Spz-200a Pa King Air 200

+9ERRY FLIGHT SYSTEMS
AVIONICS DIVISION
PHOENIX, ARIZONA
IMPORTANT NOTICE
The avionics business unitsformerly owned by UNISYS Corp. and
identifiedwith the Sperry name or logo have been acquired by
Honeywell Inc. Publications,products, and components marked
or identified
herein with the Sperry name or logo are publications,
products, and components of Honeywell Inc. Allreferences to the
Sperry name or logo should be taken as referringto Honeywell Inc.
SPZ-200A Integrated Flight

Control System
Beech King Air Models 6100, C90,

F90, and 200
Maintenance
Manual
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PRINTED IN U.S.A. PUB. NO 15-1146.16 15 JUNE 1982
<}>~”ER?f
FLIGHT SYSTEMS
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BEECH KING AIR
AVIONICS DIVISION
RECORD OF RESIVISONS
Retain this record in front of manual. On receipt of revision,

insert revised pages in the manual, and enter revision number,
date inserted and initial.
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AVIONICS DIVISION
TABLE OF CONTENTS
Section Paragraph Subject Page
1 System Description 1
10 General 1
2. System Description 1
2 Component Description 101
1. General 101
2. Sensors 102
A. VG-14A Vertical Gyro 102

B. C-1413 Directional Gyro 108
c. CS-412 Dual Remote Compensator 114
D. FX-220 Flux Valve 116
E. AG-222 Accelerometer 118
F. RG-203 Rate Gyro 120
G. RT-220 Radio Altimeter Receiver/Transmitter 122
H. RT-300 Radio Altimeter Receiver/Transmitter 126
3. Computers 130
A. AZ-241 Air Data Computer 130

B. SP-200 Autopilot Computer 140
c. FZ-500 Flight Director Computer 142
4. Indicators, Display, and Voice Advisor 154
A. AD-500 Series Attitude Director Indicators 154

B. AD-550 Series Attitude Director Indicators 160
c. AD-650 Series Attitude Director Indicators 168
D. RD-550 Series Horizontal Situation Indicators 176
E. RD-650A and RD-650B Horizontal Situation
Indicators 184
F. BA-141 Barometric Altitude Indicator 192
G. RA-315 Radio Altimeter Indicator 196
H. CD-125 Air Data Command Display 198.2
I. VA-1OO Voice Advisor 198.8
5. Selectors and Controllers 198.14
A. MS-500 Mode Selector 198.14

B. PC-5(IO Autopilot Controller 198.16
c. RI-106/106B Instrument Remote Controllers 198.24
0. AL-245 Altitude Alert Controller 198.26
E. VN-212 VNAV Computer/Controller 198.30
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Contents (Page 1)
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AVIONICS DIVISION
TABLE OF CONTENTS (cent)
Section Paragraph Subject Page
6. Servos 198.34
A. SM-200 Servo Drive and SB-201 Bracket 198.34
3. System Operation 201
1. General 201
2. System Performance/Operating Limits 202
3. Flight Director Functional Description 207
4. Autopilot Computer Functional Description 273
5. C-14D Compass System Functional Description 297
4. Ground Check 301
1. General 301
2. Equipment and Materials 301
3. Procedure 301
Fault Isolation 401
1. General 401
2. Procedure 401
Interconnects 501
System Schematics 601
Removal/Reinstallation and Adjustment 701
1. General 701
2. Equipment and Materials 701
3. Procedure for All Indicators 701
4. Procedure for Selectors and Controllers 702
5. Procedure for Sensors and Gyros 702
6. Procedure for Autopilot, Flight Director, and
Air Data Computers 706
7. Procedure for Servo Drive and Drum and
Bracket Assembly 707
8. Procedure for RT-220 Radio Altimeter Receiver
Transmitter 709
Shipping, Handling, and Storage 801
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AVIONICS DIVISION
LIST OF ILLUSTRATIONS
Figure Name Page
1 System Flow Diagram for 4-Inch Instrument System 5

2 System Flow Diagram for 5-Inch Instrument System 7
3 Component Locations for a Typical Beech Aircraft
Installation 9
4 Instrument Panel for a Typical Beech Aircraft
Installation 11
101 VG-14A Veritical Gyro 102
102 VG-14A Vertical Gyro Block Diagram 103
103 C-14D Directional Gyro 108

