Aps 80

RWAvionics & Communications
Collins
FCS-80( )
Flight Control System
installation manual
Collins General Aviation Division

Collins Divisions
Cedar Rapids, Iowa, 52498
(319) 395-1000
Rockwell
Cable COLLINRAD Cedar Rapids International
February 21, 1990
TO: HOLDERS OF COLLINS FCS-80( ) FLIGHT CONTROL SYSTEM INSTRUCTION BOOK (523-
0766515)
SIXTH EDITION HIGHLIGHTS
The attached instruction book (installation manual) completely replaces the existing book. The book was
revised to incorporate the following equipments 562C-8F/8G Yaw Damper Computer and SVL-80 Series
Actuator. All descriptions, diagrams, and tables have been updated to reflect the new equipments. The
installation section has new mating connector pin assignment diagrams and updated interconnect diagrams
and outline and mounting diagrams.
Changes to this manual have been implemented in a manner that preserves the information needed for
servicing earlier model equipment. Revised areas of text are identified with black bars in the margin.
Service bulletins (SBs) and service information letters (SILs) are not supplied with new and revised
publications. A listing of all SBs/SILs issued to date is in the General Aviation Equipment Service
Bulletin/Information Letter Index (523-0766944). Remove the SBs/SILs from your old book and add them to
the bulletins section of your new book. Discard the remainder of the old instruction book.
PUBLICATIONS DEPARTMENT
1/2
@523-0766515-00611A)
6th Edition, 21 February 1990
RWAvionics & Communications

Collins
FCS-80()
installation manual
This publication includes:
Description
FCS-80() 523-0766516
APA-80() 523-0766517
APC-80() 523-0766518
APP-80() 523-0766519
ASU-80() 523-0770790
FGC-80() 523-0766520
FGP-80()/81() 523-0766521
NAC-80/LAC-80 523-0766522
SVO-80() 523-0766523
562C-8F/8G 523-0775962
SVL-80 523-0776022
Installation
FCS-80() 523-0766524
Operation
FCS-80() 523-0766525

Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
Printed in the United States of America
© 1990 Rockwell Collins, Inc.
(FCS-80_IM_FEB_21/90)
WARNING
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information subject to the International Traffic in Arms
Regulation (ITAR) or the Export Administration Regulation (EAR) of 1979 which may not
be exported, released, or disclosed to foreign nationals inside or outside of the United
States without first obtaining an export license. A violation of the ITAR or EAR may be
subject to a penalty of up to 10 years imprisonment and a fine of up to $1,000,000 under
22 U.S.C.2778 of the Arms Export Control Act of 1976 or section 2410 of the Export
Administration Act of 1979. Include this notice with any reproduced portion of this
document.
CAUTION
The material in this publication is subject to change. Before attempting any

maintenance operation on the equipment covered in this publication, verify
that you have complete and up-to-date publications by referring to the
applicable Publications and Service Bulletin Indexes.
SOFTWARE COPYRIGHT NOTICE
© 1990 Rockwell Collins, Inc.
All Software resident in this equipment is protected by copyright.
We welcome your comments concerning this publication. Although every effort

has been made to keep it free of errors, some may occur. When reporting a
specific problem, please describe it briefly and include the publication part
number, the paragraph or figure number, and the page number.
Send your comments to: Publications Department MS 106-124
Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
or by Internet E-Mail to:
GENAVPUB@COLLINS.ROCKWELL.COM
z523-0766516-006118
ûú7l_ed_Yi#<#9ecckd_YWj_edi
9ebb_di
Collins FCS-80()
Description
Table of Contents
Paragraph Page Paragraph Page
1.1 INTRODUCTION ................................................ 1-1 1.7.1.2 VOR Mode..........................................................1-24

1.7.1.3 NAV Mode (INS, RNAV, Etc) ................................1-26
1.2 PURPOSE OF EQUIPMENT.............................. 1-1 1.7.1.4 Approach Mode (Lateral).......................................1-26
1.7.1.5 Approach Mode (Vertical) .................................1-27
1.3 EQUIPMENT SUPPLIED................................... 1-1
1.7.1.6 Air Data Hold Modes.........................................1-28
1.4 SYSTEM SPECIFICATIONS.............................. 1-7 1.7.1.7 Altitude Preselect Mode....................................1-28
1.7.2 APS-80, Autopilot Computation ..........................1-30
1.5 AIRCRAFT CONTROL AND SYSTEM 1.7.2.1 Automatic Control -- Aileron Channel .............1-30
PERFORMANCES............................................ 1-12 1.7.2.2 Automatic Control -- Elevator Channel .............1-32
1.6 FUNCTIONAL DESCRIPTION OF MODES .. 1-15 1.7.2.3 Automatic Control -- Elevator Trim .................1-33
1.6.1 Computed Modes..................................................1-15 1.7.2.4 Automatic Control -- Servo Amplifiers.............1-34
1.6.2 Autopilot Modes ...................................................1-19 1.7.3 Stability Augmentation System (SAS) ................1-35
1.6.3 Autopilot/Yaw Damper Engaging .......................1-20 1.8 SYSTEM SAFETY CONSIDERATIONS.......... 1-36
1.6.4 Autopilot Trim......................................................1-21 1.8.1 Servo Failure Protection ......................................1-36
1.6.5 Comparator and Limit Monitoring .....................1-21 1.8.2 Command Malfunction Control ...........................1-37
1.6.6 Annunciation........................................................1-21 1.8.3 Servoed Command and Attitude Displays............1-37
1.7 DETAILED DESCRIPTION OF MODES ........ 1-21 1.8.4 Status and Warning Annunciation .....................1-37
1.7.1 FGS-80 Guidance Computation ..........................1-21 1.8.5 Self-Test................................................................1-37
1.7.1.1 Heading Mode ...................................................1-24 1.8.6 Comparator Warning ...........................................1-37
NOTICE: This section replaces fifth edition dated 15 March 1987.

List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.
Page No Issue Page No Issue Page No Issue
* Title .......................................... 21 Feb 90 * 1-1 thru 1-39 .............................21 Feb 90 * 1-41 thru 1-44........................... 21 Feb 90
* List of Effective Pages.............. 21 Feb 90 * 1-40 Blank.................................21 Feb 90
RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.
REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED
1st Ed 1 Feb 77 None
2nd Ed 1 Nov 77 None
3rd Ed 15 Jul 80 None
4th Ed 15 Feb 84 None
5th Ed 15 Mar 87 None

FCS-80( ) instruction book 523-0766515
RECORD OF ADDENDUMS
INSERTION
SECTION ED/REV DATE ADDENDUM DATE
DATE/BY
FCS-80( ) Flight Control 6/0 21 Feb 90 1 25 Apr 91

System Description 2 10 Sep 91
4 30 Oct 96
APA-80( ) Autopilot Amplifier 6/0 21 Feb 90 None
Description
APC-80( ) Autopilot Computer 6/0 21 Feb 90 None
Description
APP-80( ) Autopilot Panel 5/0 15 Mar 87 None
Description
ASU-80( ) Avionics Switching 4/0 21 Feb 90 None
Unit Description
FGC-80( ) Flight Guidance 6/0 21 Feb 90 None
Computer Description
FGP-80( )/81( ) Flight 6/0 21 Feb 90 None
Guidance Panel Description
NAC-80 Vertical 5/0 21 Feb 90 None
Accelerometer and LAC-80
Lateral/Longitudinal
Accelerometer Description
SVO-80( )/8G Primary Servo 4/0 21 Feb 90 None
and 351B-6( )/7( )/8G Servo
Mount Description
562C-8F/8G Yaw Damper 1/0 21 Feb 90 None
Computer Description
SVL-80 Series Actuator 1/0 21 Feb 90 None
Description
FCS-80( ) Flight Control 6/0 21 Feb 90 3 9 Aug 93
System Installation 5 14 Jan 00
FCS-80( ) Flight Control 5/0 21 Feb 90 None
System Operation
NOTE: Addendum sheets should not be removed from a manual unless otherwise specified.
Addendum information will be incorporated in the next edition of the manual.
iii
(Follows Advisories page)
section I
description
1.1 INTRODUCTION b. Flight Guidance System (FGS)

This instruction book contains all the specifications, The FGS consists of an FGC-80( ) Flight Guid-
installation instructions, and operating procedures ance Computer, FGP-80( ) Flight Guidance
for the FCS-80 Flight Control System. Refer to the Panel, and NAC-80 Vertical Accelerometer. The
individual equipment instruction books (ie, to the system mode selection and computation of guid-
APA-80( ) instruction book, etc) for theory, mainte- ance commands for the autopilot system and for
nance, and schematics with parts lists. the ADI command bars occur in the FGC-80( ).
c. Autopilot System (APS-80)
1.2 PURPOSE OF EQUIPMENT The APS-80 consists of an APC-80( ) Autopilot
The FCS-80 is an integrated flight control system Computer, APP-80( ) Autopilot Panel, APA-80( )
designed for automatic control of high-performance Autopilot Amplifier, SVO-80( ) Primary Servo
aircraft. Versatility is designed into this system, motors, and an elevator trim motor if not pro-
allowing the equipment complement to be selected vided in the basic aircraft elevator trim system.
to meet specific customer requirements. Differences The primary function of the APS-80 is to pro-
in the system configuration will result in different cess guidance signals from the flight guidance
operation. Before discussing operational details, a system and from manual inputs by the pilot to
functional review of the equipment composing the automatically drive the aircraft control sur-
FCS-80 is necessary. faces. Controls for engagement, disengagement,
and manual pilot input to the system are made
1.3 EQUIPMENT SUPPLIED through the APP-80( ). The completely dual
FCS-80II System also contains two ASU-80
Refer to Figure 1-1 for a typical FCS-80 Flight Con-
Avionics Switching Units to ensure com-
trol System, to Figure 1-2 for a simplified block dia-
patibility between the two autopilot systems.
gram, and to Table 1-1 for a list of equipment sup-
plied. The FCS-80 can be functionally divided into d. Yaw Damper System (YDS)
the following subsystems: The YDS consists of a 562C-8F Yaw Damper
Computer and an SVO-80( ) Primary Servo. The
a. Instrument Displays
YDS provides yaw damping and turn coordina-
Instrument displays consist of FD-109 electro-
tion functions. Engagement of the YDS is from
mechanical instruments (329B-8Y Attitude Di-
the APP-80( ) Autopilot Panel. A series YDS is
rector Indicator (ADI) and 331A-9G Horizontal
also available. This system consists of a 562C-
Situation Indicator (HSI)), a 614E-22D Remote
8G Yaw Damper Computer and an SVL-80 Se-
Heading/Course Selector, and associated sen-
ries Actuator.
sors. The ADI and HSI mentioned above are the
5-inch size but a 4-inch size (FD-108 type) is e. Sensors
available. Both sizes have a variety of features. Sensors for the basic flight control system re-
The ADI presents attitude data, raw radio in- quire an attitude reference, a heading reference
formation, and steering commands. The HSI (compass), rate-of-turn sensor, navigation sen-
presents the navigation situation. Electronic in- sors, and air data components.
struments are also available which display ADI In addition to these subsystems, information is
and HSI data on high-resolution crt's. The required from the navigation systems, altitude
EHSI-74 system provides a 4-inch display of alerting panel, and logic signals from various
HSI data. The EFIS-85 system provides 5-inch aircraft systems. Refer to Table 1-2 for associ-
displays of both ADI and HSI data; the EFIS-86 ated Collins equipment and to Table 1-3 for a
provides 6-inch displays of ADI and HSI data. list of related publications.
Revised 21 February 1990 1-1

description 523-0766516
Figure 1-1. Typical FCS-80( ) Flight Control System

Figure 1-2. Typical FCS-80( ) Flight Control System,

Simplified Diagram

Table 1-1. FCS-80 Standard Systems, Equipment Supplied.
FCS-80 FCS-80II FCS-80T FCS-80

STANDARD STANDARD STANDARD STANDARD
EQUIPMENT SYSTEM SYSTEM SYSTEM SYSTEM
NO 1 NO 2 NO 3 NO 4
(FIG 2-47) (FIG 2-48) (FIG 2-49) (FIG 2-50)
3-axis AP Dual 3-axis AP 3-axis AP 2-axis AP

Dual FD-109 Dual FD-109 Single FDS-84 Dual D-109
Two mode selectors Two mode selectors Single mode selector Two mode selectors
Position turn knob Position turn knob Position turn knob Position turn knob
Digital air data Dual digital air data Digital air data Digital air data
DESCRIPTION TYPE PART NO QUANTITY QUANTITY QUANTITY QUANTITY
5-inch Flight director indicator 329B-8Y 792-6357-XXX 2 2 2

instruments Horizontal situation indicator 331A-9G 792-6091-XXX 2 2 2
with remote Remote heading and course 614E-22D 622-0142-001 1 1 1
hdg and course selector
selector
4-inch Flight director indicator ADI-84A 622-3594-XXX 1

instruments Horizontal situation indicator HSI-84 622-4151-XXX 1
Remote electronics unit REU-84A 622-4569-001 1
Computation Flight guidance computer FGC-80F 622-5224-XXX 2 2 1 2

Flight guidance computer FGC-80B 622-3106-XXX
Flight guidance panel FGP-80 622-2313-XXX 1 2 1 1
Flight guidance panel FGP-81 622-2265-XXX 1 1
Autopilot Autopilot computer APC-80 522-2901-XXX 1 2 1 1

Autopilot amplifier APA-80C 622-4248-XXX 1 2 1 1
Autopilot amplifier APA-80A 622-3108-XXX
Autopilot panel APP-80 622-0141-XXX
Autopilot panel APP-80A 622-3109-XXX 1 2 1 1
Primary servo SVO-80( ) 622-30XX-XXX 2 4 2 2
**Servo mount 351B-6( ) or 2 4 2 2
351B-7( )
*Trim servo 334D-6 or 622-0965-XXX
334D-6A 622-3260-001
Sensors Air data computer ADC-80( ) 622-XXXX-XXX 1 2 1 1

Air data control 590A-3J1 622-4393-001
Air data control 590A-3K1 622-4394-001
Airspeed sensor 590B-2 270-2196-010
Vertical reference 332D-11A 792-6694-001 2 3 1 2
Rate-of-turn sensor 345A-7B 622-0181-003 1 1 1 1
Vertical accelerometer NAC-80 229-0324-001 2 4 2 2
Yaw damper Yaw damper computer 562C-8F 622-3167-XXX 1 2 1

Primary servo SVO-80( ) 622-30XX-XXX 1 2 1
**Servo mount 351B-6( ) or 1 2 1
351B-7( )
*334D-6( ) is used on aircraft having manual trim system (no electric actuators).
**351B-6( ) or 351B-7( ) used depends on servo tie-in to flight controls.

Table 1-2. Associated Equipment.
COLLINS MODEL NO DESCRIPTION FUNCTION
51RV-2B Navigation receiver Supplies VOR and ILS deviation data
VIR-30A Navigation receiver Supplies VOR and ILS deviation data
MC-103 Magnetic compass system Supplies magnetic heading data
ALT-55 Radio altimeter system Supplies radio altitude data
DME-40 Distance measuring system Supplies serial distance data
NCS-31A Navigation control system Supplies area navigation data
Table 1-3. Related Publications.
PUBLICATION COLLINS PART NO
334C-6( ) Primary Servo and 351B-6( )/7( ) Servo Mount Overhaul Manual (with illustrated 523-0762690
parts list) (Repair Manual)
334C-9/9A/11 Primary Servo and 334D-6 Trim Servo Repair Manual 523-0767823
345A-7( ) Rate-of-Turn Sensor Overhaul Manual (with illustrated parts list) (Repair Manual) 523-0772728
390R-18/19/20 Universal Mount Assembly Instructions 523-0766506
562C-8A Yaw Damper Computer Overhaul Manual (with illustrated parts list) (Repair Man- 523-0762918
ual)
562C-8F/8G Yaw Damper Computer Instruction Book (includes SVL-80 test procedures) 523-0768367
590B-2 Airspeed Sensor Overhaul Manual (with illustrated parts list) (Repair Manual) 523-0758589
614E-22D Remote Heading and Course Selector Overhaul Manual (with illustrated parts list) 523-0763557
(Repair Manual)
ALT-55 Radio Altimeter System Instruction Book (with ALT-55B) (Repair Manual) 523-0766793
APA-80( ) Autopilot Amplifier Instruction Book (Repair Manual) 523-0766527
APC-80( ) Autopilot Computer Instruction Book (Repair Manual) 523-0766532
APP-80( ) Autopilot Panel Instruction Book (Repair Manual) 523-0766537
ASU-80( ) Avionics Switching Unit Instruction Book (Repair Manual) 523-0770789
DME-40 Distance Measuring Equipment Installation Manual 523-0764919
EHSI-74 Electronic HSI System Installation Manual 523-0772693
EFIS-85A-2a/85A(1)/86A(1) Electronic Flight Instrument System Instruction Book 523-0773337

(Installation Manual)

Table 1-3. Related Publications.
PUBLICATION COLLINS PART NO
EFIS-85B(1) Electronic Flight Instrument System Instruction Book (Installation Manual) 523-0773933
EFIS-85B(2/12)/86B(2/12) Electronic Flight Instrument System Instruction Book (Installation 523-0773940

Manual)
EFIS-85B(3/13)/86B(3/13) Electronic Flight Instrument System Instruction Book (Installation 523-0773947

Manual)
EFIS-85C(3/13)/86C(3/13) Electronic Flight Instrument System Instruction Book (Installation 523-0774694

Manual)
FCS-80 Flight Control System Ground and Flight Test Procedures 523-0770341
FCS-80 Flight Control System Pilot's Guide 523-0767260
FCS-80 II Flight Control System Pilot's Guide 523-0771206
FCS-80 Ground Test Procedures/CTS-82 Autopilot Test Set 523-0770868
FGC-80( ) Flight Guidance Computer Instruction Book (Repair Manual) 523-0766557
FGP-80( )/81( ) Flight Guidance Panel Instruction Book (Repair Manual) 523-0766542
FIS-84 Flight Instrument System Instruction Book (Installation Manual) 523-0768867
FIS-85 Flight Instrument System Instruction Book (Installation Manual) 523-0769518
HCP-85/86/87 Heading Course Panels Instruction Book (Repair Manual) 523-0769538
MC-103 Magnetic Compass System Maintenance Manual (with installation data) (Installation 523-0760338
Manual)
NAC-80 Vertical Accelerometer and LAC-80 Lateral/Longitudinal Accelerometer Instruction 523-0766547

Book (Repair Manual)
NCS-31A Navigation Control System Installation Manual 523-0767348
SVO-80( ) Primary Servo and 351B-6( )/7( ) Servo Mount Repair Manual 523-0766552
UMT-( ) Mount and Thinline II Connectors Installation Manual 523-0772277
VIR-30 Radio Navigation Instruction Book (Installation and Repair Manual) 523-0764194

1.4 SYSTEM SPECIFICATIONS description section. (The unit description sections

are located behind this system description.) Table
Table 1-4 is a list of specifications for the FCS-80 1-5 and Table 1-6 list the environmental require-
Flight Control System. For complete specifications ments for RTCA DO-138 and DO-160.
of each unit in the system, refer to the applicable
Table 1-4. Equipment Specifications.
CHARACTERISTIC SPECIFICATION
Applicable specifications FAA TSO-C9c

RTCA DO-138 (Table 1-5)
RTCA DO-160 (Table 1-6)
AS-402A/420B
Environmental specifications Conforms to:

ADI-85( ), HSI-85( ) DO-160, categories A2C1/A/PKS/EXXXXXAAAZA
APA-80( ) DO-160, categories D2AOXXXXXXABBBA
APC-80( ) DO-160, categories D2AOXXXXXXABBBA
APP-80( ) DO-160, categories A2AKXXXXXXABBBA
FGC-80( ) DO-160, categories D2AOXXXXXXABBBA
FGP-80( )/81( ) DO-160, categories A2AKXXXXXXABBBA
HCP-85/86 DO-160, categories A2C1/A/PKS/EXXXXXZAAZA
HCP-87 DO-160, categories PKS
HSI-84( ) DO-160, categories A2C1/A/PKS/EXXXXXA/BZ/AZA
NAC-80, LAC-80 DO-138, categories AANAAAXXXXXX
REU-84( ) DO-160, categories B2D1/A/JY/EXXXXXA/BZ/AZA
SVL-80 DO-160A, categories F2BREWXDXSA/BZ/A/Z/Z
SVO-80( ) DO-138, categories AASAAA EXXXXX
329B-8Y, ADI-84( ) DO-138, categories GAPAAAXXXXXX
331A-9G DO-138, categories GAPAAAXXXXXX
562C-8F/8G DO-138, categories AAOAAAXXXXXX
590A-3K DO-138, categories AAOAAAXXXXXX
614E-22D DO-138, categories GAJAXXXXXXXX
Weight and power requirements Refer to Table 1-7.
Performance data (system) Refer to Table 1-8.
Time between overhauls On condition, except for the following:
334C-6( ), 351B-6( )/7( )/8C: Inspect each servo and servo mount concurrent with each air-
craft major overhaul, rigging maintenance, or manufacturer's recommended control system
inspection period. 351B-6( )/7( )/8C servo mount performance test is recommended every
10,000 hours. Refer to 334C-6( ) and 351B-6( )/7( )8C overhaul manual (523-0762690) for
performance test procedures.
334D-6( ): Inspection and testing recommended every 1000 flight hours
345A-7( ): Bearing replacement and testing recommended every 3000 flight hours
SVL-80( ): 5000 flight hours

Table 1-5. Environmental Requirements of RTCA DO-138.
TECHNICAL STANDARD ORDER-C9c

FLIGHT CONTROL SYSTEM QUALIFICATION LEVELS
TEST UNITS
SERVO
CONTROLS ELECTRONICS ACTUATORS SENSORS
1. Temperature/altitude Cat G Cat A Cat A Cat A

Altitude Feet
Exposure +20,000 +55,000 +55,000 +55,000
Operation +15,000 +45,000 +45,000 +45,000
Overpressure –15,000 –15,000 –15,000 –15,000
Decompression +40,000 +40,000 +40,000 +40,000
High temperature ºC
Exposure +71 +71 +71 +71
Operation
Short term 30 minutes +71 +71 +71 +71
Continuous Operation +71 +55 +55 +55
Low temperature ºC
Exposure –54 –62 –62 –62
Continuous operation –15 –54 –54 –54
Temperature variation ºC –54 to +71 –54 to +71 –54 to +71 –54 to +71
Cycles 1 1 1 1
2. Humidity Cat A Cat A Cat A Cat A
Cycles 2 2 2 2
Temperature ºC +50 +50 +50 +50
Level Percent >95 >95 >95 >95
Time Hours 48 48 48 48
3. Shock
Operational
Positions 6 6 6 6
Level g 6 6 6 6
Time Milliseconds 11 11 11 11
Cycles 3 3 3 3
Crash safety
Positions 6 6 6 6
Level g 15 15 15 15
Time Milliseconds 11 11 11 11
Cycles 1 1 1 1
4. Vibration Cat J Cat O or P Cat S Cat O or N
Frequency Hz 5 to 2000 5 to 55 5 to 2000 5 to 55

Level Inches da 0.020 0.010 (0.10 for P) 0.036 0.010 (0.10 for N)
Acceleratoin, max g 3.0 1.5 10 1.5
Frequency Hz 55 to 2000 55 to 2000
Acceleration, constant g 0.25 0.25 (1.0 for N)
Time per axis Hours 1.0 1.0 1.0 1.0


TEST UNITS
SERVO
5. Power input
High variation
Voltage Ac 127 127 127 127
Voltage Dc 30.8 30.8 30.8 30.8
Frequency Hz 420 420 420 420
Low variation
Voltage Ac 103 103 103 103
Voltage Dc 25.2 25.2 25.2 25.2
Frequency Hz 380 380 380 380
Low voltage
Voltage Ac 100 100 100 100
Voltage Dc 22.4 22.4 22.4 22.4
Frequency Hz 400 400 400 400
6. Explosion NA NA Cat E NA
Gasoline/air ratio 13:1
Temperature ºC +71
Max test altitude Feet 40,000
7. Icing NA NA NA
Altitude Feet 40,000
Temperature ºC –55 to +32
Humidity Percent 95
Cycles 5
8. Dielectric strength
Voltage, operating Multiplied by 5 5 5 5
Time Seconds 5 5 5 5
9. Electromagnetic
interference
Conducted voltage Para 10 Para 10 Para 10 Para 10

transient test
Audio frequency Para 11 Para 11 Para 11 Para 11

conducted susceptibility
Audio frequency Para 12 Para 12 Para 12 Para 12

magnetic field
susceptibility
Radio frequency Para 13 Para 13 Para 13 Para 13

susceptibility


TEST UNITS
SERVO
1. Temperature/altitude Cat A2 Cat D2 Cat D2 Cat D2

Altitude operation Feet 15,000 50,000 50,000 50,000
High temp operation ºC +70 +70 +70 +70
Low temp operation ºC –15 –55 –55 –55
High temp exposure ºC +85 +85 +85 +85
Low temp exposure ºC –55 –55 –55 –55
Decompression Feet 40,000 NA NA NA
Overpressure Feet –15,000 NA NA NA
2. Humidity cycles Cat A Cat A Cat A Cat A

Temperature ºC 50 50 50 50
Level Percent 95 95 95 95
Time Hours 48 48 48 48
3. Vibration Cat K Cat R Cat O Cat O

a. Frequency Hz 5 to 2000 a. 5 to 55 a. 5 to 57 a. 5 to 55
b. Level Inches da 0.010 b. 0.010 b. 0.030 b. 0.010
c. Acceleration, max g 0.25 c. 1.5 c. NA c. 0.5
a. 55 to 2000 a. 57 to 350 a. 55 to 2000

b. NA b. NA b. NA
c. 0.5 c. 5.0 c. 0.5
a. 350 to 2000
b. 0.0008
c. NA
a. 500 to 2000
b. NA
c. 10.0
Time per axis Hours 1.0 1.0 1.0 1.0
4. Explosion Cat X Cat X Cat E Cat X

Gasoline/air ratio 13:1
Temperature ºC 71
Max test altitude Feet 50,000
5. Waterproofness Cat X Cat X Cat X Cat X
6. Hydraulic fluid Cat X Cat X Cat X Cat X
7. Sand and dust Cat X Cat X Cat X Cat X


TEST UNITS
SERVO
8. Fungus Cat X Cat X Cat X Cat X
9. Salt spray Cat X Cat X Cat X Cat X
10. Magnetic effect Cat A Cat A Cat A Cat A

Allowable deflection Degrees 1º 1º 1º 1º
Distance Meters 0.3 to 1.0 0.3 to 1.0 0.3 to 1.0 0.3 to 1.0
11. Power input Cat B Cat B Cat B Cat B

High variation
Ac voltage Volts 122 122 122 122
Frequency Hz 420 420 420 420
Dc voltage Volts 30.3 30.3 30.3 30.3
Low variation
Frequency Hz 380 380 380 380
Dc Volts 24.8 24.8 24.8 24.8
Emergency low
Frequency Hz 360/440 360/440 360/440 360/440
Dc voltage Volts 20 20 20 20
12. Voltage spikes Cat B Cat B Cat B Cat B

Dc intermittent + Volts +78 +78 +78 +78
Dc intermittent – –22 –22 –22 –22
Dc repetitive + +48 +48 +48 +48
Dc repetitive – NA NA NA NA
Ac repetitive V rms 230 peak 230 peak 230 peak 230 peak
13. Audio susceptibility Cat B Cat B Cat B Cat B

A.1 Frequency Hz 200 to 1000 200 to 1000 200 to 1000 200 to 1000
B.1 Induced voltage V rms 0.56 0.56 0.56 0.56
A.2 Frequency Hz 1000 to 15,000 1000 to 15,000 1000 to 15,000 1000 to 15,000
B.2 Induced voltage V rms 1.4 1.4 1.4 1.4
14. Electromagnetic Cat A Cat A Cat A Cat A

interference
Induced signal Para 19.0 Para 19.0 Para 19.0 Para 19.0
susceptibility
Rf susceptibility Para 20.0 Para 20.0 Para 20.0 Para 20.0
Spurious emissions Para 21.0 Para 21.0 Para 21.0 Para 21.0

Table 1-7. Weight and Power Requirements.
WEIGHT
PER UNIT
(APPROX) POWER
TYPE NO DESCRIPTION 115 V AC, VA 28 V DC, W W
kg lb MAX NOM MAX NOM LIGHTS

APA-80/80G Autopilot amplifier 2.45 5.4 24 24 130 *42 NA
APA-80A Autopilot amplifier 2.05 4.5 24 24 130 *42 NA
APA-80C/80M Autopilot amplifier 2.45 5.4 24 24 130 *42 NA
APA-80F Autopilot amplifier 2.05 4.5 24 24 130 *42 NA
APC-80/80M Autopilot computer 2.40 5.3 25 25 12 12 NA
APC-80A/F Autopilot computer 2.40 5.3 25 25 12 12 NA
APP-80/80M Autopilot panel 0.68 1.5 NA NA 40 40 **5
APP-80A Autopilot panel 0.68 1.5 NA NA 40 40 **5
ASU-80 Avionics switching unit 0.68 1.5 NA NA 25 25 NA
FGC-80A/B/M Flight guidance computer 2.72 6.0 29 29 5 5 NA
FGC-80F, G Flight guidance computer 2.77 6.1 29 29 5 5 NA
FGP-80/80M Flight guidance panel 0.45 1.0 NA NA NA NA **5
FGP-81/81A Flight guidance panel 0.23 0.5 NA NA NA NA **5
FGP-81M Flight guidance panel 0.27 0.6 NA NA NA NA **5
NAC-80/LAC-80 Accelerometer 0.32 0.7 NA NA NA NA NA
SVO-80( ) Primary servo 2.59 5.7 (From APA-80) NA
334C-6B Primary servo (yaw) 2.59 5.7 (From 562C-8F) NA
334D-6A Trim servo 1.63 3.6 NA NA 28 18 NA
351B-6( ) Primary servo mount 1.13 2.5 NA NA NA NA NA
351B-7( ) Primary servo mount 1.22 2.7 NA NA NA NA NA
329B-8Y Attitude director indicator 3.63 8.0 40 40 NA NA 8
331A-9G Horizontal situation indicator 3.4 7.5 30 30 NA NA 4
332D-11( ) Vertical reference 3.3 7.2 63 37 NA NA NA
345A-7B Rate-of-turn sensor 1.0 2.2 46 20 NA NA NA
562C-8F Yaw damper computer 1.36 3.0 14 14 60 20 NA
590A-3K Air data control 2.13 4.7 45 30 6 6 NA
614E-22D Remote heading/course selector 0.86 1.9 7 7 NA NA 6
*Servos at quiescent current

**Does not include panel annunciation
1.5 AIRCRAFT CONTROL AND SYSTEM The autopilot provides transient-free operation and
PERFORMANCES mode switching. The system is synchronized to
eliminate engage and disengage transients.
The autopilot system controls the aircraft over the
The surface and control wheel activity is kept to the
whole flight profile including cruise, climb, descent,
minimum necessary to provide good tracking and
and category I and II approaches.
stability and has the frequency and amplitude of
the control surface movement limited to a level ac-
The autopilot is capable of being engaged through-
ceptable to the aircraft crew and passengers.
out the entire flight envelope and during normal
aircraft attitudes. The autopilot engagement is in- Performance data for the basic system is detailed in
dependent of the yaw damper. Table 1-8.

Table 1-8. APS-80 Performance Data.
MODE PARAMETER VALUE
Autopilot manual Command rate Programmed

pitch command
Pitch-command limit 17 or 25º
Pitch hold ±0.25º smooth air

±1º moderate turbulence with respect to the gyro reference
Autopilot manual Roll command limit 32º

roll command
Roll rate limit 5º /second max
HDG Roll-angle limit 27º ±3º
Roll-rate limit 5º /second
Roll acceleration limit Provided by a 1-second low-pass circuit
Accuracy ±0.5º smooth air ±1º moderate turbulence with respect to heading datum
VOR Greater than 30 nmi
Beam-intercept angle limit ±90º
Roll-angle limit 27º ±3º
Roll-rate limit 5º/second
Roll acceleration limit Provided by a 1-second low-pass circuit
VOR ON-COURSE SUBMODE
Roll-angle limit 12.5º
Crosswind correction ±45º
Beam-hold accuracy 15 µA maximum averaged over a period of 10 minutes with no crosswind
APPR LOC LOC CAPTURE SUBMODE Greater than 10 nmi
Beam-intercept angle ±90º
Beam overshoots 1 maximum of less than ±25 µA when not turn limited
Roll-angle limit 27º ±3º
Roll-rate limit 5º/second
LOC ON-COURSE SUBMODE
Roll-angle limit 12.5º
Crosswind correction limit ±45º
(Cont) Localizer beam tracking Cat H limits (±25 µA)

GS SUBMODE
GS beam intercept limit ±20 to 50 µA, below 2500-ft radio altitude
GS beam overshoot ±75 µA
Pitch command limit 20º ±2º
GS beam tracking Cat II limits (±75 µA)
GA Fixed pitch-up command 0 to 15º pitch-up, adjustable
Wings level command
ALT Altitude-hold engage range –1000 to +55,000 ft
Altitude-engage first overshoot Approximately 10% of climb or descent ft/min at less than 2000 ft/min
Altitude-hold accuracy ±50 ft maximum deviation at sea level or 0.2% of altitude, whichever is
greater, nonmaneuvering
Maneuvering without aircraft ±75 feet or ±0.3%, whichever is greater, of barometric altitude error measured
configuration changes at the input to the flight computer under normal aircraft operating conditions
Maneuvering with minor air- ±125 ft or ±0.5% of altitude, whichever is greater

craft configuration changes
Change of altitude during ±75 ft or ±0.5% of altitude, whichever is greater

maximum roll angle
Altitude-hold range limits –500 to +500 ft from engaged altitude
Pitch-command limit 20º ±2º
VS VS-hold engage range 0 to ±8000 ft/min
VS-hold accuracy ±250 ft/min or 10%, whichever is greater, of the selected VS ±500 ft/min with
large power change
IAS IAS-hold engage range 100 to 500 knots
IAS-hold accuracy ±5 knots nonmaneuvering, ±10 knots in turn, during turbulence, or with rea-
sonable thrust change
MACH MACH-hold engage range 0.3 to 0.99 Mach
MACH-hold accuracy 0.01 Mach nonmaneuvering, ±0.02 Mach in turn, during turbulence, or with
reasonable thrust change

ALT Preselect capture range 0 to 50,000 ft

PRESELECT
VS capture range 8000 ft/min with Collins ADS-80( ); 4000 ft/min with Collins 590A-3( )
Capture g's 0.3 g increment maximum
1.6 FUNCTIONAL DESCRIPTION OF so that a vertical mode cannot be selected un-

MODES less a lateral mode is selected except when the
autopilot is engaged.
The following paragraphs describe the functional
operation of the system modes. Specific system con- b. 1/2-Bank Limit
figurations may result in operational differences.
These differences will be explained as they occur. Selection of 1/2 BANK causes the normal bank
Refer to the pilot's guide for precise operational de- limit in HDG, VOR LOC, or a NAV mode to be
scriptions. reduced to one-half its usual value. This func-
tion is interlocked so that selection of APPR or
1.6.1 Computed Modes capture of the localizer will clear it.
Selection of computed modes is from the FGP-80
(Figure 1-3) and from various switches on the air- Note
craft control wheel. Annunciation is on the instru-
ment panel. An alternative to the manual selection of
The FGP-80 mode buttons are push on-push off 1/2-bank limit is automatic switching using
momentary pushbuttons. Pushing a button once an altitude switch in the air data system.
causes that mode to latch and automatically clears This switch is set to operate at high alti-
any existing noncompatible modes. A lighted gull- tude. With this configuration, the 1/2 BANK
wing indicator is located above each mode button button would not be included on the FGP.
and will illuminate if all conditions for the mode
are satisfied. The gull wing is a 2-section indicator. c. Heading Mode
When a single FGP-80 is used for dual flight com-
puter control, the left half of the indicator indicates Heading mode is selected by pushing the HDG
the condition of the left system and the right half button. The heading angle is preselected by po-
for the right system. A second push of the mode sitioning the heading marker on the HSI to the
button will drop out the mode and the gull-wing desired heading. To provide smooth and accu-
indicator is turned off. Following is a description of rate control of the aircraft in heading mode un-
each of the system modes. der all flight conditions, nonlinear program-
ming is provided. Standard gains are used for
a. Basic Mode small heading changes. When a large heading
error is selected, the gain is increased using
The basic mode is when no mode is selected in true airspeed for programming the gain. This
the lateral or vertical channel. The ADI com- higher gain is used until a small heading error
mand bars will be driven out of view. When the is again present, at which time the gain is re-
autopilot is engaged, this will be the autopilot duced back to the standard gain.
manual mode allowing the pilot to manually
control the autopilot using the turn knob or d. VOR LOC Mode
pitch wheel on the autopilot panel. The basic
mode also occurs when initial power is applied VOR- or LOC-only mode is selected by pushing
or when system power is interrupted. Interlocks the VOR LOC button. The frequency tuned on the
are provided navigation receiver determines whether VOR or

