E R Ry

IMPORTANT NOTICE
The avionics business units formerly owned by 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 the 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 200 Integrated Flight
Control System
Embraer Xingu I
(French Air Force)
Maintenance
Manual
22 14 00
REVISEID 15 MAY 1984
PUB. NO. 15 1146 23 15 MARCH 1984
PRIN TED IN U S 4.
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RECORD OF REVISIONS
Retain this record in front of manual. On receipt of revision,
insert revised pages in the manual, and enter revision number,
date inserted and initial.
Revision Revision Insertion Revision Revision Insertion
Number Date Date By Number Date Date By
1 May 15/84 Jun 1/84 S
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TABLE OF CONTENTS
Section Paragraph Subject
1 System Description
1. General
2. System Description
2 Component Description 101
1. General 101
2. Sensors 102
A. GH 14 Gyro Horizon 102
B. AC 200 Altitude Control 108
C. AS 215 Airspeed Sensor 110
D. C 14A Directional Gyro 112
E. FX 220 Flux Valve 118
F. CS 412 Dual Remote Compensator 120
3. Computers 122
A. SP 200 Autopilot Computer 122
B. ZC 220 Flight Director Computer/Controller 124
C. VC 200 Airspeed/Navigation Coupler 126
4. Indicators 128
A. GH 14 Gyro Horizon 128
B. RD 44 Horizontal Situation Indicator 130
5. Controllers 136
A. PC 201 Engage Controller 136
B. MC 201 Manual Controller 140
6. Servos 144
A. SM 200 Servo Drive and SB 201 Bracket 144
B. TM 202 Trim Servo and TB 201 Bracket 148
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TABLE OF CONTENTS (cont)
Section Paragraph Subject Page
3 System Operation 201
1. General 201
2. System Performance/Operating Limits 202
3. Flight Director Functional Description 205
4. Autopilot Computer Functional Description 223
5. C 14A Compass System Functional Description 257
4 Ground Check 301
1. General 301
2. Equipment and Materials 301
3. Procedure 301
5 Fault Isolation 401
1. General 401
2. Procedure 401
6 Interconnects 501
7 System Schematics (Not Applicable) 601
8 Removal/Reinstallation and Adjustment 701
1. General 701
2. Equipment and Materials 701
3. Procedure for All Indicators 701
4. Procedure for Controllers 702
5. Procedure for Sensors and Gyros 702
6. Procedure for Computers and Couplers 707
7. Procedure for Servo Drive and Drum and Bracket
Assembly 708
8. Procedure for TM 202 Trim Servo and TB 201
Sprocket and Bracket Assembly 710
9 Shipping, Handling, and Storage 801
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LIST OF ILLUSTRATIONS
Figure Title Page
1 System Flow Diagram 3
101 GH 14 Gyro Horizon 102
102 GH 14 Gyro Horizon Block Diagram 105
103 AC 200 Altitude Control 108
104 AC 200 Altitude Control Block Diagram 109
105 AS 215 Airspeed Sensor 110
106 AS 215 Airspeed Sensor Block Diagram ill
107 C 14A Directional Gyro 112
108 C 14A Directional Gyro Block Diagram 115
109 FX 220 Flux Valve 118
110 FX 220 Flux Valve Schematic 119
li’l CS 412 Dual Remote Compensator 120
112 CS 412 Dual Remote Compensator Block Diagram 121
113 SP 200 Autopilot Computer 122
114 ZC 220 Flight Director Computer/Controller 124
115 VC 200 Airspeed, Navigation Coupler 126
116 RD 44 Horizontal Situation Indicator 130
117 RD 44 Horizontal Situation Indicator Block Diagram 133
118 PC 201 Engage Controller 136
119 PC 201 Engage Controller Block Diagram 139
120 MC 201 Manual Controller 140
121 MC 201 Manual Controller Block Diagram 143
122 SM 200 Servo Drive and SB 201 Bracket 144
123 SM 200 Servo Drive Block Diagram 147
124 TM 202 Trim Servo and TB 201 Bracket 148
125 TM 202 Trim Servo Schematic 149
126 TB 201 Trim Servo Bracket Schematic 150
201 Mode Logic Diagram 215
202 Heading Select (HDG) and Go Around (GA) Mode
Flow Diagram 219
203 VOR (V/L) Mode Flow Diagram 221
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LIST OF ILLUSTRATIONS (cont)
Figure Title Page
204 Localizer (V/L) and Reverse (REV) Mode Flow Diagram 225
205 Altitude (ALT) and Indicated Airspeed (IAS)
Hold Mode Flow Diagram 227
206 Glide Slope (GS) and Go Around (GA) Mode Flow Diagram 229
207 Failure Warning Flags and Bar Bias Logic Diagrams 231
208 Autopilot Engage Interlock Diagram 243
209 Autopilot Computer Signal Flow Diagram 245
210 C 14A Compass System Signal Flow Diagram 259
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LIST OF TABLES
Table Name Lae
I System Components 2
101 GH 14 Gyro Horizon Leading Particulars 102
102 AC 200 Altitude Control Leading Particulars 108
103 AS 215 Airspeed Sensor Leading Particulars 110
104 C 14A Directional Gyro Leading Particulars 112
105 FX 220 Flux Valve Leading Particulars 118
106 CS 412 Dual Remote Compensator Leading Particulars 120
107 SP 200 Autopilot Computer Leading Particulars 123
108 ZC 220 Flight Director Computer/Controller
Leading Particulars 125
109 VC 200 Airspeed/Navigation Coupler 126
lio RD 44 Horizontal Situation Indicator Leading Particulars 131
Ill PC 201 Engage Controller Leading Particulars 136
112 MC 201 Manual Controller Leading Particulars 140
113 SM 200 Servo Drive and SB 201 Bracket Leading Particulars 144
114 SM 200 Servo Drive Dash No. Differences 145
115 TM 202 Trim Servo and TB 201 Bracket Leading Particulars 148
201 System Performance/Operating Limits 202
401 Fault Isolation 403
501 Interconnect Information 503
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.ay M INTENANCE
MANUAL
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INTRODUCTION
This manual provides general system maintenance instructions and theory of
operation for the SPZ 200 Integrated Flight Control System (System) for the
Embraer Xingu aircraft.
This manual provides block diagram information and interconnect diagrams to
permit a general understanding of system interface. The System components
described in this manual are manufactured by Sperry Corporation, Flight Systems,
Glendale, 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 as follows:
Abbreviation Equivalent
ADI Attitude Director Indicator
AGC Automatic Gain Control
AIL Aileron
ALT Altitude
ANN Annunciator
ANT Antenna
AOSS After Over Station Sensor
AP, A/P Autopilot
APP, APR Approach
ARM Arm
AS Airspeed
ATT Attitude
BARO Barometric
B/A Bank Angle
BC Back Course
BRG Bearing
CAP Capture
CB Circuit Breaker
CDS Differential Resolver
CE Course Error
CKT Circuit
CLK Clock
CMD Command
CMPTR Computer
COM Common
COMP, COMPTR Compensation, Compass, or Comparator
CONT Controller
CORR Correction
Cos Cosine
CPL Couple
CRS Course
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Abbreviation Equivalent
Cs Electrical Resolver
CT Control Transformer
DEG Degree
DEMOD Demodulator
DET Detector, Detent
DEV, DEVN Deviation
DG Directional Gyro
DH Decision Height
DIFF Differential
DISPL Displacement
DME Distance Measuring Equipment
DN Down
DRC Dual Remote Compensator
DUP Duplicate
EL, ELEV Elevator
EMI Electromagnetic Interference
ENG Engage
ED Easy On
E OFF Easy Off
EX LOC Expanded Localizer
EXT Extend, External
FD, F/D Flight Director
FLT Flight
FR, FRM From
GA, G/A Go Around
GND Ground
GS, G/S Glide Slope
HDG Heading
HORIZ Horizontal
HSI Horizontal Situation Indicator
IAS Indicated Airspeed
IF Intermediate Frequency
ILS Instrument Landing System
INC DEC Increase Decrease
IND Indicator
INS Inertial Navigation System
INTLK Interlock
INTGL Integral
INV Invert
KN Knots
L Left
LAT Lateral
LBS Lateral Beam Sensor
L/C Inductive/Capacitive
LH Left Hand
LOC Localizer
LTG Lighting
mm Middle Marker
mom Momentary
MON Monitor
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Abbreviation Equivalent
NAV Navigational
NC No Connection or Normally Closed
NCD No Computed Data
NO Normally Open
NOC NAV on Course
NORM Normal
OBS Omni Bearing Selector
O/C On Course
Om Outer Marker
OSS Over station Sensor
PATT Pitch Attitude
PCWS Pitch Control Wheel Steering
PECO Pitch Erection Cut Off
PITCH SYNC Pitch Synchronization
PROG Programmer
PW Pitch Wheel or Pulse Width
PWR Power
R Right
RA, R/A, RAD ALT Radio Altimeter
RCVR Receiver
RCWS Roll Control Wheel Steering
RECO Roll Erection Cut Off
REF Reference
RETR Retract
REV Reverse Course (Same as Back Course)
RH Right Hand
RMI Radio Magnetic Indicator
RN, RNAV Area NAV
RNAPP RNAV Approach
RT, R/T Receiver/Transmitter, Rate or Turn
RUD Rudder
SBY Standby
SEL Select
SIG Signal
SIN Sine
SPD Speed
SR Soft Ride
SYNC Synch roni zati on
TAS True Air Speed
TCS Touch Control Steering
TK Turn Knob
TP Test Point
TSO Technical Standard Order
TTL Tuned to Localizer
VA Volt Ampere
VAL Valid
VAPP VOR Approach
VBS Vertical Beam Sensor
VG Vertical Gyro
V/L VOR/Localizer
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Abbreviation Equivalent
VOR VHF Omni Range
VORTAC Colocated VOR and Tacan Stations
VR Volts Regulated
VRT, VERT Vertical
Vs Vertical Speed
WL, W/L Wings Level
XMTR Transmitter
YD, Y/D Yaw Damper
NOTICE
CRITICAL ITEMS
COMPLIANCE REQUIRED
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.
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MANUAL
XINGU I
SECTION I
SYSTEM DESCRIPTION
1. General
The SPZ 200 Integrated Flight Control System (figure 1) provides flight
director, automatic pilot, flight instrumentation (including gyro references
and flight instruments). Table 1 lists the components and part number that
compose a System.
2. System Description
The System provides three axis aircraft attitude stabilization and path
control. The automatic path mode commands are provided by the ZC 220 Flight
Director Computer/Controller, thereby integrating the autopilot with the
instrument system. Both stabilization and computation are programmed
throughout the aircraft flight regime for optimum performance.
The System displays heading, course, pitch and roll attitude, course
deviation, glide slope deviation, and to from indications. Lighted
annunciators denote the selected flight mode. Pitch and roll steering
commands developed by the ZC 220 Flight Director Computer/Controller are
displayed by steering pointers to enable the pilot to reach and/or maintain
the desired flight path or attitude. Signal flow between the various system
components is shown in figure 1.
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A/C
Ref
System Component Sperry Part No. Des
RD 44 Horizontal Situation Indicator (HSI) 2592920 044 2
GH 14 Gyro Horizon 4020531 535 3
FX 220 Flux Valve 2594484 4
CS 412 Dual Remote Compensator 2593379 1 5
ZC 220 Flight Director Computer/Controller 4029516 514 6
AC 200 Altitude Control 2594775 200 7
C 14A Directional Gyro 2587193 43 8
VC 200 Airspeed/Navigation Coupler 4011098 901 9
SP 200 Autopilot Computer 4008519 931 10
PC 201 Engage Controller 4011026 902 11
SM 200 Servo Drive (Aileron) 4006719 910 12
SM 200 Servo Drive (Elevator) 4006719 906 13
SM 200 Servo Drive (Rudder) 4006719 910 14
SB 201 Drum and Bracket 4005842 NONE
AS 215 Airspeed Sensor 4008516 15
MC 201 Manual Controller 4011049 901 17
TM 202 Trim Servo 4011097 916 29
TB 201 Sprocket and Bracket 4011096 901 NONE
System Components
Table 1
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OH 14GYRO PC 201
HORIZON (VO AND ADI) ENGAGE
CONTROLLER
S”
RI
SERVO
PITCH ROLL
COMMAND COMMAND 0
C”12
DUALREMOTE
_ _COMPENSATOR MODEAND
ENGAGESIGNALS
VC 2w
AIRSPEED/
DIRECTIONAL ROLL
GYRO ROLL CMD
SP 2W
AUTOPILOT
COMPUTER @4
0 TACH GEN FEEDBACK
ED AILER, N
@111 POSITION FEEDBACK SERVO
RUDSERVOAMPLOUTPUT
ALTITUDE ERROR TACH GEN FEEDBACK
PITCH .4
POSITION FEEDBACK
FX 220 F [I M]
FLUX VALVE 1 R dit ROLL I0 AILSERVOAMPLOUTPUT
R F PITCH DEMAND GEN FEEDBACK
ZC 220 ON FEEDBACK
VG 14A FDC/CONT
VERTICAL
GYRO
AIRSPEED
SIGNAL ERVOAMPLOUTPUT
RD ” HSI SM 201
OT ELEVA
PIT SERVO
STATIC
HOG SEL ERROR INPUT
AS 215 AIRSPEED
COURSEERROR LI SENSOR
I T1
GO AROUND AC 200 A/P DISENGAGE
ALTITUDE TCS LOGIC
CONTROL
TO FROM 0 TRIM COMMAND SIGNAL
co PITCH TURN 1p
C
POWER LEVERS COMMAND
(GOAROUND
BUTTON ON TM 202
RADIO LH POWER MC 2D1 TRIM SERVO
A ATION DEVIATION I LEVER) MANUAL
IV S
[@RE7VCIIGE E7R CONTROLLER AD 3731 RI
System Flow Diagram
Figure 1 22 14 00
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SECTION 2
COMPONENT DESCRIPTION
1. General
This section provides an illustration, leading particulars, a brief
description, and a block diagram or schematic of each component used in the
System. The information is only for the specific components listed in
section 1, table 1, and is presented for each component in the order listed
above. When a component picture utilizes callouts, the description for each
callout is presented with upper left hand callout described first and
proceeding clockwise unless it is a minor item grouped with a major callout.
The components are separated into five groups: Sensors, paragraph 2;
Computers and Couplers, paragraph 3; Indicators, paragraph 4; Controllers,
paragraph 5; and Servos, paragraph 6.
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2. Sensors
A. GH 14 Gyro Horizon (See figures 101 and 102, and table 101.)
ROLL
ATTITUDE ROLL
POINTER
SCALE
ATTITUDE
AIRCRAFT @ SPHERE
SYMBOL
a =3
13
GYRO WARNING
RADIO ALTITUDE FLAG
BAR PITCH AND
ROLLCOMMAND
BARS
FLIGHT DIRECTOR. @
WARNING FLAG
EXPANDED INCLINOMETER AD 6665
LOCALIZER POINTER
GH 14 Gyro Horizon
Figure 101
Dimensions (maximum)
Length (from rear of bezel without cable) 9.135 in. (232.03 mm)
Width (cover) 3.990 in. (101.35 mm)
Height (cover) 3.990 in. (101.35 mm)
Cable length 13.000 in. (330.20 mm)
Weight (maximum) 5.2 lb (2.36 kg)
Power Requirements:
Starting 26 V, 400 Hz, 33 VA
Running 26 V, 400 Hz, 25 VA
Lighting 28 V dc
Mating Connector:
J101 MS3121F20 41SW
Mounting Clamp, MSP Inc, Part No. 64391
GH 14 Gyro Horizon Leading Particulars
Table 101 22 14 00
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The GH 14 presents aircraft roll and pitch attitude information, using a
sphere, a roll attitude index, and a fixed position miniature airplane
symbol with reference to the horizon based on the angular displacement of
the gyro horizon housing with respect to the internal vertical gyro. The
GH 14 provides the following displays:
2. A. (1) Roll Scale and Attitude Pointer The pointer displays actual roll
attitude when aligned with the fixed index reference marks at 0, 10,
20, 30, 45, 60, and 90 degrees on the roll scale.
(2) Attitude Sphere The sphere moves with respect to the symbolic
aircraft reference to display actual pitch and roll attitudes.
Pitch attitude marks are in 5 degree increments on the sphere.
(3) Gyro Warning Flag The G flag comes into view if any of the
following conditions exists:
9 Primary power or power supply voltages are lost
e Power excitation is reduced to less than 75 percent
9 The gyro wheel speed is less than 75 percent
(4) Pitch and Roll Command Bars The bars display computed steering
commands to capture and maintain a desired flight path. Always fly
the symbolic miniature aircraft to the flight director bars. The
horizontal bar displays pitch commands and the vertical bar displays
roll commands.
(5) Inclinometer The inclinometer gives the pilot a conventional
display of aircraft slip or skid and is used as an aid to coordinate
turning maneuvers.
(6) Expanded Localizer Pointer Expanded localizer is displayed by the
localizer pointer whenever a valid localizer signal is available.
Raw localizer displacement data from the navigation receiver is
amplified approximately 7 1/2 times to permit the localizer pointer
to be used as a sensitive reference indicator of the aircraft’s
position with respect to the center of the localizer. It is
normally used for assessment only since the pointer is very
sensitive and difficult to fly throughout the entire approach.
During final approach, the pointer serves as an indicator of the
Category II window. Keeping the expanded localizer pointer within
its full scale marks ensures the pilot he will touch down within t33
feet of the centerline of the runway when using a Category II ILS
System.
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2. A. (7) Flight Director Warning Flag The FD flag is in view when the
flight director valid signal is lost.
(8) Radio Altitude Bar For added backup during the critical approach
phase of flight, absolute reference above the terrain is displayed
below 200 feet hy a barber pole radio altitude bar. The bar appears
at 200 feet and moves toward the miniature aircraft symbol as the
aircraft descends toward the runway, contacting the bottom of the
symbolic aircraft at touchdown. If the radio altitude valid is
lost, the bar will be biased out of view.
(9) Aircraft Symbol Serves as a stationary symbol of the aircraft.
Aircraft pitch and roll attitudes are displayed by the relationship
between the fixed miniature aircraft and the movable sphere.
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XINGU I
EXCITATION
EEL SPE ED, AND
CURRENT MONITOR ’II, LIGHT BLOCK
Al
LIGHTING
7
A3
2
GYR
POW40 MOTO
”V OR A
ER
INTERLOCK
B
C
ROLLERECT ROLL
LEVEL SWITCH R Pic KOFF
82 BE ROLL
PICKOFF
OUTPUT
PITCH ERECT
LEVEL SWITCH PPITCH
ICKOFF
Si S4 H PITCH
PICKOFF
OUTPUT
G
D 3964
GH 14 Gyro Horizon Block Diagram
Figure 102 (Sheet 1 of 2) 22 14 00
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SPEFRY MANUAL
+ XINGU I
P
ROLL
CMD
FROM
FD CMPTR
R
s H
PITCH
CMD D,
FROM
I’D CMPTR
t+O)WN)
V
28 VDC
FD VALID
K3
RADIO
ALTITUDE
INPUT 74
N +12V
28VDC
RA VU3 I
RA VLD K
GNID
LOC D 34
6
DEVN
FROM
NAV RCVR E
7i
1
LOC REV 28 VDC U
LOC REV GND P
28 VDC LOC H
VLD
TTL GND O AD 6666
GH 14 Gyro Horizon Block Diagram
Figure 102 (Sheet 2) 22 14 00
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2. B. AC 200 Altitude Control (See figures 103 and 104, and table 102.)
AC 200 Altitude Control
Figure 103
Dimensions: (maximum)
Length 9.75 in. (247.6 mm)
Width *.**so so.* 4.75 in. (120.7 mm)
Height 6.5 in. (165.1 mm)
Weight 5 lb (2.27 kg)
Power Requirements 115 V, 400 Hz, 4.6 VA, 28 Vdc, 3.4 W
Mating Connector:
7J1 Cannon Part No. CV6E18 1S
Mounting Hard Mount
AC 200 Altitude Control Leading Particulars
Table 102
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The AC 200 Altitude Control is a pressure sensitive unit, comprised of an
aneroid bellows and an E type pickoff. After the altitude hold mode on
the ZC 220 has been engaged, any change in altitude causes the AC 200 to
produce an electrical error output voltage which is fed to the ZC 220 to
command the required pitch attitude change to maintain the altitude
existing at the time of engagement. The ALT annunciator on the ZC 220
goes out and the AC 200 disengages when there is deviation from the
engaged altitude of more than approximately 450 feet. This precaution is
taken to preclude the possibility of internal damage to the AC 200.
115VAC IN C
ALT HOLD ENG +28 VD
/I
ALT ERROR OUT IC)H
SPARE J@4_
+28 VDCI E” PICKOFF SENSOR
ENGAGE
ALT HOLD ENG GNoG CLUTCH
K1
PWR GND A
PWR GND E
T
ALT ERROR OUT (H)F
ALT HOLD VALID OUTB
2W37
AC 200 Altitude Control Block Diagram
Figure 104
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2. C. AS 215 Airspeed Sensor (See figures 105 and 106, and table 103.)
The Airspeed Sensor uses pitot and static atmospheric pressures of flight
to produce an output voltage that is proportional to the aircraft
airspeed. The Airspeed Sensor provides airspeed information to the
VC 200. It also provides airspeed information to the Autopilot Computer,
where it is used for Q switching.
Za7s
AS 215 Airspeed Sensor
Figure 105
Dimensions: (maximum)
Length 4.00 in. (101 6 mm
Width 0* O..*** 4.00 in. (101:6 mmi
Height 4.00 in. (101.6 mm)
Weight 1.40 lb (0.6 kg)
Power Requirements 28 Vdc, 2 W
Mating Connector:
J1 Cannon Part No. CV6E1OSL 3S
Mounting Hard Mount
AS 215 Airspeed Sensor Leading Particulars
Table 103
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XINGU 1
5.0 VOC
OUTPUT
vo 11.1 MVDC/KNOT INTO
5000 OHM LOAD
RESOLUTION
LINEARITY RANGE 0.05 KNOT
0 re
I
so KNOTS Om 450
C
12) 0
STATIC
4:1:=::, PITOT
A
0@ @@ 0(3)
INCREASING .21161
AIRSPEED
AS 215 Airspeed Sensor Block Diagram
Figure 106
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2. D. C 14A Directional Gyro (See figures 107 and 108, and table 104.)
C 14A Directional Gyro
Figure 107
Dimensions (maximum):
Length 9’03 in. (229:4 mm@
Width 6.06 in . (154 0 mm
Height 7 22 in: MU mml
Height (shock mounts extended) 7:50 in 190 5 mm
Weight (approximate) 4.7 lb (2.13 kg)
Power Requirements:
Starting 115 V, 400 Hz, 30 VA
Running 115 V, 400 Hz, 17 VA
C 14A Directional Gyro Leading Particulars
Table 104 22 14 00
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Gimbal Freedom:
Vertical (Azimuth) 0 0 360 deg
Horizontal (Pitch and Roll) t85 deg
Slaved accuracy 2 deg
Gyro free drift (exclusive of earth rate) 24 deg/hr
Slaving rate (normal) 2.5 to 5.0 deg/min
Slew rate (automatic fast or manual) 30 deg/min
Mating Connector MS3126F18 32S
Mounting Hard Mount
C 14A Directional Gyro Leading Particulars
Table 104 (cont)
The C 14A Directional Gyro provides three wire synchro heading information to
various flight instruments., the Autopilot, and navigation receivers. In
addition, a remotely mounted MAG/DG switch controls compass slaved or nonslaved
modes of operation. A remotely mounted slew switch (INC DEC) is used to align
gyro heading in case of loss of the slaving amplifier.
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26 V, 400 Hz, SYNCHRO AND
S FLUX VALVE EXCITATION
115 V, 400 Hz C
INPUT POWER W 5V, 400 Hz LIGHTING POWER
POWER SUPPLY
POWER GND 0 h
j AUTOPILOT INTERLOCK
C
POWER WARNING
CHASSIS IF INTERLOCK
GND
POWER
ADEOLIACY AND +24 V DC
WHEEL SPEED
36262
C 14A Directional Gyro
Block Diagram 22 14 00
Figure 108 Page 115/116
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2. E. FX 220 Flux Valve (See figures 109, 110, and table 105.)
The flux detects the magnitude and direction of the earth’s magnetic
field and converts it to electrical information which is used to align
the directional gyro to magnetic north.
ZYM
FX 220 Flux Valve
Figure 109
Dimensions (maximum):
Bowl diameter 3.58 in. (90.93 mm)
Mounting flange diameter 4.80 in. (121.9 mm)
Height 2.88 in. (73.15 mm)
Weight (maximum) 1.5 lb (0.68 kg)
Power requirements 23.5 0.05 V, 400 Hz, 1.1 VA
single phase
Mounting Nonmagnetic machine screws, 6 40 by
3/8 in. round head, Sperry Part No. 319011
FX 220 Flux Valve Leading Particulars
Table 105
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.Ry MAINTENANCE
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(H)D
L4 26 V. 400 Hz
t (C) EEXCITATION
F SHIELD
B
r C SW Hz
SIGNAL OUTPUT
A
37138
FX 220 Flux Valve Schematic
Figure 110
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2. F. CS 412 Dual Remote Compensator (See figures 111 and 112, and table 105.)
The Dual Remote Compensator compensates the flux valve by inserting small
dc voltages to cancel the errors caused by magnetic disturbances.
CS 412 Dual Remote Compensator
Figure 111
Dimensions (maximum):
Length 5.62 in. (142.7 mm)
Width 2.56 in. (65.0 mm)
Height 2.99 in. (75.9 mm)
Weight (maximum) 1.0 lb. (0.45 kg)
Power Requirements 26 V, 400 Hz
Mating Connectors:
J1 MS3126F14 19SX
J2 s * * o. MS3126F14 19SY
CS 412 Dual Remote Compensator Leading Particulars
Table 106
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SCREWDRIVER
ADJUSTMENTS
E W
26 V D<4 +6.tVDC
400 Hz REGULATED
DCPOWER
SUPPLY
COM E O.
L6.iVDC
CURRENT
LIMITING
RESISTORS
FLUX VALVE
NO. 1 j
F
A I To
B KING H FLUX VALVE
C ITORS J CT
L
NOTE: THE DUAL REMOTE COMPENSATOR CONTAINS TWO IDENTICAL COMPENSATION
CIRCUITS. CIRCUITRY AND CONNECTIONS SHOWN ARE FOR THE NUMBER ONE
SYSTEM THROUGH CONNECTOR J1. THE CIRCUITS FOR THE NUMBER TWO SYSTEM
ARE IDENTICAL TO SYSTEM NUMBER ONE, EXCEPT CONNECTIONS ARE MADE
THROUGH CONNECTOR J2. 25756 R3
CS 412 Dual Remote Compensator Block Diagram
Figure 112
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3. Computers and Couplers
A. SP 200 Autopilot Computer (See figure 209, (Section 3) and figure 113,
and table 107.)
The Autopilot Computer processes information about the aircraft actual
attitude versus a desired attitude as a function of selected flight mode
to produce pitch, roll, and yaw control outputs. In addition to the
modes selectable on the PC 201 Engage Controller, the Autopilot will
produce pitch and roll outputs for any flight director mode except
go around.
SP 200 Autopilot Computer
Figure 113
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Dimensions: (maximum)
Length (less handle) 12.65 in. (321.3 mm
Width 2.79 in. (70.9 mm@
Height 7.62 in. (193.5 mm)
Weight (maximum) 7.0 lb (3.18 kg)
Power Requirements 115 V, 400 Hz, 120 VA; 28 V dc, 2 W
Mating Connector
J1 Cannon Part No. DPX2MA 67S67S 33B 0001
Mounting Tray, Sperry Part No. 4011646
SP 200 Autopilot Computer
Leading Particulars
Table 107
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3. B. ZC 220 Flight Director Computer/Controller (See figures 201 thru 206
(Section 3) and figure 114, and table 108.)
The Flight Director Computer processes information about actual attitude
versus desired aircraft attitude as a function of selected flight mode to
produce pitch and roll steering command outputs to the Attitude Director
Indicator. It also provides flight director pitch and roll mode steering
information to the Autopilot Computer when not in the go around mode.
Flight Director modes are selected and annunciated by nine pushbutton
switches on the front of the Computer. Also, a GS EXT annunciator is
provided.
3W13
ZC 220 Flight Director Computer/Controller
Figure 114
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Dimensions: (maximum)
Length (excluding cable and connector) 11.60 in. (294.6 mm
Height 3.14 in. (79.8 mml
Width 2.64 in. (67.1 mm)
Weight (maximum) 3.2 lb (1.45 kg)
Power Requirements:
Primary 26 V, 400 Hz, 3.5 VA
Lighting and bias 28 Vdc, 14.0 watts (self test mode)
Mating Connector:
J1 oe..** * MS3111F24 61S
Mounting Clamp, MSP Inc, Part No. 64324
ZC 220 Flight Director Computer/Controller
Leading Particulars
Table 108
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3. C. VC 200 Airspeed/Navigation Coupler (See figures 202 thru 206 (Section 3)
and figure 115, and table 109.)
VC 200 Airspeed/Navigation Coupler
Figure 115
Dimensions: (maximum)
Length 5.65 in. (144 mm)
Widtho * 3.97 in. (101 mm)
Height 2.50 in. (63 mm)
Weight (maximum) 1.5 lb (0.68 kg)
Power Requirements **so** 26 V, 400 Hz, 3 VA; 28 Vdc, 1 W
Mating Connector:
ji Cannon KJ06RE14 35S (SR)
Mounting Hard Mount
VC 200 Airspeed/Navigation Coupler
Leading Particulars
Table 109
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The VC 200 receives and processes attitude, airspeed, and radio deviation
signals. The VC 200 adds the following capabilities to the system:
3. C. (1) Indicated Airspeed (IAS) Hold
During the IAS hold mode, the VC 200 will be synchronized to the
pre selected desired airspeed to provide pitch commands to the
autopilot computer and pitch steering commands to the flight
director horizontal pointer (pitch command bar).
(2) Lateral Beam Sensor (LBS) Detection
The LBS detection is provided in the VOR, LOC, and REV modes. When
V/L or REV is selected and the LBS has not tripped, a 15 Vdc Heading
Select ARM (Hdg Sel ARM) output for the flight director will be
present. The flight director will be in the heading mode until the
LBS trip point is reached. At this point, the Hdg Sel ARM output
goes to 0 Vdc and the flight director reverts to a radio control
mode.
(3) Crosswind Washout in VOR mode
The VOR mode of the VC 200 provides for beam tracking in crosswinds
by allowing crab angles of up to 45’. This compensation occurs when
the VOR ON COURSE logic circuit is satisfied. The VOR beam
deviation is summed with the course error and lagged course error to
provide roll steering commands to the autopilot and flight director
vertical pointer (roll command bar).
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4. Indicators
A. GH 14 Gyro Horizon (ADI)
For information on the GH 14, refer to sensor paragraph 2.A.
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4. B. RD 44 Horizontal Situation Indicator (See figures 116 and 117, and table
110.)
HEA ORE LUBBER COMPASS
DIAL INE FLAG
NAVIGATION, AIRCRAFT
WARNING SYMBOL
FLAG
COURSE
SELECT GLIDE SLOPE
POINTER POINTER
TO FROM GLIDE SLOPE
POINTER WARNING FLAG
COMPASS SYNC
ANNUNCIATOR COURSE
DEVIATION BAR
COURSE HEADING
KNOB KNOB
HEADING AFT LUBBER 34875
BUG LINE
RD 44 Horizontal Situation Indicator
Figure 116
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Dimensions (maximum):
Length (from rear of bezel) 7.80 in. (198.1 mm)
Width 4.07 in. (103.6 mm)
Height 4.07 in. (103.6 mm)
Weight (maximum) 5 lb (2.27 kg)
Power Requirements:
Primary 26 V, 400 Hz, 19 VA
Lighting 5 V ac or dc
Mating Connectors:
J1 * MS3126F22 55S
J2 MS3126F18 32S
Mounting Clamp, MSP Inc, Part No. 64391
RD 44 Horizontal Situation Indicator
Leading Particulars
Table 110
The RD 44 combines numerous displays to provide a map like display of the
aircrat position. The indicator displays aircraft displacement relative
to VOR radials, localizer, and glide slope beam. The indicator provides
the following displays:
4. B. (1) Heading Dial and Fore and Aft Lubber Line Gyro stabilized magnetic
compass information is displayed on the heading dial, which rotates
with the aircraft throughout 360 degrees. The azimuth ring is
graduated in 5 degree increments. Fixed heading marks are at the
fore and aft lubber line positions and at 45 degree bearings.
(2) Compass Flag The COMP flag is in view when the heading signal from
the directional gyro becomes invalid, primary power to the Indicator
is lost, or the error between the heading displayed and the heading
signal received exceeds a specified threshold.
(3) Aircraft Symbol A fixed miniature aircraft symbol corresponds to
the longitudinal axis of the aircraft and lubber line markings. The
symbol shows aircraft position in relation to a radio course.
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4. B. (4) Glide Slope Pointer The glide slope pointer displays GS deviation
The pointer is in view only when tuned to a localizer frequency.
Aircraft is below glide path is pointer is displayed upward and each
dot represents 75 microamperes of glide slope displacement or about
0.35 degree of beam.
(5) Glide Slope Warning Flag The glide slope (GS) warning flag comes
into view during ILS operation whenever the GS signal strength is
too weak or the GS receiver has failed. The glide slope flag and
the glide slope pointer are biased from view when the tuned to LOC
ground is absent.
(6) Course Deviation Bar The bar represents the centerline of the
selected VOR or localizer course. The aircraft symbol shows
pictorially actual aircraft position in relation to this selected
course. In VOR operation, each dot on either side of the aircraft
symbol represents 5 degree deviation from centerline (75 microamps).
In ILS operation, each dot represents 1 1/4 degree deviation from
centerline (75 microamps).
(7) Heading Knob and Heading Bug The notched orange heading ”bug” is
positioned on the rotating heading dial by the heading knob to
select and display preselected compass heading. The bug rotates
with the heading dial so the difference between the ”bug” and the
fore lubber line index is the amount of heading error applied to the
flight director computer.
(8) Course Knob and Course Select Pointer The yellow course pointer is
positioned on the rotating heading dial by the course knob to select
a magnetic bearing that coincides with the desired VOR radial or
localizer course. Like the heading bug, the course pointer also
rotates with the rotating heading dial to provide a continuous
readout of course error to the flight director computer.