104 C-14D Directional Gyro Block Diagram 111
105 CS-412 Dual Remote Compensator 114

106 CS-412 Dual Remote Compensator Block Diagram 115
107 FX-220 Flux Valve 116

108 FX-220 Flux Valve Schematic 117
109 AG-222 Accelerometer 118

110 AG-222 Accelerometer Block Diagram 119
111 RG-203 Rate Gyro 120

112 RG-203 Rate Gyro Block Diagram 121
113 RT-220 Radio Altimeter Receiver/Transmitter 122
114 RT-220 Radio Altimeter Receiver/Transmitter
Block Diagram 125
114.1 RT-300 Radio Altimeter Receiver/Transmitter 126
114.2 RT-300 Radio Altimeter Receiver/Transmitter
Block Diagram 129
115 AZ-241 Air Data Computer 130
116 AZ-241 Air Data Computer Block Diagram 133
117 SP-200 Autopilot Computer 140
118 FZ-500 Flight Director Computer 142
119 FZ-500 Flight Director Computer Block Diagram 145
120 AD-500A and AD-500B Attitude Director Indicator 154
121 AD-500C Attitude Director Indicator 155
122 AD-500 Series Attitude Director Indicator
Block Diagram 159
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List of Illustrations (Page 1)
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LIST OF ILLUSTRATIONS (cent)
Figure Name Page

Block Diagram 165
128 AD-650 Series Attitude Director Block Diagram 173
129 RD-550 and RD-550A Horizontal Situation Indicator 176

130 RD-550B and RD-550R Horizontal Situation Indicator 177
131 RD-550A and RD-550B Horizontal Situation
Indicator Block Diagram 181-
132 RD-550 and RD-550R Horizontal Situation
Indicator Block Diagram 183
133 RD-650A Horizontal Situation Indicator 184
134 RD-650B Horizontal Situation Indicator 185
135 RD-650A and RD-650B Horizontal Situation
Indicator Block Diagram 189
136 BA-141 Barometric Altitude Indicator 192
137 BA-141 Barometric Altitude Indicator
Block Diagram 195
138 RA-315 Radio Altimeter Indicator 196
139 RA-315 Radio Altimeter Indicator Block Diagram 198.1
140 CD-125 Air Data Command Display 198.2
141 CD-125 Air Data Command Display Block Diagram 198.5
142 VA-1OO Voice Advisor 198.8
143 VA-1OO Voice Advisor Block Diagram 198.11
144 MS-500 Mode Selector 198.14
145 MS-500 Mode Selector Block Diagram 198.15
146 PC-500 Autopilot Controller 198.16
147 PC-500 Autopilot Controller (-902) Block Diagram 198.19
148 PC-500 Autopilot Controller (-910) Block Diagram 198.21
149 RI-106/106B Instrument Remote Controller 198.24
150 RI-106/RI-106B Instrument Remote Controller
Block Diagram 198.25
151 AL-245 Altitude Alert Controller 198.26
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Figure Name Page
152 AL-245 Altitude Alert Controller

Block Diagram 198.29
153 VN-212 VNAV Computer/Controller 198.30
154 VN-212 VNAV Computer/Controller Block Diagram 198.31
155 SM-200 Servo Drive and S6-201 Bracket 198.34
156 SM-200 Servo Drive Block Diagram 198.36
201 Mode Logic Diagram for 4-Inch Instrument System 221
202 Heading Select (HDG) and Go Around (GA) Mode