Figure 1-3. FGP-80( )/81( ) Flight Guidance Panel

LOC computation will be used. Initial selection When a LOC frequency is tuned, the VOR LOC
arms the mode until a capture is sensed. In arm, mode selects LOC operation without glideslope.
the system automatically selects preselected The operation is identical to VOR operation ex-
heading and actuates the HDG and ARM annun- cept the computation gains are modified and the
ciation. The course intercept angle is selected by gains are programmed with radio altitude. The
moving the heading marker on the HSI to the de- localizer inbound course is set with the HSI
sired heading. course arrow. The intercept angle is set using the
heading marker. If radio altitude is not available
due to not having a radio altimeter installed or
The system flies heading until conditions for a
due to a radio altimeter failure, the gains are
capture are present. The capture is an adaptive
step programmed with middle marker.
type that compensates for course intercept an-
gle and distance from the station. Also, capture Back localizer operation is automatically selected
is forced immediately if VOR LOC mode is se- in VOR LOC when a localizer frequency is tuned
lected with a small radio deviation value. Dur- on the navigation receiver and the aircraft
ing capture, the amount of bank angle is kept to heading is greater than 105 degrees from the in-
the minimum required to roll out on the center bound localizer course heading. To use, the in-
line of the radio beam. After acquiring the bound (front) course is set with the HSI course
beam, the system will track it with adequate arrow and the intercept angle is controlled by the
crab angle to compensate for the crosswind, and heading marker. Gains are programmed using
annunciation will change to capture. radio altitude. The ADI expanded scale LOC de-
viation pointer and the HSI deviation bar will
The system has the capability of having the have correct display phasing. Vertical control of
VOR deviation linearized with DME distance. the aircraft is maintained using altitude hold,
During this operation, the deviation bar on the vertical speed hold, or pitch hold. A B/LOC an-
HSI presents linear rather than angular devia- nunciation is provided when a back localizer
tion. Logic is provided which causes the system mode voltage is present in the system.
to revert back to angular deviation when the
DME is invalid or as a function of external logic e. APPR Mode
such as DME hold or a pilot override if the
DME is not collocated with the VOR station. APPR mode is selected for any type of approach:
The linearization function is provided as an in- localizer/glideslope, VOR, RNAV, etc. The navi-
terconnect option and may not be activated for gation receiver frequency and external naviga-
a particular system. LIN DEV (linear deviation) tion switching determines which type of ap-
is annunciated when provided in system inter- proach will be used. The lateral operation is es-
connect wiring. sentially the same as in VOR LOC mode except
the gains are slightly tighter to give increased
When the aircraft approaches the VOR cone of con- precision during the approach. When APPR is
fusion, the radio rate is monitored, and when it is selected, the system is automatically switched to
above a prescribed level, the system will maintain selected HDG. In the same manner as VOR
selected VOR heading with crosswind correction LOC, sensing of a capture condition will cause
applied. This is essentially the longterm heading the system to turn onto the inbound course and
reference present at the time the cone was entered. to track it. Appropriate ARM and CAP annuncia-
DR (dead reckoning) will be annunciated. The tion will be displayed during this transition.
course may be changed to a new outbound course
Vertical guidance is computed from the glideslope
while in the cone. The system will command an
signal when a localizer frequency is selected.
equal heading change retaining the crosswind cor-
Glideslope capture is independent from localizer
rection present at cone entry. The system will come
capture. During a typical approach, glideslope will
out of dead reckoning approximately 2 minutes af-
normally capture after the localizer. The capture
ter cone entry or less than a minute after a VOR
can be from either above or below the beam. Prior
FROM indication is sensed and radio rate is below
to capture, the system may be flown in any of the
an acceptable value. The system will then resume
other vertical modes. When capture is sensed, the
tracking outbound on the VOR course. After cap-
vertical mode being used is automatically switched
ture, the course cut angle is limited to 45 degrees.
off. A bias signal of the

correct phase, pitch-down when below the beam when the desired flight conditions exist. The hold
and pitch-up when above the beam, is injected into reference value is established and the system
the computation to start the aircraft down the will compute commands to maintain this refer-
glidepath. ence value. Interlocks are provided to ensure
that only one mode can be selected at a time and
Glideslope gain is programmed with radio alti- that a lateral mode has been selected. (A lateral
tude. The gain is reduced as altitude decreases. mode selection is not required if the autopilot is
If a fault in the radio altimeter occurs causing engaged). Annunciation is available for each hold
the data to be invalid, a constant glideslope mode, although a particular installation may not
gain is used until middle marker where it is re- have VS hold, IAS hold, or MACH hold annunci-
duced. Appropriate GS ARM and GS CAP an- ated. Also, ALT hold annunciation may be com-
nunciation will be displayed. For both lateral bined with ALT CAPT annunciation.
and vertical modes, the system can be armed
when a flag is present but interlocks are pro- h. PITCH Hold Mode
vided to ensure that capture is inhibited when
the respective flag is showing; that is, a lateral When no vertical mode is selected and a lateral
channel capture can occur only when a NAV mode is selected, the system is in PITCH hold
valid is present and a glideslope capture when a mode. It will hold the pitch attitude that was
GS valid is present. In B/LOC mode, glideslope present when PITCH hold was selected. (When
capture is inhibited. the autopilot is engaged, this is the autopilot
manual elevator mode and the pitch hold com-
f. ALT SEL Mode putation will synchronize to the autopilot com-
mands). PITCH hold annunciation is provided.
Altitude preselect mode causes the system to Vertical sync mode may be used to modify the
capture the altitude that is set on the altitude PITCH hold reference.
alert panel. Any other vertical mode may be
selected prior to the system sensing the altitude i. Vertical Sync Mode
capture point. Before reaching the capture
Vertical sync mode is controlled by the sync
point, ALT ARM will be annunciated. At cap-
button on the aircraft control wheel. As the
ture, other vertical modes will be switched off
name implies, the reference for the specific ver-
and a command will be generated to level the
tical mode selected (excluding APPR), ALT
aircraft onto the selected altitude. The capture
hold, VS hold, IAS hold, MACH hold, and
point is adaptive and will move toward or away
PITCH hold, is synchronized to the existing
from the selected altitude as a function of the
flight conditions at the time the vertical sync
vertical speed present at capture. After capture
button is released. Vertical sync mode does not
is sensed, ALT annunciation is provided.
clear any existing mode.
If the altitude set knobs on the alert panel are j. GA Mode
moved during the capture phase, the vertical
computation will drop back to pitch hold mode. Go-around mode is selected by depressing the
When the altitude error is small, the system GA button. GA may be selected at anytime and
senses a track condition and starts tracking the will cause the autopilot to disengage. A fixed
preset altitude level. After reaching a track pitch-up, go-around command (the amount of
condition, the system will automatically provide pitch is a function of aircraft type) and a wings-
commands to compensate for altitude errors re- level command are computed. After becoming
sulting from airspeed changes, resetting of established in the go-around attitude, the
barometric setting on the altimeter, or resetting autopilot may be reengaged. Since the heading
the altitude level on the altitude alert panel. marker is not active in GA or APPR mode, the
Selection of another vertical mode after capture missed approach heading may be preset after
will clear the ALT SEL mode. selection of either. GA is cleared by selecting
any new mode. The lateral mode will continue
g. ALT, VS, IAS, and MACH Hold Modes to be wings level until a new lateral mode is
selected. A GA annunciation is provided until
Each of the air data hold modes operates identi-
GA mode is cleared.
cally. The appropriate mode button is depressed

k. Special Modes command bars are driven by the autopilot ex-

cept in APPR mode.
Specific installations may be customized to
utilize the blank mode buttons remaining on b. Vertical Guidance Mode
the controller. Generally, a spare lateral button Anytime a vertical mode is selected on the
would be used for advanced navigation systems flight guidance panel, the autopilot elevator
such as INS, RNAV, vlf, etc. Operation would channel uses the computed vertical guidance
be similar to VOR mode. The spare vertical but- command from the flight guidance system.
ton operation would depend upon the type of c. Manual Aileron Mode
navigation system used. Logic on this button
allows it to be armed similar to ALT SEL mode When there is no lateral mode selected on the
and could, therefore, be used for capture like flight guidance panel, the pilot may use the
ALT SEL. TURN knob on the APP-80( ) to manually con-
trol the aileron channel. The TURN knob may
1.6.2 Autopilot Modes be of a rate type (APP-80) or a position type
(APP-80A).
Control of the autopilot is through the APP-80( )
Autopilot Panel (Figure 1-4) and from various The rate TURN knob is identified by noting
switches on the aircraft control wheel. that the knob is spring loaded to a center detent
position. The aircraft roll rate commanded is
The APP-80( ) provides engagement control, AP proportional to the displacement of the TURN
XFR and TURB switching, and the controls for knob. Movement of the knob out of detent,
manual pilot inputs. When engaged, the autopilot when a lateral mode is selected and the
has three basic modes in each channel: guidance autopilot is engaged, will automatically clear
mode, manual mode, and autopilot sync mode. any lateral mode selected except APPR. When
a. Lateral Guidance Mode roll attitude is below 5 degrees and knob is in
detent, heading will be held. If roll is above 5
Anytime a lateral mode is selected on the flight
degrees with knob in detent, the existing roll
guidance panel, the autopilot aileron channel
attitude will be held. The autopilot may be en-
uses the computed lateral guidance command
gaged at any reasonable roll attitude. Below 5
from the flight guidance system. In this mode,
degrees, the system will go to
the ADI
Figure 1-4. App-80( ) Autopilot Panel

heading hold; between 5 and 32 degrees, the computations are not affected by AP sync but since
system will hold existing roll angle at time of the vertical sync mode and AP sync mode use a
engagement; and above 32 degrees, the system common control, the sync button, the vertical guid-
will roll back 32 degrees. ance computations will simultaneously synchronize
when the autopilot does. When the sync button is
The position TURN knob is identified by noting
released, the autopilot will return to lateral and/or
that when the knob is released, it will stay in
vertical guidance modes. In manual aileron mode
any position between the two knob stops. The
and/or manual elevator mode, AP sync effectively
bank angle commanded is proportional to knob
operates like the TURN knob and pitch wheel ex-
displacement. The lateral mode clear and
cept the pilot manually positions the aircraft, using
heading/roll hold logic are the same as the rate
the aircraft controls, to a new attitude reference.
knob. The TURN knob will not be active when
autopilot is initially engaged, when all lateral f. TURB Mode
modes are cleared, when a lateral mode is un-
Depressing the TURB mode button on the APP-
selected, after AP SYNC operation, or when AP
80( ) softens the autopilot gains to reduce aircraft
XFR is operated. The TURN knob will become
control surface movement in turbulent condi-
active when moved into and out of detent.
tions. The TURB button is an alternate action
d. Manual Elevator Mode button and a second push will turn the TURB
mode off. An interlock disables the TURB mode
When there is no vertical mode selected on the
when APPR mode is selected. An indicator above
flight guidance panel, the pilot may use the
the button illuminates when in TURB mode.
pitch wheel on the APP-80( ) to manually con-
trol the elevator channel. The pitch wheel con- g. AP XFR
trol is a rate type control, spring loaded to a
center detent position. Movement of the wheel Autopilot transfer allows the pilot to select
from detent provides a pitch rate command which flight guidance system is used to provide
proportional to the amount of wheel displace- guidance commands to the autopilot. In the
ment. The signal is programmed with true air- normal position, the guidance commands are
speed over the whole flight regime that effec- from the pilot's FGS. Pressing the AP XFR but-
tively results in equal wheel displacements at ton transfers the APS signal and monitor in-
two different flight conditions producing ap- puts to the copilot's system. An indicator above
proximately the same g loading during the the AP XFR button illuminates when trans-
pitching maneuver. ferred to the copilot's system. AP XFR is an al-
ternate action button and a second push will
If a vertical mode is selected on the flight guid- transfer the system back to the pilot. Annuncia-
ance panel, then movement of the pitch wheel tion is provided indicating a transferred condi-
will clear the mode, except in APPR. In the de- tion. The AP XFR function is not installed in
tent position, the autopilot will hold the pitch systems that do not have a copilot's flight guid-
attitude present when the wheel went to the ance computer. In this type of system, the AP
detent. The reference is changed by moving the XFR button will be missing.
wheel to get the desired pitch rate and releas-
ing it back to the detent when the desired pitch 1.6.3 Autopilot/Yaw Damper Engaging
attitude is attained. Pitch hold annunciation is The autopilot and yaw damper are engaged using
available. The autopilot may be engaged in any the engage levers on the APP-80( ). The interlocks
reasonable pitch attitude. between the two levers are dependent upon specific
e. Autopilot Sync Mode aircraft requirements. Two basic configurations are
provided: (1) a mechanical and electrical interlock
AP sync mode is controlled using the aircraft con- that allows the yaw damper to be engaged inde-
trol wheel sync button. AP sync allows the pilot to pendently from the autopilot, but requireing the
manually move the aircraft to a new reference yaw damper to be engaged anytime the autopilot is;
without disengaging the autopilot. Depressing the and (2) the autopilot and yaw damper engagement
sync button causes both the aileron and elevator are totally independent. (In the first configuration,
channels of the autopilot to synchronize. In flight a mechanical interlock simultaneously picks up the
guidance mode, lateral flight guidance

yaw damper engage lever anytime the autopilot function monitors the difference between the pilot's
lever is engaged.) and copilot's sensors; that is, compasses, vertical ref-
erences, localizer receivers, and glideslope receivers.
Each time the autopilot is engaged, a self-test se- The limit deviation sensing function monitors the
quence is activated that automatically tests safety absolute values of the pilot's localizer deviation and
critical portions of the autopilot. The autopilot en- glideslope deviation.
gage lever must be held in the up position for ap-
proximately 1 second to allow the test sequence to
Compass and attitude (pitch and roll) data are
be completed. If the self-test sequence is completed
compared continuously and are independent of
successfully and all interlocks are correct, the sys-
modes except for changing sensitivity levels. Lo-
tem will engage. If a monitored fault exists in the
calizer and glideslope comparators are active when
system, the equipment is improperly configured or
the receivers are tuned to a localizer frequency.
the aircraft is improperly configured, and the
autopilot will not engage.
When either a comparator or a limit sensor exceeds
The system will disengage automatically or may be the prescribed levels, an annunciator for that spe-
manually disengaged by the pilot. A summary of cific parameter will be illuminated. If the parame-
nonengage and disengage requirements are shown ter is a comparator type, a MASTER WARN an-
in Table 1-9. nunciator will also light. The MASTER WARN can
be reset and will remain off until a different pa-
Autopilot engage (Figure 1-18) and yaw damper rameter exceeds the prescribed limits. The individ-
engage (Figure 1-19) configurations vary with spe- ual annunciators will automatically latch when the
cific aircraft installations. Reference the appropri- signal is outside the prescribed trip level and will
ate aircraft SIL for correct configuration control. remain latched until it is reset while inside the trip
Refer to Figure 1-20 for a logic diagram of the level limit.
autopilot and yaw damper engage requirements.
1.6.4 Autopilot Trim 1.6.6 Annunciation
The autopilot automatically trims the elevator The annunciation used with the FCS-80 varies con-
when it is engaged. When the elevator is out of trim siderably depending upon the system configuration
by a prescribed amount, an out-of-trim annunciator and the specific customer requirements.
will illuminate. Should a fault occur in the autopilot Table 1-10 is a listing of annunciation showing the
trim system, a dual monitor will detect it and indi- recommended list, the comparator annunciation,
cate a trim fail condition to the pilot. In some sys- and an optional list.
tems the autopilot will be disengaged automatically
rather than showing a trim fail annunciation.
1.7 DETAILED DESCRIPTION OF MODES
Should trim runaway occur, monitors provide trim
power interrupt.
The FCS-80 Flight Control System is composed of
Provisions are made in the system to install trim four general subsystems: FIS-85 Flight Instrument
indicators for each autopilot channel. These will System, FGS-80 Flight Guidance System, APS-80
provide a direct reading of the out-of-trim condition Autopilot System, YDS-80 Yaw Damper System,
of each channel. In some systems, an annunciation and associated sensors. Following is a simplified
may be provided to indicate long-term aileron mis- description of the FGS-80 and APS-80. A functional
trim. system diagram of the FCS-80( ) system is shown in
Figure 1-21.
1.6.5 Comparator and Limit Monitoring
Installations for use under category II weather con- 1.7.1 FGS-80 Guidance Computation
ditions will use the comparator and limit monitoring
system designed into the APS-80. The two types of The following paragraphs describe in detail the spe-
functions provided are signal comparison and magni- cifics of the guidance computation. The discussion is
tude limit deviation sensing. The signal comparison function oriented rather than equipment oriented.

Table 1-9. Nonengage and Disengagement Requirements With Options
SYSTEM RESULT MANUAL AUTOMATIC FAILURE TO ENGAGE

DISENGAGE DISENGAGE
Collins Both autopilot and yaw Press emergency discon- Loss of yaw damper valid Yaw damper incorrectly
Standard damper disengage. AP DIS- nect button. Move AP and configured
ENG annunciator flashes. YD disengage levers
Reset annunciation with down.
disconnect button, GA but- Aircraft wiring incorrect
ton, or trim switch.
Open disengage button
Only autopilot disengages Move AP disengage lever Select GA mode. Any of the automatic dis-
and AP DISENG annuncia- down. engage criteria
tor flashes. Reset with
emergency disconnect but- Move manual electric trim
ton, GA button, or manual switch. Aircraft wiring incorrectly
electric trim switch. configured
Fault in servo loop circuits

APA-80 incorrectly
configured
Loss of gyro valid
APC-80 incorrectly
Loss of system power configured
Fault in engage circuits Failure to pass AP self-

test sequence
Option 1 Same as above except AP Same as standard Same as standard Same as standard
DISENG annunciator is
steady and not reset.
Option 1A Same as option 1 except AP Same as standard Same as standard Same as standard
DISENG annunciator is
reset with emergency dis-
connect button, GA button,
or trim switch.
Option 2 Same as standard Same as standard Same as standard except Same as standard
manual electric trim switch
is not active with AP en-
gaged plus AP trim failure
disengages autopilot.
Option 3 Same as standard except Same as standard except Same as standard except Same as standard
yaw damper and autopilot AP lever controls only yaw damper monitor is not
are mechanically and elec- autopilot and YD lever interlocked into AP engage
trically independent. controls only yaw damper. circuits.
Emergency disconnect
disengages both AP and
YD.

Table 1-10. FCS-80 System Annunciators
ANNUCIATOR CONDITION TO ACTIVATE COLOR
RECOMMENDED
HDG Selection of HDG mode or navigation arm Green
D/R Computations in heading memory Amber
LIN DEV Linear deviation being displayed White
V/L ARM Selection of VOR LOC mode and prior to radio beam capture Amber
V/L CAP Selection of VOR LOC mode and after radio beam capture Green
B/LOC System in back localizer mode White
ALT SEL Selection of altitude preselect mode Amber
ALT Selection of altitude hold mode or after preelect capture Green
GS ARM Selection of APPR mode prior to glideslope beam capture Amber
GS CAP Selection of APPR mode after glideslope beam capture Green
PITCH Selection of pitch hold mode Green
GA Selection of go-around mode Green
AP XFR Autopilot commands from right flight guidance computer Green
EL OUT OF TRIM Elevator servo holding torque for a period of time Amber
AP TRIM FAIL (NO. 1) Dual monitoring when elevator trim system fails or runs away when AP is Red
AP TRIM FAIL (NO. 2) engaged
AP DISENG Autopilot disengaged (flashing) Red
COMPARATOR
(FOR CAT II SYSTEM)
MASTER WARN Compass, roll, pitch, GS, or LOC difference has been exceeded. Latches. Red
Has reset capability.
LOC LIMIT When the aircraft deviates from the localizer center line by a preset Amber
amount
GS LIMIT When the aircraft deviates from the glidescope center line by a preset Amber
amount
ATT When two pitch or two roll attitude signals disagree by a present amount Amber
COMP When two compass systems disagree by a preset amount Amber
LOC When two localizer deviation signals disagree by a preset amount (nominal Amber
30 mV dc)
GS When two glideslope deviation signals disagree by a preset amount Amber

(nominal 40 mV dc)

Table 1-10. FCS-80 System Annunciators
ANNUCIATOR CONDITION TO ACTIVATE COLOR
OPTIONAL
VOR LOC Selection of VOR LOC mode Green
NAV Selection of NAV (or specific name of other NAV mode) mode Green
NAV ARM Selection of NAV mode (or specific navigation mode name ) and prior to Amber
lateral capture
NAV CAP Selection of NAV mode (or specific navigation mode name) and after lateral Green
capture
APPR Selection of APPR mode Green
IAS Selection of IAS hold mode Green
VS Selection of VS hold mode Green
MACH Selection of MACH hold mode Green
TURB Selection of autopilot turbulence mode Green
AP BANK HOLD Autopilot in bank hold when using turn knob Green
AP HDG HOLD Autopilot in heading hold when using turn knob Green
AIL OUT OF TRIM Aileron servo holding torque for a period of time Amber
YD DISENG Yaw damper disengaged Amber
YD FAIL Yaw damper failed Red
ALT ARM After altitude preselect mode and prior to capture altitude Amber
ALT TRK After altitude preselect mode and when vertical speed is less than 100 Green
ft/min
ALT CAPT After altitude preselect mode and after capture altitude is achieved White
Pilot interface to the system is through the flight signal and passed through a bank limit. The result-
guidance panel and the flight instrument controls. ing bank command signal is used by the autopilot
1.7.1.1 Heading Mode lateral channel as a command input and is also
mixed with roll latitude data to make a composite
With heading mode selected (Figure 1-5), a command lateral guidance signal for display on the attitude
is computed to capture and track the heading se- director indicator command bars.
lected using the heading marker on the horizontal
situation indicator. The selected heading error signal 1.7.1.2 VOR Mode
is the angular difference between the compass Automatic capture and tracking of a selected VOR
heading and the selected heading. The heading error course with crosswind correction is provided by the
is programmed with true airspeed to give proper FCS-80 (Figure 1-6). When VOR LOC mode is selected
gain throughout the flight regime. The programmed and the receiver is tuned to a VOR frequency, the
signal is mixed with an autopilot filter compensation guidance computation switches to the arm submode,

Figure 1-5. HDG Mode, Block Diagram
Figure 1-6. VOR Mode, Block Diagram
which uses selected heading for guidance until capture VOR deviation is programmed with DME distance
conditions occur. Captures may be made up to 90 de- to linearize the signal. This signal is monitored to
grees from the selected inbound VOR course. A cap- sense the presence of the cone of confusion and
ture/track sensor monitors radio deviation and bank then routed through a beam noise filter where it is
command levels. Depending upon the course intercept mixed with a course datum error damping signal. A
angle, distance from the station, and speed of the air- second course datum signal feed is mixed with the
craft, a turn command will be computed that will com- signal before and after a course cut limit circuit.
mand a specific minimum bank angle to turn onto the This in effect cancels course datum and ensures
course. that a maximum command will not exceed a 45-
degree course intercept angle.

After the system switches to track submode, the course (XTD) to sense capture. Crosswind correction is nor-
datum signal is washed out to remove any steady state mally disabled in this mode since it is provided by the
course error that would cause the system to parallel the navigation system. At capture, the computation
VOR course when a crosswind is present. The system switches to the roll command signal that is routed
will crab the aircraft into the wind by the correct through the bank limit and mixed with roll attitude
amount to track the center of the VOR course. data similar to heading mode.
The composite bank command signal is run through the 1.7.1.4 Approach Mode (Lateral)
bank limit and mixed with roll attitude data similar to
heading mode. When a cone of confusion is sensed, the Lateral approach mode for localizer is diagrammed in
memorized course angle with crosswind correction is Figure 1-8 The gains and filter time constants are se-
used to provide guidance commands until the aircraft lected to accommodate the specific approach geometry
has passed through the cone. The system then reverts for the navigation system used and are changed as re-
back to VOR track mode and will continue to fly out- quired to differentiate between VOR, LOC, BLOC, and
bound on the VOR course. Outbound course changes RNAV approaches. LOC deviation is programmed with
may be made while over the cone without rearming the radio altitude to allow higher gains during all of the
system. approach without jeopardizing stability. As with VOR,
selected heading is used to determine the intercept an-
1.7.1.3 NAV Mode (INS, RNAV, Etc) gle. When capture is sensed, the aircraft is guided onto
the LOC inbound course. The programmed deviation
Selection of NAV mode enables the computation signal is filtered and mixed with damping signals de-
to capture and track a selected navigation course from rived from course datum and lagged roll attitude to in-
an external navigation system. A diagram with simpli- crease tracking accuracy and response close in on the
fied switching and logic is shown in approach. As with VOR crosswind correction, course cut
Figure 1-7. Captures are made using a preselected limiting and bank limiting functions are provided. The
heading, track angle error (TAE), and crosstrack devia- localizer computation also has a roll washout feed that
tion
Figure 1-7. NAV Mode, Block Diagram

Figure 1-8. Approach Mode (Lateral), Block Diagram
eliminates long-term roll signals of up to 3 degrees to track the glidepath. This steady-state attitude is
of roll. This permits an aileron mistrim or gyro in- removed by a pitch washout circuit or by limited
stallation leveling error equivalent to 3 degrees of forward integration of the glideslope deviation sig-
roll without any resultant steady-state errors. As nal. The time constants must be selected with care to
much as 15 to 20 microamperes of beam error can maintain adequate stability and tracking accuracy.
occur if this feed were removed.
Use of normal acceleration to derive a damping sig-
Back localizer computation is similar to the front nal and programming of glideslope deviation with
course except GS capture is defeated and radio data radio altitude allows the use of much less pitch atti-
is reversed to give correct display and computation tude derived damping and increased radio gains.
phasing. This improves gust response and increases tracking
accuracy and stability while making the system less
1.7.1.5 Approach Mode (Vertical) sensitive to airspeed changes, pitch trim changes,
aircraft configuration changes, and power changes.
The glideslope is more critical that the localizer to
When very tight control of the glideslope beam tracking these parameters.
is required, the common method of using glideslope de-
viation as a position signal and pitch attitude as a Figure 1-9 shows a block diagram of the glideslope
damping signal is not adequate. One of the difficulties computation. Glideslope deviation is programmed
in obtaining the desired performance is a result of the with radio altitude from 1000 to 100 feet. The gain
position gain increasing as the aircraft approaches the is then reduced at a greater rate and is zero at 50
transmitter due to the glideslope beam angular geome- feet. If a flare computation is provided, it would
try. When pitch attitude and ground speed change, this provide commands from 50 feet to the runway.
results in deviation from the glideslope beam. The programmed glideslope signal is low pass fil-
tered to remove undesirable noise from the basic
Generally a steady-state pitch attitude other than 0 glideslope position data. A capture bias signal is
degree is required to produce a vertical descent value inserted at this point to provide an initial com-
mand (either up or down

Figure 1-9. Approach Mode (Vertical), Block Diagram.
depending on whether the capture is from above or vertical speed hold (VS), indicated airspeed hold
below the beam) to start the aircraft tracking down (IAS) and Mach hold (MACH). The air data sensor
the glidepath. The output of a forward integrator is synchronizes until one of these modes is selected.
also introduced at this point to remove long-term At that point, the sensor is locked at that reference
glideslope position errors due to any bias output level, and an error signal proportional to the devia-
from the damping signal circuits. The damping sig- tion from this reference is generated. The noise is
nal is derived from vertical acceleration and a lim- filtered from the signal and, in the case of VS and
ited amount of pitch. This signal is corrected for g ALT, programmed with true airspeed. The specific
errors in turns by mixing with processed roll data. air data mode error signal (only one vertical mode
Accelerometer installation leveling errors and bi- can be selected at a time) is mixed with an accel-
ases are removed by a long-term washout. The re- eration-derived damping signal identical to that
sulting vertical acceleration signal represents the used for glideslope. The pitch washout and pitch
proper damping signal after it is programmed with limit is also the same as glideslope.
true airspeed and mixed with derived vertical rate.
The composite acceleration damping and glideslope 1.7.1.7 Altitude Preselect Mode
signal passes through the pitch limit to form a pitch
command signal prior to mixing with pitch attitude, Altitude preselect mode is basically altitude hold
producing a vertical guidance signal for display on mode with a preselect/capture capability as shown
the ADI command bars and for autopilot com- in Figure 1-11. The altitude preselect computation
mands. The pitch signal goes through a washout to is performed by utilizing an altitude command sig-
remove tracking errors when a pitch attitude is nal derived from altitude error, which is the differ-
present. ence between barocorrected altitude from the al-
timeter and the pilot preset altitude from the pre-
1.7.1.6 Air Data Hold Modes selected panel. The system will automatically cap-
ture and track the chosen altitude on the preselect
A diagram of the air data hold modes is shown in panel from any vertical mode.
Figure 1-10. The modes include altitude hold (ALT),

Figure 1-10. Air Data Hold Modes, Block Diagram
Figure 1-11. ALT Preset Mode, Block Diagram

The capture is performed by passing the preselect can be engaged in any reasonable attitude and will
error signal through a filter to remove noise and hold heading or bank according to the preceding dis-
then to a capture/track sensor. When the correct cussion. In guidance mode, the autopilot will follow
combination of error and vertical speed occurs, the precisely the commands computed in the flight guid-
system senses capture and injects a capture profile ance computer.
command into the channel. As the aircraft ap-
proaches the selected altitude, a track condition is Figure 1-12 is a block diagram of the aileron chan-
sensed and the computation is switched to altitude nel. Switching and logic are provided internal to
track. The altitude track reference is then stored in a the system for accepting the manual command and
memory circuit that compares this stored reference guidance (bank command) inputs. With no guid-
and the actual altitude. The memory output is alti- ance mode selected, the turn knob is active. When a
tude track error and is then put through a noise fil- mode is selected on the flight guidance panel, the
ter, appropriately programmed, and mixed with the bank command input is routed to the autopilot. The
acceleration damping signal and the washed out bank command input is from either the left or right
pitch signal. There is a specific difference between guidance system depending upon the position of the
basic altitude hold mode and the altitude preselect AP XFR switch on the autopilot panel. The com-
track condition. Once altitude hold is selected, the mand signal is acceleration and rate limited to en-
altitude reference does not change. But in altitude sure that response to step and transient inputs is
preselect track, the preselect error from the preselect smooth to give passenger ride comfort. This
panel is continually monitored, programmed with smoothed signal is mixed with bank producing an
altitude, and applied to a slew rate deriver circuit. aileron steering signal.
The resulting signal updates (moves) the altitude Heading hold error is computed with heading data
error memory reference slowly. Therefore, on a long- from the compass system. Power normalization is
term basis, any changes in airspeed, baroset, etc, used to remove false rates due to power transients.
which causes the aircraft to move from the selected A synchronizer follows the heading until heading
altitude, will cause a correction error to occur so that hold mode logic stops the synchronizer providing
the altimeter reading and the preselected altitude the heading hold reference. The error between ac-
setting will agree since the aircraft will be com- tual heading and the reference is then mixed with
manded to move to this new altitude reference. derived heading rate to provide damping to the
heading hold error signal. The heading rate signal
1.7.2 APS-80, Autopilot Computation is also used to compensate for the lag in the signal
smoothing filters by mixing it ahead of the flight
The autopilot provides automatic control of the air- guidance bank limit.
craft through the aileron and elevator control sur-
faces. The specifics of this computation are dis- The bank hold synchronizer is similar in operation
cussed in the following paragraphs. to the heading hold circuit in that it synchronizes to
the actual bank until bank hold logic locks the syn-
1.7.2.1 Automatic Control -- Aileron Channel chronizer to produce a command error between the
reference bank angle and actual bank angle.
The aileron channel has two basic modes of opera-
tion: a manual command mode and a guidance mode. The command signal resulting from mixing bank
The manual command mode allows the pilot to con- with either manual commands, guidance com-
trol the autopilot using the turn knob. This knob is a mands, heading hold error, or bank hold error is
rate control; that is, it is spring loaded to a center then mixed with the programmed derived bank
detent position and the amount of roll rate com- rate damping signal. This composite command sig-
manded is proportional to the knob displacement nal is gain adjusted and programmed prior to being
from the center detent position. (A position-type turn applied to the servo amplifier inputs.
knob is available as an option.) The operation with
An autopilot synchronizing submode is selected by
the turn knob is dependent upon the bank angle at
depressing the aircraft control wheel SYNC button.
which the knob is returned to the center detent.
When this occurs, the entire aileron channel syn-
When the bank angle is greater than 5 degrees, the
chronizes by sampling the differential voltage across
system will hold that angle. When the angle is less
the primary servo motor and applying the voltage as
than 5 degrees, it will hold heading. The autopilot
positive feedback to the input of the channel. This

Figure 1-12. Aileron Channel, Block Diagram

gives the pilot a supervisory override function, al- Figure 1-13 is a diagram of the elevator channel. As
lowing the aircraft to be manually moved without with the aileron channel, the guidance input from
disengaging the system. the left or right guidance computation is a function
of the AP XFR switching. Switching transients are
1.7.2.2 Automatic Control -- Elevator Channel
eliminated with special synchronization and
The elevator channel, like the aileron, has two ba- switching circuits in the vertical guidance signal
sic modes of operation: a manual command mode path. A mode switch selects either the vertical
and a guidance mode. In the manual command guidance or pitch wheel signal. The pitch hold cir-
mode, the input is controlled by moving the pitch cuit synchronizes to the pitch attitude until pitch
wheel on the autopilot panel. This control is also a hold logic is present. At that time the pitch refer-
rate control spring loaded to a center detent. The ence is stored on the synchronizer and compared
system holds the pitch attitude when the wheel is with pitch attitude to produce the pitch hold error
returned to the detent. In the guidance mode, the signal. As with the aileron channel, elevator motor
autopilot will follow the vertical guidance signal differential voltage is mixed into the channel in AP
from the flight guidance computer. The manual SYNC mode to synchronize the channel when the
command mode is operational when no vertical pilot manually moves the aircraft with the autopi-
mode is selected on the flight guidance panel. Se- lot engaged.
lection of a vertical mode results in the elevator
channel accepting the guidance signal. The command signal is summed with power nor-
malized derived pitch rate for damping the elevator
channel and an up-elevator command signal. The
composite command signal is gain adjusted and
Figure 1-13. Elevator Channel, Block Diagram

programmed before being applied to the elevator annunciator to indicate to the pilot that the elevator
servo amplifier inputs. Up elevator is derived from has not been trimmed adequately to relieve the pri-
roll data, which is absoluted (to always produce an mary servo torque. A threshold and time delay ensure
up command), shaped, gain adjusted, and pro- that the mistrim annunciation is present only when
grammed. predetermined values are exceeded. The input to the
threshold and gain circuits controls the trim drive.
1.7.2.3 Automatic Control -- Elevator Trim
The elevator trim for the autopilot is composed of The threshold and time delay keep the system from
the trim drive circuits and independent dual trim continually trimming at low torque levels. A reference
monitors. The differential voltage across the eleva- generator is used to generate a triangular waveshape
tor primary servo is proportional to the torque be- for the trim gain and duty cycle functions. The trim
ing applied to the elevator surface. The trim system gain circuits take the elevator servo motor error volt-
automatically trims the elevator trim to reduce this age and the triangular wave and produce a pulse out-
long-term torque to zero. put proportional to the gain setting and the voltage
value. The duty cycle control is an adjustment that
Motor voltage (Figure 1-14) is simultaneously applied
controls the rate at which pulses are
to trim threshold and gain circuits and to out-of-trim
monitor. The out-of-trim monitor drives a mistrim
Figure 1-14. Elevator Trim, Block Diagram

applied to the trim circuit outputs. The trim inter- difference indicates a trim runaway. A separate
face circuits combine the delayed motor error volt- circuit determines loss of trim by monitoring that
age, the gain control signal, and the duty cycle con- the trim is running anytime motor voltage is pres-
trol to produce interlocked trim up and trim down ent. The logic outputs of these monitors are com-
drive signals to control the trim power amplifiers bined using OR logic with a maximum duty cycle
that interface into the aircraft trim system. The monitor to produce dual trim failure annunciation
interlocks are arranged so that an arm voltage and logic signals. These are displayed to the pilot to
its corresponding trim pulse will occur together. warn him of any trim faults. Monitors provide
Should a condition occur that would result in an automatic trim power interrupt should trim run-
arm voltage and the opposite trim pulse occurring away occur.
simultaneously, the trim system will shut down,
stopping the trim. 1.7.2.4 Automatic Control -- Servo Amplifiers
Identical servo amplifiers are used for both the ai-

The dual trim monitors are driven with elevator leron and elevator channels. These servo amplifiers
motor voltages that are electrically isolated from are designed to provide fail passive operation. The
each other. The design is such that no single fault fail passiveness of the servo is achieved by a dual
will cause both monitors to fail together. The trim amplifier design with appropriate monitoring as
generator output signal phase is compared with the shown in Figure 1-15.
phase of the motor voltage to determine that the
system is trimming in the correct direction. A phase During most system operations, commands to the
servo do not require servo forces up to the maximum
Figure 1-15. Fail Passive Servo, Block Diagram

torque value. The servo command for the aileron or second limit is a torque rate limit that allows addi-
elevator is connected to servo command A and tional torque to be applied at a slow rate. This allows
servo command B inputs. Since the servo amplifier large configuration changes to be controlled by the
is a dual amplifier driving the top and bottom of a higher torque available with the rate limited torque
single servo motor, the command inputs to the two without exceeding any certification requirements.
halves of the amplifier must be opposite phase to
cause a differential drive voltage to occur across the The voters are used to reduce the effects of tracking
motor. Therefore, servo command B is shown in- errors and tolerances in the servo loops. The voters
verted. The signal then goes through output also provide instantaneous hardover protection.
switches that are normally closed unless a prede- These are midvalue voters that choose the middle
termined g level in the pitch channel or a roll/roll voltage when comparing the two command inputs
rate level in the roll channel is sensed. At that and ground. The input signals to the voters are
time, the switches would open removing the com- compared to detect large discrepancies at the in-
mands from the amplifier input. The servo com- puts which would indicate that a fault condition is
mands are mixed with servo position and routed present. Should this occur, the autopilot would
through voters and torque limiters before being automatically disengage.
amplified to drive the servo motor. The motor is
mechanically connected to the dc rate generator to The response limiters and the input comparator are
supply feedback to the amplifier. critical to ensuring that the fail passive servo is
protected from upstream faults. Therefore, these
Dual rate signals from the rate generator are inde- functions are tested each time the autopilot is en-
pendently integrated to obtain servo position feed- gaged. The system will engage only if the test is
back to be summed with the command signals to passed.
close the servo loops. Rate damping is used to
shape the servo response characteristics. 1.7.3 Stability Augmentation System (SAS)
The amplifier circuit is designed to operate around A self-contained yaw damper is used to provide the
a 14-V dc level. Under normal idling conditions, yaw stability augmentation function and turn coor-
when no input is present, there is no motor current, dination. The servo amplifier/servo motor is similar
and both sides of the motor are floating at the 14-V in operation to that used in the aileron and elevator
dc reference level. This is accomplished by applying channels. It is a dual amplifier driving a dc motor
a 14-volt common mode reference and using inter- with integrated rate being used for position feed-
nal feedback to drive the output up to this refer- back. Since a usual requirement for an SAS system
ence. Since the input commands to the amplifier is that the yaw channel must be able to be trim
are of opposite polarities, a differential voltage is without disengaging, a torque washout circuit re-
created across the motor with the circuit voltage lieves the torque at the servo motor in a short pe-
gain equaling 20. It should be emphasized that riod of time. A block diagram of the yaw damper is
when the amplifier and motor are operating nor- shown in Figure 1-16.
mally, the voltage on each side of the motor will
change by the same magnitude with a common in- Yaw rate is processed to provide appropriate filtering
put, one up and one down from the 14-V reference. for the yaw damping function. This yaw damping sig-
This characteristic provides a point to monitor cir- nal is summed with an appropriately programmed
cuit operation by comparing the motor center volt- and filtered roll signal for turn coordination.
age against an external reference.
The composite damping and coordination signal is
Torque limiting is accomplished by precise control of adjusted with the channel gain to match the re-
current into the motor. Two sets of torque limiters quirements of a specific aircraft and is programmed
are provided, one set on each side of the motor. Ei- with indicated airspeed to provide optimum control
ther set will control the maximum current through over the whole flight regime.
the motor, and hence, will control maximum torque
available from the motor. In essence, there are two The yaw damper is available to drive either a stan-
types of torques being controlled by a torque limit dard rotary servo typically used in a parallel
set. One of these is a fast response low torque limit damping system or a linear actuator used in series
that is adequate for usual aircraft maneuvering. The damping systems.

Figure 1-16. Yaw Damper, Block Diagram
1.8 SYSTEM SAFETY CONSIDERATIONS There are basically three levels of safety in the
autopilot servo motor/mount for each control axis to
The FCS-80 system provides additional capability protect against jam failures. The first level of safety
in features, increased control authority, and in- is the capability to back drive the servo motor with
creased performance, while maintaining equal or manual control column force. If the servo is en-
improved safety levels over previous flight control gaged, the force required to back drive the motors
systems. The system has been thoroughly analyzed is a back torque, which just exceeds the torque lim-
and tested to ensure that the probability of an iter input to the motor. If not engaged, the servo
undetected failure resulting in a malfunction is motor can be back driven with much less manual
acceptable. control force. Should a motor or gearing jam occur,
which has been shown to be extremely remote,
1.8.1 Servo Failure Protection manual override is accomplished by manual control
input to overcome the slip clutch. This level of
The servo system is fail passive to eliminate the safety is extremely reliable. The slip clutch is de-
primary servo loop as a source of malfunctions due signed to prevent foreign objects or matter from
to internal failures in the pitch and roll axes of the reaching the slip clutch area. The slip clutch is the
flight control system. Adequate internal adjust- last device coupling the servo to the capstan and
ments are provided to allow torque and torque rate thence to the primary control cables. A third over-
levels to be set to limit the effective control surface ride capability is provided by the ability to over-
deflection. The servo loops are monitored to disen- come the engage clutch at a level above the slip
gage the autopilot when a safety critical failure clutch.
occurs.

1.8.2 Command Malfunction Control The warning outputs, when displayed, greatly re-
duce the heavy workload of the pilot during an in-
Hardovers can occur due to faults in sensors and strument approach by performing full time com-
computation upstream from the servo loop. Com- parison of the dual flight director systems.
mand input malfunctions are controlled by voters,
performance sensing, and cutout switching. In the If a significant difference exists between the sub-
elevator channel, acceleration is sensed and the systems being compared, a warning indicator lamp
command inputs are opened anytime the g level lights to indicate an out-of-tolerance condition. In-
exceeds preset values. A similar condition occurs in dividual warning lamps light to indicate which sys-
the aileron channel except a combination of roll and tem is unreliable. Master warning lamps light coin-
roll rate is used to open the aileron command in- cidentally with any subsystem warning except LOC
puts. When these inputs are opened, the control and GS LIMIT. The master warning may be reset
surface is driven toward a streamlined state. This independently of the subsystem warning lamps to
action provides the pilot adequate time to respond allow the master warning to operate when a second
while none of the certification limits are exceeded. subsystem comparison is out of tolerance.
For comparison of heading, bank, and pitch directly
1.8.3 Servoed Command and Attitude Displays at the output displays, the comparator system em-
Servoed displays provide increased torque to with- ploys bootstrap differential resolver (3¸ to 2¸) syn-
stand vibration and reduce sticking. Servos also chros on each of the instrument mechanism shafts
allow position monitoring so incorrect displays can carrying the displayed information to be compared.
be flagged. By originating comparison signals at these points,
the entire systems, including display mechanisms,
1.8.4 Status and Warning Annunciation are compared.
A differential resolver in the pilot's instrument is
Interlocks, monitors, and warnings give an imme-
energized as a transmitter, producing a 3-wire syn-
diate indication to the crew when a major problem
chro signal describing the position of the first dis-
exists. This may be in the form of flags on the in-
play. The 3-wire signal then is transmitted to the
struments, disengagement of the system, or a
similarly located differential resolver in the copi-
warning indication. Interlocks and monitors on the
lot's instrument. The second differential resolver is
modes ensure that incompatible or unreliable mode
connected as a control transformer, and its null
conditions do not occur.
winding output is a direct measure of the angular
System annunciation both for system mode condi- discrepancy between instrument displays. In addi-
tion and warning is positive and integrated into the tion, the orthogonal (maximum) output winding of
system functions. The positive annunciation is such the second unit produces a known constant (for
that all modes, monitors, and interlocks are correct small errors) voltage, which provides a monitor for
before the annunciation is activated. The annuncia- the presence of energizing power and for assuring
tion outputs are capable of controlling dual lamps circuit integrity, and power normalization to make
on both sides of the cockpit. the trip points independent of line voltage varia-
tions.
1.8.5 Self-Test
The following are basic advantages of the differen-
In the APS-80, critical safety functions are tested tial resolver comparison system:
each time the autopilot is engaged. The functions a. Only one voltage source is required, and varia-
tested include the aircraft performance limit tions in it produce only second-order effects on
circuits, monitors, accelerometers, and engage/ comparison output.
disengage circuits. The system must pass the test b. The comparison is performed directly in terms
or it will not engage. of the angular accuracy of a synchro system,
which is a specified, controlled, and measurable
1.8.6 Comparator Warning characteristic.
c. The maximum voltage output is available to dis-
The comparator warning circuit (Figure 1-17) com- tinguish between true null output and power or
pares the operation of the ILS receivers, the verti- circuit failure (a necessity in nulling comparison).
cal gyros/instruments, and the compass systems.

d. A minimum of added circuits and components and applied to a level sensor. When this amplified
is required, and an output directly related to difference signal becomes larger than a preset
discrepancy is obtained. limit, a dc warning signal is provided to light an
e. The output has a known constant relationship external warning lamp, indicating an out-of-
to the compared quantities and a constant sen- tolerance error in the information.
sitivity for all shaft positions.
The integrity of the comparator circuit is obtained
As an example, the compass channel monitors the by the use of amplifier biasing, ac tracer-type level
sine output of a differential resolver. The sine out- detectors, and a self-test function.
put is a signal proportional to the angular differ-
The level sensors used for comparing the heading
ence between the heading displayed on two course
roll, pitch, localizer, and glideslope signals are ac-
indicators. When this difference signal becomes
tually the fail-safe tracer-type comparator like the
greater than a preset limit, a dc warning voltage is
ones used to monitor the servo-amplifier operation.
provided to light an external warning lamp, indi-
Failures in this type of comparator are self-
cating a compass out-of-tolerance condition. The
monitoring. In addition, the input amplifiers and
cosine output is monitored to ensure that power is
signal conditioning chains are biased-up to provide
applied to the resolver and to take out line voltage
a common mode signal to the level sensors and thus
variations. Bank and pitch information has a simi-
failures in these circuits are also self-monitoring.
lar comparison.
Therefore, the only failures that would not be self-
The threshold for the compass comparator is modi- monitored would be the output driver stages and
fied by attitude information to allow a larger disa- the annunciator lamp itself. This circuitry and
greement if the aircraft is not in straight and level lamps will be tested when a TEST button is
flight. pressed.
The glideslope and localizer channels utilize the Additional monitoring of ILS approach performance
comparison technique to assess subsystem informa- is provided by glideslope and localizer deviation
tion quality. The two outputs of a dual navigation limit sensors, which drive warning annunciators
system are accepted as inputs to the comparison whenever specified deviations are exceeded.
circuit. The difference between these two signals is
amplified

Figure 1-17. Computer Warning, Block Diagram
Revised 21 February 1990 1-39/(1-40 blank)

Figure 1-18. FCS-80( ) Autopilot Engage and Configuration Control, Interconnect Diagram

Figure 1-19. FCS-80( ) Yaw Damper Engage and Configuration Control, Interconnect Diagram

Figure 1-20. FCS-80( ) Autopilot and Yaw Damper Engage

Requirements, Logic Diagram

Figure 1-21. FCS-80( ) Flight Control System, Functional System Diagram

z523-0766517-006118
9ebb_di
Collins APA-80()
Autopilot Amplifier
Description
Table of Contents
Paragraph Page
1.1 PURPOSE OF EQUIPMENT.................................................................................................................................. 1-1

1.2 EQUIPMENT SUPPLIED....................................................................................................................................... 1-1
1.3 EQUIPMENT SPECIFICATIONS ......................................................................................................................... 1-1

* Title .......................................... 21 Feb 90 * List of Effective Pages ..............21 Feb 90 * 1-1 thru 1-8............................... 21 Feb 90


2nd Ed 1 Nov 77 1
3rd Ed 15 Jul 80 2 thru 5
4th Ed 15 Feb 84 6 thru 8
5th Ed 15 Mar 87 9, 10

section I
description
1.1 PURPOSE OF EQUIPMENT Two circuit cards (A4 and A5) included in the APA-
80/80C/80G/80M are not in the APA-80A/80F.
The APA-80( ) Autopilot Amplifier (Figure 1-1) ac-
These two cards contain circuits to provide com-
cepts commands to drive the aircraft elevator and
parator warnings for dual compass, attitude, and
aileron servos. Circuits are provided to limit the g
ILS receiver deviation signals. These cards also
forces in the pitch axis, and also to limit the roll
provide absolute limit monitoring of ILS receiver
rate as a function of roll angle.
deviation. Inputs and outputs for these functions
interface through the center rear connector, P2. (P1
provides the interface for the elevator channel, as
P3 does for the aileron channel.)
1.2 EQUIPMENT SUPPLIED
Table 1-1 lists equipment supplied and gives a brief

description of the unit.
1.3 EQUIPMENT SPECIFICATIONS
Table 1-2 lists equipment specifications.

