircraft heading and the roll command
follows the selected course. Return the
selected course to the aircraft heading.
4. Within 10 seconds, the OSS light goes off
and the AOSS light comes on.
S. Roll command goes right.
6. Quickly tilt the vertical gyro to center the
roll command. The bank angle should be
12 +4 degrees.
7. Return the vertical gyro to wings level.
After 10 seconds the AOSS light goes off and
NOC light comes on.
B. Reset the APR mode. The APR NAV 1 i qht on the
ADI turns off. The NOC light on the breakout
board turns off.
4.15 Localizer Mode (LOC)
A. Perform step 4.3.
LOC frequency of the radio simulator. Select
NAV/HSI 1 on the FDMS.
2. Simulate more than 300 millivolts fly left
localizer signal at 7JIA 20 MA 21 and more than 150
millivolts of fly up glide slope signal.
3. Set the selected course on the HSI to a 90
degree right of aircraft position.
4. Open the radio altitude less than 1,200 ft.
ground at pin 7J1B 46 on the flight director
breakout box.
Table 101 (cont)
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AVIONICS DIVISION
5. Simulate 150 knots.
C. Select the NAV mode on the FDMS The HDG, NAV ARM
(amber), buttons are lighted on the FDMS. The
HDG annunciator is lit on the ADI.
D. Slowly reduce the simulated localizer deviation
until the localizer is captured. The HDG and
NAV ARM lights on the FDMS turn off and the NAV CAP
(green) light turns on and the HDG annunciator
on the ADI goes off and the LOC annunciator comes on.
E. Increase the localizer to more than 300 millivolts
fly left. Roll command is roll right.
F. Move the selected course to the aircraft heading.
Roll command goes left. Set the selected course to
the aircraft heading. The roll command shall zero
within 40 seconds and the NOC light on the breakout
box is on.
G. Tilt the vertical gyro to zero the roll command.
The bank angle shall be 12 +3 degrees. Return
the vertical gyro to wings level.
H. Return the selected course to provide a 90 degree
right course error command and reduce the localizer
deviation to zero. Roll command goes right.
I. Tilt the vertical gyro to zero the roll command.
The bank angle shall be 12 +3 degrees. Return
the vertical gyro to wings level.
J. Move the selected course 20 degreses clockwise
from the aircraft heading.
K. Roll command moves to the right, then slowly
return to the zero command position.
L. Return the selected course to the aircraft heading.
Table 101 (cont)
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AVIONICS DIVISION
N. Roll command moves to the left then slowly
returns to the zero command position.
0. Move the selected course 20 degrees counter
clockwise from the aircraft heading.
P. Roll command moves to the left, then slowly
returns to the zero command position.
Q. Return the selected course to the aircraft
heading.
R. Roll command moves right, then slowly returns
to the zero command position.
S. Simulate an expanded localizer deviation of
one dot, left of the course pointer, main
taining zero course error.
T. The roll command immediately moves to the left
(reaches roll limit). After about 30’seconds,
the roll command deviation shall derrease to
about one half (1/2) of the initial deviation.
Increase LOC deviation to 40 MV fly left
deflection.
U. Restore the below 1,200 foot ground by rein
stalling the jumper removed from 7J1B 46 in
step B.4. The LOC II light on the breakout
box shall turn on and the roll command shall
slowly reduce until it is approximately one
half (1/2) of its original value within 4 minutes
of the LOC II light.
V. Open the circuit for the radio altimeter valid
at 7JlB 35 on the breakout box. Turn off the
NAV mode on the FDMS. The NAV CAP button turns
off and the LOC annunciator on the ADI is turned
off. Set localizer deviation to 2 dots fly right.
W. Maintain the zero course but reduce the localizer
deviation to 1/2 dot fly right.
1. Select APR on the FDMS. The NAV CAP (green)
and APR ARM (amber) buttons are lighted and
the LOC annunciator on the ADI is turned on.
Within 10 seconds, the NOC light is illuminated
on the breakout box.
Table 101 (cont)
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AVIONICS DIVISION
2. The roll command immediately moves to a fly
right command.
3. Reduce the simulated glide slope deviation
to zero. The APR ARM light goes off,and
the APR CAP light comes on. The GS
annunciator on the ADI is turned on.
4. Ten seconds after glide slope capture for 901 FDC or
twenty seconds after glide slope capture for 905 FDC,
the LOC II light on the breakout box is turned on.
5. The roll command shall slowly decrease to
approximately one half of the initial value.
6. Turn off the NAV and APR modes on the FDMS.
The LOC II light, all annunciators on the
ADI, the NAV CAP and APR CAP lights are
turned off. Return the glide slope deviation
to more than 2 dots fly up.
7. Restore the connection opened in step V.
4.16 Back Course Mode (BC)
A. Repeat step 4.3.
1. NAV/HSI 1 selected or the FDMS.
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+Spr r Ry MA,NTENANCE

AVIONICS DIVISION
2. Tune the pilot’s navigation receiver to
the localizer frequency of the radio
simulator.
3. Open the radio altitude less than 1,200 ft.
ground at pin 7JlB 46 on the flight director
breakout box.
C. Simulate a localizer deviation of 1/2 dot, left
of the course pointer, maintaining zero course
error.
1. Select the course 180 degrees from the
aircraft heading. The course pointer is
now aligned with the aft lubber line.
2. Select the back course (BC) mode on the
FDMS. The BC CAP (green) light is turned
on. The BC annunciator on the ADI is
turned on.
3. The roll command immediately moves to a
fly right command.
4. Open the circuit for the radio altimeter
valid at 7JlB 35 on the flight director
breakout box.
5. The LOC II light on the breakout box comes
on at once.
6. The roll command shall slowly decrease to
approximately one half of the initial value
within two minutes.
7. Reset the BC mode. The LOC II light, BC CAP
light and BC annunciator on the ADI all
turn off. Close the circuit for the radio
altimeter valid at 7JlB 35 on the flight
director breakout box.
4.17 Glide Slope Mode (APR)
A. Repeat step 4.3.
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@SPEFRY MAINTENANCE

AVIONICS DIVISION
1. Select NAV/HSI 1 on the FDMS.
localizer frequency of the radio simulator.
3. Simlate a radio altitude of 500’ with the control
knobon the flight director breakout box by adjusting
the voltage at 7jlB 18(+) and 7JlB 19( ) to 10.4 t
.1 V dc. Open the circuit for 7J1B 46 and 7J1B 52 on
the breakout box.
4. Simulate a localizer deviation of zero and
a glide slope fly up deviation of 2 dots.
5. The vertical mode annunciator on the HSI
displays the GS identification.
C. Select the APR mode on the FDMS.
1. The NAV CAP (green) and APR ARM (amber)
buttons are lighted on the FDMS.
2. The LOC annunciator is lighted on the ADI.
D. Engage the autopilot, with the control column
in neutral. Pitch command is zero.
1. Decrease the glide slope deviation until
the glide slope beam is captured. The
deviation is approximately 1/2 dot.
2. The APR ARM light goes off and APR CAP
(green) light comes on. The GS annunciator
on the ADI is turned on.
3. Pitch command is fly up and the control
column moves aft.
4. Disengage the autopilot and reset the APR
mode. The APR CAP and GS annunciators turn
off. Open the circuit for 7JlB 45 (altitude
rate input).
Table 101 (cont)
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E. Simulate a 2 dot fly down glide slope signal.
1. Maintain the simulated radio altitude
at 500 ft.
2. Select the APR and 1AS modes on the FDMS.
The APR ARM and 1AS buttons are lighted.
The LOC and VRT annunciators on the ADI are
lighted.
3. Reduce the glide slope deviation until the
glide slope beam is captured. The APR ARM
and IAS lights on the FDMS turn off and the
APR CAP light turns on. The LOC and GS
annunciators on the ADI are lighted.
4. Pitch command is down. Wait 10 seconds.
5. Increase the glide slope deviation to 1/2
dot fly down.
6. Quickly tilt the vertical gyro nose down to
center the pitch command. The pitch down
angle is 5 +2 degrees. The pitch command
slowly returns to a pitch down command.
Return the vertical gyro to zero pitch
attitude.
7. Turn off the APR mode on the FDMS.
8. Decrease the glide slope deviation to 1/4
dot fly down and select the APR mode. Pitch
command is fly down. Within 15 seconds the
amplitude of the pitch command should increase
in the fly down direction.
9. Reclose the circuit for 7JlB 46 on the FD
breakout box. The LOC II light on the flight
director breakout board is turned on. Within
2 minutes after engaging the LOC II mode, the
pitch command decreases to 1/3 of the
displacement existing at the beginning of this
step.
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AVIONICS DIVISION
10. Reduce the glide slope deviation to zero
Engage the autopilot with the control
column in neutral.
11. Simulate a 1/2 dot fly up glide slope
signal. The control column moves rapidly
aft then continues to creep aft. Disengage
the autopilot. Reduce the glide slope
deviation to zero. Pitch command is zero.
12. Reclose the circuit for 7JlB 45 (altitude
rate). Simulate and maintain a 1,000 foot
per minute climb rate. Pitch command is
initially fly up and after two minutes
the pitch command returns to zero.
13. Simulate and maintain a 1,000 foot per
minute descent rate. Pitch command is fly
down. After two minutes, the pitch command
returns to zero. Allow the simulated fly
down rate to continue until the simulated
barometric altitude has returned to field
elevation. Set the simulated radio altitude
to 250 ft. 5.4 t.5 V dc on the breakout box.
14. Simulate a 1 dot fly up glide slope signal.
Pitch command is fly up. Reclose the circuit
for 7J1B 52 on the breakout box. Slowly
decrease the simulated radio altitude to
110 ft. 2.@ t.25 V dc (do not go Delow ’100 ft.). ’The
pitch command should decrease to about 1/3 of the
original displacement of this step as the radio altitude
is decreased.
F. Reset the APR mode. The APR CAP light turns off
and GS annunciator on the ADI turns off and the
LOC annunciator remains lighted.
G. Simulate a glide slope deviation of 1/4 dot fly
down.
H. Open the radio altimeter valid at 7J1B 35 on the
breakout box.
Table 101 (cont)
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AVIONICS DIVISION
I. Select the APR mode on the FDMS. The APR CAP
button is lighted. The GS annunciator on the
ADI is lighted.
1. Pitch command is fly down. Within 15
seconds the amplitude of the pitch command
should increase in the fly down direction.
2. The LOC II light on the flight director
breakout board turns on with glide slope
capture. Within 2 minutes after engaging
the LOC II mode, the pitch command decreases
to about 1/3 of the deflection of step I.1.
3. Simulate a I dot fly up glide slope signal.
Pitch command is fly up.
4. Simulate a Middle Marker signal with a
Middle Marker simulator.
5. Pitch command shall decrease to about 1/3
of the value of the command in step I.2.
6. Reset all flight director modes.
Power Failure Checks
The following conditions check the effects of various
power failures by opening (pulling) appropriate
circuit breakers. Before starting, select NAV/HSI 1
on the pilot’s mode selector, NAV/HSI 2 on the
copilot’s mode selector (if dual system), and FD 1
on the flight director transfer switch (if dual
system installed). All avionic circuit breakers
should be closed unless otherwise stated.
A. Vert Gyro 1
1. Conditions: Engage autopilot, select HDG
mode on pilot’s FDMS.
2. Procedure: Open VERT GYRO I circuit breaker.
3. Results: ATT flag in view on pilot’s ADI,
autopilot disengages, pitch and roll commands
biased out of view on nilot’s ADI.
4. Reset: Close VERT GYR01 circuit breaker,
turn off autopilot OFF light by depressing I
Table 101 (cont)
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AVIONICS DIVISION
disengage switch on wheel.
B. FD I AC
1. Conditions: Select HDG and ALT modes
on pilot’s FDMS.
2. Procedure: One FD 1 AC circuit breaker.
3. Results: Both HDG and ALT modes turn off,
FD flag in view on pilot’s ADI. The VNAV
display goes blank.
4. Reset: Close FD 1 AC circuit breaker.
C. AIR DATA
1. Conditions: Select HDG and VS modes on
pilot’s FDMS.
2. Procedure: Open AIR DATA circuit breaker.
3. Results: VS mode turns off, OFF flag in view
on barometric altimeter.
4. Reset: Close AIR DATA circuit breaker.
D. AP AC
1. Conditions: Engage autopilot.
2. Procedure: Open AP AC circuit breaker.
3. Results: Autopilot disengages.
4. Reset: Close AP AC circuit breaker.
E. ADI 1
1. Conditions: Select HDG and ALT modes on
pilot’s FDMS. Confirm that HDG and ALT
annunciator lights are illuminated on
pilot’s ADI.
2. Procedure: Open ADI 1 circuit breaker.
Table 101 (coryt) Page 172
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+SPE rzRy MAINTENANCE

AVIONICS DIVISION
3. Results: Both HDG and ALT annunciators on the ADI go off but
the HDG and ALT mode lights on the FDMS remain on.
4. Reset: Close the ADI 1 circuit breaker.
F. HSI 1
1. Conditions: Simulate DME condition to display distance on
pilot’s HSI.
2. Procedure: Open HSI 1 circuit breaker.’
3. Results: HDG flag in view, DME display flagged (shutter) and
bearing pointer motors.
4. Reset: Close HSI 1 circuit breaker.
G. LH T & B
1. Conditions: Confi rm that RT flag is out of view on pilot’s
ADI.
2. Procedure: Open LH T & B circuit breaker.
3. Results: RT flag in view.
4. Reset: Close LH T & B circuit breaker.
H. VERT GYRO 2
1. Conditions: The GH 14, HZ 454, or AD 500/550 indicator is
installed on the copilot’s side. Select HOG and ALT modes on
copilot’s FDMS. Select FD 2 on flight director transfer
switch. Engage autopilot..
2. Procedure: Open the VERT GYRO 2 circuit breaker.
Ground Check
Tabl e 101 (cont) 22 12 00
Page 173
Nov 15/81
@spr r Ry MAWTENANCE

AVIONICS DIVISION
3. Result: ATT flag on ADI, autopilot disengages, pitch and roll
commands biased out of view on copilot’s ADI.
4. Reset: Close VERT GYRO 2 circuit breaker. Select FD 1 on
flight director transfer switch.
I. FD 2 AC
1. Conditions: The GH 14, HZ 454, or AD 500/550 indicator is
installed on the copilot’s side. Select HDG and ALT modes on
copilot’s FDMS.
2. Procedure: Open the FD 2 AC circuit breaker.
3. Results: Both HDG and ALT modes turn off, FD flag in view on
copilot’s ADI.
4. Reset: Close the FD 2 AC circuit breaker.
J. FD 1 DC
1. Conditions: Select HOG and ALT modes on the pilot’s FDMS.
Select an altitude on the VNAV computer to illuminate the
altitude alert light on the barometric altimeter.
2. Procedure: Open the FD 1 DC circuit breaker.
3. Results: The VNAV display will show whatever is set on the
VNAV at the time the circuit breaker is pulled. The FD flag
appears on the.pilot’s ADI. Both modes have been reset (turned
off). The alert light on the altimeter goes off.
4. Reset: Close the FD 1 circuit breaker.
K. Radio ALT
1. Conditions: Radio altimeter installed.
Table 101 (cont)
Page 174
Nov 15/81
+SPEr ay NTENANCE

AVIONICS DIVISION
2. Procedure: Open the RADIO ALT circuit
breaker.
3. Result: a) The OFF flag on the radio altimeter comes
in view. b) The radio altimeter display on the ADI
goes to dashes.
4. Reset: Close the RADIO ALT circuit breaker.
L. DIRECT GYRO 1
1. Conditions: Select HDG mode on pilot’s FDMS.
2. Procedure: Open the DIRECT GYRO 1 circuit
breaker.
3. Results: The HDG flag appears on the
pilot’s HSI. The roll command on
the pilot’s ADI is biased out of view.
4. Reset: Close the DIRECT GYRO 1 circuit
breaker.
M. AP DC
1. Condition: Engage the autopilot.
2. Procedure: Open the AP DC circuit breaker.
3. Results: The autopilot disengages, the A/P
OFF light and the ”autopilot off” warning
horn comes on for one second.
4. Reset: Close the AP DC Circuit breaker.
N. FD 2 DC
1. Condition: Dual flight directors installed.
Select HDG and ALT modes on the copilot’s FDMS.
2. Procedure: Open the FD 2 DC circuit breaker.
3. Results: The FD flag appears on the copilot’s
ADI. Both modes have been turned off.
4. Reset: Close the FD 2 DC circuit breaker.
Table 101 (cont)
Page 175
Nov 15/81
@SPEPRY MAINTENANCE
FL GHT SYSTEMS MANUAL

AVIONICS DIVISION
0. DIRECT GYRO 2
1. Condition: Dual flight directors not
installed.
breaker.
3. Results: The HDG flag appears onthe copilot’s
HSI.
breaker.
5. Condition: Dual flight directors installed.
Select the HDG mode on the copilot’s FDMS.
breaker.
7. Results: The HDG flag appears on the copilot’s
HSI and the roll command on the copilot’s
ADI is biased from view.
breaker.
6. Gyro Leveling Check
NOTE: This test should be performed after all other
tests are completed.
1. Level the aircraft in roll and set it for a
2 degree +1 degree nose up pitch attitude.
2. Secure the pilots VG 14 in its mount. Turn
on SPZ 500C system power.
3. The pilot’s ADI indicates a zero pitch and
wings level attitude, t1.5 degrees.
4. Pilot’s ADI inclinometer is centered.
5. If it is not centered, move the leveling
adjustment on the inclinometer to center the
inclinometer indication
Table 101 (cont)
Page 176
Nov 15/81
+SPE RZZY MA,NTENANCE

AVIONICS DIVISION
6. With the vertical gyro that provides the
attitude reference to the copilot’s ADI
secured in its mount, the copilot’s ADI
indicates a zero vitch and wings level
attitude, t1.5 degrees.
7. Copilot’s ADI inclinometer is centered.
8. If it is not centered, move the leveling
adjustment on the inclinometer to center
the inclinometer indication.
9. Turn off SPZ 500C system power.
Tabl e 101 (cont)
Page 177
Nov 15/81
+SPEFRY MAWENANCE

AVIONICS DIVISION
APPENDIX A
Special Test Equipment Requirements
The schematic drawing for the Z 500 flight director
computer breakout box is shown on the following page. The
connector part numbers for the breakout box and extension
cables are listed in the table below.
Item Connector PIN’s
Z 500 Breakout Box DPX2MA 106P 106P 33B 030
DIMMA 106S 106S 34B 031
VG 14 Extension Cable PT02E22 55FrY(001)
PT 08E25 55SY
C 14D Extension Cable MS3126F 20 41S(SR)
MS3112E 20 41P
GH 14 Extension Cable PT06E 20 41PW(SR)
PT01E 20 41SW(SR)
Nov 15/81
+SPEFRY AINTENANCE