Flow Diagram for 4-Inch Instrument System 223
203 VOR (NAV CAP) and VOR Approach (VORAPR CAP) Mode
204 Localizer (NAV CAP), Localizer Approach (NAV CAP), and
Back Course (BC CAP) Mode Flow Diagram for 4-Inch
Instrument System 227
205 Instrument Landing System (ILS) Diagram for 4-Inch
Instrument System (All except Model 200) 229
206 ALT, VS, and IAS Hold Mode Flow Diagram for 4.Inch
Instrument System (All except Model 200) 231
207 ALT, VS, and IAS Hold Mode Flow Diagram for 4-Inch
Instrument System (Model 200 Only) 233
208 Glide Slope Approach (APR CAP) and Go Around (GA)
Mode Flow Diagram for 4-Inch Instrument System
(All except Model 200) 235
Mode Flow Diagram for 4-Inch Instrument System
(Model 2000nly) 235
210 Altitude Preselect (ALT SEL CAP) Mode Flow Diagram
for 4-Inch Instrument System 239
211 Failure Warning Flags and Bar Bias Logic Diagram
212 Mode Logic Diagram for 5-Inch Instrument System 245
213 Heading Select (HDG) and Go Around (GA) Mode Flow
Diagram for 5-Inch Instrument System 247
214 VOR (NAV CAP) and VOR Approach (VORAPR CAP) Mode
215 Localizer (NAV CAP), Localizer Approach (NAV CAP),
and Back Course (BC CAP) Mode Flow Diagram for
5-Inch Instrument System 251
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AVIONICS DIVISION
Figure Name Page
216 Instrument Landing System (ILS) Diagram for 5-Inch

217 ALT, VS, and IAS Hold Mode Flow Diagram for 5-Inch
Mode Flow Diagram for 5-Inch Instrument System 257
219 Altitude Preselect (ALT SEL CAP) Mode Flow Diagram
220 Vertical Navigation (VNAV) Mode Flow Diagram for
5-Inch Instrument System 261
221 VNAV Sample Problem 263
222 Failure Warning Flags and Bar Bias Logic Diagram
223 Annunciator Dimming for 5-Inch Instrument System 269
224 Display Dimming for 5-Inch Instrument System 271

225 Autopilot Engage Interlocks Diagram 283
226 Autopilot Computer Signal Flow Diagram 285
227 C-14A Compass System Signal Flow Diagram for 4-Inch
Instrument System 298.1
228 C-14A Compass System Signal Flow Diagram for 5-Inch
Instrument System 298.3
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FLIGHT SYSTEMS
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AVIONICS DIVISION
LIST OF TABLES
Table Name Page
1 System Components 2
2 Equipment Required but not Supplied by Sperry 13
101 VG-14A Veritcal Gyro Leading Particulars 102
102 C-14D Directional Gyro Leading Particulars 109
103 CS-412 Dual Remote Compensator Leading Particulars 114
104 FX-220 Flux Valve Leading Particulars 116
105 AG-222 Accelerometer Leading Particulars 118
106 RG-203 Rate Gyro Leading Particulars 120

107 RT-220 Radio Altimeter Receiver/Transmitter
Leading Particulars 122
107.1 RT-300 Radio Altimeter Receiver/Transmitter 126
108 AZ-241 Air Data Computer Leading Particulars 131
109 SP-200 Autopilot Computer Leading Particulars 141

110 FZ-500 Flight Director Computer Leading Particulars 143

114 RD-550 Series Horizontal Situation Indicator
115 RD-650A and RD-650B Horizontal Situation Indicators
116 BA-141 Barometric Altitude Indicator Leading
Particulars 192
117 RA-315 Radio Altimeter Indicator Leading Particulars 196
118 CD-125 Air Data Command Display Leading Particulars 198.2
119 VA-1OO Voice Advisor Leading Particulars 198.8
120 MS-500 Mode Selector Leading Particulars 198.14
121 PC-500 Autopilot Controller Leading Particulars 198.17
122 RI-106/-lO6B Instrument Remote Controller
Leading Particulars 198.24
123 AL-245 Altitude Alert Controller 198.26
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List of Tables (Page 1)
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LIST OF TABLES (cent)
Table Name Page
124 VN-212 VNAV Computer/Controller Leading Particulars 198.30