Figure 1-1. APA-80( ) Autopilot Amplifier
Table 1-1. Equipment Supplied.
TYPE DESCRIPTION *COLLINS PART NUMBER

APA-80 Autopilot amplifier; accepts commands to drive elevator and 622-2263-001, -002, -003, -006, -007,-009, -010, -011,
aileron servos; contains comparator warning circuits. -015, -016, -017 -018,-019, -021, -022, -023, -024, -
025, -027,-028, -029, -031, -032, -033, -035, -036
APA-80A Same as APA-80 except does not contain comparator warning 622-3108-001, -002, -003, -004, -005,-006, -007, -009,
circuits. -010, -011, -015, -016,-017, -018, -019, -021, -022, -
023, -024,-025, -027, -028, -029, -031, -032, -033,-035,
-036, -131
APA-80C Same as APA-80 with SB 2 installed; also contains radio alti- 622-4248-001, -002, -003, -006, -007,-009, -010, -011,
tude compare annunciator circuit. -015, -016, -017, -018,-019, -021, -022, -023, -024, -
025, -027,-028, -029, -031, -032, -033, -035, -036
APA-80F Same as APA-80A except provides torque programming on 622-5441-020, -026
magnitude rather than rate.
APA-80G Same as APA-80 except provides increased roll cutout hys- 622-7562-034
teresis.
APA-80M Same as APA-80C except SB 1 and SB 2 are installed (MRS). 622-3900-006
*3-digit ending of unit part number defines the unit configuration and is determined by type of aircraft.

Related documents FAA TSO-C9c; RTCA DO-160
Physical
Size 1/2-ATR, short-low unit
Weight APA-80/80C/80G/80M: 2.54 kg (5.6 lb) max

APA-80A/80F: 2.09 kg (4.6 lb) max
Mounting 1/2-ATR, short-low mount, such as Collins UMT-13 or 390R-20 Mount
Power requirements
115 V ac 400 Hz, 24 VA max
28 V dc 130 W max
Environmental Meets the following DO-160 categories: D2A0XXXXXXABBBA

(Refer to FCS-80( ) description section for details of DO-160 environmental categories.)
SIGNAL CHARACTERISTIC
ANALOG INPUTS SOURCE FORMAT SCALE ZERO LOAD COMMENT
Elev Servo (P1-2) SVO-80( ) ±Dc 67 mV/rad/s 0 V dc ∝ to SVO

Rate A (P1-9) mot speed
Elev Servo (P1-34) SVO-80( ) ±Dc 67 mV/rad/s 0 V dc ∝ to SVO

Rate B (P1-37) mot speed
Ail Servo (P3-52) SVO-80( ) ±Dc 67 mV/rad/s 0 V dc ∝ to SVO

Rate A (P3-59) mot speed
Ail Servo (P3-27) SVO-80( ) ±Dc 67 mV/rad/s 0 V dc ∝ to SVO

Rate B (P3-24) mot speed
Elev Servo + (P1-13) APC-80( ) ±Dc SVO-80: 0 V dc ∝ to cmd

Cmd A – (P1-6) 38 mV/° capstan error
or
SVO-80A:
86 mV/° capstan
or
VO-80B:
159 mV/° capstan
or
SVO-80C:
315 mV/° capstan
Elev Servo + (P1-33) APC-80( ) ±Dc Same as Elev 0 V dc ∝ to cmd

Cmd B – (P1-38) Servo Cmd A error
Ail Servo + (P3-48) APC-80( ) ±Dc Same as Elev 0 V dc ∝ to cmd

Cmd A – (P3-55) Servo Cmd A error
Ail Servo + (P3-28) APC-80( ) ±Dc Same as Elev 0 V dc ∝ to cmd

Cmd B – (P3-23) Servo Cmd A error

ANALOG INPUTS (Cont) SOURCE FORMAT SCALE ZERO LOAD COMMENT
Accel + (P1-44) NAC-80 No 1 ±Dc 2.5 V/g ∝ to vert

No 1 – (P1-43) acceleration
Accel + (P1-12) NAC-80 No 2 ±Dc 2.5 V/g ∝ to vert

No 2 – (P1-11) acceleration
Roll Data X (P3-17) Vertical Gyro 2-wire 11.8 sin ø1 V X to Y X to Y ∝ to bank

No 1 Y (P3-18) No 1 synchro, 0 V ac 181.8 kΩ angle
± phase,
400 Hz
Roll Data X (P3-53) Vertical Gyro 2-wire 11.8 sin ø2 V X to Y X to Y ∝ to bank

No 2 Y (P3-57) No 2 synchro, 0 V dc 266kΩ angle
± phase,
400 Hz
APA-80/80C/80G/80M ONLY
GS Dev +Dn (P2-21) Nav Rcvr No 1 ±Dc 150 mV full scale 0 V dc 60.2-kΩ ∝ to angular
No 1 +Up (P2-22) (0.7°) differential displacement
from beam
center
GS Dev +Dn (P2-5) Nav Rcvr No 2 ±Dc 150 mV full scale 0 V dc 60.2-kΩ ∝ to angular
No 2 +Up (P2-2) (0.7°) differential displacement
from beam
center
LOC Dev +Rt (P2-17) Nav Rcvr No 1 ±Dc 150 mV full scale 0 V dc 60.2-kΩ ∝ to angular
No 1 +Lt (P2-14) (0.7°) differential displacement
from beam
center
LOC Dev +Rt (P2-38) Nav Rcvr No 2 ±Dc 150 mV full scale 0 V dc 60.2-kΩ ∝ to angular
No 2 +Lt (P2-34) (0.7°) differential displacement
from beam
center
Sin Hdg Hi (P2-20) 331A-9G HSI ± phase, 21 sin ψdiff V 0 V ac 301 kΩ ∝ to angular
Diff Com (P2-16) No 2 400 Hz difference of
HSI rotors
Cos Hdg Hi (P2-19) 331A-9G HSI ± phase, 21 cos ψdiff V 21 V ac 20 kΩ ∝ to angular

HSI rotors
Sin Roll Hi (P2-32) 329B-8Y ADI ± phase, 21 sin øødiff V 0 V ac 123 k ∝ to angular
ADI rotors
Cos Roll Hi (P2-39) 329B-8Y ADI ± phase, 21 cos ødiff V 21 V ac 294 kΩ ∝ to angular
ADI rotors

ANALOG INPUTS (Cont) SOURCE FORMAT SCALE ZERO LOAD COMMENT
APA-80/80C/80G/80M ONLY (Cont)
Sin Pitch Hi (P2-48) 329B-8Y ADI ± phase, 21 sin θdiff V 0 V ac 123 kΩ ∝ to angular
ADI rotors
Cos Pitch Hi (P2-52) 329B-8Y ADI ± phase, 21 cos θdiff V 21 V ac 294 kΩ ∝ to angular
Diff Com (P2-55) No2 400 Hz difference of
ADI rotors
Roll Data X (P2-43) Vertical Gyro 2-wire 11.8 sin ø1 V X to Y 0 X to Y ∝ to bank
No1 Y (P2-40) No 1 synchro, V ac 200kΩ angle
± phase,
400 Hz
Pitch Data X (P2-59) Vertical Gyro 2-wire 11.8 sin θ V X to Y 0 X to Y ∝ to turn
No 1 Y (P2-60) No 1 synchro, V ac 200kΩ angle
± phase,
400 Hz
WITH SB 2
Radio Alt + (P2-44) Radio ±Dc Varies with 0 V dc 200 kΩ

No 1 – (P2-28) Altimeter No 1 source differential
APA-80C/80M ONLY
Radio Alt + (P2-51) Radio ±Dc Varies with 0 V dc 200 kΩ

No 2 – (P2-24) Altimeter No 2 source differential
LOGIC AND MONITOR INPUTS SOURCE FORMAT SCALE ZERO LOAD COMMENT
Elev Torque (P1-10) +28 V dc to activate; 48-kΩ load

Rate Prgm A
Elev Torque (P1-46) +28 V dc to activate; 48-kΩ load

Rate Prgm B
Ail Torque (P3-51) +28 V dc to activate; 48-kΩ load

Rate Prgm A
Ail Torque (P3-15) +28 V dc to activate; 48-kΩ load

Rate Prgm B
Engage (P1-17) APP-80( ) +28 V dc to engage

Mode A
Engage (P1-54) APP-80( ) +28 V dc to engage

Mode B
Pitch Test (P1-21) APP-80( ) +28 V dc to test

Input
Roll Test (P3-40) APP-80( ) +28 V dc to test

Input

(Cont)
AP Monitor A (P3-45) APC-80( ) +28 V dc when valid
AP Monitor B (P3-37) APC-80( ) +28 V dc when valid
Gyro Monitor (P3-41) Vertical Gyro +28 V dc when valid

No 1 No 1
Gyro Monitor (P3-50) Vertical Gyro +28 V dc when valid

No 2 No 2
INS Logic (SB 5) (P2-42) +28 V dc to enable
1 (P3-2) Interconnect NA
strapping
2 (P3-10)
Config 4 (P3-9)
Control
8 (P3-13)
16 (P3-6)
32 (P3-5)
LOC Freq (P2-58) Nav Rcvr No 1 +28 V dc when activated; 54-kΩ load
No 1 (+)
LOC Freq (P2-57) Nav Rcvr No 1 0 V dc when activated; 54-kΩ load

No 1 (Gnd)
LOC Freq (P2-46) Nav Rcvr No 2 +28 V dc when activated; 54-kΩ load
No 2 (+)
LOC Freq (P2-50) Nav Rcvr No 2 0 V dc when activated; 54-kΩ load

No 2 (Gnd)
Reset Switch (P2-45) APP-80( ) +28 V dc to reset
Comparator (P2-49) System ann +28 V dc to test; 51-kΩ load

Ann Test test sw
Switch (no contacts)
Approach (P2-8) FGP-80 +28 V dc when valid

Mode
Master Reset (P2-23) APP-80( ) +28 V dc to reset

(Cont)
WITH SB 2
Radio Alt Logic (P2-41) Strapping Gnd to enable

Enable (Gnd) option
Alternate Enable (P2-37) Strapping Gnd to enable

Logic (Gnd) option
Polarity Sensing (P2-33) Strapping Gnd to enable

Logic Enable (Gnd) option
ARINC Radio Alt (P2-53) Interconnect +28 V dc when altimeter is ARINC type
strapping
Back LOC (P2-54) 331A-9G HSI +28 V dc when valid; 54-kΩ load
No 1 or No 2
APA-80C/80M ONLY
Radio Alt Comp (P2-47) Interconnect Gnd to enable; 100-kΩ load

Sensitivity Change strapping
Radio Alt FCS (P2-12) Radio +28 V dc when flag is valid; 54-kΩ load
Warn No 1 Altimeter No 1
Radio Alt FCS (P2-4) Radio +28 V dc when flag is valid; 54-kΩ load
Warn No 2 Altimeter No 2
Optional Radio (P2-27) Interconnect +28 V dc to enable; 54-kΩ load

Alt Comp Enable option
POWER INPUTS SOURCE FORMAT SCALE ZERO LOAD COMMENT
115 V AC Hi (P1-19) Aircraft supply 2 A max

400 Hz Com (P1-27)
+28 V DC (P1-35) Aircraft supply 5 A max

Bus Input
+28 V DC (P3-54) Aircraft supply 5 A max

Bus Ail Pwr
Comparator (P2-18) Aircraft supply Gnd, 4 A dc max

Warn Ann
Pwr (-)

ANALOG OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD COMMENT
Elev Servo + (P1-22) SVO-80( ) 2-wire dc 9 V/A 14 V dc

Motor – (P1-45)
Ail Servo + (P3-39) SVO-80( ) 2-wire dc 9 V/A 14 V dc

Motor – (P3-16)
Elev Trim + (P1-18) APC-80( ) 2-wire dc 9 V/A 14 V dc

Signal – (P1-42)
Ail Trim + (P3-43) APC-80( ) 2-wire dc 9 V/A 14 V dc

Signal – (P3-19)
26 V AC Hi (P1-31) 400 Hz 0.25 A max
LOGIC AND MONITORING DESTINATION FORMAT SCALE ZERO LOAD COMMENT

OUTPUTS
Accel Self- (P1-47) NAC-80 No 1 +6 V dc during test, 1 mA max

Test Excit
No 1
Accel Self- (P1-55) NAC-80 No 2 +6 V dc during test, 1 mA max

Test Excit
No 2
Engage (P3-33) APP-80( ) +28 V dc if valid, 20 mA max

Enable A
Engage (P3-14) APP-80( ) +28 V dc if valid, 20 mA max

Enable B
Pitch Test (P1-39) APP-80( ) +12 V dc if valid, 1 mA max

Valid
Roll Test (P3-30) APP-80( ) +12 V dc if valid, 1 mA max

Valid
ANNUNCIATOR OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD COMMENT
GS Dev (P2-13) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Warn (-)
GS Comparator (P2-10) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Warn (-)
LOC Dev (P2-25) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Warn (-)
LOC Comparator (P2-26) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Warn (-)
Hdg Monitor (-) (P2-7) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max

ANNUNCIATOR OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD COMMENT

(Cont)
APA-80/80C/80G/80M ONLY (Cont)
Attitude (P2-31) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Monitor (-)
Master Warn (P2-11) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
(-) GND indicates reset or test in process.
WITH SB 2
Optional GS (P2-6) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Dev Warn Gnd indicates glideslope down deviation.
(+Dn) (-)
Extreme Attd (P2-9) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Warn (-) Gnd indicates excessive roll rate.
Optional (P2-9) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Master Dev Gnd indicates glideslope or localizer deviation.
(-)
Optional LOC (P2-9) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Dev Warn Gnd indicates localizer right deviation.
(+Rt) (-)
APA-80C/80M ONLY
Radio Alt (P2-3) System ann Gnd (0 to +1.5 V dc) = ann on, 320 mA max
Comp Warn Gnd indicates altimeter signals do not agree.
(-)

z523-0766518-006118
9ebb_di
Collins APC-80()
Autopilot Computer
Description
Table of Contents
Paragraph Page


Page No Issue Page No Issue
* Title .......................................... 21 Feb 90 * 1-6 Blank...................................21 Feb 90

* List of Effective Pages.............. 21 Feb 90
* 1-1 thru 1-5............................... 21 Feb 90


2nd Ed 1 Nov 77 1
5th Ed 15 Mar 87 9, 10

section I
description
1.1 PURPOSE OF EQUIPMENT translate the various sensor and control signals
into the two primary aircraft attitude commands —
The APC-80( ) Autopilot Computer (figure 1-1) pro- aileron and elevator. It includes the gain program-
vides the computation capability necessary to ming flexibility to accommodate a wide range of
aircraft flight characteristics and operational re-
quirements. The output command signals are am-
plified in the APA-80( ) Autopilot Amplifier to drive
the aircraft servos. The APC-80( ) also provides the
trim signal computation to drive the autopilot trim
system.
Table 1-1 lists the equipment supplied.
Table 1-2 lists the equipment specifications. It also

lists input and output characteristics of all interface
Figure 1-1. APC-80( ) Autopilot Computer signals.
TYPE DESCRIPTION *COLLINS PART NUMBER
APC-80 Autopilot computer 522-2901-002, -003, -007, -009, -010, -011, -

015, -016, -017, -018, -020, -021, -022, -023, -
024, -025, -028, -029, -031, -032, -033, -034, -
035, -036, -131
APC-80A Autopilot computer, same as APC-80 except that altitude program- 622-3992-006, -019
ming is added to roll acceleration. The roll low-pass filter time con-
stant is increased. When the APP-80A Autopilot Panel (with position
knob) is used, the roll low-pass filter time constant is decreased when
the knob is out of detent. The elevator mistrim annunciator threshold
is changed.
APC-80F Autopilot computer, same as APC-80 except it has different limits for 622-4964-001
aileron and elevator commands and for pitch and roll rates. Altitude
programming is added to pitch and roll acceleration and to roll rate.
The roll low-pass filter time constant is increased. When the APP-80A
Autopilot Panel (with position knob) is used, the roll low-pass filter
time constant is decreased when the knob is out of detent.
APC-80M Autopilot computer, same as APC-80 except SB 4 is installed in all 622-3899-006
APC-80M's (may not be in all other APC-80's).
*3-digit ending of unit part number defines the unit configuration and is determined by type of aircraft.

Related documents FAA TSO-C9c; RTCA DO-160
Physical
Case size 1/2-ATR short-low
Weight 2.40 kg (5.3 lb) approx
Mounting 1/2-ATR short-low mount, such as Collins UMT-13 or 390R-20 Mount
Input power requirement 115 V ac, 400 Hz, 25 VA max; +28 V dc, 12 W max
Environment Meets the following DO-160 categories: D2AOXXXXXXABBBA.

(Refer to FCS-80( ) description section for details of DO-160 environmental categories.)
ANALOG INPUTS SOURCE FORMAT SCALE ZERO LOAD
X (P2-47) Compass 3-wire synchro, 206 mV/degree Zero hdg 5 kΩ min

Hdg Y (P2-48) 400 Hz hdg, X to Y X-Y = 0 leg/leg
Z (P2-32) X-Z = 10.2 V ac
Y-Z = 10.2 V ac
X (P2-35) Vertical gyro 3-wire synchro, 206 mV/degree Zero bank 10 kΩ min
Roll Data Y (P2-31) 400 Hz roll, X to Y X-Y = 0 leg/leg
Z (P2-39) X-Z = 10.2 V ac
Y-Z = 10.2 V ac
X (P3-26) Vertical gyro 3-wire synchro, 206 mV/degree Zero pitch 10 kΩ min
Pitch Data Y (P3-22) 400 Hz pitch, X to Y X-Y = 0 leg/leg
Z (P3-18) X-Z = 10.2 V ac
Y-Z = 10.2 V ac
Bank Cmd +Rt (P2-9) FGC-80( ) No 1 ±Dc 150 mV/degree NA 10 kΩ min

No 1 +Lt (P2-6) bank
Bank Cmd +Rt (P2-5) FGC-80( ) No 2 ±Dc 150 mV/degree NA 10 kΩ min

No 2 +Lt (P2-1) bank
Vert Cmd +Up (P3-13) FGC-80( ) No 1 ±Dc 150 mV/degree NA 10 kΩ min

No 1 Com (P3-14) pitch
Vert Cmd +Up (P3-19) FGC-80( ) No 2 ±Dc 150 mV/degree NA 10 kΩ min

No 2 Com (P3-20) pitch
Roll Knob +Rt (P2-22) APP-80( ) ±Dc 1.44° bank/s/V Detent 50 kΩ min
Com (P2-21)
Pitch Knob +Up (P3-9) APP-80( ) ±Dc 0.378° pitch/ Detent 50 kΩ min
Com (P3-10) s/V
Elev Trim +Up (P3-32) APP-80( ) ±Dc Determined +14 V dc 383 kΩ min
Sig A +Dn (P3-36) by SVO-80 balanced
requirement

ANALOG INPUTS (Cont) SOURCE FORMAT SCALE ZERO LOAD
Elev Trim +Up (P3-43) APA-80( ) ±Dc +14 V dc 232 kΩ

Sig B +Dn (P3-56) balanced
Elev Trim + (P3-55) APA-80( ) ±Dc Determined 0 V = 0 rate 300 kΩ min

Gen – (P3-52) by trim servo
Ail Trim + (P2-56) SVO-80( ) ±Dc Determined 0 V = 0 torque 237 kΩ min

– (P2-60) by SVO-80( )
gearing
Roll + (P2-59) Reserved

Rate – (P2-55)
Pitch + (P3-5) Reserved

Rate – (P3-2))
ANALOG HORIZONTAL AND SOURCE FORMAT SCALE ZERO LOAD

VERTICAL VELOCITY INPUTS
TAS H (P3-45) 590A-3K +Dc 20 mV/kn 0 V = 0 kn 196 kΩ min

Sig C (P3-58)
IAS H (P3-50) 590A-3K +Dc 24 mV/kn 0 V = 0 kn 237 kΩ min

Sig C (P3-49)
Alt + (P3-34) 590A-3K +Dc 220 mV/1000 ft 0 V = 0 ft 274 kΩ min

Sig – (P3-37)
PULSE DENSITY SOURCE FORMAT SCALE ZERO LOAD

HORIZONTAL AND VERTICAL
VELOCITY INPUTS
TAS H (P3-42) ADC-80F +12-V pulse 6 V avg = 512 0 V = 0 kn 115 kΩ min

Sig C (P3-54) kn
IAS H (P3-53) ADC-80F +12-V pulse 6 V avg = 512 0 V = 0 kn 115 kΩ min

Sig C (P3-46) kn
Alt H (P3-29) ADC-80F +12-V pulse 91.5 avg mV/ 0 V = 0 ft 130 kΩ min
Sig C (P3-38) 1000 ft
MONITOR INPUTS SOURCE FORMAT SCALE ZERO LOAD
Gyro Monitor (P2-51) Vertical gyro +18 to +30 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
Ann Test (P2-12) Annunciator +18 to +30 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
Yaw + (P2-52) 562C-8F +18 to +30 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
Damper – (P2-23)

MODE AND ENGAGE LOGIC INPUTS SOURCE FORMAT SCALE ZERO LOAD
Lat No 1 (P2-45) FGC-80( ) No 1 +18 to +30 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
Cpld No 2 (P2-57) FGC-80( ) No 2
Vert No 1 (P3-1) FGC-80( ) No 1 +18 to +30 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
Cpld No 2 (P3-8) FGC-80( ) No 2
Turn + (P2-17) Strapping NA

Knob – (P2-27) option
Flaps (P3-57) +18 to +30 V dc = on, 0 to +3.5 V dc = off
Posn (P2-37) Strapping +10 to +15 V dc = on, 0 to +3.5 V dc = off; 100-kΩ load min
Knob option
Rate (P2-38) Strapping +10 to +15 V dc = on, 0 to +3.5 V dc = off; 100-kΩ load min
Knob option
Transfer (P2-4) APP-80( ) +10 to +15 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
LOC No 1 (P2-33) FGC-80( ) No 1 +10 to +15 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
Trk No 2 (P2-30) FGC-80( ) No 2
Engage A (P3-51) APP-80( ) +10 to +15 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
Mode B (P3-48)
CWS Mode (P3-12) FGC-80( ) +10 to +15 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
through
vertical sync
switch
Turb Mode (P2-8) APP-80( ) +10 to +15 V dc = on, 0 to +3.5 V dc = off; 33-kΩ load min
1 (P2-18)
2 (P2-25)
Config 4 (P2-29) Strapping NA
Control 8 (P2-41) option
16 (P2-53)
32 (P2-58)
ANALOG OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
AP Roll +Rt (P2-2) FGC-80( ) 300 mV/° roll, 50 mA max

Steering – (P2-13)
Yaw Rate +Rt (P2-19) FGC-80( ) 100 mV/°/s, 50 mA max

– (P2-28)
Elv + (P3-59) APA-80( ) ±12 V dc, + V = up, - V = down, 50 mA max

Cmd – (P3-60)
AP Elev + (P3-35) APA-80( ) 12 V dc, + = up, - = down, 50 mA max; analog determined by con-
Steering – (P3-41) figuration selected
Ail + (P2-14) APA-80( ) 12 V dc, + = right, - = left, 50 mA max

Cmd – (P2-10)

MONITOR OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
AP A(+) (P3-6) APA-80( ) 0 to +3.5 V dc = bad, +18 to +30 V dc = good, 20 mA max

Mon B(+) (P2-11)
Lat No 1 (P2-46) FGC-80( ) No 1 0 to +3.5 V dc = off, +18 to +30 V dc = good, 20 mA max

Clear No 2 (P2-49) FGC-80( ) No 2
Vert No 1 (P3-33) FGC-80( ) No 1 0 to +3.5 V dc = off, +18 to +30 V dc = good, 20 mA max

Clear No 2 (P3-47) FGC-80( ) No 2
28 V DC A (P3-24) APA-80( ) +28 V dc, 100 mA max

Mode
ANNUNCIATOR OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
Turb (P2-3) System ann 0 to +1.5 V dc = annunciator on, 320 mA max
Hdg Hold (P2-42) System ann 0 to +1.5 V dc = annunciator on, 320 mA max
Ail Mistrim (P2-43) System ann 0 to +1.5 V dc = annunciator on, 320 mA max
Elev Mistrim (P3-23) System ann 0 to +1.5 V dc = annunciator on, 320 mA max
Bank Hold (P2-50) System ann 0 to +1.5 V dc = annunciator on, 320 mA max
Elev Trim A (P3-40) System ann 0 to +1.5 V dc = annunciator on, 320 mA max
Fail B (P3-39) System ann
Transfer No 1 (P2-7) System ann 0 to +1.5 V dc = annunciator on, 320 mA max

No 2 (P2-15) System ann
SPECIAL PURPOSES DESTINATION FORMAT SCALE ZERO LOAD

OR SOURCE
Power (input) (P3-16) APP-80( ) +28 V dc (from primary)
Arm (P3-7) Autopilot trim 1A

Dn +(P3-31) interface
Elev Trim –(P3-11)
Arm (P3-27)
Up +(P3-3)
–(P3-4)
Knob Excit + (P3-25) APP-80( ) +12 V dc and -12 V dc, 100 mA max
12 V DC – (P3-30)
115 V AC H (P2-20) Aircraft source 115 V ac (105 to 125), 25 VA max

400 HZ C (P2-16)
28 V DC + (P2-24) Aircraft source +28 V dc, 12 W max

– (P2-40)
Chassis Gnd (P2-44) Aircraft bus gnd
26 V AC (P2-36) Internal 26 V ac (23 to 29)

z523-0766519-005118
5th Edition, 15 March 1987
9ebb_di
Collins APP-80()
Autopilot Panel
Description
Table of Contents
Paragraph Page

NOTICE: This section replaces fourth edition dated 15 February 1984.

* Title ......................................... 15 Mar 87 1-1................................................1 Feb 77 1-3 thru 1-5............................... 14 Feb 84

* List of Effective Pages............. 15 Mar 87 1-2...............................................15 Jul 80 * 1-6 thru 1-8.............................. 15 Mar 87


2nd Ed 1 Nov 77 1, 2
5th Ed 15 Mar 87 13. 14

section I
description
1.1 PURPOSE OF EQUIPMENT bulence) mode and AP XFR (autopilot transfer). The
AP XFR function is not used in systems with only one
The APP-80( ) Autopilot Panel (figure 1-1) provides flight guidance computer.
control of the APS-80 Autopilot System. The unit con-
tains dual autopilot and yaw damper en- 1.2 EQUIPMENT SUPPLIED
gage/disengage logic circuitry that controls the AP and
YD holding coils. This determines whether or not the Table 1-1 lists the equipment supplied with a brief
AP and YD levers will remain engaged when moved to description of the operational features.
the engage position. Manual inputs are applied by
moving the turn knob and pitch wheel. On the APP- 1.3 EQUIPMENT SPECIFICATIONS
80, both of these controls are rate controls. On the
APP-80A, the turn knob is a position control. Two Table 1-2 lists the equipment specifications.
mode buttons are provided. They select TURB (tur-
Figure 1-1. APP-80( ) Autopilot Panel (Typical)
1-1
TYPE DESCRIPTION CPN
APP-80 Fully assembled unit; uses standard rate turn knob, a gray 5-V lighting panel, 622-0141-001
AP XFR and TURB pushbuttons, interlocking engage knobs, and A1 card 601-
4191-001, -002.
APP-80 Same as -001 except engage knobs are not interlocking. 622-0141-002
APP-80 Basic unit without lighting panel. Has standard rate turn knob chassis and A1 622-0141-003
card 601-4191-001, -002.
App-80 Same as -001 except gray 28-V lighting panel. 622-0141-004
APP-80 Same as -001 except black 5-V lighting panel. 622-0141-005
TURB and blank pushbuttons, interlocking engage knobs, and A1 card 601-
4191-001, -002.
APP-80 Same as -007 except gray 28-V lighting panel. 622-0141-008
AP XFR and TURB pushbuttons, noninterlocking engage knobs, and A1 card
601-4191-101, -102.
APP-80 Fully assembled unit; uses standard rate turn knob, a black 5-V lighting panel, 622-0141-012
TURB and blank pushbuttons, noninterlocking engage knobs, and A1 card 601-
4191-101, -102.
TURB and blank pushbuttons, interlocking engage knobs, and A1 card 601-
4191-101, -102.
AP XFR and TURB pushbuttons, interlocking engage knobs, and A1 card 601-
4191-101, -102.
TURB and blank pushbuttons without lenses, interlocking engage knobs, and
A1 card 601-4191-001, -002.
APP-80 Same as -021 except TURB and AP XFR pushbuttons without lenses. 622-0141-022
1-2 Revised 15 July 1980

TURB and black pushbuttons, noninterlocking engage knobs, and A1 card 601-
4191-101, -102.
601-4191-002.
APP-80 Same as -024 except A1 card 601-4191-102. 622-0141-025
APP-80 Fully assembled unit. Uses standard rate turn knob; has gray 5-V lighting 622-0141-027
panel, FD 2 and TURB pushbuttons, noninterlocking engage knobs, and A1 card
601-4191-202.
APP-80A Fully assembled unit; uses a position turn rate turn knob, a black 28-V lighting 622-3109-001
panel, TURB and blank pushbuttons, interlocking engage knobs, and A1 card
601-4191-001, -002.
APP-80A Fully assembled unit; uses position turn knob, a gray 5-V lighting panel, AP 622-3109-002
XFR and TURB pushbuttons, interlocking engage knobs, and A1 card 601-4191-
001, -002.
APP-80A Basic unit without lighting panel. Has a position turn knob chassis and A1 card 622-3109-003
601-4191-001, -002.
APP-80A Same as -002 except gray 28-V lighting panel. 622-3109-004
APP-80A Same as -002 except black 5-V lighting panel. 622-3109-005
XFR and TURB pushbuttons, noninterlocking engage knobs, and A1 card 601-
4191-001, -002.
APP-80A Same as -010 except A1 card 601-4191-101, -102. 622-3109-011
APP-80A Fully assembled unit; uses position turn knob, a black 5-V lighting panel, TURB 622-3109-012
and blank pushbuttons, noninterlocking engage knobs, and A1 card 601-4191-
001, -002.
APP-80A Fully assembled unit; uses position turn knob, a gray 5-V lighting panel, TURB 622-3109-013
and blank pushbuttons, interlocking engage knobs, and A1 card 601-4191-101, -
102.

XFR and TURB pushbuttons, interlocking engage knobs, and A1 card 601-4191-
101, -102.
and blank pushbuttons without lenses, interlocking engage knobs, and A1 card
601-4191-001, -002.
APP-80A Same as -021 except TURB and AP XFR pushbuttons without lenses. 622-3109-022
and blank pushbuttons, noninterlocking engage knobs, and A1 card 601-4191-
101, -102.
APP-80A Fully assembled unit; uses position turn knob, a black 5-V lighting panel, AP 622-3109-024
XFR and TURB pushbuttons, noninterlocking engage knobs, and A1 card 601-
4191-002, -102.
APP-80A Same as -024 except A1 card 601-4191-102. 622-3109-025
APP-80A Fully assembled unit; uses position turn knob, a gray 5-V lighting panel, FD 2 622-3109-027
and TURB pushbuttons, noninterlocking engage knobs, and A1 card 601-4191-
202.
APP-80M Fully assembled unit; uses standard rate turn knob, a black 5-V lighting panel, 622-3901-001
601-4191-101, -102.
1-4 Revised 14 February 1984

Related documents FAA TSO-C9c, RTCA DO-160
Physical dimensions
Height 4.77 cm (1.88 in)
Width 14.50 cm (5.75 in) maximum
Length 17.35 cm (6.88 in) excluding rear connector projection
Weight APP-80/80M: 0.68 kg (1.5 lb); APP-80A: 0.73 kg (1.6 lb)
Mounting Panel mounting
Color Varies with status; refer to equipment supplied (table 1-1).
Power Requirements
Primary power +28 (±4) V dc, 40 W maximum
Lighting power +28 V ac/dc or 5 V ac/dc, 5 W maximum. Does not include panel annunciation
Environmental Meets requirements of the following DO-160 categories: A2AKXXXXXXABBBA

(Refer to FCS-80( ) description section for details of DO-160 categories.)
POWER INPUTS SOURCE FORMAT SCALE ZERO LOAD
+28 V DC (P1-7) Aircraft power 40 W maximum

Bus No. 1 bus
+28 V DC (P1-35) Aircraft power 40 W maximum

Bus No. 2 bus
-12 V DC (P1-46) APC-80( ) −12 V dc with respect to signal ground

Exc No. 1
-12 V DC (P1-45) APC-80( ) +12 V dc with respect to signal ground

Exc No. 2
Att Cmd Com (P1-33) APC-80( ) Return for ±12−V dc excitation voltage
Pwr Gnd (P1-49) Aircraft bus Common line for dc power return
Chassis Gnd (P1-26) Airframe ground Common structure ground
PANEL LIGHTING SOURCE FORMAT SCALE ZERO LOAD
+28 V dc (P2-30)
+5 V dc (P2-19) Aircraft
Dimming
Ckt
Common (P2-29)
Dim Control (P2-3) FGP-80( )
(Cont)

MODE AND ENGAGE/ SOURCE FORMAT SCALE ZERO LOAD

DISENGAGE LOGIC INPUTS
Roll Test Valid (P1-44) APC-80( ) *Plus logic to engage

Pilot Engage Latch (P1-47) APC-80( ) *Plus logic to engage
Engage Enable A (P1-50) APC-80( ) *Plus logic to engage
YD Intlk A (P1-17) *Plus logic to engage
Accel Mon No. 1 (+) (P1-32) NAC-80 No. 1 Plus 12 V logic to engage
Ext AP Diseng (P1-48) GA switch *Plus logic to disengage
No. 1 (+)
Pitch Test Valid (P1-31) APC-80( ) *Plus logic to engage
Copilot Engage (P1-30) APC-80( ) *Plus logic to engage
Latch
Engage Enable B (P1-15) APC-80( ) *Plus logic to engage
YD Intlk B (P1-16) *Plus logic to engage
Accel Mon No. 2 (+) (P1-14) NAC-80 No. 2 Plus 12 V logic to engage
Ext AP Diseng (P1-13) GA switch *Plus logic to disengage
No. 2 (+)
Approach Mode (P2-32) FGP-80( ) *Plus logic disables TURB mode
Ext Turb Defeat (P2-33 *Plus logic disables TURB mode
Ext CPLD Left (+) (P2-37) *Plus logic couples left flight guidance system
Flasher (P2-15) Pilot’s manual *Plus logic disables the flasher
Reset No. 1 trim
Flasher (P2-1) Copilot’s manual *Plus logic disables the flasher
Reset No. 2 trim
Flasher (P2-5) GA switch *Plus logic disables the flasher
Reset No. 3
Reset Strap (P2-4) Couples external flasher reset signals to reset logic
Reset Strap (P2-13)
YD Monitor (+) (P1-40) 562C-8F *High voltage (150 mA) allows YD to engage
YD Monitor Gnd (P1-41) 562C-8F *Ground (150 mA) allows YD to engage
Flasher Disable (P2-11) *Ground disables the flasher
Ann Test (P2-2) System ann *Plus logic to enable annunciators.
test switch
AP Disengage Logic (P2-6) AP disconnect Enables and disables the flasher
switch
YD +28 V DC (P1-20) Aircraft power Supplies +28 V dc to RUDDER ENGAGE CLUTCH when YAW
bus DAMPER is engaged.
YD MODE VOLT (P1-21) APC-80( ) Supplies +28 V dc used by YD Engage/Disengage Mode outputs.
*PLUS or ON logic refers to a level between 18 and 30 V dc.

*GROUND or OFF logic refers to a level between 0 and 3.5 V dc.
*The level between 3.5 and 18 V dc is undefined.
(Cont)
1-6 Revised 15 March 1987

OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
Disengage No. 1 (P1-6) APA-80( ) +28 V dc when AP is disengaged
Engage No. 1 (P1-5) APA-80( ) +28 V dc when AP is engaged
Disengage No. 2 (P1-34) APA-80( ) +28 V dc when AP is disengaged
Engage No. 2 (P1-8) APA-80( ) +28 V dc when AP is engaged
Roll Test Sig (P1-3) APA-80( ) Applies dc command signal to aileron channel during self-test
Roll Test Comm (P1-43) APA-80( ) Ground for roll test signal
Roll Test In (P1-42) FGC-80( ) +28 V dc while self-test in process

Process
Pitch Test Sig (P1-36) APA-80( ) Applies dc command signal to elevator channel during self-test
Pitch Test Comm (P1-27) APA-80( ) Ground for pitch test signal
Pitch Test In (P1-38) FGC-80( ) +28 V dc while self-test is in process

Process
Air Clutch Pwr (P1-2) SVO-80( ) +28 V dc when on and ground when off
Elev/Trim Pwr (P1-18) SVO-80( )/ +28 V dc when on and ground when off
trim svo
Rudder Engage (P1-39) SVO-80( ) +28 V dc when on and ground when off
Clutch
YD Disengage (P1-1) APA-80( ) +28 V dc when yaw damper is disengaged

Mode(+)
YD Engage Mode(+) (P1-4) APA-80( ) +28 V dc when yaw damper is engaged
CPLD Left(+) (P2-20) FGC-80( ) +28 V dc for transfer to the left side
Vert Clr Left (P2-17) FGC-80( ) +28 V dc to clear the left FGC-80( ) vertical modes
CPLD Right(+) (P2-21) FGC-80( ) +28 V dc for transfer to the right side
Vert Clr Right (P2-14) FGC-80( ) +28 V dc to clear the vertical modes from the FGC-80( ) on the
right side
Turbulence Mode (P2-31) APA-80( ) +28 V dc when TURB mode is selected
AP Disengage Ann (P2-10) System ann Provides a ground to light annunciator
YD Disengage Ann (P2-7) System ann Provides a ground to light annunciator
(Cont)
Revised 15 March 1987 1-7

SIGNAL CHARACTERISITIC
OUTPUTS (Cont) DESTINATION FORMAT SCALE ZERO LOAD
+28 V DC Mode (P1-10) Trim servo Provides +28 V dc for switching relays
Volts No. 1 interconnect
+28 V DC Mode (P1-9) Trim servo Provides +28 V dc for switching relays
Volts No. 2 interconnect
ANALOG SIGNAL OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
Manual Pitch Signal (P1-12) APC-80( ) ±Dc 0.378° pitch/s/V Detent 50kΩ min
Roll CMD Signal (P1-11) APC-80( ) ±Dc 1.44° bank/s/V Detent 50kΩ min
1-8 Revised 15 March 1987

z523-0770790-004118
9ebb_di
Collins ASU-80()
Autopilot Switching Unit
Description
Table of Contents
Paragraph Page

1.4 ASSOCIATED EQUIPMENT.................................................................................................................................. 1-1
1.5 ELECTRICAL DESCRIPTION .............................................................................................................................. 1-1
NOTICE: This section replaces third edition dated 15 March 1987.


* 1-1 thru 1-3............................... 21 Feb 90


1st Ed 1 Jan 81 1
2nd Ed 15 Feb 84 2, 3
3rd Ed 15 Mar 87 None

section I
description
1.1 PURPOSE OF EQUIPMENT 110), and three type DD 24661 straight cable
clamps (CPN 371-0148-000).
Two ASU-80's are required in an FCS-80II installa- c. Kit 634-2061-003 contains all the parts from
tion where two autopilots are used with two flight the -001 kit, plus: three mating connectors
guidance computers. Each ASU-80 provides the (DDMF-50S, CPN 371-0182-000) with floating
autopilot switching, interlock controls, and annun- bushings and three type DD 24661 straight ca-
ciation steering necessary to properly interface one ble clamps (CPN 371-0148-000).
autopilot to other aircraft systems. Note that an
ASU-80 is not required if the installation contains Crimping tool 359-8102-010 and insertion/
only one autopilot system; the number of flight extraction tool 371-8445-010 may be required
guidance computers in the aircraft is irrelevant. for the -002 kit.