AVIONICS DIVISION
j1A 80 P1B 18 Zj1B 18
NOC LOGIC PlA 80 RADIO
ALT P113 119
NOC JiB 119
J1A 1
ID SIG GND P1A 1
iiA 79
OSS LOGIC PlA 79
Oss
R3
AAAr 28 VDC
750 Q
R1
AOSS LOGIC PlA 81 J1A 81 2K
R2
AOSS FT RADIO
40 47 12
ALT
10
JIA 78 R11 21K TEN TURN POT. WITH DIAL CALIBRATED IN FT RADIO ALT
LOC 11 LOGIC PlA 78 0 TO 1K FT
LOC 11 J1 CONN PIN PI CONN PIN
(NOTE 6)
100K
GSOC+10LOGIC PlB 97 G J1B 97 NOTES;
1. ALL TRANSISTORS 2IN3700 SPN 2500264 22
2. ALL LAMPS 327 28V
3. ALL RESISTORS 1/2 WATT 5% (MATES)
GSOC 4. CONNECTORS
J1A and JIB DPX2MA 106S 106S 34B 031 (WITH AIRCRAFT)
PiA and P1B DPX2MA 106P 106P 33B 030 (WITH COMPUTER)
5. SYMBOL /@ DENOTES PLUG TO OPEN CIRCUIT
10 6. ALL REMAINING CONNECTOR PINS ARE
WIRED ONE TO ONE WITH A PLUG TO
JiB 100 OPEN CIRCUIT OR ALLOW FOR VOLTAGE
VNOC LOGIC PlB 100 < MEASUREMENTS.
VNOC
L V@
11011
28 VDC P1B 4 J18A
jj*@@ JIA 11 REF I.D. 30407 132
LAMP GND PiA 111
Ground Check
Table 101 (cont) 22 12 00
Page 179/180
Nov 15/81
+srzr=r zRy MAINTENANCE

AVIONICS DIVISION
TROUBLESHOOTING
1. General
This section provides interconnect diagrams (figure 202), flight director mode
flow diagrams (figure 203), and autopilot engage interlocks diagram
(figure 204) as aids in troubleshooting the system should any failure appear
during GROUND CHECK.
2. Troubleshooting
When the system fails any step of the ground check (table 101), refer to the
flight director mode flow diagram (figure 203), autopilot engage interlocks
diagram (figure 204), or the autopilot block diagram (section 1, figures 28,
29, or 30) that is associated with the applicable ground check step. These
diagrams will aid in identifying the components and interconnect wiring
involved for that step. Also, interconnect diagrams (figure 202) can be used
as aids in isolating the faulty component.
A suspected faulty component can be further verified by using the Sperry
Systems Troubleshooter/Interface, if available, and performing the applicable
Component Procedure.
NOTICE
Table 201, pages 203 and 204, and figure 201,
pages 205 thru 274, were deleted at reprint
No. 5 of this manual .
22 12 00
Page 201/202
Nov 15/81
+SPEF:ny MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
C 7
VGI;14 V RTI AL GYRO
40 I808.,0 I iii
TEST POINT A
PWR GND 8 2q_
115VAC400 Hz INPUT C 22
FIG 42
24
27 V .. i IJI HH
26VAC 400 Hz CUT PUT E 20 3A 20
5 V 400 Hz OUTPUT F 22 NC
EXTERNAL PECO CONTROL IGND) G NC
RECOCONTROL H 24
RECO CONTHOL i 24
PECO CONTROL K
CHASSIS GND L
PECO, CONT ROL M
NC N NC
ALITOPILOT ATTITUDE VALID W P 24 Oils 33
NO R
FIG43
FAST ERECT
SPARES T SWITCH
Si
EXTERNAL FAST ERECT CMD V 24 =3.
IN
X
y
SPARES
TEST POINT
TEST POINT d
e
f
SPAR ES 4
h
RE F 10 2405 I R2
VG 114 Vertical Gyro Interconnect
Interconnect Diagram 22 12 00
Page 275
Jun 1/78
S pr=r,Ry MAINTENANCE

AVIONICS DIVISION
VG I
4 VERTICAL GYRO
4001808 901
24
RECOGNDOUTPUT 6’IGND) NC
24
PECO, GNO OUTPUT NC
EXTERNAL RECO CONTROL 24 NC
24 T
y P 3JI 27
ROLL ATTITUDE x q 24 3.11 26
24
z I j 3,11 2P
24
7JIA 15
ROLL F/D 24
200 MV/DEG C 24
C u
ROLL TO RADAR C
50 MV/CEG H TO RADAR
y 3JI 30
PITCH ATTITUDE X y 24 606 3JI 29
200 MV/DEG 24
3A 31
24 T
C AA 7J B 28
PITCH TO F/D C @B 24 FIIG 4 3
24 7JIB 27
C cc 24 FIG 4 3
PITCH TO RADAR H DD No TO RADAR
50 MVIDEG C EE 24
24 3,11 10
W GG
ATTITUDE VALID k C FF M A 19
24
NO H Iii D
IF E10 24092 R 2
Interconnect Diagram
Figure 202 (Sheet 2) 22 12 00
Page 276
Jun 1/78
SpEr.,7@ A
.Ry M INTENANCE
AVIONICS DIVISION
rRD 600
HORIZONTAL 11TUATIONGINDICATOR 2JI 24
BEARIN COMMON Z I EK]
24
NAV BEARING X 2 EE@2J2 28
(Y 3 24 2J2 29
BEARING POINTER DEMOD REF H 4 24 0 TO ADFlNAV
24 RECEIVER PWP
26 VAC 400 Hz C 5
A 6 24 kw
24
24
C a
24
CRS RESOLVER E 10 24 w TO NAV RECEIVER
24
G 12 24
H 13 22
14
SPARES 15
16
X 17 24 T
F621 2JI 48
SELECTED CRS CT y 18 24 2,11 49
Z 19 24 2JI 50
COURSE ERROR C H 20 24 P FIG 4 3
(300 MV/DEG@ C 21 24 FIG 4 3
22
23
24
SPARESi 25
26
27 24 T
x 28 631 L
HEADING INPUT Y 29 24 6.11 M
Z 30 24 6Jl K
24
HEADING POWER H 31 F104 6.11 k
24
DME VALID @28 VDC 32 TO DM E
SPARE 33
24
VNiGS MODE ANN 34
+28 V FOR GS 35 24 FIG 4 3
HOG VALID INPUT 28 V 36 24 6JI e
REF 10 24093 R2
RD 600 HSI Interconnect
Figure 202 (Sheet 3) 22 12 00
Page 277
Jun 1/78
=C PEr,Ry MAINTENANCE

AVIONICS DIVISION
A D R6, 0
Ho ?
ZO NTAL SITUATION INDICATOR 2JI
HOG VALID OUTPUT 37 24 FIG 4 3
VERT DEV:AT:ON VALID 28 V 38 24 FIG 43
COURSE DEV AT ON VALID @28 V 39 24 NAV REC
24
DME VALID COMMON 40
ALERT LIGHT (28 V DCJ + 41 24 7JIA8
42 24 @342 TO R NAV ALERT GND
ADF BEARING X 43 TO ADF
y 44 RECEIVER
HOG TRANS EXC H 41 7.11B5
26 VAC C 46
CHASSIS GND 47 ;)7 ‘1 T 2.11 17
X 48 2,12 21 2il 18
HEADING TRANSMITTER Y 49 2.12 22
z 50 2,11 19
SERVO POWER ( H 51
26V, 4DO H, C 52
SPARE 53
SPARE 54
SPARE 55
REF ID 24094 RI
Figure 202 (Sheet 4) 22 12 00
Page 278
Jun 1/78
MAINTENANCE
+sTar=r.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
[PD,
H@6100
R ZO, TAL SITUATION INDICATOR 2.12
IO FROM 200 OHMS 124
I+ TO) 224
COURSE DEVIATION I K OHMS 324 TO NAV HEr,
I DEFLECTS FIT) 424
VERT DEVIATION 1 K OHMS 524 r
L VERT DEVIATION
E+ DEFLECTS UP) 624 TO FIG 43
HOG SL EW INPUT I+ CW) 724
VERT DEVIATION VAL ID COMMON 824
+10 924
10 REMOTE HOG SLEW
HOG SLEW CIRCUIT
SWITCH POWER
24
L 10 2 I
13
’4
IS
16
SPARES 17
is
1:
2
X 21 2.11 48
SELECTED HOG CT Y 22 2.11 49
Z 23 2.11 50
24 T
HOG ERROR H 25 FIG 4 3
300 MV/DEG C 26 FIG 4.3
27 P
x2 2.11 2
y 2:
Z 30
FIDGCOMPARITOR H 31
SYNCHRO SIN
C 32
Bl;’,RINC FROM VIR 30
H 33 10
Os C 34
COURSE DEVIATION VALID COMMON 35
REF tD 24095 R2
RD 600 hS] Interconnect
Figure 202 (Sheet 5) 22 12 00
Page 279
Jun 1/78
S@pr=r,Ry MAINTENANCE

AVIONICS DIVISION
RD 600
H0@R IZO NTAL SITUATION INDICATOR 2J2
0 5 V INST LIGHTING H 37 22 So 0 5 VAC LIGHTING CONTROL
(C 38 22
HOG VALID rOMMON 39 24 100
DISTANCE DISPLAY POWER ( H 40
26 VAC 400 Hz C 41
SPARE 42 100
SPARE 43
RN MODE ANN 44 FIG 42
(+28 VDC) 45 FIG 4 3
46
TUNED TO LOC GN 0 47 TO NAV REC
48
49
H 50 P
WORD SYNC
C 51
DME H 52
DISTANCE CLOCK C TO DME
DATA H 54
c 5’
RE F 10 24096 H 2
Figure 202 (Sheet 6) 22 12 00
Page 280
Jun 1/78
MAINTENANCE
+ SP Er Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
@O
FAD ;0W OR AD 0
ATTITUDE DIRECTOR INDICATOR 311
X I
Y 2
Z 3
PITCH COMPARITOR COS H 4 NC
SYNCHRO
C 5
H 6
SIN
SPARE 8
SPARE 9
ATTITUDE VALID +28 V 10 24 IJ1 GG
TUNED TO LOC GND il FIG 4 3
H 12
COS C 13
H 14
ROLL COMPARITOR SIN I
SYNCHRO C 5 NC
x 16
Y 17
Z 18
SPARE 19 j
ATTITUDE POWER ( H 211 1.11 E
26 V 400 Hz C 21 1 0 0
SPARE 22
ANNUNCIATOR P11IR ( H 23 FIG42
26 V 400 Hz
.C 24
ANNUNCIATOR TEST OUTPUT 25 T326 7,’lA E4
2. T Ilil f
X 26 131 q
ROLL DATA Y 27 124 1.11 p
INPUT 24
[.0
Z 28 ljl ,
x 29 24 T ljl y
60,
24
PITCH ATTITUDE Y 30 F606 ljl..
INPUT
24 1.11 z
REF ID 24097 F3
AD 300D or AD 600 ADI Interconnect
Figure 202 (Sheet 7) 22 12 00
Page 281
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
AD 3 0 P;t ACD@06 0 0
00@
A TTI 7LIDE D I E aINDICATO R 1312
SPARE I NC
24
FLIGHT DIRECTOR VALID +28 V 2 24 7JIB47
(+ 3
SPARE 4 24 NC
RADIO ALT VALID +28 V 5 20JI Y
SPARE 6 NC
LOC VALID +28 V 7 24 FIG 4 3
SPAR E 8 NC
MACH + IAS ANN GND 9 24 7.118 65
VS + APS ANN GND 10 24 7.118 63
24
V NAV CAP ANN GND 1 1 7JlB 74
SPARE 12 NC
24
RADIO ALTITUDE + 13 2OJ1 X
(10 K LOAD) 14 24 20JI N
24
SPEED COMMAND I K LOAD IDEFLECTS UPI 15 TO SPEED COMM
2 0 2 MA FULL SCALE 16 24 SYSTEM
+28 V FD ANN POWER 17 24 7JlA S
24
GLIDE SLOPE DEVIATION + is
(DEFLECTS UP; 100011) 24 11 FIG 4 I
19
20 24 FIG 4 3
GLIDE SLOPE VALID 28 V 24
21
SPARE 22 NC
24 P
FD PITCH COMMAND + 23 7JIB 30
(DEFLECTS UP) 24 7JIB 31
FD ROLL COMMAND 25 24 7.11A 29
(DEFLECTS FIT) 26 24 711 A 30
SPARE 27 NC
24
ALT ANN GND 28 7JIB 75
29 24
HOG ANN GND 24 [3@08 7AA 71
NAV CAP QTT L ANN GND 30 7JlA 65
SPARE 31 NC
24 P
RATE OF TURN 32 15JI 4
(DEFLECTS FIT) 33 24
24
35 24 FIG43
LOC EVIATION + 34 FIG 4 3
(DEFLECTS LEFTI
C.Ass.s G
RE F I 0 24098 RI
AD 300D or AD 600 ADI ’L nterconnect
Figure 202 (Sheet 8) 22 12 00
Page 282
Jun 1/78
MAINTENANCE
+ spEse:zy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
AD 300D OR Ar, 600
ATTITUDE DIRECTOR INDICATOR 3,12
26 VAC INPUT 37 RATEOFTURNPOWER
RT VALID (4 5 VDC) 38 15J1 7
SPARE 39 NC
SPEED COMMAND + 40 24 TOSPEED
VALID +28 V 41 24 100 COMM SYSTEM
SPARE 42
SPARE 43
REV CRS +28 V 44 24
7JIA.75
SPARE 45
NAV CAP* TTL ANN GND 46 24
339 7JIA 66
VOR APP ANN GNO 47 r 340 7.11A 76
APP CAP ANN GND 48 7.1113 70
SPARE 49
TO 0 5 VAC LIGHTING
0 5 V LIGHTING POWER ( H 50 WNIKUL
C 51
FE) ANN POWER ONO 52
REV CRS ANN GND 53 313 7,11A 67
DH ANN GND 54 351 2031 F
GAANNGND V
I 7.1 1 B 68 REF 1.0 29529
AD 300D or AD 600 ADI Interconnect
Figure 202 (Sheet 9) 22 12 00
Page 283
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
_UX V I
FL LVE
2594484 4.11 T
ZA 24 5.11 A
FV STATOR XB 24
I I 5JI B
YC 24 ! , 5.11 C
26 V 400 Hz CD 24
24 6.11 S
HE 110
5JI D
SHIELD GND F 24
__j
;SAT
r DJAL REMOTE COMPE OR
2 593 37 9 001 5.11
T
24 I . ’ I
ZA 629 4.11 A
24
FROM FLUX VALVE X8 4J1 B
YC 24 4.11 C
24 6.11 S
26 V 400 Hz D
PWR GND E 24 4.11 E
SHIELD GND F 24
SPARE G T
XH 24 6J1 R
FLUX VALVE OUTPUT yi 24 6JI N
ZK 24 6,11 P
CHASSIS GND L 24
M
N NOTE: SHIELDS ON THIS SHEET
ARE NOT TIED TO
P AIRCRAFT GROUND.
R SHIELDS MUST BE
SPARES INSULATED FROM
S AIRCRAFT STRUCTURE.
T
U
V
REF 10 24100 R1
Flux Valve and Dual Remote Compensator Interconnect
Figure 202 (Sheet 10)
Page 284
Jun 1/78
MAINTENANCE
+ Sl=Er.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
F c 14D DIRECTIONAL GYRO 6.11
T
AC POWER GND A 12 GE
28 VDC GND B 22
+28VDC INPUT C 22 FIG42
SPARE D
FREE SLAVE SW E 24 333
FREESLAVE
SPARE F 0 SWITCH S3
FREE SLAVE SW G 24 F33@
HDG NO. 1 ROTOR H H 22 6JI k FREE
26 V 400 Hz C j 22
Z K 24 2JI 30
HDG NO. I STATOR X L 24 2,11 28
Y M 24 2JI 29
Y N 24 *T 5jI_j
FLUX VALVE Z P 24 SJ1 K
X R 24 5ii H
26 VAC FLUX VALVE EX S 22 4.11 E
SPARE T 5,11 D
24 SYNC ANNUNCIATOR
U SPERRY PN
ANNUNCIATOR ( 24 250314a 2
V
5 VAC OUTPUT W NC
H X 22 1OJ18 7
HOG NO. 2 ROTOR ( C Y 22
Z Z
HOG NO. 2 STATOR X FIG 4 3
Y
NC c
INTERLOCK NO. I No d 22 FIG 4 2
C 0 22 2J 1 36
F LU X VAL V E SH I E L D I 24
CHASSIS GND 9 22
C h 24 IOJIB 28
APINTERLOCK NC I
NO j 24 FIG 4 3
26 VAC OUTPUT 20 VA MAX H k 22 6.11 H
a 24
MANUAL SYNC
SYNC SWITCH IN n 24 SWITCH S4
24
+ P
q
SPARES’
REF ID 24 101 R3
C 14D DG Interconnect
Figure 202 (Sheet 11) 22 12 00
Page 285
Jun 1/78
AINTENANCE
+sprcr.Ry mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
GHT CTOR PUTE ’
IT L I DIRE COM It 7A,
SIGNAL GND 1
+V OUTPUT 2.22
SPARE 3
SPARE 4 7JIS 32
V OUTPUT 5 7.11 A 31
SPARE G 7JIS 29
SPARE 7 18.11 f
a22 2.11 41
3J2 17
+28 V ANN POWER OUTPUT 22 F 11 3 8jl+C
022
DC ANN GNO 22
SPARE !2
SPARE 13
( H 14 24 ljl U
ROLL ATT 24 ljl :
24
+28 VOLTS NAV VALID 16 FIG 4 3
INS/R NAV COMMAND ( H 17 NG
CIEl NC
+28 VG VALID 19 24 319 1JI GG
24
NAV/LOC RADIO DEV 20 FIG 4 3
(+ AC RIGHT OF REAM CTR) 21 24
TUNED TO LOC GND 22 24 FIG 4 3
24
+28 HOG VALID 23 324 FIG 4+3
24
SPARES 25
26
+28 V INSIR NAV MODE 27 NC
ROLL AP COMMAND 28 24 I I 10JIA 18
ROLL FD COMMAND +29 24 3J2 25
30 24 3.12 2C
SIAS OUT OF VIEW 31 24 7JIA.5
C + 32 24 P r
DME DIST 40 MVIM TO CMEIR NAV
24
33
.28 V DME VALID 34 24 3W9 TO DME
24
HOG ERROR .3 VIDEG 35 T616 FIG4 3
HOG ERROR.2 VIDEG 36 24 FIG 4 3
OMMON @F
HDG AND CPS ERROR C 1 8 FIG43
REF LO 2953D
Flight Director Computer Interconnect
Figure 202 (Sheet 12) 22 12 00
Page 286
Jun 1/78
MAINTENANCE
+ sprcrqmy MAWAL
FLIGHT SYSTEMS
AVIONICS DIVISION
r.L,;HT DIRECTOR COMPUTER
7.11A
+28 V TCS SEL 38 24 FIG 4 1
SPARE 39 24 FIG 4.3
CRS ERROR.3 V/CEG 40
CRS ERROR.2 VIDEG 41 24 FIG 4 3
+28 V ADC VALID 42 24 9,11 12
AIRSPEED INPUT 43 24 ail 64
ALTITUDE INPUT 44 24 gil 63
45
+28 V AP ENGAGE 46 24 110.11 B 1 1
24
R NAV MODE GND INPUT 47 24 FIG 4 3
R NAV APP MODE GND INPUT 48
24
+28 V TK DETENT 49 IH
L
DME TUNED TO NAV GND 50 24 SEE FIG 43
TAS OUTPUT 51 NC
+28 V TAS VALID INPUT 52 24 ail 12
SPARE 53
LAMP TEST GND 54 24 3.1 I 25
HOG SEL INPUT 55 24 343 8jl q
NAV SE L IN PUT 56 24 ail .
REV CRS SEL INPUT 57 24 ail I
24
FD OFF SEL INPUT 58 13JI N
SPARE 59
Hi 60
ROLL PTR GAIN SELECT LO 61
’NOTE) COMM 62 24
SPARES (63
64
NAV CAP* TTL GND 65 24 3J2 30
NAV CAP TTL GND 66 24 3J2 46 3U2.53
24
REV CRS CAP GND 67
REV CRS ARM GND 68 24 ail I 9JI k
24
SBY GND 69 F3.1 10,1113 26
PITCH MODE GND 70 NC ail,
24
HOG MODE GND 71
SPARE 72 W2 29
NAV ARM GND 73 24 ail
NAV CAP GND 74 24
REF ID 24103 RI
NOTE: ROLL P@R GAIN SELECT
Pins 6@ and 62 are for 5 inch indicators.
P4ns 61 and 62 are tor 4 inch indicators.
Figure 202 (Sheet 13) 22 12 00
Page 287
Jun 1/78
’Snpr= rRy MAINTENANCE