125 SM-200 Servo Drive and SB-201 Bracket Leading
Particulars 198.35
126 SM-200 Servo Drive Dash No. Differences 198.35
201 System Performance/Operating Limits 202
301 Simplified Ground Check Procedure 303
401 Fault Isolation 403
501 Interconnect Information 503
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List of Tables (Page 2)
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FLIGHT SYSTEMS
::~;::ANCE
BEECH KING AIR
AVIONICS DIVISION
INTRODUCTION
This manual provides general system maintenance instructions and theory of

operation for the SPZ-200A Integrated Flight Control System (System), for Beech
Models B1OO, C90, F90, and 200 aircraft.
This manual provides block diagram information and interconnect diagrams to permit
a general understanding of System interface. The System components described in
this manual are manufactured by Sperry Flight Systems Avionics Division, Phoenix,
AZ.
Common system maintenance procedures are not presented in this manual. The best
established shop and flight line practices should be used.
Information on shipping, storage, and handling of all system components is

contained in manual, Sperry Pub. No. 09-1100-01.
Abbreviations used in this manual are defined as follows:
Abbreviation Equivalent
ACCEL Accelerometer
ADC Air Data Computer
ADF Automatic Direction Finder
AD I Attitude Director Indicator
A/D Analog to Digital
AGC Automatic Gain Control
AIL Aileron
ALT Altitude
ANN Annunciator
ANT Antenna
AOSS After Over Station Sensor
AP, A/P Autopilot
APP, APR Approach
APS Altitude Preselect
APSBK APS Bracket
ARM Armed
AS Airspeed
ATT Attitude
BARO Barometric
B/A Bank Angle
BC Back Course
BCD Binary-Coded-Decimal
BRG Bearing
CAP Capture
CB Circuit Breaker
CDS Differential Resolver
CE Course Error
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Introduction (Page 1)
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AVIONICS DIVISION
CKT Circuit
CLK Clock
CMD Command
CMPTR Computer
COM Common
COMP, COMPTR Compensation, Compass, or Comparator
cONT Controller
CORR Correction
Cos Cosine
CPL Couple
CRS Course
Cs Electrical Resolver
CT Control Transformer
D/A Digital to Analog
DEG Degree
DEMOD Demodulator
DET Detector, Detent
DEV, DEVN Deviation
DG Directional Gyro
DH Decision Height
DIFF Differential
DISPL Displacement
DME Distance Measuring Equipment
ON Down
DRC Dual Remote Compensator
DUP Duplicate
EL, ELEV Elevator
EMI Electromagnetic Interference
ENG Engage
Easy-On
~OOFF Easy-Off
EX L(IC Expanded Localizer
EXT Extend, External
FD, F/D Flight Director
FLT Flight
FR, FRM From
GA, G/A Go Around
GND Ground
GS, G/S Glide Slope
HDG Heading
I-IORIZ Horizontal
HSI Horizontal Situation Indicator
IAS Indicated Airspeed
IF Intermediate Frequency
I!/S Instrument Landing System
INC-DEC Increase-Decrease
IND Indicator
INS Inertial Navigation System
INTLK Interlock
INTGL Integral
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Introduction (page 2)
Jun 15/82
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FLIGHT SYSTEMS
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BEECH KING AIR
AVIONICS DIVISION
INV Invert
Ivv Instantaneous Vertical Velocity
KN Knots
L Left
LAT Lateral
LBS Lateral Beam Sensor
L/C Inductive/Capacitive
LH Left Hand
LOC Localizer
LTG Lighting
MM Middle Marker
MOM Momentary
MON Monitor
NAV Navigational
No Connection or Normally Closed
;;D No Computed Data
Nautical Mile
:! Normally Open
NOC NAV on Course
NORM Normal
OBS Omni Bearing Selector
o/c On Course
Outer Marker
& Over Station Sensor
PATT Pitch Attitude
Pews Pitch Control Wheel Steering
PECO Pitch Erection Cut-Off
PITCH SYNC Pitch Synchronization
PROG Programmer
P/s Pitot Switch
Pw Pitch Wheel or Pulse Width
PWR Power
Right
!A, R/A, RAD ALT Radio Altimeter
RAM Random Access Memory
RCVR Receiver
RCWS Roll Control Wheel Steering
RECO Roll Erection Cut-Off
REF Reference
RETR Retract
REV Reverse Course (Same as Back Course)
RH Right Hand
RMI Radio Magnetic Indicator
RN, RNAV Area NAV
RNAPP RNAV Approach
RT, R/T Receiver/Transmitter, Rate of Turn
RUD Rudder
SBY W&y
SEL
SIG Signal
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BEECH KING AIR
AVIONICS DIVISION
SIN Sine
SPD Speed
Soft Ride
;;EC Static Source Error Correction
STAEL Station Elevation
STC Sensitivity Time Control
STP Steep
SYNC Synchronization
TAS True Air Speed
TCS Touch Control Steering
TK Turn Knob
TP Test Point
TSO Technical Standard Order
TTL Tuned to Localizer
VA Volt Ampere
VAL Valid
VANG Vertical Angle
VAPP VOR Approach
V13S Vertical Beam Sensor
VG Vertical Gyro
VOR VHF Omni Range
VORTAC Colocated VOR and Tacan Stations
VR Volts Regulated
VRT, VERT Vertical
Vs Vertical Speed
WL, W/L Wings Level
XMTR Transmitter
YD, Y/D Yaw Damper
m
Sperry has an Airworthiness Analysis procedure performed for all its airborne
products to ensure that equipment des’igned by Sperry will not create a hazardous
in-flight condition. As a result of the Analysis, certain installations have
been designated INSTALLATION CRITICAL, and 100 percent compliance with those
installations is required.
INSTALLATION CRITICAL is defined as:
Specific methods of installation are required to ensure that either the