(9) Compass Sync Annunciator The annunciator consists of the symbol a
or + (dot or cross) displayed in a window. When the compass system
is in the slaved mode and synchronized, the display will slowly
oscillate between the III and +, indicating that the rotating heading
dial is synchronized with the gyro stabilized magnetic heading.
(10) TO FROM Pointer The pointer consists of two flags, 180 degrees
apart. One always pointer the direction to the station along the
selected VOR radial.
(11) Navigation Warning Flag The NAV flag is in view when the
navigation valid signal is lost.
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J1
)(CRS SELECT CRS ERROR (1)
A POINTER TO I’D CMPTR
k
J2 ji, a
I
HEADING Z
DATA HOG ERROR (1)
FROM a T TO I’D CMPTR
GYRO U
COMPASS b 131
GG
’ DD
HDG CRS @4 EE
KNOB KNOB .10,
I >FF CRS RESOLVER
TO NAV RCVR
AA
BB
HOG CC
CURSOR J
B+
LEVEL J2
DET +30VDC V
GS VALID U NAV VALID
FRO GS FROM NAV
RCVMR RCVR
W
TUNED E
TO LOC a CRS DEVN
+28 VDC HDG GND L DEVIATION FROM NAV
VALID INPUT +30VDC +30 VDC BAR RCVR
+28 VDC HOG K2 TO FROM
ol +28 VDC b
VALID OUTPUT @’\ FROM GS RCVR TO FROM INPUT FROM
(C) SIGNAL B+ POINTER NAV RCVR
F D
P S GND
26V 0 U
400 Hz W P +30 VDC
P C
POWER E L
L J1 (H)R Y GS DEVN J 10K OHM;
FROM GS SYNC
CHASSIS GND C RCVR H 1K OHMS ANN
D
LIGHTING M
5 VAC OR DC N AD 3726
RD 44 Horizontal Situation Indicator
Block Diagram
Figure 117 22 14 00
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5. Controllers
A. PC 201 Engage Controller (See figures 118 and 119, and table 111.)
PC 201 Engage Controller
Figure 118
Dimensions: (maximum)
Length (including connector) 6.145 in. (156.1 mm)
Width 2.218 in. (56.3 mm)
Height 3.156 in. (80.2 mm)
Weight (maximum) 0.9 lb (0.409 kg)
Power Requirements 28 Vdc, 6.4 W
Mating Connector:
J1 MS3126F16 26S
Mounting Panel mounted using plate adapter, Sperry Part No. 4011345
PC 201 Engage Controller
Leading Particulars
Table 111
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The Engage Controller provides the means of engaging the autopilot and
yaw damper, and indicates that the autopilot is coupled to the Flight
Director. The following paragraphs describe each control.
5. A. (1) AP ENGAGE Switch The ENGAGE 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. The autopilot will automatically couple to any
modes selected on the ZC 220, upon engagement.
(2) YD ENGAGE Switch When the autopilot is not engaged, the yaw damper
may be utilized by the YD engage mode.
(3) SOFT RIDE Switch The SOFT RIDE ON switch reduces autopilot gains
while still maintaining stability in rough air. This mode may be
used with any flight director mode selected.
(4) ROLL or PITCH COUPLE switches The annunciator portion of the
switch indicates that the autopilot is coupled to the flight
director in a roll or pitch mode. Whenever the pitch wheel or turn
knob is used, any previously selected roll or pitch mode will be
coupled from the autopilot and the applicable couple annunciator
will turn off. The roll or pitch mode can be recoupled to the
autopilot by pressing the ROLL or PITCH COUPLE switch.
(5) Elevator TRIM Indicator The elevator TRIM indicator shows
out of trim condition by deflecting when a sustained signal is being
applied to the elevator servo. The indicator should be near center
before autopilot is engaged.
(6) TEST EACH FLT Button The TEST EACH FLT button provides a test for
the torque limit monitors. After engaging the autopilot, pressing
the TEST button will cause the autopilot to disengage by simulating
a failure in the torque limit monitors. THIS TEST SHOULD BE
PERFORMED PRIOR TO EACH FLIGHT.
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MODE INDICATOR
LAMP TEST GND L LIGHTS
S5DSl
Y/D
RONIC COMPONENTS LAMP ENGAGE
MBLY Al TEST CR4
GNO
E RETURN
Y/D ENGAG
YAW DAMPER 6D_I_Q3 6
b S4DSl
ENGAGE SELECT TO JI L A/P
P< 4 ENGAGE
K
VARIABLE
DIMMING CIRCUIT 3 1 CR2 CR3
SHORT TO
,INCREASE LIGHT
INTENSITY) W R8
18
+M NI
ELEVATOR E6 + E5 171
TRIM METER
INPUT(DEFLECTS
DOWN FOR ELEV TRIM
POLARITY SHOWN) 1 VDC
FS DEFLECTION 16 R9
E a IVV%P
36812
PC 201 Engage Controller Block Diagram
Figure 119 22 14 00
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MANUAL
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5. B. MC 201 Manual Controller (See figures 120 and 121, and table 112.)
END AUTOPI
T
C
H
CLIMB
22Wi
MC 201 Manual Controller
Figure 120
Dimensions: (maximum)
Depth (from hack of mounting plate) 2.950 in. (74.93 mm)
Width 4.971 in. (126.24 mm)
Height 2.588 in. (65.73 mm)
Weight (approximate) 1.1 lb (0.50 kg)
Power Requirements (panel lighting) 28 Vdc, 4.5W
Mating Connector:
J1 MS31261714 19SW
Mounting Panel Mounted using adapter, Sperry Part No. 4011271
MC 201 Manual Controller
Leading Particulars
Table 112
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MANUAL
XINGU I
The Manual Controller provides the pilot with the ability to introduce
pitch and roll commands for manual control of the aircraft through the
autopilot computer. The following paragraphs describe each control.
5. B. (1) PITCH Wheel Rotation of the PITCH wheel results in a change of
pitch attitude proportional to the rotation of the wheel and in the
direction of wheel movement. Movement of the wheel also cancels any
vertical mode selected.
(2) TURN Knob Rotation of the TURN knob out of detent results in a
roll command. The roll angle is proportional to and in the
direction of the TURN knob rotation. The TURN knob must be in
detent (center position) before the autopilot can be engaged.
Rotation of the TURN knob cancels any lateral mode selected.
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XINGU I
rROL=AXIS
CW 0 A 15 VDC INPUT
2 4
TURN D COMMON
KNOB _41 4 0
I Rl
I 10K
C +15 VDC INPUT
a BANK COMMAND OUTPUT
(Rl CW ROTATION RIGHT BANK)
No G IN DETENT OUTPUT
C
H OUT OF DETENT OUTPUT
Si
DETENT
SWITCH
F DETENT SW INPUT
128 VDC)
rNTC; AXIS +
L PITCH WHEEL OUTPUT:
PITCH UP; JI L( ), K(+)
PITCH ON; AL(+), KH
_fT2.19 THE OUTPUT IS
PITCH PROPORTIONAL TO THE
WHEEL
RATE OF PITCH WHEEL
ROTATION. THE OUTPUT
K IS PRESENT ONLY WHEN
THE WHEEL IS IN MOTION.
El
N
VARIABLE TO 28 VDC
E2 > PJ
E101 21971
MC 201 Manual Controller Block Diagram
Figure 121 22 14 00
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6. Servos
A. SM 200 Servo Drive and SB 201 Bracket. (See figures 122 and 123, and
tables 113 and 114.)
The Servo Drive translates electrical inputs into a clutched rotational
mechanical output. This assembly, with a spline output on the clutch,
mates with the drum and bracket assembly. Tacometer rate and synchro
position signals are fed back to the autopilot computer servo amplifier.
The drum and bracket unit is bolted to the aircraft structure and
connected in parallel to the aircraft primary control rigging through
cables.
AD 2 215
SM 200 Servo Drive and SB 201 Bracket
Figure 122
Dimensions: (maximum)
Length 8.825 in. (224.3 mm)
Width 5.065 in. (128.8 mm)
Height 3.97 in. (100.8 mm)
Weight (maximum) 6.7 lb (3.18 kg)
Power Requirements
Clutch 28 V dc
Motor Stall 28 V dc, 56 W
Synchro 26 V, 400 Hz, 1 VA
SM 200 Servo Drive and SB 201 Bracket
Leading Particulars 22 14 00
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Stall Torque Up to 160 lb in.
Mating Connector
J1 PT06E 14 19S(SR)
Mounting Hard Mount
SM 200 Servo Drive and SB 201 Bracket
Leading Particulars
Table 113 (cont)
Power Synchro Clutch Clutch
Dash No. Gear Ratio Gear Ratio Hi Pin Low Pin
906 38.9:1 151.1:1 F i
910 54.5:1 315.2:1 G
SM 200 Servo Drive
Dash No. Differences
Table 114
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SERVO DRIVE ASSEMBLY POWER LOOP
BFIN CLUTCH
CLUTCH
EXCITATION G ORN
(CONTROLLED BY N
AUTO PILOT I
ENGAGE AND/OR H VIO CR1
TOUCH CONTROL 2
STEERING) <4 WHT/ORN
8 BLK
SHIELDGND K
TACH RATE LN TO
FEEDBACK OUTPUT AIRCRAFT
(POLARITY SHOWN CONTROL
FOR CCW OUTPUT CABLES
TO DRUM AND < WHT!
N
BRACKET) POWER
GEAR
WHT/GFIN 7 TRAIN
A n
I C1
MOTOR INPUT FROM ’” F
SERVO AMPL 6
(POLARITY SHOWN
FOR CCW OUTPUT TO
DRUM AND BRACKET)
C2
0.68 jAF I
< GRA RED
5
CHASSIS GN11 C
r; E
ERVO DRIVE ASSEMBLY FE DBACK LOOP SYNCHRO
SYNCHRO GEAR TRAIN
TERMINALS
X BLU 8 BLUE
P I 0
SERVO fSYNCHR0 81) Y WHT/VIO 9 BLK
POSITION FEEDBACK R
OUTPUT ;Z YEL 10 YELLOW
.S,<
1H WHT/RED RED/WHT
26 V < I
400 H z C WHT/BLK 12 BLK1WHT
E
M NOTES:
1. INDICATES MECHANICAL
SPARESo SPARES 0 SIGNAL FLOW.
U 2. NDICATES ELECTRICAL
LV 0 :NPLITS.
3. 0 INDICATES ELECTRICAL
OUTPUTS. 3MI4
SM 200 Servo Dri ve
Block Diagram
Figure 123 22 14 00
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6. B. TM 202 Trim Servo and TB 201 Bracket (See figures 124, 125, and 126, and
table 115.)
O
22272
TM 202 Trim Servo and TB 201 Bracket
Figure 124
Dimensions (maximum):
Length 7.75 in. (196.8 mm)
Width 3.47 in. (88.1 mm)
Height :::::::: 3.86 in. (98.0 mm)
Weight (maximum) 7.3 lb (3.45 kg)
Power Requirements:
Clutch 28 V dc
Motor Armature 28 V dc
Field 28 V Pulsed
Stall Torque 25 to 45 lb in.
Mating Connector:
J1 CV6E16 1S
Mounting Hard Mount
TM 202 Trim Servo and TB 201 Bracket
Leading Particulars
Table 115
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The trim servo is used to control the elevator trim tab. The trim servo
drive drives to change the trim tab position, while the sprocket and
bracket provides a mechanical interface with the trim tab.
The bracket contains limit switches that control the maximum deflection
of the trim tab. Autopilot trim authority is established by determining
the maximum up and down trim required during all autopilot flight
regimes. Final trim limits are determined during flight test by
restricting the trim to the maximum needed for autopilot flight regimes
and maintaining less than 1g maneuver for a trim runaway when the
autopilot is disengaged. Separate up and down +28 V dc signals are
provided by the autopilot computer to drive the trim system in the
aircraft. These outputs are pulsewidth modulated to provide speed
control.
IL101
J14 r
r
’URE
I E.0,
L AR.C.ET
MD
(CC* aw@ M.
CLUTC. 3
”MOM
31733
TM 202 Trim Servo Schematic
Figure 125
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S101
E 102 N.C.
4@ OLK
FROM
TRIM
SERVO
MOTOR ORN
AND
DRIVE
RED
4 0
1
1 N.C.
I
31 734
T@ 201 Trim Servo Bracket Schenatic
Figure 126
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SECTION 3
SYSTEM OPERATION
1. General
This section describes the operation of the System by separating it into
three subsystems: Flight Director Functional Description, paragraph 3;
Autopilot Functional Description, paragraph 4; and Compass System Functional
Description, paragraph 5. A table listing the system limits is contained in
paragraph 2.
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2 . System Performance/OperatingLimits
The system performance/operating limits for the System are presented in table
201. All limits listed have a tolerance of t 10 percent.
Mode Control or Sensor Parameter Value
Y/D Y/D Engage Engage Limit Up to 45 deg
Left or Right Bank
A/P A/P Engage Engage Limit Roll: Up to t45 deg
Pitch: Up to t2O deg
Yaw: Unlimited
Basic A/P TCS Roll Control Limit Up to 37.5 deg Roll
Pitch Control Limit Up to t2O deg Pitch
Turn Knob Roll Angle Limit +32 deg
Roll Rate Limit 5 deg/sec
Pitch Wheel Pitch Angle Limit +20 deg Pitch
Heading Heading SEL Knob Roll Angle Limit t27 deg
Select
Roll Rate Limit 5 deg/sec
V/L Course Knob and VOR Capture:
NAV Receiver
Capture Point 70 mV
Roll Angle Limit t22 deg
Roll Rate Limit 5 deg/sec
Course Cut Limit t45 deg Course
During Capture
VOR On Course:
Roll Angle Limit 22 deg
Roll Rate Limit 2 deg/sec
Crosswind Up to t45 deg
Correction Course Error
System Performance/Operating Limits
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Mode Control or Sensor Parameter Value
V/L (cont) Course Knob and Over Station:
NAV Receiver Course Change Up to t3O deg
*Roll Angle Limit 6 deg
*Course Error Limit t15 deg
VA or REV Course Knob and LOC Capture:
NAV Receiver Beam Intercept Angle Up to t9O deg
(HDG SEL)
Capture Point 140 mV
Roll Angle Limit t27 deg
Roll Rate Limit 5 deg/sec
Course Cut Limit t45 deg Course
During Capture
LOC on Course:
Roll Angle Limit t13 deg
Roll Rate Limit 5 deg/sec
Crosswind Up to t45 deg
Correction Course Error
*Roll Angle Limit t6 deg
*Course Error Limit t15 deg
LOC Gain Programming Function of Time and
GS Capture or Radio
ALT >1200 ft
*Both roll angle limit and course error limit must be satisfied to be on course.
System Performance/Operation Limits
Table 201 (cont)
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Mode Control or Sensor Parameter Value
GS GS Receiver Glide Slope Capture:
Capture Point Below Beam 22 mV
Above Beam any Value
Pitch Command Up t2O
Limit
Pitch Command Down 6 deg and Integral
Limit Displacement
GS Gain Programming Function of GS Capture
and Radio ALT >250 ft
or GS Capture and
Middle Marker
GA Control Switches Fixed Flight Director t1O deg
on Throttles Pitch Up Command;
(Disengage A/P) Wings Level in Roll
Pitch Sync TCS Switch Pitch Attitude t2O deg Maximum
Depressed Command
ALT Hold Altitude Control Pitch Limit t2O deg
IAS Hold Airspeed Sensor IAS Engage Range 80 to 450 kn
IAS Hold Engage t2 kn
Error
Pitch Limit t15 deg
System Performance/Operating Limits
Table 201 (cont)
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3. Flight Director Functional Description
A. General
Paragraphs 3.B. (roll modes) and 3.C. (pitch modes) discuss the signal
flow through the ZC 220 Flight Director Computer and VC 200
Navigation/Coupler. Figures 202 through 206 are simplified diagrams
showing the unit signal path and interconnect wiring for the applicable
selected mode and are used in conjunction with figures 201 and 207 which
are simplified diagrams of the mode selection logic, and the flag and bar
bias logic, respectively.
NOTE: In the following paragraphs, references are made to the vertical gyro
and ADI. These functions are part of the GH 14 Gyro Horizon unit.
B. Roll Modes
(1) Heading Select (HDG) (See figure 202.)
When the pilot selects the heading select mode on the ZC 220, the
HOG pushbutton lights and ROLL CPL mode is annunciated on the Engage
Controller if the Autopilot is engaged. The desired heading is
selected on the HSI using the heading select knob. If the selected
heading is not the actual aircraft heading, an error signal is
generated and applied to the ZC 220 at 6J1 A and K. This error
signal is demodulated, amplified, and bank angle Timited. From this
point it is routed to 6J1 T and through the deenergized contacts of
relay K2 in the VC 200. T@he signal is then applied to 1OJ1A 18 as
the command signal to the Autopilot Computer.
The output from the 27 degree bank angle limiter is passed through
the closed WE switch to a summing point where it is summed with the
demodulated vertical gyro pitch attitude signal. The resultant
signal is amplified, limited to protect the roll command bar meter
movement, and routed through 6J1 NN and the deenergized contacts of
relay K2 in the VC 200 to the ADI roll command bar.
The signal drives the roll command bar to indicate a command to the
pilot to bank the aircraft in the proper direction to obtain the
selected heading and reduce the error signal generated to zero.
(2) VOR (V/L) (See figure 203.)
Before selecting the VOR mode, the pilot tunes the navigation
receiver to the station frequency and selects his desired course TO
or FROM the station using the course knob on the HSI. With the
Autopilot engaged, selecting V/L on the ZC 220 will light ROLL CPL
on the Engage Controller. If the aircraft is more than 70 mV from
the selected radial center, HOG and V/L light on the ZC 220. The
System is operating in the heading select mode (see paragraph
3.B.(1)) following pilot selected heading to intercept the desired
VOR radial.
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3. B. (2) Radio deviation signals from the navigation receiver are fed to the
course deviation pointer of the HSI and to the ZC 220 at 6J1 P and
S. Inside the ZC 220, the signal is buffered and amplified. Radio
deviation output from 6J1 R is applied to the OSS circuit of the
Autopilot Computer through 1OJlA 19. It is also sent to the VC 200
at 9J1 25 to feed the VOR command circuits and LBS detector.
When the LBS trip point (less than 70 mV of radio deviation) is
achieved, the heading select mode is dropped, HDG on the ZC 220
turns off, and V/L lights. Radio deviation commands inside the
ZC 220 are combined with course error signals from the HSI. This
signal leaves the course error limiter and passes through the closed
VOR switch to the limiter. The limiter will provide a VOR roll
demand signal output to M 23. It also feeds a VOR signal to the
output network to provide a roll bar command signal to M 24. But
because the VOR mode has been engaged, the VOR relay in the VC 200
opens the path for these two signals. Now the VC 200 will generate
a crosswind corrected VOR command signal for the Autopilot and for
the roll command bar.
The radio deviation input at 9J1 25 is used to control the LBS
circuit to capture the selected VOR radial. This same signal is
applied to a course error limiter. The limiter will not allow the
radio deviation to command an intercept angle of greater than 45
degrees. From the course error limiter, the deviation signal is
applied to the M switch. When the aircraft is over the station,
the signal from the navigation receiver is erratic and beam rates
are high. The OSS circuit in the Autopilot will open the M switch
in the VC 200 when beam rate exceeds a predetermined level. About
15 seconds after the beam rate decreases below the predetermined
level, the 793 switch will again close to apply the radio deviation
signal to the VC 200 circuits.
A course error signal from the HSI enters the VC 200 at 9Jl 26. The
signal is demodulated, amplified, and summed with the radio
deviation signal at the input to the bank angle limiter. The VOR
on course mode is established after the VOR beam is captured, the
bank angle is reduced to less than 6 degrees, and the aircraft
heading is less than 15 degrees from the selected VOR radial. A
cross wind washout circuit is provided when the OC switch closes to
add the course error lag network to the circuit. The crosswind
circuit permits the aircraft to be flown on a heading that will zero
the radio deviation of the selected radial. Crosswind compensation
is limited to t45 degrees of the selected VOR radial.
When the overstation sensor in the Autopilot is tripped, the radio
deviation signal is removed. At this time the Autopilot only
responds to the crosswind compensated course error signal. After
the VOR station has been passed and the radio deviation signal is
again stable, the radio deviation signal is applied to the summing
amplifier input.
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The summing amplifier output is applied to a bank angle limiter.
The command signal will not command a bank angle of greater than
22.5 degrees in the VOR mode. One output from the limiter is
applied to the output limiter, where it is summed with the
demodulated roll attitude signal from the vertical gyro.
This combined signal is amplified, and limited to protect the roll
command bar meter movement. The signal is routed through the
energized contacts of relay K2 to the ADI roll command bar.
The bank angle limiter also provides an output through the second
set of energized contacts of relay K2. This output is applied to
10J1A 18 to provide a VOR signal with crosswind washout to the
Autopilot Computer.
The signal ground to the ADI on 3J1 T is provided by the ZC 220 from
6JI LL. To maintain proper system operation the signal ground must
be connected as shown on Figure 206 of the mode flow diagrams.
3. B. (3) Localizer (V/L) (See figure 204.)
To fly the localizer mode, the pilot tunes the navigation receiver
to the desired frequency and sets the inbound runway heading, using
the course select knob on the HSI. The pilot presses the APP ARM
button on the ZC 220 to arm the system to capture the localizer and
glide slope beams. If the aircraft is outside the lateral beam
sensor trip point (150 0) when APP ARM is selected, the HDG, V/L,
and APP ARM light on the ZC 220 and ROLL CPL lights on the Engage
Controller. The system will fly the heading select mode to
intercept the localizer beam. Prior to localizer capture, the
vertical beam sensor in the pitch axis is locked out. Therefore,
the glide slope beam cannot be captured until after the localizer
beam is captured.
The radio deviation signal from the navigation receiver is applied
to the expanded localizer circuit in the ADI and to the HSI and
ZC 220. The expanded localizer helps evaluate aircraft position
with respect to localizer beam center during approach. The radio
deviation output from the ZC 220 to the OSS circuit is still
provided, but the OSS circuit is locked out and not used in the
localizer mode.
When the localizer beam is captured, the localizer deviation and
course error signals are combined in the ZC 220. The signal into
6J1 BB and T represents the difference between the inbound runway
heading and the aircraft heading. The radio deviation input at
6J1 P and S represents aircraft displacement from the center of the
localizer beam.
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The radio deviation signal is applied through the unswitched signal
path and through the 17= signal path to the first summing point
where it is summed with course error. The resultant signal is
applied through the closed TTL switch to the crosswind washout
circuit. The output from the crosswind washout circuit is summed
with a course error signal and a radio deviation signal through the
TTL switch that bypasses the crosswind washout circuit. The
resultant signal is applied to a 45 degree course error limiter.
The output of this limiter can be satisfied with 45 degrees of
course error signal, no matter how large the combined input signals
may be. This circuit provides for a maximum intercept angle to the
localizer beam of 45 degrees.
From this summing point on the output of the course error limiter,
the command signal is applied through the normal amplifier to the
bank angle limiter. The limited output at 6J1 T is routed through
the deenergized contacts of relay K2 in the VC 700 and is applied to
10J1A 18 to provide the localizer command signal to the Autopilot
Computer.
A second output from the bank angle limiter is passed through the
closed Z switch and summed with a demodulated roll attitude signal
from the vertical gyro. The resultant signal is amplified, limited
to protect the roll command bar meter movement, and routed through
6J1 NN and the deenergized contacts of relay K2 in the VC 200 to the
ADI roll command bar. The signal drives the roll command bar to
indicate a command to the pilot to fly the aircraft to the center of
the localizer beam.
The circuit gains at this point are optimized to capture the
localizer beam and fly that beam outside the Outer Marker. Once
inside the Outer Marker the problem of localizer beam convergence
makes these gains too high for optimum flight performance. To
compensate for this convergence in the beam and to optimize
localizer tracking inside the Outer Marker, the LOC II submode is
engaged.
Until we have achieved the on course configuration, that is course
error less than 15 degrees and bank angle less than 6 degrees, the
LOC II mode is inhibited by a LOC OC logic signal from the VC 200 to
the ZC 220.
When the on course configuration is achieved, the inhibiting logic
signal is removed. The LOC II mode will be engaged when the glide
slope beam has been captured and the radio altimeter altitude is
less than 1200 feet. If a radio altimeter is not installed in the
aircraft, LOC II is engaged at glide slope capture. The LOC II mode
decreases system response to the localizer radio deviation signal.
This compensates for localizer beam convergence as the aircraft
approaches the runway. In the LOC II mode, both the Autopilot and
flight director radio deviation responses are gain programmed.
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Engaging LOC II opens the 113= switch reducing the radio deviation
input to the first summing point. A vertical gyro signal from the
demodulator is applied through the LOC II switch, through the normal
signal path to the first summing point. This signal further reduces
the amplitude of the radio deviation signal to compensate for
localizer beam convergence. These changes in the circuit gains and
operation will optimize operations on the localizer inside the Outer
Marker.
3. B. (4) Reverse Course (REV) (See figure 204.)
This mode is used to fly a back course approach to an airport or to
fly outbound on the localizer beam. The pilot tunes the navigation
receiver to the desired frequency and using the course knob on the
HSI selects the inbound or front course runway heading. When the
REV mode is selected on the ZC 220, the appropriate signals are
reversed and the System will fly the reverse or back course aproach.
Selecting REV on the ZC 220 will engage the ROLL CPL mode, provided
the Autopilot is engaged. If the aircraft is outside the lateral
beam sensor capture point (150 mV) when REV is selected, REV and HDG
light on the ZC 220. The System will fly the heading select mode to
intercept the localizer beam. The signal path is the same as the
one described in paragraph 3.B.(3), except the NORM switches are
open and the signals pass through the REV switches and their
amplifiers.
The LOC 11 mode, used to begin gain programming, can only be engaged
if a radio altimeter is installed on the aircraft. The conditions
for LOC II are: 1) localizer beam capture and glide slope beam
capture or 2) localizer beam capture and radio altitude less than
1200 feet. The first condition cannot be satisfied on a back course
approach because there is no glide slope beam to capture. If the
aircraft does not have a radio altimeter installed or if the
altimeter does not provide a logic output (GND) of less than 1200
feet, the LOC II mode cannot be engaged. Without the compensation
for beam convergence the back course approach will probably be very
active near the runway.
(5) Go Around (GA) (See figure 202.)
When the Go Around mode is engaged, as described in paragraph
3.C.(4), the WE switch opens removing all roll command signals from
the final summing point. The only signal remaining at that point is
the vertical gyro signal. It will provide an output to the ADI roll
command bar to fly the aircraft in a wings level attitude.
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3. B. (6) Roll Bar Bias (See figure 207.)
The ZC 220 Flight Director Computer provides a voltage to bias the
roll command bar out of view for the following conditions:
(a) The ZC 220 Flight Director Computer is in the SBY mode.
(b) Any roll mode is selected and the vertical gyro is invalid.
(c) Any roll mode, except Go Around selected, and the directional
gyro is invalid.
(d) In the VOR or LOCALIZER mode if the NAV receiver becomes
invalid.
C. Pitch Modes
(1) Altitude Hold (ALT) (See figures 205.)
Before the altitude hold mode is engaged, the E pickoff of the
Altitude Control is at its centered or neutral position. When the
pilot selects the altitude hold mode, with the Autopilot engaged,
the ALT pushbutton on the ZC 220 and the PITCH CPL annunciator on
the Engage Controller are lighted. This engages the E pickoff in
the Altitude Control.
If the aircraft deviates from the altitude of engagement, the
Altitude Control applies an error signal to 6JI X on the ZC 220.
The signal is demodulated, amplified, pitch angle limited, and
summed with the demodulated vertical gyro pitch attitude signal.
The resultant signal is amplified and then limited to protect the
pitch command bar meter movement. The limited command signal at
6J1 GG is routed to the ADI pitch command bar. The pilot flies the
aircraft to null the pitch command bar on the ADI. This changes the
aircraft attitude to hold the engaged altitude.
A lagged vertical gyro signal is summed with the altitude error
signal at the input of the ZC 220. This lagged signal washes out
long term attitude changes permitting the aircraft to fly on the
engaged altitude, as aircraft attitude changes due to fuel
consumption, etc.
The altitude control error voltage is also applied to the VC 200 at
9J1 9. In the ALT mode, it passes through the deenergized contacts
of relay K1 to 10JI.A 23. This is the altitude hold command signal
for the Autopilot Computer.
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3. C (2) Indicated Airspeed (IAS) (See figure 205.)
The Airspeed Sensor provides a dc voltage to 9J1 11 that represents
the indicated aircraft airspeed. Prior to engaging the IAS mode,
the airspeed synchronizer follows up to match this input voltage,
providing a null output from this circuit.
When IAS is selected with the Autopilot engaged, the IAS pushbutton
on the ZC 220 and PITCH CPL annunciator on the Engage Controller are
lighted. The MU switch opens so the integrator retains the voltage
representing the airspeed at mode engagement. If the airspeed
varies, an error signal appears on the output of the synchronizer
and is applied through the energized contact of relay K1 to 9J1 1
and to the Autopilot Computer at 1OJ1A 23.
The error signal from the synchronizer is also amplified and limited
and routed through 9J1 3 to 6J1 W of the ZC 220. The error signal
is applied through the IAS switch to the summing point, where it is
summed with a demodulated and amplified pitch attitude signal from
the vertical gyro. The 1715 17 switch is open so neither the
altitude error signal or pitch washout signal are applied to the
summing point. The resultant signal from this point is amplified,
limited to protect the pitch command bar meter movement, and routed
to the ADI pitch command bar. This error signal will command a
pitch attitude change to return to the selected airspeed. Long term
pitch attitude is washed out by applying the vertical gyro signal
into 9J1 13 on the VC 200. It is amplified, lagged, and summed with
the error signal to wash out aircraft attitude to prevent airspeed
standoff.
If the Autopilot is engaged and the pitch wheel is moved, the ZC 220
Flight Director Computer is reset to the Standby (SBY) mode,
canceling all previously selected modes.
3. C. (3) Glide Slope (GS) (See figure 206.)
The glide slope mode is activated by tuning the navigation receiver
to an ILS frequency and then selecting the APP ARM or GS mode. The
selected pushbutton on the ZC 220 and the PITCH CPL annunciator on
the Engage controller will be lighted, if the Autopilot is
engaged. Normal approach procedures would place the aircraft below
the glide slope beam, approaching the localizer beam. Selecting APP
ARM will engage the HDG and/or V/L mode of operation for the
Autopilot roll axis, depending upon aircraft distance from localizer
beam center. (Refer to paragraph 3.B.(3).) The Autopilot will
remain in the APP ARM mode until the localizer beam is captured.
Then the vertical beam sensor is armed and will automatically
capture the glide slope beam at a predetermined (20 uA) point below
the beam. At capture the APP ARM and ALT or IAS modes, if
previously selected, are dropped and the GS mode is engaged. The
autopilot then follows the glide slope deviation commands to fly
down the center of the glide slope beam.
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If the approach to the ILS beam places the aircraft above the glide
