Dash 8 Q 200 - ATA - 22 - Autoflight

DHC 8 -100
Chapter
22
AUTOFLIGHT
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deHavilland Dash 8 100/300 22- Autoflight
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Table of Contents AILERON SERVO CONTROL SYSTEM . . . . . . 40
Description. . . . . . . . . . . . . . . . . . . . 40
AUTO FLIGHT. . . . . . . . . . . . . . . . . . . . . 6
GENERAL . . . . . . . . . . . . . . . . . . . . . 6 ELEVATOR SERVO CONTROL SYSTEM . . . . . 42
Description. . . . . . . . . . . . . . . . . . . 6 Description. . . . . . . . . . . . . . . . . . . . 42
AUTOMATIC FLIGHT CONTROL SYSTEM ELEVATOR TRIM SERVO CONTROL SYSTEM . . 44

(HONEYWELL SPZ−8000) . . . . . . . . . . . . . . 8 Description. . . . . . . . . . . . . . . . . . . . 44
Description. . . . . . . . . . . . . . . . . . . . . 8 Operation . . . . . . . . . . . . . . . . . . . . 44
General. . . . . . . . . . . . . . . . . . . . . 8
Avionics Standard Communications Bus. . . . 8
Flight Guidance Computer. . . . . . . . . . 10
Flight Guidance Controller . . . . . . . . . . 10
Advisory Display Panel (ID−802). . . . . . . 14
Primary Power Supplies and Grounds. . . . 18
AFCS Performance Monitors. . . . . . . . . 24
Autopilot Engage/Disengage Channels . . . 26
Autopilot Disengaged Annunciators. . . . . 26
Operation . . . . . . . . . . . . . . . . . . . . 28
General. . . . . . . . . . . . . . . . . . . . 28
Heading Mode . . . . . . . . . . . . . . . . 28
Indicated Airspeed Hold (IAS). . . . . . . . 28
Vertical Speed Hold (VS). . . . . . . . . . . 30
VOR and VOR APP Modes . . . . . . . . . 30
Localizer Mode. . . . . . . . . . . . . . . . 32
Glideslope. . . . . . . . . . . . . . . . . . 32
Touch Control Steering (TCS). . . . . . . . 34
Advisory Display Panel Reset. . . . . . . . 34
Go−Around (GA). . . . . . . . . . . . . . . 34
Autopilot Disengaged Annunciators. . . . . 34
Ground Maintenance Test (GMT) . . . . . . 36
YAW AXIS SERVO CONTROL . . . . . . . . . . . 38
Description. . . . . . . . . . . . . . . . . . . . 38


List of Figures
AUTO FLIGHT
Figure 1 – AFCS Components. . . . . . . . . . . 7
AUTOMATIC FLIGHT CONTROL SYSTEM
(HONEYWELL SPZ−8000)
Figure 2 – AFCS Block Diagram, . . . . . . . . . 9
Figure 3 – Flight Guidance Controller - GC801. 11
Figure 4 – GC801 Selection Switches. . . . . . 13
Figure 5 – Trim Wheel & Advisory Display . . . 15
Figure 6 – ID 802 Modes. . . . . . . . . . . . .17
Figure 7 – Power Supplies & Grounds (1 of 2) . 19
Figure 8 – Power Supplies & Grounds (2 OF 2). 21
Figure 9 – AFCS Servo Power. . . . . . . . . . 23
Figure 10 – AP Servo Monitor . . . . . . . . . . 25
Figure 11 – AP Disengage. . . . . . . . . . . . 27
Figure 12 – HDG and IAS Modes . . . . . . . . 29
Figure 13 – Vertical Speed and VOR Modes . . 31
Figure 14 – LOC and GS Modes. . . . . . . . . 33
Figure 15 – TCS, GA & A/P Dis. Annunciator. . 35
Figure 16 – AFCS Ground Maintenance Test . . 37
YAW AXIS SERVO CONTROL
Figure 17 – Yaw Damper . . . . . . . . . . . . 39
AILERON SERVO CONTROL SYSTEM
Figure 18 – Aileron Servo. . . . . . . . . . . . 41
ELEVATOR SERVO CONTROL SYSTEM
Figure 19 – Elevator Servo . . . . . . . . . . . 43
ELEVATOR TRIM SERVO CONTROL SYSTEM
Figure 20 – Elevator Trim Servo. . . . . . . . . 45