failure of the assembly or part is extremely improbable or that its failure
could not create a hazardous condition.
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Jun 15/82
AVIONICS DIVISION
SECTION 1
SYSTEM DESCRIPTION
1. General
The SPZ-200A Integrated Flight Control System (figure 1 or 2) provides flight

director, automatic pilot, flight instrumentation (including gyro references
and flight instruments), and an air data system (including air data displays,
altitude alerting, altitude preselect, and altitude reporting). Table 1 lists.
the components and part numbers that compose a System and table 2 lists
equipment required but not supplied by Sperry. Figure 3 shows the approximate
component locations and figure 4 shows the instrument panel for a typical
Beech installation.
2. System Description
The System provides three-axis aircraft attitude stabilization and path

control. The automatic path mode commands are provided by the Flight
Director Computer, thereby integrating the autopilot with the instrument
system. Both stabilization and computation are programmed throughout the
aircraft flight regime for optimum performance.
The System displays heading, course, pitch and roll attitude, barometric
altitude, selected alert altitude, course deviation, glide slope deviation,
and to-from indications. Lighted annunciators denote selected flight mode,
altitude alert and go-around mode engagement. Pitch and roll steering
commands developed by the Flight Director Computer in conjunction with the
Mode Selector are displayed by steering pointers to enable the pilot to reach
and/or maintain the desired flight path or attitude. Signal flow between the
various system components is shown in figure 1 or 2.
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AVIONICS DIVISION
A/C
Ref
System Component Sperry Part No. Des
—
VG-14A Vertical Gyro 7000622-901 1
RD-550 Series Horizontal Situation Indicator 7001179-9XX 2

RD-550A -902, -904
RD-550B -906, -908
RD-550 -910, -912
RD-550R -914, -916
AD-500 Series Attitude Director Indicator 7000836-9XX 3
AD-500A -902
AD-500B -904
AD-500C -906
AD-550A -902
AD-550B -904
AD-550C -906
FX-220 Flux Valve 2594484 4
CS-412 Dual Remote Compensator 2593379-1 5
C-14A Directional Gyro 2587193-43 6
FZ-500 Flight Director Computer 4018369-905 7
MS-500 Mode Selector 4018368-902 8
AZ-241 Air Data Computer 4013241-931 9
SP-200 Autopilot Computer 4008519-XXX 10
Model B1OO -913
Model 200 -916 (FAA), -918 (CAA)
Model C90 -917 (FAA), -817 (CAA)
Model F90 -921 (FAA), -821 (CAA)
PC-500 Autopilot Controller 4018639-902, -910 11
SM-200 Servo Drive (Aileron) 4006719-9XX 12
Models C90 and FAA 200 -906
Models B1OO, F90, and CAA 200 -914
SB-201 Servo Bracket (Aileron) 4005842 12A
SM-200 Servo Drive (Elevator) 4006719-9XX 13
Model B1OO -904
Model C90 -910
Models F90 and 200 -914
—.—— ——-——
System Components
Table 1
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Jun 15/82
+=ST-ER+Y ~~~y~ANcE
AVIONICS DIVISION
A/C
Ref
System Component Sperry Part No. Des
SB-201 Servo Bracket (Elevator) 4005842 13A