1.5 ELECTRICAL DESCRIPTION
Refer to Figure 1-1 for a picture of the ASU-80 Avi-
onics Switching Unit, CPN 622-5526-001. Refer to The ASU-80 contains hermetically sealed relays.
the The relay contacts are connected through a 2-layer
printed circuit card to pins on the three DDC-50P-
FCS-80( )Flight Control System Instruction Book AA connectors. Relay functions are defined in Table
(CPN 523-0766515) for installation information. 1-2.

Caution
Table 1-1 lists the equipment specifications.
The ASU-80 has been designed to exhibit a
1.4 ASSOCIATED EQUIPMENT very high degree of functional integrity.
Nevertheless, the user must recognize that
Three mating connector kits are available. it is not practical to provide monitoring for
all conceivable system failures and, how-
a. Kit 634-2061-001 contains a mating connector ever unlikely, it is possible that erroneous
bracket and all required connector mounting hard- operation could occur without a fault indi-
ware. Connectors and cable clamps are not included. cation. It is the responsibility of the pilot to
b. Kit 634-2061-002 contains all the parts from the detect such an occurrence by means of
-001 kit, plus: three mating connectors cross-checks with redundant or correlated
(DDMAF50S- A183-F0, CPN 371-0213-100) with information available in the cockpit.
floating bushings, 150 contacts (CPN 371-0213-

Figure 1-1 . ASU-80 Avionics Switching Unit
Related documents RTCA DO-160A
Physical
Size
Height 34 mm (1.34 in) max
Width 279 mm (11.0 in) including flange
Depth 129 mm (5.08 in), plus 17-mm (0.68-in) guide pin protrusion
Mounting Rigid mount in any convenient location
Mating connectors Kit 634-2061-001: mating connector bracket, mounting hardware
Kit 634-2061-002: mating connector bracket, mounting hardware, 3 mating connectors

(DDMAF50S-A183-F0, CPN 371-0213-100), 150 contacts (CPN 371-0213-110), 3 cable clamps
(CPN 371-0148-000)
Kit 634-2061-003: mating connector bracket, mounting hardware, 3 mating connectors (DDMF-
50S, CPN 371-0182-000), 3 cable clamps (CPN 371-0148-000)
Environmental Meets the following DO-160A categories: D2B/JY/EXXXXXA/BZ/AZZ
Electrical
Power requirements
P1-27(+)/P1-7(–) ASU A +18 to +32 V dc, 25 W when switched
P3-9(+)/P3-11(–) ASU B
Relay impedance 700 ±10% ohms resistive (2 pole)

500 ±10% ohms resistive (4 pole)
Relay dropout +0.9 to +14.0 V dc (2 pole)

+2.0 to +7.0 V dc (4 pole)

RELAY CONTROL FUNCTION
K1 Linear Dev Gnd, P1-41 Switches VOR/LOC dev or linear dev analog
K2 Not used
K3 Gyro Xfr Gnd, P1-11 Switches VG roll data analogs and VG monitor/annunciator logic
K4 LOC Freq Gnd, P1-43 Switches LOC freq logic
K5 ENG A of AP 2, P1-46 Switches AP engine and AP transfer logic
K6 Reserved
K7 ENG B of AP 2, P3-10 Switches AP disconnect and trim fail A annunciator logic
K8 Trim Fail B, P2-36 Switches elevator and trim power
K9 Trim Fail A, P2-37 Switches elevator and trim power
K10 ANN TEST, P3-39 Switches linear dev annunciator logic
K11 YD MODE A, P3-36 Switches yaw damper monitor and disconnect annunciator logic
K12 YD MODE B, P3-35 Switches yaw damper monitor and disconnect annunciator logic
K13 YD MODE B, P3-35 Switches yaw damper fail annunciator logic
K14 ENG A of AP, P2-34 Switches trim fail B annunciator logic
K15 AP DISC (–) SW, P3-26 Switches AP disengage reset logic
K16 AP ENG MODE B, P3-28 Switches trim down and arm down logic
K17 AP ENG MODE B. P3-28 Switches elevator and aileron mistrim logic
K18 AP ENG MODE B, P3-28 Switches trim up and down gnd logic
K19 AP ENG MODE B, P3-28 Switches trim up and arm up logic
K20 AP ENG MODE B, P3-28 Switches AP transfer and turbulence annunciator logic
K21 AP XFR ANN< P3-48 Switches CWS and external AP disconnect no 1 logic
K22 ANN TEST, P3-39 Switches trim fail A and B logic

z523-0766520-006118
9ebb_di
Collins FGC-80()
Flight Guidance Computer
Description
Table of Contents
Paragraph Page

1.4 MECHANICAL DESCRIPTION ............................................................................................................................. 1-1

* Title .......................................... 21 Feb 90 * 1-10 Blank.................................21 Feb 90

* 1-1 thru 1-9............................... 21 Feb 90


1st Ed 1 Feb 77 1
2nd Ed 1 Nov 77 2, 3, 4
3rd Ed 15 Jul 80 5, 6, 7, 9-20;

SIL 1-78, 1-80
5th Ed 15 Mar 87 27-29, A-J,

SIL 1-82

section I
description
1.1 PURPOSE OF EQUIPMENT in the front of the unit is power supply A9. Power
supply transformer T1 and power transistors Q1
The FGC-80( ) Flight Guidance Computer, shown in
and Q2 are mounted on a bracket and are also lo-
Figure 1-1, develops vertical and lateral steering
cated in the front of the unit.
commands from external aircraft sensors. The
steering commands are used by the APC-80( ) Table 1-1. Equipment Supplied.
Autopilot Computer and the attitude director indi-
cator. The FGC-80( ) also provides mode latching, TYPE DESCRIPTION COLLINS
PART NO
mode interlock logic, annunciator outputs, monitor
logic, navigation sensor signal switching, air data FGC-80 Flight guidance computer, used 622-2256-002
with digital air data systems.
signal switching, altitude preselect, and autopilot
FGC-80 Same as 622-2256-002 except has 622-2256-003,
command outputs. different gains for some modes. –004, –007, –
066
FGC-80A Flight guidance computer, same 622-3104-001
as FGC-80 except it is used with
analog air data systems such as
the Collins 590A-3K.
FGC-80B Flight guidance computer, same 622-3106-001
as FGC-80A except the accelera-
tion gains are set by DIP
switches on card A2.
FGC-80B Same as 622-3106-001 except has 622-3106-002,
different gains for some modes. -004, -006, -
007, -009
FGC-80F Flight guidance computer, same 622-5224-001
as FGC-80 except the accelera-
tion gains are set by DIP
Figure 1-1. FGC-80( ) Flight Guidance Computer switches on card A2.
FGC-80F Same as 622-5224-001 except has 622-5224-002,
different gains for some modes. -003, -004,
1.2 EQUIPMENT SUPPLIED -005, -006,
-007, -009,
Table 1-1 lists the equipment supplied with a brief -010,-012,
description of each. -013, -014,
-015, -016,
1.3 EQUIPMENT SPECIFICATIONS -017, -018,
-019, -021,
The equipment specifications are listed in Table 1-2. -023, -024
-105
1.4 MECHANICAL DESCRIPTION FGC-80G Flight guidance computer, same 622-8630-002
as FGC-80F except glideslope
The FGC-80( ) is packaged in a 1/2-ATR short-low computation includes glideslope
case. Inside the case are eight circuit cards, A1 rate and true airspeed rate.
through A8. These cards plug into two interconnect FGC-80M Flight guidance computer, same 622-3896-001
boards, A10 and A11. These interconnect boards, as FGC-80F except it has VNAV
mode annunciator capability and
one in the front and the other at the rear of the contains SB 14 but not SB 6.
unit, provide interconnections between the cards
and interface to the three rear connectors. Located

Related documents FAA TSO-C9c, -C52a; RTCA DO-160
Physical
Case size 1/2-ATR short-low
Mounting 1/2-ATR short-low mount, such as Collins UMT-13 or 390R-20 Mount
Power requirements 115 V ac, 400 Hz, 29 VA max; +28 V dc, 5 W max
Environmental Meets the following DO-160 categories: D2AOXXXXXXABBBA. (Refer to FCS-80() de-
scription section for details of DO-160 environmental categories.)
ANALOG INPUTS SOURCE FORMAT SCALE ZERO LOAD
Pitch Data X (P1-6) Vertical gyro 2-wire 206 mV/° 0 V = 0 degree 50 kΩ

Y (P1-2) pitch
Roll Data X (P3-44) Vertical gyro 2-wire 206 mV/° 0 V = 0 degree 50 kΩ

Y (P3-40) roll
Hdg Error H (P3-8) HSI 2-wire 300 mV/° 0 V = 0 error 50 kΩ

C (P3-4)
GS Dev +Up (P1-53) VOR/LOC rcvr ±Dc 150 mV fsc 0 V = beam 10 kΩ

+Dn (P1-57) (–7 mV/°) center
Crosstrack +Lt (P3-35) Nav system ±Dc APPR = 15 0 V = beam 5 kΩ

Dev+ +Rt (P3-39) mV/mi center
APPR=75
mV/mi
Radio Dev +Lt (P3-27) NCS-31A ±Dc 150 mV fsc 0 V = beam 5 kΩ

+Rt (P3-31) LOC = 10°/ enter
mV
LOC = 2°/mV
AP Steer +R (P3-11) APC-80 ±Dc 300 mV/° roll 0 V = beam 50 kΩ

+Lt (P3-15) center
Yaw Rate +Lt (P3-53) APC-80 ±Dc 100 mV/°/s 0 V = beam 50 kΩ

+Rt (P3-54) center
To-From Sig +To (P3-43) NCS-31A ±Dc +V = To 0 V = over 50 kΩ

+From (P3-47) –V = From station
ANS-31 Bank +Rt (P3-24) NCS-31A 2-wire 393 mV/° 0 V = 0 cmd 50 kΩ

Cmd +Lt (P3-20)
DME Sig + (P3-7) DME ±Dc 40 mV/mi 0 V = 0 mi 10 kΩ

– (P3-3)
(Cont)

ANALOG INPUTS (Cont) SOURCE FORMAT SCALE ZERO LOAD
Radio Alt Sig + (P1-33) Radio altimeter Dc 20 mV/ft 0.4 V = 0 ft 50 kΩ

– (P1-37) (below 480 ft)
VNAV Dev +Up (P1-1) VNAV system ±Dc 50 mV/° cmd 0 V = 0 devia- 50 kΩ
+Dn (P1-5) tion
Course H (P3-48) HSI 2-wire 300 mV/° 0 V = 0° 50 kΩ

Datum C (P3-52)
Track Angle H (P3-56) Nav system 2-wire 300 mV/° 0 V = 0 track 50 kΩ

Error C (P3-60) error
INS Cmd H (P3-16) Nav system 2-wire 393 mV/° 0 V = 0 cmd 50 kΩ

C (P3-12)
Vert Accel + (P1-38) NAC-80 ±Dc 2.5 V/g 0V=0g 50 kΩ

– (P1-42)
ANALOG AIR DATA INPUTS SOURCE FORMAT SCALE ZERO LOAD
FGC-80A/80B ONLY
Vert Error +Up (P1-12) 590A-3K 2-wire 250 mV ac/° 0 V = 0° 50 kΩ

+Dn (P1-16) cmd
TAS Sig + (P1-32) 590A-3K Dc 20 mV/kn 0 V = 0 kn 50 kΩ

– (P1-28)
PULSE DENSITY AIR DATA SOURCE FORMAT SCALE ZERO LOAD

SIGNAL INPUTS
FGC-80/80F/80G/80M ONLY
TAS Sig + (P1-32) ADC-80( )

– (P1-28)
IAS Sig + (P1-9) ADC-80( )
– (P1-49)
Alt Sig + (P2-52) ADC-80( )
– (P2-56)
Alt Presel +Up (P1-4) ADC-80( ) Each pulse density INPUT consists of a twisted pair; each wire is
Error +Dn (P1-8) connected to a driver which can drive its wire either a nominal 0 V
or a nominal +12 V dc with respect to ground. Only one wire at a
time is driven to +12 V dc. Polarity of the error signal is defined as:
Line + at +12 V dc: positive error signal
Line – at +12 V dc: negative error signal
Vert Error +Up (P1-12) ADC-80( ) The magnitude of error is coded into the turned-on line by varying
+Dn (P1-16) the duty cycle of the error signal (up to a 50% square wave).
Vert Speed +Up (P1-20) ADC-80( )
+Dn (P1-24)
Vert Slew +Up (P1-44) ADC-80( )
+Dn (P1-48)

MONITOR INPUTS SOURCE FORMAT SCALE ZERO LOAD
Radio Alt Monitor+ (P1-25) Radio altimeter +18 to +30 V dc for valid signal
ADC Monitor 1 (+) (P1-40) ADC-80( ) 10-kHz square wave (+12 V dc) for valid signal. Connect ADC valid
or to FGC P1-40 for altitude error in inches of mercury (ADC-80F/80G
ADC Monitor 2 (+) (P2-48) ADC-80( ) and all other ADC-80( )'s without a strap from ADC J1-14 to J1-58)
or connect ADC valid to FGC P2-48 for altitude error in feet (all
ADC-80( )'s except ADC-80F/80G with a strap from ADC J1-14 to
J1-58). Do not connect both monitors; refer to ADC-80( ) SIL 2-80.
Alt Presel+ (P1-36) ADC-80( ) +12 V dc for valid signal
Vert Accel Monitor+ (P1-59) NAC-80 +12 V dc for valid signal
Gyro Monitor+ (P3-42) Vertical gyro +26 V ac for valid signal
Compass Monitor+ (P3-21) MC-103 com- +26 V ac for valid signal

pass
GS Hi-Level Flag+ (P2-38) VOR/LOC rcvr +28 V dc for valid signal
AP Test+ (P1-23) APP-80/80A +28 V dc for valid signal
DME Flag+ (P3-59) DME +28 V dc for valid signal
Nav Flag+ (P3-22) NCS-31A +28 V dc for valid signal
Alt Track+ (P1-29) 590A-3K +28 V dc for valid signal
Vert Monitor+ (P1-31) 590A-3K +28 V dc for valid signal
VNAV Monitor+ (P2-22) VNAV system +28 V dc for valid signal
Time Constant Control (P1-21) 590A-3K +28 V dc for valid signal
MODE AND ENGAGE LOGIC INPUTS SCOURCE FORMAT SCALE ZERO LOAD
Mach Select+ (P2-14) FGP-80( )
VS Select+ (P2-21) FGP-80( )
IAS Select+ (P2-37) FGP-80( )
Alt Hold Sel+ (P2-42) FGP-80( )
Appr Select+ (P3-13) FGP-80( ) +28 V dc is momentarily applied from FGP-80 when mode is se-
lected. +28 V dc is applied to FGP-80 on SAME WIRE when mode
latches on.
VOR/LOC Select+ (P3-26) FGP-80( )
Hdg Select+ (P3-34) FGP-80( )
Nav A Select+ (P3-46) FGP-80( )
Nav B Select+ (P2-28) FGP-80( )
(Cont)

MODE AND ENGAGE LOGIC SOURCE FORMAT SCALE ZERO LOAD

INPUTS (Cont)
AC Middle Marker (P1-17) 51Z-4 3.5 V ac, 400 Hz
DC Middle Marker (P1-13) VOR/LOC rcvr +5 V dc
LOC Freq+ (P2-12) VOR/LOC rcvr +18 to +30 V dc = on; 0 to +3.5 V dc = off
Alt Presel+ (P2-26) FGP-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
Vert Select+ (P2-29) FGP-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
Back LOC+ (P2-16) HSI +18 to +30 V dc = on; 0 to +3.5 V dc = off
Engage Volts+ (P2-11) APC-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
RNAV Valid+ (P2-20) NCS-31A +18 to +30 V dc = on; 0 to +3.5 V dc = off
AP Str Mode+ (P2-18) APP-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
GA Select+ (P3-5) System GA +18 to +30 V dc = on; 0 to +3.5 V dc = off

switch
Annunciator Test+ (P3-6) System annun +18 to +30 V dc = on; 0 to +3.5 V dc = off
test switch
Lat Select+ (P3-14) FGP-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
1/2 Bank Limit (P2-36) ADC-80( ) or +18 to +30 V dc = on; 0 to +3.5 V dc = off
FGP-80
Vert Sync+ (P2-58) Sync switch +18 to +30 V dc = on; 0 to +3.5 V dc = off
Roll Cmd Enable+ (P3-50) Optional +18 to +30 V dc = on; 0 to +3.5 V dc = off
Vert Clear+ (P2-46) APC-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
Lat Take Cmd+ (P3-9) APC-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
Alt Presel Knob-In- (P1-41) Preselector +18 to +30 V dc = on; 0 to +3.5 V dc = off
Motion
Vert Mode+ (P1-27) 590A-3K +18 to +30 V dc = on; 0 to +3.5 V dc = off
VNAV Mode+ (P2-5) FGP-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
VNAV Select+ (P2-6) FGP-80( ) +18 to +30 V dc = on; 0 to +3.5 V dc = off
Forced Alt Select+ (P2-30) FGC-80( ), +18 to +30 V dc = on; 0 to +3.5 V dc = off
optional
VNAV Remote Cap+ (P2-54) Optional +18 to +30 V dc = on; 0 to +3.5 V dc = off
VNAV Cap Inhibit+ (P2-34) Optional +18 to +30 V dc = on; 0 to +3.5 V dc = off
(Cont)

MODE AND ENGAGE LOGIC SOURCE FORMAT SCALE ZERO LOAD

INPUTS (Cont)
Nav Valid+ (P3-10) Nav system +18 to +30 V dc = on; 0 to +3.5 V dc = off
Lat Forced Cap+ (P3-58) Optional +18 to +30 V dc = on; 0 to +3.5 V dc = off
Radio Self-Test (P1-7) VOR/LOC rcvr

Inhibit
DME Self-Test (P1-19) DME-40
Inhibit
Nav Self-Test (P1-55) NCS-31A When appropriate relay is energized and contacts are open, the +28-
Inhibit V dc self-test signal is prevented from returning to the unit that
sent the signal. The return wire or self-test output signals are listed
in the MODE AND ENGAGE LOGIC OUTPUTS section of this
table.
Radio Alt Self-Test (P1-39) Radio altimeter
Inhibit
Crosswind (P2-32) Optional
Correction Inhibit+
Lat Cap Inhibit+ (P3-29) Optional
ANALOG OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
Pitch Steer +Up (P1-58) APC-80( ) and ±Dc 150 mV/° 0 V = 0 cmd 10 kΩ
+Dn (P1-54) ADI
Pitch Cmd +Up (P1-50) Optional ±Dc 150 mV/° 0 V = 0 cmd 10 kΩ

+Dn (P1-46)
Switched +Lt (P3-19) ADI ±Dc 30 mV/dot 0 V at beam NA

Radio Dev +Rt (P3-23) center
Roll Cmd +Lt (P3-28) APC-80() ±Dc 150 mV/° 0 V = 0 cmd 10 kΩ
Roll Str +Rt (P3-36) ADI ±Dc 150 mV/° 0 V = 0 cmd 10 kΩ
Roll Cmd/ Com (P3-32) APC-80/ADI Gnd 150 mV/° 0 V = 0 cmd 10 kΩ

Roll Str
Linear Dev +Lt (P3-55) HSI ±Dc APPR = 15 0 V at beam 10 kΩ

Com (P2-55) mv/mi center
APPR = 75
mv/mi
MONITOR OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
In-View Bias (P3-2) ADI 28 V dc Puts command bars in view except in basic or
vertical modes.
Computer Monitor+ (P3-38) ADI +28 V dc Drives computer flag out of view when the mode-
dependent monitors in flight computer are valid.

MODE AND ENGAGE LOGIC DESTINATION FORMAT SCALE ZERO LOAD

OUTPUTS
LOC Cap Mode+ (P3-18) APC-80( ) +Dc +18 to +30 V dc = on; 0 to +3.5 V dc = off
(with SB 3)
LOC Track Mode+ (P3-18) APC-80( ) +Dc +18 to +30 V dc = on; 0 to +3.5 V dc = off
(without SB 3)
Lat Cpld+ (P3-30) APC-80( ) +Dc +18 to +30 V dc = on; 0 to +3.5 V dc = off
Vert Cpld+ (P2-50) APC-80( ) +Dc +18 to +30 V dc = on; 0 to +3.5 V dc = off
Vert Interlock (P1-43) 590A-3K Gnd Gnd = on; open = off
VNAV Cap Pulse (P2-10) FGC-80( ) +Dc Pulse

optional
Bank Limit Clear (P3-1) FGP-80( ) +Dc +12 V dc = on; –1 V dc = off
Alt + Att Trk (P2-7) ADC-80( ) +12 V dc

+12 V Logic
Alt Presel Mode+ (P2-2) FGP-80( ) +Dc +18 to +30 V dc = on; 0 to +3.5 V dc = off
Radio Self-Test (P1-3) VOR/LOC rcvr 0 V dc if relay is energized; +28 V dc if not

Inhibit
DME Self-Test (P1-15) DME 0 V dc if relay is energized; +28 V dc if not

Inhibit
Nav Self-Test Inhibit (P1-51) NCS-31A 0 V dc if relay is energized; +28 V dc if not
Radio Alt Self-Test (P1-35) Radio altimeter 0 V dc if relay is energized; +28 V dc if not
Inhibit
ANNUNCIATOR OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
Alt Track Ann– (P1-52) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Alt Cap Ann– (P1-56) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Alt Hold Ann– (P2-33) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
GS Ext Ann– (P1-45) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Pitch Ann– (P2-4) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Alt Presel Ann– (P2-9) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel

ANNUNCIATOR OUTPUTS (Cont) DESTINATION FORMAT SCALE ZERO LOAD
GA Pitch Ann– (P2-13) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
VS Hold Ann– (P2-17) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Mach Hold Ann– (P2-25) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
GS Arm Ann– (P2-41) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
IAS Hold Ann– (P2-49) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
GS Cap Ann– (P2-53) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
DR Ann– (P3-33) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Back LOC Ann– (P3-17) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Lat Arm Ann– (P3-37) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Lat Cap Ann– (P3-49) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
VOR/LOC Ann– (P3-41) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Hdg Ann– (P3-45) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Appr Ann– (P3-25) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Nav Ann– (P3-57) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Nav B Ann– (P2-40) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Alt Arm Ann– (P1-60) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
VNAV Ann– (P2-1) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
VNAV Cap Ann– (P2-45) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
VNAV Arm Ann– (P2-57) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel
Vert Sync Ann– (P2-3) System ann Gnd to +1.5 V dc = annunciator on, 320 mA max
panel

Table 1-2. Equipment Specifications
SPECIAL PURPOSE DESTINATION FORMAT SCALE ZERO LOAD

OR SOURCE
+12 V DC Ext (P2-27) NAC-80 +12 V dc

Excit
-12 V DC Ext (P2-31) NAC-80 -12 V dc
Excit
+28 V DC Filtered (P2-35) FGP-80( ) and +28 V dc
vert sync
switch
GA switch
LOC Freq Gnd (P2-8) Optional input
Linear Dev (P2-24) Optional input
Logic Gnd
Self-Test Load (P1-47) NAC-80 1 kΩ load resistor
26 V AC H (P2-47) ADI 26 V ac, 400 Hz
Ext Steer +Up (P1-34) A go-around signal is applied to these pins either by a go-around computer or by strap-
+Dn (P1-30) ping options shown below.
Fixed Pitch-up ∆1° (P1-14)

Fixed Pitch-up ∆2° (P1-18) Strapping option: These pins may be strapped in various combinations to both P1-10
and P1-30 when a go-around computer is not used with the FGC-80( ). This provides a
fixed pitch-up signal when go-around is selected. In addition, P1-34 is strapped to P1-11
to provide a load when any combination of the fixed pitch-up strapping options are
used.
Pitch-up Load +Up (P1-11)

+Dn (P1-10)
Sig Common (P2-55) Air frame

Chassis Gnd (P2-60)
Radio Alt (P2-44) This pin is strapped to P1-50 if aircraft has an ARINC type altimeter.
POWER INPUTS DESTINATION FORMAT SCALE ZERO LOAD

OR SOURCE
115 V AC H (P2-43) Inverter power

C (P2-51)
+28 V DC (P2-39) +28 V dc bus high

Power Gnd (P2-59) +28 V dc common
RESERVED PINS DESTINATION FORMAT SCALE ZERO LOAD

OR SOURCE
P2-15
P2-19
P2-23

„523-0766521-006118
9ebb_di
Collins FGC-80()/81()
Flight Guidance Computer
Description
Table of Contents
Paragraph Page

1.3 EQUIPMENT SPECIFICATIONS ....................................................................................................................... 1-12

* Title .......................................... 21 Feb 90 * List of Effective Pages ..............21 Feb 90 * 1-1 thru 1-16............................. 21 Feb 90


2nd Ed 1 Nov 77 FGP-80() SB 1
3rd Ed 15 Jul 80 FGP-81() SB 1

section I
description
1.1 PURPOSE OF EQUIPMENT independently to identify whether the left or right

system is working properly. Modes are interlocked
The FGP-80( )/81( ) Flight Guidance Panel is used to ensure that only compatible modes can be se-
to select system modes. The FGP-80( ) contains 12 lected. An FGP-80( ) and FGP-81() are shown in
mode buttons, while the FGP-81( ) is a 6-button Figure 1-1.
version. All vertical modes are not available with
the FGP-81(). When a mode is selected, a pair of 1.2 EQUIPMENT SUPPLIED
gull-wing annunciators above each pushbutton will
annunciate to verify that the mode is accepted and Table 1-1 through Table 1-4 list the equipment
latched. In a single system installation, the two supplied. The Collins part number is in the extreme
wing annunciators are wired together. In a dual left column. The panel definition (color, lighting
flight director system installation, which uses a volts, and mode button arrangement) is described
common FGP-80( ), the wing annunciators function in the remaining columns.
Figure 1-1. FGP-80( )/81( ) Flight Guidance Panels (Typical)

Table 1-1. FGP-80 Equipment Supplied.
EQUIPMENT COLOR LIGHT MODE BUTTON ARRANGEMENT

PART NO VOLTS
CAUTION: ANY MODIFICATION TO AN FGP-80 NOT COVERED IN THE INSTRUCTION BOOK, AN SIL, OR SB IS
UNAUTHORIZED BY ROCKWELL INTERNATIONAL CORPORATION AND VIOLATES THE TSO ON THE
UNIT.
HDG VOR LOC APPR

622-2313-002 Gray 5 ALT SEL ALT VS MACH IAS
1/2 BANK HDG VOR LOC APPR
622-2313-003 Black 28 ALT SEL ALT VS MACH IAS
HDG VOR LOC APPR
HDG VOR LOC APPR
HDG VOR LOC APPR
HDG NAV VOR LOC APPR
1/2 BANK HDG VLF VOR LOC APPR
1/2 BANK HDG DOP VOR LOC APPR
1/2 BANK HDG INS VOR LOC APPR
HDG NAV APPR
622-2313-014 Black 5 ALT SEL ALT VNAV VS MACH IAS
1/2 BANK HDG NAV VOR LOC APPR
622-2313-016 Black 28 ALT SEL ALT VS
HDG VLF VOR LOC APPR


PART NO VOLTS
UNIT.

HDG INS VOR LOC APPR
622-2313-027 Black 5 ALT SET ALT VS MACH IAS


PART NO VOLTS
UNIT.
HDG VOR LOC NAV

622-2313-038 Black 28 ALT SEL ALT VS IAS
VLF HDG INS VOR LOC
OMEGA HDG INS VOR LOC
1/2 BANK HDG ONS 1 ONS 2 VOR LOC
1/2 BANK HDG VLF VOR LOC
622-2313-042 Black 28 ALT VS MACH IAS
1/2 BANK HDG NAV VOR LOC
622-2313-043 Gray 28 ALT SEL ALT VS
1/2 BANK HDG OMEGA VOR LOC
1/2 BANK OMEGA HDG VOR LOC
HDG VOR LOC
622-2313-046 Black 28
1/2 BANK HDG VLF1 VLF2 VOR LOC APPR
1/2 BANK HDG RNAV OMEGA VOR LOC APPR
622-2313-048 Gray 5 ALT SEL ALT VNAV VS MACH IAS
1/2 BANK HDG ONS VOR LOC APPR
622-2313-050 Gray 28 ALT SEL ALT VS
1/2 BANK HDG INS RNAV VOR LOC APPR
622-2313-052 Gray 28 ALT SEL ALT VS IAS
HDG NAV APPR
622-2313-054 ① Black 5 ALT SEL ALT VS MACH IAS


PART NO VOLTS
UNIT.

OMEGA HDG INS VOR LOC APPR
1/2 BANK HDG VLF INS VOR LOC APPR
1/2 BANK HDG VLF RNAV VOR LOC APPR
1/2 BANK HDG VLF RNAV VOR LOC APPR
HDG NAV APPR
1/2 BANK HDG NAV APPR
1/2 BANK NAV HDG VOR LOC APPR
622-2313-066 Gray 5 ALT SEL VS VNAV SCAT IAS MACH
1/2 BANK HDG INS RNAV NAV LOC APPR
1/2 BANK HDG LRN VOR LOC APPR
622-2313-070 ① Black 5 ALT SEL ALT VNAV VS MACH IAS
1/2 BANK HDG NAV NAV
622-2313-072 Black 5 ALT VS MACH IAS


PART NO VOLTS
UNIT.

622-2313-074 Black 5 ALT SEL ALT SCAT VS MACH IAS
1/2 BANK HDG RNAV VOR LOC APPR
1/2 BANK HDG LRN1 LRN2 VOR LOC APPR
1/2 BANK HDG NAV
622-2313-078 Black 28 ALT SEL ALT VNAV VS IAS
1/2 BANK HDG VOR LOC APPR LRN
622-2313-080 Gray 5 ALT PRE ALT HLD V/NAV V/S MACH IAS
622-2313-083 Gray 5 ALT VS MACH IAS
622-2313-090 Gray 5 ALT SEL ALT VS IAS


PART NO VOLTS
UNIT.

622-2313-091 Gray 5 ALT VS MACH IAS
1/2 BANK HDG LNAV VOR LOC APPR
1/2 BANK HDG LNAV VOR LOC APPR
622-2313-095 Black 28 ALT SEL ALT VS
622-2313-098 Black 5 ALT SEL ALT VNAV VS IAS
1/2 BANK HDG OMEGA VOR LOC APPR
1/2 BANK HDG LRN1 LRN 2 VOR LOC APPR
NOTE: ① Pushbuttons do not have lenses.
Table 1-2. FGP-80M/81M Equipment Supplied.

PART NO VOLTS
CAUTION: ANY MODIFICATION TO AN FGP-80 OR FGP-81M NOT COVERED IN THE INSTRUCTION BOOK, AN
SIL, OR SB IS UNAUTHORIZED BY ROCKWELL INTERNATIONAL CORPORATION AND VIOLATES
THE TSO ON THE UNIT.
622-3897-001 Black 5 HDG NAV APPR

(FGP-80M)
ALT SEL ALT VNAV VS MACH IAS
622-3898-001 Black 5 ALT VNAV HDG NAV APPR
(FGP-81M)
622-3898-002 Black 5 ALT HDG NAV APPR
(FGP-81M)


PART NO VOLTS
622-2265-002 Gray 5 ALT HDG VOR LOC APPR
622-2265-003 Black 28 ALT 1/2 BANK HDG VOR LOC APPR
622-2265-005 Black 5 ALT HDG VOR LOC APPR
622-2265-007 Gray 5 ALT HDG NAV VOR LOC APPR
622-2265-008 Gray 28 ALT HDG NAV VOR LOC APPR
622-2265-009 Black 5 ALT HDG NAV VOR LOC APPR
622-2265-010 Black 28 ALT HDG NAV VOR LOC APPR
622-2265-011 Gray 5 ALT 1/2 BANK HDG NAV VOR LOC APPR
622-2265-012 Black 28 ALT 1/2 BANK HDG DOP VOR LOC APPR
622-2265-013 Black 28 ALT 1/2 BANK HDG VLF VOR LOC APPR
622-2265-014 Black 5 ALT VNAV HDG NAV APPR
622-2265-015 Black 28 ALT 1/2 BANK HDG NAV VOR LOC APPR
622-2265-017 Gray 5 ALT HDG VLF VOR LOC APPR
622-2265-018 Gray 28 ALT HDG VLF VOR LOC APPR
622-2265-019 Black 5 ALT HDG VLF VOR LOC APPR
622-2265-020 Black 28 ALT HDG VLF VOR LOC APPR
622-2265-021 Gray 5 ALT HDG INS VOR LOC APPR
622-2265-022 Gray 28 ALT HDG INS VOR LOC APPR
622-2265-023 Black 5 ALT HDG INS VOR LOC APPR
622-2265-024 Black 28 ALT HDG INS VOR LOC APPR
622-2265-025 Gray 5 ALT 1/2 BANK HDG VOR LOC APPR
622-2265-026 Gray 28 ALT 1/2 BANK HDG VOR LOC APPR
622-2265-027 Black 5 ALT 1/2 BANK HDG VOR LOC APPR
622-2265-029 Gray 28 ALT 1/2 BANK HDG NAV VOR LOC APPR
622-2265-030 Black 5 ALT 1/2 BANK HDG NAV VOR LOC APPR
622-2265-031 Gray 5 ALT 1/2 BANK HDG VLF VOR LOC APPR


PART NO VOLTS
622-2265-032 Gray 28 ALT 1/2 BANK HDG VLF VOR LOC APPR
622-2265-033 Black 5 ALT 1/2 BANK HDG VLF VOR LOC APPR
622-2265-034 Gray 5 ALT 1/2 BANK HDG INS VOR LOC APPR
622-2265-035 Gray 28 ALT 1/2 BANK HDG INS VOR LOC APPR
622-2265-036 Black 5 ALT 1/2 BANK HDG INS VOR LOC APPR
622-2265-037 Black 28 ALT 1/2 BANK HDG INS VOR LOC APPR
622-2265-038 Black 5 ALT VNAV HDG VOR LOC APPR
622-2265-039 Black 28 HDG VOR LOC APPR
622-2265-040 Gray 5 ALT 1/2 BANK HDG OMEGA VOR LOC APPR
622-2265-041 Black 28 ALT 1/2 BANK HDG ONS VOR LOC APPR
622-2265-042 Black 5 1/2 BANK HDG NAV VOR LOC APPR
622-2265-043 Black 28 ALT 1/2 BANK HDG OMEGA VOR LOC APPR
622-2265-044 Gray 5 ALT HDG NAV APPR
622-2265-045 ① Black 5 ALT 1/2 BANK HDG NAV VOR LOC APPR
622-2265-046 ① Black 5 ALT 1/2 BANK HDG VLF VOR LOC APPR
622-2265-047 Gray 5 ALT HDG OMEGA VOR LOC APPR
622-2265-048 Gray 28 ALT 1/2 BANK HDG RNAV VOR LOC APPR
622-2265-049 Gray 5 ALT 1/2 BANK HDG RNAV VOR LOC APPR
622-2265-050 Black 28 ALT 1/2 BANK HDG RNAV VOR LOC APPR
622-2265-051 Black 5 ALT 1/2 BANK HDG RNAV VOR LOC APPR
622-2265-052 ① Black 5 ALT 1/2 BANK HDG NAV APPR
622-2265-055 Black 28 ALT 1/2 BANK HDG NAV APPR
622-2265-056 Gray 5 ALT 1/2 BANK HDG NAV APPR
622-2265-058 Gray 5 ALT HDG LRN VOR LOC APPR
622-2265-059 Black 5 ALT 1/2 BANK HDG NAV APPR
622-2265-060 Gray 5 ALT HDG LRN NAV APPR

Table 1-4. FGP-81A Equipment Supplied.

PART NO VOLTS
622-4449-003 Black 28 1/2 BANK ALT HDG VOR LOC APPR
622-4449-007 Gray 5 ALT NAV HDG VOR LOC APPR
622-4449-008 Gray 28 ALT NAV HDG VOR LOC APPR
622-4449-009 Black 5 ALT NAV HDG VOR LOC APPR
622-4449-010 Black 28 ALT NAV HDG VOR LOC APPR
622-4449-011 Gray 5 1/2 BANK ALT NAV HDG VOR LOC APPR
622-4449-012 Black 28 1/2 BANK ALT DOP HDG VOR LOC APPR
622-4449-013 Black 28 1/2 BANK ALT VLF HDG VOR LOC APPR
622-4449-014 Black 5 VNAV ALT HDG NAV APPR
622-4449-015 Black 28 1/2 BANK ALT NAV HDG VOR LOC APPR
622-4449-017 Gray 5 ALT VLF HDG VOR LOC APPR
622-4449-018 Gray 28 ALT VLF HDG VOR LOC APPR
622-4449-019 Black 5 ALT VLF HDG VOR LOC APPR
622-4449-020 Black 28 ALT VLF HDG VOR LOC APPR
622-4449-021 Gray 5 ALT INS HDG VOR LOC APPR
622-4449-022 Gray 28 ALT INS HDG VOR LOC APPR
622-4449-023 Black 5 ALT INS HDG VOR LOC APPR
622-4449-024 Black 28 ALT INS HDG VOR LOC APPR
622-4449-025 Gray 5 1/2 BANK ALT HDG VOR LOC APPR
622-4449-026 Gray 28 1/2 BANK ALT HDG VOR LOC APPR
622-4449-027 Black 5 1/2 BANK ALT HDG VOR LOC APPR
622-4449-029 Gray 28 1/2 BANK ALT NAV HDG VOR LOC APPR
622-4449-030 Black 5 1/2 BANK ALT NAV HDG VOR LOC APPR
622-4449-031 Gray 5 1/2 BANK ALT VLF HDG VOR LOC APPR
622-4449-032 Gray 28 1/2 BANK ALT VLF HDG VOR LOC APPR

Table 1-4. FGP-81A Equipment Supplied.

PART NO VOLTS
622-4449-033 Black 5 1/2 BANK ALT VLF HDG VOR LOC APPR
622-4449-034 Gray 5 1/2 BANK ALT INS HDG VOR LOC APPR
622-4449-035 Gray 28 1/2 BANK ALT INS HDG VOR LOC APPR
622-4449-036 Black 5 1/2 BANK ALT INS HDG VOR LOC APPR
622-4449-037 Black 28 1/2 BANK ALT INS HDG VOR LOC APPR
622-4449-038 Black 5 VNAV ALT HDG VOR LOC APPR
622-4449-039 Black 28 HDG VOR LOC APPR
622-4449-040 Gray 5 1/2 BANK ALT OMEGA HDG VOR LOC APPR
622-4449-041 Black 28 1/2 BANK ALT ONS HDG VOR LOC APPR
622-4449-042 Black 5 1/2 BANK NAV HDG VOR LOC APPR
622-4449-043 Black 28 1/2 BANK ALT OMEGA HDG VOR LOC APPR
622-4449-044 Gray 5 ALT NAV HDG APPR
622-4449-045 ① Black 5 1/2 BANK ALT NAV HDG VOR LOC APPR
622-4449-046 ① Black 5 1/2 BANK ALT VLF HDG VOR LOC APPR
622-4449-047 Gray 5 ALT OMEGA HDG VOR LOC APPR
622-4449-048 Gray 28 1/2 BANK ALT RNAV HDG VOR LOC APPR
622-4449-049 Gray 5 1/2 BANK ALT RNAV HDG VOR LOC APPR
622-4449-050 Black 28 1/2 BANK ALT RNAV HDG VOR LOC APPR
622-4449-051 Black 5 1/2 BANK ALT RNAV HDG VOR LOC APPR
622-4449-052 ① Black 5 1/2 BANK ALT HDG NAV APPR
622-4449-053 ② Black 28 1/2 BANK ALT ALT SEL HDG VOR LOC APPR
622-4449-054 ② Black 28 1/2 BANK ALT ALT SEL HDG NAV APPR
622-4449-055 ② Black 28 1/2 BANK ALT HDG NAV APPR
622-4449-056 Gray 5 1/2 BANK ALT HDG NAV APPR
622-4449-057 ② Black 5 1/2 BANK ALT ALT SEL HDG VOR LOC APPR
622-4449-058 Gray 5 ALT LRN HDG VOR LOC APPR
622-4449-059 Black 5 1/2 BANK ALT HDG NAV APPR
622-4449-060 Gray 5 ALT LRN HDG NAV APPR

② Circuitry is modified for special pushbutton functions (ALT SEL).

Table 1-5 lists the equipment specifications.
CHARACTERISTICS SPECIFICATION
Related documents FAA TSO-C9c, -C52a RTCA DO-160
Physical dimensions FGP-80( ) FGP-81( )
Height 4.77 cm (1.88 in) 2.86 cm (1.13 in)
Width 14.60 cm (5.75 in) 14.60 cm (5.75 in)
Length 14.46 cm (5.69 in) 14.46 cm (5.69 in)

Weight FGP-80/80M FGP-81/81A FGP-81M
0.45 kg (1.0 lb) 0.23 kg (0.5 lb) 0.27 kg (0.6 lb)
Mounting Panel mounted
Colors Refer to table 1-1.
Electrical
Power requirements +28 V dc
Lighting 5 or 28 volts, 5 W maximum (does not include panel mode annunciation). Refer to table
1-1 to see which units use 5- or 28-V lighting.
Environmental Meets the following DO-160 categories: A2AKXXXXXXA. (Refer to FCS-80( )description
section for details of DO-160 environmental categories.)
FGP-80( ) SOURCE FORMAT SCALE ZERO LOAD

SPECIAL PURPOSE INPUTS
Special CLR No 1 (P1-19) Optional +28 V dc clears special mode latch.