slope beam, selecting APP ARM will engage the HEIG and/or V/L mode in
the roll axis of the Autopilot. Glide slope beam capture is
inhibited until the localizer beam is captured, but glide slope
capture will occur immediately after localizer capture in an above
beam capture. After glide slope capture, the signal path is the
same as the path for below beam capture.
The pilot has the option to override the vertical beam sensor by
pressing the GS button on the ZC 220. Pressing GS will capture the
glide slope beam even though the localizer beam has not been
captured. The Autopilot immediately flys the aircraft toward the
glide slope beam center.
Glide slope deviation from the receiver is applied to the ZC 220 at
6J1 P and N. It is applied to an isolator to reference the glide
slop e sign al to the ZC 220 signal ground. Next it is applied to the
gain programmer, which provides full gain prior to capturing the
glide slope beam. Then it is amplified and applied to the open
contacts of the GS switch, to the vertical beam sensor (VBS), and to
the Autopilot Computer.
After the localizer is captured, the VBS is controlled by the glide
slope beam amplitude. When the VBS is tripped, the glide slope beam
is captured. At capture, the GS switch closes and the signal is
applied to a summing point, amplified, pitch command limited, and
routed through the M 13T switch. The signal is then summed with
a demodulated and amplified pitch attitude signal from the vertical
gyro. The resultant signal is amplified, limited to protect the
pitch command bar meter movement, and routed to the ADI pitch
command bar. The signal to the command bar provides a visual
command to the pilot that when followed will cause the aircraft to
fly down the center of the glide slope beam.
When the glide slope beam is captured, a pitch down bias is added to
the vertical gyro pitch attitude signal. This signal will cause the
ADI pitch command bar to pitch down about 2 1/2 degrees from the
existing attitude. The pitch down bias provides a smooth transition
from level flight to the approximate angle of the glide slope beam.
After a few seconds it is washed out by the action of the lag
circuit in the ZC 220. In the same manner, any long term attitude
changes are washed out by the lag circuit to prevent long term
attitude changes from causing a standoff from glide slope beam
center.
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As the aircraft is flown down the glide slope beam, the convergence
of the beam presents a system control problem. The system gains
which permitted a smooth beam capture, usually around the Outer
Marker, are too high for optimum operation inside the Middle Marker.
To overcome this problem, the gain programmer is used to reduce the
authority of the glide slope radio signals after the aircraft is
inside the Middle Marker.
The gain programmer provides full gain until the Middle Marker
Beacon Receiver input signal or Radio Altimeter input signal causes
it to reduce the amplitude of the glide slope deviation signal.
When the Radio Altimeter is valid, it provides an input ground when
the altitude is less than 1200 feet. This ground controls the LOC
II mode logic used for the LOC and REV circuits in the ZC 220. The
250 feet ground, when the altimeter is valid will reduce the gain
of the glide slope deviation signal through ;he gain programmer.
Reduction of glide slope deviation by the gain programmer can also
be triggered by introduction of the Middle Marker signal. The
reduction in gain is triggered by the 250 feet ground or the Middle
Marker signal. The first signal to arrive controls the gain
programmer. The gain reduction caused by the gain programmer
affects the glide slope deviation signal applied to the ZC 220 and
the Autopilot Computer.
If the Autopilot is engaged and the pitch wheel is moved after glide
slope capture, the ZC 220 Flight Director Computer is reset to the
Standby (SBY) mode, canceling all previously selected modes.
3. C. (4) Go Around (GA) (See figure 206.)
This mode is usually used to terminate an ILS approach when the
aircraft reaches its minimum altitude and the runway is not in
sight. When the throttle mounted Go Around switch is pressed, Iall
previously selected flight director modes are cancelled. The IZ
’GK switch opens to break all other error signal paths. The GA
switch closes applying a fixed 10 degree nose up pitch command.
This fixed bias signal is summed with pitch attitude and the
resultant output is applied to the ADI pitch command bar. The ADI
roll command bar provides a wings level command and the Autopilot is
disconnected when Go Around is selected. The GO AROUND annunciator
on the ZC 220 is lighted when this mode is selected. Go Around can
be selected by using the push button on the throttles or the GO
AROUND button on the ZC 220.
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3. C. (5) Pitch Bar Bias (See figure 207.)
The ZC 220 Flight Director Computer provides a voltage to bias the
pitch command bar out of view for the following conditions:
(a) The ZC 220 Flight Director Computer is in the SBY mode.
(b) A pitch mode has been selected and the vertical gyro is not
valid.
(c) The glide slope mode is captured and the Glide Slope Receiver
is not valid.
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all 6il
21 VOC ZC @20 FO =MPTII/CONT
IMTRUMENT
LIGHT11 ON
.20 VDC
HDG ARM
FROM
INTERNAL
MODE LIGHT
IN EACH SWITCH
00 HOG HDG
Z 28 VDC
C EXT ”HDG” ANNUNCIATOR (GNDI
V/L
LAMP
00 V/L 0 EXT V/L”ANNLJNC?ATORtGND)
REV
I:R
F EXT ”REV” ANNUNCIATOR(GND)
ALT
0 1EV
E EXT ’ALT rANNUNCIATOR (CiNDI
s
IAS
H EXT ”IAS” ANNUNCIATOR IGND)
ARM
00 I
ALT, ALT @LA
VAL D 26 V J EXT”APPARM”ANNUNCIATORIGND)
FROM
10,111” S a
/S
LAMP 11 EXT”G/S”ANNUNCIATORIGNO)
IAS GIA
0
S a X EXT G/A A14NUNCIATOR iGND)
A 5 G/S
E@] EF] EXT
G EXT”GISEXT”ANNUNCIATOR(GND)
00 ARM
APP
8 EXT $EIY ANNUNCIATOR IGNDI
TUNETO 00 Z 28V REV OUTPUT
LOC GNO FF
4L G/S
E@] CAL c0i K FIDFLAGOUTPUT
R
@L F
EXTERNAL 0 C>@
G/A SWITCH G G/A
ON 5 V P/S VALID
THROTTLE S 0 15 V P/S VAL16
28 V VALID
SBY DEPRESSED
7 E]
0
f pu .O.UrTONS FROM G/S EXT
(SHEET 2) AD 3732G)
Mode Logic Diagram
Figure 201 (Sheet 1 of 2) 22 14 00
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rZJ220FD MPTRI =ONT
REF
6Jl
MIDDLE MARKER SIG A COMPARATOR TO G/S EXT
LAMP DRIVER
(SHEET 1)
GND<25OFT W
G/S
RADAR ALT VALID KK r
GND < 1200 FT C
28V LOC OC REV
AD 3732(j)
Mode Logic Diagram
Figure 201 (Sheet 2) 22 14 00
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XINGU I
ful
srj _1 7C 7o o 7
ZC 220 FD CMPTR/CONT AS/NAV
COUPLER
01 T 23 111JIA
OR (__j ROLL CIVID
TO AP CIVIPTR
BAR BIAS J I _t@j FIG 209
2J1
r _Hs A 26 VAC ROLL BAR BIAS I
8
HOG HDGSELECT
(2W MVAC/DEG) 3.11 Al
CURSOR T A EMOD NN 24 T(Pld GH74)
U NC D. K HOG 30 40 P
J
L 4
H,;;_9 LL
LL R D
L__KNoB_
E RTAT R 0
CG
P/O
F H 14)y
ROLL ATT
(200mVAC/DEG)
ROLL w NI
PICKOFF Di
AND
AMPUFIER J ____w PI,
VG ROLL
ATT TO AP
CNIPTR
FIG. 209
NOTES:
I. ALL LABELED SWITCHES ARE SHOWN IN THE OPEN
POSMON. LABELED CONOMON CLOSES SWITCH.
2. ALL RELAYS ARE SHOWN DE ENERGIZED. LABELED AD 3733 Rl
CONDMON ENERGIZES RELAY.
Heading Select (HDG) and Go Around (GA)
Mode Flow Diagram
Figure 202 22 14 00
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XINGU I
10AA
29
HSI TO
9 26 VAC ON COURSE
H LOGIC
CRS
SELECT
POINTER P
7C.120 FD CMPTR/CONT
COURSE SELECT
(200 VACIDEG) 9 BB
0. T
NC
RS
Noe
BAR BIAS
2J2
TO HSI BIAS
CRSDEVN CRS
NO METER ERROR
RADIO DEVIATION (15 mVDC/DEG BEAM) P D. INPUT NN 4@ C
1p S W ISOLATION
L
VER ICA7GYZ
7
(p/0 GH 14) D
ROLL ATT
(200@VAC/DEG) A
ROLL K M
PIC OFF
A=
AMPLIFIER j PI,
R 19 35 E
F
NOTES:
1.ALL LABELED SWITCHES ARE SHOWN IN THE OPEN
POSITION. LABELED CONDITION CLOSES SWITCH.
2. ALL RELAYS ARE SHOWN DE@ENERGIZED. LABELED AD ,3734(2)RI
CONDITION ENERGIZES RELAY.
VOR (V/L) Mode Flow Diagram
Figure 203 (Sheet 1 of 2) 22 14 00
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+SPEr.ny MANUAL
XINGU I
9.11 VC 200 AS/NAV COUPLER
e 10J1A
A W 23
29 ROLL CMD
TO AP CMIPTR
FIG 209
B lb 24 @!L WI rP /O dH 14
Vo” 30 P J
BAR BIAS
11@2
CROSSWIND
200
LI
O/C
OUTPUT
c 10 26 LIMITER 6.11
D 10 25
CE
LIMITER O T O
45’ ass
E 11 20
F DEMOD
AD 37340g)Ftl
VOR (V/L) Mode Flow Diagrm
Figure 203 (Sheet 2) 22 14 00
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SPEFRY MANUAL
+ XINGU I
2JI
SjI 6.11
FS
ACRS ZC 220 FO CMP‘rR/CONT
ISELE 26 VAC
IN COURSESELECT
(200 VAC/DEG)
W BB oil VC 200 WI
D. T AS/NAV
K NC COUPLER
T 41@ 23 VO. IOJIA
29 _fte ROLL CMD
CRS To AP CMPTR
KNOB BAR BIAS FIG 209
S
CROSSWIND
NAV RECEIVER WASHOUT 3.11
AE (P/O GH 14)
F RADIO NN I 1
I DEVIATION D VOR
L1TU11,ED To (75 ”DC/OEG BEAM) S 30 0. P
RA IODEVIATION ’SOL PUT
LOC RECI) A@TIOI W/L
___j CRS K2
TO
GH 14 ERROR
LOC LIMITER
METER
TTL
LL .0
REV
3JI
VER TICALGYRO 0 0
(P/O (;H 14) NIRM
ROLLATT
j2O0.VAC/DEG)
pp
R LL K M
IC OKOF’
AND
PL7
AP. I .R
ROLL
TO AP
PTR
.209
NOTES:
1. ALL LABELED SWITCHES ARE SHOWN.. THE PEN
POSITION. LABELED CONDMON CLOSES SWITCH. AD 3735 RI
2. ALL RELAYS ARE SHOWN DE ENEROIZED. LABELED
CONDITION ENERGIZES RELAY.
Localizer (V/L) and Reverse (REV)
Mode Flow Diagram 22 14 00
Figure 204 Page 225/226
Mar 15/84
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+SPEFRY MANUAL
XINGU I
Z@ J_ ;_
’WO L co S” SP
[ALTI@UOETOZT r ,\ VC 200 COUPLER 100 Z CIZTR
C 115 VAC f 2 25
A AIRDATA
COMMAND
ALTERROR INPUT
(4.2 VDC/FT) 9 K1 SIGNAL GROUND 23
(NOTE 3) SIGNAL
SIGNAL GROUND
L 21 INPUT
D I 00S
GROUN 5
INPUT
_E
S NS R 2!@
rAIR;PEE co
AIRSPEED
8 28 VDC SYNCHRONIZER
AIRSPEED
(11.1 VDC/M
12
6A
ZC 220 I’D CMPTR/CONT
SIGNAL
A
INPUT TO BIAS INPUT
Q SWITCHING 13 411 LAG 3 41. W El R GROLIN
AP CMPTR IAS
PITCH LL 1@1 lj ADI7P/0 UH 1Z
BAR EE go S
BIAS
x GG
M
_j
7EfTT_1CX_LG’7R_0
(P/0 GH 14) 3,11 VG PITCH ATT
H (2OOmVAC/OEG) W. mm
PITCH
PICKOFF BP cc
ANIZ @.ER
VG PITCH NOTES:
ATTINPUT 1. ALL LABELED SWITCHES ARE SHOWN IN THE OPEN
TO AP OSITION. LABELED CONDITION CLOSES SWITCH.
L CMIPTR FIG 209 2. PALL RELAYS ARE SHOWN DE ENERGIZED. LABELED
CONDMON ENERGIZES :ELAY.
3. SIGNALGROUNDMUST EATSINGLEPOINTAND AD 3736 Rl
.UST BE LESS THAN ONE OHM TO EACH UNIT.
Altitude (ALT) and Indicated
Airspeed (IAS) Hold Mode Flow Diagram 22 14 00
Figure 205 Page 227/228
Mar 15/84
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+SPEr Ry MANUAL
XINGU I
ZC 220 I’D CMPTR/CONT
MAR? ER BEACON RECEIVER
A
10JIA
VN
GS DE
TO AP
CMPTR
TO rRA910,@LTINITTER FIG 209
TRANSMIT 1012 TIONAL) 1200 FT W C TOLOCJILOGIC
ANT 28 VDC RA V W KK
250 FT
AUXIL ’ARY
OUT
TO AL BAR BIAS
RECEIVE L TOGN 14
ANT RAO ALT
METER
@L A 1) I 7P /70 7H7 1 4)
S
2,12 TO H
S’ PITC.
GS METER ’M.
GLIDE SLOPE RECIEVER GAIN GG T IIIAR
PROG S
N
P
LAG
qjI VGPITCH
ATT N
UT A7
VERTICAL GYRO A/S F
(P/0 GH 14) AV
3J1 UPLER
M
PITCH ATT M
PICKOFF AC/DEG)
AND C,
AMPLIFIER 41P c
H
cm UT NOTE: PINS SHOWN ARE FOR THE AD 3737 RI
FIG 209 SPERRY RADIO ALDMETER.
Glide Slope (GS) and Go Around (GA)
Mode Flow Diagram
Figure 206 22 14 00
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XINGU I
FGH 74 GTRO I 7ORZ
220 FD C
G f zC I;pwcof@T
8 VDC I PITCH >0_
26 VAC GS RECEIVER OFF
3.11 Hi LEVEL (NOTE 2)
POWER AND 28 VDC
WHEEL SPEED GS VALID
CB MONITOR PITCH BAR SIAS
28 A GYRO MOTOR 3.11 L
VOC R@
LOW LEVEL 28 VDIC H
FO VALID V F D VG VALID
FROM 9JI 36 ROLL__[@ TE 2)
OFF (NO
AA ::Y w ROLL BAR BIAS
W
r C 14 ADI RECT IONA LGY R0 CB
D 0111 28 VDC
C NC
(DUP)
NAV RECEIVER FHSI
2J2
POI
POWER ADEC GS RECEIVER
SUPPLY WHEEI
Moh wU
GYRO HIGH LEVEL
GSVALID
115 VAC MOTOR wV 6.2 VDC 41
L
NAV RECEIVER
W(DUP) 2J2
HIGH
Y * J LEVEL
NAV
S
SERVO VALID
NULL DC
MONITOR
NOTES:
1. (H) DENOTES HIGH FOR A VALID 2. LOW LOGIC CLOSES PITCH OF ROLL
LOGIC CONDITION; ANY INVALID BAR MAS SWITCH AS SHOWN ON
POWER LOW WILL CAUSE THE ROLL OR FIGURES 202 THRU 206 ALLOWING
SUPPLY
VOLTAGES PITCH BAR TO BIAS OUT OF VIEW FIXED BIAS VOLTAGE TO BE
OR THE APPLICABLE FLAG TO COME APPLIED TO ADI TO RAS BAR OUT
X IN VIEW. OF VIEW.
28 VD
L ] ”’HDG VALID AD 3738 RI
Failure Warning Flags and
Bar Bias Logic Diagram 22 14 00
Figure 207 Page 231/232
Mar 15/84
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XINGU I
4. Autopilot Computer Functional Description (See figures 208 and 209.)
A. Roll Axis (See figure 209, sheets 1 and 2.)
The roll axis of the A/P receives signals from the following components:
Attitude valid and roll attitude signal from the GH 14 Gyro Horizon.
Heading valid and heading signal from the C 14A Directional Gyro.
Roll commands from the VC 200 Airspeed/Navigation Coupler.
Roll commands from the MC 201 Manual Controller.
(1) Synchronization. Synchronization in the roll axis is achieved when
the net signal to the roll servo sum is zero. Prior to A/P
engagement, all A/P command inputs are zero because the A/P is not
yet coupled to any mode and the ROLL CPL, HDG HOLD, and TK switches
are open. At this time, the input to the roll synchronizer through
the roll rate limiter will also be zero because switch AP ENG
77’SEF ROLL HOLD is open. Roll attitude from the GH 14 is
demodulated and applied to the summing amplifier. If the sum of
these two signals is not zero, an error signal appears and is
amplified, and applied to the A_P_/M@ + TCS SEL switch. During
synchronization prior to A/P engagement, the switch is closed,
applying the error signal to the roll synchronizer integrator.
Before engagement, the RUEE70UU 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
error to the integrator is zero and the roll axis is synchronized.
Synchronizing provides transient free engagement of the A/P. During
synchronization, the error signal is also applied to the roll
displacement path but the aileron servo is not engaged. Therefore,
no synchronization transients will appear on the controls.
Prior to engagement of the autopilot, the servo drive clutch is not
engaged to the control 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.
(2) 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 HDG HOLD switch is closed, allowing the output of
the heading synchronizer to be coupled into the roll rate limiter.
Prior to engagement or when other modes are engaged, this signal
output is zero. If the aircraft departs from the synchronized
heading, an error signal is applied to the roll rate limit circuit.
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The roll rate limiter derives the rate of the command error signal.
The rate signal 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 5.5 degres/second, the diodes clip the error
signal into the integrator, thus limiting the integrator output to
5.5 degrees/second. When the rate signal decreases to a level that
commands less than a 5.5 degrees/ second 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 the roll synchronizer. Because the
A/P is in the headinq hold mode, the command signal passes through
the A/P ENG ICS SEE RUEE ROM switch to the roll synchronizer
input summing point then through the RUEE TMU switch to the
integrator in the roll synchronizer. When the A/P is engaged and
TCS is not selected, the A/P ENG TM= switch is closed, adding
a resistor to the feedback path around the 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 SEL switch is closed, placing the limiter in the roll command
circuit.
The limited command is amplified, summed with the roll attitude
signal and applied to the roll displacement and integral paths. The
feedback path to the roll synchronizer is now opened because the
T7P ITT + TCS SEL switch is open in the heading hold mode. The
displacement command is inverted and passed through the Mid Q and
soft ride gain changing circuit to be summed with roll rate.
Roll rate provides a short term damping signal. The resulting error
signal is amplified by the roll servo sum amplifier and applied to
the servo amplifier. The resultant output signal drives the aileron
servo motor.
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 rate damping signal from
the servo tachometer is fed back as a damping signal to stabilize
the servo loop. A position signal is also fed back 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 output of the vertical gyro
reflects the change. The input from the gyro opposes the error
signal, thus reducing the resulting error to the servo drive. As
the airplane banks toward the desired heading, the error from the
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XINGU I
heading synchronizer will be reduced. 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 the servo
output with the airplane flying wings level on the heading that
existed at the time of A/P engagement.
4. A. (3) Touch Control Steering (TCS). When the TCS switch on the control
wheel is pres ’sed, the error signal into the roll synchronizer is
reduced to zero because the input switches to the roll rate limiter
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 attitude
changes, the roll displacement signal will change. This signal
represents the difference between airplane attitude and the signal
level at the output of the roll synchronizer. The roll displacement
signal is feedback into the roll synchronizer to make the servo sum
output at null.
The amplified roll displacement signal is fed back to the roll
synchronizer through the closed A7FIM + TCS SEL switch. At this
time the A/P ENG T75= switch opens, removin the resistor from
the output of the integrator. With the resistors effect removed,
the synchronizer acts as an integrator, not as a lag circuit. The
error signal is applied through the RMTKU switch to drive the
integrator.. The integrator drives until its output is equal to the
roll attitude signal. At this time the error signals will be zero,
and the system is synchronized to the existing airplane bank angle.
When the TCS switch is released, the feedback path for the amplified
error signal is opened by the A7T M + TCS SEL switch. Releasing
the TCS switch also closes the A/P ENG TC’S= switch, converting
the integrator into a lag circuit. If no lateral modes are selected
on the ZC 220 and the bank angle is less than 6 deg when TCS is
released, the A/P will return to heading hold. When the bank angle
is greater than 6 deg at TCS release, the RUEFRUM switch opens and
the airplane maintains the selected bank angle. Any deviation from
this bank angle will generate an error signal 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 ZC 220 when TCS was used, upon release of
the TCS switch, the A/P will couple to the engaged mode, if the bank
angle is less than six degrees.
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+ XINGU 1
4. A. (4) 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. The TK switch
closes to apply the turn knob command signal from the manual
controller. The command signal is rate limited to 5.5 degrees per
second and passed through the RD1U_H_ ”L switch (see last paragraph
of TCS explanation) to drive the roll synchronizer. The command
signal is limited to t3O degrees by knob excitation, then summed
with the roll attitude signal. 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.
(5) Lateral Modes (Heading Select, V/L, REV Course). When the pilot
selects a lateral mode on the ZC 220, the ROLL CPL mode is engaged
if the A/P is engaged. The desired roll commands are computed and
processed by the ZC 220 and VC 200 and are applied to the A/P
computer at 10J1A 18.
The command signal is passed through the ROLL CPL switch to the roll
rate limiter. All other inputs are blocked because the HDG HOLD and
TK switches are opened. In the VOR mode, after the on course
condition of bank angle less than 6 degrees and course error less
than 15 degrees is established, the VOR OC switch is closed to limit
the maximum roll rate to 2 degrees/ second. 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.
(6) 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 from the GH 14 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 roll circuit output is also applied to the roll logic
circuits to generate a bank angle of less than 6 degree logic in
addition to the lift compensation in the pitch axis.
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4. B. Pitch Axis (See figure 209, sheets 3 and 4.)
The pitch axis of the A/P receives signals from the following components:
Airspeed and altitude information from the VC 200 Airspeed/
Navigation Coupler
Pitch wheel commands from the MC 201 Manual Controller.
Attitude valid and pitch attitude information from the GH 14 Gyro
Horizon.
Glide slope deviation signal and logic grounds from the ZC 220 Flight
Director Computer/Controller.
(1) Synchronization. Synchronization in the pitch axis is achieved when
the net signal to the pitch servo sum is zero. Prior to A/P
engagement, the glide slope, altitude or airspeed error, and pitch
wheel signals are blocked by the open GS CPL, ADC CPL, and PW
switches.
Pitch attitude from the GH 14 is demodulated and is summed with the
output of the pitch integrator. During synchronization, the output
of the integrator follows pitch attitude causing the output of the
pitch displacement amplifier to be zero. If the airplane attitude
changes, the sum of the integrator and pitch attitude signals is an
error signal. The error signal is applied to the pitch displacement
path and through the closed A’F M + TCS switch and the closed
PITCH HOLIT switch to drive the integrator. The integrator is driven
until its output is equal to the pitch attitude signal and the net
pitch displacement signal is zero.
Prior to engagement of the autopilot, the servo drive clutch is not
engaged to the control 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 commmand.
(2) Pitch Hold. After the A/P is engaged, if no vertical mode is
engaged on the ZC 220 and the pitch wheel is not rotated, the A/P is
in the pitch hold mode and the pitch integrator holds the pitch
attitude 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, 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 control tab because the servo
drive is coupled by the servo clutch after A/P engagement. The
error signals drive the servo and elevator to return the airplane to
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+ XINGU I
the desired attitude. When this attitude is achieved, the elevator
will be at the neutral position and the servo sum output will be at
a null.
4. B. (3) Rate Damping. Damping of the aircraft control response is provided
by pitch rate. Pitch rate is derived from pitch attitude in the
pitch rate taker. This signal is applied as a damping signal for
pitch attitude control.
(4) Lift Compensation. Absolute roll signal from the roll axis is
shaped before passing through the Q switching and soft ride
circuitry. 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 airspeed hold command signals from opposing each
other and causing airspeed hold mode standoff problems.
(5) Touch Control Steering (TCS). When the TCS switch on the control
wheel is pressed, the autopilot disengaged synchronization paths are
established. A feedback path is provided from the pitch
displacement amplifier into the pitch integrator through A/P ENG +
TCS and PITCH HULU 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 airplane pitch attitude
and the net servo sum output will be at a null.
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 the integrator output and is used to position the servo
motor to drive the airplane back to the synchronized pitch attitude.
(6) Pitch Wheel. When the pitch wheel is rotated, the PW switch closes,
allowing the output of the pitch wheel tachometer to be applied to
the pitch integrator. 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 ADC CPL switch (removing the ALT or IAS
input), and close the PITCH HOLD switch (applying the pitch wheel
signal to the pitch integrator). The rate of pitch wheel rotation
(tachometer output) is stored in the pitch integrator producing an
attitude displacement command. When the output of the integrator is
changed, by the pitch wheel, this upsets the balance of the
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XINGU I
integrator and pitch attitude inputs. The error signal is routed
through the displacement path to the servo amplifier, the servo
drive moves the elevator and changes the airplane attitude. The
airplane attitude will be changed until the pitch attitude signal is
equal to the pitch integrator output. At this time the airplane
will be at the new commanded attitude.
4. B. (7) Air Data Modes (Altitude or Indicated Airspeed Hold). When the ALT
or IAS mode is selected on the ZC 220 with the autopilot engaged, a
ground is supplied from the ZC 220 to pin 1OJ1B 38 or 40. These
ground signals control the switches labeled ALT or IAS. The ALT or
IAS error signal corresponding to the mode selected is provided from
the VC 200 and routed through the ALT or IAS and ADC CPL switches
into the pitch integrator and the pitch command amplifier. The
combination of the pitch command and integral signals are summed
with the pitch attitude signal.
If the summation of the error and pitch attitude signals is not
zero, the error signal will be used to drive the servo drive motor.
The clutch is engaged so the servo motor will drive the elevator
control tab. As the motor drives, a rate damping signal from the
servo tachometer is fed back as a damping signal to stabilize the
servo loop. A position signal is also fed back to oppose the
command signal. As the airplane changes pitch attitude to obtain
the desired reference, the attitude signal changes and the error
signal decreases. The net signal will continue to drive the servo
to change airplane attitude until the error signal from the VC 200
is zero and the net signal is zero. The airplane is then at the
desired attitude.
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.
(8) Glide Slope. Glide slope information is applied through the GS CPL
switches. Prior to glide slope capture, the GS CPL switches are
open, blocking the glide slope signals from the ZC 220. At that
time the A/P will be flying the pitch hold, ALT, or IAS mode. If
the ALT or IAS mode is selected, the ADC CPL switches are closed,
supplying error signals. When the glide slope beam is captured, the
previously selected mode is disengaged, the ADC CPL switches are
opened, and the GS CPL switches are closed, and the glide slope
command signals are applied.
The glide slo e displacement signal is amplified and limited to +6
degrees and t9e glide slope integral signal is applied through the
PITCH HOLD’switch to the integrator. A limiter on the output of the
integrator limits this signal to t2O degrees while in the glide
slope mode. The glide slope displacement and integral signals are
combined and then summed with the pitch attitude signal.
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If the sum of the glide slope commands and the pitch attitude is not
zero, an error signal is applied to the servo motor, following the
same path as described for the ALT or IAS mode. The servo will
drive the elevator control tab until the airplane is in the center
of the glide slope beam.
4. B. (9) Autopilot Trim System. The A/P trim system controls the aircraft
electric trim servo motor. The trim command 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 is fed to the
trim threshold sensor. 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 output 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, which is proportional to torque. The servo torque must be
present for three seconds before the start of trimming. 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 motor. The trim servo drive motor will drive to
change trim tab position until the trim sensor does not sense a trim
requirement and the holding force is removed from the servo.
C. Yaw Axis (See figure 209, sheets 5 and 6.)
The yaw axis of the A/P receives signals from the following components:
Heading information from the C 14A Directional Gyro.
Turn coordination signal via the A/P roll axis.
(1) 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 are blocked by the YD ENGAGE switch, which
grounds the output of the heading rate washout amplifier. The servo
amplifier and servo drive make up the servo position servo loop. A
signal at the yaw servo sum is amplified by the servo amplifier and
drives the torque motor to command a surface position. The position
feedback synchro feeds back a 400 Hz signal that is demodulated and
opposes the error signal. When the surface is at the position
commanded, the input to the servo amplifier will be at a null. A
rate damping signal is fed back as a damping signal to stabilize the
servo loop.
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XINGU I
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. In the event of a failure
of the torque limiter, the monitor circuit would disengage the A/P
when the servo torque exceeded a predetermined level.
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 electronic
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 SW1 and SW2 and to the logic switching circuits that
actually perform the 3 wire to 2 wireconversion by opening and
closing electronic switches.
The directional gyro X and Y information is applied to SW1 and SW2.
One of these switches will always be closed, and at times both are
closed. (See table 1.) 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 demodulated 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 is summed with a signal from
the integrator of the heading synchronizer. If these signals are
not equal, the resultant error signal is inverted and applied to the
integrator through the RN= switch. The integrator will be
driven until its output is equal to the airplane heading.
4. C. (2) 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 RUG ffElT switch into the heading synchronizer opens.
If the airplane changes heading, an error signal is developed. It
is inverted and applied through the NORM or INV switch to provide a
heading error signal to the roll axis circuits to return the
airplane to the desired heading. When the heading hold mode is
engaged, a logic input to the 3 wire to 2 wireconverter locks up
the converter to maintain existing logic outputs. This lock up is
necessary to preserve the heading hold reference information.
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+ XINGU 1
4. C. (3) Yaw Damper Operation. The dynamic heading information from the line
voltage compensation amplifier is applied to the heading rate taker
circuit and passed through the NORM or INV switches. 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 heading rate. When the yaw damper mode is engaged, the
7U M switch will be open, removing the ground from the heading
rate washout circuit output. This signal will be applied to the yaw
servo sum to 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 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 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, the switch opens, removing the ground and restoring the command
signal.
The heading rate signal from the heading rate washout circuit is
gain switched by the MID Q switch to maintain uniform airplane
response across the airspeed range of the airplane.
(4) Turn Coordination. When the aircraft is banked, a Q switched turn
coordination signal from the roll axis is applied to the yaw servo
sum junction. It is summed with the heading rate input. The
resulting output provides a signal to deflect the rudder in the
direction of the turn, thus helping to execute a smooth turn with no
skidding.
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+ST DEFRY MANUAL