AUTO FLIGHT bus system which allows transmission of data in both
directions through two pairs of wires.
GENERAL
The AFCS is designed to operate with either the standard
Description electro−mechanical flight instruments or an electronic
The Honeywell SPZ-8000 autopilot is a digital, flight instrument system (EFIS).
computerized Auto Flight Control System (AFCS) The AFCS a has built−in power−up function test circuits
providing autopilot, flight director and yaw damper that do a system test when power is first applied.
functions.
The Auto Flight Control System (AFCS) consist primarily
of two Flight Guidance Computers (FGCs) which provide
fail−safe operational capability through redundancy
and cross−monitoring. Should one FGC fail the system
automatically transfers control of the aircraft to the other
FGC.
Failure of the second computer will put the system in
a fail−safe mode, and will allow the aircraft flight to
continue.
The FGCs operate on input information fed from the dual
Attitude and Heading Reference system (AHRS), dual
Digital Air Data Computers (DADCs) and the aircraft
navigation radio systems.
The AFCS uses two advisory display units to display the
system modes, status annunciation and system requests
in the form of messages to the flight crew. The advisory
display units use a Cathode Ray Tube (CRT) to display
annunciations in white, amber and green.
Communication between the primary units, including
the advisory display units, is by an Avionics Standard
Communications Bus (ASCB). This is a serial−data

Figure 1 – AFCS Components


AUTOMATIC FLIGHT CONTROL DADC (No. 1 and No. 2), are all interconnected through
a dual "Avionics Standard Communications Bus" A and
SYSTEM (HONEYWELL SPZ−8000) B (ASCB A & B) system. Two FGCs are located on the
Description avionics rack adjacent to the wardrobe. The advisory
display panels No. 1 and No. 2, nav mode display panels
General No. 1 and No. 2, ADIs No. 1 and No. 2, and HSIs No. 1
TheHoneywell DFZ−800 Automatic Flight Control and No. 2 are on the pilot’s and copilot’s flight instrument
System (AFCS) is a digital computer−based system panels. The number 1 components are on the pilot’s
which provides flight director, yaw damper and autopilot panel, and number 2 components are on the copilot’s
functions that are totally integrated. The system has panel. The flight guidance controller is located on the
fail−safe operational capability provisions, using two flight center of the glareshield panel. A GA (go−around) switch
guidance computers. is installed in each power lever in the center console. The
pilot’s GA switch is in power lever No. 1, and the copilot’s
The primary components of the AFCS are: GA switch is in power lever No. 2 A TCS (touch control
■■Two Flight Guidance Computers (FGC No. 1 and steering) and an AP DISC (autopilot disconnect) switch
FGC No. 2) are installed in each handwheel.
■■Two Advisory Display Panels (No. 1 and No. 2) Avionics Standard Communications Bus
■■Single Flight Guidance Controller (FG Controller)
The ASCB is a communications bus system that enables
■■Control surface servos and actuator, namely the transmission of data in both directions between
Aileron Servo, Elevator Servo, Elevator Trim subsystems and units that are interconnected. It consists
Servo, and Rudder Actuator. of pairs of wires that provide the communication path
Associated with the system are dual Attitude and between subsystems. It is a controlled serial data
Heading Reference System (AHRS), dual Digital Air Data communication network, with two paths designated ‘A’
Computers (DADC), radio navigation system with two and ‘B’ bus, each consisting of wire pairs denoted "Data"
Horizontal Situation Indicators (HSIs) and two Attitude and "Clock". The bus controllers are in the FGC units
Director Indicators (ADIs), two nav mode display panels, which manage all data transfer activity. Only one bus
and an AFCS interface unit. In addition, the system has controller is active at any one time. The other acts as a
two TCS (touch control steering) switches, two AP DISC back−up, ready to assume control when required due to
(autopilot disconnect) switches and annunciators, and failure of the active controller.
two GA (go around) switches. The FGCs (No. 1 and No.
2), advisory display panels (No. 1 and No. 2), AHRS and