MISCELLANEOUS INPUTS
Dim Control (P1-36) Aircraft 5 V ac Supplies 0 to 5 V ac
Power Gnd (P1-14) Aircraft power Return line for +28-V dc power
gnd
Signal Com (P1-34) FGC-80( ) Signal common
Chassis Gnd (P1-20) Aircraft chassis Connection to the airframe

gnd
Dim Control (P1-15) Aircraft +28 Supplies 0 to +28 V dc

Vdc


MISCELLANEOUS INPUTS (Cont)
+28-V DC Fltr (P1-32) FGC-80( ) Supplies +28 V dc to mode switches

No 1
+28-V DC Panel (P1-28) Aircraft Supplies +28 V dc to FGP-80( ) panel lamps
Light H
Panel Light L (P1-1) Panel lighting Return line for either +28- or 5-volt panel lamps
ckt
5-Volt Panel (P1-5) Aircraft Supplies 5 V ac to FGP-80( ) panel lamps
Light H
+28-V DC Fltr (P2-24) FGC-80( ) Supplies +28 V dc to mode switches
No 2
+28-V DC Ann (P1-31) Aircraft Supplies +28 V dc for annunciator drivers
Power +28 V dc
Latch No 1 (P1-17) FGP-80( ) Provides latch operation with SPECIAL button
Enable No 2 (P2-11)

ANNUNCIATOR INPUTS
Alt Sel No 1 (P1-29) FGC-80( ) Supplies current to ALT SEL annunciator lamps
Mode No 2 (P2-9)
VNAV Mode No 1 (P1-30) FGC-80( ) Supplies current to VNAV annunciator lamps

No 2 (P2-16)
Lat Arm No 1 (P1-22) FGC-80( ) Provides ground for ARM annunciator drivers
No 2 (P2-20)
Lat Cap No 1 (P1-26) FGC-80( ) Provides ground for CAP annunciator drivers
No 2 (P2-22)
FGP-80( ) DESTINATION FORMAT SCALE ZERO LOAD

ANNUNCIATOR OUTPUTS
Lat Arm No 1 (P1-21) ARM ann Supplies current to ARM annunciator lamp
No 2 (P2-19)
Lat Cap No 1 (P1-25) CAP ann Supplies current to CAP annunciator lamp
No 2 (P2-21)

SPECIAL PURPOSE OUTPUTS
ALT Sel Mode (P2-27) Optional Used with single air data system installation only
No 1 + No 2
ALT Sw/Mode (P2-28) Optional Used with single air data system installation only
No 1 + No 2
VNAV Mode (P2-29) Optional Used with single air data system installation only
No 1 + No 2
VS Sw/Mode (P2-30) Optional Used with single air data system installation only
No 1 + No 2
MACH Sw/Mode (P2-31) Optional Used with single air data system installation only
No 1 + No 2


SPECIAL PURPOSE
OUTPUTS (Cont)
IAS Sw/Mode (P2-32) Optional Used with single air data system installation only
No 1 + No 2
Special Mode No 1 (P1-33) Optional Provides +28 V dc when special mode is on

No 2 (P2-4)
Special No 1 (P1-24) Optional Momentarily applies +28 V dc when SPECIAL mode button is
Lat Sel No 2 (P2-18) pushed
Latch No 1 Exc (P1-18) Optional

Latch No 2 Exc (P2-8) Optional
Dim Control APP-80( ) Provides ground to transistor controlling brilliance of TURB and
XFR annunciators

MODE AND ENGAGE
LOGIC OUTPUTS
HDG Sw/ No 1 (P1-16)

Mode No 2 (P2-3)
NAV A No 1 (P1-8)
Sw/Mode No 2 (P2-15)
NAV B No 1 (P1-12)
Sw/Mode No 2 (P2-2)
VOR LOC No 1 (P1-11)
Sw/Mode No 2 (P2-1)
APPR No 1 (P1-10)
ALT Sw/Mode No 1 (P1-3) FGC-80( ) +28 V dc is momentarily applied to appropriate latches in the FGC-
No 2 (P2-10) 80( ) when a mode button is pushed. After mode is latched in the
FGC-80( ), +28 V dc is applied back to the FGP-80( ) to the appro-
priate annunciator on the same wire.
VS Sw/Mode No 1 (P1-27)
No 2 (P2-13)
MACH No 1 (P1-7)
IAS Sw/Mode No 1 (P1-23)
No 2 (P2-23)
ALT Sel Sw No 1 (P1-2)
No 2 (P2-7)
VNAV Sw No 1 (P1-4)
No 2 (P2-6)
NAV B Sel No 1 (P1-35) Optional Momentarily applies +28 V dc when NAV B button is pushed
No 2 (P2-26)
Vert Sel No 1 (P1-6) FGC-80( ) Momentarily applies +28 V dc to clock input of vertical mode latches
No 2 (P2-12)
Lat Sel No 1 (P1-9) FGC-80( ) Momentarily applies +28 V dc to clock input of lateral mode latches
No 2 (P2-5)


INPUTS

No 2 (P2-17)

MISCELLANEOUS INPUTS
Dim Control (P1-44) Aircraft 5 V ac Supplies 0 to 5 V ac
Dim Control (P1-15) Aircraft +28 Supplies 0 to +28 Vdc

V dc
Power Gnd (P1-14) Aircraft power Return line for aircraft +28 Vdc
gnd
Chassis Gnd (P1-20) Aircraft chassis Connection to the airframe

gnd
Signal Com (P1-34) FGC-80( ) Signal common
+28-V DC (P1-32) FGC-80( ) Supplies +28 V dc to mode switches

Fltr No 1
28-Volt Panel (P1-28) Aircraft panel Supplies +28 V dc to FGP-81( ) panel lamps
Light H lighting ckt
5-Volt Panel (P1-5) Aircraft panel Supplies +5 V ac to FGP-81( ) panel lamps

Light H lighting ckt
5-/28-Volt Panel (P1-1) Aircraft panel Return line for 5- or 28-volt panel lights
Light L lighting ckt
+28-V DC (P1-42) FGC-80( ) Supplies +28 V dc to mode switches

Filtered No 2
+28-V DC (P1-2) Aircraft +28 V Supplies +28 V dc for annunciator drivers

Ann Power dc
Latch Enable No 1 (P1-17) FGP-81( ) Provides latch operation with SPECIAL button
No 2 (P1-36)

ANNUNCIATOR INPUTS
Lat Arm No 1 (P1-7) FGC-80( ) Provides ground for ARM annunciator drivers
No 2 (P1-12)
Lat Cap No 1 (P1-40) FGC-80( ) Provides ground for CAP annunciator drivers
No 2 (P1-30)


MODE AND ENGAGE
LOGIC OUTPUTS
HDG No 1 (P1-16)
NAV A No 1 (P1-8)
VOR LOC No 1 (P1-11) FGC-80( ) +28 V dc is momentarily applied to appropriate latch in FGC-80( )
Sw/Mode No 2 (P1-25) when mode buttons are pushed. After mode is latched on, +28 V dc
is applied to appropriate annunciator in FGP-81( ) on the same wire.
APPR No 1 (P1-10)
ALT Sw/Mode No 1 (P1-3)

No 2 (P1-22)
Vert Sel No 1 (P1-6) FGC-80( ) Momentarily applies +28 V dc to clock input of vertical mode latches
No 2 (P1-41)
Lat Sel No 1 (P1-9) FGC-80( ) Momentarily applies +28 V dc to clock input of lateral mode latches
No 2 (P1-31)

ANNUNCIATOR OUTPUTS
Lat Arm No 1 (P1-4) ARM ann Supplies current to ARM annunciator lamp
No 2 (P1-23)
Lat Cap No 1 (P1-27) CAP ann Supplies current to CAP annunciator lamp
No 2 (P1-29)

SPECIAL PURPOSE OUTPUTS
ALT Mode (P1-45) Optional Used with single air data system installation
No 1 + No 2
Special Mode (P1-46) Optional Used with single air data system installation
No 1 + No 2
Special Mode No 1 (P1-33) Optional Provides +28 V dc when special mode latches are on
No 2 (P1-43)
Special Lat No 1 (P1-24) Optional Momentarily applies +28 V dc when SPECIAL mode button is
Sel No 2 (P1-39) pushed
Latch Exc No 1 (P1-18) Optional Momentarily applies +28 V dc when SPECIAL mode button is
No 2 (P1-35) pushed
Dim Control (P1-13) APP-80( ) Provides bias to transistor controlling brilliance of TURB and XFR
annunciators

z523-0766522-005118
9ebb_di
Collins NAC-80 Vertical Accelerometer

and LAC-80 Lateral/Longitudinal Accelerometer
Description
Table of Contents
Paragraph Page

NOTICE: This section replaces fourth edition dated 15 March 1987.

* Title .......................................... 21 Feb 90 * List of Effective Pages ..............21 Feb 90 * 1-1 thru 1-2............................... 21 Feb 90


2nd Ed 15 Jul 80 None
3rd Ed 15 Feb 84 None

section I
description
1.1 PURPOSE OF EQUIPMENT 1.2 EQUIPMENT SUPPLIED
The NAC-80 Vertical Accelerometer is used to sense Table 1-1 lists equipment supplied and gives a brief
aircraft acceleration perpendicular to the earth's description of the unit.
surface. The unit is biased to provide zero output
when in 1-g level flight. Unit output is a dc voltage 1.3 EQUIPMENT SPECIFICATIONS
proportional to the vertical acceleration of the air-
craft. Table 1-2 lists equipment specifications.
The LAC-80 Lateral/Longitudinal Accelerometer is
used to sense aircraft acceleration parallel to the
earth's surface. The unit is biased to provide zero Table 1-1 . Equipment Supplied.
output at zero horizontal acceleration. Unit output
is a dc voltage proportional to the lat- TYPE DESCRIPTION COLLINS
eral/longitudinal acceleration of the aircraft. PART NO
The NAC-80 is mounted vertically with a 1-g bias NAC-80 Vertical accelerometer; 229-0324-010
applied to the torque coil. The LAC-80 is mounted provides dc voltage output
horizontally, with no bias applied to the torque coil. that is proportional to
The physical appearance of the NAC-80 and the aircraft's normal
acceleration; contains
LAC-80 is illustrated in Figure 1-1 with the “up” self-test circuits.
(NAC-80) and “right/fore” (LAC-80) alignment ar-
rows deleted. LAC-80 Lateral/longitudinal 229-0324-020
accelerometer; same as
NAC-80 except provides
output proportional to
aircraft's horizontal
acceleration.
Figure 1-1. NAC-80 Vertical Accelerometer and LAC-80

Lateral/Longitudinal Accelerometer

Related documents FAA TSO-C9c, -C52a

RTCA DO-138
S-402A, -420B
Physical
Size
Height 85.78 mm (3.38 in) max
Width 38.1 mm (1.50 in) max
Length 38.1 mm (1.50 in) max
Weight 300 g (10.6 oz) max
Mounting Hard mounting to metal surface
Power requirements
+12 V dc H (P1-A) +11.4 to +12.6 V dc from APA-80( )

C (P1-F)*
–12 V dc H (P1-B) –11.4 to -12.6 V dc from APA-80( )

C (P1-F)*
Time between overhauls On condition
Environmental Meets the following DO-138 categories: AAJAAAXXXXXX. (Refer to FCS-80( ) description
section for details of environmental categories.)
INPUT UNIT FORMAT SCALE ZERO LOAD COMMENT
Accel Self-Test (P1-H) NAC-80, +6 V dc during test, applied through 1-kΩ series load; causes the unit to
LAC-80 output a -2.0-V dc (0.8 g) signal
ANALOG OUTPUT FORMAT SCALE ZERO LOAD COMMENT
Acceleration H (P1-D) NAC-80 ±Dc 2.5 V/g 0 V dc α to vertical

C (P1-F)* acceleration
Acceleration H (P1-D) LAC-80 ±Dc 2.5 V/g 0 V dc α to horizontal

C (P1-F)* acceleration
MONITOR OUTPUT FORMAT SCALE ZERO LOAD COMMENT
Voltage Monitor (P1-C) NAC-80 +12 V dc when valid
Voltage Monitor (P1-E) LAC-80 +12 V dc when valid
*Pin F provides a dual function. This pin is the input power ground and the output signal common.

z523-0766523-004118
9ebb_di
Collins SVO-80() Primary Servo and

351B-6()/7()/8C Servo Mount
Description
Table of Contents
Paragraph Page
1.1 Introduction ............................................................................................................................................................ 1-1

1.2EQUIPMENT SUPPLIED........................................................................................................................................ 1-2
1.3EQUIPMENT SPECIFICATIONS .......................................................................................................................... 1-2


* 1-1 thru 1-5............................... 21 Feb 90


2nd Ed 15 Jul 80 None
3rd Ed 15 Feb 84 None

section I
description
1.1 PURPOSE OF EQUIPMENT 351B-6( )/7( )/8C Mount. Mounts are available to
provide aircraft interfaces to either cables or
The SVO-80( ) Primary Servo is a drive unit for po- pushrods to the control surfaces. Figure 1-1 is an
sitioning primary flight control surfaces in response illustration of the servo and mount.
to autopilot commands. The servo is used with the
Figure 1-1. SVO-80( ) Primary Servo and 351B-6( ) Servo Mount

1.2 EQUIPMENT SUPPLIED 1.3 EQUIPMENT SPECIFICATIONS
Table 1-1 and Table 1-2 list the equipment supplied. Table 1-3 lists the equipment specifications.
Table 1-1. SVO-80( ) Equipment Supplied.
TYPE COLLINS PART NO DESCRIPTION
SVO-80 622-3014-001 Primary servo used to position an aircraft flight control surface. Output torque ranges
from 2.26 to 4.52 N•m (20 to 40 lb•in).
SVO-80A 622-3015-001, -002 Same as SVO-80 except output torque ranges from 4.52 to 9.04 N•m (40 to 80 lb•in).
SVO-80B 622-3016-001 Same as SVO-80 except output torque ranges from 8.48 to 16.95 N•m (75 to 150 lb•in).
SVO-80C 622-3017-001 Same as SVO-80 except output torque ranges from 16.95 to 28.25 N•m (150 to 250
lb•in).
Table 1-2. 351B-6( )/7( )/8C Equipment Supplied.
EQUIPMENT COLLINS PART OUTPUT CABLE SLIPPAGE INDEXED INVERSE

TYPE NO DEVICE SIZE TORQUE FOR MOUNTING
(In) N•m MOUNTING
lb•in)
351B-6 777-1062-001 Capstan 1/8 5.65 to 9.38 SVO-80 No

(50 to 83)
351B-6 777-1062-003 Capstan 1/8 5.65 to 9.38 SVO-80 Yes
(50 to 83)
351B-6A 792-6784-001, Capstan 1/8 10.17 to 16.95 SVO-80A No
-004 (90 to 150)
351B-6A 792-6784-003 Capstan 1/8 110.17 to 16.95 SVO-80A Yes

(90 to 150)
351B-6B 792-6785-001, Capstan 1/8 18.08 to 29.95 SVO-80B No
-002 (160 to 265)
351B-6B 792-6785-003 Capstan 1/8 18.08 to 29.95 SVO-80B Yes

(160 to 265)
351B-6C 792-6973-001, Capstan 1/8 29.38 to 48.92 SVO-80C No
-002 (260 to 433)
351B-6C 792-6973-003 Capstan 1/8 29.38 to 48.92 SVO-80C Yes

(260 to 433)
351B-6E 622-5229-001 Capstan 3/32 5.65 to 9.38 SVO-80 No
(50 to 83)
351B-6E 622-5229-002 Capstan 3/32 5.65 to 9.38 SVO-80 Yes
(50 to 83)
351B-6F 622-5150-001 Capstan 3.32 10.17 to 16.95 SVO-80A No
(90 to 150)

Table 1-2. 351B-6( )/7( )/8C Equipment Supplied.
EQUIPMENT COLLINS PART OUTPUT CABLE SLIPPAGE INDEXED INVERSE

TYPE NO DEVICE SIZE TORQUE FOR MOUNTING
(In) N•m MOUNTING
lb•in)
351B-6F 622-5150-002 Capstan 3.32 10.17 to 16.95 SVO-80A Yes

(90 to 150)
351B-6G 622-5151-001 Capstan 3/32 18.08 to 29.95 SVO-80B No

(160 to 265)
351B-6G 622-5151-002 Capstan 3/32 18.08 to 29.95 SVO-80B Yes

(160 to 265)
351B-6H 622-5152-001 Capstan 3/32 29.38 to 48.92 SVO-80C No

(260 to 433)
351B-6H 622-5152-002 Capstan 3/32 29.38 to 48.92 SVO-80C Yes

(260 to 433)
351B-6J 622-6155-001 Capstan 3/32 5.65 to 9.38 SVO-80 No

(50 to 83)
351B-6K 622-6156-001 Capstan 3/32 10.17 to 16.95 SVO-80A No

(90 to 150)
351B-6L 622-6157-001 Capstan 3/32 18.08 to 29.95 SVO-80B No

(160 to 265)
351B-6M 622-6158-001 Capstan 3/32 29.38 to 48.92 SVO-80C No

(260 to 433)
351B-7 777-1557-001 Lever arm NA 5.65 to 9.38 SVO-80 No

(50 to 83)
351B-7A 777-6782-001 Lever arm NA 10.17 to 16.95 SVO-80A No

(80 to 150)
351B-7B 777-6783-001 Lever arm NA 18.08 to 29.95 SVO-80B No

(160 to 265)
351B-7C 777-6974-001 Lever arm NA 29.38 to 48.92 SVO-80C No

(260 to 433)
351B-8C 777-6975-001 Flange mount NA 29.38 to 48.92 SVO-80C No

(260 to 433)
Related documents FAA TSO-C9C; RTCA DO-138
Time between overhauls
SVO-80( ) On condition
351B-6 ( )/7( )/8C Inspect bearings and perform 351B-6( )/7( )/8C performance test concurrent with aircraft
major overhaul.

Physical
Dimensions
SVO-80( ) with 351B-

6A/6B/6C/6E/6F/6G/6H
Width 13.69 cm (5.39 in)
Length 21.20 cm (8.35 in)
SVO-80 ( ) with 351B-

6J/6K/6L/6M
Width 11.75 cm (4.63 in)
Length 21.20 cm (8.35 in)
SVO-80 ( ) with 351B-7( )
Width 13.69 cm (5.39 in)
Length 21.20 cm (8.35 in
Lever arm circular clearance 21.59 cm (8.50)
SVO-80 ( ) with 351B-8C
Width 13.69 cm (5.39 in)
Length 21.20 cm (8.35 in
Weight
Servo 2.59 kg (5.7 lb) max
Mount
351-6A/6B/6C/6E/6F/6G/6H 1.13 kg (2.5lb) max
351B-6J/6K/6L/6M 1.27 kg (2.8 lb) max
351B-7( ) 1.22 kg (2.7 lb) max
351B-8C 1.22kg (2.7 lb) max
Environmental
Temperature
Operating –55 to +70 °C (–67 to +158 °F)
Nonoperating –55 to +70 °C (–67 to +158 °F)

(Cont)

Environmental
(Cont)
Humidity 0 to 95% relative at 32 °C
Altitude –304.8 to 15,260 m (–1000 to 50 000 ft)
Vibration 0.91-mm (0.036-in) total excursion from 5 to 500 Hz, 10 g maximum
Electrical
Current requirements 0.825 dc A maximum (engage clutch)

2.0 dc A maximum (torque motor)
Mechanical
Output torque SVO-80 SVO-80A SVO-80B SVO-80C
2.26 to 4.52 N•m 4.52 to 9.04 N•m 8.48 to 16.95 N•m 6.95 to 28.25 N•m
(20 to 40 lb•in) (40 to 80 lb•in) (75 to 150 lb•in) 1 (150 to 250 lb•in)
Mating servo mount 351B-6/6E/6J/7 351B-6A/6F/6K/7A 351B-6B/6G/6L/7B 351b-6C/6H/6M/7C/8C
Interlocks Provided by engage clutch pin assignments on rear connector and by mechanical pin and
socket between servo and servo mount.
INPUTS SOURCE FORMAT SCALE ZERO LOAD
Servo Motor (P1-L) APA-80( ) o to +28 V dc

(P1-M)
Chassis Gnd (P1-F) Airframe Common structure ground
Clutch Power
SVO-80 (P1-A) APP-80( ) +28 V dc

(P1-B)
SVO-80A (P1-A) APP-80( ) +28 V dc

(P1-H)
SVO-80B (P1-B) APP-80( ) +28 V dc

(P1-G)
SVO-80C (P1-A) APP-80( ) +28 V dc

P1-G)
OUTPUTS DESTINATION FORMAT SCALE ZERO LOAD
Servo Rate A (P1-E) APP-80( ) ±Dc 67 m/V/rad/s

(P1-K)
Servo Rate B (P1-C) APP-80( ) ±Dc 67 m/V/rad/s

(P1-D)

z523-0775962-001118
1st Edition, 21 February 1990
9ebb_di
Collins 562C-8F/8GYaw Damper Computer
Description
Table of Contents
Paragraph Page
1.1 Introduction ............................................................................................................................................................ 1-1

1.3 EQUIPMENT REQUIRED BUT NOT SUPPLIED .............................................................................................. 1-1
1.5 PHYSICAL DESCRIPTION ................................................................................................................................... 1-4
1.6 1.6 ELECTRICAL DESCRIPTION ........................................................................................................................ 1-4
1.7 DIFFERENCES BETWEEN THE 562C-8A AND THE 562C-8F/8G YAW DAMPER COMPUTERS................. 1-4
Title .......................................... 21 Feb 90 List of Effective Pages ..............21 Feb 90 1-1 thru 1-4............................... 21 Feb 90


1st Ed 21 Feb 90 6 thru 10

section I
description
1.1 PURPOSE OF EQUIPMENT
The 562C-8F/8G Yaw Damper Computer (Figure 1-

1) performs yaw stabilization, damping, and turn
coordination computations and contains an ampli-
fier to drive the aircraft rudder servo/actuator. The
562C-8F/8G accepts either analog or pulse density
airspeed inputs from the flight control system for
use in computing the rudder command output. The
562C-8F is a conventional yaw damper that drives
the rudder servo. The 562C-8G is a series yaw
damper that drives the SVL-80 Series Actuator
(CPN 270-0891-050). Refer to paragraph 1.7.
A standard 562C-8F is CPN 622-3167-099, without

configuration module A4 installed. This standard
part number becomes 622-3167-199 if SB 7 is in-
stalled (without an A4 module). The standard part
number is 622-3167-299 with SB 8 installed (no A4
module). After the configuration module is in-
stalled, the 3-digit status number on the configura-
tion module replaces the -099, -199, or -299 part
number ending of the 562C-8F. For example, if a -
002 configuration module is installed, the complete
562C-8F part number becomes 622-3167-002. One
exception to the above exists: when a -013 status Figure 1-1. 562C-8F Yaw Damper Computer
module is installed in the C-130 aircraft, the com-
plete 562C-8F part number becomes 622-3167-056. 1.3 EQUIPMENT REQUIRED BUT NOT
SUPPLIED
A standard 562C-8G is CPN 622-6107-099 without
configuration module A4 installed. This standard The 562C-8F/8G should be mounted in a 390R-18 or
part number is 622-6107-199 if SB 7 is installed (no UMT-11 Universal Mount. The 562C-8F/8G mating
A4 module). When a configuration module is in- connector (CPN 370-0046-020, DPXBMA-57-33S-
stalled, the 3-digit status number defines the com- 02) and connector plate (CPN 634-3123-001) can be
plete 562C-8G part number as explained in the pre- used with either mount. Refer to the 390R-18/19/20
ceding paragraph. A -002 module configures a Universal Mount Assembly Instruction Manual,
standard 562C-8G as part number 622-6107-002. CPN 523-0766506.
The configuration module required for an installa- 1.4 EQUIPMENT SPECIFICATIONS
tion depends upon the type of aircraft and is speci-
fied in a service information letter (SIL). Table 1-1 lists the specifications for the 562C-8F/8G.
21 February 1990 1-1

CHARACTERISTIC SPECIFICATIONS
Specifications Meets requirements of FAA TSO-C9c DO-138 Automatic Pilots and ARINC Specification
No 404
Mechanical characteristics
Size 1/4-ATR short-low case; 60.3 mm (2 3/8 in) wide, 88.1 mm ( 3 15/32 in) high, 356.4 mm (14
1/32 in) long
Weight 1.363 kg (3.0 lb) maximum
Mounting 1/4-ATR short UMT-11 or 390R-18 mount or aircraft equipment rack that conforms to
ARINC Specification No 404
Service conditions
Ambient temperature range

(heated areas, temperature
controlled)
Continuous operation –55 to +71 °C (–67 to +160 °F)
Storage –65 to +71 °C (–85 to +160 °F)
Ambient humidity range 0 to 95 percent at 38 °C (100 °F)
Altitude –4572 to 18 288 m (–15 000 to +60 000 ft)
Shock Minimum acceleration of 6 g in 5 1/2 ms
Vibration 0.25-mm (0.010-in) total excursion and 1.5-g maximum acceleration in frequency range
from 5 to 55 Hz, 0.259 mm (0.102) from 55 to 2000 Hz.
Input power requirements 115 ±11.5 volts, 400 ±20 Hz, 11.5 VA maximum
28 V dc 60 W (surge), 15 W (continuous)
Data inputs
Roll data (P1B-30, 40) Input impedance: 20kΩ minimum

Analog: 20 mV ac/degree of bank
Maximum input: 11.8 V ac
Phase: +voltage at P1B-20 = in phase
Null: 0 ±0.050 V ac
Servo rate (P1B-29, 39) Input impedance: 65kΩ minimum

562C-8F analog: 2.06 m V dc/degree motor rotation/second
562C-8G analog: ±1.416 V dc/mm actuator movement
Maximum input ±12 V dc
562C-8F phase: +voltage at P1B-20 = +servo rate voltage
562C-8G phase: +voltage at P1B-39 = left yaw
Null: 0 ±5 mV dc
Aileron position (optional) Input impedance: depends on installation

(P1B-5) Analog: ±dc (depends on installation)
Maximum input: ±12 V dc
Phase: +voltage at P1B-5 = right rudder command
Null: 0 ±5 mV dc

CHARACTERISTIC SPECIFICATIONS
Logic inputs
Engage mode (P1B-7,3) Input impedance: 10kΩ minimum

Engage: +18 to +32 V dc
Special purpose inputs
Indicated airspeed (P1B-17, 3) Input impedance: 15kΩ minimum

Analog: 24 mV dc/knot of indicated airspeed
Maximum input: +12 V dc
True airspeed (P1B-24, 3) Input impedance: 15kΩ minimum

Analog: 20 mV dc/knot of true airspeed
Maximum input: +12 V dc
Indicated airspeed (pulse Input impedance: 115kΩ minimum

density) (P1B-28, 38) Format: +12-V pulse
Scale: 6 V average/512 knots of indicated airspeed
Null: 0 V = 0 knot
True airspeed (pulse density) Input impedance: 115kΩ minimum

(P1B-12, 13) Format: +12-V pulse
Scale: 6 V average/512 knots of true airspeed
Null: 0 V = 0 knot
Signal outputs
Servo-motor signal (P1b-27, 37) Output impedance: 0.5 Ω maximum

Analog: 0.2 V dc/mV dc at P1B-20
Maximum: output: ±28-V dc differential
Phase: (+) P1B-27, (–) P1B-37 = (–) at P1B-20
Yaw damper monitor (P1B-14) Maximum output current: 0.5 A

Good yaw damper = +28 V dc at P1B-14
Yaw damper failure Maximum current: 0.5 A

annunciator ground (P1B-32) Yaw damper failure = ground at P1B-32

1.5 PHYSICAL DESCRIPTION 1.7 DIFFERENCES BETWEEN THE 562C-8A

AND THE 562C-8F/8G YAW DAMPER
COMPUTERS
The 562C-8F/8G is housed in a 1/4-ATR short-low
case with a slide-on cover held at the rear by a The 562C-8F is basically a 562C-8A Yaw Damper
captive screw. High-power dissipating components Computer with added functions. These additions
in the 562C-8F/8G are mounted on a centered require a different computation board (A1) and
aluminum chassis section. Plug-in planar circuit configuration module (A4).
boards A1 and A3 plug into each side of the cen-
tered aluminum chassis section. The angular ac- Caution
celerometer is located at the rear of the unit to
take advantage of the lower vibration levels. The In installations certified with a 562C-8A, a
power transformer is located at the extreme front 562C-8F is a direct replacement for a
of the unit to keep heat away from the angular 562C-8A of the same configuration
accelerometer. Configuration module A4 plugs (identical 3-digit part number endings).
into planar circuit boards A1 and A3 through an However, a 562C-8A will not replace a
opening in the front panel. 562C-8F because of the additional parts in
a 562C-8F.
The 562C-8F/8G is mounted in a standard 1/4- The 562C-8F contains the processing circuits to
ATR short mount or in an aircraft equipment rack accept an aileron position input from an external
conforming to ARINC Specification No 404. All potentiometer and airspeed inputs (in pulse den-
electrical connections are made through a single sity format) from a digital air data system. The
connector at the rear of the unit. Cooling is 562C-8F configuration module contains four addi-
through natural convection. tional configuration control pads and reserved lo-
cations for three additional gain resistors. Other-
wise, the 562C-8A and 562C-8F Yaw Damper
Computers are identical. For detailed information
1.6 1.6 ELECTRICAL DESCRIPTION on the 562C-8A, refer to the 562C-8A Yaw
Damper Computer Overhaul Manual (CPN 523-
0762918).
The 562C-8F/8G consists of three basic sections: a
computation section, a servo-amplifier section, Because of common parts, a 562C-8F/8G may have
and a configuration section. The computation sec- factory installed service bulletins written for a
tion produces a rudder command signal by analog 562C-8A. The modification plate on the 562C-8F
processing of data from the vertical reference, the front panel reflects these changes as well as
airspeed sensor, and the internal angular acceler- changes to the 562C-8F/8G alone.
ometer. With the exception of the angular acceler-
ometer, the computation section is contained on The 562C-8A and 562C-8F are conventional yaw
plug-in planar circuit board A1. dampers. When engaged, these units drive a servo
which deflects the rudder foot pedals as well as
the rudder itself. If the pilot overpowers the rud-
der pedal when it is under servo control, the yaw
The servo-amplifier section amplifies the rudder damper will disengage. The 562C-8G is a series
command to drive the rudder primary servo yaw damper. The motor output drives an SVL-80
(562C-8F) or the SVL-80 Series Actuator (562C- Series Actuator instead of a rudder servo. The
8G). All the components for the voltage amplifica- SVL-80 deflects the rudder (as before), but does
tion, torque limiting, and fail-safe monitoring cir- not move the foot pedals. The pilot can now use
cuits of the servo-amplifier section are contained the rudder pedals to manually add yaw command
on plug-in planar circuit board A3. The compo- to the servo effort without disengaging the yaw
nents for the power amplification circuit of the damper. The 562C-8G contains a different A3
servo-amplifier section are mounted on the cen- board than that used by the 562C-8F. Otherwise
tered aluminum chassis. the 562C-8G and 562C-8F Yaw Damper Comput-
ers are identical.

z523-0776022-001118
1st Edition, 21 February 1990
9ebb_di
Collins SVL-80
Series Actuator
Description
Table of Contents
Paragraph Page

Title .......................................... 21 Feb 90 1-4 Blank...................................21 Feb 90

List of Effective Pages.............. 21 Feb 90
1-1 thru 1-3............................... 21 Feb 90


1st Ed 21 Feb 90 6 thru 10

section I
description
1.1 PURPOSE OF EQUIPMENT the foot pedals. The pilot can use the rudder pedals
to manually add yaw command to the servo effort
The SVL-80 Series Actuator (Figure 1-1) provides a without disengaging the yaw damper.
precise drive mechanism for controlling the dis-
placement of the aircraft rudder. The 562C-8G Yaw 1.2 EQUIPMENT SUPPLIED
Damper Computer servo-motor output drives the
SVL-80 Series Actuator instead of a rudder servo. Table 1-1 lists the equipment supplied and gives a
The SVL-80 deflects the rudder but does not move brief description of the unit.
Figure 1-1. SVL-80 Series Actuator
Table 1-1 . SVL-80 Equipment Supplied.
TYPE COLLINS PART NO DESCRIPTION
SVL-80 270-0891-010 Series actuator used to position the aircraft rudder. Stroke limit is ±1 mm.
SVL-80 270-0891-020 Stroke limit is ±2 mm.

1.3 EQUIPMENT SPECIFICATIONS to the 562C-8( ) Yaw Damper Computer Instruction

Book (CPN 523-0768367) maintenance section for
Table 1-2 lists the equipment specifications. Refer to the SVL-80 performance test procedures.
Figure 1-2 for the SVL-80 schematic diagram. Refer
Table 1-2. SVL-80 Equipment Specifications.
Related documents FAA TSO-C9c; DO-160A
Time between overhauls 5000 flight hours
Physical
Dimensions
Height 56.4 mm (2.22 in)
Width 45.2 mm (1.78 in)
Length 324.99 mm (12.795 in) between mounting hole centers with ram in center position
Weight 1.36 kg (3.0 lb) max
Connector MS3116F12-10P (CPN 371-6562-000)
Mating connector MS3120F12-10S (CPN 359-0060-050
Electrical
Current requirements 0.8 A maximum
Environmental Meets the following DO-160A categories: F2/BREWXDXSA/BZ/A/Z/Z
Temperature and Category F2–

altitude (operating) Temperature: –55 to +70 °C (–67 to +158 °F)
Altitude: –305 to +16800 m (–1000 to 55 000 ft)
Humidity Category B, relative humidity of 95% at 65 °C
Shock Operational: 6 g, 11 ms, 18 shocks

Crash safety: 15 g, 11 ms, 6 shocks
Vibration FREQUENCY AMPLITUDE (G LEVEL)

Category R
5 to 57 Hz 0.030 in double amplitude
5 7 to 350 Hz 5 g peak
350 to 500 Hz 0.0008 in double amplitude
500 to 2000 Hz 10 g peak
Explosion Category E
Waterproofness Category W
Fluid susceptibility Category X, not required
Sand and dust Category D
Fungus resistance Category X, not required
Salt spray Category S
Magnetic effect Category A, 1 degree allowable deflection between 0.3 and 1.0 meter

Table 1-2. SVL-80 Equipment Specifications.
Power input Category BZ, 22.0 to 33.0 V dc, 18.0 V dc emergency low
Voltage spike Category A, 50 spikes/minute at +300 V peak and –300 V peak
Audio frequency conducted Category Z, 0.01- to 15-kHz sine wave applied to ungrounded power lines, 1.4 V rms max
susceptibility
Electromagnetic Category Z
interference
Induced signal Para 19.0

susceptibility
RF susceptibility Para 20.0
Spurious emissions Para 21.0
INPUTS SOURCE FORMAT SCALE
Servo Position Bias (P1-A) 562C-8G +12 V dc

(P1-C) –12 V dc
Servo Motor (P1-H) 562C-8G 0 to +28 V dc. The actuator extends when P1-H is positive with respect
(P1-J) to P1-J.
Chassis Gnd (P1-E) Airframe Common structure ground
OUTPUTS DESTINATION FORMAT SCALE
Servo Position (+) (P1-B) 562C-8G ±Dc 1.4 V dc/mm movement of the output shaft. Output is posi-
tive when the actuator arm extends for P1-A (+) and P1-C
(–). Actuator arm is centered when P1-B equals 0 V dc.
Figure 1-2 . SVL-80 Series Actuator, Simplified Schematic Diagram
21 February 1990 1-3/(1-4 blank)

z523-0766524-006118
9ebb_di
Collins FCS-80()
Installation
Table of Contents
Paragraph Page Paragraph Page
2.1 GENERAL ............................................................ 2-1 2.5.16 590A-3K1 Air Data Control ...............................2-13
2.5.17 590B-2 Airspeed Sensor .....................................2-13
2.2 UNPACKING AND INSPECTING EQUIPMENT....... 2-1 2.5.18FD-108 Flight System .........................................2-14
2.5.18.1 329B-7R Flight Director Indicator .................2-14
2.3 PREINSTALLATION CHECK............................ 2-1
2.5.18.2 331A-6P/6R Course Indicator .........................2-14
2.4 CABLING ............................................................. 2-1 2.5.19 FD-109 Flight System ........................................2-14
2.4.1 Precautions.............................................................2-1 2.5.19.1 329B-8Y Attitude Director Indicator..............2-14
2.4.2Interconnect Wiring Cables, Preparation..............2-2 2.5.19.2 331A-9G Horizontal Situation Indicator ..............2-14
2.4.3 Interconnect Diagrams ..........................................2-2 2.5.19.3 614E-22D Remote Heading/Course Selector..2-15
2.5.20 FIS-84 Flight Instrument System .....................2-15
2.5INSTALLATION PROCEDURES ....................... 2-8 2.5.20.1 ADI-84( ) Attitude Director Indicator.............2-15
2.5.1APA-80( ) Autopilot Amplifier ................................2-8 2.5.20.2 HSI-84( ) Horizontal Situation Indicator ................2-15
2.5.2 APC-80( ) Autopilot Computer ..............................2-9 2.5.20.3 REU-84( ) Remote Electronics Unit ...............2-15
2.5.3 APP-80( ) Autopilot Panel .....................................2-9 2.5.21 FIS-85 Flight Instrument System .....................2-16
2.5.4 FGC-80( ) Flight Guidance Computer...................2-9 2.5.21.1 ADI-85( ) Attitude Director Indicator.............2-16
2.5.5 FGP-80( ) Flight Guidance Panel........................2-10 2.5.21.2HSI-85( ) Horizontal Situation Indicator ........2-16
2.5.6 FGP-81( ) Flight Guidance Panel........................2-10 2.5.21.3 HCP-85/86/87 Heading Course Panel ............2-16
2.5.7 NAC-80/LAC-80 Vertical Accelerometers ...........2-10 2.5.22 EHSI-74 Horizontal Situation Indicator .................2-16
2.5.8 562C-8F/8G Yaw Damper Computer ..................2-10 2.5.23 EFIS-85 Electronic Flight Instrument System.2-17
2.5.9SVO-80( ) Primary Servo and 351B-6( )/7( )/8C Servo 2.5.23.1Forced-Air Cooling Required for EFIS-85 .........2-18
Mounts....................................................................2-11
2.5.10 SVL-80 Series Actuator .....................................2-11 2.6 RECOMMENDED TROUBLESHOOTING
2.5.11 334D-6/6A Trim Servo .......................................2-11 EQUIPMENT .................................................... 2-19
2.5.12 ASU-80 Avionics Switching Unit ......................2-11 2.7 POSTINSTALLATION CHECK (ACCEPTANCE
2.5.13332D-11( ) Vertical Gyro.....................................2-13 TEST)................................................................. 2-19
2.5.14 345A-7( ) Rate-of-Turn Sensor ..........................2-13
2.5.15590A-3H/3J/3K Air Data Control .......................2-13

* Title .......................................... 21 Feb 90 * 2-128 Blank...............................21 Feb 90 * 2-153 thru 2-155 ....................... 21 Feb 90
* List of Effective Pages.............. 21 Feb 90 * 2-129..........................................21 Feb 90 * 2-156 Blank .............................. 21 Feb 90
* 2-1 thru 2-19 ............................ 21 Feb 90 * 2-130 Blank...............................21 Feb 90 * 2-157 ......................................... 21 Feb 90
* 2-20 Blank ................................ 21 Feb 90 * 2-131..........................................21 Feb 90 * 2-158 Blank .............................. 21 Feb 90
* 2-21 thru 2-49 ........................... 21 Feb 90 * 2-132 Blank...............................21 Feb 90 * 2-159 ......................................... 21 Feb 90
* 2-50 Blank ................................ 21 Feb 90 * 2-133..........................................21 Feb 90 * 2-160 Blank .............................. 21 Feb 90
* 2-51 thru 2-107 ......................... 21 Feb 90 * 2-134 Blank...............................21 Feb 90 * 2-161 ......................................... 21 Feb 90
* 2-108 Blank .............................. 21 Feb 90 * 2-135..........................................21 Feb 90 * 2-162 Blank .............................. 21 Feb 90
* 2-109 ......................................... 21 Feb 90 * 2-136 Blank...............................21 Feb 90 * 2-163 ......................................... 21 Feb 90
* 2-111 ......................................... 21 Feb 90 * 2-138 Blank...............................21 Feb 90 * 2-165 thru 2-167 ....................... 21 Feb 90
* 2-113 ......................................... 21 Feb 90 * 2-140 Blank...............................21 Feb 90 * 2-169 ......................................... 21 Feb 90
* 2-115 ......................................... 21 Feb 90 * 2-142 Blank...............................21 Feb 90 * 2-171 ......................................... 21 Feb 90
* 2-116 Blank .............................. 21 Feb 90 * 2-143 .........................................21 Feb 90 * 2-172 Blank .............................. 21 Feb 90
* 2-117 ......................................... 21 Feb 90 * 2-144 Blank...............................21 Feb 90 * 2-173 ......................................... 21 Feb 90
* 2-119 ......................................... 21 Feb 90 * 2-146 Blank...............................21 Feb 90 * 2-175 ......................................... 21 Feb 90
* 2-121 thru 2-123 ....................... 21 Feb 90 * 2-148 Blank...............................21 Feb 90 * 2-177 ......................................... 21 Feb 90
* 2-125 ......................................... 21 Feb 90 * 2-150 Blank...............................21 Feb 90 * 2-179 thru 2-198 ....................... 21 Feb 90
* 2-126 Blank .............................. 21 Feb 90 * 2-151..........................................21 Feb 90
* 2-127 ......................................... 21 Feb 90 * 2-152 Blank...............................21 Feb 90