XINGU I
10,11B
zlg(
COPILOT’S OJlA 12,11
SW
kg 3
0
3,11 3,11 3,11
L< B < O A F
PILOT
CS
=sw
R L< 33
F’W
TURN
KNOB
TK DETENT (U 28V AP ENG TCS
28 VDC
To 10JIB 15
AUTOPILOT INTERNAL GND IN AP FOR THE
CONTROLLER APENGAGE FOLLOWING INVALID CONDITIONS:
DETENT i : POWER SUPPLY (15 AND 5 VDC)
17,11 APENGAGE TO DIM TOROUE MONITOR
NO 1%, H > CKT AP TEST (FAULT ALL MONITORS)
Iz 11.11 Lc>ok
NC G )A > O O l0JlB
10,11A <11< NC
F < 5(
RUDDER
10,11B ENG 14.11
7 < 13 SERIES 12( )G
YDENGAGE SWITCH N
PILOT’SAP YDENGAGE TO DIM
COPILOT’S AP CKT
CB DISCONNECT SW DISCONNECT SW
28 VDC a> 00
ail 8il
J H( (28
THROTTLEMOUNTED
GO AROUND SW D VALID
10,11A
6,11 51 >
GAGND
INPUT 53
Ei SIGNAL JIB
GND z 2> AD 6679
Autopilot Engage Interlock Diagram 22 14 00
Figure 208
Page 243/244
Mar 15/84
 MAINTENANCE