Figure 2 – AFCS Block Diagram,


Flight Guidance Computer Flight Guidance Controller
The flight guidance computer (FGC) processes data The flight guidance controller consists of flight guidance
received from various systems that provide information mode select switches, autopilot and yaw damper engage
on the aircraft actual attitude versus a desired attitude, switches, and a pitch thumb−wheel control. The flight
and produces flight director pitch and roll steering guidance mode switches enable the selection of the
command outputs. The FGC also produces the autopilot operative modes in the system and also the selection
pitch, roll and yaw control outputs to operate servos of the source of navigation data for the HSI and FGCs.
on ailerons and elevator, and rudder actuator. The All switches are push−button type. A triangular−shaped
flight guidance computer is primarily made up of a dual annunciator is on the left and right side of each switch,
processor arrangement (A−processor and B−processor). situated in a vertical row at the right edge of the face
Each processor performs a different control and panel. The pitch thumb−wheel and YD (yaw damper)
computational function, and also monitors the other buttons are functional for flight director and autopilot
processor’s flight control functions as well as its own. operation. The AP (autopilot) button is for autopilot
engagement. The following is a description of the
In addition, the A−processor in the FGC controls the
functions of flight guidance mode switches on the
ASCB. Data is also gathered by the A−processor through
controller:
the ASCB and simultaneously stored in a data bus
transfer random access memory (RAM) for access by the HSI SEL Switch
B−processor. A status transfer RAM is used to exchange
The HSI SEL switch is an alternate−action type
status information between the A and B processors.
switch, by which either the pilot’s or copilot’s HSI data
The transfer occurs once every 25 milliseconds real
to both flight guidance computers is selected. The
time cycle. In addition, a set of discretes is provided for
controller power up logic initially selects data on the
immediate action between the processors. Heartbeat
pilot’s HSI. Pressing the HSI SEL switch transfers
monitor and power supply monitor interlocks ensure
the system to the alternate (copilot’s) HSI. During
disengagement of the FGC in event of processor,
HSI transfer any previously selected flight guidance
software or power supply failure. Servo drive engage
modes are cancelled, making it necessary to reselect
interlocks ensure flight control functions are enabled
the modes. The triangular−shaped annunciator on the
only if all monitors are satisfied. A flight director interface
right or left of the switch comes on to indicate which
circuit in the FGC produces analog flight director
side, pilot’s or copilot’s, HSI is active.
commands and validity annunciations computed by the
A−processor. The FGC requires 28V dc for operation.

Figure 3 – Flight Guidance Controller - GC801


NAV SEL Switch BC Switch
The NAV SEL switch is an alternate−action type The BC switch selects localizer back course approach
switch, which enables the selection of either No. 1 mode. This mode is similar to approach (APP) mode,
or No. 2 radio navigation system for navigation data except that after localizer capture there is no vertical
to the FGCs. The triangular−shaped annunciator on guidance arm to capture the glideslope.
the left or right of the NAV SEL switch comes on to
ALT Switch
indicates which navigation system (No. 1, left or No. 2
right) is selected. The ALT switch selects altitude hold mode.
HDG Switch AP Switch
The HDG switch selects the heading mode. In Pressing this switch engages the autopilot and the
heading mode, the heading error from the active HSI yaw damper simultaneously. Pressing the Autopilot
is used by the FGCs to compute and provide the roll switch a second time disengages the autopilot but not
command signals to follow the heading bug. the yaw damper system.
NAV Switch YD Switch
The NAV switch arms the lateral guidance to capture Pressing the YD (Yaw Damper) switch engages
the navigation course displayed on the active HSI. the yaw damper system. The Yaw Damper is also
engaged by pressing the AP button. Pressing the yaw
APP Switch
damper switch a second time will disengage the Yaw
The APP (approach) switch arms the lateral guidance Damper and the autopilot. The Yaw Damper system
to capture either VOR or localizer deviation displayed operates independently or coupled with the autopilot
on the active HSI. In localizer operation, immediately system.
after lateral course capture the vertical guidance is
ALT SEL Switch
armed to capture the glideslope.
The ALT SEL switch arms the altitude preselect mode
IAS Switch
to capture and maintain preselected altitude level set
The IAS switch selects the indicated airspeed hold at the altitude preselect controller
mode.
STBY Switch
VS Switch
The STBY switch cancels all previously−selected
The VS switch selects the vertical speed hold mode. AFCS modes.