1 1 Apr 77 None
3 rd Ed 15 Jul 80 None
1 15 Feb 81 None

section II
installation
2.1 GENERAL damage are to be filed, save the original packing car-
ton and materials. If no damage can be detected, re-
Installation data in this section consists of prein- place packing materials in the shipping container and
stallation checks, special cabling procedures and save for future uses such as storage or reshipment.
requirements, removal and installation of the FCS-
80( ) units, and system interconnect diagrams. In- 2.3 PREINSTALLATION CHECK
stallation data for the remainder of the units in the
system (ADS-80 units, NCS-31, VIR-30, universal Before installing the equipment in the aircraft,
mounts, etc) can be found in their applicable manu- check that applicable test procedures have been
als. Refer to the description section for publication performed for all units of the FCS-80( ) Flight Con-
part numbers of Collins equipments. trol System. This ensures that the equipment meets
performance specifications. Testing and perform-
Note ance information is contained in the applicable unit
instruction book.
The information and instructions in this
publication are recommendations and do 2.4 CABLING
not necessarily correspond with any actual
aircraft installation and wiring. This sec- 2.4.1 Precautions
tion cannot be used in place of a supple-
mental type certificate (STC) or type certifi- During preparation of the interconnect wiring ca-
cate (TC). bles, observe the following precautions:
Warning a. Bond and shield all parts of the aircraft electrical

system, such as generators and ignition systems.
Rockwell International Corporation does b. Keep cables away from heavy current-carrying
not take the responsibility for certification circuits, pulse-transmitting equipment, and
of the APS-80( ) when used with equip- other interference sources.
ments other than those covered by the c Make all external connections to the equipment
Rockwell International Corporation, Collins through designated connectors listed on the in-
Avionics, safety analysis. The APS-80( ) terconnnect wiring diagrams.
Autopilot System has been certified with a d. Use only FAA approved wire types. Wire sizes
safety analysis based on the use of the are listed on the interconnect wiring diagrams.
332D-11( ) attitude system. The use of any e. Leave slack in the cable to allow free sway of the
other attitude system requires a new safety equipment and to keep the wire from breaking.
analysis to ensure that the safety require- f. For balanced connections, use a twisted-pair,
ments of the autopilot system are met. shielded wire for minimum pickup of electro-
static and magnetic fields. Avoid long runs of
2.2 UNPACKING AND INSPECTING EQUIPMENT wire and keep input and output circuits sepa-
rated as much as possible.
Unpack the equipment carefully and make a careful g. Mark all interconnect wires in accordance with
visual inspection of each unit for possible shipping the Aircraft Electronics Association wire
damage. All claims for damage should be filed with marking standard, as shown in Figure 2-46.
the transportation company involved. If claims for (This is a recommended method. Other methods
may be already in use.)

installation 523-0766524
Caution interconnect diagrams are Figure 2-47 through

Figure 2-50. Options to the four standard systems
Power must be present only on the connector are provided in Figure 2-51 through Figure 2-65.
pins specified on the interconnect wiring dia- Table 2-4 is an index of these options.
gram. Extensive damage can result to the FCS-
80 units if power is present on any other pins. Note
h. After installation of the cables in the aircraft The interconnect diagrams are schematic
and before installation of the equipment, check representations of the interconnect wiring
to ensure that aircraft power is applied only to and should not be interpreted as being ac-
the pins specified. tual wiring diagrams. The following para-
graphs provide guidelines that should be
2.4.2 Interconnect Wiring Cables, Preparation followed when installing aircraft wiring.
Refer to Collins 390R-( ) Universal Mount Kit In- a. Interconnect Arrangement

struction Book (CPN 523-0766506) or Collins UMT-
The interconnects are arranged to provide wiring
( ) Mount and Thinline II Connectors Instruction
data in as convenient a form as possible, to allow
Book (CPN 523-0772277) and to Collins Pro Line
installation information to be prepared. Signal
Equipment SIL 1-77 for detailed procedures on
flow arrows are shown on most interconnect
connector kit assembly. Refer to Table 2-1 for mat-
wires to indicate which unit is the signal source.
ing connector contacts and special tools required.
Refer to Table 2-2 for installation hardware. b. Ground Connections
Shields of shielded wires must be grounded at
a. Strip proper amount of insulation from wire so
both ends unless otherwise indicated. Shields
conductor can be inserted as far as possible into
broken at bulkheads or terminal strips must be
slot of contact pin. No bare wire should extend
carried through on separate pins or grounded at
from rear of pin, and insulation should be
each end of that section. Shield ground wires
crimped in pin insulation barrel.
must be 6 inches or less. All FCS shield ground
b. Crimp each interconnect wire in contact with
wires must be connected individually to ground
crimping tool. Refer to Table 2-1 for mating
unless otherwise shown.
connector contacts and special tools required.
Correct grounding techniques must be used
Note during installation. Improper grounding tech-
niques may cause an unwanted voltage poten-
The connecting wire must be crimped in the tial and/or noise to exist on the signal common
contact so that the crimped portion of the con- lines. This unwanted signal may then be in-
tact can enter the connector shell. The duced/injected into circuits that could cause er-
crimped portion must enter the shell to pro- ratic or inaccurate system operation. Ideally,
vide positive locking of the contact in the shell. each ground lead in the system should go to a
single ground bus. A modified version of this
c. Insert contact into appropriate connector shell approach, which is defined in the following
hole until contact locks into position. Refer to paragraphs, is used.
Table 2-1 for required insertion tools. Pull lightly There are three types of grounds in the system.
on wire to assure that pin is properly locked. These grounds are generally isolated from each
d. Extraction tools are listed in Table 2-1. To remove other and come out of the equipment on separate
contact, slide extraction tool into mating side of pins.
connector housing. Push plunger into connector
cavity, and pull wire and contact out opposite side. 1. Chassis Ground
The chassis ground ensures that there is no
2.4.3 Interconnect Diagrams electrical shock hazard to people handling the
equipment. This ground connects to the chas-
There are four standard systems defined for the sis of the equipment, goes through a rear con-
FCS-80. These systems are detailed in Table 2-3. The nector pin, and is usually connected to the

Table 2-1. Mating Connector Contacts and Special Tools.
PREFERRED ALTERNATE
DESCRIPTION COLLINS VENDOR NAME COLLINS VENDOR NAME

PART NUMBER AND PART NUMBER PART NUMBER AND PART NUMBER
APP-80( ), ASU-80( ),
FGP-80( ), FGP-81( )
Contact, crimp socket 371-0213-110 CNN 031-1007-067
Crimp Tool 359-8102-010 QPL M22520/2-01
Locator 359-8102-080 QPL M22520/2-08
Insertion/extraction tool 371-8445-010 CNN CIET-20HD 370-8053-020 AMP 91066-4
SVO-80( ), SVL-80,
332D-11( ), 334D-6( )
Contact, crimp socket #20 AWG 359-0032-020 QPL MS3193A20-20A
Crimp tool 359-8102-010 QPL M22520/2-01
Locator 359-8102-020 QPL M22520/2-02
Insertion tool 359-4078-010 QPL MS24256A20
Extraction tool 359-4078-020 QPL MS24256R20
SVO-80( )
Contact, crimp socket #16 AWG 359-0032-040 QPL MS3193-16-16A
Crimp tool 359-8101-010 QPL M22520/1-01
Locator 359-8101-020 QPL M22520/1-02
Insertion tool 359-4078-030 QPL MS24256A16
Extraction tool 359-4078-040 QPL MS24256R16
562C-8( )
Contact, crimp socket 370-5390-030 CNN 031-9134-004
Crimp tool 359-8102-010 QPL M22520/2-01
Locator 359-8102-080 QPL M22520/2-08
Insertion tool 371-8445-040 CNN CIET-20HDL
Extraction tool 371-8445-040 CNN CIET-20HDL
APA-80( ), APC-80( ),
FGC-80( ), 590A-3J1/3K1
Contact, female tuning fork 1372-2514-110
Contact, female tuning fork 1372-2514-180
Required tools for female tuning

fork contacts
Kit, tool (contains all 359-0697-0X0 359-0697-080 DAN DMC593
part numbers listed below
Crimp tool 2359-0697-101 DAN GMT221 3623-8579-000
4623-8580-000
Insertion tool 359-0697-050 DAN DAK188 359-8029-010 QPL MS3323-22

(tweezer type) (probe type)
Extraction tool 359-0697-020 DAN DRK230
a. Replacement probes (qty 2) 359-0697-040 DAN DRK230-1
b. Replacement ejector 359-0697-030 DAN DRK188-3
1372-2514-110 female fork type contacts are used with wire insulation diameters up to 1.27 mm (0.050 in). Wire with insulation diame-
ters from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) use contacts 372-2514-180. Installer must order the quantity of each desired.
2This crimp tool has two jaw openings, one for each range of insulation diameter given.
3This crimp tool is for use with contacts 372-2514-110 only.
4This crimp tool is for use with contacts 372-2514-180 only.
Vendor codes: AMP = AMP, CNN = ITT Cannon, DAN = Daniels Mfg., QPL = Military Spec

Table 2-2. FCS-80 System Installation Hardware Listing.
TYPE QTY DESCRIPTION NOTES CPN
APA-80 ( ) AUTOPILOT AMPLIFIER INSTALLATION HARDWARE
1 Mating connector kit (APA-80/80C/80G/80M), Collins Thinline, 60 (1) 634-1903-001

pin, 4 row, half height
Mating connector kit (APA-80A/80F), Collins Thinline, 60 pin, 4 (1) 634-1912-001

row, half height
180 Contacts, female tuning fork (APA-80/80C/80G/80M) (2)(4) 372-2514-110

(2)(4) 372-2514-180
120 Contacts, female tuning fork (APA-80A/80F) (2)(4) 372-2514-110

(2)(4) 372-2514-180
UMT-13 1 Mount, 1/2-ATR, half height (1) 622-5213-003
390R-20 Mount, 1/2-ATR, half height (1)(5) 622-1196-301
APC-80( ) AUTOPILOT COMPUTER INSTALLATION HARDWARE
1 Mating connector kit, Collins Thinline, 60 pin, 4 row, half height 634-1910-001
120 Contacts, female tuning fork (2)(4) 372-2514-110

(2)(4) 372-2514-180
APP-80( ) AUTOPILOT PANEL INSTALLATION HARDWARE
1 Mating connector housing, P1, 50 pin D subminiature (3) 371-0213-050
87 Contacts, crimp socket (2) 371-0213-110
2 Key plug kit (2 per kit) 629-8381-001
1 Screw lock assembly kit for P1 (2 per kit) 371-0040-040
1 Hood/cable clamp for P1 371-0148-000
(1) Choose one.

(2) Refer to table 2-1 for contact tooling information.
(3) Mating connector part number does not include snap-in crimp socket contacts.
(4) Choose as required for total quantity per unit.
(5) The 390R-18/19/20 is an alternate mount and is approximately 0.25 inch shorter than the UMT-11/12/13.

FGC-80( ) FLIGHT GUIDANCE COMPUTER INSTALLATION HARDWARE
1 Mating connector kit, Collins Thinline, 60 pin, 4 row, half height 634-1909-001

(2)(4) 372-2514-180
FGP-80( ) FLIGHT GUIDANCE PANEL INSTALLATION HARDWARE
FGP-81( ) FLIGHT GUIDANCE PANEL INSTALLATION HARDWARE
NAC-80 AND LAC-80 ACCELEROMETER INSTALLATION HARDWARE
1 Mating connector P1, 7 pin (7 contacts supplied with connector) 372-2292-010
(1) Choose one.


562C-8( ) YAW DAMPER COMPUTER INSTALLATION HARDWARE
1 Mating connector P1, 57 pin 370-0046-020
1 Connector plate 634-3123-001
UMT-11 1 Mount, ¼-ATR, half height (1) 622-5211-003
390R-18 Mount, ¼-ATR, half height (1)(5) 622-1194-301
SVO-80( ) PRIMARY SERVO INSTALLATION HARDWARE
1 Mating connector P1, 12 pin (3) 359-0060-150
4 Contacts, crimp socket, #16 AWG (2) 359-0032-040
SVL-80 SERIES ACTUATOR INSTALLATION HARDWARE
334D-6( ) TRIM SERVO INSTALLATION HARDWARE
ASU-80( ) AVIONICS SWITCHING UNIT INSTALLATION HARDWARE
1 Mating connector bracket 634-2061-001
3 Mating connector housings P1, P2, and P3, 50 pin D subminiature (3) 371-0213-100
3 Hood/cable clamp for P1, P2, and P3 371-0148-000
332D-11( ) VERTICAL GYRO INSTALLATION HARDWARE
(1) Choose one.


345A-7( ) TURN RATE SENSOR INSTALLATION HARDWARE
590A-3J1/3K1 AIR DATA CONTROL INSTALLATION HARDWARE
1 Mating connector kit, Collins Thinline, 60 pin, 4 row, half height (1) 634-1901-001

(2)(4) 372-2514-180
UMT-12 1 Mount, 3/8-ATR, low height (1) 622-5212-003
390R-19 Mount, 3/8-ATR, low height (1)(5) 622-1195-301
(1) Choose one.

equipment rack ground. The installation of c. Wire Size

this ground may vary somewhat in that rfi
Standard wire size is #22 AWG unless speci-
considerations can require this ground to
fied otherwise. Larger wire is used for specific
be made in a specific way.
functions in the interconnect for two reasons:
1. For safely carrying electrical currents
2. Power Ground
greater than #22 AWG wire will handle.
The power ground is isolated inside the For commonality, this will usually be #16
equipment from chassis ground. This AWG wire.
ground goes through a connector pin into 2. Where relatively long wire runs are re-
the interconnect. The power ground from quired for specific functions, particularly
each equipment in the flight control sys- for power lines, #16 AWG wire will be used
tem should run independently for each to minimize the voltage drop in the inter-
unit to a common 28-V dc ground bus. In connect wire.
most cases this ground bus will also be tied Some unit connector pins will not accept #16
to the ac bus common. AWG wire. Particularly when used for the
voltage drop in the wire, a nominal length of
3. Signal Ground wire 15 to 30 cm (6 to 12 in) may be #22 AWG,
installed from the connector pins and butt-
Signal ground is isolated from chassis
spliced to the #16 AWG interconnect wire.
ground. This ground also goes through a
separate pin of the rear connectors. As
d. Special Wire Requirements
with the power ground, each signal ground
wire from each unit should be routed to Many of the signals used in the flight control
the signal ground bus before being con- system require protection to prevent noise from
nected to any other grounds. appearing on the signal wires. This protection is
usually provided by twisting two or three

wires together or by twisting and shielding two (pilot's) gyro fail, the pilot must be able to trans-
or three wires. Unless otherwise noted, the fer his attitude display to the no 2 (copilot's) at-
shielding should be installed as follows: titude display, using the no 2 attitude indicator
1. The shield should be tied to chassis ground pitch and roll bootstraps.
at one end. This is usually at the transmit-
ting end of the wire. Shield grounds must 2.5 INSTALLATION PROCEDURES
be 6 inches or less.
Warning
Note
In the interest of personal safety, it is rec-
It is necessary to ground both ends of all
ommended that the aircraft battery mas-
digital bus cable shields in order to reduce
ter switch be turned off to disconnect
emi/rfi radiation levels in compliance with
power before installing or removing
DO-160 and appropriate TSO.
equipment from the aircraft.
2. Shields broken at pressure bulkheads or
The 390R-18/19/20 and the UMT-10/11/12/13
terminal strips must be carried through on
mounts are used in the installation of several
separate pins or grounded at each end of
FCS-80 equipments and options. When a 390R-
that section.
18/19/20 mount is listed, refer to the instruction
3. Special care must be taken when routing
book (CPN 523-0766506) for these mounts for kit
the wiring through potential rfi problem
assembly instructions and for the connector
areas; that is, power bus areas, near hf an-
bracket which should be used. Refer to Figure 2-44
tenna couplers, etc. The shielding should
for 390R-18/19/20 outline and mounting dimen-
cover as much of the wire as possible, par-
sions. When a UMT-10/11/12/13/ mount is listed,
ticularly near the end of the wire.
refer to the instruction book (CPN 523-0772277)
4. When coaxial cable, shielded wire, and
for these mounts for installation information. Re-
other special purpose wire is called out,
fer to Figure 2-43 for UMT-10/11/12/13 outline and
care must be taken to ensure that quality
mounting dimensions.
wire is used which meets a specific mili-
tary or equivalent specification; for exam- Some FCS-80 equipments use Collins Thinline and
ple, RG-58A/U coaxial cable must have re- Thinline II connectors. Special mating connector
quired conductor spacing, sufficient wire kits are available. Refer to the 390R-( ) instruction
strands in the outer shield, etc, to provide book (CPN 523-0766506) for Thinline connector kit
the protection and transmitting charac- information. Refer to the UMT-( ) instruction book
teristics required for acceptable operation. (CPN 523-0772277) for Thinline II connector kit
Substitutions of lower quality wire gener- information.
ally result in degraded system operation.
2.5.1 APA-80( ) Autopilot Amplifier
e. Autopilot Servo Phasing
Refer to Figure 2-3 for the APA-80( ) outline and
The direction of servo rotation is dependent
mounting dimensions. The UMT-13 or 390R-20 is
upon how the primary servo capstan is me-
the equipment mount for the APA-80( ). The mat-
chanically tied into the aircraft control system.
ing connectors are not supplied with the mount.
For a particular control surface movement, the
The APA-80/80C/ 80G/80M mating connector kit
capstan will rotate either clockwise or coun-
(CPN 634-1903-001) with three mating connectors
terclockwise when viewed from the capstan
or the APA-80A/80F mating connector kit (CPN
end of the servo. Correlating this with the sig-
634-1912-001) with two mating connectors can be
nal required to produce the same control sur-
used with either mount.
face movement will define the interconnect
wiring required.
a. Assemble the mating connector kit (CPN 634-
1903-001 or 634-1912-001).
f. Attitude Transfer
b. Install the UMT-13 or 390R-20 mount.
The following wiring practice must be observed c. Verify the orientation of the mating connector
if attitude transfer is desired. Should the no 1 keyway pins (part of the mating connector kit).

Figure 2-3 shows how the APA-80( ) keyways f. Position the knurled knobs on the front of the
should be oriented. mount to engage the APC-80( ) holddown
d. Position the APA-80( ) interconnecting cables, hooks. Tighten the knobs to secure the unit to
with mating connectors already installed, into the mount. Safety-wire the knurled knobs.
the rear of the mount. Secure the mating con- g. Ensure that a good electrical bond exists be-
nectors to the connector bracket at the rear of tween the APC-80( ) and the mount.
the mount. h. To remove the unit from the mount, loosen the
e. Slide the APA-80( ) into the mount until the knurled knobs that secure the unit to the
connectors are fully engaged. Ensure that the mount and slide the APC-80( ) straight out to
keyway pins are indexed properly before try- disconnect it from the mount connectors.
ing to force the connectors to engage.
f. Position the knurled knobs on the front of the Caution
mount to engage the APA-80( ) holddown
hooks. Tighten the knobs to secure the unit to Do not lift the unit up or move it from side
the mount. Safety-wire the knurled knobs. to side until the rear connectors are disen-
g. Ensure that a good electrical bond exists be- gaged from the mount.
tween the APA-80( ) and the mount.
h. To remove the unit from the mount, loosen the 2.5.3 APP-80( ) Autopilot Panel
knurled knobs that secure the unit to the
mount and slide the APA-80( ) straight out to Mount the APP-80( ) in the aircraft center pedes-
disconnect it from the mount connectors. tal or in any convenient location that allows pilot
and copilot easy access and a clear view of all the
Caution controls. Refer to Figure 2-5 for outline and
mounting dimensions and connector keying infor-
Do not lift the unit up or move it from side mation.
to side until the rear connectors are disen-
gaged from the mount. a. Connect the screw-lock cable assemblies to the
APP-80( ) rear connectors. Insert the display
2.5.2 APC-80( ) Autopilot Computer control panel into the proper location and se-
cure with the two Dzus fasteners.
Refer to Figure 2-4 for the APC-80( ) outline and b. To remove the APP-80( ), unlock the Dzus fas-
mounting dimensions. The UMT-13 or 390R-20 is teners, remove the autopilot panel from its
the equipment mount for the APC-80( ). The mat- mounting location, and disconnect the screw-
ing connectors are not supplied with the mount. lock cable assemblies.
The APC-80( ) mating connector kit (CPN 634-
1910-001) with two mating connectors can be used 2.5.4 FGC-80( ) Flight Guidance Computer
with either mount.
Refer to Figure 2-7 for the FGC-80( ) outline and
a. Assemble the mating connector kit (CPN 634- mounting dimensions. The UMT-13 or 390R-20 is
1910-001). the equipment mount for the FGC-80( ). The
b. Install the UMT-13 or 390R-20 mount. mating connectors are not supplied with the
c. Verify the orientation of the mating connector mount. The FGC-80( ) mating connector kit (CPN
keyway pins (part of the mating connector kit). 634-1909-001) with three mating connectors can
Figure 2-4 shows how the APC-80( ) keyways be used with either mount.
should be oriented.
d. Position the APC-80( ) interconnecting cables, a Assemble the mating connector kit (CPN 634-
with mating connectors already installed, into 1909-001).
the rear of the mount. Secure the mating con- b. Install the UMT-13 or 390R-20 mount.
nectors to the connector bracket at the rear of c. Verify the orientation of the mating connector
the mount. keyway pins (part of the mating connector kit).
e. Slide the APC-80( ) into the mount until the Figure 2-7 shows how the FGC-80( ) keyways
connectors are fully engaged. Ensure that the should be oriented.
keyway pins are indexed properly before try- d. Position the FGC-80( ) interconnecting cables,
ing to force the connectors to engage. with mating connectors already installed, into

the rear of the mount. Secure the mating con- b. To remove the FGP-80( ), unlock the Dzus fas-
nectors to the connector bracket at the rear of teners, remove the flight guidance panel from
the mount. its mounting location, and disconnect the
e. Slide the FGC-80( ) into the mount until the screw-lock cable assembly.
connectors are fully engaged. Ensure that the
keyway pins are indexed properly before try- 2.5.7 NAC-80/LAC-80 Vertical Accelerometers
f. Position the knurled knobs on the front of the Mount the NAC-80 and LAC-80 just forward of the
mount to engage the FGC-80( ) holddown maximum aircraft forward center of gravity. Align
hooks. Tighten the knobs to secure the unit to the arrow on the NAC-80 with the vertical axis.
the mount. Safety-wire the knurled knobs. Align the arrow on the LAC-80 with the desired
g. Ensure that a good electrical bond exists be- lateral/longitudinal axis. Refer to Figure 2-10 for
tween the FGC-80( ) and the mount. outline and mounting dimensions.
h. To remove the unit from the mount, loosen the
knurled knobs that secure the unit to the 2.5.8 562C-8F/8G Yaw Damper Computer
mount and slide the FGC-80( ) straight out to
disconnect it from the mount connectors. Refer to Figure 2-11 for 562C-8F/8G outline and
mounting dimensions. The UMT-11 or 390R-18 is
Caution the equipment mount for the yaw damper com-
puter. The 562C-8F/8G must not be shock-
Do not lift the unit up or move it from side mounted. The mating connector is not supplied
to side until the rear connectors are disen- with the mount. The 562C-8F/8G mating connec-
gaged from the mount. tor (CPN 370-0046-020) and connector plate (CPN
634-3123-001) can be used with either mount. Re-
2.5.5 FGP-80( ) Flight Guidance Panel fer to Figure 2-65, FCS-80( ) option no 15, for the
562C-8G and SVL-80 interface.
Mount the FGP-80( ) mode selector in the aircraft
center pedestal or in any convenient location that a. Assemble the mating connector (CPN 370-
allows pilot and copilot easy access and a clear 0046-020).
view of all the controls. Refer to Figure 2-8 for b. Install the UMT-11 or 390R-18 mount.
outline and mounting dimensions and connector c. Verify the orientation of the mating connector
keying information. keyway pins (part of the mating connector).
Figure 2-11 shows how the 562C-8F/8G key-
a. Connect the screw-lock cable assemblies to the ways should be oriented. Secure the keyways
FGP-80( ) rear connectors. Insert the display after ensuring proper orientation.
control panel into the proper location and se- d. Position the 562C-8F/8G interconnecting ca-
cure with the two Dzus fasteners. bles, with mating connector already installed,
b. To remove the FGP-80( ), unlock the Dzus fas- into the rear of the mount. Secure the mating
teners, remove the flight guidance panel from connector to the connector bracket at the rear
its mounting location, and disconnect the of the mount.
screw-lock cable assemblies. e. Slide the 562C-8F/8G into the mount until the
connector is fully engaged. Ensure that the
2.5.6 FGP-81( ) Flight Guidance Panel keyway pins are indexed properly before try-
Mount the FGP-81( ) mode selector in the aircraft f. Position the knurled knobs on the front of the
center pedestal or in any convenient location mount to engage the 562C-8F/8G holddown
that allows pilot and copilot easy access and a hooks. Tighten the knobs to secure the unit to
clear view of all the controls. Refer to Figure 2- the mount. Safety-wire the knurled knobs.
9 for outline and mounting dimensions and g. Ensure that a good electrical bond exists be-
connector keying information. tween the 562C-8F/8G and the mount.
a. Connect the screw-lock cable assembly to the h. To remove the unit from the mount, loosen the
FGP-81( ) rear connector. Insert the display knurled knobs that secure the unit to the
control panel into the proper location and se- mount and slide the 562C-8F/8G straight out
cure with the two Dzus fasteners. to disconnect it from the mount connectors.

2.5.9 SVO-80( ) Primary Servo and 351B- in Supplemental Type Certificate (STC) or
6( )/7( )/8C Servo Mounts Type Certificate (TC) for the particular air-
craft. If torque is too high, loosen 3/4-16 clutch
Caution adjustment nut and repeat step 5. If torque is
too low, tighten the 3/4-16 clutch adjustment
Use care to avoid damaging the servo nut and repeat step 5.
gears when sliding the servo into the servo 7. Repeat steps 5 and 6 until breakaway
mount. torque is within specified limits.
a. The aircraft STC defines the servo installa-
tion. Refer to Figure 2-12, Figure 2-13, Figure Note
2-14, for outline and mounting dimensions.
If the breakaway torque cannot be ad-
Caution justed to within specified limits, replace
the servo mount.
The 351B-6( )/7( )/8C Servo Mount slip
clutch torque setting must be verified prior 8. Remove hub adapter and servo mount
to installation in an aircraft. The slip from holding fixture. Replace any covers,
clutch is factory adjusted to a predefined cable guards, locking wires, etc, that were
value. Some certifications require that the removed previously. Verify that all rotat-
torque be reset to a different value for that ing parts move freely.
aircraft type. Specific torque settings are 9. Record clutch torque setting on tag (CPN
published in the Supplemental Type Cer- 280-2846-010) and attach to unit.
tificate (STC) or Type Certificate (TC) is- c. Secure the servo mount to the airframe.
sued for that aircraft. Failure to perform d. Connect the control/cable system to the mount.
the following adjustments could result in e. Secure the servo to the mount.
hazardous operation of the aircraft. f. Connect the system interconnect cable to the
electrical connector.
b. Use the following procedure to verify or reset
the torque level on the 351B-6( )/7( )/8C slip 2.5.10 SVL-80 Series Actuator
clutch to the requirements for a specific aircraft.
Install the SVL-80 in the appropriate location. Cus-
1. On 351B-6( ), remove capstan end cover from
tomer preference and airframe requirements deter-
servo mount by removing six screws and
mine series actuator selection and placement. Refer
locking wire that secure cover to servo mount.
to Figure 2-15 for outline and mounting dimensions.
2. On 351B-8C, install lever arm (CPN 609-
Refer to Figure 2-65, FCS-80( ) option no 15, for the
3162-001) to flange mount and secure, using
562C-8G and SVL-80 interface.
six 6-32 x 3/4 screws (CPN 343-0174-000).
3. Refer to Figure 2-1 and attach servo mount 2.5.11 334D-6/6A Trim Servo
to appropriate holding fixture. For 351B-6( ),
remove any cable guards that interfere with Mount the 334D-6/6A Trim Servo in a servo mount.
mounting servo mount to holding fixture. Customer preference and airframe requirements
4. Remove four of six screws (two remaining determine trim servo and mount placement. Refer
screws should be 180æ from each other) to Figure 2-16 (sheets 1 through 5) for outline and
and locking wire from inside capstan or mounting dimensions.
flange mount. Install adapter hub, using 2.5.12 ASU-80 Avionics Switching Unit
four 6-32 x 3/4 screws (CPN 343-0174-000).
5. Apply torque (with torque wrench) to hub The ASU-80 can be located in any convenient loca-
adapter and measure torque required to cause tion that minimizes the interconnect cable required.
friction clutch to just begin to slip (breakaway Refer to Figure 2-6 and prepare the airframe for in-
torque). Measure torque two to three times in stallation of the unit. Set the ASU-80 in the prepared
both directions and use average value. mounting location and secure with the appropriate
6. Breakaway torque should be within nominal hardware. Connect the interconnect cables and en-
factory settings. If clutch has been or is being sure that the connectors are properly seated.
reset for a particular aircraft, breakaway
should be within +/-15 percent of setting given

Figure 2-1. 351B-6( )/7( )/8C Servo Mount Holding Fixture Setup

2.5.13 332D-11( ) Vertical Gyro air data option). Note 12 shows how to connect
the 590A-3J1/3K1 when replacing 590A-3J/3K
Mount the 332D-11( ) to the aircraft frame using the installations. Note 13 shows how to connect
installation hardware kit supplied with the gyro. new 590A-3J1/3K1 installations.
Mount as close as possible to the aircraft center of b. The 390R-19 and 590A-3K1 may be installed
gravity. The arrow must point toward the aircraft in any convenient aircraft location, subject to
line of flight. Shim the vertical reference, as neces- the following conditions:
sary, to ensure that the vertical reference is level 1. The static line may not exceed 6.1 m (20 ft)
with aircraft level. Refer to Figure 2-17 for outline and must originate at the intersection of
and mounting dimensions. the two static lines from dual ports or at
2.5.14 345A-7( ) Rate-of-Turn Sensor the port itself if only one port is used.
2. Thick-walled, 0.635-cm (1/4-in) flexible
Mount the 345A-7( ) 4 degrees off horizontal (with tubing is recommended.
the supplied mounting blocks), as close as possible 3. If the static pressure varies with aircraft
to the aircraft center of gravity, and align the arrow pitch attitude, the static port must be lo-
with the aircraft line of flight. Refer to Figure 2-18 cated so that a pitch-down attitude will re-
for outline and mounting dimensions. sult in an increase in static pressure.
4. All valves and connectors shall have an in-
2.5.15 590A-3H/3J/3K Air Data Control side diameter approximately equal to the
Mount the 590A-3( ) Air Data Control in a 390R-19 inside diameter of the tubing to ensure
shockmount or in an aircraft equipment rack that free movement of air.
conforms to ARINC Characteristic 404. The 590A-3( ) c. The mating connector keyway pins must be in-
may be installed in any convenient aircraft location dexed to accept the 590A-3K1 being installed.
subject to the following conditions. The static line Figure 2-20 has indexing information. Secure the
may not exceed 20 feet and must originate at the in- keyway pins after ensuring proper orientation.
tersection of the two static lines from dual ports or at d. Position the 590A-3K1 interconnecting cable,
the port itself if only one port is used. Thick-walled with mating connectors installed, into the rear of
1/4-inch flexible tubing is recommended. If the static the mount. Insert the cable with grommet into
pressure varies with aircraft pitch attitude, the static the slotted access hole in the area of the mount.
port must be located so that a pitch-down attitude Secure the mating connectors to the connector
will result in an increase in static pressure. All valves bracket provided at the rear of the mount.
and connectors shall have an inside diameter ap- e. Slide the 590A-3K1 into the mount until the
proximately equal to the inside diameter tubing to mating connectors are fully engaged.
ensure free movement of air. Refer to Figure 2-19 for f. Position the knurled knobs on the front of the
outline and mounting dimensions. mount to engage the 590A-3K1 holddown
hooks. Tighten the knobs to secure the unit to
2.5.16 590A-3K1 Air Data Control the mount. Safety-wire the knurled knobs.
g. Ensure that a good electrical bond exists be-
Note tween the 590A-3K1 and the mount.
h. Remove the protective cover from the static
The 590A-3J1 Air Data Control is installed in port and connect the static line.
the same manner as the 590A-3K1. The fol-
lowing procedure may be used for both units. 2.5.17 590B-2 Airspeed Sensor
a Refer to Figure 2-20 for the 590A-3J1/3K1 Mount the 590B-2 Airspeed Sensor directly to the
outline and mounting dimensions. The UMT- airframe. The 590B-2 may be installed in any con-
12 or 390R-19 is the equipment mount for the venient aircraft location. The static and pitot lines
air data control. The mating connectors are must originate at the static port and pitot tube and
not supplied with the mount. The 590A- the line length may not exceed 20 feet for 1/4-inch
3J1/3K1 mating connector kit (CPN 634-1901- tubing (od = 5/16 inch). All static and pitot line con-
001) with two mating connectors can be used nections must have an inside diameter equal to the
with either mount. Refer to Figure 2-51, sheet inside diameter of the tubing. If the static pressure
1 (FCS-80( ) option no 1, analog varies with aircraft pitch attitude, the static port
must be located so that pitch-down attitude results

in an increase in static pressure. Refer to Figure 2- rear connectors of the HSI. Then slide the unit
21 for outline and mounting dimensions. into the instrument panel and secure with four
screws, inserting one in each corner. The 331A-
2.5.18 FD-108 Flight System
6P/6R is secured by four 0.164-32 UNC-2A (#8-
2.5.18.1 329B-7R Flight Director Indicator 32) screws.
b. To remove the unit from the instrument panel,
Mount the 329B-7R Flight Director Indicator directly remove the four screws, one in each corner,
above the course indicator, laterally centered on the that secure the HSI to the aircraft instrument
pilot's instrument panel. Position the flight director panel. Slide the HSI out of the aircraft in-
indicator vertically so that the top of the instrument strument panel until the mating connectors
remains visible when the pilot's seat is in the highest can be reached. Disconnect the twist-lock con-
and most forward position used. The instrument's nectors, and carefully remove the unit.
fore-aft center line must be at an angle of 14 to 30
degrees from the pilot's line of vision. The 14- to 30- 2.5.19 FD-109 Flight System
degree angle should be provided regardless of the
aircraft instrument panel angle. Refer to Figure 2-22 2.5.19.1 329B-8Y Attitude Director Indicator
for outline and mounting dimensions. Mount the 329B-8Y directly above the course indica-
a. The 329B-7R is mounted from either the front tor, laterally centered on the pilot's instrument panel.
or back of the aircraft flight instrument panel. Position it so that the top of the instrument remains
Front mount using a Marman clamp (CPN 139- visible when the pilot's seat is in the highest and
3157-000) or use an adapter plate and a moor- most forward position. The instrument front-to-rear
ing plate (CPN 553-6594-003 and 553-6590- center line must be at an angle of 14 to 30 degrees
004). Rear mount using a mooring plate (CPN from the pilot's line of vision. The 14- to 30-degree
553-6590-004). Connect the twist-lock intercon- angle should be provided regardless of the aircraft
nect cables to the rear connectors of the ADI. instrument panel angle. Refer to Figure 2-24 for out-
Then slide the unit into the instrument panel line and mounting dimensions of the 329B-8Y.
and secure with four screws, inserting one in a. The 329B-8Y is mounted from either the front
each corner. The 329B-7R is secured by four or back of the aircraft flight instrument panel.
0.164-32 UNC-2A (#8-32) screws. If a mooring Front mount using a Marman clamp (CPN
plate is used, it must be installed over the in- 139-3158-000) and adapter plates (CPN 553-
strument case before the cable is connected. 6595-003 and 553-6592-004). Rear mount us-
b. To remove the unit from the instrument panel, ing a mooring plate (CPN 553-6592-004). Con-
remove the four screws, one in each corner, nect the twist-lock interconnect cables to the
that secure the ADI to the aircraft instrument rear connectors of the ADI. Then slide the unit
panel. Slide the ADI out of the aircraft in- into the instrument panel and secure with four
strument panel until the mating connectors screws, inserting one in each corner. The
can be reached. Disconnect the twist-lock con- 329B-8Y is secured by four 0.164-32 UNC-2A
nectors, and carefully remove the unit. (#8-32) screws. If a mooring plate is used, it
2.5.18.2 331A-6P/6R Course Indicator must be installed over the instrument case be-
fore the cable is connected.
Mount the course indicator close to and slightly b. To remove the unit from the instrument panel,
below the pilot's normal line of vision through the remove the four screws, one in each corner,
cabin windscreen. Refer to Figure 2-23 for outline that secure the ADI to the aircraft instrument
and mounting dimensions. panel. Slide the ADI out of the aircraft in-
strument panel until the mating connectors
a. The 331A-6P/6R is mounted from either the
can be reached. Disconnect the twist-lock con-
front or back of the aircraft flight instrument
nectors, and carefully remove the unit.
panel. Front mount using a Marman clamp
(CPN 139-3157-000) or use an adapter plate 2.5.19.2 331A-9G Horizontal Situation Indicator
and a mooring plate (CPN 553-6594-003 and
Mount the 331A-9G directly below the 329B-8Y Atti-
553-6590-004). Rear mount using a mooring
tude Director Indicator. Refer to Figure 2-25 for out-
plate (CPN 553-6590-004). Connect the twist-
line and mounting dimensions.
lock interconnect cables to the

a The 331A-9G is front mounted on the aircraft using a mooring plate (CPN 553-6590-004).
flight instrument panel. Connect the twist-lock Connect the twist-lock interconnect cables to
interconnect cables to the rear connectors of the the rear connectors of the ADI. Then slide the
HSI. Then slide the unit into the instrument unit into the instrument panel and secure
panel and secure with four screws, inserting with four screws, inserting one in each corner.
one in each corner. The 331A-9G is secured by The ADI-84( ) is secured by four 0.138-32
four 0.190-32 UNF-2A (#10-32) screws. UNC-2A (#6-32) screws. If a mooring plate is
b. To remove the unit from the instrument panel, used, it must be installed over the instrument
remove the four screws, one in each corner, case before the cable is connected.
that secure the HSI to the aircraft instrument b. To remove the unit from the instrument panel,
panel. Slide the HSI out of the aircraft in- remove the four screws, one in each corner,
strument panel until the mating connectors that secure the ADI to the aircraft instrument
can be reached. Disconnect the twist-lock con- panel. Slide the ADI out of the aircraft in-
nectors, and carefully remove the unit. strument panel until the mating connectors
can be reached. Disconnect the twist-lock con-
2.5.19.3 614E-22D Remote Heading/Course
nectors, and carefully remove the unit.
Selector
2.5.20.2 HSI-84( ) Horizontal Situation Indicator
Mount the 614E-22D in the aircraft center pedes-
tal or any convenient location that allows pilot and
The HSI-84( ) should be mounted on the flight in-
copilot easy access to the controls. Refer to Figure
strument panel under the ADI where it is close to,
2-26 for outline and mounting dimensions.
and slightly below, the pilot's line of vision. The
COURSE select and HDG select controls must be
a. The 614E-22D is front mounted on the aircraft
easily accessible to the pilot. Refer to Figure 2-28
flight instrument panel. Connect the twist-lock
for outline and mounting dimensions. Refer to
interconnect cables to the rear connectors of
Figure 2-55, FCS-80( ) option no 5, for the HSI-
the HSI. Then slide the unit into the instru-
84( ) interface.
ment panel and secure with two screws. The
614E-22D is secured by two 0.138-32 UNC-2A
a. The HSI-84( ) is mounted from either the front
(#6-32) screws.
or back of the aircraft flight instrument panel
b. To remove the unit from the instrument panel,
using a mooring plate (CPN 553-6590-004).
remove the two screws that secure the HSI to
Connect the twist-lock interconnect cables to
the aircraft instrument panel. Slide the HSI
the rear connectors of the HSI. Then slide the
out of the aircraft instrument panel until the
unit into the instrument panel and secure
mating connectors can be reached. Disconnect
with four screws, inserting one in each corner.
the twist-lock connectors, and carefully re-
The HSI-84( ) is secured by four 0.138-32
move the unit.
UNC-2A (#6-32) screws. If a mooring plate is
2.5.20 FIS-84 Flight Instrument System used, it must be installed over the instrument
case before the cable is connected.
2.5.20.1 ADI-84( ) Attitude Director Indicator b. To remove the unit from the instrument panel,
Mount the ADI-84( ) directly above the course in- remove the four screws, one in each corner,
dicator, laterally centered on the pilot's instru- that secure the HSI to the aircraft instrument
ment panel. Position it so that the top of the in- panel. Slide the HSI out of the aircraft in-
strument is visible when the pilot's seat is in the strument panel until the mating connectors
highest and most forward position used. The in- can be reached. Disconnect the twist-lock con-
strument fore-aft center line must be within a ver- nectors, and carefully remove the unit.
tical angle of 14 to 30 degrees from the pilot's line
of vision regardless of the angle of the instrument 2.5.20.3 REU-84( ) Remote Electronics Unit
panel. Refer to Figure 2-27 for outline and
mounting dimensions. Refer to Figure 2-55, FCS- Note
80( ) option no 5, for the ADI-84( ) interface.
Cabling between the HSI-84( ) and REU-
a. The ADI-84( ) is mounted from either the front 84( ) may not exceed 50 feet.
or rear of the aircraft flight instrument panel

Mount the REU-84( ) in any convenient location in heading course panel into the proper location and
the aircraft within the 50-foot cable limits. The secure with two Dzus fasteners.
REU-84( ) is secured with four 0.164-32 UNC-2A
2.5.22 EHSI-74 Horizontal Situation Indicator
(#8-32) screws and may be oriented to any attitude
for mounting. Refer to Figure 2-29 for outline and Refer to Figure 2-64, FCS-80( ) option no 14, for
mounting dimensions. the EHSI-74 and ADI-84A interface.
2.5.21 FIS-85 Flight Instrument System a. The EFD-74 should be mounted in the flight
instrument panel under the attitude director
2.5.21.1 ADI-85( ) Attitude Director Indicator indicator where it is close to and slightly below
the pilot's line of vision. Refer to Figure 2-34
Mount the ADI-85( ) directly above the course indica- for the panel cutout and for outline and
tor, laterally centered on the pilot's instrument panel. mounting dimensions. Note that the EFD-74
Position it so that the top of the instrument is visible can be front mounted with or without a moor-
when the pilot's seat is in the highest and most for- ing plate or rear-mounted using a mooring
ward position used. The instrument fore-aft center plate. Connect the interconnect cable to the
line must be within a vertical angle of 14 to 30 de- rear connector of the EFD-74. Ensure that the
grees from the pilot's line of vision regardless of the mating connector is securely latched. Then
angle of the instrument panel. Refer to Figure 2-30 slide the unit into the instrument panel and
for outline and mounting dimensions. The ADI-85( ) secure with four 0.138-32 UNC-2A (#6-32)
is mounted from either the front or back of the air- screws, inserting one in each corner. If a
craft flight instrument panel with four #8-32 screws mooring plate (553-6590-004) is used, it must
and, if desired, the mooring plate (CPN 553-6592- be installed before the cable is connected. The
004) or an instrument clamp. Refer to Figure 2-55, EFD-74 is convection cooled. Forced-air cool-
FCS-80( ) option no 5, for the ADI-85( ) interface. ing, although not required, is strongly recom-
2.5.21.2 HSI-85( ) Horizontal Situation mended to improve reliability.
Indicator b. Mount the HCP-74 in the aircraft center ped-
estal or any convenient location that allows
The HSI-85( ) should be mounted on the flight in- both the pilot and copilot easy access to the
strument panel under the ADI where it is close to, controls. Refer to Figure 2-35 for outline and
and slightly below, the pilot's line of vision. The mounting dimensions. Connect the intercon-
COURSE select and HDG select controls must be nect cable to the rear connector of the HCP-74.
easily accessible to the pilot. The HSI-85( ) is Ensure that the mating connnector is securely
mounted from either the front or back of the air- latched. Insert the HCP-74 into the center
craft flight instrument panel and the panel cut- pedestal and secure with two Dzus fasteners.
outs are different for the two methods of mount- c. Refer to Figure 2-36 for the HPU-74 outline and
ing. Also, note that the front mounting technique mounting dimensions. The UMT-13 is the
for HSI-85 units -005 through -009 requires in- equipment mount for the HPU-74. The UMT-13
stallation of an instrument mounting clamp or connector mounting accommodates 4-row Col-
tray behind the panel. (Refer to SIL 1-81 for help- lins Thinline II type connectors. The mating
ful tips in mounting the HSI-85( ) using the in- connectors are not supplied with the mount.
strument clamp, MSP Inc. tray pin 64458.) Refer Three mating connector kits are required (CPN
to Figure 2-31 for outline and mounting dimen- 634-1021-001).
sions. Refer to Figure 2-55, FCS-80( ) option no 5,
for the HSI-85( ) interface. Note
2.5.21.3 HCP-85/86/87 Heading Course Panel Refer to the UMT-( ) Mount and Thinline
II Connectors Instruction Book (CPN 523-
Mount the heading course panel in the aircraft 0772277) for complete outline and mount-
center pedestal or any convenient location that ing dimensions and all applicable piggy-
allows both the pilot and copilot easy access to the back kits. There is also complete informa-
controls. Refer to Figure 2-32 and Figure 2-33 for tion about the Collins Thinline II connec-
outline and mounting dimensions. Insert the tors in the instruction book.