AVIONICS DIVISION
I .7
r 7 GHT DIRECTOR COMPUTER
7JIk FIG 4 3
+28 V REV CRS OUTPUT 75 24 3J2 44
VOR APP GND 76 24 3.2 47
LATERAL MODE 77 24 IGJIB 37
LOC If I EST PI 78
OSS TEST PT 79
NOC TEST PT 80
AOSS TEST PT 81
TEST PT 82
TEST PT 83
SPARE 84
85
86
RESERVED
87
VAPP SEL :98 7.118 53
90
91
SPARES
92
93
94
95
96
97
9
9:
SPARES ’Do
I01
102
03
’104
05
”06
REF ID 24104 RI
Flight Director Compui cr Interconnect
Page 288
Jun 1/78
+ SPE stnRy MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
GHT DIRECTOR COMPUTER
7.118
H 1 22 FIG.42
115 VAC 400 Hz (C 2 22
+28V INPUT NO. 1 3 22 FIG. 4 2
+28V INPUT NO. 2 4 FIG. 4 2
+26 VAC OUTPUT 5 2J1 45
SPARE 6
+28 V GS VALID 7 24
L30:2 I FIG 4 3
24
+28V V NAV VALID 9 FIG 4 3
CHASSIS GND 10 22
PITCH PT R
GAIN EL (Co LO 12
24
(NOTES) mm 13
V NAV DEVIATION + 14 24 *P 16JI 28
(VERR AC BELOW ANGLE) C 15 24 16,11 27
GLIDESLOPEDEVIATION + 16 24 FIG 4 3
J+ . AC BELOW BEAM) 17 24 FIG 4 3
Is 24 19JI x
RADIO ALT 19 24 19.11 N
SPARE 20
NORMAL ACCEL 21
DC PRESE LECT ERROR + 22 24 16JI 25
23
24
ALT ERROR ’ 1000 FT GND 24 101 20
V NAV MODE G ND 24 FIG 4 3
25
AC PRESELECT ERROR 26 16.11 6
PITCH ATTITUDE H 27 24 1 1 tP 4 608 Iii cc
24 11.11 AA
(C 28
SIAS OUT OF VIEW 29 24 7.11A 5
30 24 638 3.12 23
FD PITCH CMD C 31 24 350 K
3.12 24
GO AROUND SIAS 32 24 112 WATT 7.11A 2
33 24 4 658 10JIA 23
ADCCOMMANDTOAP 24
C 34 10JIA 25
428V RADIO ALT VALID 5 ’4 20JI Y
24
HOLDERROR ,E , t 9.11 32
FROM ADC 3, 2
9J 1 33
REF ID 24405 R3
NOTE: PITCH PTR GAIN SIL
Pins 11 and 13 are tot 5 inch indicators.
Pins 12 and 13 are @or 4 inch indicators.
Flight Director (computer Interconnect
Page 289
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
FLIGHT DIRECTOR COMPUTER 7.118
28V APS VALID 38 24 16J 1 .23
24
TO/FROM NULL GND 39 16JI 24
IVV OUTPUT 40 NC
MODE SELECT RETURN 41 22 Bil F
24 10JIA 20
GS DISP COMM TO AP 42
GS I NT COMM TO AP 43 24 653 l0JlA 22
ALT RATE NO. 1 0.5 V/1 K FT/MIN 44 9JI 65
ALT RATE @2 45 9i 1 65
1200 FT RA GND 46 24 20J I U
428V FDC VALID 47 24 3,12.2
LOW LEVEL FDC VALID 48 NC
PITCH WHEEL MOVED 49 24 10.11A.33
+28V NAV LIGHTS ON 50 28V FIG. 4 2
SPARE 51 7JlA 89
250 FT RA GND 52
APPSELECTINPUT 53 24 oil f
GA SELECT INPUT 54 24 GA SWITCH FIG. 4 1
0 28V LIGHTING CONTROL INPUT 24 8J1 L
ALT HOLD SEL INPUT 56 24 SJ1 a
IAS HOLD SE L INPUT 5 7 24 8jl W
VS HOLD SE L INPUT 58 24 oil Y
MACH HOLD SEL INPUT 59 24
APSSELINPUT 60 8JI C
V NAV SEL INPUT 61 24 oil R
ALT HOLD AND V/S COMP GND 62 24 3,12 10
V/S MODE GNO TO AP 63
ALI MODE GND TO AP 64 24 10.11B 38
24
IAS + MACH GNO TO AP E5 10JIS 40
QALTGND 66 NC
GND 67 24 NC
GAGND 68 3,12 55
APP ARM GND 69 24 sjl g r 3J2 48
APP CAP GND 70 24 10JIB 21
APS ARM GND 71 24 8J 1 A SJI h
APS CAP GN D 72 24 8.114
V NAV ARM GNO 73 24 8il S 8,11 T
V NAV CAP GND 74 24 3J2 11
RFF ID 24106 R3
Page 290
Jun 1/78
MAINTENANCE
+ sp r= r Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
FLIGHT DIRECTOR COMPUTER 7JI0
ALT HOLD GINO 75 24 3J2 28
V/S HOLD GND 76 24 BJI b Si I z
1AS HOLD GND 77 24 ail x
MACH HOLD GND 78 NC
SPEED COMMAND GND 79 NC
MIDDLE MARKER 80 24 F372 FIG43
ALT HOLD @Y N C TO ADC 81 9JI 31
V/S HOLD PY NC TO ADC 82 24 9.11 34
MACH HOLD 0 S YVC TO ADC 83 24 NC
IAS HOLD 0 § Y kC TO ADC 84 EKF 9.11 35
85
6
:7
RESERVED 88
89
90
91
92
93
SPARES 94
95
96
GSOC: 10 TEST PT 97
V NAV CMD TEST PT 98
FLARE ZENER TEST PT 99
EXT GNO NO. 2 100
VNOC TEST PT 101
ONO FOR ALT ALERTER 102
10 V REF 103
SPARE 104
NORM. ACCEL. TEST PT 105
SPARE
REF ID 24107 R3
Figure 202 (Sheet 17) 22 12 00
Page 291
Jun 1/78
MAINTENANCE
+ SP Esny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
FD/AP MODE SELECTOR ail
0 5V LIGHTING CONTROL A 22 No LIGHTING CONTROL
LIGHTING GND B 22 10
28VDC MODE ANN POWER C 22 7.1 IA 9 +28 V
CHASSIS ONO 0 22 PA
4V POWER FROM FDC E 22 /* 7.11A 2
MODE SELECT RETURN F 22 7J 18 41 PILOT’S
NAV
G SWITCHING
SPACE H RELAY
NAV SWITCHING GND J 22 n
DIMCONTROL I K 22 FIG 4.2 y
(WIPER L 24 7.118 55
POWER GND M 22
FD OFF SELECT N 24 7.11A 58
NAV I REMOTE GNO PI 24 NAV1
V NAV SELECT R 24 Ea 7.11B 61 C
V NAV ARM GND S 24 pi 7JlB 73
V NAV CAP GND T 7JIB 74
NAV 2 REMOTE GND U 24
SPARE V OTHER
OAS SELECT IN 24 7JIB, 57 CONTACTS
FIG 4.3
IASGND X 24
114 7.11877
VS SEL Y 24
F 354 7JIB 58
VSGND Z 24 7.1 16 76
ALT SEL 24 7.1113 56
ALT GND b 24 7.118 75
APS SE L c 24 7AB 60
APS ARM GNC) d 24 7.118 71
APS CAP GND e 24 358 7JIB 72
APR SELECT f 24 7JIB 53
APR ARM GNO g 24 7JIB 69
APR CAP GNO h 24 7.1113 70
BC SEL I 24 7J1 A 57
EC ARM GND I 24 7.11A 68
SC CAP GND k 24 7.11 A 67
NAV SE L 24 j 1 44 7.11A 56
NAV ARM GNO 24 322 7A A 73
NA CAP GN 24 7JIA74
RE F ID 24108 R2
Figure 202 (Sheet 18) 22 12 00
Page 292
Jun 1/78
MAINTENANCE
+SPEF:ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
/AP MODE SELECTOR
ail 24
HDGSEL Q 7JIA 55
HDG .. 11 ar 7.11A 71
SPARE
SPARE
REF 10 24109 R2
Flight Director Computer InE:erconnect
Figure 202 (Sheet 19) 22 12 00
Page 293
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS OlVISION
A I11 DATA CONIPUIIR
I ail 22 16JI 38
26 VAC 400 Ha OUTPUT H ’ EH@ I&JIE
C 2 22 16JI 39
H 3 22 FIG 4 2 I&Jl F
115 VAC 400 Hz INPUT C 4 22
24 100
SIGNAL 5
COARSE ALT
NO. 1 +15 V 8 E F 6 24 18,11 R
24
RETURN 7 I8jI P
SIN 8 24 18il U
FINE ALT 24
NO. I COS 9 I Si IV
RETURN 1 024
la i 1 W
CHASSIS GNO 11 :5I7 16J1.36
+28 V ADC VALID 12 24 1 7,11 A 42
SPARE 13 19JI a
7JIA 52
SPARE 14
SIGNAL ND, 15 22 C6.11A 42
C6JlA 52
82 16
ALTITUDE
B4 17 ALERT 14ORN
Cl 18
C2 19
ALTITUDE Al 20 I A
ENCODING
A2 21 Do
A4 22 IIP
81 23
C4 24
SPARE 25
SPARE 26
ALT ENCODING 04 27
ALI ENCODING COMMON 28 To TRANSPONDER
PREASS:GNED 29 NC
PREASS GNED 30 NC
r
ALT HOLD ENG GNO 31 24 1 7771 7,11B 81
24 P I
HOLD OUTPUT H 32 24 ED 7.11B 36
NO. I ( L 33 24 7JIS 37
VERT SPEED HOLD ENG GNO 3 1 F;q 7JIB 82
AIRSPEED HOLD ENG GND 35 7JlB 84
PREASSIGNED 36 NC,
SLEW ENGAGE 37 NC
REF I.D. 29531
Air Data Computer Interconnect
Figure 202 (Sheet 20) 22 12 00
Page 294
Jun 1178
ST.*Er,
.Ry MAINTENANCE
AVIONICS DIVISION
Al; DA7A C@Mpt.,MR
No., ..SL1.C0NTII.L 38 N(;
LD REF OUTPUT 39 CHI NC
ALT HOLD ENG GNO 40 24 EH) Cfij1R 81
H 41 24 P C6J1B 36
HOLD OUTPUT
( L 42 C6JIB 37
VERT SPEED HOLD ENG 43 24 C6,11 B 82
NO. 2 AIRSPEED HOLD ENG 44 24 C6.1113 84
PREASSIGNED 45
SLEW ENGAGE 46 NC
SLEW CONTROL INPUT 47
HOLD RE r 48
T
SIN 0 49 16.11 40
r
FINE ALT t COCOS,, 50
NO.2 16JI 41
MMON 51 16.11 42
T
COARSE SIGNAL 52 16.11 37
ALT NO 2 15 V REF 53 16.11 14
GNO 54 16JI 15
SPARE 55
56
TEST POINTS 57
58
EXCITATION 59 JT 18.11 z
BARD POT WIPER 60 laii y
LOW 61 18ji X
BARD CORRECTION DISABLE 62 NC
DC ALTITUDE 63 7J1A 43 7JIA 44
AUTOFqLOT AIRSPEED 64 10.11A 39
ALT RATE OUTPUT 65 7,1113 44
ALT RATE REF . 66 NC
ALT RATE RE F 67 NC
REF ID 24111 R2
Air Data Computer Interconnect
Figure 202 (Sheet 21) 22 12 00
Page 295
Jun 1/78
9LIT unp
96Z abPd
(ZZ ;a@qS) ZoZ ajn6LJ
WPJ6PLa 43aUU03J84uj
oo zi _z?
joauuooi@)jul jaindmoo 10TTdolnV
I NOIiViI3
ZU Zkttt 01 33W
9C lndNl SSO UOA
ON GE tSSO A 91) indino sso HOA
11C I
Er a3AOVQ 133HM HOW
ZE 38’4dS
ON LE 1081NOO NIVO Indino o Hom
ON OC 1081NOD NIVD lndlnO 0 alYl
A LfLt 4 4 67 3AIO 133HM HOlld
n tri.i. t f 9Z SUNI ID 133HM HOlld
G trLt 609 LZ 13 ONVVJWOO SON)l Num
9 LrI.L t 9z UJ 31 1108,) M (3NVUYVJOO SON’A Nuni
K strL SZ GNVVYWO3 ViVG H IV
CE a t rt EZ W ONVWVYO3 ViVU El IV
E”trl ZZ aWO INI SID
LE
Z”La OZ OVYO lN3W33VldSI0 SID
I,z
ON 6L N011VIA341 oiavki IIA
az vtrt St (1331 1101,1 1 aNVVJW03 HlVd WV 1101:1
ON It (IND NNV 31,11103 l IOU
9L 3 HOIld
E 11 all OZ
Ilz St H HOIIJ
01. NHOHJAOdV
I. 0 ’DIA r7ZT, ”Z
EL lHOll AJO dV
OIN ZL ONO NNV 3ldnoo Homa
3N I L CIND NNV alOH 1104
OL O liou
c I, DIA 6 H 11OU
Ilz8(IND SISSYH3
v LrtL I 3OA SL
VZ
I oz9 MS DN3 SIO d/V WO?dA oaA BE*
V OND HMd OAU3S
St
,,rtt C 13S SO! DN3 dIV A BZ+
oz
:I tru ON Z OaA S+
L 3aA SL
LrLL Ilz
vLrOL t16 61S 9001P
153indWO:) loii!on
!j
NOISIAla SOINOIAW
SM31SAS iH9I’l:I
ivnNVW
3ONVN31NIVW
MAINTENANCE
+s pony MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
FAI.;TOWOT C7MPUTER
4008519 911 10JIA
SPARE 37
SPARE 38 24
AIRSPEED 39 ED 9JI 64
40
COURSE ERROR H 41
( C 42 24
PITCH COUPLE SEL G14D 43 NC
ROLL COUPLE SE L GND 44
ROLL INTEGRAL DISABLE 45 T
X 46 24
24 FIG 43
HEADING Y 47
Z 48 24
A/P TEST ( 15 V) 49 24 11.11 Y
I so
AUTOPILOT 51
VALID 52 F405
INTERLOCKS 53 22 FIG 4 3
54 22 T
22
+28 V PULSE TRIM UP 55 FIG 4 1 TRIM UP RELAY
SPARE 56
SPARE 57
22
28 V PULSE TRIM DOWN 58 f4l. FIG 4 1 TRIM ON RELAY
HOG ERROR 59
YAW RATE 60
PITCH DISPLACEMENT 61
PITCH RATE 62
LIFT COMP 63
ROLL DISPLACEMENT 64
ROLL RATE 65
ROLL INT 66
ROLL COORDINATION 67
REF 10 24113 R I
CITATION I
Autopilot Computer Interconnect
Figure 202 (Sheet 23) 22 12 00
Page 297
Jun 1/78
MAINTENANCE
S7EFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
f A@TOI‘170T @OMZTIR
4 ”08 5 9 9” 10.118
SIGNAL GND 1 20
SPARE 2
+26 V INPUT POWER 3 8 FIG. 4 2
1 15 VAC 400 Hz (H) 4 22 FIG 4+2
AC POWER GND 5 22
6 22 106 13Jl D
26 VAC OUTPUT 7 20 6JI X
DC POWER GND 8
9
10
+28 VDC A/P ENG 11 22 7JIA 46
+28 VDC Y/O ENG 12 22 14J1 F
+28 VDC FROM DISENGAGE SW 13 22 FIG I
TRIM RELAYS
+28 VDC PULSE TRIM DRIVE 14 FIG 4 1
+28 VDC TK OUT OF DETENT 15 24 1 IJ1 H. FIG 4 1
16
HOG HOLD ANN GND 17
SPARE 1
28 VDC TCS SELECT 1: 24 FIG 4 1
20 24 7JIB 70
G/S GND 21
AIL SERVO EXC C 22 22 12’0 12Jl E
23
24
25
S BY GND 26 24 7.11A 69
SOFT RIDE MODE GND 27 24 11.11 Z C3Jl h
ENG INTLK TO DIG VALID REL AY 28 24 6Jl h
All. SERVO EXC H 29 22 12J I D
+26 V A/P ENG SELECT 30 24 408 FIG 4 3
RUDDER SERVO EXC C 31 14JI E 14JI D
RUDDER SERVO EXC H 32
+28 V A/P ENG INTERLOCK 33 1.11 P
SPARE 34 FIG 4 3
+28 VDC Y/D ENG SELECT 35 24 f 401I llJl R
SPARE 36
REF ID 24114 RI
CITATION I
Figure 202 (Sheet 24) 22 12 00
Page 298
Jun 1/78
+ SP E r ny MAiNTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
rAU;OPILjl C@MPU TER
4008 319 911 824
LATERAL MODE 37 7JIA 77
ALT HOLD MODE GND 38 24 7.118 64
+28 V ALT VALID OUTPUT 39
OAS HOLD MODE GND 40 24 7JIB65
V/S MODE GND 41 7JIB63
ALT HOLD §YNC GNO 42 N
OAS 0 § Y NCGND 43 v ,
+28 V TRIM TO ARMATURE 44 N
VS 0 §Y N C GND 45 N FLAPS UP
FLAP COMP 46
47 N +15 FLAPS DOWN
HEADING RATE DISABLE 48 24 1 FIG 4 3
ELEVTACH( ) 49 24 p 13JI L
24
EL EV TACH [ I 50 13JI N
ELEV SERVO POSITION (HI 51 24 13JI P
ELEV SERVO POSITION (C) 52 24 13,11 R
ELEV SERVO AMPL OUTPUT 1@@ 53 P =502 13,11B
11 il IN
SPARE 54 3J1A
ELEVSERVO AMPL OUTPUT I ) 55 20 I
AILERON TACH ( ) 56 24 p 12.11 L Ili1x
AILERON TACH I ) 57 24 12,11 N
AILERON SERVO AMPL OUTPUT I ) 58 20 ”P
12JI B
AILERON SERVO POSITION (H) 59 24
12JI P
AILERON SERVO AMPL OUTPUT f ) 60 20 12A A
AILERON SERVO POSITION tC) 61 24 12JI R
RUDDER SERVO AMPL ( ) 62 20 14J1 A
24 #P
RUDDER SERVO POSITION @H) 63 4: T522 14A P
RUDDER SERVO AMPL ( ) 64 20 14.11 B
RUDDER SERVO POSITION (C) 65 24 14J I R
RUDDER TACH (+) 66 24 14J I N
RUDDER TACH I 24 14JI L
REF ID 24115 H 2
CITATION I
Autopilot Compucer Interconnect
Page 298.1
Jun 1/178
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
[A Te$t
OT @OMP7
t@Opl@
4008 519 910 lWlA
4 11.11 C
+15 VDC
+5 VDC 2 NC 12,11,F
+28 V AIP ENG a TCS _SEL 320 11JI C
is r 112,11 C 13il F
SERVO PWR GND 4 13Jl C
20 14JI C
+28 VDC FROM A/P DIS ENG SW 5 F4.1 FIG. 4 1
24
15VDC 7
24
CHASSIS GND 8 @7
24
ROLL H 9
ROLL C 10 24 FIG 4 3
6..A
L __J
ROLL HOLD ANN GND I I NC
PITCH COUPLE ANN GND 12 NC
AP OFF LIGHT 13
AP OFF HORN 14
PITCH H 15 FIG 4 3
FIG 4 3
PITCH C 16
ROLL COUPLE ANN GND 17 NC
ROLL A/P PATH COMMAND ( ROLL LEFT) 18 24 1 :4 7JIA 28
V/L RADIO DEVIATION 19 NC
24 F652 7JIB 42
G/S DISPLACEMENT CMD 20
21
G/S INT CMD 22 7.1113 43
24 P
AIR DATA COMMAND I ) 23 7JIB 33
24
24
AIR DATA COMMAND ( I 25 7,118 34
TURN KNOB COMMAND W (+ROLL LEFT) 26 24 11JI B
TURN KNOB COMMAND CT 27 24 11.11 13
24 P 51 K
PITCH WHEEL + CLIMB 28
IL
24
PITCH WHEEL + DIVE 29 11.11 V
MID 0 OUTPUT GAIN CONTROL 30 NC
HIGH 0 OUTPUT GAIN CONTROL 31 NC
SPARE 32 24
PITCH WHEEL MOVED 33 7.1113 49
34
VOR OSS OUTPUT i+5 V OSSI 35 NC
VOR OSS IN
REF ID 34,M6
CITATION II
Autopilot Computer interconnect
Figure 202 (Sheet 26) 22 12 00
Page 298.2
Jun 1/78
+ SPURY MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
ACTTOP170T COMPUTER
4008 519 920 10JIA
SPARE 37
SPAR E 38
AIRSPEED 39 24 ED 9JI 64
40
COURSE ERROR H 41 24
( C 42 24
PITCH COUPLE SEL GND 43 NC
ROLL COUPLE SEL GND 44
ROLL INTEGRAL DISABLE 45 T
24
X 46 13
HEADING Y 47 24 F G
kFIG 4 3
Z 48 24
24
A/P TEST (+15 V) 49 1i1Y
50
51
ALITOPILOT
VALID 52 41 @51
INTERLOCKS 53
54 22
+28 V PULSE TRIM UP 55 22 FIG 4 1 TRIM UP RELAY
AP HDG INTERLOCK 56 FIG 4 3
SPARE 57 22
428 V PULSE TRIM DOWN 58 @8@ FIG 4 1 TRIM ON RELAY
HDG ERROR 59
YAWRATE 6o
PITCH DISPLACEMENT 61
PITCH RATE 62
LIFT COMP 63 NC
ROLL DISPLACEMENT &V
ROLL RATE 65
ROLLINT 66
ROLL COORDINATION 67
REF ID 34347
CITATION II
Figure 202 (Sheet 27) 22@ 12 00
Page 298.3
Jun 1/78
MAINTENANCE
S PEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
At7TOP1707 @OMZTER
40OBS19 120 loils
SIGNAL GND 120
SPARE 2
+28 V INPUT POWER 318 FIG. 4 2
1 15 VAC 400 Hz (H) 422 FIG 4 2
AC POWER GND 5
6 13JI 0
22 106
26 VAC OUTPUT 7 Sjl x
DC POWER GND 820
9
10
+29 VDC A/P ENG I 122 412 7JIA46
+28 VDC Y/D ENG 12 22 411 14JI F
+28 VDC FROM DISENGAGE SW 13 22 FIG 1 I
F415 TRIM RELAYS
+28VDC PULSE TRIM DRIVE 14 FIG 4 1
24 11JI H. FIG 41
+28 VDC TK OUT OF DETENT 15
16
HDG HOLD ANN GND 17
SPARE 18
24
28 VDC TCS SELECT 19 FIG 4 1
20 24 7J I B 70
G/S GND 21 312
AIL SERVO EXC C 22 22 12J1 E
23
24
25 24 7JIA 69
S BY GND 26
SOFT RIDE MODE GNO 27 24 C3.11 h
ENG INTLK TO DG VALID RELAY 28 24 6,11 h
22 12J’l D
AIL SERVO EXC H 29
+28 V A/P ENG SELECT 30 24 FIG 4 3
RUDDER SERVO EXC C 31 14JI E 14J I D
RUDDER SERVO EXC H 32 ilil P
24
+28VAIPENG INTERLOCK 33 ljl@p
SPARE 34 FIG 4 3
24 407 II Jl R
+28 VDC Y/D ENG SE L ECT 35
SPARE 36
REF ID 34348
CITATION II
Aul[opilot Computer Interconnect
Figure 202 (Sheet 28) 22 12 00
Page 298.4
Jun 1/78
MAINTENANCE
+spo Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
7ER
f Au , 7op LIT cOMPLI
4008 519 920 824
LATERAL MODE 37 7JIA 77
ALT HOLD MODE GND 38 24 7J1B 64
+28 V ALT VALID OUTPUT 39 NC
IAS HOLD MODE GND 40 24 7JIB 65
V/S MODE GND 41 7JIB 63
ALT HOLD * @Y NC GND 42 NC
I AS a § Y N CGND 43 NC
428 V TRIM TO ARMATURE 44 NC
VS 0 @Y NC GND 45 NC FLAPS UP
FLAP COMP 46
47 NC 5 FLAPS DOWN
FIG 4 3
HEADING RATE DISABLE 48 24
ELEVTACH(+) 49 24 13,11 N
24
ELEV TACH ( ) 50 13J1 L
ELEV SERVO POSITION (HI 51 24 P 13JI P
24
ELEV SERVO POSITION (C) 52 20 It P 13JI R 13JI A
ELEV SERVO AMPL OUTPUT (+I 53
11.11 W
SPARE 54 20 13J I 8
ELEV SERVO AMPL OUTPUT ( ) 5b 11il x
24
AILERON TACH ( I 56 4 5 12 I2J1 L
24
Al LERON TACH 57 20 P 12.11 N
AILERON SERVO AMPL OUTPUT 58 U@ 12.11 8
24
AILERON SERVO POSITION (H) 59 12JI P
AILERON SERVO AMPL OUTPUT J 1 60 20 12JI A
AILERON SERVO POSITION IC) 61 24 12.11 R
RUDDER SERVO AMPL (+I 62 20 14JI 8
24 !P
RUDDER SERVO POSITION M) 63 @522 14JI P
RUDDER SERVO AMPL @ ) 64 20
Zi@
5 14.11 A
RUDDER SERVO POSITION (C@ 65 24 14JI R
24
RUDDER TACH (+) 66 I 14J1 L
RUDDER TACH 14JI N
RE F 10 34349
CITATION II
Figure 202 (Sheet 29) 22 12 00
Page 298.5
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
AUTOPILOT CONTROLUR
4018639 901
CW A 22 501 IWIA7
IN 8 24 L5@0. 1 DJ IA 26
TURN KNOB 22
CW C 10,11A I
CT D 22 10JIA 27
SWITCHED 28 VOC E 22
TURN KNOB C F 12 FIG41
OUT OF DETENT No G 22
SWITCH NC H 22 11134 1 10JIB 11
7JIA 49
i
K
A/P ENG INPUT 28 V L 22 FIG 4 1
22 11.11 G
YD ENG M FIG 4 1
N
AP ENG SELECT P 24 .11 P
YD ENG SELECT R 24 1E)C,10J1B 3! ....... 10,118 35
s
24 GAIN
PITCH WHEEL U RESISTCR
V 124 I0J1A 29
W 24 P 10JIB 53
ELEV SERVO AMPL 24
x IDJIB 55
24
AP TEST 15 VCC y 24 IGJ IA 49
SOFT RIDE MODE GND Z f4235 IDJIB 27
POWER GND a 22
24
AP ENGef CS 28 V 10JIA 3
d
e
LAMP TEST GNO 1 22 326 3J I 25
0 5 V LIGHTING q 22 TO
28 V POWER J2 H 90 LIGHTING
I 2@2@ CONTROL
CHASSIS GND
DAY REF ID 24116 R2
Autopilot Controller Lnterconnect
Figure 202 (Sheet 30) 22 12 00
Page 298.6
Jun 1/78
+spEr.Ry MA,NTENANCE