Figure 4 – GC801 Selection Switches


VOR/LOC Switch brightness, and two pushbutton switches identified L
AFCS and R AFCS. The CRT displays the information in
The VOR/LOC switch (identified V/L) selects VOR/
four lines.
LOC system output (No. 1 or No. 2 as selected by the
NAV SEL switch) to the FGCs, and to the selected Starting from the top they are as follows:
HSI for display.
Line 1 (white) − advisory messages
MLS Switch
Line 2 (amber) − caution messages
The MLS switch is not active
Line 3 (white) − armed phase of flight guidance modes
AUX Switch selected
The AUX switch is an alternate−action type switch Line 4 (green) − engaged phase of flight guidance modes
and is used to select either a RNAV system or an (active capture and hold modes) together with VS and
auxiliary navigation system output to the FGC, and IAS figures
also to the active HSI for display. The first time the
Line 1 (white)
AUX switch is pressed, RNAV system is selected,
and the next time the switch is pressed, auxiliary Line 1 displays altitude alert setting, SAT or TAS
navigation is selected. As the switch is pressed, this (static air temperature or true air speed) and FGC
sequence will be repeated. status messages. SAT is displayed on the right side.
When the switch identified TAS on the nav mode
Pitch Thumb−wheel (NOSE UP/NOSE DN)
display panel is pressed, TAS replaces SAT for five
The pitch thumb−wheel is used to command pitch seconds.
change. When in IAS or VS hold modes, the pitch
Line 2 (amber)
thumb−wheel is used to dial in a new reference, and
change pitch attitude when AP is engaged. Line 2 displays flashing caution messages. Along
with caution messages the RESET switchlight comes
Advisory Display Panel (ID−802)
on flashing. The flashing of caution messages can
The advisory display panel provides advisory and caution be stopped by pressing the RESET switchlight.
messages, status of flight guidance modes selected, If no action is required in response to the caution
armed, capture or track phase, and also AP and YD message, pressing the RESET switch light a second
engage modes annunciation. The unit consists of a time will clear the caution message. For some caution
cathode−ray tube (CRT) display, a pushbutton switchlight messages, flight crew action will be required by the
identified RESET, a BRT control knob for display display.

Figure 5 – Trim Wheel & Advisory Display


As an example, in the event of a sensor failure, ■■APP GS * VOR APP * BC APP *
the display will provides a message indicating that ■■APP EL * NAV LOC * NAV *
the defective sensor has been eliminated from the
■■APP LOC * APP *
system. If the system cannot isolate the defective
sensor, a message requesting the crew to select Following the capture phase, these modes will
either L AFCS or R AFCS in order to isolate the transition to a track phase when the pertinent
system with the defective sensors, will be displayed. conditions are satisfied. Typical phase displays will be
When action is required in response to a caution as follows:
message, the RESET switchlight is interlocked with ■■ALT HOLD VOR NAV BC LOC
the corrective action selection required, so that the
■■APP GS VOR APP BC APP
caution message and the RESET switchlight can be
cleared only after the corrective action is taken. ■■DUAL APP GS NAV LOC NAV AZ
■■APP EL APP LOC APP AZ
Line 3 (white)
■■DUAL APP EL DUAL APP LOC DUAL APP AZ
Line 3 displays vertical and lateral flight guidance
modes armed. Typical displays of armed modes will On mode transitions (ARM to capture, ALT SEL
be as follows: capture to ALT HOLD etc) the mode message will be
displayed in reverse video on line 4 for five seconds,
■■ALT SEL VOR BC LOC
and then return to normal display format. There are
■■APP GS VOR APP BC some flight guidance modes without ARM phase.
■■LOC NAV AZ Those displays will be as follows:
■■LOC GS APP AZ ■■ALT HOLD ALT SYNC HDG SEL
Line 4 (green) ■■VS + XXXX FPM VS SYNC HEADING HOLD
■■VS − XXXX FPM IAS SYNC ROLL HOLD
Line 4 displays capture phase of flight guidance
modes. When a mode is armed and a capture phase ■■IAS XXXX KTS PITCH SYNC WINGS LEVEL
is applicable to the mode, it will be displayed with ■■PITCH HOLD ROLL SYNC BANK HOLD
an asterisk (*) after capture conditions has been ■■GA
satisfied and the mode is active in the flight guidance
computers. Typical display of capture phase of the
flight guidance modes are as follows:
■■ALT VOR * BC *

Figure 6 – ID 802 Modes


Primary Power Supplies and Grounds Servos 28V dc power to FGC No. 1 is provided by the left
main dc bus through the FGC1 SERVO circuit breaker
The system requires 28V dc for operation, and 26V ac for
located at D4, and to FGC No. 2 by the right main dc bus
synchro excitation (reference). The circuit breakers are
through the FGC 2 SERVO circuit breaker located at D7.
all located on the avionics circuit breaker panel, except
the autopilot disengage annunciators, which are powered The yaw damper is provided power through both FGCs
from the left essential bus (G1, Left DC Circuit Breaker from right and left main dc buses through FGC1 YD and
Panel) FGC2 YD circuit breaker at D3 and D6. Recentering
power is provided by the YD RECT circuit breaker at
FGC No. 1 is provided with 28V dc from the left main dc
location J5.
bus through a circuit breaker identified FGC1, located
at D5. Similarly FGC2 is provided with 28V dc from the
right main dc bus through a circuit breaker identified
FGC2 located at D8. Both flight guidance computers
are provided with 26V ac from the left and right 26 volt
buses, through circuit breakers identified HDG/CRS
ERROR 1 and HDG/CRS ERROR 2, located at F1 and
F2 respectively.
The flight guidance controller and the AFCS interface unit
are provided with 28V dc from both left and right main
dc buses through two circuit breakers, identified on both
left and right buses as AFCS CONT, located at C4 and
C7. These two circuit breakers also supply 28V dc to
nav mode display panel No. 1 (pilot’s) and to nav mode
display panel No. 2 (copilot’s)
The advisory display panel No. 1 (pilot’s) is provided with
28V dc from the left main dc bus through a circuit breaker
identified ADV DISP 1 (location C3), while advisory
display panel No. 2 (copilot’s) is provided with 28V dc
from the right main dc bus through a circuit breaker
identified ADV DISP 2 located at C6.