+SPEFRY MANUAL
XINGU I
ROLL RATE TAKER
HDG ERROR
FROM YAW TURN
AXIS (SH 5) COORDINATION
TO YAW AXIS (SH 6@
AP ENG + TCS SEL
HOG HOLD
AP ENG + TCS SEL
10,11A DISPL
APROLLCMD
FROM VC 200 r<1 8 A
7R
FuALco,7,o LLE 17J1
C> I 15 VDC AP ENG TCS SEL
P ENG TCS SEL
I
B 26 < TK
I < 35’
A> 15 VDC
... BANK ANGLE
I LIMITER NOTE: ALL SWITCHES ARE SHOWN IN OPEN POSITION.
D 27 LABELED CONDITION CLOSES SWITCH.
URN 20/SEC VOR DC
KN
EC
’IS
OB LIMITER _0 L51 10. T E
:R LIMITE
ROLL RATE LIMI ER VORG
OSS
VNN
AP ENG + ROLL HOLD TCS SEL
10 RATE
LINE
ROLL ATT VOLTAGE
FROM GH 14 COMPENSATION
9 ROLL RATE
AMPLIFIER TO PITCH AXIS ROLL RATE TAKER TO YAW AXIS
(SH 3) (SH 5)
,DC ROLL TO AD 3740(DOI
ROLL AXIS YAW AXIS (SH 5)
Autopilot Computer Signal
Flow Diagram
Figure 209 (Sheet 1 of 6) 22 14 00
Page 245/246
Mar 15/84
 +srEr

.,my MAINTENANCE
MANUAL
XINGU I
fAILERON SERVO DRIVE AND BRACKET
NOTE: ALL SWITCHES ARE SHOWN IN OPEN POSITION+ I0j1B 12J 1
LABELED CONDITION CLOSES SWITCH. 26 VAC 29 <D
EXC ) I
22 E
AP ENG I
POSITION
TCS SEL F17 L 61
INTEGRATOR 59 PZ:::@@[email protected]
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SYNCHRO
SYNCHRO
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DISPL BB A t:: .
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A A.A#*V 60 j
AMW AILERON
TORGI@
G 1 4@ I +15VDC
TEST I
EA FLT To PITCH AXIS (SH4@
< 49 To YAW AXIS (SH6)
1) V
i AD 3740
ROLL AXIS
Autopilot Computer Signal
Flow Diagram 22 14 00
Figure 209 (Sheet 2) Page 247/248
Mar 15/84
 GND FROM < 20 < IAS I

ZC 220
TCH
TEGRATOR
:@M@IDQ
L
GS CPL 200 U
ADC CPL
DISPLACEMENT
03 DEVN 100A
FROM 20
ZC 220 GS CPL SR
I H C MAND
PITCH ATT LAT ON LINE VOLTAGE AMPLIFIER
15 So I
FROM GH 14 16 < __@TFIANSORM ER COMPENSATION
.EMID
7I AMPLIFIER
r MAIIAL .701TR17LLEI A/V\
DESCEND K
7J1 28 <
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C
MID 0
CLIMB L L< 29
PITCH WH:Lj
PITCH AXIS
Autopilot Computer Signal
Flow Diagram 22 14 00
Figure 209 (Sheet 3)
Page 249/250
Mar 15/84
 MAINTENANCE

+spr r ay MANUAL
XINGU I
PULSE 1W1B
MID a alp WIDTH 4 14) so
MODULATOR
AP TEST 10,11A AIRCRAFT
+15 V TRIM
FROM TO ENGAGE LOGIC 55Z SYSTEM
Axis I
TRIM
RESHOLD 58
SENSOR
To
ENGAGE
CONT
DN TRIM
TRIM FF) METER
ELEVATOR MN
CURRENT ’D11 IIJI M E
SENSING SOR
ELEVATOR SERVO DRIVE AND BRACKET
10.11B 13J1
RATE 413 N DC
TACH
50 L GEN POWER
GEAR CLU CH
IER RAI” ”’T LINKAGE
SERVO AM ’LI F T
53 A
I
C 55 B<
DRUM ELEVATOR
I MOTOR CONTROL
SERVO SUM H SYNCHRO TAR
GEAR
1@ RATIO
26 VAC___4
EXC >
POSITION P,
51 >
D
52> R
I POSITION
FEEDBACP
SYNCHRO
E
10.11A
+28 V AP ENG TCS SEL T> 3
SERVO___j@,
PITCH AXIS PWR 4z
GND
AD 37400 RI
Autopilot Computer Signal
Flow Diagram
Figure 209 (Sheet 4) 22 14 00
Page 251/252
Mar 15/84
 MAINTENANCE

+SPEFRY MANUAL
XINGU I
f ,,,A DG ail 1W1B
X 7 /,Z 26 V AC
Y > @11
l0J1A Y LINE HEADING
47 VOLTAGE
COMPENSATION R RATE
A
moo HEADINC CROSS OVER HOLD CIRCUIT HOG RA
PLIFIER
Z D ENG
HEADING <48 SWl NORM ROLL RATE FROM + E > 70/SEC MID 0
YNCHRO NO. 2 ROLL AXIS (SH1I ROLL RAT
Ls ABSOLUTE ROLL B/A > 450
FROM ROLL AXIS
(SH 1)
(XI
NORM
NOTE: ALLS6VITCHESARESHOWNINOPENPOSITION.
LOGIC INV LABELED CONDITION CLOSES SWITCH.
SW TCHING
11
(Y) CIRCUITS FOR gw@ SWI
3 TO 2
No WIRE SW2 HOG ERROR
CONVERTER
(SEE TABLE1 TO ROLL AXIS ISHII
ON SHEET 6) N HOG HOLD
HDG HOLD ON RTl
G HOLD INV AD 3740(@@)
HEADING SYNCHRONIZER
YAW AXIS
Autopilot Computer Signal
Flow Diagram
Figure 209 (Sheet 5) 22 14 00
Page 253/254
Mar 15/84
 MAINTENANCE

+SPEFRY MANUAL
XINGU I
FR6DER SETVC, DR17E AND BRACKET
ail 14 JI
26 VAC S D
EXC [email protected] IiA.1.1
E @U IiD 11. 12D ]SO )IDI 210 240 270 300 330 360
POSITION IOJIB
R X AND Y INPUTS
63 P
FEE OBACK
SYNCHRO NORM
0
SYNCHRO
T GEAR 15V
RATIO INVERT
:V
YD ENG SW I
CLUTCH LINKAGE :V
64 A SW2i 0
HEADING RATE 62
T.R.U@l POWER DRUM RUDDER
F LTER AND MOTOR I I SV
I GEAR
YAW SERVO SUM TRAIN Do SEC,
IVC A.,
OUTPUT
(”EA 0 ING RATE
DETERMINES SLOPE
OF THIS WAVEFORM)
30 50 90 120 ISO 180 210 240 2 70 300 330
DC TABLE1
TA H
N
67 F
RATE
AP TEST > <L
VDC
ROM ROLL
.15
F
TUB AXIS ISH2)
COONRIDINATION
FROM 12
ROLL AXIS TO ENGAGE LOGIC
ISHII SERVO A
PINR 4>
GND
YAW AXIS C AD 3740(@)
L
Autopilot Computer Signal
Flow Diagram
Figure 209 (Sheet 6) 22 14 00
Page 255/256
Mar 15/84
 MAINTENANCE

+sr tr=r RyMANUAL

XINGU 1
5. C 14A Compass System Operation (See figure 210.)
Basic power for the system is the 115V 400 Hz input to the C 14A Directional
Gyro. This provides internal power for the gyro and a 26 Vac power output
for the flux valve and CS 412.
The flux valve senses the horizontal component of the earth’s magnetic field.
Using the 26 Vac reference signal, it provides an output signal that
represents aircraft heading in the earth’s magnetic field. This signal will
provide a command to keep the rotor of the gyro aligned to magnetic north in
the slaved mode.
The CS 412 Dual Remote Compensator compensates the flux valve for single
cycle (hard iron effects) by biasing the flux valve coils with a low level dc
voltage. The procedure for adjusting this level of compensation is discussed
in the GROUND CHECK procedure. Two independent compass systems can be
compensated by the CS 412.
In the slaved mode of operation, the directional gyro is slaved to a position
relative to the magnetic heading reference as supplied by the flux valve and
the CS 412.
Slaving of the directional gyro is accomplished by supplying current flow
through precession coils affecting the sensitive axis of the gyro. The
MANUAL SYNCHRONIZATION switch is used to engage fast slaving of the
directional gyro. When fast slaving is engaged, the slaving rate is
increased from approximately 3.5 degrees per minute to approximately 40
degrees per minute. Once engaged, fast slaving continues until the compass
card of the HSI indicates within 4 degrees of actual heading, at which time
the normal slaving rate is assumed.
In the free mode of operation, magnetic information from the flux valve and
CS 412 is disabled in the gyro and no slaving is performed. The directional
gyro provides compass information as a product of the position of the
aircraft with reference to the position of the unslaved gyro. As no slaving
is performed, the displayed heading information is subject to error as the
result of free gyro drift.
During operation of the directional gyro, any of the following conditions
will cause a loss of the heading valid signal supplied to the HSI and the
monitor ground to the Autopilot Computer:
(a) low voltage to the directional gyro power supply
(b) improper wheel speed of the spin motor
(c) fast sync (manual synchronization)
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SPEFRY MANUAL
+ XINGU I
The HSI receives three wire compass information from the C 14A and uses it to
move a compass card to the proper location. The three wire compass
information is connected to the stator of a heading control transformer. As
a change in compass information occurs, the stator and rotor of the synchro
are no longer positioned for a null and a displacement signal is created in
the rotor. This displacement signal is then amplified and used to drive the
dc torquer motor. The motor is mechanically connected to thr rotor of the
heading synchro, so as the compass card reaches its proper position, the
rotor is moved to null the displacement signal and the compass card stops.
Synchronization between the flux valve and the actual heading of the aircraft
is indicated by the compass synchronization annunciator of the HSI. When the
+ is in view on the annunciator, the Compass card is rotating in the
counterclockwise direction (actual heading greater than indicated). When the
9 is in view, the compass card is rotating in the clockwise direction (actual
heading less than indicated). When synchronized, the annunciator slowly
oscillates between the + and the e.
The HDG flag in the HSI will be out of view when the servo null monitor is
below its threshold (compass card accurately repesents aircraft headings),
the internal power supply is at its proper level, and the 28 V dc heading
valid from the C 14A is present. A 28 v dc heading valid signal is applied
to 2J2 X and to the ZC 220, when the HDG flag is out of view.
22 14 00
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.,my MAINTENANCE
MANUAL
XINGU I
8A
CB 8JI rC I;A 01 L GYRO
/1 1\
115 VAC .10 C
26 VAC
S @24 VDC
5 VAC
NC IN 24 VDC
2J2 7 2J2
MDB HSI
(NOTE 2) (NOTE 2)
Bill 5ii T I0
CS 412 DUAL REMOTE COMP
v G
SYNC
H EXCIATC MNULL
26 V
X ATION ONITO
y TO C 14A
,O”A
DC AND
POWE R X YAW
AMPL I DAMPER
L y 1,
SLAVED z INPUT
NOTES; 1.)FLUXVALVESHIELDEDWIREGROUNDED FREE/SW z TO AP CMPTR
ONLY AT C’14A PIN D. E CX NO 2
2.) THE CS 412 CONTAINS TWO IDENTICAL X
COMPENSATION CIRCUITS. CONNECTIONS (SLAVED MODE CLOSED) G
SHOWN ARE THE NUMBER ONE SYSTEM
THROUGH 5JI. THE CIRCUITS FOR THE POWER
NNECTED CGYRO, ADEQUACY/ e
IRCUIT
THROUGH 5J2 4131 AND I WHEEL TTR S PFLY
SPEED d LT
iLl THRUBL5 ES
4) MONITOR CB
MANUAL SYNC SW AUTOMATIC j
< 24 VDC FAST
6 q 7UND
MANUAL SYNC SW WIPER 0 go A SYNCHRONI R 6J1
MANUAL SYNC SW (1) ZATION h
I ( 24 VDC CIRCUIT MON TOR GROUND HEADING VALID
I@
CHASSIS ONO F TO AP CMPTR INPUT TO ZC 220
AD 3741
C 14A Compass System
Signal Flow Diagram 22 14 00
Figure 210 Page 259/260
Sep 30/82
 AINTENANCE