AVIONICS DIVISION
0
RO Selt
A IL
F40067197904 1211
MOTORINPUT A20 10.1111 60
iCCW DRUM ROTATICINI 1wie 58
SERVO POWER GND C20 IOJIA4
POSITION SYNCHRO EXC (H D24 IWIB 29
26 VAC 400 Hi CE24 10JIS 22
F22 10JIA 3
G22
CLUTCH EXCITATION
H
i
TACH SHIELD K24
TACHOMETER OUTPUT +L24 IWIS.56
ICCIN DRUM ROTATION N24 IOJIB 57
XP24 IOJIB 59
POSITION SYNCHRO OUTPUT yR24 10.118 61
ZS NC
M
SPARES
U
v
OR SERVO
9 904 113JI
MOTORINPUT +A2. I IWIB 55
(CCW DRUM ROTATION 020 IOJIB 53
SERVO POWER ONO C20 10J1AA IWIB7
24 6JI X
POSITION SYNC14FIO EXC (H 0
26 VAC 400 H, CE24
F22 10JIA 3
CLUTCH EXCITATION G22
H
24
TACH SHIELD K24 4p IOJIB 49
TACHOMETER OUTPUT L
jCCW DRUM ROTATION) 10JIB 50
N
XP24 10.118 51
POSITION SYNCHRO OUTPUT yR24 10.118 52
zS NC
M
T
SPARES
U
v
AEF 10 24117 AI
CITATION I
Aileron and Elevator Servo Interconnect
Figure 202 (Sheet 31) 22 12 00
Page 298.7
Jun 1/78
@SPEmRy MA,NTENANCE

AVIONICS DIVISION
[A’LER,O SER70
4006 19 90, 12,11
MOTORINPUT A
(CCW DRUM ROTATION) 820 IDJIB 58
SERVO POWER GND C20 110,11A 4
POSITION SYNCHROEXC (H D24 101.118 29
26 VAC 400 H C E24 10.118 22
F22 1GJ1 A 3
G
CLUTCH EXCITATION
H
i
TACH SHIELD K24
TACHOMETER OUTPUT L
(CCW DRUM ROTATION N24 la.11857
P24
POSITION SYNCHRO OUTPUT y R24 10.1118 61
Z S NC
M
SPARES
U
OR SERVO
9 904 13A
MOTORINPUT A
4CCW DRUM ROTATION 10JIB 55
SERVO POWER GND C20 1QJIA4 IQJIS 7
024 631 X
OSIT ON SYNCHRO EXC 24
P26 VAIC 400 H, E
F22 10J1A 3
is 22
CLUTCH EXCITATION
24
TACH SHIELD K *P
TACHOMETER OUTPUT L14 10J IS 50
(CCW DRUM ROTATION@ 124 110.11849
P24 10JIB 61,
POSITION SYNCHRO OUTPUT y R1_4
IQJ1B 52
1xz S NC
M
SPARES
U
v
RE F ID 343W
CITATION II
Aileron and Elevator Servo Interconnect
Figure 202 (Sheet 32) 22 12 00
Page 298.8
Nov 15/81
MAINTENANCE
+ SPE rally MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
UDDER SERVO
R4006719 906 14JI
20
+ A t 505@ IOJ10 62
MOTOR INPUT (CCW DRUM ROTATION) C 8 20 I, IOJ18 64
SERVO POWER GND C 20 F , o I lOJlA4
POSITION SVNCHRO EXC H D 24 IOJIB 32
26 VAC 400 Hz C E 24 10.11B 31
22
F IOJlB 12
G
CLUTCH EXCITATION
22
TACH SHIELD K 24
TACHOMETER OUTPUT L 24 P
F521 1OJlB 67
ICCW DRUM ROTATION) r 52 0@ IOJ18 66
P
x P 24 10JIB 63
POSITION SYNCHRO OUTPUT y R 24 l0JlB 65
Z S NC
M
T
SPARES I
V
REF ID 24118,141
CITATION I
Rudder ServD l.nterconnect
Figure 202 (Sheet 33) 22 12 00
Page 298.9
Nov 1/75
MAINTENANCE
SPERRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
UDDER SERVO
R40067 19 9 06 14.11
A 20 10,11B64
MOTOR INPUT (CCW DRUM ROTATION) 10.11B 62
SERVO POWER GND C 20 10,11A 4
POSITION SYNCHRO EXC (H D 24 IUJIB 32
24
26 VAC 400 Hz C E 122 10.118 31
F 22 10JIB 12
G
CLUTCH EXCITATION
22
TACH SHIELD K 24
TACHOMETER OUTPUT r L 24 Ali P 1 OJ 1 B 66
(CCW DRUM ROTATION) N 24 1OJ18 67
P
x P 24 IOJIB 63
24
POSIT:ON SYNCHRO OUTPUT Y R 1OJlB 65
Z S NC
M
T
SPARES
U
V
REF ID 34351
CITATION II
Rudder Servo Interconnect
Figure 202 (Sheet 34) 22 12 00
Page 298.10
Jun 1/78
+ SpIErqRy MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
ATE GYRO
15,11
26 VAC, 400 Hz 1 22 FIG. 4 2
POWER GND 2 22
CHASSIS GND 3 ;?7 P
24
4 3.12 32
RATE OF TURN (RIGHT TURN) 5 24 3.12 33
6 24
RATE OF TURN FLAG 4.5 V VALID + 7 24 3.12 38
REF ID 24119 RI
Rate Gyro InLerconnect
Figure 202 (Sheet 35) 22 12 00
Page 298.11
Jun I/ 78
S PEJ,Nny MAINTENANCE

AVIONICS DIVISION
V NAV COMPUTER/CONTROLLER
1 24 F I GA 2
115 V 400 Hz cc 2 24
(H 3 22
0 5 V LIGHTING POWER P 5VLIGHTING
C 4 22
SPAR E 5
ALT ERROR AC 6 7JIS 26
7
SPARES 8
9
10 22 FIG. 42
CHA,,@.s GND 11
SIGNAL GND 12 22 /77
eARE 13 24
COARSE ALT + 15 V RE F 14 9JI 53
COARSE ALT RET 15 24
708 9.11 54
LAMP TEST GND 16 24 3JI 25
17 24
ALT ALERT HORN GNO ALERT HORN FIG. 4 3
ALT ALERT LAMP GND IS 24
I&Jl.g
SPARE 19 24
ALT <1000 FT 20 7JIB 24
V NAV MODE ARM 21 @@ NC
VERR VALID 22 24 353 FIG 4 3
ALTITUDE ERROH VALID 23 24 38
f366 7JIB
TOIFROM NULL 24 24 7,11B 39
25 24
655 7JlB 22
ALT ERROR 26
, 24 tP FIG 4.3
VERT EP + 27 E@j@711B 15 FIG 4 3
28 7JlB 14
’%P 29 21, tP FIG 4 3
TOIFROM TO 30 24 TO VOR/R NAV TO/FROM
t. FROM 31 124
RANGE FROM R NAV GND 32 24 FIG 4.3
+V RANGE VALID 33 24
*P 4769A FIG 4.3
24 f I
I( 34 1 TO DME/R NAV
RANGE40MV/M _ 35 I24 1; I
% I C 5 @, TO DME/R NAV
ADC VALID 28 V 36 @@24 9.11 12
4
COARSE ALT.2 MV/FT F706 9J1 52
REF ID 24120 R3
VNAV Computer/Controller Interconnect
Figure 202 (Sheet 36) 22 12 00
Page 298.12
Jun 1/78
MAINTENANCE
+ SPURY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
V NAV COMPUTER/CONTROLLE
1611 24
H 38 9.11 1
ADC RE F 26 VAC 24
(C 39 9.11 2
24 709
SIN 40 r 9J1A9
FINE ALT INPUT COS 41 24 f 71 0 9J1 50
RET 4 2 2” 9J1 51
JUMPER AT CONNECTOR
REF ID 24121 RI
VNAV Computer/Controller Interconnect
Figure 202 (Sheet 37) 22 12 00
Page 298.13
Jun 1/78

AVIO141CS DIVISION
R0MF7R1C ALTIMETER
16341 905
H A 9 LIGHT CONTROL
015 VAC INST LIGHTS
(C B
SPARE C
SPARE D
26 VAC 400 Hz
(C F 9.11 2
CHASSIS GND G
K
SPARES
M
N 24 I’T
RET P 9ji 7
REF R 24 9J 1 6
COURSEALT SPARE S
SIGNAL T 24 t sil 5
U 24 1:24
FIN ALT V 24 1 I 9.11 9
24 1 I
W 24 9j1 10
LOW X 9.11 61
24
BARD WIPER Y
CORRECTION 9.11 60
EXCITATION Z 2: 9,11 59
ALT FLAG 9J1 12
C
SPARES
e
ALT ADVISORY ( I 7JIAS
SYSTEM INPUT 9 16J1 18
SPARES
p
J@j REF ID 24t23R2
Barometric Altimeter Interconnect
Figure 202 (Sheet 38) 22 12 00
Page 298.14
Nov 1/75
MAINTENANCE
SPERRY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
C8JI W
0 ciii C
15 INDICA OR
20J 1 28 VDC
RT 22 0 I GA 2 T
RECEIVER/TRANSMITTER CH
G DH ANNUN LIGHT
+28VDC C kL r 12 NOTE I
PWR GND b 22 100 v
ALT OUT JEHI W 22 T
TO CI J2 14
XMIT 22
ANT OUTPUT COM N U
22 CIA 1 JIB 19
FLAG WARN Y J2 N
22
+9.000 VDC INDICATOR REF S E
S
TEST T 22
NOTE 3 22 7JIB 70
+15 VDC Z 22 H
15 VDC a 22 i
t 1 5 VDC COM M K
_L2 CIJ1
AUX OUTPUT X _ @3J2 11
J1.
7
3.13 54 F DH BUSS
5 V LIGHTING
P
ALT TRIP COM 100 JHIGH INTENSITY A SPARE
FOR RA 200 ONLY)
So FT TRIP R
TO 5v
RCVR SPARE L LIGHTING & 12 P SPARE
ANT CONTROL
1200 FT TRIP U 31 f3O5 7JI846 M 28 V LIGHTING
250 FT TRIP 7.118 52 NOTE 2 D DAY/NIGHT LOGIC
L IGHTING GND
NOTES:
1. MAX CURRENT DRAIN 1.5 AIMPS. USE 2.0 AMP
CIRCUIT BREAKER.
2. APPLICATION OF Q8 VOC DIMS OH LIGHT,
3. RF CONNECTIONS TO ANTENNAS MADE WITH
RG 214/U COAX. MATiNG CONNECTORS ARE
GRFF 4007 0001, SPERRY PART NO 4008064.
(STRAIGHT) OR GRFF 4100 0001, SPERRY PART RE F 10 24124 Ft I
NO. 4008065 MIGHT ANGLEI
Radio Altimeter Interconnect
Figure 202 (Sheet 39) 22 12 00
Page 298.15
Jun 1/78
,@=Er,qRy MAINTENANCE