Install the UMT-13 mount. Install and orient the line of vision. It is secured by four 0.164-32 UNC-
mating connector keyway pins (part of the mating 2A (#8-32) screws. Refer to Figure 2-37 for the
connector kit). Position the HPU-74 interconnect- desired panel cutout and outline and mounting
ing cables, with mating connectors already in- dimensions. If required, a mooring plate will be
stalled, into the rear of the mount. Secure the listed on the referenced figure. Note that the
mating connector bracket at the rear of the mount. EHSI can be either front or rear mounted and
Slide the HPU-74 into the mount until the connec- the panel cutouts are different for the two meth-
tors are fully engaged. Position the knurled knobs ods. Connect the twist-lock interconnect cable to
on the front of the mount to engage the HPU-74 the rear connector of the EHSI. Then slide the
holddown hooks. Tighten the knobs to secure the unit into the instrument panel and secure with
unit to the mount. The unit holddown assembly four 0.163-32 UNC-2A (#8-32) screws, inserting
uses a spring washer which eliminates the need one in each corner. If a mooring plate is used, it
for safety wiring. Ensure that a good electrical must be installed over the instrument case before
bond exists between the unit and the mount. The the cable is connected.
HPU-74 is convection cooled. Forced-air cooling, c Mount the CHP-85( )/86( ) in the aircraft center
while not required, is strongly recommended to pedestal or any convenient location that allows
improve reliability. both the pilot and copilot easy access to the con-
trols. Refer to Figure 2-38 for outline and mount-
2.5.23 EFIS-85 Electronic Flight Instrument
ing dimensions. Connect the twist-lock connector
System
cables to the rear connectors of the CHP-85( )/86( ).
Refer to Figure 2-63, FCS-80( ) option no 13, for (There is one connector on the CHP-86( ) and two
the EFIS-85 interface. connectors on the CHP-85( ).) Insert the course
heading panel into the center pedestal and secure
a. Mount the EFD-85 to be used as an EADI di- with two Dzus fasteners.
rectly above the EHSI, laterally centered on d. Mount the DCP-85B in the aircraft center pedestal
the pilot's instrument panel. Position it so that or in any convenient location that allows pilot and
the top of the instrument remains visible copilot easy access to the controls. Refer to Figure
when the pilot's seat is in the highest and 2-39 for outline and mounting dimensions and
most forward position. connector keying information. Remember that one
DCP-85B is required for each side in a 4- or 5-tube
Note
crt system. Connect the screw-lock cable assem-
Be sure that the inclinometer, CPN 634- blies to the DCP-85B rear connectors. Insert the
2056-001 (black) or -002 (gray), is installed display control panel into the proper location and
on the front of the EADI. secure with the two Dzus fasteners.
e. The MFD-85( ) Multifunction Display is to be
The EFD-85 is mounted from either the front or installed in the cockpit in a location on the in-
back of the aircraft flight instrument panel. It is strument panel that allows good visibility and
secured by four 0.164-32 UNC-2A (#8-32) control access by both the pilot and copilot. The
screws. Refer to Figure 2-37 for the desired MFD-85( ) uses the IMT-300 Mounting Tray. Re-
panel cutout and the outline and mounting di- fer to Figure 2-40 for the data necessary to install
mensions. If required, a mooring plate will be the MFD-85( ) and IMT-300. Drill the four holes
listed on the referenced figure. Note that the EADI as shown to attach the IMT-300. Clean the area
can be either front or rear mounted and the panel of the screw holes on the back of the instrument
cutouts are different for the two methods of panel where the tray will be attached. This is to
mounting. Connect the twist-lock interconnect ca- ensure a good electrical contact. Install the IMT-
ble to the rear connector of the EADI. Then slide 300 into the instrument panel using four #6-32
the unit into the instrument panel and secure with UNC-2B flathead screws. The IMT-300 is
four 0.164-32 UNC-2A (#8-32) screws, inserting equipped with self-locking nuts. Before installing
one in each corner. If a mooring plate is used, it the MFD-85( ) into the IMT-300, make sure the
must be installed over the instrument case before locking pawls on the bottom of the unit are prop-
the cable is connected. erly retracted so that the unit will slide easily into
b. The EFD-85 used as an EHSI should be mounted the tray. If the cable is long enough, bring the ca-
in the flight instrument panel under the EADI ble out through the panel opening and connect it
where it is close to and slightly below the pilot's to the unit connector. Make sure that it is

properly and securely engaged. Slide the MFD- 2.5.23.1 Forced-Air Cooling Required for
85( ) into the IMT-300 but do not force. If it does EFIS-85
not slide into position easily, check alignment of
The EFD-85, MFD-85( ), DPU-85( ), and MPU-85( )
the indicator with the index pins on the rear of
require that forced-air cooling be provided. These
the IMT-300. If the mating connector is already
units are capable of operation at the short-time ele-
installed, make sure the cable assembly is not
vated operating temperatures as specified in the
getting caught on the tray. After full insertion,
environmental requirements without forced-air
use a Phillips-head screwdriver to tighten the
cooling; however, continuous operation at these lev-
two twist-lock pawls to secure the unit to the
els is not considered normal.
tray. If not already connected and locked, con-
nect mating connector to the MFD-85( ). It is required that the forced-air cooling system be
f. Refer to Figure 2-41 for the DPU-85( ) outline operating whenever the EFIS equipment is ener-
and mounting dimensions. The UMT-14 or UMT- gized. In addition, it is required that there be at
14A/B is the equipment mount for the DPU-85( ). least one blower for each DPU, MPU, and MFD
The UMT-14/14A/B connector mounting accom- and for each pair of EFD units in the EFIS system.
modates 4-row Collins Thinline type connectors. When any maintenance activity is performed on
The mating connectors are not supplied with the the EFIS system, the supporting cooling system
mount. Two mating connector kits are required should be checked for proper operation. The cool-
(CPN 634-1020-001). Install the UMT-14 or ing requirements of the individual units are de-
UMT-14A/B mount. Install and orient the mat- scribed below.
ing connector keyway pins (part of the mating
connector kits). Position the DPU-85( ) intercon- a. The EFD is enclosed in a housing which has cool-
necting cables, with mating connectors already ing air holes on the top, bottom, both sides, and
installed, into the rear of the mount. Secure the rear surfaces. The unit mounting flange is at-
mating connector bracket at the rear of the tached to the outer surface of the instrument
mount. Slide the DPU-85( ) into the mount until panel. Vertical mounting of the circuit cards re-
the connectors are fully engaged. Position the sults in a low-resistance internal path for cooling
knurled knobs on the front of the mount to en- air entering the bottom and sides and flowing over
gage the DPU-85( ) holddown hooks. Tighten the the components to exit through the top surface.
knobs to secure the unit to the mount and ensure High-dissipation components are mounted on a
that a good electrical bond exists between the finned heat sink located on the left side of the unit
unit and mount. as viewed from the cockpit. The preferred method
g. Refer to Figure 2-42 for MPU-85( ) outline and for forced-air cooling of the EFD is to provide a
mounting dimensions. The UMT-15 or UMT- stream of air directed at the bottom surfaces of the
15A/B is the equipment mount for the MPU-85( ). lower unit as the units are mounted one above the
The UMT-15/15A/B connector mounting accom- other in the instrument panel. Alternatively, the
modates 4-row Collins Thinline type connectors. air stream may impinge at the lower left or right
The mating connectors are not supplied with the sides of the units. The temperature of the forced
mount. Three mating connector kits are re- air should be maintained as low as possible and
quired. Install the UMT-15 or UMT-15A/B must never exceed the rated op-erating tempera-
mount. Install and orient the mating connector ture of the equipment. The air velocity should be
keyway pins (part of the mating connector kits). between 100 and 200 feet per minute. The forced
Position the MPU-85( ) interconnecting cables, air acts to augment the natural convection cooling
with mating connectors already installed, into and results in substantially reduced operating
the rear of the mount. Secure the mating connec- temperatures.
tors to the connector bracket at the rear of the b. The construction of the MFD is similar to that of
mount. Slide the MPU-85( ) into the mount until the EFD. A mounting tray attaches to the inner
the connectors are fully engaged. Position the surface of the instrument panel, and openings are
knurled knobs on the front of the mount to en- provided in the tray for cooling air. High-
gage the MPU-85( ) holddown hooks. Tighten the dissipation components are mounted on a finned
knobs to secure the unit to the mount and ensure heat sink at the connector end of the unit. Forced-
that a good electrical bond exists between the air cooling of the MFD is accomplished by provid-
unit and the mount. ing a stream of air directed at the perforated lower
surface and finned heat sink. The temperature of

the forced air should be maintained as low as pos- associated with autopilot engage circuits. The logic
sible and must never exceed the rated operating monitor can also be used to latch the annunciator
temperature of the equipment. The air velocity logic at the precise moment of disengagement, to
should be between 100 and 200 feet per minute. help identify the cause of the disengagement.
The forced air augments the natural convection
cooling and results in substantially reduced oper- The Collins CTS-10 Breakout Box Test Set (CPN
ating temperatures. 622-4561-001) is recommended for any FCS-80( )
c. The DPU and MPU are designed to make effec- Flight Control System wiring checkout and trou-
tive use of forced-air cooling. Cooling air en- bleshooting that requires a breakout box for 60-pin
ters through a pattern of openings at the bot- Thinline connectors. Refer to All Avionics Service
tom, flows over the components of the verti- Information Letter 1-88, Aircraft Wiring Checkout
cally mounted circuit cards, and exits through Techniques, for mating connector contacts avail-
air holes in the top and side surfaces of the able for wiring checkout.
dust cover.
A breakout box is also recommended for APP-80( ),
It is required that forced air be introduced at the FGP-80( ), and FGP-81( ) wiring checkout and
base of the units and allowed to exit through the troubleshooting. Figure 2-45 contains a parts list
top surface. The inlet temperature of the forced air and schematic diagram to fabricate a breakout box
should be maintained as low as possible and must to extend Cannon D-subminiature 50-pin connec-
never exceed the rated operating temperature of tors. Other cables may be fabricated as required to
the equipment. extend units with different types of connectors.
This assembly may be fabricated according to
Uniformly distributed airflow of 2 pounds per mi- Figure 2-45 or ordered from JcAIR Instrumenta-
nute (approximately 30 cubic feet per minute) is tion (pn 01-0314-00).
required for each DPU and 2.6 pounds per minute
(approximately 40 cubic feet per minute) is re- 2.7 POSTINSTALLATION CHECK
quired for the MPU. (ACCEPTANCE TEST)
Note Ensure that all equipment connectors and mating

connectors are securely mated. After all cabling
Refer to EFIS-85/85 SIL 1-83 for addi- has been installed and the equipment has been
tional and more detailed cooling require- mounted in the aircraft, perform the following test
ments. This SIL is available from Collins procedure to verify the operation of the FCS sys-
General Aviation Division, Rockwell In- tem. The test must be performed using the aircraft
ternational Corporation. power supplies. Refer to the following publications
for FCS-80( ) test procedures. The FCS-80 Flight
2.6 RECOMMENDED TROUBLESHOOTING Control System, Ground and Flight Test Proce-
EQUIPMENT dures (CPN 523-0770341), provides test proce-
dures for various subsystem combinations using
FCS-80 Service Information Letter 1-82, APP-80( ) commonly available test equipment. The CTS-82
Logic Monitor, describes how to build an APP-80( ) Autopilot Test Set, FCS-80 Ground Test Proce-
logic monitor to aid in diagnosing autopilot "won't dures (CPN 523-0770868), provides test proce-
engage" and "intermittent disengage" problems. dures using the CTS-82 Autopilot Test Set.
This logic monitor contains color-coded lights to
annunciate the logic status of key interlocks and
monitors

Figure 2-2 (Sheet 1 of 29). Mating Connector Pin Assignments (APA-80C Autopilot Amplifier)

Figure 2-2 (Sheet 2). Mating Connector Pin Assignments (APA-80C Autopilot Amplifier)




























Figure 2-3. APA-80( ) Autopilot Amplifier, Outline and Mounting

Diagram

Figure 2-4. APC-80( ) Autopilot Computer, Outline and Mounting Diagram

Figure 2-5. APP-80( ) Autopilot Panel, Outline and Mounting

Diagram

Figure 2-6. ASU-80( ) Avionics Switching Unit, Outline and Mounting Diagram

Figure 2-7. FGC-80( ) Flight Guidance Computer, Outline and

Mounting Diagram

Figure 2-8. FGP-80( ) Flight Guidance Panel, Outline and Mounting Diagram

Figure 2-9. FGP-81( ) Flight Guidance Panel, Outline and

Mounting Diagram

Figure 2-10. NAC-80 and LAC-80 Accelerometers, Outline and Mounting Diagram

Figure 2-11. 562C-8F/8G Yaw Damper Computer, Outline and Mounting Diagram

Figure 2-12 (Sheet 1 of 2). SVO-80( ) Primary Servo and 351B-6( )

Servo Mount, Outline and Mounting Diagram

Figure 2-12 (Sheet 2). SVO-80( ) Primary Servo and 351B-6( ) Servo
Mount, Outline and Mounting Diagram

Figure 2-13. SVO-80( ) Primary Servo and 351B-7( ) Servo Mount, Outline and Mounting Diagram

Figure 2-14. SVO-80( ) Primary Servo and 351B-8C Servo Mount,

Outline and Mounting Diagram

Figure 2-15. SVL-80 Series Actuator, Outline and Mounting Diagram

Figure 2-16 (Sheet 1 of 5). 334D-6( ) Trim Servo, Outline and

Mounting Diagram

Figure 2-16 (Sheet 2). 334D-6( ) Trim Servo, Outline and Mounting Diagram

Figure 2-16 (Sheet 3). 334D-6( ) Trim Servo, Outline and Mounting
Diagram

Figure 2-16 (Sheet 4). 334D-6( ) Trim Servo, Outline and Mounting Diagram

Figure 2-16 (Sheet 5). 334D-6( ) Trim Servo, Outline and Mounting
Diagram

Figure 2-17. 332D-11( ) Vertical Gyro, Outline and Mounting Diagram

ADDENDUM 5
TO
COLLINS FCS-80( ) FLIGHT CONTROL SYSTEM

INSTRUCTION BOOK (INSTALLATION MANUAL)
PART NUMBER 523-0766515-00611A, 6TH EDITION, DATED 21 FEBRUARY 1990
Insert this addendum sheet facing page 2-70

of the Installation Section (523-0766524-006118)
Add Mounting Hardware Torque Requirement
On Figure 2-17, 332D-11( ) Vertical Gyro, Outline and Mounting Diagram, the instructions on an unnumbered note
at the right hand side of the drawing reads:
MOUNTING DIMENSIONS
FOR 3 NO. 10-32UNF-2A
SCREWS (MOUNTING
HARDWARE NOT FURNISHED)
This note is changed to add a recommended tightening torque and will be included in the next revision of the
manual. The new note reads:
MOUNTING DIMENSIONS
FOR 3 NO. 10-32UNF-2A
SCREWS (MOUNTING
HARDWARE NOT FURNISHED)
RECOMMENDED TIGHTENING
TORQUE IS 3 TO 4 FOOT-POUNDS
[4.07 TO 5.42 NEWTON-METERS]
USE TORQUE WRENCH WITH

SUITABLE SCALING TO READ 3-4 FT-LBS.
Addendum 5
14 Jan 2000 Sheet 1 of 1
523-0766515-05611A (Facing Page 2-70)
Figure 2-18. 345A-7( ) Rate-of-Turn Sensor, Outline and Mounting Diagram

Figure 2-19. 590A-3H/3J/3K Air Data Control, Outline and Mounting Diagram

Figure 2-20. 590A-3J1/3K1 Air Data Control, Outline and Mounting Diagram

Figure 2-21. 590B-2 Airspeed Sensor, Outline and Mounting Diagram

Figure 2-22. 329B-7R Flight Director Indicator (P/O FD-108 Flight

System), Outline and Mounting Diagram

Figure 2-23. 331A-6P/6R Course Indicator (P/O FD-108 Flight System), Outline and Mounting Diagram

Figure 2-24. 329B-8Y Attitude Director Indicator (P/O FD-109

Flight System), Outline and Mounting Diagram

Figure 2-25. 331A-9G Horizontal Situation Indicator (P/O FD-109 Flight System), Outline and Mounting Diagram

Figure 2-26. 614E-22D Remote Heading/Course Selector (P/O FD-109 Flight System), Outline and Mounting Diagram

Figure 2-27. ADI-84( ) Attitude Director Indicator (P/O FIS-84

Flight Instrument System), Outline and Mounting Diagram

Figure 2-28. HSI-84( ) Horizontal Situation Indicator (P/O FIS-84

Flight Instrument System), Outline and Mounting Diagram

Figure 2-29. REU-84( ) Remote Electronics Unit (P/O FIS-84 Flight Instrument System), Outline and Mounting Diagram

Figure 2-30 (Sheet 1 of 2). ADI-85( ) Attitude Director Indicator

(P/O FIS-85 Flight Instrument System), Outline and Mounting
Diagram

Figure 2-30 (Sheet 2). ADI-85( ) Attitude Director Indicator (P/O FIS-85 Flight Instrument System), Outline and Mounting Diagram

Figure 2-31 (Sheet 1 of 2). HSI-85( ) Horizontal Situation Indicator

(P/O FIS-85 Flight Instrument System), Outline and Mounting
Diagram

Figure 2-31 (Sheet 2). HSI-85( ) Horizontal Situation Indicator (P/O FIS-85 Flight Instrument System), Outline and Mounting
Diagram

Figure 2-32. HCP-85/86 Heading Course Panel (P/O FIS-85 Flight

Instrument System), Outline and Mounting Diagram

Figure 2-33. HCP-87 Heading Course Panel (P/O FIS-85 Flight Instrument System), Outline and Mounting Diagram

Figure 2-34. EFD-74 Electronic Flight Display (P/O EHSI-74

Electronic HSI System), Outline and Mounting Diagram

Figure 2-35. HCP-74 HSI Control Panel (P/O EHSI-74 Electronic HSI System), Outline and Mounting Diagram

Figure 2-36. HPU-74 HSI Processor Unit (P/O EHSI-74 Electronic

HSI System), Outline and Mounting Diagram

Figure 2-37. EFD-85 Electronic Flight Display (P/O EFIS-85 Electronic Flight Instrument System), Outline and Mounting Diagram

Figure 2-38. CHP-85( ) Course Heading Panel (P/O EFIS-85

Electronic Flight Instrument System), Outline and Mounting
Diagram

Figure 2-39. DCP-85( ) Display Control Panel (P/O EFIS-85 Electronic Flight Instrument System), Outline and Mounting Diagram

Figure 2-40. MFD-85( ) Multifunction Display Unit (P/O EFIS-85

Diagram

Figure 2-41. DPU-85( ) Display Processor Unit (P/O EFIS-85 Electronic Flight Instrument System), Outline and Mounting Diagram

Figure 2-42. MPU-85( ) Multifunction Processor Unit (P/O EFIS-85

Diagram

Figure 2-43. UMT-11/12/13 Universal Mount, Outline and Mounting Diagram

Figure 2-44 (Sheet 1 of 2). 390R-18/19/20 Universal Mount,

Outline and Mounting Diagram

Figure 2-44 (Sheet 2). 390R-18/19/20 Universal Mount, Outline and Mounting Diagram

Figure 2-45. Breakout Box, Parts List and Schematic Diagram

Figure 2-46. Wire Marking Standard

Table 2-3. FCS-80 Standard Systems, Equipment Supplied
FCS-80 FCS-80II FCS-80T FCS-80

STANDARD STANDARD STANDARD STANDARD
SYSTEM SYSTEM SYSTEM SYSTEM
EQUIPMENT NO 1 NO 2 NO 3 NO 4
(FIG 2-47) (FIG 2-48) (FIG 2-49) (FIG 2-50)
3-axis AP Dual 3-axis AP 3-axis AP 2-axis AP
Dual FD-109 Dual FD-109 Single FDS-84 Single Dual D-109
Two mode selectors Two mode selectors mode selector Two mode selectors
Position turn knob Position turn knob Position turn knob Position turn knob
Digital air data Dual digital air data Digital air data Digital air data
DESCRIPTION TYPE PART NO QUANTITY QUANTITY QUANTITY QUANTITY
5-inch Flight director indicator 329B-8Y 792-6357-XXX 2 2 2

instruments Horizontal situation indicator 331A-9G 792-6091-XXX 2 2 2
with remote Remote heading and course 614E-22D 622-0142-001 1 1 1
hdg and course selector
selector
4-inch Flight director indicator ADI-84A 622-3594-XXX 1

instruments Horizontal situation indicator HSI-84 622-4151-XXX 1
Remote electronics unit REU-84A 622-4569-001 1
Computation Flight guidance computer FGC-80F 622-5224-XXX 2 2 1 2
Flight guidance computer FGC-80B 622-3106-XXX
Flight guidance panel FGP-80 622-2313-XXX 1 2 1 1
Flight guidance panel FGP-81 622-2265-XXX 1 1
Autopilot Autopilot computer APC-80 522-2901-XXX 1 2 1 1

Autopilot amplifier APA-80C 622-4248-XXX 1 2 1 1
Autopilot amplifier APA-80A 622-3108-XXX
Autopilot panel APP-80 622-0141-XXX
Autopilot panel APP-80A 622-3109-XXX 1 2 1 1
Primary servo SVO-80( ) 622-30XX-XXX 2 4 2 2
**Servo mount 351B-6( ) or 2 4 2 2
351B-7( )
*Trim servo 334D-6 or 622-0965-XXX
334D-6A 622-3260-001
Sensors Air data computer ADC-80( ) 622-XXXX-XXX 1 2 1 1

Air data control 590A-3J1 622-4393-001
Air data control 590A-3K1 622-4394-001
Airspeed sensor 590B-2 270-2196-010
Vertical reference 332D-11A 792-6694-001 2 3 1 2
Rate-of-turn sensor 345A-7B 622-0181-003 1 1 1 1
Vertical accelerometer NAC-80 229-0324-001 2 4 2 2
Yaw damper Yaw damper computer 562C-8F 622-3167-XXX 1 2 1

Primary servo SVO-80( ) 622-30XX-XXX 1 2 1
**Servo mount 351B-6( ) or 1 2 1
351B-7( )
*334D-6( ) is used on aircraft having manual trim system (no electric actuators).
**351B-6( ) or 351B-7( ) used depends on servo tie-in to flight controls.

Table 2-4. Index of Options to FCS-80 Standard Systems.
OPTION FIGURE DESCRIPTION OPTIONS TO REMARKS

SYSTEM
1 2-51 FCS-80 analog air data 1, 3, 4 Replace FGC-80F with FGC-80B

and digital air data with analog.
2 2-52 Use rate turn knob instead of position turn knob. 1, 2, 3, 4 Replace APP-80A with APP-80.
3 2-53 Install elevator trim servo with manual electric 1, 2, 3, 4 Add 344D-6( ) trim servo and split
trim in aircraft without these functions. manual trim switch.
4 2-54 Delete comparator function. 1, 4 Replace APA-80C with APA-80A.
5 2-55 Substitution of FIS-70, FIS-84, or FIS-85 for FD- 1, 2, 3, 4 Replace all FD-109 instrument
109 components.
6 2-56 Provides full air data modes at both pilot's and 1, 4 Adds second FGP-80 to system by
copilot's stations when dual digital air data is in- replacing FGP-81( ).
stalled
7 2-57 Provides independent autopilot engagement from 1, 2, 3 Interconnect changes

yaw damper engagement
8 2-58 Removes yaw damper disengage from autopilot 1, 2, 3 Interconnect changes

disengage switch
9 2-59 Simplifies NAV ARM and NAV CAPT annunciation 1, 2, 3, 4 Interconnect changes
when the only navigation system is a VOR/LOC
receiver
10 2-60 Implementing DME hold function with external 1, 2, 3, 4 Interconnect changes

switching
11 2-61 Use of 1/2 Bank FGP-80/81 button position for a 1, 2, 3, 4 Interconnect changes
different mode
12 2-62 Biasing GS flag and GS pointer out of view during 1, 2, 3, 4 Interconnect changes
back localizer operation
13 2-63 EFIS-85 interface 1, 2, 3, 4 Replace all FD-109 instrument

components.
14 2-64 EHSI-74 and ADI-84A interface 1, 2, 3, 4 Replace all FD-109 instrument

components.
15 2-65 562C-8G and SVL-80 interface 1, 2, 3 Replace 562C-8F and SVO-80.
16 332D-11( ) gyro models and strap functions 1, 2, 3, 4 Gyro models

INTERCONNECT DIAGRAM CHANGES
REVISION DESCRIPTION OF REVISION AND SERVICE EFFECTIVITY

IDENTIFICATION REASON FOR CHANGE BULLETIN
A1 Added servo pin connections to note 8 NA NA

on sheet 2; revised note 6 on sheet 6.
Figure 2-47 (Sheet A). FCS-80 Flight Control System No 1, Interconnect Diagram

Grounding/HERF Guidelines:
1 Ac primary power returns using twisted-shielded pair wire should be connected to single point returns
located at the respective circuit breaker panel or return source, grouped by bus identity such as 26 V ac
no 1, 26 V ac no 2, 115 V ac no 1, and 115 V ac no 2.
2 Dc primary power returns and chassis grounds must be individually connected to LRU mount/airframe
ground using separate ground points. A single wire may be used for dc primary power if the dc return to
airframe ground can meet bonding requirements of FAA AC 43.13-1A Chapter 11. Otherwise the in-
staller must use twisted-pair wire with return connected to single point return located at the respective
circuit breaker panel or return source and grouped by bus identity such as 28 V dc no 1 or 28 V dc no 2.
3 Shields of shielded wired must be grounded at both ends unless otherwise indicated. Shields broken at
bulkheads or terminal strips/junction boxes must be grounded at each end of their section if possible or
carried through on separate pins. Shield ground wires should be 7.62 cm (3.0 in) or less. All shield
ground wires must be connected individually to ground (do not daisy chain) unless otherwise shown. The
shielding techniques as described herein, when adhered to, may reduce or eliminate the hazards of high
energy RF (HERF). An acceptable method for grounding the shields of shielded wires is shown below.
4 Make straps 7.62 cm (3.0 in) or less where practical. Shield all wires that are longer than 15.24 cm (6.0
in).
5 Use twisted-pair wire for dc panel light power and twisted-shielded pair wire for ac panel light power.
Figure 2-47 (Sheet B). FCS-80 Flight Control System No 1, Interconnect Diagram

Figure 2-47 (Sheet 1 of 7). FCS-80 Flight Control System No 1,

Interconnect Diagram

Figure 2-47 (Sheet 2). FCS-80 Flight Control System No 1,













A1 Revised note 6 on sheets 4 and 6; added NA NA

servo pin connections to note 8 on
sheets 4 and 6.
Figure 2-48 (Sheet A). FCS-80II Flight Control System No 2, Interconnect Diagram

in).
Figure 2-48 (Sheet B). FCS-80II Flight Control System No 2, Interconnect Diagram

Figure 2-48 (Sheet 1 of 15). FCS-80II Flight Control System No 2,


Figure 2-48 (Sheet 2). FCS-80II Flight Control System No 2,






























Figure 2-49 (Sheet A). FCS-80T Flight Control System No 3, Interconnect Diagram

in).
Figure 2-49 (Sheet B). FCS-80T Flight Control System No 3, Interconnect Diagram

Figure 2-49 (Sheet 1 of 5). FCS-80T Flight Control System No 3,


Figure 2-49 (Sheet 2). FCS-80T Flight Control System No 3,










Figure 2-50 (Sheet A). FCS-80 Flight Control System No 4, Interconnect Diagram

in).
Figure 2-50 (Sheet B). FCS-80 Flight Control System No 4, Interconnect Diagram

Figure 2-50 (Sheet 1 of 6). FCS-80 Flight Control System No 4,












Figure 2-51 (Sheet 1 of 3). FCS-80( ) Option No 1, Analog Air Data

Option

Figure 2-51(Sheet 2). FCS-80( ) Option No 1, Analog Air Data Option

Figure 2-51 (Sheet 3). FCS-80( ) Option No 1, Analog Air Data

Option

Figure 2-52. FCS-80( ) Option No 2, Rate Turn Knob Instead of Position Turn Knob Option

Figure 2-53. FCS-80( ) Option No 3, Trim Servo Option

Figure 2-54. FCS-80( ) Option No 4, FCS-80( ) With No Comparator Option

Figure 2-55 (Sheet 1 of 3). FCS-80( ) Option No 5, Instrument

Matrix for FD-109,FIS-85, FIS-84, and FIS-70

Figure 2-55 (Sheet 2). FCS-80( ) Option No 5, Instrument Matrix for FD-109,FIS-85, FIS-84, and FIS-70

Figure 2-55 (Sheet 3). FCS-80( ) Option No 5, Instrument Matrix for

FD-109,FIS-85, FIS-84, and FIS-70

Figure 2-56. FCS-80( ) Option No 6, Dual Digital Air Data With Dual FGP-80's

Figure 2-57. FCS-80( ) Option No 7, AP Disengage Switch Disconnects Autopilot and Yaw Damper

Figure 2-58. FCS-80( ) Option No 8, AP Disengage Switch Disconnects Autopilot But Not Yaw Damper

Figure 2-59. FCS-80( ) Option No 9, Simplified NAV ARM and NAV CAPT Annunciation

Figure 2-60. FCS-80( ) Option No 10, DME Hold

Figure 2-61. FCS-80( ) Option No 11, Use of Special Mode for 1/2 Bank FGP-80, FGP-81, FGC-80( )

Figure 2-62. FCS-80( ) Option No 12, Biasing of GS Flag and GS Pointer in BACK LOC

Figure 2-63. FCS-80( ) Option No 13, EFIS-85 Interface

Figure 2-64. FCS-80( ) Option No 14, EHSI-74 and ADI-84A Interface

Figure 2-65. FCS-80( ) Option No 15, 562C-8G and SVL-80 Interface

FCS-80 OPTION NO 16
332D-11( ) GYRO MODELS AND STRAP FUNCTIONS
Any of the following models of the 332D-11( ) Vertical Gyro may be installed in an FCS-80( ) system.
MODEL DESCRIPTION
332D-11 Transmits pitch and roll attitude for flight director indicator
332D-11A Similar to 332D-11, except it has additional pitch and roll attitude outputs for the radar antenna.
332D-11B Similar to 332D-11A, except it has a provision for a ROLL CUTOUT annunciator.
332D-11V Similar to 332D-11A, except it has additional sliprings to function in a higher vibration environment.
332D-11T Similar to 332D-11V, except it has additional isolated pitch and roll X-Y outputs.
332D-11( ) External Strap Connections for Normal Operation
PIN TO PIN PIN FUNCTION
J1
a, Z ERECTION VOLTAGE STRAP
a, Y ERECTION VOLTAGE STRAP
J, K FAST ERECT SWITCH
S, T ERECTION OUTPUT STRAP
L, R ERECTION STRAP
P, M ERECTION STRAP
U, W ERECTION STRAP
V, X ERECTION STRAP
DIFFERENCES BETWEEN UNITS
Radar Outputs (332D-11A/11B/11T/11V) Pitch (J1-f/g), Roll (J1-d/e)
Isolated Outputs (332D-11T) Pitch (J1-c/b), Roll (J1-j/b)
Roll Cutout Monitor (332D-11B) (J1-h)

523-0766525-005118
5th Edition, 15 March 1987
9ebb_di
Collins FCS-80()
Operation
Table of Contents
Paragraph Page
3.1 GENERAL ................................................................................................................................................................ 3-1

3.2 DISPLAYS AND CONTROLS ................................................................................................................................ 3-1
3.2.1 APP-8O( ) Autopilot Panel..............................................................................................................................................3-1
3.2.2 FGP-80( ) Flight Guidance Panel...................................................................................................................................3-2
3.2.3 FGP-81( ) Flight Guidance Panel...................................................................................................................................3-2
3.2.4 329R-8Y Attitude Director Indicator .............................................................................................................................3-4
3.2.5 331A-9C Horizontal Situation Indicator........................................................................................................................3-6
3.2.6 614E-22D Remote Heading and Course Selector ..........................................................................................................3-8
3.2.7 ADI-84( ) Attitude Director Indicator ............................................................................................................................3-8
3.2.8 HSI-84( ) Horizontal Situation Indicator.......................................................................................................................3-11
3.2.9 ADI-85( ) Attitude Director Indicator ..........................................................................................................................3-12
3.2.10 HSI-85( ) Horizontal Situation Indicator ............................................................................................................................3-16
3.2.11 HCP-85/86/87 Heading Course Panels ........................................................................................................................3-19
3.2.12 EHSI-74 Horizontal Situation Indicator.............................................................................................................................3-22
3.2.13 HCP-74 HSI Control Panel.........................................................................................................................................3-22
3.2.14 EFIS-85/86 ..................................................................................................................................................................3-23

* Title ......................................... 15 Mar 87 3-6 thru 3-18 ..............................15 Jul 80 3-24 Blank ................................ 15 Feb 84
* List of Effective Pages............. 15 Mar 87 * 3-19........................................... 15 Mar 87 3-25 ........................................... 15 Feb 84
* 3-1 thru 3-2.............................. 15 Mar 87 3-20.............................................15 Jul 80 3-26 Blank ................................ 15 Feb 84
3-3 thru 3-4................................ 15 Jul 80 3-21 thru 3-22 ...........................15 Feb 84
3-5 ............................................... 1 Feb 77 * 3-23........................................... 15 Mar 87


3rd Ed 15 Jul 80 None

section III
operation
3.1 GENERAL 3.2 DISPLAYS AND CONTROLS
This section acquaints you with the operation of all 3.2.1 APP-8O( ) Autopilot Panel
the units (mode selectors, autopilot control, ADI
and HSI indicators) in the FCS-80( ) Flight Control The APP-80( ) Autopilot Panel (Figure 3-1) contains
System. the turn knob and pitch wheel for manual pilot in-
puts to the system. The AP XFR and TURB button
Warning are push-on/push-off (alternate action) momentary
buttons used to select autopilot transfer and tur-
bulence modes. Indicators above each mode button
It is possible that electronic control systems indicate the mode condition of the system. The
on board an aircraft (for example: engine autopilot and yaw damper are engaged by moving
controls, fuel controls, temperature sensors, the guarded engage levers to the up position. These
autopilots, etc) could be susceptible to levers are mechanically connected to the engage
transmissions from communications equip- switch wafers and provide positive engage and dis-
ment, DME, transponder, etc, that could in- engagement of the system.
terfere with aircraft operation. If such a
situation occurs, discontinue transmission a. TURN Knob (Rate)
(if an hf is tuning, select a new frequency),
and if necessary turn the radio off. The rate TURN knob is spring loaded to return to a
center detent position. It supplies roll commands
Figure 3-1. APP-80( ) Autopilot Panel, Controls and Indicators

operation 523-0766525
to the autopilot when no lateral mode are selected autopilot gain to provide proper control in tur-
on the FGP-80( )/81( ) Flight Guidance Panel. If bulent conditions. A second push of the switch
a lateral mode is selected and the autopilot is will turn TURB mode off. An interlock disables
engaged, then moving the TURN knob from de- TURB mode when APPR mode is selected. An
tent position will clear all lateral modes except indicator above the switch lights when in TURB
APPR. If the aircraft roll attitude is above 5 de- mode.
grees with knob in detent, the existing roll atti-
e. AP XFR Switch
tude will be held. When roll attitude is below 5
degrees and knob is in detent, heading will be Autopilot transfer is used when an aircraft has
held. dual FCS-80( ) Flight Control Systems. (A dual
system uses two FGC-80( ) Flight Guidance
The autopilot may be engaged at any reason-
Computers.) An indicator above the AP XFR
able roll attitude. Below 5 degrees the system
switch lights when transfer has occurred. Nor-
will go to heading hold; between 5 and 32 de-
mally, the indicator is not on and the pilot's
grees the system will hold existing roll angle
flight control system is used to provide com-
and above 32 degrees the system will roll back
mands to the autopilot. Pressing the AP XFR
to 32 degrees.
switch transfers the autopilot signals and moni-
b. TURN Knob (Position) tor inputs to the copilot's system.
The position TURN knob is not spring loaded The AP XFR switch will be blank in those air-
and when released will remain in any position craft that use a single FCS-80( ) system.
between the end stops. The bank angle com-
f. Engage Lever
manded is proportional to knob displacement.
The lateral mode clear and heading/roll hold The engage lever is a dual section lever. One
logic are the same as the rate knob. The TURN section is for the yaw damper (YD) and the
knob will become inactive upon initial autopilot other section is for the autopilot (AP). Two basic
engagement, when all lateral modes are configurations are provided.
cleared, when a lateral mode is unselected, af-
1. Independent engagement of YD and AP.
ter autopilot sync operation, or when AP XFR is
2. YD engagement only or when AP is en-
operated. The knob must then be moved in and
gaged, the YD is interlocked to engage also.
out of detent to become active again.
c. Pitch Wheel Control 3.2.2 FGP-80( ) Flight Guidance Panel
When the autopilot is engaged and when there The FGP-80( ) Flight Guidance Panel (Figure 3-2)
is no vertical mode selected on the FGP-80/81 is used for selecting the modes for the flight control
Flight Guidance Panel, the pitch wheel is used system. The buttons are momentary contact and
to manually control the elevator channel. The provide push-on/push-off (alternate action) type of
pitch wheel is a rate type control, spring loaded operation. Modes are interlocked to ensure that
to a center detent position. Movement of the only compatible modes can be selected. A lighted
wheel from detent provides a pitch rate com- indication of the mode selected is provided above
mand proportional to the amount of wheel dis- each mode button. When no lateral mode is se-
placement. lected, the command bars in the ADI are driven out
of view. When the autopilot is engaged with no lat-
If a vertical mode is selected on the FGP-80/81, eral mode selected, the mode is defined as the
then movement of the pitch wheel will clear the manual aileron mode of the autopilot. When no ver-
mode, except when in approach. In detent, the tical mode is selected, the system is in pitch hold
autopilot will hold the pitch attitude present mode. When the autopilot is engaged with no verti-
when the wheel went to detent. To change the cal mode selected, the system is in the manual ele-
pitch reference, move the pitch wheel to get the vator mode.
desired pitch rate. Release the pitch wheel
when desired pitch attitude is attained. 3.2.3 FGP-81( ) Flight Guidance Panel
The FGP-81( ) Flight Guidance Panel (Figure 3-2) is
d. TURB Switch
basically a six button version of the FGP-80( ). It is
Depressing the TURB mode switch softens the typically used with the copilot's system or in systems
which have altitude hold as the only air data mode.