+sTzony mMANUAL
XINGU I
SECTION 4
GROUND CHECK
1. General
This section describes procedures for checking the Autopilot/Flight
Director for correct installation and proper operation of all components in
the system.
NOTE: These procedures are based on Sperry Engineering Bulletin,
EB7007992, no revision.
Should any failure arise while performing the following ground check, refer
to TROUBLESHOOTING as required.
2. Equipment and Materials
Signal generator suitable to simulate VOR, LOC and GS signals.
Air data test set suitable to simulate airspeed and altitude.
NOTES: 1. Prior to actual system power application and electrical
checkout, perform a point to point wiring check per the
airplane wiring diagrams, to ensure System has been wired
correctly. Also check that signal, logic, and power
circuits are free of unwanted grounds.
2. Whenever a mode is engaged, the switch identifying that
mode lights on either the Engage Controller or the ZC 220.
In general, to engage a mode, press that switch and
observe that the light stays on, indicating the mode has
been engaged. When the light is off, the mode is
disengaged.
3. Procedure
A. Check power.
NOTE: Perform this check before any equipment is connected to
the aircraft’s wiring.
(1) Close the circuit breakers.
(2) Check each pin in each connector of the system to ensure ac and dc
power is applied to the proper connector pins and to no other
connector pins.
(3) Turn off power.
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.*E MANUAL
XINGU 1
3. A. (4) Install only the Autopilot Computer and turn on the Autopilot
power.
(5) Check each pin in the remaining Autopilot connectors to ensure
proper distribution of the ac and dc power from the Autopilot
Computer.
(6) Turn off the Autopilot power.
CAUTION: PRIOR TO CONNECTING OR DISCONNECTING ANY
COMPONENT TO AIRCRAFT’S WIRING,
BE CERTAIN POWER IS TURNED OFF.
(7) Connect the remaining equipment to the aircraft’s wiring and turn
on the power.
B. Check switch logic.
(1) Check yaw damper engage logic.
(a) Press Y/D ENGAGE. Y/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 on
left hand power lever.
(2) Check yaw damper disengage logic.
(a) With the yaw damper mode engaged, press A/P DISENG on the
pilot’s control wheel. Y/D ENGAGE turns off.
(b) Press Y/D ENGAGE and then the G/A switch. Y/D ENGAGE remains
engaged.
(c) Check disengagement using the copilopt’s A/P DISENG switch.
(d) Press Y/D ENGAGE and then the TEST button. Y/D ENGAGE turns
off.
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XINGU 1
3. B. (2) (e) Press Y/D ENGAGE and then simulate an invalid directional
gyro signal by moving the compass INC DEC switch to the INC
or DEC position. The HOG flag appears on the HSI, the Y/D
ENGAGE turns off.
(f) Press Y/D ENGAGE and then open the 28 Vdc Autopilot circuit
breaker. Y/D ENGAGE turns off. Reinstate the breaker.
(g) Repeat with 115 V ac circuit breaker.
(3) Check Autopilot engage logic.
(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.
CAUTION: 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.
(4) Check Autopilot disengage logic.
(a) 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 power lever. A/P and Y/D remain on. Release G/A.
(b) Repeat step (a) using the copilot’s A/P DISENG switch.
(c) 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. Press A/P ENGAGE. A/P
ENGAGE and Y/D ENGAGE light. Press the pilot’s A/P DISENG
switch.
(d) Press A/P ENGAGE and then the TEST button. A/P ENGAGE and
Y/D ENGAGE turn off and the general alarm lights.
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XINGU 1
3. B. (4) (e) Press A/P ENGAGE and open the 28 Vdc Autopilot circuit
breaker. A/P ENGAGE and Y/D ENGAGE turn off. Close the
28 Vdc Autopilot circuit breaker.
(f) Repeat with 115 V ac circuit breaker.
(g) Press A/P ENGAGE and simulate an invalid vertical gyro signal
by pulling pilots GH 14 C.B. A/P ENGAGE turns off but Y/D
ENGAGE remains lighted.
(h) Press A/P ENGAGE and simulate an invalid directional gyro
signal by moving the compass INC DEC switch to the INC or DEC
position. A/P ENGAGE and Y/D ENGAGE turn off, and the AP
disengages.
(5) Check roll couple/uncouple logic.
NOTE: Pushbuttons are switch annunciators on front of ZC 220.
(a) With power applied to the system, the ZC 220 SBY pushbutton
shall be lighted (in standby mode).
(b) Press and hold the SBY pushbutton on the ZC 220; all
pushbuttons on the ZC 220 shall light and the FD flag shall
come into view on the ADI. Release the SBY pushbutton. Turn
the navigation lights on and again press and hold the SBY
pushbutton on the ZC 220. All pushbuttons on the ZC 220
shall dimly light for night operation, and the FD flag shall
come into view on the ADI. Turn off the navigation lights
and release the SBY pushbutton.
(c) Tune the navigation receiver to an ILS frequency with less
than 1 dot deviation. Press SBY and A/P ENGAGE. Cycle
through the three roll modes by pressing pushbuttons on the
ZC 220 in the following order: HDG, V/L, REV, V/L, HDG, REV,
HDG. Each of the three modes shall engage (pushbutton remain
lighted) and reset previous mode (previous light go out) as
its pushbutton is pressed. ROLL COUPLE remains engaged after
each selection. Press the SBY pushbutton on the ZC 220 and
SBY mode shall engage. (Whenever the SBY pushbutton is
pressed, all other modes shall reset and the command bars on
the ADI shall be biased from view.)
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+spEr.Ry mMA,UAL
XINGU 1
3. B. (5) (d) Press the ALT pushbutton on the ZC 220, then cycle through
the roll modes again (HOG, V/L, REV, V/L, HDG, REV, HDG).
Each mode shall engage with the ALT mode engaged. Press the
IAS pushbutton on the ZC 220 then cycle through the roll
modes: each mode shall engage with the IAS mode engaged.
Press the SBY pushbutton.
(e) Press A/P ENGAGE and SBY. Press the following in the order
given: SBY, HDG, SBY, V/L, SBY, REV, SBY. ROLL COUPLE turns
off each time SBY is pressed and lights each time a lateral
mode is selected. Press A/P ENGAGE off.
(f) With a zero localizer deviation signal and a 2 dot fly up
glide slope deviation signal, press SBY and A/P ENGAGE and
then HDG. ROLL COUPLE lights.
(g) Press APP ARM. HOG turns off, V/L and APP ARM light, and
ROLL COUPLE remains lighted.
(h) Press SBY. ROLL COUPLE turns off. Press A/P ENGAGE off.
(i) Increase the localizer deviation signal to more than 2 dots
of deviation. Maintain the 2 dot fly up glide slope
deviation signal. Press SBY, APP ARM, and then A/P ENGAGE.
HDG, V/L, APP ARM, and ROLL COUPLE light.
(j) Press SBY. ROLL COUPLE turns off.
(k) Press V/L. HDG, V/L, and ROLL COUPLE light.
(1) Press SBY. ROLL COUPLE turns off.
(m) Press REV. HDG, REV, and ROLL COUPLE light. Press A/P
DISENG.
(n) Press A/P ENGAGE and HOG. ROLL COUPLE lights.
(o) Rotate the turn knob out of detent. ZC 220 goes to SBY and
ROLL COUPLE turns off. Rotate turn knob to detent.
(p) Press HDG. ROLL COUPLE turns on. Tilt the GH 14 (VG) to
simulate a 5 degrees (or less) roll attitude. Momentarily
press the TCS switch on the pilot’s and then the copilot’s
control wheel. ROLL COUPLE remains lighted.
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3. B. (5) (q) Tilt the GH 14 (VG) to simulate a 10 degree roll attitude.
Momentarily press the pilot’s TCS switch. ROLL COUPLE
remains lighted.
(r) Momentarily press the copilot’s TCS switch. ROLL COUPLE
remains lighted. Return the vertical gyro to neutral
position and press A/P DISENG and SBY.
(s) Press A/P ENGAGE and V/L. ROLL COUPLE lights.
(t) Turn off the localizer simulator. The ADI roll command bar
is biased from view and ROLL COUPLE remains lighted.
(u) Turn the localizer signal on and generate a zero localizer
deviation signal. The ADI roll command bar returns from its
biased position and ROLL COUPLE remains on. Press A/P DISENG
and SBY.
(6) Check pitch couple/uncouple logic.
(a) With a zero localizer deviation and a 2 dot fly up glide
slope deviation signal generated, perform the following
checks to verify that PITCH COUPLE lights for the conditions
specified:
Press SBY and A/P ENGAGE. Press the following in the order
given: ALT, IAS, APP ARM, GS, IAS, ALT, APP ARM, ALT, GS,
IAS, GS, ALT. PITCH COUPLE remains lighted after each
selection. Press SBY. Press HDG. PITCH COUPLE lights.
Press SBY.
(b) In each of the roll modes (HDG, V/L, REV) cycle through
altitude and indicated airspeed modes (ALT, IAS, ALT). Each
mode shall engage with the selected roll mode. Press the SBY
pushbutton.
(c) With A/P ENGAGE lighted, press ALT. PITCH COUPLE remains
lighted.
(d) Press APP ARM. PITCH COUPLE remains lighted.
(e) PRESS GS. PITCH COUPLE remains lighted.
(f) Press APP ARM. PITCH COUPLE turns off.
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3. B. (6) (9) Reduce the glide slope deviation signal from 2 dot fly up to
zero. GS and PITCH COUPLE light, and APP ARM turns off.
Press A/P DISENG.
(h) Press A/P ENGAGE and SBY. Press the following in the order
given: SBY, ALT, SBY, IAS, SBY, GS, SBY. PITCH COUPLE turns
off each time SBY is pressed and lights each time a vertical
mode is selected. Press A/P DISENG.
(i) Press ALT and A/P ENGAGE. PITCH COUPLE lights.
(j) Rotate the pitch wheel toward CLIMB. ALT turns off and PITCH
COUPLE remains on and ADI pitch command bar indicates fly up.
(k) Press ALT. PITCH COUPLE remains on.
(1) Rotate the pitch wheel toward DESCEND. ALT turns off and
PITCH COUPLE remains on and ADI pitch command bar indicates
fly down.
(m) Press GS. PITCH COUPLE remains lighted.
(n) Rotate the pitch wheel. ZC 220 goes to SBY and PITCH COUPLE
turns off. Press A/P DISENG.
(o) Press A/P ENGAGE and GS. PITCH COUPLE lights. Momentarily
press the pilot’s TCS switch. PITCH COUPLE turns off.
Release TCS switch and PITCH COUPLE lights.
(p) Momentarily press the copilot’s TCS switch. PITCH COUPLE
turns off. Release TCS switch and PITCH COUPLE lights.
Press A/P DISENG.
(q) Press A/P ENGAGE and GS. PITCH COUPLE lights.
(r) Turn off the glide slope simulator. The ADI pitch command
bar is biased from view and PITCH COUPLE remains lighted.
(s) Tilt the GH 14 (VG) to simulate a down pitch attitude. The
control column moves aft.
(t) Return the GH 14 (VG) to neutral position. The control
column returns to neutral position.
(u) Turn on the glide slope simulator and generate a 1 dot fly up
glide slope deviation signal. The control column moves aft
and PITCH COUPLE remains lighted.
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3. B. (6) (v) Press A/P DISENG.
(w) Using the GO AROUND pushbutton on the throttles, cycle from
each of the roll and pitch modes to go around mode in the
following order: GO AROUND, SBY, REV, GO AROUND, SBY, V/L,
GO AROUND, SBY, HDG, GO AROUND, ALT, GO AROUND, IAS, GO
AROUND, SBY. Each mode shall engage and reset the previous
mode.
(x) Press the GO AROUND push button on throttles. Then cycle
through roll modes (HDG, V/L, REV, V/L, HDG, REV, HDG). Each
mode shall engage with GO AROUND mode engaged. Press the SBY
button.
(y) Tune the navigation receiver to a VOR frequency. Then press
GS, APP ARM, and REV pushbuttons. The pushbuttons shall have
no effect (modes shall not engage).
(z) Tune the navigation receiver to an ILS frequency and simulate
an aircraft below the beam glide slope signal of greater than
35 millivolts. Also open the radio altimeter circuit
breaker. Cycle from roll modes and go around mode into
approach arm mode by pressing pushbuttons on the ZC 220 or GO
AROUND pushbutton on throttles in the following order: APP
ARM, REV, APP ARMj HDG, APP ARM, GO AROUND, APP ARM, SBY.
When APP ARM pushbutton is pressed, V/L shall automatically
engage. When REV, HDG, and GO AROUND pushbuttons are
pressed, V/L mode and APP ARM modes shall reset and when the
APP ARM pushbutton is pressed, APP ARM and V/L modes shall
engage and REV, HDG, or GO AROUND mode shall reset.
(AA) Press the IAS pushbutton on the ZC 220 and repeat step 3. B.
(6) (y). The results shall be the same with the addition of
the 1AS mode being engaged until GO AROUND mode shall reset.
(BB) Press the ALT pushbutton on the ZC 220 and repeat step 3. B.
(6) (y). The results shall be the same with the addition of
the ALT mode being engaged until GO AROUND is engaged. Press
the SBY pushbutton.
(CC) Cycle from roll modes and GO AROUND into GS mode by pressing
pushbuttons on the ZC 220 or GO AROUND pushbutton on
throttles in the following order: GS, REV, GS, HOG, GS, GO
AROUND, GS, SBY. When the GS pushbutton is pressed, the V/L
mode shall automatically engage. When the REV, HDG, and GO
AROUND pushbuttons are pressed, V/L and GS modes shall reset
and when the GS pushbutton is pressed, GS and V/L modes shall
engage and REV, HDG, or GO AROUND modes shall reset.
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3. B. (6) (DD) Press the ALT and V/L pushbuttons on the ZC 220. Then, press
the GS pushbutton. The ALT mode shall reset, and the V/L and
GS modes shall engage. Press the SBY pushbutton.
(EE) Press the IAS and V/L pushbuttons on the ZC_220. Then, press
the GS pushbutton. The IAS mode shall reset, and the V/L and
GS modes shall engage. Press the SBY pushbutton.
(FF) Press the ALT and V/L pushbutton on the ZC 220. Then, press
the APP ARM pushbutton. The APP ARM mode shall engage in
addition to the ALT and V/L modes. Press the GS pushbutton.
The ALT and APP ARM modes shall reset and the GS mode shall
engage in addition to V/L mode. Press the SBY button.
(GG) Press the IAS and V/L pushbuttons on the ZC 220. Then, press
the APP ARM pushbutton. The APP ARM mode shall engage in
addition to the IAS and V/L modes. Press the GS pushbutton.
The IAS and APP ARM modes shall reset and the GS mode shall
engage in addition to the V/L mode. Press the SBY
pushbutton.
(HH) Press the GS pushbutton on the ZC 220. The V/L and GS modes
shall engage. Simulate a middle marker signal. The GS EXT
mode shall engage. Press the SBY pushbutton.
(II) Press the GS pushbutton on the ZC 220. The V/L and GS modes
shall engage. Reset the radio altimeter circuit breaker. GS
EXT shall engage when the radio altimeter becomes valid.
C. Check basic Autopilot responses.
NOTE: It will be necessary to disable the roll integrator
to perform the remaining checks. To accomplish this,
jumper pin 25 to 26 on aircraft T.B. 2.
CAUTION: JUMPER MUST BE REMOVED AT THE CONCLUSION OF
ROLL CHECKS.
(1) Check wings level attitude.
(a) Tilt the GH 14 (VG) to simulate a wings level attitude.
Press A/P ENGAGE on. Tilt the GH 14 (VG) to simulate a
10 degree right roll attitude. The control wheel rotates
ccw. The sphere of the ADI indicates right bank (bank
pointer on ADI sphere shall move left).
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3. C. (1) (b) Return the GH 14 (VG) to neutral position. The control wheel
returns to neutral position. Tilt the GH 14 (VG) to simulate
a 10 degree left roll attitude. The control wheel rotates
cw. Return the vertical gyro to neutral position. Press A/P
DISENG. The sphere of the ADI indicates left bank (bank
pointer on ADI sphere shall move right).
(2) Check C 14A Directional Gyro
(a) After the aircraft power has been applied for a minimum of 3
minutes, the compass indication on the HSI shall be
synchronized to magnetic heading and shall agree with actual
heading. The synchronization annunciator shall indicate a
null. The FREE SLAVED switch should be in the SLAVED
position.
(b) Rotate the C 14A 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.
(c) Rotate the C 14A 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 14A to its normal position.
(d) Place the FREE SLAVED switch in the FREE position. The
synchronization annunciator shall indicate a null. Place the
MANUAL SYNCHRONIZATION switch in the INCREASE position. The
compass card on the HSI shall slowly rotate counterclockwise.
Place the MANUAL SYNCHRONIZATION switch in the DECREASE
position. The compass card on the HSI shall slowly rotate
clockwise.
(e) Using the MANUAL SYNCHRONIZATION switch, 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 FREE SLAVED switch to the SLAVED
position. The synchronization annunciator shall indicate a
cross. Momentarily place the MANUAL SYNCHRONIZATION switch
in the INCREASE position. The compass system shall engage
the fast slave mode and remain in the fast slave mode until
the compass card is within 5 degrees of the magnetic heading.
By holding the MANUAL SYNCHRONIZATION switch in the INCREASE
position, the system may be forced into fast slave to rapidly
synchronize the system and null the synchronization
annunciator.
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3. C. (2) (f) Place the FREE SLAVED switch in the FREE position. Using the
MANUAL SYNCHRONIZATION switch, rotate the compass card on the
HSI to obtain a heading indication of 10 degrees less than
magnetic heading. Return the FREE SLAVED switch to the
SLAVED 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) Check heading hold mode.
(a) Press SBY and tilt GH 14 (VG) to simulate a 10 degree right
roll attitude. The sphere of the ADI indicates right bank
(bank pointer on the sphere shall move to the left). Press
A/P ENGAGE. The control wheel rotates ccw.
(b) Rotate the directional gyro t5 degrees about the aircraft
heading. The control wheel does not respond to the
directional gyro rotation.
(c) Return the GH 14 (VG) 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.
(d) 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.
(4) Check pitch hold mode.
(a) Press A/P ENGAGE and SBY. Tilt the GH 14 (VG) to simulate a
10 degree down pitch attitude. The sphere of te ADI rotates
so the miniature aircraft indicates a descent (horizon line
on sphere above aircraft symbol). The control column moves
aft. Return the GH 14 (VG) to neutral position.
(b) Press and hold the pilot’s TCS switch. Move the control
column to neutral position and then release TCS switch. Tilt
the GH 14 (VG) to simulate a 10 degree up pitch attitude.
The control column moves forward. Press A/P DISENG and
return control column to nose down stop. Return GH 14 (VG)
to neutral position.
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3. C. (5) Check lift compensation mode.
(a) Press SBY and A/P ENGAGE with control wheel at mid travel.
Tilt the GH 14 (VG) to simulate a 20 degree right roll
attitude. The control column moves aft.
(b) Return the GH 14 (VG) to neutral position. The control
column returns to neutral position.
(c) Tilt the GH 14 (VG) to simulate a 20 degree left roll
attitude. The control column moves aft. Return the VG 14
(VG) to neutral position and press A/P DISENG.
(6) Check yaw damper mode.
(a) With the GH 14 (VG) in neutral position, press Y/D ENGAGE.
Rotate the directional gyro t5 degrees about the aircraft
heading. The rudder pedals respond to the directional gyro
rotation.
(b) Rotate the directional gyro to the following positions from
the aircraft heading, rotate the directional gyro +5 degrees
about each position, and observe that the rudder pedals
respond to the t5 degree rotation: 45, 90, 135, and 180
degrees. Rotate the directional gyro to the aircraft
heading.
(c) Rotate the directional gyro t5 degrees about the aircraft
heading. The rudder pedals respond to the directional gyro
rotation. Tilt the GH 14 (VG) to simulate a 60 degree right
roll attitude. Rotate the directional gyro t5 degrees about
the aircraft heading. The rudder pedals do not respond to
the directional gyro rotation.
(d) Return the GH 14 (VG) to neutral position. Tilt GH 14 (VG)
to simulate a 60 degree left roll attitude. Rotate the
directional gyro t5 degrees about the aircraft heading. The
rudder pedals do not respond to the directional gyro
rotation.
(e) Return the GH 14 (VG) to neutral position. Rotate the
directional gyro t5 degrees about the aircraft heading. The
rudder pedals respond to the directional gyro rotation.
Press A/P DISENG.
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3. C. (7) Check ADI and HSI. (For installations using HZ 444 and VG 14.)
(a) Press the ATT TEST pushbutton on the ADI. The sphere shall
display a 20 degree right bank and 10 degree pitch up from
the previous pitch and roll attitude. The ATT flag shall
come into view. Release the ATT TEST pushbutton. Press the
FAST ERECT pushbutton. The ATT flag shall come into view.
(b) Open the radio altimeter circuit breaker. The radio
altimeter bar on the ADI shall be biased from view. Reset
the circuit breaker. The radio altimeter bar shall touch
(stop at the bottom of) the miniature aircraft symbol.
(c) Rotate the heading knob on the HSI. The heading bug shall
rotate and the heading indication shall remain fixed. Rotate
the course knob on the HSI. The course pointer shall rotate
and the heading indication shall remain fixed.
(d) Place the FREE SLAVED switch in the FREE position and use the
MANUAL SYNCHRONIZATION switch to rotate the compass card.
The heading bug and the course pointer shall remain fixed on
the compass card and rotate with it. Place the FREE SLAVED
switch in the SLAVED position. The synchronization
annunciator shall indicate a cross or a dot, and the system
shall slowly slave to magnetic heading.
(e) Momentarily place the MANUAL SYNCHRONIZATION switch in
DECREASE or INCREASE position (depending on direction of
heading error). The HDG flagon the HSI shall come into view
and the system shall begin slowly slaving to the magnetic
heading (go from slow slave to fast slave).
(f) Tune the navigation receiver to a valid VOR test signal. The
expanded localizer and glide slope deviation pointers on the
ADI shall be biased from view. The NAV flag and the glide
slope pointer on the HSI shall be biased from view.
(g) Rotate the course knob on the HSI to obtain zero course
deviation and a to the station indication on the HSI. Place
the FREE SLAVED switch in the FREE position, and use the
MANUAL SYNCHRONIZATION switch to rotate the compass card
until the course pointer is lined up with the fore lubber
line. Using the course knob, rotate the course pointer
clockwise. The course deviation bar shall move to the left
of the aircraft symbol. Rotate the course pointer
counterclockwise. The course deviation bar shall move to the
right of the aircraft symbol.
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3. C. (7) (h) Using the course knob, rotate the course pointer on the HSI
to point toward aft lubber line (180 degrees from previous
setting) to obtain zero course deviation. The TO FROM
annunciator shall indicate a from, the station condition.
(i) Tune the navigation receiver to an ILS frequency. The NAV
flag and VERT flag on the HSI shall be in view. Simulate a
valid glide slope and localizer signal with zero deviation.
The NAV and VERT flags shall be biased from view. The glide
slope pointer and the HSI shall indicate zero deviation, and
the course deviation bar on the HSI and the expanded
localizer pointer on the ADI shall indicate zero deviation.
(j) Using the course knob, rotate the course pointer until it is
lined up with the fore lubber line. Simulate an
aircraft right of beamlocalizer deviation of 75 millivolts.
The course deviation bar on the HSI shall be one dot to the
left of the aircraft symbol. The expanded localizer pointer
on the ADI shall move to the left.
(k) Simulate an aircraft below the beamglide slope deviation of
75 millivolts. The glide slope pointer on the HSI shall move
up one dot.
(8) Check SMART logic.
NOTE: Modes may be selected and engaged on the ZC 220
regardless of invalid signals. Invalid signals wil.1
cause the nonvalid command bar(’s) to be biased from
view on the ADI but will not disengage the mode.
(a) Press the HDG pushbutton on the ZC 220. The roll command bar
of the ADI shall come into view.
(b) Press the FAST ERECT switch. The ATT flag on the ADI shall
come into view and the ADI roll command bar shall be biased
from view. Release the FAST ERECT switch.
(c) Place the MANUAL SYNCHRONIZATION switch in the INCREASE
position. The HOG flag shall come into view on the HSI and
the ADI roll command bar shall be biased from view. Press
the SBY pushbutton on the ZC 220.
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3. C. (8) (d) Press the V/L pushbutton on ZC 220 and simulate a valid VOR
test signal. The ADI roll command bar shall come into view.
(e) Press the FAST ERECT switch. The ATT flag on the ADI shall
come into view and the ADI roll command bar shall be biased
from view. Release the FAST ERECT switch.
(f) Place the MANUAL SYNCHRONZATION switch in the INCREASE
position. The HOG flag on the HSI shall be in view and the
ADI roll command bar shall be biased from view.
(g) Simulate an invalid navigation signal. The navigation flag
on the HSI shall come into view and the ADI roll command bar
shall be biased from view.
(h) Press REV pushbutton on ZC 220 and simulate a valid localizer
test signal. The ADI roll command bar shall come into view.
Repeat steps 3. C. (8) (e), (f), and (g).
(i) Press the GO AROUND pushbutton on the throttles (causing the
roll channel to assume wings level condition). Simulate an
invalid vertical gyro by pressing the FAST ERECT switch. The
ADI roll and pitch command bars shall be biased from view.
Release the FAST ERECT switch and press the SBY pushbutton on
the ZC 220.
(j) Press the ALT pushbutton on the ZC 220 and press the FAST
ERECT switch. The ADI pitch command bar shall be biased from
view. Release the FAST ERECT switch and press the SBY
pushbutton on the ZC 220.
(k) Press the IAS pushbutton on the ZC 220 and press the FAST
ERECT switch. The ADI pitch command bar shall be biased from
view. Release the FAST ERECT switch and press the SBY
pushbutton on the ZC 220.
(1) Press the GS pushbutton on the ZC 220. GS and V/L modes
shall engage. Simulate valid localizer and glide slope test
signals and press the FAST ERECT switch. The ADI roll and
pitch command bars shall be biased from view. Release the
FAST ERECT switch.
(m) Simulate an invalid compass by placing the MANUAL
SYNCHRONIZATION switch in the DECREASE position. The ADI
roll command bar shall be biased from view. Release the
MANUAL SYNCHRONIZATION switch.
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3. C. (8) (n) Simulate an invalid navigation receiver. The ADI roll
command bar shall be biased from view.
(o) Simulate an invalid glide slope receiver. The ADI pitch
command bar shall be biased from view.
D. Check roll axis.
NOTE: Be certain jumper installed in step 3.C. is
installed for the following checks.
(1) Check TCS.
(a) Press A/P ENGAGE and SBY. Tilt the GH 14 (VG) to simulate a
20 degree right roll attitude. The control wheel rotates
ccW.
(b) Press and hold the pilot’s TCS switch, return the control
wheel to neutral position, and release the TCS switch. The
control wheel remains at neutral position.
(c) Tilt the GH 14 (VG) to simulate a 25 degree right roll
attitude. The control wheel rotates ccw.
(d) Decrease the GH 14 (VG) simulation to a 20 degree right roll
attitude. The control wheel returns to neutral position.
(e) Decrease the GH 14 (VG) simulation to a 15 degree right roll
attitude. The control wheel rotates cw.
(f) Press and hold the pilot’s TCS switch and return the GH 14
(VG) to neutral position. Tilt the GH 14 (VG) to simulate a
35 degree left roll attitude, return the control wheel to
neutral position, and release the TCS switch. The control
wheel remains at the neutral position.
(g) Press and hold the pilot’s TCS switchi tilt the GH 14 (VG) to
simulate a 60 degree left roll attitude, and release the TCS
switch. The control wheel rotates ccw.
(h) Tilt the GH 14 (VG) to decrease the left roll attitude until
the control wheel is at neutral position. The left roll
attitude is between 35 and 45 degrees. Press A/P DISENG and
return the GH 14 (VG) to neutral position.
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3. D. (2) Check lift compensation roll angle limits.
(a) Press A/P ENGAGE and SBY. Tilt the GH 14 (VG) to simulate a
45 degree left or right roll attitude. The control column
moves aft.
(b) Tilt the GH 14 (VG) to simulate a 70 degree left or right
roll attitude. The control column does not respond. Press
A/P DISENG and return the GH 14 (VG) to wings level position.
(3) Check heading select gains and bank angle limits.
(a) Press HOG and A/P ENGAGE. ROLL COUPLE lights. ADI roll
command bar comes into view.
(b) Select a heading on the HSI 15 degrees left of the aircraft
heading. The control wheel rotates ccw. ADI roll command
bar deflects left.
(c) Tilt the GH 14 (VG) until the control wheel returns to
neutral position and ADI roll command bar centers. The roll
attitude is about 20 degrees. Return the GH 14 (VG) to
neutral position.
(d) Select a heading on the HSI 15 degrees right of the aircraft
heading. The control wheel rotates cw. ADI roll command bar
deflects right.
(e) Tilt the GH 14 (VG) until the control wheel returns to
neutral position and ADI roll command bar centers. The roll
attitude is about 20 degrees.
(f) Increase the selected heading on the HSI from 15 degrees to
90 degrees right of aircraft heading. The control wheel
rotates cw’ The right rudder pedal moves forward then
returns to the neutral position.
(g) Tilt the GH 14 (VG) until the control wheel returns to
neutral position and ADI roll command bar centers. The roll
attitude is about 27 degrees. Return the GH 14 (VG) to
neutral position.
(h) Select a heading on the HSI 90 degrees left of the aircraft
heading. The control wheel rotates ccw. The left rudder
pedal moves forward then returns to the neutral position.
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3. D. (3) (i) Tilt the GH 14 (VG) until the control wheel returns to
neutral position and roll command bar centers. The roll
attitude is about 27 degrees. Return the GH 14 (VG) to
neutral position and press A/P DISENG.
(4) Check VOR mode.
(a) Pull Radio Alt circuit breaker. Tune the navigation receiver
to a VOR frequency. Using a radio simulator, generate a
2 dot fly left VOR deviation signal and a to the station
indication. Center the heading select bug and course select
cursor on the HSI to the aircraft heading.
NOTES: 1. The radio simulator must generate a stable
VOR deviation signal. A wavering signal
will trip the overstation sensor or compro
mise gain measurements.
2. An alternate method of obtaining a specific
VOR deviation signal is to set the course
select cursor on the HSI to a course that
provides the required 1 dot, 1/2 dot, etc,
deviation signal, and use the compass
INC DEC switches to drive the compass to
position the course pointer to the desired
position.
(b) Press A/P ENGAGE, SBY and then V/L. HDG and V/L and roll
couple light.
(c) With the control wheel in neutral position, select a course
on the HSI 15 degrees left of the aircraft heading. The
control wheel remains in neutral position and the ADI roll
command bar is centered.
(d) Return the course select cursor to the aircraft heading.
Move the heading select bug on the HSI to 15 degrees right of
the aircraft heading. The control wheel rotates cw and ADI
roll command bar deflects right.
(5) Check VOR capture point.
(a) Decrease the simulated VOR deviation signal to slightly less
than 1 dot of deviation. HDG turns off and the control wheel
rotates ccw. ADI roll command bar deflects left.
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3. D. (5) (b) Press SBY and move the heading select bug to 15 degrees left
of the aircraft heading. Increase the simulated VOR
deviation signal to more than 2 dots of fly right deviation.
Press V/L. HDG, V/L and roll couple light.
(c) Decrease the simulated VOR deviation signal to slightly less
than 1 dot of deviation. HDG turns off and the control wheel
rotates cw. ADI roll command bar deflects right. Press A/P
DISENG.
(6) Check course deviation gain.
(a) Decrease the simulated VOR deviation signal to zero deviation
and set the course select cursor on HSI to the aircraft
heading. Press SBY and A/P ENGAGE. Tilt the GH 14 (VG) to
simulate a 10 degree right roll attitude. The control wheel
rotates ccw.
(b) Press V/L. Select a course on the HSI 15 degrees right of
the aircraft heading. Maintain zero VOR deviation. The
control wheel rotates cw. Roll command bar deflects right.
(c) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. Roll command bar centers. The roll
attitude is about 20 degrees.
(d) Press SBY and tilt the GH 14 (VG) to simulate a 10 degree
left roll attitude. Set the selected course on the HSI 15
degrees left of the aircraft heading and press V/L (maintain
zero VOR deviation.) Roll command bar deflects left. Tilt
the GH 14 (VG) until the control wheel returns to neutral
position. Roll command bar centers. The roll attitude is
about 20 degrees. Press A/P DISENG and return the GH 14 (VG)
to neutral position.
(7) Check radio deviation gain.
(a) Using a simulator, generate a 1/2 dot fly right VOR deviation
signal. Set the course select cursor to the aircraft heading
and press SBY. Tilt the GH 14 (VG) to simulate a 10 degree
right roll attitude and press V/L. The control wheel rotates
cw. ADI roll command bar deflects right.
(b) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. Roll command bar centers. The roll
attitude is about 20 degrees. Press A/P DISENG and SBY.
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3. D. (7) (c) Using a simulator, generate a 1/2 dot fly left VOR deviation
signal. Tilt the GH 14 (VG) to simulate a 10 degree left
roll attitude and press SBY, A/P ENGAGE, and V/L. ADI roll
command bar deflects left. Tilt the GH 14 (VG) until the
control wheel returns to neutral position. ADI roll command
bar centers. The roll attitude is about 20 degrees. Press
A/P DISENG and return the GH 14 (VG) to neutral position.
(8) Check VOR crosswind washout.
(a) Using a simulator, generate a zero deviation VOR deviation
signal. Select a course on the HSI 10 degrees right of the
aircraft heading. Press A/P ENGAGE and V/L. The control
wheel rotates cw. ADI roll command bar deflects right.
(b) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 15 degrees.
(c) Return the GH 14 (VG) to neutral position. The control wheel
rotates cw. ADI roll command bar deflects right then slowly
decreases toward center or zero position. Wait 3 minutes.
The control wheel begins to return to neutral position. Tilt
the GH 14 (VG) until the control wheel returns to neutral
position. The roll attitude is less than 10 degrees. Return
the GH 14 (VG) to neutral position and press A/P DISENG.
(9) Check VOR overstation sensor.
(a) Select a course on the HSI 10 degrees right of the aircraft
heading. Using a simulator, generate a zero deviation VOR
deviation signal. Press A/P ENGAGE and V/L. The control
wheel rotates cw. ADI roll command bar deflects right.
(b) Rapidly switch the simulator to generate a full fly left and
then a full fly right VOR deviation signal. The control
wheel does not respond.
(c) Generate a 1 dot fly left VOR deviation signal. The control
wheel does not respond. Move the course select cursor on the
HSI to 10 degrees left and then 10 degrees right of the
aircraft heading. The control wheel rotates ccw and then cw.
The ADI roll command bar deflects left then right. After
about 15 seconds, the control wheel rotates ccw. ADI roll
command bar deflects left. Press A/P DISENG and SBY.
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3. D. (10) Check VOR course and deviation gains.
(a) Select a course on the HSI 45 degrees right of aircraft
heading. Press A/P ENGAGE and V/L. If HDG is on, decrease
the VOR deviation signal generated by the simulator until HDG
turns off. Slowly generate more than a 2 dot fly left VOR
deviation signal. The control wheel returns to neutral
position. ADI roll command bar centers.
(b) Press SBY and generate a zero deviation VOR deviation signal.
Press V/L. The control wheel rotates cw. ADI roll command
bar deflects right.
(c) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 22 degrees.
(d) Press A/P DISENG. Return the GH 14 (VG) to neutral position
and press SBY. Return the course select cursor on the HSI to
the aircraft heading. Generate a 1/2 dot fly left VOR
deviation signal. Press A/P ENGAGE and V/L. Generate more
than a 2 dot fly left VOR deviation signal. Wait 15 seconds.
The control wheel rotates ccw. ADI roll command bar deflects
left.
(e) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 22 degrees. Press A/P DISENG, return the
GH 14 (VG) to neutral position, and press SBY. Close R/A
C.B.
(11) Check the localizer mode.
(a) Tune the navigation receiver to a localizer frequency. Using
a simulator, generate more than a 2 dot fly right localizer
deviation signal. Open the radio altimeter circuit breaker.
Set the heading select bug and course select cursor on the
HSI to the aircraft heading. Tilt the GH 14 (VG) to simulate
a 10 degree right roll attitude. Press A/P ENGAGE and V/L.
Decrease the localizer deviation signal to slightly less than
2 dots of deviation. HDG light turns off.
(b) Increase the localizer deviation signal to more than a 2 dot
fly right signal. The control wheel rotates cw. ADI roll
command bar deflects right.
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3. D. (11) (c) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 27 degrees.
(d) Return the GH 14 (VG) to neutral position. Wait 10 seconds.
Tilt the GH 14 (Vd) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 13 degrees. Press A/P DISENG and return
GH 14 (VG) to neutral position.
(e) Generate more than a 2 dot fly left localizer deviation
signal. Tilt the GH 14 (VG) to simulate a 10 degree left
roll attitude. Press A/P ENGAGE and V/L, and decrease the
localizer deviation signal to less than 2 dots of deviation.
The control wheel rotates ccw. ADI roll command bar deflects
left.
(f) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 27 degrees.
(g) Return the GH 14 (VG) to neutral position. Wait 10 seconds.
Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 13 degrees.
(h) Press A/P DISENG and return the GH 14 (VG) to neutral
position.
(12) Check localizer course gain.
(a) Generate a zero deviation localizer deviation signal. Tilt
the GH 14 (VG) to simulate a 25 degree left roll attitude.
Press A/P ENGAGE and V/L. The control wheel rotates ccw.
NOTE: After selecting a course on the HSI 45
degrees right of the aircraft heading, tilt
gyro without delay. Crosswind washout will
soon begin to modify the course input signal
and, therefore, the roll attitude required
to satisfy this course signal.
(b) Select a course on the HSI 45 degrees right of the aircraft
heading. Tilt the GH 14 (VG) until the control wheel returns
to neutral position. ADI roll command bar centers. The roll
attitude is about 27 degrees.
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3. D. (12) (c) Simulate zero localizer deviation and press the V/L button on
the ZC 220. Maintain zero course error on the HSI. The ADI
roll command bar shall center on the red dot. (Allow time
for bar to settle.)
(d) Adjust the course knob to move the course pointer 40 degrees
clockwise from the lubber line. The ADI roll command bar
shall move to the right, then slowly return to the center of
the red dot. Return the course pointer to zero course error.
The roll command bar shall move to the left, then slowly
return to the center of the red dot.
(13) Check reverse mode.
(a) With the navigation receiver tuned to a localizer frequency,
use a simulator to generate more than a 2 dot fly right
localizer deviation signal. Set the heading select bug on
the HSI to the aircraft heading and the course select cursor
to 45 degrees from the aircraft heading. With the radio
altimeter circuit breaker open, tilt the GH 14 (VG) to
simulate a 10 degree right roll attitude. Press A/P ENGAGE
and REV. Decrease the localizer deviation signal to less
than 2 dots of deviation. HDG goes off.
(b) Increase the localizer deviation signal to more than 2 dots
of right deviation. (Radio deviation on HSI appears to go
left since the selected course is 1800 from aircraft
heading.) The control wheel rotates ccw. ADI roll command
bar deflects left.
(c) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 27 degrees.
(d) Set the tail of the course select cursor on the HSI to 45
degrees left of the aircraft heading. Return the GH 14 (VG)
to neutral position. Decrease the localizer deviation signal
to zero deviation. The control wheel rotates ccw. ADI roll
command bar deflects left.
(e) Tilt the GH 14 (VG) until control wheel returns to neutral
position. ADI roll command bar centers. The roll attitude
is about 27 degrees.
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3. D. (13) (f) Set the course select cursor on the HSI 180 degrees from the
aircraft heading. (The tail of the course select cursor to
aircraft heading.) Wait 10 seconds. Set the tail of the
course select cursor to 45 degrees left of the aircraft
heading. The control wheel rotates ccw. ADI roll command
bar deflects left.
(g) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. ADI roll command bar centers. The roll
attitude is about 13 degrees. Return the GH 14 (VG) to
neutral position and press A/P DISENG. Close the radio
altimeter circuit breaker.
(14) Check turn knob mode.
(a) Press A/P ENGAGE and rotate turn knob fully cw. The control
wheel rotates cw.
(b) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. The roll attitude is about 32 degrees.
(c) Rotate the turn knob fully ccw. The control wheel rotates
ccw*
W Return the GH 14 (VG) to neutral position. Tilt the GH 14
(VG) until control wheel returns to neutral position. The
roll attitude is about 32 degrees. Rotate the turn knob to
detent. Press A/P DISENG and return GH 14 (VG) to neutral
position.
(15) Check go around mode.
NOTE: Pressing the GO AROUND switch on the left power
lever disengages the Autopilot. The Yaw Damper
remains engaged.
(a) Press A/P ENGAGE, HDG, and GO AROUND. A/P and Y/D ENGAGE
remain lighted.
(b) Tilt the GH 14 (VG) to simulate a 10 degree right roll
attitude. The ADI roll command bar moves to the left.
(c) Return the GH 14 (VG) to neutral position. The roll command
bar returns to center.
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(16) Check soft ride mode.
(a) Press SBY and A/P ENGAGE, and tilt the GH 14 (VG) to simulate
a 20 degree left roll attitude. The control wheel rotates
cW.
(b) Press SOFT RIDE. SOFT RIDE lights and the cw displacement of
the control wheel decreases.
(c) Press SOFT RIDE. The cw displacement of the control wheel
increases. Press A/P DISENG and return the GH 14 (VG) to
neutral position.
(17) Check reponse to aircraft mistrim.
(a) Press HDG. Select a heading on the HSI 5 degrees right of
the aircraft heading and press A/P ENGAGE. The control wheel
rotates cw.
(b) Tilt the GH 14 (VG) until the control wheel returns to
neutral position. The roll attitude is about 8 degrees.
(c) Return the GH 14 (VG) to neutral position. The control wheel
rotates cw.
(d) Remove the test Jumper, installed in step 3.C., from between
25 and 26 on A/C T.8.2. Wait 2 minutes. Tilt the GH 14 (VG)
until the control wheel returns to neutral position. The
roll attitude is more than 10 degrees. Press A/P DISENG and
return GH 14 (VG) to neutral position.
3. E. Check pitch axis.
CAUTION: WHEN DISENGAGING THE AUTOPILOT DURING THESE CHECKS,
MANUALLY RESTRAIN THE CONTROL COLUNN TO CUSHION ITS
MOVEMENT AGAINST THE LIMIT STOPS.
(1) Check pitch wheel mode.
(a) With the GH 14 (VG) at neutral position and the elevator
streamlined, press ALT and A/P ENGAGE. PITCH COUPLE lights.
(b) Rotate the pitch wheel toward CLIMB. ALT turns off, PITCH
COUPLE remains on, the control column moves aft, and the ADI
pitch command bar indicates fly up.
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3. E. (1) (c) Rotate the pitch wheel toward CLIMB until control column is
maximum aft. Tilt the GH 14 (VG) to simulate an up pitch
attitude until the control column returns to neutral
position. ADI pitch command bar centers. The pitch attitude
is approximately 20 degrees. Press A/P DISENG and return the
GH 14 (VG) to neutral position.
(d) Press A/P ENGAGE and IAS. PITCH COUPLE lights.
(e) Rotate the pitch wheel toward DESCEND until control column is
maximum forward. PITCH COUPLE turns off and ZC 220 goes to
SBY. ADI pitch command bar biases from view.
(f) Tilt the GH 14 (VG) until control column returns to neutral
position. The pitch angle is approximately 20 degrees.
Press A/P DISENG and return the GH 14 (VG) to neutral
position.
(2) Check TCS.
(a) Press SBY and tilt the GH 14 (VG) to simulate a 15 degree up
pitch attitude. The control column moves forward.
(b) Press and hold the pilot’s TCS switch and return the control
column to a neutral position. Release the TCS switch.
Decrease the GH 14 (VG) simulated attitude to a 10 degree up
pitch attitude. The control column moves aft.
(c) Increase the GH 14 (VG) simulated attitude to a 20 degree up
pitch attitude. The control column moves forward.
(d) Press and hold the pilot’s TCS switch, return the control
column to neutral position, and release TCS switch. The
column remains at neutral position. Press A/P DISENG and
return the GH 14 (VG) to neutral position.
(e) Press A/P ENGAGE and tilt the GH 14 (VG) to simulate a
20 degree down pitch attitude. The control column moves aft.
(f) Press and hold the pilot’s TCS switch, return the control
column to neutral position, and release the TCS switch.
Decrease the GH 14 (VG) simulated attitude to a 15 degree
down pitch attitude. The control column moves forward.
(g) Increase the GH 14 (VG) simulated attitude to a 25 degree
down pitch attitude. The control wheel moves aft.
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3. E. (2) (h) Press and hold the pilot’s TCS switch and increase the GH 14
(VG) simulated attitude to a 40 degree down pitch attitude.
Return the control column to neutral position and release the
TCS switch. The control column remains at neutral position.
Press A/P DISENG and return GH 14 (VG) to neutral position.
(3) Check Altitude Hold Mode.
(a) Connect a static system test box/simulator to the aircraft
static system to simulate altitude changes. Simulate an
altitude of about 2000 feet above field elevation. Press ALT
and A/P ENGAGE, and increase the simulated altitude to 2400
feet (an error of 400 feet). The control column moves
forward. ADI pitch command bar deflects down.
(b) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 20 degrees.
(c) Increase the simulated altitude to 2700 feet. ALT and PITCH
COUPLE turn off, and the control column moves forward. ADI
pitch command bar biases from view. Press A/P DISENG and
return the GH 14 (VG) to neutral position.
(d) Press ALT and A/P ENGAGE, and decrease the simulated altitude
to 2400 feet. The control column moves aft. ADI pitch
command bar deflects up.
(e) Tilt the GH 14 (VG) until the control column returns to.
neutral position. ADI pitch command bar centers. The pitch
attitude Is about 20 degrees.
(f) Decrease the simulated altitude to 2200 feet. ALT and PITCH
COUPLE turn off, and the control column moves aft. ADI pitch
command bar biases from view. Press A/P DISENG and return
the vertical gyro to neutral position.
(g) Press ALT and A/P ENGAGE.
NOTE: Perform steps 3.E.(3)(h) thru (k) and
3.E.(4)(e) thru (h) without delay. The
pitch integrator will begin to modify
test results after a very short time.
(h) Decrease the simulated altitude to 2100 feet. The control
column moves aft. ADI pitch command bar deflects up.
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3. E. (3) (i) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 5 degrees.
(j) Return the GH 14 (VG) to neutral position. Press SBY and
then ALT, and increase the simulated altitude to 2200 feet.
The control column moves forward. ADI pitch command bar
deflects down.
(k) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 5 degrees. Return the GH 14 (VG) to
neutral position, press A/P DISENG, return the simulated
altitude to field elevation.
(4) Check airspeed hold mode.
(a) Connect a pitot test set to the aircraft pitot system.
Simulate an airspeed of 125 knots. Press IAS and A/P ENGAGE,
and decrease the simulated airspeed to 90 knots. The control
column moves forward. ADI pitch command bar deflects down.
(b) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The Pitch
attitude is approximately 15 degrees. Return the GH 14 (VG)
to neutral position.
(c) Press and hold the pilot’s TCS switch, return the control
column to neutral position, and release the TCS switch.
Increase the simulated airspeed to 135 knots. The control
column moves aft. ADI pitch command bar deflects up.
(d) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 15 degrees or more. Press A/P DISENG and
return the GH 14 (VG) to neutral position.
(e) Press IAS and A/P ENGAGE, and decrease the simulated airspeed
to 128 knots. The control column moves forward. ADI pitch
command bar deflects down.
(f) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 5 degrees.
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3. E. (4) (g) Press SBY, return the GH 14 (VG) to neutrall position, and
press A/P DISENG. Press IAS and A/P ENGAGE, and increase the
simulated airspeed to 135 knots. The control column moves
aft. ADI pitch command bar deflects up.
(h) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 5 degrees. Press A/P DISENG and return the
GH 14 (VG) to neutral position. Press SBY and reduce the
simulated airspeed to zero.
(5) Check soft ride mode.
(a) Press SBY and A/P ENGAGE, and tilt the GH 14 (VG) to simulate
a 10 degree down pitch attitude. The control column moves
aft.
(b) Press SOFT RIDE. SOFT RIDE lights and the aft displacement
of the control column decreases.
(c) Press SOFT RIDE off. The aft displacement of the control
column increases. Press A/P DISENG and return the GH 14 (VG)
to neutral position.
(6) Check glide slope mode.
(a) With the radio altimeter circuit breaker open and the
navigation receiver tuned to a localizer frequency, use a
simulator to generate more than a 2 dot fly right localizer
deviation signal and a 1 dot fly up glide slope deviation
signal. Press ALT and APP ARM. ALT, APP ARM, HDG, and V/L
light.
(b) Set the heading select bug and course select cursor to the
aircraft heading and press A/P ENGAGE. PITCH COUPLE and ROLL
COUPLE light. ADI pitch and roll command bars center.
(c) Reduce the glide slope deviation signal to zero. Generate a
1 dot fly up, a 1 dot fly down, and then a zero glide slope
deviation signal. The control column does not respond to the
signals. ADI pitch and roll command bars center. (This
checks glide slope lockout until localized has been
captured.)
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3. E. (6) (d) Generate a 2 dot fly down glide slope deviation signal.
Reduce the localizer signal to zero. HDG, ALT, and APP ARM
will turn off. The control column moves forward. ADI pitch
command bar deflects down. Roll command bar remains
centered.
(e) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 5 degrees. Return the GH 14 (VG) to
neutral position.
M Generate a 2 dot fly up glide slope deviation signal. The
control column moves aft. ADI pitch command bar deflects up.
Roll command bar remains centered.
(g) Wait 30 seconds. Tilt the GH 14 (VG) until the control
column returns to neutral position. ADI pitch command bar
centers. The pitch attitude is about 20 degrees or more.
Return the GH 14 (VG) to neutral position. Press SBY on and
A/P DISENG.
(h) Generate a zero deviation localizer deviation signal and a
1 dot fly up glide slope deviation signal. Press ALT and APP
ARM. ALT, V/L and APP ARM light.
(i) Press A/P ENGAGE. PITCH COUPLE and ROLL COUPLE light.
(j) Decrease the glide slope deviation signal until GS lights (at
aproximately 1/4 dot fly up). ALT and APP ARM turn off.
Press A/P DISENG.
NOTE: Perform steps 3.E.(6)(k) thru (n) without delay.
The pitch integrator will begin to modify test
results after a very short time.
W Generate a 1 dot fly up glide slope deviation signal, and
press ALT, A/P ENGAGE, and GS. ALT turns off after GS is
pressed, V/L lights, and the control column moves aft. ADI
pitch command bar deflects up. Roll command bar remains
centered.
(1) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 5 degrees. Press A/P DISENG and return the
GH 14 (VG) to neutral position.
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3. E. (6) (m) Press ALT, generate a 1 dot fly down glide slope deviation
signal, and press A/P ENGAGE. Press APP ARM. ALT turns off,
GS lights, V/L lights, and the control column moves forward.
ADI pitch command bar deflects down. Roll command bar
remains centered.
(n) Tilt the GH 14 (VG) until the control column returns to
neutral position. ADI pitch command bar centers. The pitch
attitude is about 5 degrees. Press A/P DISENG and return the
GH 14 (VG) to neutral position.
(o) Reset the radio altimeter circuit breaker. The glide slope
extension mode shall engage (the GS EXT pushbutton shall
light) and the ADI pitch command bar shall return two thirds
of the distance of the red dot in approximately 15 seconds.
(7) Check lift compensation cutoff in airspeed hold mode.
(a) Press ALT and A/P ENGAGE, and tilt the GH 14 (VG) to simulate
a 30 degree right roll attitude. The control column moves
aft.
(b) Return the GH 14 (VG) to neutral position. The control
column returns to neutral position.
(c) Press 1AS and tilt the GH 14 (VG) to simulate a 30 degree
right roll attitude. The control column remains at neutral
position. Return the GH 14 (VG) to neutral position and
press A/P DISENG.
(8) Check response to Autopilot trim.
(a) Move the contro I column to put the elevator in streamlined
position, and press A/P ENGAGE. Overpower the Autopilot by
pushing the control column to full nose down position.
Autopilot trim drives in the nose up direction.
(b) Move the control column to neutral position. Overpower the
Autopilot by pulling the control column to full nose up
position. Autopilot trim drives in the nose down direction.
(c) Overpower the A/P in the nose down direction and record time
when trim starts to move. The time taken to travel to the
full nose up position should be 35 t 10 sec. Return control
column to neutral and disengage autopilot.
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3. E. (9) Check go around mode.
(a) Using a simulator, generate a zero deviation localizer
deviation signal and a 1 dot fly down glide slope deviation
signal. Set selected course to aircraft heading. Press GS
and A/P ENGAGE. PITCH COUPLE lights and the control column
moves forward. ADI pitch command bar deflects down. Roll
command bar centers.
(b) Press GO AROUND on left power lever. GO AROUND is
annunciated on the ZC 220. The Autopilot and Yaw Damper
remains engaged. The ADI pitch command bar indicates a
f ly up command.
(c) Tilt the GH 14 (VG) to simulate a 10 degree pitch up
attitude. The ADI pitch command bar centers.
(d) Return the GH 14 (VG) to neutral position, press A/P DISENG,
and turn off the simulator.
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SECTION 5
FAULT ISOLATION
1. General
This section provides faulty component isolation (table 401) as an aid in
troubleshooting the System should any failure occur during GROUND CHECK.
2. Procedure
Table 401 is to be used to isolate a faulty component of the system. If the
system fails any step of the simplified ground check, table 401 indicates the
mode flow or mode logic diagram in Section 3 that is associated with the
applicable GROUND CHECK step and these diagrams identify the components
involved for that step. Also, interconnect diagrams, Section 6, can be used
as aids in isolating the faulty component.
A suspected fault component can be further verified by using the Sperry
System Troubleshooter/Interface, if available, and performing the applicable
Component Procedure.
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Mode Flow or Mode Logic Diagram Figure No., Section 3
Test
No. 201 202 203 204 205 206 207 208 209 210
3.B.(1) thru (4) x x
3.B.(5) x x x x x
3.B.(6) x x x x x
3.C . (1) x x x
3.C.(2) x
3.C.(3) x x x
3.C.(4),(5),(6) x x
3.C.(7)*
3.C.(8) x x x x x
3.D.(l),(2) x x
3.D.(3) x x x x
3.D.(4) thru (10) x x x x
3.D.(11) thru (14) x x x x
3.D.(15) x x x
3.D.(16) x x
3.D.(17) x x x x
3.E.(1) x x x x
3.E.(2) x x
3.E.(3),(4) x x x x
3.E.(5) x x
3.E.(6) x x x x
3.E.(7) x x x x
3.E.(8) x x
3.E.(9) x x x x
Not Applicable
Fault Isolation
Table 401
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XINGU I
SECTION 6
INTERCONNECTS
This section provides interconnect information, (table 501) as an aid in
troubleshooting the System should any failure occur during GROUND CHECK.
NOTICE
Procedures in table 501 are based on Sperry Engineering
Engineering Bulletin EB7008677, No Revision.
22 14 00
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Mar 15/84
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XINGU I
1. INTRODUCTION
This table contains system component interconnect information and lighting,
power, interlock, and switching schematics.
2. LIST OF FIGURES
The following is a list of figures incorporated in this table:
Figure No. Page
4 1 Autopilot Engage Control 529
4 2 Remote Autopilot Mode Annunciator 530
4 3 Power Distribution and Lighting Control 531
4 4 HSI Switching 533
4 5 Trim System 534
4 6 GS Bias Out of View 535
3. DELETED
Interconnect Information
Table 501
22 14 00
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4. ELECTRICAL INSTALLATION
This section covers the electrical installation of the SPZ 200 and
i nstruments. Paragraph 4.1 covers general installation requirements. The
autopilot and flight director installation is covered in Paragraph 4.2.
4.1 General Requirements
4.1.1 AC Power
The aircraft ac power supply must be 115 t 5 volts at 400 t 20 Hz,
single phase sine wave (5% maximum total harmonic distortion).
Amplitude modulation of the power supply for all load conditions shall
not exceed 2 percent at any frequency. (Percent modulation is defined
as one half of the peak to peak modulation envelope divided by the
carrier amplitude, multiplied by one hundred.) Within the power supply
load rating, its output impedance shall be less than 0.3 ohm for
sinusoidal load variations at all frequencies below 10 Hz. Circuit
breaker requirements are specified in Figure 4 3.
4.1.2 DC Power
The aircraft dc power supply must be 28 volts t 10 percent. Circuit
breaker requirements are specified in Figure 4 3.
NOTE: For further information about aircraft power supply, refer to
RTCA (Radio Technical Commission for Aeronautics) Specification
DO 160A.
4.1.3 Interconnect
4.1.3.1 Wiring The interconnect cabling shall be routed to minimize coupling
with high voltage and high current circuits including servo amplifier
outputs and +28 V dc line from the computer.
4.1.3.2 Interconnect Format Each connection is typically shown as follows:
Function Connector Pin Connects To
F
AIRSPEED 9J1 11 (24) _10J1A 39
12 (24) IOJIA 40
Unit Connector,, MU M S h i e 1 d Twisted (P) Pair
Designation Wire Gage (T) Triple
Interconnect Information
Table 501 (cont) 22 14 00
Page 504
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4.1.3.3 Grounds Good Grounds are a Key Factor in a Good Installation. All
grounds are shown as terminal 100 . Each ground should be run as a
separate wire and terminated at one central point. The following
special requirements shall be met.
a. Servo Ground, 1OJ1A 4 This ground wire shall be of sufficient
wire gauge to maintain less than 1/4 ohm between IOJlA 4 and the
central ground point.
b. Chassis Ground Chassis ground shall be terminated to the frame
of the aircraft with minimum wire length from the mating connector
except for servo chassis ground which shall be terminated at the
autopilot servo ground.
c. Special Signal Ground Particular attention shall be given to
several signal grounds to maintain the impedance between the
signal ground in the autopilot, ZC 220 and VC 200 at a minimum.
These special grounds are identified as 1OOS . These grounds
shall be run directly to 6JI R. 6JI R shall be terminated at the
common ground.
4.1.3.4 Shielding All shielded wires shall have the shields tied at one end
only to the aircraft frame or central ground point except the flux
valve shield.
4.1.3.5 Twisted All twisted leads shall have at least 2 full turns per foot.
4.2 Autopilot and Flight Director Interconnect
4.2.1 Interconnect of autopilot components is described in this Section.
4.2.2 Polarities
Installing the system in accordance with the interconnect information
the phasing between the autopilot sensors and aircraft controls will be
as follows:
* Roll Right CW Drum Rotation Viewed from Drum End
III Pitch Up CW Drum Rotation Viewed from Drum End
a Turn Right CW Drum Rotation Viewed from Drum End
9 Nose Up Airplane Trim CW Sprocket Rotation Viewed from Sprocket End
Interconnect Information
Table 501 (cont) 22 14 00
Page 505
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+ XINGU I
If it is impossible to maintain the above relationships, servo drive
drum rotation direction can be changed by interchanging the connections
to PIN ”A” with PIN ”B” and PIN ”L” with PIN ”N” on the appropriate
servo.
4.2.3 Engage Interlock
The autopilot computer is electrically keyed to prevent the wrong
computer from being installed and operated in an aircraft.
4.2.4 Servo Drive Electrical Keying
The engage clutch of the servo drive is electrically keyed as a function
of power gear ratio to prevent the wrong servo from being installed.
4.2.5 Pitch Wheel Gain
A resistor installed in the aircraft wiring between 1OJ1A 28 and 17JI K
provides for controlling the gain of the pitch wheel the degree of
pitch wheel change per degree of pitch attitude change.
4.21. 6Remote Autopilot Mode Annunciation
Mode annunciation requirements vary with each installation. Figure 4 2
indicates a schematic of autopilot mode annunciation for the system.
Remote autopilot annunciation may be required when the engage controller
and ZC 220 cannot be mounted on the instrument panel.
4.2.7 Lighting Control
The autopilot engage controller pushbutton lighting level is varied with
the 0 to 28 V dc variable lighting control. The relative intensity of
night lighting can be increased by jumping 11J1 X to 11JI. W.
4.2.8 Autopilot Off Annunciator
The circuit shown in Figure 4 5 can be used to annunciate inadvertent
autopilot disengage. If the autopilot disengages for any reason other
than using the disengage switches, the ”autopilot off” light will
illuminate. Pressing the disengage button will reset the annunciator.
4.2.9 The roll integral disable input to the autopilot computer 1OJ1A 45 shall
be available for system checkout or troubleshooting. During checkout it
will be temporarily jumpered to 1OJ1B 1, signal ground. Both 1OJ1A 45
and 1OJ1B 1 shall be permanently accessible on terminal boards or other
permanent connections. THIS TEST JUMPER BETWEEN 1OJ1A 45 AND 10J1B 1
SHALL BE REMOVED WHEN CHECKOUT OR TROUBLESHOOTING IS COMPLETED.
Interconnect Information
Table 501 (cont) 22 14 00
Page 506
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XINGU I
RD 44 HORIZONTAL SITUATION INDICATOR
Function Connector Pin Connects To
HEADING ERROR NO. 1 2J1 A (22) 2J1 g, 6Jl u
ROTOR B (22) 100 AC GND
CHASSIS GND C (24 ) ;47
DC GND D 100 DC GND
E
F
G
SPARES H
K
26V, 400 HZ POWER L (22) 8J1 H, FIG. 4 3
5V LIGHTING POWER M (22) FIG. 4 3
N (24) 100 AC GND
P
SPARES R
S
HOG ERROR NO. I x T (24) 6J1 a
STATOR y U (24) F 1 6JI k
.2V/DEG Z V NC
W
SPARES x
Y
Z
TUNED TO LOC GND a NC
+28 V DC b NC
c
SPARES d
e
ROTOR H g (22) 6J1 u, 2J1 A
C h (22) 100 AC GND
0%
CRS ERROR x i (24) r r 6J1 BB
NO. 1 .2V/DE STATOR y j (24) Z
Z k NC 6J1 T
m
n
SPARES p
q
2J1 r
Interconnect Information
Table 501 (cont) 22 14 00
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+ XINGU I
RD 44 HORIZONTAL SITUATION INDICATOR (cont)
Function Connector Pin Connects To
x 2J1 s (24) 8J1 L
STATOR y t (24) 8J1 M
Z _u (24) 8J1 K
COMPARATOR/HDG COS H v NC
TRANSMITTER C w NC
SIN H x NC
C y NC
D Z
E AA
F BB
CRS RESOLVER’ G cc
A DD NAV RCVR
EE
FF
GG
SPARE 2Jl HH
.00
Interconnect Information
Table 501 (cont) 22 14 00
Page 508
Mar 15/84
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MANUAL
XINGU I
RD 44 HORIZONTAL SITUATION INDICATOR (cont)
Function Connector Pin Connects To
TO FROM POINTER + 2J2 A (24 )
(DEFL TO) 250 LOAD C B (24) ) TO NAV RCVR
GLIDE SLOPE DEV + C (24 I 1 TO G/S RCVR,
(DEFL UP) 1K LOAD C D (24@ FIG. 4 6
COURSE DEV E (24) t i TO NAV RCVR
(DEFL RIGHT) 1K LOAD J (24) @j )
+ G (24) 8ii V
SYNC ANN 1K H (24) 8j1_U
10K _j NC
K
L
SPARES M
N
(HIGH LEVEL + 28V) P (24) 6J1 h, 9J1 20,
NAV FLAG LOW LEVEL + R NC FIG. 4 4
COMMON S (24) 100
SPARE T I
HIGH + _U (24)
GLIDE SLOPE FLAG LOW + _V NC TO G/S RCVR,
COMMON W (24) t FIG. 4 6
HOG DISPLAY VALID +28V X (24) 6J1 AA, 9J1 22
HDG VALID +28V Y (24) 8J1 e
x _Z (24) 8J1 L
HDG INPUT Y a (24) 8ii M
Z b (24) 8J1 K
c
SPARES d
e
POWER GND f (22) 100 AC GND
9
SPARES h
2J2 i
Interconnect Information
Table 501 (cont) 22 14 00
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XINGU I
GH 14 GYRO HORIZON
Function Connector Pin Connects To
SPARE 3J 1 A
26 V 400 HZ INPUT 8 (22) 26 V AC
POWER GND C (22) 100
SPARE D
+ E (22) 5 V LIGHTING
0 5 V LIGHTING CONTROL
F (22) 100
11% P
PITCH ATTITUDE C G (24) f @f 6JI CC, 1OJ1A 15
200 MV/DEG H H (24) @ I 6J1 MM, 9J1 133.
10JIA 16
P
ROLL ATTITUDE C J (24) t 4 6J1 PP, 1OJ1A 9
200 MV/DEG H K ( 24) 1 1 6J1 M, 10JI.A 10
CHASSIS GND L (24)
SPARE M ;@7
P
VERT PTR CMD + P (24) 9J1 30
(+ LEFT) R (24) I 6J1 LL
HORIZ PTR CMD S (24) 6J1 EE
(+ UP) + T (24) P 6J1 GG
REV CRS +28 V U (24) 6Jl z
P
V (24) 9J1 36
FD FLAG (+ W (24) I 100
x
SPARES Y
Z
VALID INTERLOCK C a (24) 10J1B 33
NC b (24) 1OJ1B 3O, 6JI j,
9J1 21
SPARE c
LOC + d (24) NAV RCVR
(+ RIGHT DEF) e (24)
f
SPARES 9
LOC VALID +28 V h NAV RCVR
+28 V RADIO ALT VALID i (24) RADIO ALTIMETER
SPARE 3J 1 i SYSTEM
Interconnect Information
Table 501 (cont) 22 14 00
Page 510
Mar 15/84
 +SPEr Ry MAINTENANCE