AVIONICS DIVISION
COPILOTS SIDE (OPTION NO. 1)
F 14 G ;a o i7o R I 27o N 1 Clil
GA ANN GND A 24 C6.118 68 Ca
26 V 400 Hz INPUT B 22 26 VAC
POWER GND c 22 FE 2 AMP
DM ANN GND D 24 19JI F
E 22 5VLIGHTINGCONTR L
0 5V LIGHTING 22
( + F P
c G 24 C6JlB 29
PITCH ATTITUDE
2WMV/DEG (H H 24 C.l. 21 & FIG 4 3
ROLL ATTITUDE (C j 24 P C6JlA ll@ . FIG 4 3
2WMV/DEG H K 24 C6JlA 14
CHASSIS GND L 24
+28 V ANN PWR M 24 C6,1116 8
N
VERT PTR CMD + P 24 P C6JIA.30
0 LEFT) R 24 C6Jl A 29
HORIZ PTR CM[) S 24 CW18 31
(+ UP) T 24 C6JIB.30
24
REV CRS +28 V U 24 C6JIA 75
FD FLAG V 24 C6.11B 48
W r
x
SPARE y
24
VALID INTERLOCK 24 28 VDC FROM FD CB
: 24 C6.11A 19 & FIG 4 3
+28 V DM ANN c
LOC (+ d 24
1+ RIGHT DE F 24 FIG43
SPAREI
SPARE9
LOC VALID + 28 V h FIG 4 3
+28 V RADIO ALT VAL ID 19.11 Y
SPAREI
RADIO ALT VAL ID k
RADIO ALT
( 20J I N
SPAREp
REF ID 24156 R2
GH 14 Gyro Horizon Interconnect
Figure 202 (sheet 40) 22 12 00
Page 298.16
Jun 1/78
MAINTENANCE
+SpEr:ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
FG H 14 J10 HORIZON CIA
TTL GND q FIG 4 3
REV CRS GND MIA 67
SPARE
SPARE
REF 10 24191 RI
GH 14 Gyro Horizon Interconnect
Page 298.17
Jun 1/78
,SmpEr,Ry MAINTENANCE

AVIONICS DIVISION
COPILOTS SIDE (STANDARD)
FR D 014 4
HOR ZO NTAL SITUATION INDICATOR C2J
HEADING ERROR NO I ( H A 24 C608 5
ROTOR C B 24
CHASSIS GNO C 24
22
DC GND
E
F
G
SPARES
K
26 V 400 Hz PWR L 22 C3.11 k
H M 22 TO LIGHTING CONTROL
S V LIGHTING PWR ( C N 24 EHI
P
SPARES R
S
24 P
X T
HDG ERROR NO. 1 24 FIG 4 3
STATOR y U
.2 V/DEG Z V NC
w
x
SPARES
y
Z
TUNED TO LOC GND a NC
+28 VDC b NC
C
d
SPARES
REF I D 24198 RI
Figure 202 (Sheet 42) 22 12 00
Page 298.18
Jun 1/78
+SPEr my MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Fit CT 0 4 I
H ORIZONTAL IIIUATION INDICATOR C211
H9 C6.118+5
ROTOR C h 24
CRSERRORNO I .2VIDEG x 24
STATOR y 24 FIG 4 3
Zk NC
SPARE P
q
x
STATOR y HOG
Z
24
COMPARATOR/ Cos 24 26VAC
HDG TRANSMITTER C
SIN H
E AA
F :,C,
CRS REVOLVER A DO NAV RECEIVER
8 EE
C FF
H GG
HH REF ID 24199 R I
Figure 202 (Sheet 43) 22 12 00
Page 298.19
Jun 1/78
,SmpErqny MAINTENANCE

AVIONICS DIVISION
RD 044
HORIZONTAL SITUATION INDICATOR IC2.12
24 P
70 FROM POINTER A
IDEFLTO) 250 LOA 8 I
GLIDE SLOPE DEV C 24
24 NAV REC
(DEFL UPI lK LOAD D 24 P
COURSE DEV E
IDELF RIGHT) lK LOAD 24
+ G 24 C3Jl U
SYNC ANN I K H 24 C3Jl V
OK i 24 NC
K
PARE
M
N
24 P
IGH LEVEL 28 V
NAV FLAG LOW LEVEL + R
COMMON S 24
T 24 llp NAV REC
HIGH + U
GLIDE SLOPE
FLAG LOW + V 24
OMMON w
HOG DISPLAY VALID 28 VX24 FIG 4 3
HOG VAL ID +28 VY 24 CM4
x z 24 C3JI L
HDGINPLIT Y a 24 @@CM Nl
Z b 24 C3Jl K
SPARE d
cc
PWR GND 22
SPARE
REF ID 24200 R2
Figure 202 (Sheet 44) 22 12 00
Page 298.20
Jun 1/78
MAINTENANCE
+ S PEr Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
rC 1Z DI;ECT17NAL 71t;
I C311
AC POWER TURN A 22
22
28 VDC GND B EE
+28 VDC INPUT C 22 B@ 28 VDC
5 AMP
SPARE D C3JI d
FREE SLAVE SW E 24 SLAVF
SPARE F 24 FREESLAVE
TOFREESLAVESW G SWITCH
.DG NO. I ROTOR H H C3JI k FREE
26 V 400 H, C i 100
24 T
z K 24 C2.12 b
HOG NO. I STATOR X L 24 f C2.122
y C2.12 a
Y N 24 T 5.12 j
FLUX VALVE z P 24 5J2 K
24
X R 5.12 H
26 VAC FLUX VALVE EX S 24 C4JI E
SPARE T 5.12 1)
U 24 C2.12 G
ANNUNCIATOR V 24 C2J2 H
5 VAC OUTPUT’ W NC
HOG NO. 2 ROTOR H X 10j, 8 7
C Y 10.1185
z z
HOG NO. 2 STATOR x a FIG 4 3
Y b
24
INTERLOCK NO. 1 0 d HDG DC CB
24
a C2.12 Y
24
FLUX VALVE SHIELD I 22
@7
CHASSIS GND g
C h 1OJ18 28
INTERLOCK NO. 2 C I
I FIG 4 3 C2.11 1.
26 VAC OUTPUT H k C3.11 H
20 VA MAX 24
24 MANLIALSYNC
SYNC SWI TC H W . 0 SWITCH S3
24
P +
q
SPARES
AFF 10 24201 R3
C 14D DIG Interconnect
Figure 202 (Sheet 45) 22 12 00
Page 298.21
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
COPILCITS SIDE (STANDARD)
Fu VAM C4.11
T
24
2 A
14
FV STATOR X 8
24
26 V 400 Hz C D 24 y
H E 24 C3.1 I S
SHIELD GND F 24
FuZ RE;071 7CM7INSTOR
W2
Z A 24
FROM FLUX VALVE X B
y C
26 V 400 Hz D 24 C3J1 S
PWRGND E 24
SHIELD GNE) F 24
SPARE G T
24
X H C3JI.R
24
FLUX VALVE OUTPUT y i C3.11 N
24
Z K _1_@ C3JI P
CHASSIS GND L 24
N
P
SPARE R NOTE: SHIELDS ON THIS SHEET ARE NOT TIED TO AIRCRAFT GROUND
S
T
U
@p REF ID 24202 RI
Flux Valve and Compensator Interconnect
Figure 202 (sheet 46) 22 12 00
Page 298.22
Jun 1/78
MAINTENANCE
+sPrcr Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
COPILOTS SIDE (OPTION NO. I AND NO. 2)
rFLIZHT ;IRIC;OR @OM@UlEfi [E61 A
SIGNAL GND I
.V OUTPUT 2 22 CSJ1A 3I
SPARE 3 C7JI E
SPARE 4 22
V OUTPUT 5
SPARE 6
SPARE 7 22 C1.11 M
+28 V ANN POWE R OUTPU T 8 C7,11 C. C8JI Z
+28 V ANN POWER OUTPUT 9 22 NC
DC ANN GND 10 22
DC ANN GND 11 22
SPARE 12
SPARE 13 P
14 24 C1JIK OR C9Jl .
ROLL ATT ( 24
C 15 24 CIJ1 J OR C9JI FIG 4 3
28 V NAV VALID 16
INS/R NAV+ COMMAND ( H 17 NC
C 1
1: NC
+28 VG VALID 24 CIJ1 bOR C9JI GG
NAV/LOC RADIO DEV r 20 24 P & FIG 4 2
(4 AC RIGHT OF BEAM CENTER) 21 24 FIG43
TUNED TO LOC GND 22 24
+28 HOG VALID 23 24 FIG 4 3
24
SPARES 25
26
+28 V INS/R NAV MODE 27 NC
ROLL AP COMMAND 28 24 TABLE 4 2
. 29 C1J1 R OR C8JI
ROLL FD COMMAND ( 30 24 CIJI P OR C8J1,t
BIAS OUT OF VIEw 31 24 C6JIA 2
24
DME DST 40 MV/MI 32
24
33 DME,R NAV
24
28 V DME VALID 34 24
HOG ERROR .3 V/DEG 35
HDG ERROR .2 V/DEG 36 24 FIG 4 3
24
HOG AND CRS ERROR COMM::f@@ REF 10 24203 R2
Figure 202 (Sheet 47) 22 12 00
Page 298.23
Jun 1/78
=C pEr,qRy MAINTENANCE

AVIONICS DIVISION
FLZHT ZEC70lt 17CM@UTEIt C61 A
+28 V TCS SE L 38 24 FIG 4 1
SPARE 39
CRS ERROR .3 V/DEG 40 24
CRIS ERROR .2 VIDE G 41 24 FIG 4 3
+2 VADCVALID 42 74 9.11 12
Al: SPEED INPUT 43 24 9JI 64
ALTITUDE INPUT 44 24 9JI 63
45
+28 V AP ENGAGE 46 TABLE 4 2
24
R NAV MODE Gr4D INPUT 47 FIG 4 3
A NAV APP MODE GND INPUT 48 24
+28 V TK DETENT 49 24 11.11 H
DME TUNED TO NAV GND 50 FIG 4 3
TAS OUTPUT 51 NC
24
+28 V TAS VALID 52 9JI 12
SPARE 53
SBY SEL INPUT 54 24 ANN TEST SWITCH (GND)
HDG SEL INPUT 55 24 C7JI q
NAV SEL INPUT 24 C7.11
REV CRS SEL INPUT 57 24 C7,11 1
FD OFF SEL INPUT 58 24 C7JI N
SPAR E 59
HI 60
L0 61 24
ROLL PTR GAIN SELECT
COMPA 62
SPARE ( 63
NAV CAP @ NC
r
ff L GND 65
NAV CAP TTL GND 66 NC
REV CRS CAP GNO 67 24 CIJI
REV CRS ARM GND 68 24 C7J1 j L C7J I k
SBY GNO 69 TABLE 4 2
PITCH MODE GND 70 NC
4
HDG MODE GND 712 C7.11 r
SPARE 72
NAV ARM GNO 73 24 C7JI .
NAV CAP GND 74 24 C7,11 p
FIEF 10 21.ZM R2
Figure 202 (Sheet 48) 22 12 00
Page 298.24
Jun 1/78
MAINTENANCE
+SPEr.ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
M1714T 71RECTOR COMPUTER
C6J1A
+26 V REV CRS OUTPUT 24
75 C1j1 U OR Ca,
VOR APP GND 76 24 NC FIG 4 3
LATERAL MODE 77 TABLE 4 2
LOC It TEST PT 78
OSS TEST PT 79
NOC TEST PT 80
AOSS TEST PT 81
TEST PT 82
TEST PT 83
SPARE 84
85
86
RESERVED
87
Be
VAPP SEL 89 C6J18 53
90
91
SPARES 92
93
94
95
96
97
98
99
TEST POINTS 100
’01
’02
103
104
105
REF 10 24205 RI
Figure 202 (Sheet 49) 22 12 00
Page 298.25
Jun 1/78
AINTENANCE
+ SPEr my mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
r L;7,T @RICTOR COMPUTER C6.118 CB
22
(CH I 115 VAC
I 15 VAC 400 Hz 222 .26 AMP
20
+28 V INPUT NO. 1 3 28 VDc
co
+28 V INPUT NO. 2 4
Z
+26 VAC OUTPUT 5 C2.11 A, C2J1 j
6
+28VGS VALID 724 FIG 4 3
SPARE
+29 V V NAV VALID
CHASSIS GND 10
Hi 11 _@7
PITCH PTR 24
GAIN SEL LO 12
(NOTE) OMM 13
V .AV DEVIATION (+
24
FIG 4 3
GLIDE SLOPE DEVIATION 24
17
18 24 ItP 20JI x
RADIO ALT 19 24 20JI N
SPARE 20 NC
NORMAL ACC EL 21 24
DC PRESELECT ERROR + 22 16JI 25
23 24
ALT ERROR < 1000 FT GND 24 379 16JI 20
V NAV MODE GNO 25
AC PRESELECT ERROR 26 NC
27 24 1 24 P CIJI H OR C9U1 CC
PITCH ATTITUDE C 24 C1,11 G OR C9JI AA
28
SIAS OUT OF VIEW 29 24 CSJI A 5
+ 30 24 C1.11 TOR CSJI p
FD PITCH COMMAND C 31 24 CIJI S OR CBJI q
O AROUND SIAS 32 24 C6JI A 2
(. 33 350K % WATT
:DCCOMMAND 7.5 DEG
TO AP 34 TABLE 4 2
+28 V RADIO ALT VALID 35 20J I Y
(+ 36 24 P 9.11 41
HOLDERROR 24
FROM ADC 37 9.1 I 42
REF ID 24206 R2
NOTE: PITCH PTR GAIN SEL
Pins 11 and 13 are for 5 inCh indicators.
Pins 12 and 13 are for 4 inch indicators.
Figure 202 (Sheet 50) 22 12 00
Page 298.26
Jun 1/78
MAINTENANCE
+ spEr.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
rI‘LIjHT DIRECTOR COMPUTER C6jIB
+28 V APS VALID 38 24 16.11 23
TO/FROM NULL 39 24 16JI 24
OUTPUT 40 NC
MODE 1EL:VCTVRETURN 41 24
C7JI F
GS DISP COMM TO AP 42
GS INT COMM TO AP 43 ::@) TABL E 4 2
ALT RATE NO. 1 0.5 V/1 KFT/MIN 44 24 9,11 65
24
ALT RATE NO. 2 45 9JI 65
1200 FT RA GND 46 24 EEI 2OJ1 U
28 V FDC VALID 47 NC
LOW L+EVEL FDC VALID 48 24 CIJI V OR CBJ1.GG
PITCH WHEEL MOVED 49 IOJIA 33
+28 V NAV LIGHTS ON so +28 V FD Ca
SPARE 51
250 RA GND 52 20ji V C6J1 A 89
APPSELECTINPUT 53 24 C7.11f
GA SELECT INPUT 54 24 GA SWITCH FIGAA
0 28 V LIGHTING CONTROL INPUT 55 24 C7.11 L
24
ALT HOLD SE L INPUT 56 C7Jl.a
OAS HOLD SE L INPUT 57 24 C7JI W
VS HOLD SEL INPUT 58 24 C7Jl.Y
MACH,HOLD SEL INPUT 59 r
APSSELINPUT 60 C7,)I@
V NAV SEL INPUT 61 24
ALT HOLD AND V/S COMP GND 62 NC
V/S MODE GND TO AP 63 24
ALT MODE GND TO AP 64 24 TAB k lt @
IAS + MACH GNO TO AP 65 24
@ALT GND 66 NC
GND 67 NC
24
GA GND 68 CIJ1 A OR C&JI .
APP ARM GND 69 24 C7JIg
APP CAP GND 70 24 C7J1 h & TABLE 4 2
APS ARM GND 7 1 24 C7J1 d
APS CAP GND 72 24 C7j1 4
V NAV ARM GND 73
V NAV CAP GND 74
__4
FIEF 10 24207 R2
Flight Director C:omputer Interconnect
Figure 202 (Sheet 51) 22 12 00
Page 298.27
Jun 1/78
,My MAINTENANCE
Er MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
FLIGHT D 1
@RICT;R C@MP17TR
C6jIB
ALT HOLD GND /5 24 C7JI b
V/S HOLD GND 76 24 C7.112
OAS HOLD GND 77 24 C7JI X
MACH HOLD GND 78 NC
SPEED COMMAND GND 79 NC
MIDDLE MARKER 80 24 FIG 4 3
ALT HOLD 9 YN C TO AOC el 9JI 40
VIS HOLD §@Y NC TO ADC 82 24 9.11 43
MACH HOLD a P N d TO ADC 83 NC
OAS HOLD 0 P NE TO ADC . 24 9JI 44
85 NC
86 NC
87 NC
88 NC
RESERVED 89 NC
90 NC
91 NC
92 NC
93 NC
94
SPARES
95
T E ST P T 97
V NAV CMD TEST PT 98
FLARE ZENER TEST PT 99
V NUC TEST PT WO
EXT GND NO. 2 101
GND FOR ALT AL E RT E A 102
10 V R E F 103
SPARE 1”
NORM ACCEL TEST PT 105
PARE 106
FIEF ID 242M A2
Figure 202 (Sheet 52) 22 12 00
Page 298.28
Jun 1/78
MAINTENANCE
+SPEMY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
/AP
;ODi SEL@CTO;
r F.
C7J1
0 5 V LIGHTING CONTROL A 22
LIGHTING CONTROL
LIGHTING GND a 22
28 VDC MODE ANN POWER C 22 C6.11A 8
CHASSIS GND D 22
+V POWER FROM FDC E 12 C6JI A 2
MODE SEL RETURN F 22 CSJ184i
G
SPACE H NC
NAV SWITCHING GND J 22 128 V
Hi K 24 +28 VOC FDC CB
DIM CONTROL 24
@ WIPER L C6j1B 55
POWER GND AA 22
FD OFF SELECT N 24 C6.11A 58
NAV 1 REMOTE GND P 24
V NAV SELECT R
V NAV ARM GND S
V N” CAP GND T
NAV 2 REMOTE GND U 24 FIG 4 3
SPARE V NC
IAS SEL W 24 C6.118 57
24
IAS GND x 24 C6.11B 77
VSSEL y CGJIB 58
VSGND Z 24 C6J1B 76
ALT SEL a 24 C6,1113 56
ALT GND b 24 C6.118 75
APS SEL C 24 C6JIB 60
APS ARM GND d 24 C6,118 71
APS CAP GND a 24 C6.11B 72
24
APR SEL I 24 C6J18 53
APR ARM GND 2 C61.01 a 69
APR CAP GND h 24 Cr.J18 70
24
SCSEL I C6JIB 57
SC ARM GND I 24 C6JIA 68
8C CAP GNO k 24 C6.11 A 6;’
NAVSEL 24 C6J1A 56
NAV ARM GND 24 C&JIA 73
24
NAVCAFGND C6JIA 74
REF 10 24209 R2
FD/AP Mode Selector Interconnect
Figure 202 (Sheet 53) 22 12 00
Page 298.29
Jun 1/78
MAINTENANCE
SPERRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
j06 :ELtCT;R
FD/AP M C7J1
HDG SEL 24 CSJIA 55
HDG GND 24 CbJlA 71
SPARE
SPARE
r REF ID 24210 R’
FD/AP Mode Selector interconnect
Figure 202 (Sheet 54) 22 m 12 00
Page 298 30
Jun 1/78
MAINTENANCE
+ spEr Ry MANUAL
FLIGMT SYSTEMS
AVIONICS DIVISION
Z 444 OR HZ 454
F”ATTIIUDI Di IIECIOII IND Cail
26 V 40D INPUT PVYR A22 C9JI E
PWR GND B22
CHASSIS GNO C24 ;@7
PAT MODE GND D N C.
ROLL CT INPUT Y E24 Csj I
DH LIGHT GND F 20JI F
24 1 1
ROLLCTINPUT Z G Cgjl@
H
SPARE i
K
L24 C9Jl q
ROLL CT INPUT X 24
GYRO VALID 28 V M C9JI GG
24 CSJI y
PITCH CT INPUT X N
22
SIGNAL GND P
SVLIGHTING H R’2 0 5 V LIGHTING CONTROL
SPARE s
PITCH CT INPUT ( Z T24 C9jI
’9jl
5VLIGHTING C v24
RADIO ALT 28V VW 24
SPARE x
SPARE Y
ANNLlN*28VDC Z CGJlA 8
r H, .I.
CT, C2 b
H2 c
PITCH RESOLVER x d
Y a
z I T( COMPARATOR MONITOR
x 9
Y h
z I
ROLL RESOLVER CT. C2 I
Hl k
H2
REF 10 24211 R2
HZ 444 or HZ 454 ADI Interconnect
Figure 202 (Sheet 55) 22@ 12 00
Page 298.31
Jun 1/78
MAINTENANCE
spEr RY MANUAL
FLIGHT SYST IIAS
rE
AVIONICS DIVISION
HZ 444 OR HZ 454 COPILOTS SIDE (OPTION NO. 2)
rAII17UDE @’,R,@,Olt IND
RAD ALT VALID @28 V 24 20JI V
PITCH CMD PTA CSJ18.30
(DEFL UP) q C6Jl8 31
REV CPS 28 V 24 C6JIA 75
24
ROLL CMD PTA C6,11A 29
(DEFL RIGHT) A 30
GA LIGHT GNO C6.118 68
GLIDE SLOPE VAL IO 28 V v 24 NAV REC
SPARE 24
REV CRS GND C6JlA 68
LOC VALID 28 V y 24 NAV REC
TUNED TO LOC GND 21! NAV REC
@4 FIG 4 3
GL SLOPE DEV AA NAV REC SUBS71TUTE SIMILAR
lDi’F’)LFUPI lK LOAD ClUl INPUI CONNECTIONS
BB 24 NAV REC FOR ClJI CONNECTIONS
LOC DE V cc 24 NAV REC
(DEFL RIGHTI lK LOAD DD NAV REC
RADIO ALT EE 20j’ ’
4DEFL DOWN) 10K LOAD FF 20.11 N
F/DWARNING GG 24 F C6JlB 48
FLAG HH 24
REF 10 24212 R2
HZ 444 or IIZ 454 Interconnect
Figure 202 (Sheet 56) 22 12 00
Page 298.32
Jun 1/78
MAINTENANCE
+spo Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
G 74
Ea
Fv TICAL GYRO
Coil
TEST POINT A NC
PWR GND 8 20 CB
I.15 VAC 400 Hz INPUT C 22 115 VAC
27 VDC OUTPUT D .24 C9jI HH I AM@
26 VAC 400 Hz OUTPUT E 20 C8Jl A
5 V 400 Hz OUTPUT F
EXTERNAL PECO CONTROL (GND) G NC
RECO CONTROL H
RECO CONTROL i
PECO CONTROL K
CHASSIS GND L
PECO, CONTROL M
NC N NC
ATTITUDE VALID W P 24 NC
NO R 24 NC
S FAST ERECT
SPARE SWITCH
T Si
U
EXTERNAL FAST ERECT CMD V 24
W
X
&PARE
a
L b
TEST PO@NT c NC
TEST PO NT d NC
f
SPARE I
h
L
REF ID 24213
Figure 202 (Sheet 57) 22 a 12 00
Page 298.33
Jun 1/78
MAINTENANCE
SPERRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
V 14
FVGERTICAL GYRO C9jI
24
RECO GND OUTPUT 1 60 (GND) k NC
PECO GND OUTPUT 24 NC
EXTERNAL RECO CONTROL 24 NC
4
v _L_@ C&JI E
ROLL ATTITUDE 24 CSJI L
L4
z CBj1 G
24 T
ROLL F/D 24 6,11A 15
C I
24
C CSJIA 14
24
ROLL TO RADAR C
50MV/DEG H 24 rO RADAR
24 T
y x C8j1 U
PITCH ATTITUDE X y24 CM N
24
C8J1 T
24 T
H AA
C6,118 28
PITCH TO F/D C BB 24
C CC C6J1B 27
H DO 24 40,
PITCH TO RADA TO RADAR
50 V/DEG C EE 24 C.Bil M
W GG 24 C6JIA,19
ATTITUDE VALID NC FF
NO NH 24
REF ID 24214 R7
VG 14 Vertical Gyro laterconnect
Figure 202 (Sheet 58) 22IIIIIIIIII 12 00
Page 298.34
Jun 1/78
+ sraEsetzy MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
TABLE 4 2
FLIGHT DIRECTOR SWITCHING TO AUTOPTLOT
Autopilot lnpLut Switched Between
7il C6.71
Pin Pin
1OJlA 18 A28 A28
10JIA 20 B42 B42
1OJlA 22 B43 B43
1OJlA 23 P33 B33
10JIA 25 B34 B34
10J13 11 A46 A46
1OJlB 21 B70 B70
10JIB 26 A69 A69
1OJlB 38 B64 B64
1OJlB 40 B65 B65
10AB 41 B63 B63
1OJlB 37 A77 A77
Figure 202 (Sheet 58 1) 22 =12 00
Page 298.34.1/298.34.2
Jun 1/78
MAINTENANCE
+ SP E r ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
AUTOPILOTITRIM PILOT’S AP/TRIM
CKTBKR DISCONNECT SW G AROUND CON LOT’S AP I0U1A5
DISCONNECT DISCONNECT SW
+28 VOC 7
0 13
S5 S6
E OINTEI
28 V NO S@,
I0J1B PI L OT CONTR 7
1
TO 1 1B 15 OUT
’Ji. 4 Q, :
I A 49 j
< IN
TR IM SERIO T RN KNOB
UP O’ETENT
ELECTRIC
TRIM CLUTCH < AP,@NGAGE
SW @T TiL7 @L SW TC@
ON PILOT S
TCS SW 1A 38
C 14 I T’ S7 28 V TCS
1QjIH 19
MOTOR
’LA’
child 38
@,C
’A 3
E, IT T P I NG TCS
10JIA
+28 V UP TRIM 55
B
AUTOPI
V PWR LOT
OF’
0F LC ’LIGH
N03 7
LAM’S
10ii I0J1A
PULSE PWR I4 AP OFF
LITE < 13 < G
Al OFF
WARNING
RN
Tail.
28 V ON TRIM .8 NOT 1
1 A@L FIELAIS SHOWN IN
POSITION CIRCUIT
2 S5. S6EK4 MUST CARR’ NGAGI APOF1
CURR NTS AS SHOWN To M AIN AUTO IN,
COMP AINT WARN
PILOT SAFET@ THE ONENT S MUST HORN 21 I
BE RATED TO SWITCH 28 VDC . 3 AM’S
INDUG FIVE MINIMUM ” So K?
Figure 4 1
Engage/Trim Interlocks
Figure 202 (Sheet 59) 22 12 00
Page 298.35
Jun 1/78
MAINTENANCE
+spuny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Pilot’s Side AC Power
CB NO. 1
115 V ITUDE POWER
400 Hz C (VG14)
MAX_tWR
80 VA STAR T
40 VA RUN
VAC E PLUS ADI PWR
3.11 (ADO
9 VA A0300D
12 VA ADG00
(VNAV)
CB NO. 2 15 VA
POWER 7JIB
I (FDC)
11.5 VA
5
2.01
(RD600)
<45 3.5 VA
CB NO. 3
ADCPOWER WI (ADC1
32 VA
Bil
IVNAV) 38
ISARO ALTIMETERI @8JEl 124
116.11, 2
) 39>
CB NO. 4
AP POW ER 10,118 (AP)
4 4@ 40 40 VA
Gil
C140 X 7<
Ml
PITCH T4D
SERVO
EXCITATION > L [ @00 @< 5 <
12.1 1
D) 119 29 <
AILERON
SERVO
EXCITATION >
14J 1
RUDDER D> 32
SERVO
EXCITATION E> _111 31
.@1.13 2410 R1
Figure 4 2
Input Power Requirements
(Sheet 1 of 9)
Figure 202 (Sheet 60) 22 12 00
Page 298.36
Jun 1/78
MAINTENANCE
+ SP Er Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Pilot’s Side AQ Power
CB
3J1
26 VAC 23 (AD 0 5 VA
C 14D) W 1 26 VAC 2J1
I’ k <31
INVERTER 40 R06001
10VA
oil
< < 140)
FLUX
VALVE 4.11
EXCITATION FLUX
E< VALVE
&.11 El 3 VA
D FIEMOT
COMP
CB
2,12 IRMO)
26 VAC <40 3.3 VA
15.11 (RATE GYRO)
<I< VA START
2JI :.5 VA RUN
< 51 < (RD600)
7.7 VA
3.12
37 AD300D OR AD600
RAI E OF TURN POVWE R
REF 11) 24668 RI
Figure 4 2
(Sheet 2 of 9)
Figure 202 (Sheet 61) 22 12 00
Page 298.37
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
Pilot’s Side Lighting Power
2J2
6 V LIGHTING 37 HSI
5.9 VA
W2
so ADI
b.b VA
ail FOIAP
A< MODE SEL
TBA
AP CONTROLLER
3VA
l6il
3 VNAV
2.5 VA
18.11
A BARD ALT
2.5 VA
10 REF 24669
Figure 4 2
(Sheet 3 of 9)
Figure 202 (Sheet 62) 22 12 00
Page 298.38
Jun 1/78
MAINTENANCE
+SPEr.qRy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Copilot’s Side AC Power
IIfiv 0 ATTITUDE POWER CM
.00 Hz I <C VG 14
26 VAC <E
80 VA START
40 VA RUN
PLUS ADI PWR
C8.11
A HZ454 ADI
8VA
FD POWER C6JlB
<1 FDC
9VA
CzjI
A .5 VA
< .5 VA ) RD044
REF 10 24670 RI
Figure 4 2
(Sheet 4 of 9)
Figure 202 (Sheet 63) 22 12 00
Page 298.39
Jun 1/78
SPERRY MAINTENANCE