Figure 7 – Power Supplies & Grounds (1 of 2)



Figure 8 – Power Supplies & Grounds (2 OF 2)



Figure 9 – AFCS Servo Power


AFCS Performance Monitors When only one computer is operational, a failures
in the pitch and roll servo controls cause the
The AFCS incorporates monitors within hardware and
autopilot to disengage. Failures in the yaw damper
software that ensure the safety of the system. These
servo control cause both the autopilot and the yaw
monitors provide the fail−passive and fail−operational
damper to disengage. The "AP DISENGAGE", "YD
capability of the system.
DISENGAGE", or the "AP/YD DISENGAGE" message
Servo Monitors will be annunciated, depending on the engage status
of the autopilot and yaw damper at the time.
The servo control loops are monitored to detect
failures of the servo amplifiers, loss of feedback, or Failures of the servo controls prior to engagement
existence of an uncommanded output. If the monitors will result in the momentary white "AP SERVOS
detect a failure condition within the priority computer, FAIL" message being displayed when engagement is
the computer will be shut down and the remaining attempted.
computer will continue operation. Assuming that
Mistrim Monitors
the left FGC was the active (engaged) unit, the
annunciated message will be in amber "L AFCS FAIL" The aileron servo current is monitored in order to
when the failure occurs. detect an out−of−trim condition in which there is
a steady−state load on the aileron servo. When a
This message is followed by a momentary white "R
steady−state load of significant magnitude exists for
AFCS MASTER" message to annunciate that the right
30 seconds, the "RETRIM ROLL R (L) WING DN"
computer is now active. When the FAIL message is
message is displayed on the advisory display panel.
cleared the "AP SERVO FAIL" message is displayed
to indicate the cause of the failure. Should a failure The elevator servo is monitored to detect a long−term
occur that affects both computers, the second load on the servo. When this condition is detected
computer will detect the failure and the AFCS will the "RETRIM PITCH NOSE DN (UP)" message
disengage. The flashing amber "AP DISENGAGE" is displayed. This message may also appear
message will be annunciated on the advisory display momentarily during normal operation for maneuvers
panel and the AP DISENG lights will flash. which require large trim changes. Separate monitors
detect uncommanded trim motion and loss of trim
When both channels of the AFCS are operating
function. These cases will cause the "PITCH TRIM
normally, failures of the pitch, roll, or yaw servo
FAIL" message to be displayed. With both computers
controls cause the AFCS to transfer from the priority
operational, a failure in pitch trim will cause the active
computer (channel) to the standby computer and
computer to shut down and the transfer of AFCS
display a FAIL message.

Figure 10 – AP Servo Monitor


control to the remaining computer. A pitch trim failure
with only computer operational will not disengage the
autopilot, but will display the message.
Failures which occur in the pitch trim control prior to
engagement will result in the "AP SERVOS FAIL"
message being displayed when engagement is
attempted.
Autopilot Engage/Disengage Channels
The servos and rudder actuator are connected to both
FGCs. The pilot and copilot AP DISC disengage buttons
are connected in series to both computers and the flight
guidance controller.
Autopilot Disengaged Annunciators
In addition to the warning message of autopilot
disengagement which appears on the advisory display
panel, an annunciator is located directly in front of the
pilot and copilot on the glareshield panel.
In event of a self−detected failure which causes the
Autopilot to disengage, these red annunciators, labeled
"AP DISENG", flash at a rate of approximately once per
second. The annunciators can be reset by pushing either
annunciator, which will extinguish both.
Power for these annunciators is derived from the AUTO
PLT DISENG circuit breaker on the Left Essential Bus
(location G1), which is independent of power sources for
both Flight Guidance Computer systems.
The annunciators do not flash when a manual A/P
disconnect is initiated.