MANUAL
XINGU I
GH 14 GYRO HORIZON (cont)
Function Connector Pin Connects To
RADIO ALT VALID 3J1 k (24) TO RADIO
RADIO ALT + m 24J ALTIMETER
C n M SYSTEM
SPARE p
FIG. 4 3
TTL GND q 241
REV CRS GND r 6J1 f
SPARES s
3J1 t
Interconnect Information
Table 501 (cont) 22 14 00
Page 511
Mar 15/84
 MAINTENANCE

+s pc r.Ry MANUAL
XINGU I
FLUX VALVE
Function Connector Pin Connects To
T
Z 4J1 A (24) I .4 5J1 A
FV STATOR x B (24@ 4 4 5J1 B
Y C (24 5J1 C
28 V 400 Hz C D (24) A 100
H E (24) 8J1 S, 5J1 D,
FIG. 4 3
SHIELD GNO 4JI F (24)
CS 412 DUAL REMOTE COMPENSATOR
Function Connector Pin Connects To
T
Z 5J1 A 4JI A
FROM FLUX VALVE x B 24) 4J1 B
Y C (24) 4 4J1 C
26 V 400 Hz 0 (24) 8JI SI_5JI Ds
FIG. 4 3
PWR GND E (24) 100
SHIELD GND F (24)
SPARE G
X H (24) 8J1 R
FLUX VALVE OUTPUT Y J (24) 8ji N
K (24) IZ@ 8ji p
CHASSIS GND L (24)
M ;77
N
p NOTE: SHIELDS ON THIS SHEET
SPARES R ARE NOT TIED TO
S AIRCRAFT GROUND.
T
U
5ii V
Interconnect Information
Table 501 (cont) 22 14 00
Page 512
May 15/84
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+spr r% pRY MANUAL

XINGU I
ZC 220 FLIGHT DIRECTOR COMPUTER/CONTROLLER
Function Connector Pin Connects To
0%
MIDDLE MARKER 6J1 A (24) ij NAV RCVR
EXT ANN GND SBY B (24) 1OJ1B 26
EXT ANN GND HDG C (24) 10JIB 23
EXT ANN GND V/L D (24) 9J1 15, 1OJ1B 24
EXT ANN GND ALT E (24) 10J1B 38
F
F/D VALID F (24) IF 3Jl HH
EXT ANN GND G/S EXT G (24) NC 10J1B 40, 9J1 6
EXT ANN GND 1AS H (24)
EXT ANN GND APP ARM J (24) I 10J1B 2O
F/D VALID + K (24) 9J1 35
+28V G/S VALID L (24) FIG. 4 8
ROLL ATT H M (24) (NOTE 1) 3J1 K, 9J1 27,
10J1A 9
+28 V HOG SELECT ARM N (24) z 9JI 17
a & NAV RCVR
V/L DEV P (24)
LOAD > 10K V/L A/P OUTPUT R (24) I0J1A 19, 9J1 25
NAV RCVR
V/L DEV + S (24) 4 4
COURSE ERROR C T (24) ’ (NOTE 2) 2J1 j
TP3 _U NC
LOC ON COURSE GND V (24) ;;: 9J1 31
AIRSPEED COMM + W (24) 4 4 9J1 3
ALT ERROR H _x (24) (NOTE3) 7J1 F, 9J1 9
DC GND Y (22) 100
+28 V dc Z (22) FIG. 4 3
HOG ERROR (H) a (24) (NOTE 4) 2J1 T
SPARE b
1200’ GND c (24) RAD ALT
TTL GND d (24) NAV RCVR
+28 V INST LIGHTS ON e (24) FIG. 4 3
EXT ANN GND REV 6J1 f (24) 9JI 16, 10JI.B 25
3J1 r
Interconnect Information
Table 501 (cont) 22 14 00
Page 513
Mar 15/84
 MAINTENANCE

SPEFRY MANUAL
+ XINGU I
ZC 220 FLIGHT DIRECTOR COMPUTER/CONTROLLER (cont)
Function Connector Pin Connects To
G/A SW + 6Jl g (24) 4 FIG. 4 1
+28 V DC NAV VALID h (24) 2J2 P, 9J1 20,
FIG. 4 4
EXT ANN GND G/S i (24) 10J1B 21
+28 V dc V/G VALID (24) 9J1 21, 6Jl j,
I0J1B 3O
HDG ERROR C k (24) (NOTE 4) 2J1 U
ALT ERROR C m ’ 24) :j p (NOTE3) 7JI H
.LOAD > 10K G/S DEV n (24 ):@@ FIG. 4 6
G/S DEV + p ( 24) 4j T
G/S A/P OUTPUT q (24 ; f 10J1A 20
SIGNAL GND r (22@ f 100 GA SWITCH, 9JI 5,
SEE 4.1.3.3c 1OJ1A 21
.PWR GND S (22) 100
ROLL A/P OUTPUT t (24) 9J1 23
26 V 400 Hz _u (22) 2J1 A, 2J1 u
TP1 v NC
250’ GND _w (24) RAD ALT
.EXT ANN GND GA _X (24) FIG. 4 1
+28 V ALT HOLD VALID y (24) 10J1B 39
+28 V REV CRS Z (24) 3J1 r
+28 V DC HDG VALID AA (24) 2J2 X, 9J1 22
CRS ERROR H BB (NOTE 2) 2J1 i
.PITCH ATT C CC (NOTE 5) 3JI. G, I0J1A 16
SPARE DD
PITCH STEERING EE (24) 3J1 S
SPARE FF
PITCH STEERING + GG (24) 3J1 T
TP2 HH NC
SPARE 6Jl JJ
Interconnect Information
Table 501 (cont) 22 14 00
Page 514
Mar 15/84
 MAINTENANCE

+SFEFRY MANUAL
XINGU I
ZC 220 FLIGHT DIRECTOR COMPUTER/CONTROLLER (cont)
Function Connector Pin Connects To
+28 V RAD ALT VALID 6J1 KK RAD ALT
ROLL STEERING LL 3J1 R
PITCH ATT H MM (NOTE 5) 3JI. H, 9J1 13,
10JI.A 15
ROLL STEERING + NN 9J1 24
ROLL C 6J1 PP (NOTE 1) 3J149 10JIA 9
NOTES: 1. 6J1 M and PP are a twisted pair and shielded.
2. 6J1 T and BB are a twisted pair and shielded.
3. 6J1 X and m are a twisted pair and shielded.
4. 6Jl a and k are a twisted pair and shielded.
5. 6J1 CC and MM are a twisted pair and shielded.
Interconnect Information
Table 501 (cont) 22 14 00
Page 515
Mar 15/84
 MAINTENANCE

E FRY MANUAL
XINGU I
AC 200 Altitude Control
Function Connector Pin Connects To
PWR GND 7J1 A (22) 100
+28 V ALT VALID OUT B (24) 1OJ1B 37
115 V 400 HZ INPUT C (22) Fig. 4 3
+28 V ALT HOLD ENG D NC
PWR GND E (22) p 100
ALT ERROR F (24) & o 6J1 X, 9J1 9
ALT HOLD SYNC GND G (24) j. t 1OJ1B 42
ALT ERROR C H (24) & @ 6J1 m
+28 V PWR 1 (22) Fig. 4 3
SPARE 7J1 J
Interconnect Information
Table 501 (cont) 22 14 00
Page 516
Mar 15/84
 +sT

ornr
qRy MAINTENANCE
MANUAL
XINGU I
C 14A DIRECTIONAL GYRO
Function Connector Pin Connects To
TO MANUAL SYNC SW WIPER 8J1 A (24)
PWR GND B (20) 100
115 V 400 Hz HDG PWR C (22) FIG. 4 3
FLUX VALVE SHIELD D (24)
FREE/SLAVE SWITCH E (24)
INTERLOCK NO. 1 NC F NC SLAVE
B+ TO FREE/SLAVE SW G (24) ]@> FREE/SLAVE
SWITCH
S3
HOG NO. 1 ROTOR H H (24) 14J1 D, 2J1 L FREE
C i (24) ,c 100
Z K 2J2 b
HOG No. I STATOR X L (24@+ 4 t 2J2 Z
Y M (24) 2J2 a
Y N (24) + I 5J1 J
FLUX VALVE CT Z P (24) 4 5J1 K
X R (24) I, 5J1 H
26 VAC HDG POWER S (24) =@ 5J1 D, 4J1 E
POWER GND T (24) 100
SYNC ANNUN + U (24) 2J2 G
(DEFL TO +) V (24) 2J2 H
5 VAC LIGHTING PWR W NC
HDG NO. 2 ROTOR H X (24) Fig. 4 3
C Y (24) 7 100
Z Z (24) i’ 4 10J1A 48
HDG NO. 2 STATOR x a (24) d 4 1OJ1A 46
Y b (24) 4 4 10J1A 47
NC c NC
INTERLOCK No. 2 NO d (24) Fig. 4 3
C e (24) 2J2 Y
+ FROM MANUAL SYNC SW INC f (24)
FROM MANUAL SYNC SW DEC g (24)
SYNC SWITCH
S 4
INTERLOCK NO. 1 C h (24) 1OJ1B 28
NO BJ1 j (24) 1OJ1A 51
Interconnect Information
Table 501 (cont) 22 14 00
Page 517
Mar 15/84
 MAINTENANCE

SPEFRY MANUAL
+ XINGU I
VC 200 AIRSPEED/NAVIGATION COUPLER
Function Connector Pin Connects To
AUTOPILOT AIR DATA CMD ( + 9JI 1 (24) ; _@ 1OJ1A 23
2 (24) 4 4 1OJ1A 25
FLIGHT DIRECTOR AIRSPEED CMD + 3 (24) 1 t 6J1 W
+28 VDC INPUT 4 (24) FIG. 4 3
SEE PARA 4.1.3.3.c
SIGNAL GND 5 (24) 100S 6J1 r, 10J1A 21,
GA SWITCH
IAS MODE GND 6 (24) 6J1 H, 1OJ1B 4O
H 7 (24) 3J1 B, FIG. 4 3
26 VAC 400 Hz POWER
C 8 (24) 100
ALTITUDE ERROR H 9 (24) 6J1 X, 7J1 F
OW GND 10(24) NC
p
+ 11(24) 1OJ1A 39, 16J1 A
. AIRSPEED
12(24) 10J1A 40, 16J1 C
PITCH ATTITUDE C 13(24) I 1 6J1 CC, 1OJ1A 16,
3J1 G
IAS SYNC GND 14(24) 1OJ1B 43
. V/L MODE GND 15(24) 1OJ1B 24, 6J1 D
REV MODE GND 16(24) 6J1 f, 1OJ1B 25,
3Jl x
+28 V HDG SEL ARM 17(24) 6JI N
SPARE 18
. TTL GND 19(24) 1OJ1B 16, NAV RCVR
NAV VALID +28V 20(24) 2J2 P, 6J1 h,
FIG. 4 4
VG VALID +28 V 21(24) 6J1 j, 3J1 b,
10J1B 3O
. DG VALID +28 V 22(24) 2J2 X, 6J1 AA
AP ROLL DEMAND 23(24) 1 4 6J1 t
VERT PRT COMM 24(24) 6JI NN
VL DEVIATION 25(24) & @j 10J1A 19, 6JI R
COURSE ERROR H 26(24) 4@ 4 2J1 p, 10J1A 42
. ROLL ATTITUDE H 9J1 27(24) 6J1 M, 10J1A 10,
3JI K
Interconnect Information
Table 501 (cont) 22 14 00
Page 518
Mar 15/84
 AINTENANCE

+spEr.ny mMANUAL
XINGU I
VC 200 AIRSPEED/NAVIGATION COUPLER (cont)
Function Connector Pin Connects To
VOR OSS (5 V) 9J1 28(24) 1’@ 10J1A 35
AUTOPILOT ROLL DEMAND OUTPUT 29(24) 4”@ 1OJ1A 18
VERT PIR COMMAND OUTPUT 30(24) J 3JI. P
LOC ON COURSE +28 V 31(24) 6J1 V
CHASSIS GND 32(24)
SPARE 33 NC ;47
VOR GND OOTPUT 34 NC PI
FD VALID INPUT 35(24) 6J1 K
FD VALID OUTPUT 36(24) I 1OJ1B 47, 3J1 V
SPARE 9J1 37 NC
Interconnect Information
Table 501 (cont) 22 14 00
Page 519
Mar 15/84
 MAINTENANCE

@ST=Er ay MANUAL
XINGU I
SP 200 AUTOPILOT COMPUTER
Function Connector Pin Connects To
+15 VDC 1OJ1A 1 (24) 11J1G, 17JIC
+5 VDC 2 NC
+28 V A/P ENG TCS SEL 3 (20) FIG. 4 5, 12JI. G,
13J1 F, 11jj_U
SEE PARA 4.1.3.2.a
SERVO PWR GND 4 (18) 100 12JI C, 13J1_C
14J1 C
+28 VDC FROM A/P DIS ENG SW 5 120) FIG. 4 1
17J1 F
SPARE 6
15 VDC 7 (24) 17J1 A
CHASSIS GND 8
ROLL H 9 (24) 4 + 6J1 PP, 3J1 j
ROLL C 10(24) 4 4 6J1 M, 3J1 K,
%O 9JI 27
ROLL HOLD ANN GND 11(24) REMOTE ANN
PITCH COUPLE ANN GND 12(22) 11J1 a
VOR O/C ANN G14D 13 NC
ON COURSE ANN GND 14 NC p
PITCH H 15(24) A 4 6JI CC, 3J1 G
PITCH C 16(24) 4 1 6J1 MM, Ul H,
%_0 9JI 13
ROLL COUPLE ANN GND 17(22) 11j1_z
ROLL A/P PATH COMMAND 18(24) 9J1 29
(+ROLL LEFT)
V/L RADIO DEVIATION 19(24) 4 4 9J1 25, 6J1 R
G/S COMMAND 20(24) 4 4 T 6J1 q
SEE PARK 4.1.3.3.c.
FD SIGNAL GND 21(22) 100S GA SWITCH
6J1 r, 9J1 5,
SPARE 22
AIR DATA COMMAND (+) 23(24)
4 4 9J1 1
SPARE 24 1 11
AIR DATA COMMAND 25(24) A 9J1 2
TURN KNOB COMMAND W 26 (24) 4’_q_’ VI 17J1 B
(+ROLL LEFT) II
TURN KNOB COMMAND CT 10JIA 27(24) j 41 17J1 D
Interconnect Information
Table 501 (cont) 22 14 00
Page 520
May 15/84
 MAINTENANCE

MANUAL
XINGU I
SP 200 Autopilot Computer (cont)
Function Connector Pin Connects To
1OOK, 1/4W
PITCH WHEEL + CLIMB 1 DJ 1A 28( 24) jt j jLAVW 17J1 K
PITCH WHEEL + DIVE 29 (24) t 17J1 L
MID Q OUTPUT GAIN CONTROL 30 S@C
HIGH Q OUTPUT GAIN CONTROL 31 NC
SPARE 32 NC
PITCH WHEEL LOGIC INHIBIT 33 NC
SPARE 34
VOR OSS OUTPUT (+5 V OSS) 35 (24) 9J1 28
VOR OSS INPUT 36 (24) 100
SPARE 37
SPARE 38
AIRSPEED + 39 (24) I +. 9J1 11, 16J1 A
40 (24) 4:j. 9J1 12, I6J1 C
COURSE ERROR H 41 (24) . f 100
C 42 (24) . 2J1 p, 9J1 26
PITCH COUPLE SEL GND 43 (24) 9J1 14
ROLL COUPLE SEL GND 44 NC
ROLL INTEGRAL DISABLE 45 NC
% T
x 46 (24) 4 4 &11 a
HEADING Y 47 (24) 4 4 8J1 b
z 48 (24) 4 t 8J1 Z
A/P TEST (+15 V) 49 (24) iiii V
( 50 NC
51 (22) 8J1 j, FIG. 4 1
AUTOPILOT INTERLOCK 52 NC
53 (22) 1OJ1B 2, FIG. 4 1
54 NC
+28 V PULSE TRIM UP 55 (22) TO AIRCRAFT
SPARE 56 TRIM RELAYS
SPARE 57 FIG 4 5 AND
+28 V PULSE TRIM DOWN 58 (22) TRI; MONITOR
HOG ERROR 59 NC
YAW RATE 60 NC
PITCH DISPLACEMENT 61 NC
PITCH RATE 62 NC
LIFT COMP 63 NC
ROLL DISPLACEMENT 64 NC
ROLL RATE 1OJ1A 65 NC
Interconnect Information
Table 501 (cont) 22 14 00
Page 521
Mar 15/84
 MAINTENANCE

+SPERRY MANUAL
XINGU I
SP 200 AUTOPILOT COMPUTER (cont)
Function Connector Pin Connects To
ROLL INT 1031A 66 NC
ROLL COORDINATION 1OJ1A 67 NC
SIGNAL GND 1OJ1B 1 (20) 100
AUTOPILOT INTERLOCK 2 (22) 10J1A 53, FIG.4 1
+28 V INPUT POWER 3 (18) FIG. 4 3
115 VAC 400 HZ (H) 4 (22) FIG. 4 3
AC POWER GND 5 (22) 100
SPARE 6
26 VAC OUTPUT 7 (22) 13J1 D
DC POWER GND 8 (20) 100
SPARE 9
SPARE 10
+28 VDC A/P ENG 11(22) FIG. 4 1
+28 VDC Y/D ENG 12(22) 14J1 G
+28 VDC FROM DISENGAGE SW 13(22) 11J1 b, FIG. 4 1
28 V PULSE TRIM DRIVE 14 AIRCRAFT TRIM
RELAYS
+28 VDC TK OUT OF DETENT 15(24) 17JI. H
TTL GND 16(24) 9J1 19, NAV RCVR
HDG HOLD ANN GND 17(22) REMOTE ANN
SPARE 18
28 VDC TCS SELECT 19(24) FIG. 4 1
G/S ARM GND 20(24) 6JI J
G/S GND 21(24) 6J1 I,
SPARE 22
HOG GND 23(24) 6J1 C
V/L GND 24(24) 9JI 15, 6J1 D
REV CRS GND 25(24) 3JI x, 9J1 16
6J1 f
SBY GND IOJlB 26(24) 6J1 B
Interconnect Information
Table 501 (cont) 22 14 00
Page 522
Mar 15/84
 MAINTENANCE