AVIONICS DIVISION
Copilot’s Side AC Power
Cs
C1.11 GH14
26 VAC 8 44 VA START
37 VA RUN
C14A C3,11 C2.11
26 VAC k L RD044
INVERTER 2.5 VA
CQ1 FLUX VALVE
S> E 3 VA (INCLUDES
REMOTE COMP)
5,12
0 REMOTE
< COMP
COPILOT’S SIDE AC SUMMARY 40) Hz INVERTER POWER
1. STANDARD SYSTEM
(RD044 + C 14D OVA
2. OPTION NO. 1 START 53 VA
(GH 14, RD 044, C 14D, FDC RUN 46 VA
3. OPTION NO. 2 START 97 VA 10 FIEF 24671
JHZ 454, VG 14, RD O”, C 14D, FDC) RUN 57 VA
Figure 4 2
(Sheet 5 of 9)
Figure 202 (Sheet 64) 22 12 00
Page 298.40
Jun 1/78
MAINTENANCE
+spEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Copilot’s Side Lighting Power
C2,11
RDC44
5 V LIGHTING M 2.5 VA
C1.11
GH 14
2.5 VA
C8,11
HZ454
<R 2.5 VA
ID REF 24672
Figure 4 2
(Sheet 6 of 9)
Figure 202 (Sheet 65) 22 12 00
Page 298.41
Jun 1/78
MAINTENANCE
SPERRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
Pilot’s Side DC Power
CB
?JIB
28 VDC 40 4i 3 MAXPOWER
ANNUNCIATORS
50 W (SELF TEST)
@ L <50< 1 (FDCBIAS).IW
SI 1
MODE
SE L .2 VY
2.12
4 I. 44 R0600
16.11
VNAV 3 W
GH 14
C I.5W
HZ 454 1.5W
CB
G RADIO
ALTIMETER
1 20jI
CB @ (@@ 56 W
WI
C 14D
05 W START
65 W RUN
7JIA VDC 3J2
> AD3130DOR
17 AD600
ZNU
OUTPUT NO I 2JI
I 41 <@@ RD600
BARO ALT
AP OFF WARNING
AP OFF HORN
CB FIG. 4 1
10.118
C3 3 k.. (AUTOPILOTI
10GW
NIGHT /Iiii
E < @@ ) 6W
”J’
DA’@@
AP DISCONNECT SVY
10 REF 24673 RI
Figure 4 2
(Sheet 7 of 9)
Figure 202 (Sheet 66) 22@ 12 00
Page 298.42
Jun 1/78
MAINTENANCE
+ SPERRY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
Pilot’s Side DC Power
7JIA
9
I VDC F01AP
C MODE
ANNUNCIATOR SELECTOR
OUTPUT NO, 2
Ir REF 24674
Figure 4 2
(Sheet 8 of 9)
Figure 202 (Sheet 67) 22@ 12 00
Page 298.43
Jun 1/78
MAINTENANCE
SPEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
Copilot’s Side DC Power
CB
C6.1113 FDIC
28 VDC /3
N.
MAXPOWER
ANNUNCIATORS
SOW (SELF TEST@
4
CB
C3J I C140 105 IN START
28 VDIC /C 65 W RUN
N
d < I 1w ID REF 24675
Figure 4 2
(Sheet 9 of 9)
Figure 202 (Sheet 68) 22,1111111111”, 12 00
Page 298.44
Jun 1/78
MAINTENANCE
+ sprcr ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
NOTES
1. Figure 4 3 shows aircraft switching for a dual flight
director installation with a GH14 Gyro Horizon and an RD044
HSI on the copilot side. Switching between NaV 1 and Nav 2
receiver is shown on both pilot and copilot sides. Selection
of Flight Director feed to autopilot (FD1/FD2 switching) is
also shown. Nav switching relays and the FDl/FD2 switch
are customer furnished equipment.
2. For a single installation Na,,7 l/Nav 2 switching is still
available to the pilot. Copilot Nav l/Nav 2 relays and
the FD1/FD2 switch would be deleted and the signal flow
would be through the FDl po&ition of the switch.
3. All relays are shown in the deenergized condition and may
be considered to energize for the logic shown associated
with the contacts.
4. For ease of tracing signal flow, aircraft connectors e.g.
bulkhead, relav box, Ledex switch, etc., are not shown.
Figure 4 3
Figure 202 (Sheet 69) 22@ 12@00
Page 298.45
Jun 1/78
3J2 fADI)
T < 35 ( T
VOR/LOC
DEV
< 34
MA (FDC 1)
NAV 1 20
VOR/LOC VOR/LOC
DEV DEV
21 +
PILOT
41 NAV 2 Z X
SELECT 4
C
n 0 0m
2
NAV 1 fA
c (D
1 5 RPTR z
CD O
0
N)
C:)
N) CD BC
0
C+ COPILOT >>
V) NAV 1 ZE
zr C) SELECT C6JlA (FDC 2) a .4
CD @ > rn
(D Qj
C + 21 Z
>
z
M m
NAV 2
VOR/LOC < 20
DEV
4
CM (ADI)
d
4
0
NAV 2
RPTR
M)
C@ rD
NAV 2 R E F I D 29149 10
N) BC
I’D ID Figure 4 3
PO VOR/LOC Deviation Switching
,j 4@
00 m C)
MAINTENANCE
+ SPEsny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3J2 (ADO
7 NAV
VALID
NAV 1
VOR/LOC 7J1A (FDC 1)
FLAG 16 NAV
VALID
PILOT
NAV 2
SELECT
NAV 2
VOR/LOC C6J1A IFDC 2)
FLAG NAV
16 VALID
T
NAV 1
SELECT
C1,11 (ADO
h NAV
VALID
REF ID 29149
Figure 4 3
NAV Valid Switching
22 12 00
Page 298.47
Jun 1/78

AVIONICS DIVISION
NAV 1 TTL 7,11A (FDC 1)
TTL
N, 22 GND
PILOT
NAV 2
SELECT
NAV 2 TTL C6JlA (FDC 2)
< 22 TTL
GND
COPILOT
NAV 1
SELECT
N” 1 TTL 0 3J1 (ADI)
11 TTL
GNCI
PILOT
NAV 2
SELECT
NAV 2 TTL Clil (ADI)
Q TTL
GND
COPILOT
NAV 1 RE F ID 29149
SELECT
Figure 4 3
Tune to LOC Switching
Figure 202 (Sheet 72) 22@12 00
Page 298.48
Jun 1/78
MB (FDC 1)
GLIDESLOPE 16
DEVIATION
NO. 1 GS
DEV
W 17
PILOT
NAV 2 3J2 (ADI)
SELECT 19
<
GS
DEV
ZX
n 18 + ?; 4
COPILOT in T
C+ 0 in
C: CD NAV 1
SELECT in
0 C6JlB (FDC 2)
0
CD :3 16
rl ) CD
C + ic
U GS >
M GLIDESLOPE DEV z
DEVIATION C
NO.2 m
Z
17 >
z
m
2J2 (HSI)
WNAV) 16J1 2K 5 +
27
V ERROR
6
C CD
28
RE F I D 29149 04 R I
Figure 4 3
co (’0 VNAV Error and Glideslope Receiver Switching
16,11
V NAV 22 2J1 (HSI)

VALID VERTICAL
38 <
_T_ DEVIATION
VALID
NAV 1 +28 VDC
GS FLAG
VN/GS
35 MODEANN
Ml (V NAV)
V NAV JL
29 < MODEGND
PILOT 30 In
NAV2 < C
SELECT 7J1B 0 G)
Z X
(FDC 1) DC 25 < V NAV 4
TI MA +28 V MODEGND T
. @s 28VDC a In
(M rt, BACK 75 U V NAV 4
C CD COURSE BACK Z,
1 1 COURSE Ca
CD 0 z
0
I”.) n
CD :3
1‘11) (D 7J1B (FDC 1)
(AD0 3,12 ic 3
rt 7 GS
B.C 44 VALID >
ZE
C 4
rD 0) PILOT >m
C t @m BACK z
I COURSE NAV2 3J2 (ADI) >
4 SEL
GS z
(FDC 2) 20 < FLAG 0
28 VDC C6.11A m
BACK 75
COURSE
C6.110 (FDC 2)
7 GS
(ADI) CM VALID
BC U > j COPILOT
NAV1
SEL
rv
CD NAV2
GSFLAG REF ID 29149
rj I
ID I:D Figure 4 3
Fo VNAV and Glideslope Valid Switching
0 CD
0@j I r, 10
MARKER BEACON
NO. 1 7J1B (FDC 1)