Figure 11 – AP Disengage

Operation Any of the annunciations or messages are cleared by
pressing RESET on the advisory display panel. Provided
General the differences drop below the 6 degrees margin, the
The AFC/flight director systems operate on one of two messages will not return after pressing the RESET
flight guidance channels. Under normal operation the left, button.
or number one (1) channel is in control. The RESET switch, in conjunction with the L AFCS and
The right, or number two (2) channel can be selected as R AFCS buttons, is also used to operate the Ground
the priority channel by pressing R AFCS on either pilot or Maintenance Test (GMT) procedure. This mode is
copilot advisory display panels. activated by the FGC TEST switch on the front panel of
the AFCS Interface Unit located in the Avionics rack.
Flight director modes are selected by the mode
push−buttons on the flight guidance controller. One of the Heading Mode
buttons is the STBY (standby) which is pressed to cancel When the HDG button is pressed on the flight guidance
all modes previously selected. controller, HDG SEL is annunciated on the advisory
On the application of power to the AFCS/flight director, display. This selection will initiate a bank command on
the system goes through a power−up self−test sequence, the ADI based on the selected heading on the active HSI.
during which time the message “SYSTEM TEST” Normally the active HSI will be the pilot’s, and is indicated
is annunciated on the display panel. On completion by illumination of the arrow on the left side of the HSI
of the test sequence “....° (degrees) SAT” (static air SEL button
temperature) will be displayed with the figure in degrees NOTE: The autopilot cannot be engaged on the
centigrade. ground unless the PSEU system WOW circuit
If the pitch or roll attitude of the AHRS, up to this time, breakers are opened.
differs by 6 degrees or more, and both AHRS are Indicated Airspeed Hold (IAS)
valid, the FGC comparator monitor circuit will detect
the difference, and the message “AHRS MISMATCH” Indicated airspeed hold is engaged when the IAS button
will appear on the advisory display line 2 (amber). on the flight guidance controller is pressed. The message
Similarly, if the ADIs or HSIs (pilot and copilot) pitch, “IAS .... KTS” is displayed with the IAS figure. This figure
roll or heading differs by 6 degrees or more, one of the can be changed by rotating the pitch thumb−wheel on the
following messages will be displayed on the advisory flight guidance controller. Selecting IAS mode will cancel
display panel: “ADI PITCH MISMATCH”, “ADI ROLL ALT, VS, go−around or glideslope modes if any of these
MISMATCH”, or “HSI HEADING MISMATCH”. were previously engaged.

Figure 12 – HDG and IAS Modes


Vertical Speed Hold (VS)
Vertical Speed Hold is engaged by pressing VS button
on the flight guidance controller.The message “VS ....
FPM” is displayed with the figure of the current vertical
speed. This figure can be changed by operating the pitch
thumb−wheel on the flight guidance controller. If IAS had
been previously selected, pressing VS would cancel IAS.
VOR and VOR APP Modes
The VOR receivers must be tuned to a VOR frequency.
VOR selection is then made by pressing VOR/LOC and
NAV pushbuttons. If heading select is not engaged at
the time VOR mode is selected, the heading mode is
automatically selected when the VOR is armed.
When armed, “VOR” message is annunciated in white
(line 3 on the advisory display panel). When VOR capture
is achieved, “VOR*” is annunciated in green (line 4 on the
advisory display panel).
When on track, the * (asterisk) will disappear.
Loss of a valid VOR nav signal for more than 30 seconds
will cause the VOR mode to disengage.
Operation of the VOR approach mode is identical to the
VOR mode, with the exception that the annunciation on
the display panel reads “VOR APP”. Capture in this mode
is achieved when the deviation bar is 175 millivolts or
less from center.

Figure 13 – Vertical Speed and VOR Modes


Localizer Mode is momentarily displayed in reverse video (green
background, black letters) together with the LOC (LOC
Localizer mode is engaged when VOR/LOC and NAV
GS*) to draw attention to the transition (arm to capture).
buttons on the flight guidance controller are engaged
and the VHF navigation receiver is tuned to a localizer When beam center is achieved, the asterisk (*) is
frequency. When engaged, “LOC” will appear in white removed (track mode). If the autopilot is engaged, the
on the advisory display panel. Capture will be achieved AFCS will automatically go into a dual HSI mode as soon
within 175 millivolts localizer bar deflection. Capture will as the aircraft altitude gets below 1200 feet, provided
be indicated on the advisory display panel by “LOC*” both LOC/GS systems are operating on the same
appearing in green (line 4). The asterisk (*) will be frequencies. Dual HSI mode is indicated by both left and
removed when the localizer bar is close to center or is right arrows being lit on the flight guidance control HSI
centered (aircraft on track). SEL button.
If BC is pressed on the flight guidance controller, back
course localizer mode is engaged. The flight director
operation is the same, except that in this mode glideslope
mode is inhibited.
Glideslope
Glideslope mode is engaged when a localizer receiver
frequency is tuned on the NAV receiver. VOR/LOC and
APP buttons are pressed on the flight guidance controller,
and the glideslope beam deviation is below capture
threshold.
Capture threshold varies according to the rate towards
intercept or closure onto the beam. The faster the rate,
the farther away from center capture will be initiated.
Selection of APP on flight guidance controller
automatically engages LOC mode.
Prior to capture “GS” is annunciated on the advisory
display panel (line 3, white). When capture is achieved,
“GS” (line 4, green) replaces the white. The “GS*”