+SPEr Ry MANUAL
XINGU I
SP 200 AUTOPILOT COMPUTER (cont)
Function Connector Pin Connects To
SOFT RIDE MODE GND 1OJ1B 27(24) 11J1 F
ENG INTLK TO DG VALID RELAY 28(24) 8J1 h
SPARE 29
+28 V A/P ENG SELECT 30(24) 3J1 b
SPARE 31
SPARE 32
+28 V A/P ENG INTERLOCK 33(24) 11J1 R, 3J1 a
SPARE 34
+28 VDC Y/D ENG SELECT 35(24) iiii P
SPARE 36
ò +28 V ALT VALID INPUT 37(24) 7J1 B
ALT HOLD MODE GND 38(24) 6J1 E
+28 V ALT VALID OUTPUT 39(24) 6J1 y
IAS HOLD MODE GND 40(24) 6J1 H, 9J1 6
V/S MODE GND 41 NC
ò ALT HOLD 51K GND 42(24) 7J1 G
IAS HOLD SYNC GND 43(24) 9JI 14
+28 V TRIM M ARMATURE 44 NC
V/S HOLD SYNC GND 45 NC
SPARE 46
ò FLIGHT DIRECTOR VALID 47(24) 3J1 GG, 9J1 36
SPARE 48
ELEV TACH (+) 49(24) 13J1 L
ELEV TACH 50(24) 4 4f
13J1 N
ELEV SERVO POSITION (H) 51(24) j””’ 13J1 P
ò ELEV SERVO POSITION (C) 52(24) 4 1 13J1 R
ELEV SERVO AMP OUTPUT (+) 53(20) 13J1 A, 11J1 M
SPARE 54
ELEV SERVO AMPL OUTPUT 55(20) 7,;Z 0 13JI B, 11J1 E
AILERON TACH (+) 56(24) 12J1 N
ò AILERON TACH 57(24) 12J1 L
AILERON SERVO AMPL OUTPUT (+) 58(20) 12J1 A
AILERON SERVO POSITION (H) 59(24) 12JI P
AILERON SERVO AMPL OUTPUT 60(20) 12J1 B
AILERON SERVO POSITION (C) 61(24) 4 4 12J1 R
ò RUDDER SERVO AMPL (+) 62(20) %. 14J1 B
1w F1
RUDDER SERVO POSITION (H) 63(24) 14J1 P
RUDDER SERVO AMPL ( ) 64(20) 14JI A
RUDDER SERVO POSITION (C) 65(24) 14JI R
ir
RUDDER TACH (+) 66(24) 14JI L
RUDDER TACH 10JIB 67(24) @.:;l 14J1 N
Interconnect Information
Table 501 (cont) 22 14 00
Page 523
Mar 15/84
 AINTENANCE

+s1=r=r Ry mMANUAL
XINGU I
PC 201 ENGAGE CONTROLLER
Function Connector Pin Connects To
AP ENG SELECT INPUT 11JI A (22) FIG. 4 1
PITCH COUPLE SELECT GND B NC
SPARE C
ROLL COUPLE SELECT GND D NC
ELEVATOR TRIM (+UP) E (24) 1OJ1B 55, 13J1 B
SOFT RIDE MODE GND F (24) 1OJ1B 27
+15 VDC INPUT G (24) 1OJ1A 1, 17J1 C
+28 VDC INPUT H (22) FIG. 4 3
+28 VDC NAV LIGHTS ON J NC
0 TO +28 V VARIABLE LIGHTING K (22) FIG. 4 3, 17J1 N
LAMP TEST GND L (24) TO ANN LIGHTS
ELEVATOR TRIM (+ DOWN) M (24) 1OJ1B 53, 13J1 A
SIGNAL GND N (22) 100
YD ENG SELECT OUTPUT P 10J1B 35
AP ENG SELECT OUTPUT R (22) 1OJ1B 33, 3J1 a,
SPARE S FIG. 4 1
SPARE T
AP ENG TCS SEL U (22) 12J1 G, 13J1 F,
FIG. 4 5, 1OJ1A 3
AUTOPILOT TEST V (24) 1OJ1A 49
LIGHTING INTENSITY W (24) SEE PARA 4.2.7
X NC
PWR GND Y (22) 100
ROLL COUPLE GND Z 22) 1OJ1A 17
PITCH COUPLE GND a M) 1OJ1A 12
YD ENG SELECT INPUT b (22) FIG.4 1, 1OJ1B 13
SPARE 11j1 c
Interconnect Information
Table 501 (cont) 22 14 00
Page 524
May 15/84
 +s@

r
sn
MAINTENANCE
MANUAL
XINGU I
SM 200 AILERON SERVO
Function Connector Pin Connects To
@% F
MOTOR INPUT + 12J1 A (20) f kI 1OJ1B 58
(CCW DRUM ROTATION) B (20) I=,F 1031B 60
SERVO POWER GND C (20) 100 13J1 C$ 1OJ1A 4,
14J1 C
POSITION SYNCHRO EXC. H D (24) FIG. 4 3
26 VAC 400 Hz C E (24) 100
CLUTCH EXCITATION + J NC
CLUTCH EXCITATION + G (24) 1OJ1A 3, IIJI U,
13JI F
H NC
CLUTCH EXCITATION J (22) 100
TACH SHIELD K 24@ ;, It
TACHOMETER OUTPUT + L M j f 1OJ1B 57
N (24) 4 f. __ I
(CCW DRUM ROTATION) ;;%, 1OJ1B 56
X P 24@ :n 44 1OJ1B 59
POSITION SYNCHRO OUTPUT y R M 1OJ1B 61
Z S NC
M
SPARES T
U
12J1 V
Interconnect Information
Table 501 (cont) 22 14 00
Page 525
Mar 15/84
 +.spr

.r
MAINTENANCE
MANUAL
XINGU I
SM 200 ELEVATOR SERVO
Function Connector Pin Connects To
MOTOR INPUT + 13J1 A (20) 4 11J1 M, 1OJ1B 53
(CCW DRUM ROTATION) B (20) 41 @ 10J1B 55, 11J1 L
SERVO POWER GND C 100 14J1 C, 1OJ1A 4,
12J1 C
POSITION SYNCHRO EXC H D (24) 10J1B 7, 8J1 X
26 VAC 400 Hz C E 2fl 100
CLUTCH EXCITATION + FM 12J1 G, 10J1A 3,
11j1 U
G NC
H NC
CLUTCH EXCITATION + J (22) 100
TACH SHIELD K 24@:::,
TACHOMETER OUTPUT + L @2 10J1B 49
(CCW DRUM ROTATION) N (24) J I T V I0J1B 5O
x P (24) 1OJ1B 51
POSITION SYNCHRO OUTPUT y R (24) 1OJ1B 52
Z s NC
M
SPARES T
U
I3J1 V
Interconnect Information
Table 501 (cont) 22 14 00
Page 526
Mar 15/84
 MAINTENANCE

+S@SEFRY MANUAL
XINGU I
SM 200 RUDDER SERVO
Function Connector Pin Connects To
MOTOR INPUT + 14JI. A (20) 1OJ1B 64
(CCW DRUM ROTATION) B 20@ 10JIB 62
SERVO POWER GND C 100 12J1 C, 10J1A 4,
13J1 C
POSITION SYNCHRO EXC H D (24) 8ji s$ FIG. 4 3
26 VAC 400 Hz C E (24) 100
F NC
CLUTCH EXCITATION + G (22) 1OJ1B 12
H NC
J (22) 100
TACH SHIELD K (24) ;L
TACHOMETER OUTPUT + L (24 4 + 10J1B 66
Y
(CCW DRUM ROTATION) N (24@ 4 1 IOJ1B 67
P 1 4
X 24) ”” 1OJ1B 63
POSITION y R (24) J 4 10J1B 65
SYNCHRO OUTPUT Z S NC
M
SPARES T
U
14J1 V
AS 215 AIRSPEED SENSOR
Function Connector Pin Connects To
p
GROUND 16J1 A (24) 10J1A 4O, 9J1 12
+28 V EXCITATION B 24j 1 J Fig. 4 3
AIRSPEED OUTPUT 16J1 C @24 @ t 10J1A 39$ 931 11
Interconnect Information
Table 501 (cont) 22 14 00
Page 527
Mar 15/84
 +spr MAINTENANCE

.r
MANUAL
XINGU I
MC 201 MANUAL CONTROLLER
Function Connector Pin Connects To
CW 17JI A (24) 10J1A 7
1 4F 10J1A 26
TURN KNOB POT W B (24 t I,
CCW C (24 4 4 10J1A I, 11J1 G
CT D (24 1OJ1A 27
SPARE E
C F 24@ FIG. 4 1
TURN KNOB DETENT SW NO GM FIG. 4 1
NC H (24) 10J1B 15
SPARE i
100K, 1/4 W p
PITCH WPEEL + K(24 Al* 10JIA 28
(+ CLIMB) L (24) 4 6 10J1A 29
SPARE M
0 28 VARIABLE LIGHTING H N (24) 11J1 K, FIG. 4 3
C P (24) 100
SPARE R
SPARE s
SPARE T
SPARE U
SPARE 17J1 V
Interconnect Information
Table 501 (cont) 22 14 00
Page 528
Mar 15/84
 MAINTENANCE

+sTzrir ay MANUAL
XINGU I
ELEVATOR TRIM SERVO
Function Connector Pin Connects To
28V ARMATURE 29J1 A 100 DC GND,FIG. 4 5
i 1 1
EXCITATION + D 4 4 FIG& 4 5
FIELD EXCITATION B 4 74A FIG. 4 5
(CCW ROTATION) C 4 j FIG. 4 5
0
28V CLUTCH + E 4 4, FIG. 4 5
EXCITATION F 100 DC GND,FIG. 4 5
CHASSIS GND 29J1 G ;@7
Interconnect Information
Table 501 (cont) 22 14 00
Page 528.1/528.2
May 15/84
 , r@ COPILOT’S . LEA0. 12JI

Tcs SW i
WI
PI10 ’S 3JL II
Tcs SW
0
+
<
33 E.0 TOS
SE
0
EJ, z
TI00TTLE MOUN c)
GO A@ SW m
Gil IOJIA
IT, 13< GA GND 5,
@@Npu,
S”)kAL
G.D
X
0) V
I 0) 4. & Autopilot Engage Control
Figure 4 1
C”
00 r...,
4:: %O
 MAINTENANCE

+SPEFRY MANUAL
XINGU I
10,1113
+28 VDC A/P ENG 11 EAUTOPILOT
REMOT
ANNUNCIATOR
+28 VDC Y/D ENG 12
REMOTE YAW DAMPER
ANNUNCIATOR
AD 6697
Remote Autopilot Mode Annunciator
Figure 4 2
4
Interconnect Information
Table 501 (cont) 22 14 00
Page 530
Mar 15/84
 +spEr.nny MAINTENANCE

MANUAL
XINGU I
7.5A
28 VDC 40 10AB 3
A/P
1
1.OA
Aft
1W1 B
F/D
9,11 4
6,11 Z
T 7,11 1
CONTROL
LIGHTING
28VDC
Ift
vv 17,11 N
DIMMING
CONTROL 6J 1 e
11,11 K
AD 6863
Power Distribution and Lighting Control
Figure 4 3 (Sheet I of 2)
Interconnect Information
Table 501 (cont) 22 14 00
Page 531
Mar 15/84
 + spr MAINTENANCE

.r
MANUAL
XINGU I
1A
8,11 C
115 VAC
HDG
26 VA(
8J1 d
@@Bjl x
14J1 D
2,11 L
5J1 D
4J1 E
1A
115 VAC 7J1 C
A/P 10,1113 4
10,11
13J1 D 7
2A
26 VAC ATT 2,11 A
6J1 u
9,11 7
12J1 D
5 VAC 1,11 E
LIGHTING AD 6864
2,11 M
Power Distribution and Lighting Control
Figure 4 3 (Sheet 2)
Interconnect Information
Table 501 (cont) 22 14 00
Page 532
Mar 15/84
 MAINTENANCE

+sr.*Er.aY MANUAL
XINGU I
HSI SWITCHING
01
4@:
TO FROM
POINTER
B 0 1
N
+ E 0 T
CRIS DEV NAV REC.
F 0_+
+
<P
NAV FLAG
S 0
6,11
h 1 +28 VDC
NAV VALID 9ji, NAV AD7160
20 < VALID
HSI Switching
Figure 4 4
Interconnect Information
Table 501 (cont) 22 14 00
Page 533
May 15/84
 TRIM SERVO

loil c 0
A/PCOMPLITER
TRIM PULSE
TRIM LIP KI
+28V AP INPUT
:3
C t
CD
43 AP ENG TCS SEL
0) ()
0
=3 n 4
rD M 1
CD CD’ TRIM ON
Ln o a
C:@ c,+ s
(D
x Erb
CR i>>
C+ C) zi
00 TRIM CB c
1 I0 CF
=4 v A >rm
0) I CR4 Z
r+ rs >
+28v C832 FTO T
TRIM z
0 SW Si 0
CR3’ PILOT rn
OVERRIDE
COPILoit
TRIM S2
SW
AD 7121
0) V
l< IV
cm
(D
Ln
Ln
00 w
4@; 4@
 MAINTENANCE

+spr rzRy MANUAL

XINGU I
6,11
p
n
G/S RCVR
2,12
4C
G/S DE VN
(DEFLUP) D
G/S RCVR 2,12
@S, U
28V G/S VALID
6,11
>L
AD 6867
GS Bias Out of View
Figure 4 6
Interconnect Information
Table 501 (cont) 22 14 00
Page 535/536
Mar 15/84
 MAINTENANCE

+SPSr:RY MANUAL
XINGU I
SECTION 7
SYSTEM SCHEMATICS
Information normally contained in overall system schematics has been incorporated
in the mode flow diagrams (Section 3) and the interconnects (Section 6);
therefore; this section has been omitted.
22 14 00
Page 601/602
Mar 15/84
 A NTENANCE

+S PEr,ay mMANIUAL
XINGU I
SECTION 8
REMOVAL/REINSTALLATION AND ADJUSTMENT
1. General
This section provides instructions for removing and reinstalling, and
adjusting each unit of the Integrated Flight Control System that has been
previously installed in the system. Should any INSTALLATION CRITICAL cases
arise with the reinstallation of any unit, be sure to comply 100 percent with
the instructions.
CAUTION: TO PREVENT COMPONENT DAMAGE, TURN AIRCRAFT POWER
OFF WHEN REMOVING OR INSTALLING COMPONENTS.
NOTE: No adjustment is required unless stated otherwise.
After reinstallation of any unit, check unit operation in accordance with
applicable GROUND CHECK procedure.
2. Equipment and Materials
No special equipment or materials other than those commonly used in shop are
required for reinstalling and adjusting the System.
3. Procedure for All Indicators
A. Remove RD 44 HSI or GH 14 Gyro Horizon.
(1) Loosen screws on panel at each corner of unit.
NOTE: If new shelf type clamp is used, only the top
two screws need to be loosened.
(2) Slide unit out of panel and disconnect cable connectors.
B. Reinstall RD 44 HSI or GH 14 Gyro Horizon.
(1) Mate unit connectors with cable connectors and slide unit into
panel.
(2) Tighten screws on panel at each corner of unit.
C. GH 14 Inclinometer Level Adjustment
(1) Ensure aircraft is level in the roll axis.
(2) Loosen two screws on cover.
(3) Adjust lever on left side until inclinometer is level and tighten
screws.
22 14 00
Page 701
Mar 15/84
 MAINTENANCE

+SPEr.Ry MANUAL
XINGU 1
4. Procedure for Controllers
A. PC 201 Engage Controller
(1) Remove Engage Controller.
(a) Remove two screws from front of unit and remove unit bezel.
(b) Remove four screws from each corner of unit.
(c) Slide unit out of panel and disconnect cable connector.
(2) Reinstall Engage Controller.
(a) Mate unit connector with cable connector and slide unit into
panel.
(b) Secure unit with four screws at each corner of unit.
(c) Install unit bezel and secure with two screws.
B. MC 201 Manual Controller
(1) Remove Manual Controller.
(a) Remove screws on panel at each corner of unit.
(b) Slide unit out of panel and disconnect cable connector.
(2) Reinstall Manual Controller.
(a) Mate unit connector with cable connector and slide unit into
panel.
(b) Secure unit with four screws at each corner of unit.
22 14 00
Page 702
Mar 15/84
 MAINTENANCE

+SPEFRY MANUAL
XINGU 1
5. Procedure for Sensors and Gyros
A. AC 200 Altitude Control
(1) Remove Altitude Control
(a) Disconnect static line and cable connector from unit.
(b) Release front unit fasteners.
(c) Pull front of unit up and forward to remove unit.
(2) Reinstall Altitude Control
(a) Slide unit under rear mounting studs and position over front
mounting studs.
(b) Lock front fasteners.
(c) Connect static line and mate unit connector with cable
connector.
(d) Perform static leak check.
B. C 14A Directional Gyro.
CAUTION: A GYRO MAY BE DAMAGED BY MOVING IT AFTER ELECTRICAL
POWER IS REMOVED BUT BEFORE THE GYRO ROTOR STOPS. THE
GYRO ROTOR WON’T COME TO A STOP FOR APPROXIMATELY 15
MINUTES AFTER ELECTRICAL POWER IS REMOVED. WHEN
REMOVING OR INSTALLING A GYRO FROM OR TO ITS MOUNT, DO
SO GENTLY WITH NO QUICK MOTION. THE GYRO SHOULD NOT BE
TWISTED IN ITS ISOLATOR SHOCK MOUNTS. ANY EXCESSIVE
TWISTING WILL CAUSE THE GYRO TO REMAIN OFFSET FROM ITS
NEUTRAL POSITION FOR A SHORT PERIOD OF TIME.
(1) Remove Gyro.
(a) Disconnect cable connector from gyro.
(b) Remove hardware securing gyro to airframe.
(2) Reinstall Gyro.
(a) Secure gyro to airframe with applicable hardware.
(b) Mate gyro connector with cable connector.
22 14 00
Page 703
Mar 15/84
 MAINTENANCE

+SmPEr ;RY MANUAL

XINGU 1
5. AS 215 Airspeed Sensor
(1) Remove Airspeed Sensor.
(a) Disconnect pitot and static lines and cable connector from
unit.
(b) Remove hardware securing unit to airframe.
(2) Reinstall Airspeed Sensor.
(a) Position unit with connectors down and secure to airframe with
applicable hardware.
(b) Connect pitot and static lines and mate unit connector with
cable connector.
(c) Perform pitot/static leak check.
D. FX 220 Flux Valve
NOTE: Whenever a flux valve is removed and replaced, a compass swing
must be performed to maintain desired heading accuracy.
(1) Remove Flux Valve.
(a) Gain access to Flux Valve by removing wing access panel.
(b) Remove cover from Flux Valve and disconnect six wires from Flux
Valve terminals.
(c) Remove three screws securing Flux Valve to mounting bracket.
(2) Reinstall Flux Valve.
(a) Install Flux Valve in mounting bracket and secure with three
6 4OX3/8 inch, round head, nonmagnetic machine screws, Sperry
Part No. 319011.
NOTE: Do not use magnetic type screws to mount the Flux Valve.
(b) Connect applicable wires to Flux Valve terminals and install
cover on Flux Valve.
(c) Perform compass swing calibration procedures.
22 14 00
Page 704
Mar 15/84
 MAINTENANCE

+S@EFRY MANUAL
XINGU 1
5. D. (3) Compass Swing Calibration
(a) Energize the Compass System and allow several minutes for the
gyro to reach operating speed and for the system to slave to
the magnetic heading.
NOTE: The aircraft should be in its normal flight position
with the electrical system and radio equipment
operating.
(b) Position the aircraft on a compass rose and turn it to each of
the four cardinal headings.
(c) Allowing sufficient time for the heading indicator to settle,
record the differences in readings between the heading
indicator and the compass rose at each cardinal heading as plus
or minus, depending on whether the dial readings are greater or
less than the compass rose readings.
NOTE: Instead of the compass rose, a 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
sighting compass reading. When facing fore, the compass
reads directly.
(d) Add the errors algebraically and divide by four. The result is
the index error.
(e) 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.
(f) 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.
(g) Tighten the mounting screws and recheck the readings at the
four cardinal headings. Recalculate the index error to make
sure it is zero.
(h) If the index error is not zero, readjust the flux valve flange
until this error is cancelled.
(i) Any remaining errors in excess Of tl degree which are caused by
extraneous magnetic fields should he counteracted by
readjusting the compensator. Refer to paragraph 5.E.(3).
22 14 00
Page 705
Mar 15/84
 MAINTENANCE

SPEFRY MANUAL
+ XINGU 1
5. E. CS 412 Dual Remote Compensator
(1) Remove Compensator.
(a) Disconnect cable connectors) from unit.
(b) Remove hardware securing unit to airframe.
(2) Reinstall Compensator.
(a) Secure unit to airframe with applicable hardware.
(b) Mate unit connectors) with cable connectors.
(c) Perform Compensator adjustment procedures.
(3) Compensator Adjustments.
NOTE: Before making the following adjustments to the Dual Remote
Compensator, perform Flux Valve index error adjustment.
(a) Remove the Compensator cover and adjust the compensation
potentiometers to their center position.
(b) Using a compass rose, place the aircraft on a north heading and
allow compass dial to settle.
(c) Compensate for any difference between actual heading and
compass dial indication by loosening locking nut and adjusting
N S (North South) potentiometer on Compensator. Tighten
locking nut.
(d) Place the aircraft on an east heading and allow compass dial to
settle.
(e) Compensate for any difference between actual heading and
compass dial indication by loosening locking nut and adjusting
E W (East West) potentiometer on Compensator. Tighten locking
nut.
M Place the aircraft on a south heading and allow compass dial to
settle.
(g) Compensate for half of any difference between actual heading
and compass dial indication by loosening locking nut and
adjusting N S potentiometer on Compensator. Tighten locking
nut.
(h) Place the aircraft on a west heading and allow compass dial to
settle.
22 14 00
Page 706
Mar 15/84
 +SFEr ay MAINTENANCE

MANUAL
XINGU 1
5. E. (3) (i) Compensate for half of any difference between actual heading
and compass dial indication by loosening locking nut and
adjusting E W potentiometer on Compensator. Tighten locking
nut.
(j) The Compensator 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 I degree of the actual heading. If errors are
greater than 1 degree, repeat index error adjustment 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.
6. Procedure for Computers and Couplers
A. SP 200 Autopilot Computer.
(1) Remove Autopilot Computer.
(a) Loosen mounting tray holddown assembly knob.
W Slowly pull forward on Computer handle to separate unit and
tray connectors and slide computer out of tray.
(2) Reinstall Autopilot Computer.
(a) Slide computer into mounting tray.
(b) Carefully apply firm pressure until computer connector is mated
with connector receptacle on mounting tray.
CAUTION: DO NOT FORCE FIT. IF MATING IS DIFFICULT, REMOVE
THE 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.
(c) Insert mounting tray holddown assembly knob into hook on front
of Computer, and tighten holddown knob.
22 14 00
Page 707
Mar 15/84
 +spEr

;RY MAINTENANCE
MANUAL
XINGU 1
6. B. ZC 220 Flight Director Computer/Controller.
(1) Remove Flight Director Computer/Controller.
(a) Remove two screws from front of unit and remove unit bezel.
(b) Loosen four clamp screws at each corner of unit.
CAUTION: DO NOT TURN UNIT MATING CONNECTOR BACK SHELL
WHILt CONNECTING OR DISCONNECTING ZC 220. THIS
WILL TEAR FLEX PRINT FROM CONNECTOR, DAMAGING
THE UNIT.
(c) Slide unit out of panel and disconnect cable connector.
(2) Reinstall Flight Director Computer/Controller.
(a) Mate unit connector with cable connector and slide unit into
panel. See CAUTION preceeding step 6.B.(1)(c).
(b) Tighten four clamp screws at each corner of unit.
(c) Install unit bezel and secure with two screws.
C. VC 200 Airspeed/Navigation Coupler
(1) Remove Airspeed/Navigation Coupler.
(a) Disconnect cable connector from unit.
(b) Remove hardware securing unit to airframe.
(2) Reinstall Airspeed/Navigation Coupler
(a) Secure unit to airframe with applicable hardware.
(b) Connect unit connector to cable connector.
7. Procedure for Servo Drive and Drum and Bracket Assembly
A. Servo Drive Assembly
(1) Remove Servo Drive Assembly.
(a) Disconnect cable connector from servo drive.
(b) Cut safety wire securing four screws on rear of servo drive,
and remove screws.
(c) Slide servo drive out of drum and bracket assembly.
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7. A. (2) Reinstall Servo Drive Assembly.
(a) Slide servo drive into rear of drum and bracket assembly and
secure with four screws, Sperry Part No. 4011086. Safety wire
all four screws.
(b) Mate servo drive connector with cable connector.
B. Drum and Bracket Assembly
(1) Remove Drum and Bracket Assembly.
(a) Remove servo drive in accordance with paragraph 7.A.(1).
(b) Release bridle cable tension.
(c) Cut safety wire on four screws securing retaining plate, and
remove screws and retaining plate.
(d) Remove four cable keepers, Sperry Part No. 2518330.
(e) Cut safety wire and remove two screws securing swagged cable
terminals to drum.
(f) Unwrap bridle cables from drum.
(g) Remove four bolts securing drum and bracket assembly to
airframe.
(2) Reinstall Drum and Bracket Assembly.
(a) 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.
(b) Wrap bridle cables around servo bracket drum. Secure swagged
cable terminals to servo bracket drum with two, 1/8 inch long,
No. 6 32, drilled, filister head screws. Safety wire screws
through adjacent holes in drum with Low Mu Monel wire, 0.020
inch diameter and 4 inches long.
(c) Adjust control system and bridle cables to proper tension.
Cable tension will vary with aircraft. Refer to aircraft
manual to determine proper cable tensions.
(d) 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.
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7. B. (2) (e) 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 ENSURE THAT THE CABLE CANNOT JAM BETWEEN THE DRUM
AND KEEPERS, THE DISTANCE BETWEEN THE KEEPERS AND DRUM
SHALL BE MEASURE 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.
(f) Reinstall servo drive in accordance with paragraph 7.A.(2).
8. Procedure for TM 202 Trim Servo Drive and TB 201 Sprocket and Bracket
’Assembly
A. Trim Servo Drive Assembly
(1) Remove Trim Servo Drive Assembly.
(a) Disconnect cable connector from trim servo.
(b) Cut safety wire securing four mounting studs and remove studs.
(c) Slide trim servo out of bracket.
(2) Reinstall Trim Servo Drive Assembly.
(a) Slide trim servo drive into rear of sprocket and bracket
assembly and secure with four mounting studs, Sperry Part No.
245770, and split lock washers, Sperry Part No. 0164 07
(MS35338 136). Safety wire all four mounting studs.
(b) Mate trim servo connector with cable connector.
(c) Check the electrical trim limits to verify that they meet the
certified limits.
B. Sprocket and Bracket Assembly
(1) Remove Sprocket and Bracket Assembly.
(a) Remove trim servo drive in accordance with paragraph 8.A.(I).
(b) Release roller chain tension.
(c) Remove three bolts securing bracket to airframe.
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8. B. (2) Reinstall Sprocket and Bracket Assembly.
(a) Attach trim control chain to sprocket on trim servo bracket.
(b) Place trim servo bracket in mounting position and secure
rigidly and flush against airframe with three bolts, lock
washers, and nuts.
(c) Adjust control chain to proper tension. Chain tension will
vary with aircraft. Refer to Type Certificate, Supplementary
Type Certificate, or aircraft manual as applicable to determine
proper tension.
(3) Adjust trim servo sprocket and bracket assembly (trim limit switch
adjustment).
The maximum elevator or rudder trim excursion is limited with
electrical switches in the bracket. The following method is used to
adjust the trim limit switches after the unit has been mounted in
the aircraft.
(a) Position the manual trim control to the maximum nose up trim
position (elevator) or to the maximum nose right trim position
(rudder).
(b) Press down on left end of disengaging lever on trim servo
bracket, as viewed from motor end, and turn right cam ccw
(elevator) or cw (rudder) until contacts of right limit switch
just close.
(c) Release disengaging lever and position manual trim control to
the maximum nose down trim position (elevator) or to the
maximum nose left trim position (rudder).
(d) Press down on right end of disengaging lever and turn left cam
cw (elevator) or ccw (rudder) until contacts of left limit
switch just close.
(e) Release disengaging lever.
M Install trim servo in accordance with paragraph 8.A.(2).
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SECTION 9
SHIPPING, HANDLING, AND STORAGE
Refer to manual, Sperry Pub. No. 09 1100 01, for detailed procedures for
preparing all system components for storage or shipment.
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