< 80 mm
NAV 2
SELECT
MARKER BEACON
NO. 2
C6J1B (F DC 2)
80 mm
SELECT Air
NAV 1
10 I” $
IC C
0
z
DME TTN 2 RA
C+ C6J1A (FDC 2)
(D
5 50 DME
(D r) TTN 2 LA IC
0
0
W
CD NAV 1
N) CD SELECT
n
C+
(D (FDC 1)
(D 0) 7J113 Z z
V NAV C 4
C.+ (m 16.11 0 9 >m
4 Is V NAV VALID r,
ru 22 z
U1 VALID >
z
ME
m
+28 VDC
DME TTN 1 7J1A (FDC 1)
r*j 50 DME
PILOT TTN 1
%) NAV 2
SELECT
16.11 (V NAV)
+V
33 RANGE
C rD +V DME VALID
RANGE VALID REF W 29149 R1
rQ 01@
t.0
00
Figure 4 3
co@ Middle Marker, DME TTN, and VNAV VAlid Switching
(DG1) 6Jl
z 10.11A (AUTOPILOT)
T<
48 z
HDG
b
(DG2) CM 46 X HDG
’ z F< z
HDG a +
47 y
0 Q
b z X
FD2 (AUTOPILOT) 0 ’A
+28 VDC 10.1113 lp ,
0 OM
HDG RATE ;2 4
m
(a C.+ < 48 rA a
C CD DISABLE a cot
s s z
CD C) HDG2
0
N) =5
C) ,%
N) CD
C) 39
C + )21 >
pli z
NAV 2 C
rD T >m
CD ru Z
C+
>
z
m
6,11 6,11
h
DG1
N) VALID
rQ 10.1113 10,11A
ENG 28 < 53 < AP HDG
INTLK INTLK
C3.11 C3.1 1
CD h
28956 RI
DG2
VALID
FO C) Figure 4 3
00 r,.)
U, C) Heading Switching
(DG1) 6il
10,11A (AUTOPILOT)
’z z
e’ 48 z
HDG a N
b
(DG2) C3jl 46 < X ’ HDG
z
z F< N
HDG
47 yj
N b
+
+28 VDC FD2 loils (AUTOPILOT)
HDG RATE 0
0 48 Z
DISABLE 0
HDGIIHDG2 .4
C 0 Ulm
(D
CD n L
0
M)
CD
Flo CD PILOT
n NAV 2
C+
Ln >>
=r 1= zi
CD
CD 0) C
C + >M
r z
>
z
0
6JI 6.11 M
h
DGI
fv 1111113 VALID 10.11A
ENG 28 56 < AP MDG
INTLK < INTLK
C3.11 CUI
h< O@0 >j
>
C@
C: (D DG2 REF ID 34362
M N) VALID
Figure 4 3
Fo CD
Co W CITATION ITT Heading Switching
I U, e
(VG) 1.11 MA H (FDC 1)
Li 61 14
ROLL ROLL
ATTITUDE ATTITUDE
S 15
I’D 1
10.11A C)
z x
H
9 C’)
U)
FD2
C+
m 19
1 to
rD 0 z
0
N) = ROLL
C) :3 ATTITUDE
N) (D
Ln C+ FD1
= C; ZE
(D r 1 C 4
M 0) >m
C+ La 10 r z
FDLJ
>
co =4 z
C)
m
(GH14) CM CW1 FDC 2)
K 14
ROLL ROLL
ATTITUDE ATTITUDE
15
C@ CD
r”) REF ID 29149T
FO C> Figure 4 3
co P. Roll Attitude Switching
’r, C1
L
WG 14) 7JlB C (FDC 1)
AA 6C 28
PITCH PITCH
ATTITUDE ATTITUDE
cc 18 27 < J
1OJlA 0 0
H (AP) Z X
15
UV
0 us
C+ 4m
C CD r”
5 5 I I 9
CD 0 IWO
z
NJ PITCH
CD =3 ATTITUDE
N) CD
V) I’D 1
=r U I ZE
CD a 4
CD 0) 16 NO rn
C+ to f
I FD z
z
Cl)
m
(GH14) H Clil C6jl FDC 2)
I/H 27
PITCH PITCH
ATTITUDE ATTITUDE
C >G 28 <
LO
C CD
REF ID 29149(D9,
Figure 4 3
FO Pitch Attitude Switching
00 f@n
” I I rl
(AP CONT)
+28 VDC
ENG SEL P >
10.118 1.11 (VG) iii
+28 VDC
ENGINTLK 33 P< O ’O >R 10.1113 (AP)
LATCH VG 30 +28 VDC
VALID ENG SEL +
0
Z
5 4
Ub m
C+ 4
m
U1
rD O z
0 1
I”) (GH 14) C1.11
C:)
1‘11) CD VALID b 1)
O
C+
CD GH 14 z
M . VALID C6.11A (FDC 2) C
CD 0 >m
C.+ +ZB VDC z
19 VG VALID >
co 51)
C:) =1 z
0
m
MA (FDC 1I
+28 VDC
< 19 VG VALID
1,11
+28 VDC D HH 0 @0 )GG
VG
VALID M (ADI)
10 +28 VDC
VG VALID
C@
C REF ID 29149 @
N)
f.0
co
C> Figure 4 3
MM 10 Autopilot Engage Select and VG Valid Switching
PILOT
NAV 2
RD600 2J2 SELECT
HSI 26 III MA (FDC 1)
35 HOG ERROR
.3 V/DEG
HOG
ERROR
.3 V/DEG 36 HOG ERROR
.2 V/DEG
25
37 COM
2Jl
HDG 37
VALID 7
23 +28 VDC
C.+ HDG VALID 07 U 41
IMP
C CD 9
N3
CD
C+
Ln C6.11A (FDC 2)
(D HDGERROR
CD 1W 35 C 1
.3 V/DEG >m
C+ to
5 RD044 CM z
CD W HSI >
=1 U > z
HOG 36 HDGERROR m
ERROR .2 V/DEG
.2 V/DEG
I < 37 com
N)
HDG C2J2
VALID x z +28VDC:
23 < L HDG VALID
COPILOT
C (D NAV1 REF ID 29149 li)
C
r\) SELECT
PO C:) Figure 4 3
Co j
Heading Error Switching
PILOT
NAV 2
(HSI) 2A SELECT
20 MA (FDC 1)
CRSERROR
40 .3 V/DEG
CRSERROR
.3 V/DEG 41 CRSERROR JL
.2 V/DEG
<
0 0
21
C +
cCD 37 Com
Is S IC
Mn W
0 z
N)=
c:) :3
r\.) CD
C t ic
V) CGJIA (F DC 2) >>
=r C) I 1 Z2
M URS ERR(H
M0) T \ 40 3 V/DEG c
>m
Z
00 0) >
N) :=I z
(HSI) C2,11 0
m
41 CRSERROR
CRSERROR .2 V/DEG
fllQ .2 V/DEG
1V
I 37 Com
21) N.) COPILOT
M NAV1
rQ SELECT
C) Figure 4
c 01 OU3, ID Course Error Switching
R NAV 7AA FDC 1)
MODEGND
RNAV
47 MODEGND
PILOT
NAV2
SELECT
CISAA (FDC 2)
R NAV
47 MODEGND Z x
COPILOT A
U:) C t NAVI ME
C CD SELECT Ca
I 1 z
(D C )
0
N)
CD
N) ID R NAV APP 7.11A (FDC 1) C’s
C+ MODEGND R NAV APP >
48 z
=r CD MODEGND C
CD
CD 0) >m
rt U3 PILOT Z
s NAV2 >
00 0) z
SELECT 0
m
C6,11A (FDC 2)
48 R NAV APP
MODEGND
COPILOT
NAV1 RFF I.D, 29149 ClJ3 RI
SELECT
N)
I’D
00
C @.D Figure 4 3
C _
’5 N) P NAV Mode GND Switching
@.D
FO
C 0 C:)
MAINTENANCE
+sT.*Er.zRy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
FROM RD 44 HDG SFIL FCT
(NOTE 2)
C@DEG
C/DEG
rl ,,,,T DIRECTOR COMPUTER
;, @ %10 I GAIN
36 PROAGSRAMME
HOG 37 7J1A IMA
CURSOR
w 28 ROLL CMD
7JI A 36 TO 37
150 KNOI
BIAS 3 FOR A 4 INCH ADt
jLIMPER 7JIA 61
TO 62
@CIIMIU;CR
rAIR DATA
A/C AS @11 1 @,VDC KN@ TX
PITOT 64 0 43 FUNC
GENEF
A ALT LO 2 @VDCIFTI
STATIC T vvv 60 ROLL IIA”
28 VDC ADC VAL IL) 52 GAIN SLNSIIIVI I Y
62 ADJ UST (NOTE 3
4 VERTICAL GYRO LL ATT 3J2 ADI
AC/DEG)
11p 14 29 b f15
I O 15
ROLL VG ROL L R
I
11 CCDLL@
SYNCHHO @ i j 3@, A I 10
AP
26 26 CIMPOR
VAL 21 ITI 0
”VHL [it 13 VDC ROLL BAR BIAS
AE1 I
HEADING SELECT (HDG) AND GO AROUND
(GA) MODES
Flight Director Mode Flow Diagram
Figure 203 (Sheet 1 of 10) 22@ 12 00
Page 298.61/298.62
Jun 1/78
MAINTENANCE
+ spr=rqRy MANUAL
FLIGHT SYSTEMS
AVIONICS oiviSiON
FROM RD 44
COURSE SELECT
III (NOTE 2)
1 HE DIRECTOR COM
i2OO @,YAC@DLG G PUTER
J1A 41
’WS1 TO 37) r1LI
CH (300 ,VAC DE
7J1A40 7J1A
3 FOR A 4 INCH ADI
NAV RECEIVER JUMPER 7JIA 61
RADIO DEV TO 62
(15 VDC/DEG BEAM)
RADIO DEVIATION 2C FERAL
(TUNED TO GAIN
VOR FRED) L @3J 2 so 21 GRAMMER N
NAV TIME CONST NT TIME CONSTANT
SWITCHING J. TO ADI VOR A 7 5 SEC 611 ROLL BAR
VOR AND VORC P
LOC DC 15SEC GAIN SENSITIVITY
METER VOR APR 4 SEC VOR APR 0 2 SEC 62 ADJ LIST (NOTE 3@
LI 1, TT 3J2 AM
1200 @VAC @DFG)
rVG 14 VERTICAL GYRO ’J1 VG ROLL A
T 14 19 25
W 15
ROLL VC,’ RO@ I
SYNCHRO 3JI ATT TO Co D
x AP 30 CUE
CMPTR g
Ii TO
TT
v
iSPHFRF 1 Ut, ROLL BAR BIAS
VOR (NAV CAP) AND VOR APPROACH
(VORAPR CAP) MODES
Figure 203 (Sheet 2) 22@ 12 00
Page 298.63/298.64
Jun 1/78
JL MAINTENANCE
SPEFRY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
I 1, ’I,A
IIA
1 11 Intel,
to
IAIN
\MMI I,
0
’,A
ANO III @Fiji NAV
P ll KN II (IN
All
AT A@11 I @111 KNI
AI ’IN, I N
;I NIHAill’t
\1 I o @11. I 1,
11 NSOH
”I, A I 11 11 11 v @l I
N 11
NOTES
All IM 11 211, / 1)H ’I @Flll I,” INI, I NI 1 At L L AB[ I I D SLNI I C HI
I IF I LI Al ARE SHOWN IRI I Hi OPEN
1.1001 I 61\jl@ 11 Al 10 T I POSIT:0N RILABELED
(AV, @ CON D TIO C. I(@SES
VV A SWITCH
VI,( HAVAt It’ y
L 2 F 0 R R D 44 C C) O RSE
GRAD IENT CH
731A 41 TO
I FOR A 4 INCH i,l)
NAV II I (A IVt 14
JOMPFFA 7JIA 61
@FAI,),!O DE V TO 62
1 ’II I, VDC I IF I; fit AM) LAIT @@Ai
D N@ @@IT II@ 0” F@H(,I;A N 0 It I I II
LC ;i(AMMI Ii t
RAP’l(II,I) VIAIION
NAV I N, I I)N’@IANT
’@Wl I l HING
IFM I@” 1;,@ 1 hl APh
El
4VEI TICAI ;YRO % HOI I A I I SFRISITIVIT,
LI 11, 6@
III mou
F c I @200 VAC Ili GI
a . I IF @’IAIFI‘tl I
L L AW
HOLt III M(L (jFN’,f AN I (;AIN
Al
CRIVTI@
Al I
SYN VAIIi lo@ @11 I
C HMO
1 VI PO[ I HAHBIA!;
Cffl
LOCALIZER (NAV CAP), LOCALIZER APPROACH
(APR CAP), AND BACK COURSE (BC CAP) MODES
Figure 203 (Sheet 3) 22 12 00
Page 298.65/298.66
Jun 1/78
JL MAINTENANCE
SPEFRY MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
O.TA
A/C
PITO I JIA ?j1
NO
IK I I MIN 45 Aelt
GSOC 10
A/C TIC
STATIC RL IJIB I0J1A
FE F 12
:S. K ... IN 42 GSDISPLAC’MFNT TOfAl
NOSE UP CM’TR
’DC
3J2
NO 2 GLIDE PITCHBARGAIN
SLOPE RECEIVER TO ADI SENSITIVITY ADJUST
G SE
S (NOTE 2)
NO I GLIDE METER 13
SLOPE RECEIVER I HAMMER 3,12 ADI
t GS GAIN PROG PITCH
NAV GS DEV 214 VDC D[ G@ 0 w RATE 30
TC IST PIT 11
SVVj H 17 Tl(;F CAP LIMIT C M DC
MARK IT
i
’AR KFF1
GSOC ED
BEACON
RECEIVER I 1,0i’l T
10 AL Ew I
TO BAD 1200 F T GND II 46
T AN@,MIT 1 I
ARN T 28 VDC RA VALID 35
50 FT GND V IIIII. 52
AUX12LIARY NOTES
JU
VE’A PITCH HOLD
S@HERL
PITCH BAR
BIAS
GLIDE SLOPE APPROACH (APR CAP) AND
GO AROUND (GA) MODES
Figure 203 (Sheet 4) 22 12 00
Page 298.67/298.68
Jun 1178
L MAINTENANCE
J SPERRY MANUAL
”Ir FLIGHT SYSTEMS
AVIONICS DIVISION
AIR DATA COMPUTER FLIGHT D I RECTO COMPUTER
Sul J1A I 7,11113 10JIA
31 4 81 ALT HOLD 6ND 33 AI. DATA
HOLD PITCH SYNC CMD TO AP
ERROR 34 4 82 VS HOLD GND 34 CMPTR
SWITCHING 35 a 84 iAS H(LD G%L)
ALT RATE N
500 0 65 lb 45
@VDC IK FT MIN 11 PITCHBARISAIN
SFNSIT IITY ADJUST
13 @NOTE 2V@
HOLD ERROR f 32 36 ,NA 3,12 7ADI
AIT 11I,,,VDC+1 PITCH
VS 1 VDC 1K FT MIN ”All I‘ 2i
IAS 35 VDC KN 3 7 NAI 1 I ITCH
DE
VS
iAS E .31 24
PR. GAIN., R
GRAM
AC AS IT 1 1 VDC/KN@ TAS
PIT( 64 W. 43 M. FUNCTION
AC ALT iO 2 ,@VDC FT; NOTES
STATIC 63 44 IALL LABELEDSINITCHESARE
52 SHOWN IN THE CLOSED
PO ITION LABELED
CONDITION CLOSES SWITCH
2FOR A 4 INCH ACT
V. 4 1’ JUMPER 7,11B12 TO 13
1ICAL GY1111
@200 ,VAC,DFG)
113 P@TCH ATT
AA
VG PITCH
ATTINPUT PITCH
TO AP SYNC
3,11 IMITI
TO AT T
13 VIIC
’VIA SPHE RI PITCH HOLD
31 29 0
PIICII 8AII ERAS
ALT, 1AS, AND VS HOLD MODES
Figure 203 (Sheet 5) 22 12 00
Page 298.69/298.70
Jun 1/78
MAINTENANCE
S PEFRY MANUAL
+ FLIGHT SYSTEMS
AVIONICS DIVISION
HT DIRECTOR COM
rFLE. 1UTER
rVN;V COZUTIEPIXONTROLL@. 16JI MA 7.118 7JIB 10.11A
DC ALT ERROR I
25 22 VIA a 33
AIR DATA
CMD TO AP
36 a 34 CMPTR
5 ON
114 4
37
42
41
40 AP
39 BK PITCH BAR GAIN
38 IIF 11111ITIIITIA.1111@
.) 3 (NOTE 2)
TER
A.. DATA 17MIll
26 VAC
SIN 49
FINE ALT Cos 50 3J2 ADt
( PET 51 PITCH
SE( 0,2 @VIDCIFT 52 RATE 40 23
COAR 15 VDC REF 53 LIMIT
ALT RET 54 E
ALT RATE NO 2
1500 @VDC 1K F MIN, TAS 1 14
65 45 150 KN T GAIN
aIASO PROGRAMMER
AS 11 I VOC KN@
A/C AIRSPEED 64 43
PITOT SENSOR NOTES
AC TF ALT (02@VDC FT
PRESSURE fi 3 I ALL LABELEDSWITCHESARE
SIAIIC R 28 VOC ADC VALID
_@@R; E N SO @R 12 bZ SHOWN IN THE CLOSED
POSIT:ON NLABELED
CONOTIO CLOSESSWITCH
4 JUMPER 7JI812 TO 13
F ,@ R11 1CA1 G YRO VG PITCH A T4
BB (200 VAC DEG
AA 2, 8
VG P:TCH
ATT NPUT
TO AP
PITCH CMPTR
SYNCHH11
’A T0,111 I VD,
SPHERI PITCH HOLD
PITCH BAR BIAS
ALTITUDE PRESELECT (ALT SEL) MODE
Figure 203 (Sheet 6) 22 m 12 00
Page 298.71/298.72
Jun 1/78
MAINTENANCE
+SPEr.Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
r7 GHTDIR ECTOR COMPU TER
TO
FROM
7.11A 7JIS 7.11 1 IW1A
27 VANGIVERT ERROR 14 VVI > 11 ITI. 33 AIR DATA
28 15 CMD TO AP
36 34 cmpl R
15
14a
37 SYNC/HO
42
41
40 TAS
39 GAIN
PROGRAMMER 11 PITCHEIARGAIN
38 SENSITIVITY ADJUST
I 13 (NOTE 2)
WASHOUT F
rAIR DATA COMPUTER 11
( :H: 1 TIME CONSTANT
26 VAC C 2 VNOC 40 SEC V
SIN 49
FINE ALT COS 50
3J2
RET 51 PITCH
2 @VDC/FT 52 RATE 4 1‘ @ 30 41. 23
COARSE( 015 VDC REF 53 LIMIT
ALT RET 5’ > E
ALT RATE NO. 2
(500 @VDC/IK FT/Mft 31 24
65 45
L AS (I 1 1 @VDC/K N) T
A/C AIR! 64 w 43 FU N1
PITOT F SEP GENE
A/C At T (O 2 @VDC/FT@ NOTES:
STATIC 6 VALID 44 1. ALL LABELED SWITCHE ARE
52 HOW INTHECLOSED
”OSITION, LABELED
CONDITION CLOSES SWITCH.
2. FOR A 4 INCH AD$,
4 JUMPER 7JIB 12 TO 13.
FVVEFI’TICAL GYRO VG PITCH ATT
BB
(200 VAC/DEG)
27
AA B., 28
CMPTPR
VG P:TCH
ATT NPUT
PITCH TOA
91@ 30
* i3vD
@V’@A Y @ 4@ 29 TO ATT @I I 0
SPHERE 29 PITCH HOLD
PITCH BAR BIAS
AD 7
VERTICAL NAVIGATION (VNAV) MODE
Flight Director Mode Flow Diagram 22 12 00
Page 298 73/298.74
Jun 1/78
MAINTENANCE
STzEr ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
1‘7 7,, .T.,R ,,TO, C OMPU, ,,, CT., ONDITIONS REQUIRED FOR EACH MODE TO BE
E SELECTOR MODESELE C
ENGAGED ASSUMMING THAT ALL INTERNAL ED LOGIC
HOG CIRCUITS ARE FUNCTIONING
HOG ON
T PITCH WHEEL ADC
7,11 MODE TK IN OFT NAV TTL NOT B VNAV
B B SELECTED MOVEING GS
L9 L 1 1.5 VDC VALID GND ED VALID VALID
MOM @13 VDC GND I, a ”’18.5 VDC AT VALID >18 5 VDC
0 55 AT 7J 1 A 49 18,5 VDC AT 13 VDC AT 18.5 VDC
(NOTE 1) AT 7JIA 16 7,11A 22 7JIB 49 7JIA 42, AT
NAV I i I (NOTE 1) 7JI8 38 AT 7.11B 7 7,118 9
NAV CAP HOG x
MOM 13 VDC NAV x x
56 I (NOTE 2)
1‘ @ 74 P I
PR x x x
A I I
APR r x x
APR CAP EIC x
VNAV x x x x
MOM ’13 VDC 53 GND . .... W 70 w H Q , i
ALT X x
t f
BC RC CAP ALT SE, X X
Vs T
MOM @13 VDC VLIP GND
I 57 FLOP 67 P. K [AS
VNAV
NOTE
VNAV I CONDITION ONLY APPLIES IF THE AUTOPILOT
IS ENGAGED, HOWEVER, THE AUTOPILOT DOES
P MOM 13 VDC: GNO NOT HAVE TO BE ENGAGED FOR FLIGHT
4111 61 74 T DIRECTOR MODE OPERATION
TTL GND NOT REQUIRED WHEN TUNED TO A
ALT VOR FREQUENCY
ALT ON
A MOM 13 VDC 56 _III[@@GND_ O. 75 El
ALT SEL
ALT SEL CAP
C MOM ’13 VDC 60 GND * @ 72 E 4 4 I
Vs VS ON
T,
Y MOM .13 VDC DP 58 N. 40. 76 1w z
[AS
IAS ON
MOM 57 0 71
@13
E .0 2 III VD C F
1111 F 41
LAMP TEST
GNO FROM ADI *N 54
3J I 25
9
28 VOC TO AD 600 TO F 1
BUS 41 3,12 2 (SH 10)
MONITOR
AD8
MODE LOGIC
Figure 203 (Sheet 8) 22 12 00
Page 298.75/298.76
Jun 1/78
STZEr.,@R
y MAINTENANCE
AVIONICS DIVISION
rMODE SELEC TOR
AV/HSI TO NAV SWITCH
N CONTACTS
8,11
0
U PILOTS NAV
T SWITCHING RELAY
S2 NO SET
RELAY
FLIP FLOP I’. DRIVER 001 0 @28VDC
RESET
L 0
Si 1
1
@13VDCFROM7,LIA2 E
0
Si N.
C SET FD OFF GND
FLIP FLOP LAMP II 11 N TO 7,11A 58
RESET DRIVER (SH 10)
OFF
v
@28 VDC FROM 7J IA 9 2
FDOFF
AD 9
NAV/HSI SWITCHING
AND FD OFF LOGIC
Figure 203 (Sheet 9) 22 12 00
Page 298.77/298.78
Jun 1/78
JL ST.*Er@Ry MAINTENANCE