Figure 14 – LOC and GS Modes


Touch Control Steering (TCS) The Go−Around mode may be canceled by selecting
another pitch mode or by depressing the STBY or TCS
The TCS button is used to uncouple the autopilot
pushbuttons.
servos from the aircraft controls without disengaging the
autopilot. When the TCS button is released the autopilot Autopilot Disengaged Annunciators
will hold the current pitch and roll attitude of the aircraft.
Operation of this annunciator is completely automatic.
If an air data mode is engaged such as IAS, VS or ALT
The unit monitors valid signals from flight guidance
hold, the TCS button can be used to synchronize the
computers No. 1 and No. 2 (pins 21 and 22) and a
AFCS command to a selected reference.
ground signal (pin 3) from the autopilot disengage circuits
Advisory Display Panel Reset in the GC−800 AFCS controller. The valid signals are
applied to an inverting NAND gate and under normal
The AFCS will display amber caution messages on the
operating conditions bias Q2 to a nonconducting state.
advisory display panels for certain failures or system
Loss of either valid signal (ex. one FGC computer failure)
conditions which affect the engagement status of the
will not change this condition.
AFCS. These messages are cleared by pressing the
RESET button on the advisory display panel. When Loss of both valid signals (dual failure) drives Q2 into
the AP or YD have been selected off the disengage conduction, applying 28V dc through normally closed
messages can be cleared by pressing AP DISC on either contacts of K1 to turn on the 1 − second flasher unit.
handwheel. Simultaneously the AFCS controller disconnects the
autopilot and applies a ground through pine 3 to turn
Go−Around (GA)
on Q1, which also applies 28V dc to the flasher. The
Selection of Go−Around mode is made by pressing the flasher unit switches Q3 at a 1 second rate, which in turn
GA switch located on the engine power levers. Selection operates the A/P DISENG annunciators.
of this mode will disengage the autopilot. The flight
The annunciators are turned off by pressing either
director will command a twelve degrees pitch up attitude
annunciator switch which applies 28V dc from Q2 to relay
and wings level or a ten degrees pitch up attitude and
K1. When K1 energizes, it removes voltage from the
wings level with flaps down. The “GO AROUND” and
flasher, and locks itself in the energized position until one
“WINGS LEVEL” modes are annunciated on the advisory
or both valid signals are restored.
display panel. The Heading Select mode may be selected
while in go−around to replace wings level command.

Figure 15 – TCS, GA & A/P Dis. Annunciator


Ground Maintenance Test (GMT)
Built−in Ground Maintenance Test (GMT) for the
Automatic Flight Control System is activated by switching
the FGC TEST switch located on the AFCS interface
unit. When this switch is set to TEST position (on), the
functions of the RESET, L AFCS and R AFCS switches
on the Advisory Display unit are altered to operate the
GMT procedures.
The test commences with 00, and the Advisory Display
Unit will show the test menu with the title of the test or the
LRU.
The RESET switch enables initiation of the selected test,
or clears fault messages and continues the test. The L
AFCS and R AFCS buttons select the test by moving
backward (L AFCS) or forward (R AFCS). During the
test these buttons are used to respond to the prompted
questions in the affirmative (true) or negative (false).
The test menu includes a flight fault summary and a
ground test summary.

Figure 16 – AFCS Ground Maintenance Test


YAW AXIS SERVO CONTROL
Description
The yaw damping portion of the autoflight system
provides directional stability to the aircraft in the yaw axis
and directional control for co−ordinated turns. The yaw
damper receives error signals from the AHRS, DADC and
develop correction signals that it feed to the yaw damper
actuator through the flight guidance computer.
A linear servo actuator installed between the rudder
control quadrant linkage and the rudder structure
translates the electrical outputs signal into a linear
mechanical movement to provide rudder control. The
actuator provides ram position feedback to the flight
guidance computer by means of a Linear Variable
Differential Transducer (LVDT).
The yaw damper can operate independently or in
conjunction with the automatic flight control system.
The yaw damper is engaged or disengaged by pressing
the Y/D pushbutton on the flight guidance controller.
Engaging the autopilot will simultaneously engage the
yaw damper system.