Figure 3-2. (Sheet 1 of 2). FGP-80 ( )/81/81M Flight Guidance Panel, Controls and Indicators
Revised 15 July 1980 3-3

Figure 3-2. (Sheet 1 of 2). FGP-80 ( )/81/81M Flight Guidance Panel, Controls and Indicators
3.2.4 329R-8Y Attitude Director Indicator symbol is "flown into" the command bars until the
two are snugly aligned to satisfy the commands.
The 329B-8Y Attitude Director Indicator (Figure
c. Glideslope Pointer and Scale
3-3) is a panel-mounted aircraft instrument that
displays aircraft attitude and steering commands The glideslope pointer represents the center of the
on a symbolic 3-dimensional display. glideslope beam and displays vertical aircraft dis-
placement from the glideslope beam center. The
a. Aircraft Symbol and Attitude Display
center of the glideslope scale represents the air-
A fixed delta-shaped symbol represents the craft. When the pointer is deflected upward, the
aircraft. Aircraft pitch and roll attitude is dis- aircraft is below the glidepath. This is displace-
played by the relationship of the aircraft sym- ment information only; pitch commands are pre-
bol to the movable attitude tape. Pitch indexes sented by the command bars. The glideslope
are shown on the attitude tape. The attitude pointer is in view only when the navigation re-
tape is colored with a blue sky above a brown ceiver is tuned to a localizer frequency.
earth separated by a white horizon line; roll
d. DH Annunciator
indexes show 10, 20, 30, 45, and 60 degrees of
right and left bank. A full 360-degree roll The radio altimeter lights the DH (decision
presentation about the horizon is possible. height) annunciator at a preselected radio al-
titude, indicating that the decision to land or
b. Command Bars
go around must be made.
The command bars display computed pitch and
e. Inclinometer
bank commands. These bars move up or down to
command a climb or descent and roll clockwise or The inclinometer or slip indicator displays air-
counterclockwise to command a right or left bank. craft slip or skid. The inclinometer consists of a
The aircraft is maneuvered so that the aircraft weighted ball in a liquid-filled, curved glass tube.

Figure 3-3. 329B-8Y Attitude Director Indicator, Controls and Indicators
3-5
f. Rate-of-Turn Pointer the command bars go out of view. Attitude,

heading, VOR LOC position information, and
The rate-of-turn pointer displays aircraft rate
glideslope information may be correct.
of turn about the yaw axis. A 2-needle width
deviation shows a standard rate turn of 3 de- l. Localizer Shutter
grees per second; a 1-needle width deviation
shows a standard rate turn of 1-1/2 degrees per The localizer shutter, on versions without a
second. rising runway, indicates a malfunction of the
navigation receiver or an unreliable localizer
g. Speed Deviation Pointer signal. The localizer shutter circuit is energized
The speed deviation pointer displays the differ- any time the navigation receiver is tuned to a
ence between actual aircraft speed and a com- localizer frequency. Altitude, heading, and ver-
puted optimum speed. When not in use, the tical steering commands may be correct.
pointer is deflected out of view. m. RUNWAY Flag
h. TEST Button The RUNWAY flag, on versions with a rising
The TEST button permits partial testing of the runway, indicates a malfunction of the naviga-
attitude director indicator pitch and roll servo tion receiver, an unreliable localizer signal, or a
systems. Pressing this button causes the GYRO radio altimeter malfunction. When the RUN-
flag to appear and the display to change by 10 WAY flag appears and the VOR LOC or NAV
degrees pitch-up and 20 degrees right bank. flag on the course indicator does not, the failure
is probably in the radio altimeter. Attitude,
i. Runway Symbol heading, and vertical pitch commands are cor-
1. Localizer Deviation Display rect.
The runway symbol represents the runway n. GYRO Flag

center line and displays aircraft lateral de-
The GYRO flag indicates a malfunction in the
viation from the center of the localizer. The
vertical reference or display system. Attitude
runway scale represents an expanded por-
information may be incorrect. Heading, VOR
tion of the lateral deviation scale on the
LOC, and glideslope position displays are cor-
course indicator. The outside marks on the
rect. Coupled autopilot operation is not possi-
scale are equivalent to the inner dots on the
ble.
course indicator (approximately 1-1/4 de-
grees from the localizer center line). o. R/T Flag
2. Radio Altitude Display The R/T flag indicates a malfunction in the
The radio altimeter drives the runway rate-of-turn system. The rate-of-turn display is
symbol vertically during the last 200 feet of unreliable. Steering commands, attitude,
descent as it continues to display localizer heading, VOR LOC, and glideslope position
deviation. displays are correct.
j. GS Flag p. SPEED Flag

The GS flag indicates a malfunction of the The SPEED flag indicates external speed devia-
glideslope receiver, or an unreliable glideslope tion information is incorrect. All command and
signal when tuned to a localizer frequency. Ver- attitude information is correct.
tical commands in approach mode are unus-
able. Attitude, heading, and VOR LOC position 3.2.5 331A-9C Horizontal Situation Indicator
information are correct. The glideslope flag is
biased out of view in back localizer mode. The 331A-9G (Figure 3-4) is an aircraft navigation
instrument that displays a pictorial view of an aircraft
k. CMPTR Flag with respect to magnetic north, selected course, and
The CMPTR flag monitors the active inputs to selected heading. Selected heading, selected course,
the flight control system. When the CMPTR flag and relative bearing are read against a servo-driven
appears, command information is unreliable, and azimuth card. A digital DME display and course dis-
play are provided. Meter movements display course

Figure 3-4. 331A-9G Horizontal Situation Indicator, Controls and Indicators
deviation, to-from indication, and glidslope devia- deviation bar, heading marker, and bearing
tion. Warning flags monitor the azimuth card, and pointer.
navigation and glideslope signals. A stationary air-
craft symbol presents a pictorial display of aircraft b. Azimuth Card
position and heading. The rotating azimuth card displays heading in-
formation from a gyro-stabilized magnetic com-
Course and heading are selected remotely with the
pass system or true heading from an INS sys-
614E-22D Remote Heading and Course Selector or
tem. Aircraft heading is read on the compass
locally when the 331A-9G has knobs on the front.
card beneath the lubber line at the top of the
instrument.
a. Aircraft Symbol
The aircraft symbol shows aircraft position and c. Lubber Line
heading with respect to the azimuth card, lat- A fixed reference line for the azimuth card.
eral

d. Heading Marker system is the source of navigation data displayed on

the instrument.
The orange heading marker is set to desired
magnetic heading as read on the azimuth card.
l. HEADING Flag
e. Course Arrow
The HEADING flag indicates a failure of the
The course arrow is set to the selected VOR or compass system. All heading display and com-
localizer course. When INS data is displayed on mand information is unusable.
the 331A-9G (version without knobs), the
course arrow is usually driven to the true m. Navigation Warning Flag
course of the desired track by the INS system.
The navigation warning flag indicates an unre-
f. Course Deviation Bar
liable navigation signal, either VOR/LOC or
The course (lateral) deviation bar represents INS. Roll steering commands computed from
the center line of the selected VOR or localizer this source may be in error.
course. When INS data is displayed on the
331A-9G (version without knobs), the course n. GS Flag
deviation bar displays crosstrack deviation.
The GS flag indicates a malfunction of the
g. Miles Display glideslope receiver or an unreliable glideslope
A digital readout on the upper left corner dis- signal. The GS flag circuit is activated only
plays DME slant range distance in nautical when the navigation receiver is tuned to a lo-
miles or, if desired, INS distance to go. calizer frequency. Vertical commands in APPR
mode are unusable. Command information in
h. Bearing Pointer HDG or VOR LOC modes is still correct. Atti-
tude, heading and VOR LOC position informa-
The bearing pointer displays bearing to the
tion is still correct.
navigation aid. When INS data is used to drive
the pointer, INS actual track is read against o. Miles Display Shutter or =
the compass card on the T end of the pointer.
The miles display is shuttered or the display is
i. Glideslope Pointer
blanked and an = appears when distance in-
The glideslope pointer represents the center of formation is unreliable or unavailable.
the glidepath and displays aircraft position
above or below the glideslope. When the pointer 3.2.6 614E-22D Remote Heading and Course
is above the glideslope scale center line, the air- Selector
craft is below the glideslope. The pointer is in
view only when the navigation receiver is tuned The 614E-22D (Figure 3-5) controls the heading
to a localizer frequency. index on both HSI's. COURSE NO. 1 knob controls
the pilot's course arrow and COURSE NO. 2 knob
j. To-From Pointer (VOR, INS) controls the copilot's course arrow.
The to-from pointer indicates the direction to-
3.2.7 ADI-84( ) Attitude Director Indicator
ward the VOR station. When the indicator dis-
plays INS data, the pointer indicates the direc- The ADI-84( ) (Figure 3-6) provides a symbolic 3-
tion to the INS waypoint. The pointer is not dimensional, forward-looking display of informa-
visible when a localizer frequency is selected. tion from flight system components.
k. INS Annunciator
a. Attitude Tape
The 331A-9G with remote drive capability of the
Pitch attitude is indicated by the moving tape rela-
course arrow and heading index interfaces directly
tive to the airplane symbol. The tape is calibrated
with INS or similar navigation systems. The INS
for pitch angles of 5, 10, 15, 20, 30, 50, 70, and 90°
annunciator appears when the inertial navigation
up and 5, 10, 15, 20, 30, 50, 70, and 90° down.

Figure 3-5. 614E-22D Remote Heading and Course Selector, Controls
f. COMPUTER Flag
b. Bank Indicator
The COMPUTER warning flag comes into view
Bank angle is precisely displayed by a pointer when monitor circuits detect a fault in the sig-
read against a fixed bank scale and by rotation nal sources used to generate the steering com-
of the attitude tape with respect to the airplane mand signal. The command bars are biased
symbol. Bank scale markings are calibrated for upward out of view when the COMPUTER flag
0, 10, 20, 30, and 60°. is visible.
g. GYRO Flag
c. Airplane Symbol
The GYRO warning flag comes into view when
The delta-shaped airplane symbol is stationary. internal roll or pitch attitude circuits are not
The attitude tape and command bars move to operating properly, when the vertical gyro
show pitch and roll attitude and two-axis flight monitor signal is not present, or when attitude
director commands against it. power to the system is lost. All attitude indica-
tions displayed by the attitude tape and bank
d. Command Bars indicator should be disregarded if the GYRO
flag is visible.
The command display consists of two pointers h. Glideslope Deviation Pointer
(bars) flanking the airplane symbol to form an
inverted spread V. They move in unison for The glideslope deviation pointer is read against
combined pitch and roll commands. The pilot the glideslope scale to indicate the location of
satisfies commands by flying the airplane sym- the glide path with respect to the aircraft. The
bol into the V. When commands are satisfied, pointer is centered when the aircraft is on the
the command bars are aligned with the edges of glide path, deflected up when the aircraft is
the airplane symbol. The command bars are de- below the glide path, and deflected down when
flected upward out of view when not in use. the aircraft is above the glide path. When not in
use, the pointer is deflected upward out of view.
e. Inclinometer i. GS Flag
The inclinometer displays slip or skid informa- The glideslope warning flag comes into view and
tion by the movement of a ball in a liquid-filled partially obscures the glideslope pointer and
curved glass tube. scale when the glideslope signal is not reliable.

Figure 3-6. ADI-84( ) Controls and Displays

j. Localizer Deviation Pointer flag displays to inform the pilot of nonvalid conditions.
Output devices (such as bootstrap transmitters) are
The localizer pointer displays aircraft deviation mechanically geared to the compass card display and
with respect to the localizer course. If the run- to the CRS and HDG knobs for transmitting data to
way symbol is aligned with the center of the in- other equipments.
strument, the aircraft is on the localizer course
and is aligned with the runway. If the runway a. Azimuth Card
symbol is to the left of center, the localizer Compass heading is displayed on a rotating azi-
course is to the left of the aircraft. muth card. Actual aircraft heading is indicated on
k. Localizer Shutter the azimuth card with respect to the lubber line.
b. Heading Flag
The localizer shutter partially obscures the
runway symbol when the localizer signal is lost The heading flag is a warning device that comes
or becomes too weak to provide reliable infor- into view at the right side of the instrument face
mation. when power is removed or when the heading sig-
nal from the compass system is unreliable. During
l. Radio Altitude Pointer normal operation with a valid signal, the heading
flag is retracted out of view behind the mask.
The radio altitude pointer displays radio alti-
tude from 200 feet to touchdown. The ADI-84 c. Course Arrow
does not include radio altitude capability.
The course arrow indicates the selected course. A
m. Radio Altitude (RAD ALT) Flag desired course is selected by turning the CRS
knob to position the course arrow with respect to
The RAD ALT flag appears and partially ob- the azimuth card. The navigation receiver then
scures the radio altitude pointer and scale tracks the selected course to or from the selected
when the radio altitude pointer and scale when VOR station.
the radio altitude system indicates a malfunc-
tion. The ADI-84 does not include radio altitude d. Course Deviation Bar
capability. The course deviation bar represents the course
n. DH Annunciator (ADI-84 and ADI-84A) being tracked. When it aligns with the course ar-
row, an on-course condition is indicated. If the bar
The DH annunciator lights whenever the air- deflects left, the aircraft must be steered left to
craft descends to the selected decision height. bring it back on course. Similarly, when the bar
The DH annunciator is driven by an external deflects right, the aircraft must be steered right to
radio altimeter system. bring it back on course. A scale painted on the
mask behind the bar gives indication of the extent
o. GA Annunciator (ADI-84C) of off-course deviation.
The GA annunciator lights when the aircraft is e. To/From Pointers and VOR/LOC Flag Display
over the inner marker beacon, and approach
Aircraft position to or from the VOR station is in-
conditions make an attempted landing inadvis-
dicated by a small arrowhead displayed through
able. The GA annunciator is driven by the ex-
one of two windows in the center of the instru-
ternal autopilot computer.
ment face. If the to/from arrow points in the direc-
3.2.8 HSI-84( ) Horizontal Situation Indicator tion of the course arrow, the aircraft selected
course is to the station. When the to/from arrow
The HSI-84( ) (Figure 3-7) is an electromechanical points in the direction opposite of the course ar-
instrument providing the pilot with visual displays row, the aircraft selected course is away from the
of aircraft heading, course deviation to and from a station.
selector VOR station, and digital DME information
(distance, time, and ground speed). The instrument When blanks are displayed through the two win-
also displays vertical deviation from a selected dows in the mask, it is an indication that a local-
glideslope beam. All of the displays contain warning izer frequency has been selected and a LOC signal
is being tracked.

When red and white diagonally striped flags tance is selected, NM (nautical miles) is indicated.
(VOR/LOC) are displayed through the windows Selection of time or speed causes MIN (minutes)
in the mask, it is a warning indication that the or KTS (knots), respectively, to be indicated by the
data coming from the navigation receiver is in- annunciator.
valid. The flags are also in view when system
power is removed. 3.2.9 ADI-85( ) Attitude Director Indicator
f. Course Display The ADI-85( ) (Figure 3-8) is a panel-mounted air-

craft instrument that provides a 3-dimensional,
Selected course is numerically displayed by a
forward-looking view of displayed information from
mechanical counter, which is geared to and set
the flight system components. The displays consist
simultaneously with the course arrow by the
of the following: pitch and roll attitude, pitch and
CRS knob. It provides a convenient way of pre-
roll steering commands, vertical deviation, localizer
cisely setting, and quickly cross-checking, the
deviation, speed deviation (ADI-85A only), rate-of-
selected course.
turn information, digital display of radio altitude
g. Heading Marker and decision height, decision height set and visual
The heading azimuth marker is located at the annunciation. Pitch and roll differential resolver
outer perimeter of the azimuth card and is used outputs are also provided for use in system moni-
to identify the selected heading. Displacement toring equipment and external DH annunciation
of the heading marker from the lubber line rep- control capability.
resents direction and magnitude of deviation a. Attitude Tape
from the selected heading. The marker can be
positioned to any heading by turning the HDG Pitch attitude is indicated by the moving, sym-
knob. bolic earth-sky background tape that is read
relative to the airplane symbol. The tape is
h. Glideslope Deviation Pointer
calibrated for pitch angles of 5,10, 15, 20, 30,
This display shows the direction and magnitude 50, 70, and 90° up and 5, 10, 15, 20, 30, 50, 70,
of vertical deviation of the aircraft from the and 90° down.
glideslope beam. Operation is identical with
that in the ADI-84. b. Bank Pointer
i. Glideslope Flag Bank angle is precisely displayed by a pointer
The glideslope warning flag comes into view and read against a fixed bank scale and by rotation
partially obscures the glideslope pointer and of the artificial horizon with respect to the air-
scale when the glideslope signal is not reliable. plane symbol. The fixed bank scale is calibrated
for bank angle readings of 10, 20, 30, 45, and
j. DIST/TTG/SPD Display 60° left or right.
Distance, time to go, and ground speed are dis-
c. Airplane Symbol
played by selection of the appropriate position
on the DIST-TTG-SPD switch. Distances of up The airplane symbol is a delta-shaped station-
to 399.9 nautical miles, time of up to 255.9 ary display used as a reference for indicating
minutes, and ground speeds in the range of 50 steering commands and pitch and roll attitude.
to 1023 knots are computed for display when
the REU-84 Remote Electronics Unit receives d. Command Bars
valid data from a compatible DME system.
Steering commands from the flight director are
When the REU-84 receives data from a long
displayed by two pointers (bars) flanking the
range navigation system (such as compatible
airplane symbol to form an inverted spread V.
VLF or Omega Systems), distances of up to
The two pointers move in unison for combined
3999 nautical miles, time of up to 399.9 min-
pitch and roll commands. The pilot satisfies
utes, and ground speeds in the range of 0 to
commands by flying the airplane symbol into
2000 knots may be displayed.
the V. When commands are satisfied, the com-
k. DIST/TTG/SPD Display Annunciator mand bars are aligned with the edges of the
This annunciator identifies the nature of naviga- airplane symbol. The command bars are de-
tion data that is selected for display. When dis- flected upward out of view when not in use.

Figure 3-7. HSI-84( ) Controls and Displays

Figure 3-8. ADI-85( ) Controls and Displays

e. Inclinometer j. Localizer Deviation Pointer

The inclinometer displays slip or skid informa- The localizer deviation pointer displays aircraft
tion by the movement of a ball in a liquid-filled, deviation from the localizer beam. If the local-
curved glass tube. izer deviation pointer is aligned with the center
mark of the localizer scale, the aircraft is on the
f. CMD Flag localizer beam and is aligned with the runway.
If the localizer deviation pointer is to the left of
When in view, the CMD (command) flag indi-
center, the localizer beam is to the left of the
cates a malfunctioning or inoperative steering
aircraft.
command display. The CMD flag will come into
view under any of the following conditions:
k. Localizer Shutter
l. Absence of primary power. The localizer shutter obscures the localizer de-
2. Failure of internal power supplies. viation pointer when the localizer signal is lost
3. Presence of persistent excessive null or becomes too weak to provide reliable infor-
(approximately 3°) in either pitch or roll mation or when the NAV receiver is not tuned
command servo loops. to a localizer frequency.
4. Absence of flight director valid input (+28 V
dc). l. Rate-of-Turn Pointer
The rate-of-turn pointer displays the aircraft
g. ATT Flag
rate-of-turn with respect to a fixed horizontal
When in view, the ATT (attitude) flag indicates scale. Two pointer widths of deflection from the
a malfunctioning or inoperative pitch/roll atti- center mark indicates a turning rate of 180° per
tude display. The ATT flag will come into view minute.
under the following conditions:
m. R/T Flag
l. Absence of primary power.
The R/T (rate-of-turn) flag conceals the rate-of-
2. Failure of the internal power supplies.
turn pointer when the rate-of-turn signal is in-
3. Presence of persistent excessive null
valid. Under normal operation, the R/T flag is
(approximately 3°) in either pitch or roll at-
out of view.
titude servo loops.
4. Absence of 3-wire input to either pitch or
n. Digital Radio Altitude
roll control transformers.
5. Absence of an attitude valid input (+28 V Radio altitude is displayed on the 4-digit gas-
dc) signal. discharge display. The ADI-85( ) can be pro-
grammed to display radio altitude from either
h. Glideslope Deviation Pointer 2000-ft or 2500-ft systems. From 0 to 1000 ft,
altitude is displayed in 10-ft increments. Above
The glideslope deviation pointer is read against 1000 ft, altitude is displayed in 50-ft incre-
the glideslope scale to indicate the location of ments. When the altitude signal is above the
the glidepath with respect to the aircraft. The maximum, the digital display is blanked.
pointer is centered when the aircraft is on the
glidepath, deflected up when the aircraft is be- o. DH Display
low the glidepath, and deflected down when the
The selected DH (decision height) is displayed
aircraft is above the glidepath. When not in
on a mechanical drum counter display. Decision
use, the pointer is deflected upward out of view.
heights in 10-ft increments from 0 to 950 ft are
selected using the SET/TEST knob.
i. GS Flag
p. SET/TEST Knob
The GS (glideslope) warning flag comes into
view and partially obscures the glideslope The SET/TEST knob serves two functions. Ro-
pointer and scale when the glideslope signal is tating the knob clockwise or counterclockwise
not reliable. sets the decision height as displayed by the DH

display. The knob rotates continuously to per- 3.2.10 HSI-85( ) Horizontal Situation Indicator
mit setting the decision height anywhere be-
tween 0 and 950 ft. Since the DH display shows The HSI-85( ) (Figure 3-9) is a panel-mounted in-
only 10-ft increments, any settings between instrument that provides a pictorial analog display of
crements must be interpolated. the aircraft's navigational situation in the horizon-
tal plane and progress information in digital form.
Pressing the SET/TEST knob causes the alti-
In addition to the controls and displays described in
tude display to progress through the following
the following paragraphs, synchro output devices
test sequence:
such as the course resolver, course datum control
l. During the first 2 seconds, the selected de- transformer, azimuth differential resolver, and
cision height is displayed to the nearest heading datum control transformer are gear driven
foot. from associated displays to transmit data to other
equipment.
2. During the next 2 seconds, the system test
altitude is displayed. (Test altitude may a. Azimuth (Compass) Card
vary, depending on the radio altitude sys-
Compass heading is displayed on a rotating
tem driving the display.)
azimuth card. Actual aircraft heading is indi-
3. After 4 seconds, the display reads 8888 un- cated on the azimuth card directly under the
til the SET/TEST knob is released. lubber line.
q. ALT Flag b. MAG/TRUE Annunciator
The ALT (altitude) flag is displayed when the The compass card display will accept true
radio altitude display is invalid. During normal heading compass data (from an INS or RNAV
operation with a valid radio altitude signal, a system) or magnetic heading compass data
plain black flag will be displayed. (from any conventional compass system). The
MAG/TRUE annunciator identifies which type
r. DH Annunciator
of compass heading data is being displayed.
The DH (decision height) annunciator is located
e. HDG Flag
in the upper left-hand corner of the instrument.
When the aircraft descends to the altitude dis- The HDG (heading) flag is a warning device
played on the decision height display, the DH that comes into view at the top of the instru-
annunciator turns on to alert the pilot. ment face when 28-V dc power is removed, or
when the error signal in the azimuth servo loop
s. ATT TEST Button
becomes excessive, or when the heading signal
A self-test of the pitch and roll attitude circuits from the compass system is unreliable. During
and attitude monitoring circuit is performed normal operation with a valid signal, the
when the ATT TEST button is pressed. The heading flag is retracted out of view behind the
pitch attitude tape should indicate 7 to 13° mask.
pitch-up, the roll attitude display shows 10 to
d. Course Arrow/Reciprocal Course Arrow
20° or roll to the right, and the ATT flag should
come into view. The course arrow points to the selected or rela-
tive course. Selected course is selected by
t. Speed Deviation Pointer (ADI-85A Only)
turning the CRS knob on the remote heading
The speed deviation pointer displays speed de- course panel (HCP-85/86) to position the course
viation as read with respect to a fixed scale. arrow with respect to the azimuth card. The
Full-scale deflection indicates a ±10-knot navigation receiver then tracks the selected
change in speed. course. When relative course is displayed, the
course arrow position information originates
u. SPEED Flag (ADI-85A Only)
from a compatible INS or LRN system.
The SPEED flag partially obscures the speed
e. CRS Display (Mechanical Counter)
pointer when the speed deviation signal is in-
valid. Under normal operation, the SPEED flag Selected or relative course is also displayed nu-
is out of view. merically by a mechanical counter. The display

Figure 3-9. HSI-85( ) Controls and Displays

is geared to the course pointer display so that k. Vertical Deviation Pointer

the counter display is set at the same time the
This display shows the direction and magnitude
course arrow is set.
of vertical deviation of the glideslope or vertical
f. Lateral Deviation Bar navigation track relative to the aircraft. In LOC
The lateral deviation bar displays deviation mode, the pointer displays glideslope deviation;
from a selected (or relative) course or from a lo- and in VNAV mode, the pointer displays verti-
calizer beam by presenting a pictorial represen- cal deviation from the desired altitude.
tation of the course relative to the airplane l. VERT DEV Flag
symbol. When the deviation bar aligns with the
The VERT DEV (vertical deviation) flag comes
course arrow, an on-course condition is indi-
into view and partially obscures the vertical
cated. If the bar deflects left, the aircraft must
deviation pointer and scale when the deviation
be steered left to bring it back on course. Simi-
signal is not reliable.
larly, when the bar deflects right, the aircraft
must be steered right to bring it back on course. m. VNAV/GS Annunciator
A fixed scale on the mask behind the bar gives The GS deviation display will accept and dis-
indication of the extent of off-course deviation. play vertical deviation data from either a
g. LIN/ANG Annunciator VNAV system or glideslope receiver. The
VNAV/GS annunciator identifies which source
The lateral deviation display will display linear
data is being displayed.
deviation (from an INS or RNAV system) or an-
gular deviation (VOR). The LIN/ANG n. Bearing/Track Pointer
(linear/angular) annunciator identifies which When in RNAV mode of operation, the dia-
type of deviation data is being displayed. mond-shaped pointer is the primary bearing
h. To/From Pointer pointer, and the T-shaped pointer is the recip-
rocal pointer. Relative bearing to the ground
The general direction to the VOR station is dis-
station is displayed by the diamond-shaped
played by the to/from pointer under the devia-
pointer as read with respect to the lubber line.
tion bar. If the arrow points in the same direc-
tion as the course arrow, aircraft heading is to- When in INS mode of operation, the T-shaped
ward the station. If the arrow points in a direc- pointer is the primary track pointer, and the
tion opposite to the course arrow, aircraft diamond-shaped pointer is the reciprocal pointer.
heading is away from the station. When in LOC Drift angle is displayed by the T-shaped pointer
mode (a localizer frequency has been tuned) as read with respect to lubber line.
with a valid localizer signal, the to/from pointer A valid hearing validity signal is required for
will be out of view. normal operation of the bearing/track pointer. If
i. NAV Flag the bearing valid signal becomes invalid, two
relays open to remove the 3-wire bearing/track
When incoming data from the NAV receiver is signal and apply a fixed 26-V ac, 400-Hz parking
invalid, a red and white diagonally stripped signal. This parking signal causes the pointer to
(VOR/LOC or NAV) flag is displayed in the cen- park in a position 90° relative to the lubber line.
ter section.
o. Distance Display
j. Heading Marker
The 4-digit distance readout (upper left-hand cor-
The heading marker is located at the outer pe- ner) displays distance to or from the DME station
rimeter of the azimuth card and is used to iden- or waypoint. When the display is driven from a
tify the selected heading. Displacement of the DME source, distances of up to 399 nautical miles
heading marker from the lubber line represents can be displayed. For distances of less than 100
direction and magnitude of deviation of the se- nautical miles, leading zeros are blanked. When
lected heading from the existing heading. The
marker can be positioned to any heading by
turning the HDG knob on the remote heading
course panel (HCP-85/86).

distances exceed 99.9 nm, the tenths digit and the the timer sequence is advanced to reset mode
decimal point are blanked. again.
When operating from a long-range navigation q. TTG/SPD/ET Annunciator
system, distances of up to 3999 nautical miles
can be displayed. Hundreds, tens, units, and The TTG/SPD/ET annunciator identifies the
tenths of nautical miles are displayed up to mode which has been selected on the heading
99.9. Beginning at 100, the decimal point is course panel.
blanked (tenths are no longer displayed). For
distances of less than 100 nautical miles, lead- 3.2.11 HCP-85/86/87 Heading Course Panels
ing zeros are blanked.
The HCP-85/86/87 are control panels that interface
p. TTG/SPD/ET Display with the HSI-85( ) to provide selection of heading,
TTG/SPD/ET (time-to-go (or waypoint)/ground course, mode of operation for the TTG/SPD/ET
speed/elapsed time) is displayed on the right- (right) digital display, and control of the elapsed
hand digital display. The desired information is timer. Refer to Figure 3-10, Figure 3-11, and Figure
selected using the 3-position toggle switch 3-12 for identification of controls for the HCP-85,
(switches on the remote heading course panel HCP-86, and HCP-87 respectively.
(HCP-85/86). a. CRS Knob
When the display is driven from a DME source, Rotating the CRS knob generates a 3-wire an-
TTG and SPD information is calculated in the gular position signal for driving the HSI-85( )
HSI from the changing DME distance data. If course arrow to the desired course. The knob
distance data is unavailable on the DME data can be rotated continuously in either direction.
bus, the display will blank when either TTG or The HCP-85 has two CRS knobs (CRS 1 and
SPD is selected. Under normal operating condi- CRS 2) for independent course selection on two
tions from a DME source, TTG information from HSI-85( )'s.
0.0 to 479.9 minutes and SPD information from
50 to 2500 knots can be displayed when selected. b. HDG Knob
Whenever the DME flag signals becomes invalid, Rotating the HDG knob generates a 3-wire an-
all four digits of the display are dashes (----). gular position signal for driving the HSI-85
When the display is driven from a long-range heading marker to the desired heading. The
navigation system, TTG information from 0.0 to knob can be rotated continuously in either di-
399.9 minutes and SPD information from 0 to rection. If there are two HSI-85( )'s in the in-
2000 knots can be displayed when selected. If stallation, the heading markers in both instru-
data is unavailable when requested, the display ments are positioned with the single HDG
will blank. If the flag signal becomes invalid, all knob.
four digits of the display are dashes (----). c. TTG/SPD/ET Switch
When ET mode has been selected on the heading The appropriate logic output from this switch
course panel, the output from an elapse timer is determines whether time-to-go, ground speed,
displayed on the TTG/SPD/ET display. The timer or elapsed time data is displayed on the HSI-
is controlled by a white pushbutton (or pushbut- 85( ) TTG/SPD/ET display. The HCP-85 con-
tons) on the HCP-85/86. The timer has three tains two of these switches to provide inde-
modes: reset, start, and stop. Each time the push- pendent selection of data on two HSI-85( )'s.
button is pushed, the timer advances to the next
mode in the sequence. In the reset mode, the dis- d. Elapse Timer Control (White Pushbutton)
play will read 00:00. When start mode is initiated, This pushbutton controls the start, stop, and
the timer begins counting. Minutes and seconds reset functions of the elapse timer. Each time
are displayed in XX:XX format from 00:00 to the button is pushed, the timer advances to the
59.59. Continuing from 59.59, the format switches next step in the timing sequence. ET must be
to HX:XX, displaying hours and minutes from selected on the TTG/SPD/ET switch before the
H1:00 to H9:59. Beyond H9:59, the display reads - timer control will function. The HCP-85 con-
-:-- (overrun). Going to stop mode stops the timer, tains two timer control pushbuttons, one for
and the present count on the display is held until each TTG/SPD/ET switch.

Figure 3-10. HCP-85 Controls


3.2.12 EHSI-74 Horizontal Situation Indicator c. ARC Mode
The EHSI-74 is a single-cathode ray tube system The ARC mode is selected by pressing the ARC
that uses a high resolution, black matrix, shadow DISPLAY button on the HCP-74. In this mode,
mask color crt (EFD-74) as the display medium. a section of the compass card (approximately 80
The following paragraphs describe the displays that degrees) is located across the top of the display
will appear on the EFD-74. The display that ap- with the airplane symbol located at the bottom
pears depends upon the mode of operation the center of the display. Alphanumeric data is dis-
EHSI-74 system is operating in. There are three played in the four corners of the display and in
modes possible: HSI, ARC, and MAP the center of the display, if so selected.
(bearing/distance). Refer toFigure 3-13. d. ARC Mode Compass Display
a. HSI Mode The ARC mode provides an expanded compass

sector display similar to the full-compass card
The HSI Mode is selected by pressing the HSI display except the EHSI displays a ±40-degree
DISPLAY button on the HCP-74. This mode compass segment at the top of the display and
selects a full-compass rose display that is simi- the airplane symbol is placed at the bottom of
lar to a conventional electromechanical HSI the display. The compass sector and all pointers
presentation. Included are digital readouts of rotate around the intersection of the wings and
DME distance and DME hold annunciation, fuselage of the airplane symbol. There are no
time-to-go or ground speed, and selected course. compass card reference marks when the com-
Also provided are displays of bearing to the sta- pass sector is being displayed. Other compass
tion or waypoint and annunciation of selected card functions and features are the same as
navaids. Vertical and lateral deviation, to- previously described for the HSI mode.
from information, selected heading, and the
appropriate flags are also displayed. e. MAP Mode
This mode uses the same expanded compass

b. HSI Mode Compass Display card as in the ARC mode but provides a map-
like display of the bearing and distance to the
The compass display is a full 360-degree rose selected navaid or waypoint. A course line is
with cardinal points and numbers at the 30- also shown for the navaid or waypoint. The
degree marks. Markings are provided at the bearing/distance MAP mode is selected by
cardinal points and at 315 and 45 degrees pressing the MAP DISPLAY button on the
around the periphery of the card to aid in pro- HCP-74. The bearing/distance MAP mode dis-
cedure turns. The compass card and reference plays pictorial bearing and distance to the VOR
marks are white and the lubber line and refer- or waypoint. The MAP scale is changed by re-
ence airplane symbol are white (for -002 and - petitively pressing the MAP DISPLAY button.
003 systems) or yellow (for -001 system). Air- MAP ranges of 10, 25, 50, 100, 200, and 300
plane heading is read against the triangular nautical miles are provided with a single-cyan
lubber line. When a Collins MCS-65 Magnetic range mark displayed at midrange. The mid-
Compass System is used, DG (directional gyro) range distance (5, 12.5, 25, 50, 100, and 150 re-
mode is annunciated in yellow letters to the left spectively) is also shown in cyan digits at the
of the lubber line. DR (dead reckoning) mode right-hand end of the range mark. Full-scale
and ALRT (for approaching RNAV waypoints) range is not shown digitally but is located at
are annunciated in yellow letters to the right of the bottom of the compass card marks. The user
the lubber line. True heading may be selected should remember to double the midrange dis-
in LRN mode in which case TRU will be annun- tance to determine what range is selected.
ciated to the left of the lubber line. If a failure
of the compass system occurs, the lubber line
will be replaced by a white box with the letters 3.2.13 HCP-74 HSI Control Panel
HDG inscribed in red. The letters will flash for
10 seconds, then become steady. DG mode an- All operating controls for the Collins EHSI-74 Elec-
nunciation, if present, will also be removed. tronic HSI System are located on the HCP-74 HSI
Revised 15 March 1987 3-22/3-24

Control Panel. The HCP-74 controls what is dis- information, similar to that presented in the full-
played on the EFD-74 Electronic Flight Display compass rose mode, in an enlarged easily read-
unit. The following paragraphs describe the con- able format. The MAP mode adds a pictorial
trols and displays that are used in the EHSI-74 sys- presentation of the navigation situation to the
tem. compass sector. Navigation data displayed in-
cludes VOR/DME station location, active way-
a. Heading Select (HDG) Knob point location, and course line.
The HDG knob controls the selected heading f. Bearing (BRG) Selection
displayed on the EHSI. The knob provides 1-
degree increments of selected heading when The NV1, ADF, and NV2 buttons control which
turned slowly. A variable rate sensor provides bearing pointer is displayed on the EHSI. The
larger increments when the HDG knob is bearing pointer is selected by pressing the de-
turned at a faster rate. sired pushbutton. The bearing pointer is re-
moved from the display by again pressing its
b. Heading Synchronization (SYNC) Button pushbutton or by selecting another bearing
The HDG knob includes a center SYNC button pointer. A bearing pointer will not appear when
which, when pushed, causes the heading bug to the navaid is tuned to an ILS frequency. A spe-
rotate and match the airplane heading under cial case exists when an RNAV or LRN is the
the lubber line on the EHSI. An automatic navigation source. In this case, pressing the
HDG SYNC function is performed whenever NV1 button the first time displays the waypoint
the navigation mode is changed (ie, from VOR bearing and pressing the NV1 button again re-
to ILS or RNAV to VOR, etc) but only when the moves the waypoint bearing pointer and dis-
autopilot is not in HDG mode. plays the VOR bearing pointer. Two ADF
pointers can be displayed at the same time on -
c. Course Select (CRS) Knob 002 and -003 systems.
The CRS knob controls the course arrow dis- g. Intensity (INT) Control
played on the EHSI. The knob provides 1-
degree increments of selected course when The intensity of the EHSI display is controlled
turned slowly. A variable rate sensor provides by rotation of the INT knob. Clockwise rotation
larger increments when the CRS knob is turned increases the brightness of the display.
at a faster rate. The CRS knob is disabled in
LRN mode when there is a desired track (DTK) h. Test Mode
available.
Test mode is normally for use by ground per-
sonnel. It is entered from the HCP by simulta-
d. Course Direct to (DIRECT) Button
neously pushing the SYNC and DIRECT but-
The CRS knob includes a center DIRECT buttons twice. Pages of test data are selected by
ton which provides a "direct to" function. When repeated pushes of the MAP button. Page 3 of
the DIRECT button is pushed, the course arrow test mode has two subpages that are selectable
automatically rotates until the navigation by pushing the HCP ARC button. Exit the test
source selected provides zero lateral deviation. mode by simultaneously pressing SYNC and
The DIRECT button is disabled in LRN mode DIRECT buttons once. Test mode cannot be en-
when there is a desired track available. tered when the autopilot is engaged because of
the test inhibit function in the interconnect.
e. Display Format Selection
3.2.14 EFIS-85/86
The HSI, ARC, and MAP buttons provide control
of the display formats. In the HSI position, the Operation of the EFIS-85/86 varies greatly de-
EHSI full-compass rose format is displayed. The pending on equipment type and interconnect op-
ARC position selects an expanded compass sections. Refer to the applicable EFIS instruction book
tor (approximately 80 degrees) across the top of for specific operating instructions. Related publica-
the display with alphanumerics displayed in the tions are listed in Table 1-3 of the FCS-80 descrip-
corners of the display. This mode gives the pilot tion section (523-0766516).
Revised 15 March 1987 3-23/3-24

Figure 3-13. EHSI-74 Controls and Displays
Revised 15 February 1984 3-25/3-26

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RWAvionics & Communications

Collins General Aviation Division

February 21, 1990

SIXTH EDITION HIGHLIGHTS

RWAvionics & Communications

This publication includes:

Collins General Aviation Division

INFORMATION SUBJECT TO EXPORT CONTROL LAWS

The material in this publication is subject to change. Before attempting any

SOFTWARE COPYRIGHT NOTICE

© 1990 Rockwell Collins, Inc.

All Software resident in this equipment is protected by copyright.

We welcome your comments concerning this publication. Although every effort

Paragraph Page Paragraph Page

1.1 INTRODUCTION ................................................ 1-1 1.7.1.2 VOR Mode..........................................................1-24

NOTICE: This section replaces fifth edition dated 15 March 1987.

Page No Issue Page No Issue Page No Issue

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

1st Ed 1 Feb 77 None

2nd Ed 1 Nov 77 None

3rd Ed 15 Jul 80 None

4th Ed 15 Feb 84 None

5th Ed 15 Mar 87 None

6th Ed 21 Feb 90 None

FCS-80( ) Flight Control 6/0 21 Feb 90 1 25 Apr 91

1.1 INTRODUCTION b. Flight Guidance System (FGS)

Revised 21 February 1990 1-1

Figure 1-1. Typical FCS-80( ) Flight Control System

Revised 21 February 1990 1-2

Figure 1-2. Typical FCS-80( ) Flight Control System,

Revised 21 February 1990 1-3

Table 1-1. FCS-80 Standard Systems, Equipment Supplied.

FCS-80 FCS-80II FCS-80T FCS-80

3-axis AP Dual 3-axis AP 3-axis AP 2-axis AP

DESCRIPTION TYPE PART NO QUANTITY QUANTITY QUANTITY QUANTITY

5-inch Flight director indicator 329B-8Y 792-6357-XXX 2 2 2

4-inch Flight director indicator ADI-84A 622-3594-XXX 1

Computation Flight guidance computer FGC-80F 622-5224-XXX 2 2 1 2

Autopilot Autopilot computer APC-80 522-2901-XXX 1 2 1 1

Sensors Air data computer ADC-80( ) 622-XXXX-XXX 1 2 1 1

Yaw damper Yaw damper computer 562C-8F 622-3167-XXX 1 2 1

Revised 21 February 1990 1-4

Table 1-2. Associated Equipment.

COLLINS MODEL NO DESCRIPTION FUNCTION

51RV-2B Navigation receiver Supplies VOR and ILS deviation data

VIR-30A Navigation receiver Supplies VOR and ILS deviation data

MC-103 Magnetic compass system Supplies magnetic heading data

ALT-55 Radio altimeter system Supplies radio altitude data

DME-40 Distance measuring system Supplies serial distance data

NCS-31A Navigation control system Supplies area navigation data

Table 1-3. Related Publications.

PUBLICATION COLLINS PART NO

390R-18/19/20 Universal Mount Assembly Instructions 523-0766506

APA-80( ) Autopilot Amplifier Instruction Book (Repair Manual) 523-0766527

APC-80( ) Autopilot Computer Instruction Book (Repair Manual) 523-0766532

APP-80( ) Autopilot Panel Instruction Book (Repair Manual) 523-0766537

ASU-80( ) Avionics Switching Unit Instruction Book (Repair Manual) 523-0770789

DME-40 Distance Measuring Equipment Installation Manual 523-0764919

EHSI-74 Electronic HSI System Installation Manual 523-0772693

EFIS-85A-2a/85A(1)/86A(1) Electronic Flight Instrument System Instruction Book 523-0773337

Revised 21 February 1990 1-5

Table 1-3. Related Publications.