AVIONICS DIVISION
TO ED AND AP
A.. DATA LOGIC CIRCUITS rvNATComP7TERZN,.@7LER
C
,.M’.”E. ful 6,11
28VDCADCVALID 36 DISPLAY NOTES
rVG 14 VERTICAL GYRO GS RECEIVER VALID (H) WITH (NOTE2)
115 VAC PITC14 OR ROLL
(VOR/LOC)
LE’T
LI D’,sTEAP cA’P
TTL GNO 47
@28
VDC CB
K7 26 VAC 51 30 VDC
ROLL AND I 1 1
’TC A TT 28VDC 52
FE NC PE N
L@ V. EL
IETECTOR
28 DC 3,12
GG VGVVALID ED VALID
POWER FROM 1J1847 2 V)7
VDC
28 (SH8)
SUPPLY AND
EMI FILTER 4 I HIGH
K8 3 2. i, 39 L
Ir
28 VDC OUTPUT ’MID NULL
DETECTOR NAV I K1
VALID
@D M
FAILURE WARNING FLAGS
AND BAR BIAS LOGIC
Figure 203 (Sheet 10) 22 12 00
Page 298.79/298.80
Jun 1/78
JL SprcrqRy MAINTENANCE

AVIONICS 01VISION
TOPILOT TABLE I TABLE 11
GND FROM 10,11A AUTOPILOT AP ELECTRICAL INTERLOCK SERVO CLUTCH CONNECTIONS
T )I., FF’
AP CMPT R ORN PART NO. COL I COL Ill DASH CLUTCH CODING
7.11 A 4009519 1 OjIA I@T1A NO COE I COL 11
28 VDC 811, 911 51 53 904 F G
12 F 11
TCS TICS
Al
EN
10J1B
NO IDG
10J1A 10JIA I0J1A WI VALID 6,11 NAV I/HSI
> 28
> I
SEE COL I SEE
TABLE I TABLCE L1 U NO. 2 DG IAS >T
C6jl VALID
6j
7.11A I
< 0 4h> AIL 6 41
38 IT
28V
IOJIB TCSSEL BIAS 15VDC VALID
1 15 VDC VALID
E
LEV +< >
7JIB 5 VDC VALID
54 < I BIAS
ND 7,118 SEL
GA
1NO45 LOT RUDDER 10 4@@
54 <
C7J1B tl
3 IP TEST
”< 28 V DC POYV EACH
WEI TO FID FLT
3 IOJ 1 A iiii I 1 i I 10,11
LL@ 4 15 VDC ) I> <C ( O 0 ) Y 49
Autopilot Engage Interlocks Diagram
Figure 204 22@ 12 00
Page 298.81/298.82
Jun 1/78
MAINTENANCE
+ spEr Ry MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
REINSTALLATION/ADJUSTMENT
1. General
This section provides instructions for reinstalling and adjusting each unit
of the Autopilot that has been removed from a correctly installed system.
Should any INSTALLATION CRITICAL cases arise with the reinstallation of any
unit, be sure to comply 100 percent with the instructions.
2. Equipment and Materials
No special equipment or materials other than those commonly used in shop are
required for reinstalling and adjusting the Autopilot.
3. Procedure
NOTE: No adjustment is required, unless stated otherwise.
A. Reinstall Autopilot Computer.
(1) Slide Autopilot Computer into mounting tray, Sperry Part No.
4011646.
(2) Carefully apply firm pressure until connector 10J1A and 10J1B,
Sperry Part No. 2504778 1, is mated with receptacle on mounting
tray, 2500122 1 (DPX2MA 67S67S 33B 0001).
CAUTION: DO NOT FORCE FIT. IF MATING IS DIFFICULT,
REMOVE THE AUTOPILOT COMPUTER AND CHECK
FOR CONNECTOR PINS THAT MAY BE BENT OR
OUT OF ALIGNMENT. ALSO CHECK THE ALIGN
MENT OF THE RECEPTACLE IN THE MOUNTING
TRAY.
(3) Insert mounting tray holddown assembly knob into hook on front of
Autopilot Computer, and tighten holddown knob.
B. Reinstall Autopilot Controller.
(1) Mate Autopilot Controller connector J1, Sperry Part No. 2501495 86,
with aircraft electrical cable assembly connector, Sperry Part No.
4000809 586 (MS3126F18 32S), and slide Autopilot Controller into
the control panel .
(2) Secure Autopilot Controller to control panel with the four fasteners.
22 12 00
Page 301
Nov 1/75
AINTENANCE
+ SP Er Ry mMANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3. C. Reinstall AP/FD Mode Selector.
(1) Mate Mode Selector connector J1, Sperry Part No. 2501495 106, with
connector, Sperry Part No. 4000809 606 (MS3126F 20 41S), and slide
Mode Selector into the slot on the control panel.
(2) Secure Mode Selector to control panel with four No. 4 40 UNC, black
oxide machine screws.
D. Reinstall Attitude Director Indicator, AD 300D or AD 600.
(1) Mate ADI connector J1, Sperry Part No. 2500396 67, with connector,
Sperry Part No. 2504414 67 (MS24266 R18 B31 S)and connector J2,
Sperry Part No. 2500396 88, with connector, Sperry Part No.
2504414 89, (MS24266 R22 B55 S8)and slide ADI into the control
panel.
(2) Secure ADI to control panel by tightening screws on mounting clamp
(Marion Screw Products Co, Part No. 64301).
E. Reinstall Air Data Computer.
(1) Slide Air Data Computer into mounting tray, Barry Part No.
40438SI/DPXPI.
(2) Carefully apply firm pressure until connector J1, Sperry Part No.
2501681 101, is mated with receptacle on mounting tray,
(DPXBMA 67 33S 0001).
REMOVE THE AIR DATA COMPUTER AND CHECK
FOR CONNECTOR PINS THAT MAY BE BENT OR
OUT OF ALIGNMENT. ALSO CHECK THE ALIGN
MENT OF THE RECEPTACLE IN THE MOUNTING
TRAY.
Air Data Computer, and tighten holddown knob.
F. Reinstall Altimeter
(1) Mate Altimeter connector J1, Sperry Part No. 4006011 2, with
aircraft electrical cable assembly connector, Sperry Part No.
4000809 607 (MS3126 F20 41SW), and slide the Altimeter into the
slot on the control panel.
(2) Secure Altimeter to control panel by tightening screws on
mounting clamp (MSP Co, Part No. 9963).
22 12 00
Page 302
Jun 1/78
MAINTENANCE
+ sprc sny MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
3. G. Reinstall C 14D Gyrosyn Compass
(1) Secure Compass to aircraft frame with eight No. 6 32 UNC fillister
head machine screws.
(2) Mate Compass connector J1, Sperry Part No. 1779310 27 with aircraft
electrical cable assembly connector, Sperry Part No. 4000809 606
(MS3126F 20 41S).
H. Reinstall DRC 1, Dual Remote Compensator
(1) Secure DRC 1 to aircraft frame with four No. 6 40 UNC fillister
head screws.
(2) Mate DRC 1 connector 5J1, Sperry Part No. 2501495 48 with aircraft
(MS 3126 F14 19SX) and connector 5J2 Sperry Part No. 2501495 49
with aircraft electrical cable assembly connector, Sperry Part No.
4000809 549 (MS3126414 19SY).
1. Adjust DRC 1
Adjust DRC 1 to compensate for single cycle errors (hard iron effects)
as follows:
(1) Remove the DRC 1 cover.
(2) Make sure compensation potentiometers are in their center position.
(3) Using a compass rose, place the aircraft on a north heading and
allow compass dial to settle.
(4) Compensate for any difference between actual heading and indicated
heading by loosening locking nut and adjusting N S (North South)
potentiometer on DRC 1. (Tighten locking nut.)
(5) Place the aircraft on an east heading and allow compass dial to
settle.
(6) Compensate for any difference between actual heading and indicated
heading by loosening locking nut and adjusting E W (East West)
(7) Place the aircraft on a south heading and allow compass dial to
settle.
(8) Compensate for half of any difference between actual heading and
indicated heading by loosening locking nut and adjusting N S
(9) Place the aircraft on a west heading and allow compass dial to
settle.
22 12 00
Page 303
Nov 1/75
SrEr,@Ry MAINTENANCE

AVIONICS DIVISION
3. I. (10) Compensate for half of any difference between actual heading and
indicated heading by loosening locking nut and adjusting E W
(11) DRC 1 should now be fully adjusted for proper compensation. As
a check, swing the aircraft on 30 degree increments and note
readings on compass dial. All readings should be within 1 degree
of the actual heading. If errors are greater than 1 degree, repeat
index error adjustment of paragraph 3.K. and above adjustments
for greater accuracy.
NOTE: MC 1 or MC 2 Compass Calibrator Set can be used
for index error and compensator adjustment in
lieu of the above procedure
J. Reinstall Flux Valve
(1) Secure flux valve to mounting bracket with three 6 40 x 3/8” round
head, nonmagnetic machine screws, Sperry Part No. 319011.
(2) Mate flux valve connector.
K. Adjust Flux Valve
NOTE.: Generally, ground swinging can be considered satisfactory
for most types of aircraft. Unless it is found that for
a particular type of aircraft the engine operation affects
the indication of the flux valve, the engines need not be
run during this adjustment. In this case, aircraft power
is supplied by means of an auxiliary power source. Ground
swinging may be more rapidly and convenitently performed
by use of the MC 1, MC 1M, or MC 2 Compass Calibrator Set.
(1) Position the aircraft on a compass rose and turn it to each of the
four cardinal headings. Record the difference in readings between
the directional indicator dial and the compass rose as plus or
minus, depending on whether the dial readings are greater or less
than the compass rose readings. Allow sufficient time for the dial
to settle out at each heading before taking the readings.
NOTE: Instead of the compass rose, magnetic sighting
compass may be used. To take a reading, the compass
is located at a considerable distance fore and aft
of the aircraft and is moved back and forth from
the line of sight coinciding with the plane. When
a sight is taken facing aft, 180 degrees must be
added or subtracted from the sighted compass
reading. When facing fore, the compass reads
directly.
22 12 00
Page 304
Nov 1/75
MAINTENANCE
+SPEr ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3. K. (2) Add the errors algebraically and divide by four. The result is
the index error.
(3) Loosen the screws holding the flux valve flange to its mounting
surface and rotate the flange of the unit to cancel out the index
error. If the error is positive, the flange should be rotated in
the counterclockwise direction (giving a ”minus” reading on the
flange), as observed from above the unit.
(4) If the error is negative, rotate the flange in the clockwise direc
tion (giving a plus reading on the flange). The amount of rotation
should equal the index error.
(5) Tighten the mounting screws and recheck the readings at the four
cardinal headings. Recalculate the index error to make sure it is
zero. If it is not zero, readjust the flux valve flange until this
error is cancelled. Any remaining errors in excess of 1 degree
which are caused by extraneous magnetic fields should be counter
acted by using the Remote Magnetic Compensator.
L. Reinstall Flight Director Computer
(1) Slide FD Computer into mounting tray, Sperry Part No. 4011646.
(2) Carefully apply firm pressure until connector JIA and J1B, Sperry
Part No. 4021752 1, is mated with receptacle on mounting tray
(DPX2MA106P 106P 33B 1468)
REMOVE THE FD COMPUTER AND CHECK FOR CONNECTOR
PINS THAT MAY BE BENT OR OUT OF ALIGNMENT.
ALSO CHECK THE ALIGNMENT OF THE RECEPTACLE
IN THE MOUNTING TRAY.
FD Computer, and tighten holddown knob.
M. Reinstall GH 14 Gyro Horizon
(1) Mate GH 14 connector J1, Sperry Part No. 2578102 23, with aircraft
(MS3126F 20 41SW), and slide GH 14 into the slot on the control
panel.
(2) Secure GH 14 to control panel by tightening screws on mounting
clamp, MSP Co, Part No. 9964).
22 m 12 00
Page 305
Jun 1/78
MAINTENANCE
+ spuz zy MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3. N. Reinstall HZ 454 Horizontal FD Indicator
(1) Mate HZ 454 connector J1, Sperry Part No. 2501495 127, with aircraft
(MS3116F 22 55SW), and slide the HZ 454 into the slot on the
control panel.
(2) Secure HZ 454 to control panel by tightening screws on mounting
clamp (MSP Co, Part No. 9964).
0. Reinstall RA 215, Radio Altimeter Indicator
(1) Mate RA 215 connector J1, Sperry Part No. 632604 46, with aircraft
(MS3126 Fl4 19S), and slide RA 215 into the slot on the control
panel.
(2) Secure RA 215 to control panel by tightening screws on mounting
P. Reinstall RD 44, Radio Deviation Indicator
(1) Mate RD 44 connector J1, Sperry Part No. 632604 126, with aircraft
(MS3126 F22 55S), and connector J2, Sperry Part No. 632604 86, with
aircraft electrical cable assembly connector, Sperry Part No.
4000809 586 (MS3126F 18 32S), and slide RD 44 into the control
panel.
(2) Secure RD 44 to control panel by tightening screws on mounting
Q. Reinstall RD 600, Horizontal Situation Indicator
(1) Mate RD 600 connectors J1 and J2, Sperry Part No. 2500396 86 and
2500396 87, with aircraft electrical cable assembly connectors,
Sperry Part No. 2504414 86 (MS24266 R22 B55 S6)and 2504414 87
(MS24266 R22 B55 S7)respectively and slide RD 600 into the control
panel.
(2) Secure RD 600 to control panel by tightening screws on mounting
clamp, (MSP Co, Part No. 64301).
R. Reinstall RT 220, Receiver/Transmitter.
(1) Secure RT 220 to aircraft frame with six No. 6 32 UNC fillister
head screws.
(2) Mate RT 220 connector J1, Sperry Part No. 1779310 17, with aircraft
(MS3116 Fl6 26S), and transmit and receiver connectors, with RF
cable connectors (GRFF 4007 0002).
22 12 00
Page 306
Jun 1/78
MAINTENANCE
+ SPE sny MANUAL

FLIGHT SYSTEMS
AVIONICS DIVISION
3. S. Reinstall Drum and Bracket Assembly
(1) Mount drum and bracket assembly rigidly to airframe with four 1/4
inch diameter bolts of sufficient length and four suitable lock
washers and nuts.
(2) Attach control system cables to servo bracket drum. Secure swaged
cable terminals to servo bracket drum with two 1/8 inch long, No.
6 32, drilled, filter head screws. Safety wire screws through
adjacent holes in drum and Low Mu Monel wire, 0.020 inch diameter
and 4 inches long.
(3) Install two of four cable keepers, Sperry Part No. 2518330, on the
servo bracket at points of cable tangency to drum. The other two
cable keepers shall be located at 90 degrees from the first two.
(4) Install retaining plate, Sperry Part No. 2518332, on the slotted
end of the cable keepers using four 5/16 inch long, No. 8 32,
drilled, fillister head screws. Safety wire these four screws
with Low Mu Monel wire, 0.032 inch in diameter and 4 inches long.
INSTALLATION CRITICAL
TO ASSURE THAT THE CABLE CANNOT JAM BETWEEN
THE DRUM AND KEEPERS THE DISTANCE BETWEEN THE
KEEPERS AND DRUM SHALL BE MEASURED AFTER THE
KEEPERS AND RETAINING PLATE ARE INSTALLED.
THE DISTANCE BETWEEN THE DRUM AND KEEPERS SHALL
NOT EXCEED 0.040 INCH AND NOT BE LESS THAN 0.005
INCH. THE 3/32 INCH CABLE DIAMETER SHALL BE
VERIFIED. THESE ARE CRITICAL INSTALLATION
REQUIREMENTS.
(5) Adjust control system cables to proper tension. Cable tension will
vary with aircraft. Refer to Type Certificate, Supplementary Type
Certificate, or aircraft manual as applicable to determine proper
cable tensions.
T. Reinstall Servo Drive Assembly.
(1) Slide servo drive into rear of drum and bracket assembly and secure
with four screws, Sperry Part No. 4011086. Safety wire all four
screws.
(2) Mate aircraft electrical cable assembly connector, Sperry Part No.
2585610 37 (PTO GE 14 19S(SR)), with connector, Sperry Part No.
2501495 46, on Servo Drive.
22 12 00
Page 307
Nov 1/75
MAINTENANCE
+spE r ny MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
3. U. Reinstall VG 14, Vertical Gyro
(1) Slide VG 14 into mounting tray, Sperry Part No. 4003034.
(2) Mate VG 14 connector J1, Sperry Part No. 2501495 129, with aircraft
(MS3126 F22 55SY).
V. Reinstall VNCC
(1) Mate VNCC connector J1, Sperry Part No. 4011194 130, with aircraft
(JT06RE16 35S(SR)), and slide the VNCC into the slot on the control
panel.
(2) Secure VNCC to control panel with four No. 6 32 UNC fillister head
machine screws.
W. Reinstall Rate Gyro
(1) Secure Rate Gyro to aircraft frame with three No. 6 32 UNC fillister
head machine screws.
(2) Mate Rate Gyro connector ii, Ted Mfg. Part No. B5703 with aircraft
electrical cable assembly connector, Navajo Part No. B1700.
X. Reinstall AT 223 Antenna.
(1) Secure AT 223 to aircraft frame with eight No. 8 32 UNC screws.
(2) Mate AT 223 connector J1, BNC female, with aircraft electrical
assembly connector. (GRF 4007 0002).
22 12 00
Page 308
Nov 1/75
+SPEr z zy MAINTENANCE
MANUAL
FLIGHT SYSTEMS
AVIONICS DIVISION
STORAGE INSTRUCTIONS
Refer to manual, Sperry Pub. No. 09 1100 01, for detailed procedures for
preparing all system components for storage or shipment.
NOTE: Pages 403 thru 422 have been deleted.
22 12 00
Page 401/402
Jun 1/78
Page 62
Note 1, Honeywell, 09/16/97 03:26:54 PM

Low Level
Page 67
Note 2, Honeywell, 09/16/97 03:28:00 PM

Low Level

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