Figure 17 – Yaw Damper


AILERON SERVO CONTROL SYSTEM
Description
With the autopilot engaged, lateral steering commands
are processed through the flight guidance computer to
provide electrical inputs to the servo drive. The servo
drive motor is a permanent magnet dc motor that utilizes
a dc tachometer for rate feedback. It does not have a
position feedback transducer.
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 assembly.
Tachometer rate signals are fed back to the flight
guidance computer servo amplifier. The servo drive unit
is bolted to the aircraft structure and connected in parallel
with the aircraft primary control rigging through cables.

Figure 18 – Aileron Servo


ELEVATOR SERVO CONTROL SYSTEM
Description
With the autopilot engaged, vertical steering commands
are processed through the flight guidance computer to
provide electrical inputs to the servo drive.
The servo drive motor is a permanent magnet dc motor
that utilizes a dc tachometer for rate feedback. It does
not have a position feedback transducer. The servo drive
translates electrical inputs into the clutched rotational
mechanical output. This assembly, with a spline output
on the clutch, mates with the drum assembly. Tachometer
rate signals are fed back to the flight guidance computer
servo amplifier. The servo drive unit is bolted to the
aircraft structure and connected in parallel with the
aircraft primary control rigging through cables.

Figure 19 – Elevator Servo


ELEVATOR TRIM SERVO CONTROL ■■With the standby elevator trim switch selected to
ARM, the trim servo is controlled by either of two
SYSTEM spring loaded switches, one on the pilot’s side
Description console and one on the copilot’s side console.
The elevator trim servo consists of a motor−gearhead

that is externally mounted to a cast aluminum housing,
which contains an electric engage clutch, friction slip
clutch, bearing−supported power gear train, and motor
limit switches that can be externally adjusted.
The elevator trim servo is connected in parallel with
the two flight guidance computers through elevator trim
switching relays in the AFCS Interface box. Two standby
elevator trim switches in the cockpit allow the elevator
trim servo to be disconnected from both flight guidance
computers and provide a manual drive to the servo
Operation
The trim servo translates electrical inputs into a clutched
mechanical rotational output. A spline output on the clutch
drives a roller chain. The servo is connected in parallel to
the trim surface control rigging by the roller chain drive.
The maximum deflection of the trim tab is controlled with
limit switches, which are part of the trim servo.
There are two methods of trimming using the trim servo
motor:
■■With the autopilot engaged, vertical trim steering
commands are processed through the flight
guidance computer to provide electrical inputs to
the servo drive.

Figure 20 – Elevator Trim Servo


Dash 8 Q 200 - ATA - 22 - Autoflight

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Oct. 1 /2009 - © Jazz Air LP Page 2

FOR TRAINING PURPOSES ONLY

AUTOMATIC FLIGHT CONTROL SYSTEM ELEVATOR TRIM SERVO CONTROL SYSTEM . . 44

Oct. 1 /2009 - © Jazz Air LP Page 3

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 4

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 5

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Oct. 1 /2009 - © Jazz Air LP Page 6

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Figure 1 – AFCS Components

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 8

FOR TRAINING PURPOSES ONLY

Figure 2 – AFCS Block Diagram,

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 10

FOR TRAINING PURPOSES ONLY

Figure 3 – Flight Guidance Controller - GC801

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 12

FOR TRAINING PURPOSES ONLY

Figure 4 – GC801 Selection Switches

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 14

FOR TRAINING PURPOSES ONLY

Figure 5 – Trim Wheel & Advisory Display

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 16

FOR TRAINING PURPOSES ONLY

Figure 6 – ID 802 Modes

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 18

FOR TRAINING PURPOSES ONLY

Figure 7 – Power Supplies & Grounds (1 of 2)

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 20

FOR TRAINING PURPOSES ONLY

Figure 8 – Power Supplies & Grounds (2 OF 2)

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 22

FOR TRAINING PURPOSES ONLY

Figure 9 – AFCS Servo Power

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 24

FOR TRAINING PURPOSES ONLY

Figure 10 – AP Servo Monitor

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 26

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 28

FOR TRAINING PURPOSES ONLY

Figure 12 – HDG and IAS Modes

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 30

FOR TRAINING PURPOSES ONLY

Figure 13 – Vertical Speed and VOR Modes

FOR TRAINING PURPOSES ONLY

Oct. 1 /2009 - © Jazz Air LP Page 32

FOR TRAINING PURPOSES ONLY