SM-200 Servo Drive (Rudder) 4006719-913 (All Models) 14
SB-201 Servo Bracket (Rudder) 4005842 14A
AL-245 Altitude Alert Controller 4018285-903 16
AG-222 Accelerometer (Model 200 only) 7000992 17
BA-141 Baro Altitude Indicator 4016341-903 18
RI-106/106B Instrument Remote Controller 4026206-901, -905 23
OPTIONAL COMPONENTS:
RD-650 Series Horizontal Situation Indicator 7000469-9XX 2
RD-650A -910
RD-650B -912
AD-650A -902
AD-650B -906
AD-650C -910
MS-500 Mode Selector (Used with VNAV) 4018368-903 8
RG-203 Rate Gyro (Used with AD-650) 4020576-901 15
VN-212 VNAV Computer/Controller 4020571-906 16
RA-315 Radio Altimeter Indicator 7000839-902 19
RT-221 Radio Altimeter Receiver/Transmitter 4004437-902 20
RT-300 Radio Altimeter Receiver/Transmitter 7001840-902 20
AT-221 Radio Altimeter Antenna (Receive) 4007637-1 21
AT-221 Radio Altimeter Antenna (Transmit) 4007637-1 22
CD-125 Air Data Command Display (Model 200) 7000125-901 33
VA-1OO Voice Advisor 7001433-901 41
.— .——
System Components
Table 1 (cent)
22-14-00
Page 3/4
Jun 15/82
+ST-ER+Y
FLIGHT SYSTEMS
~;~N;:fANcE
BEECH KING AIR
AVIONICS DIVISION
AL-245 ALTITUDE
ALERT CONTROLLER
—* ATTITUDE SIGNALS
PATH COMMAND SIGNALS

/
J
‘ Ag
/’
.,\
AD-550B ADI
r.~
)
ALTITUDE SYNCHRO DATA
w
~
4’ q!??%==
;EL ALT
;RROR
r —wr
RADIO DEVIATION SIGNALS
bE.L-:-
;IGNALS
() RD-550R HSI
--: - - 4 1-
“;. ;:>5’--=?.”
1
F’
‘/~ /...<-” /$ AIR DATA
COMPUTER
II
I
ALTITUDE AND AIRSPEED
AIR DATA ERROR SIGNALS

SIGNALS
RA-315 RADIO
ALTIMETER IND (NOTE) PATH ERROR SIGNALS
,/----’
./--” “ -tic
RADIO
DEVIATION SIGNALS /“’-”-
NAV ~ :..
TO/FROM SIGNAL
RADIOS > -..
TO HSI
ODELOG~ ~W ‘“’~~~~+~~ -
;} y,:<,
DME DME DISTANCE ~’3 e
RECEIVER
RADIO ALTITUDE SIGNALS
-
L9 TCS,
AIRCRAFT
TRIM SYSTEM I
* GO AROUND
RT-220 RADIO ALTIMETER DISENGAGE
RECEIVER/TRANSMITTER DIRECTOR
SERIES ADI COMPUTER AUTOPILOT
AUTOPILOT
PITCH AND ROLL
LOGIC
COMMANDS
ATTITUDE SIGNALS
A
HEADING SIGNALS
VERTICAL GYRO
AT-221 AT-221
RECEIVE ANT TRANSMIT ANT @ UT ALTSEL VS IAS S4, @
B ]1~~ [~] ~[=~~~][1~~~ @
MS-500 MODE SELECTOR

CONTROL
WHEEL
NOTE: RA-315 IS USED WITH PC-500 AUTOPILOT CONTROLLER
FX-220 C-14A
DIRECTIONAL GYRO AND AD-500 SERIES
FLUX VALVE DUAL REMOTE
ADI ONLY.
COMPENSATOR
System F1ow Diagram for

4-Inch Instrument System (Al1 Models)
Figure 1 22-14-00
Page 5/6
Jun 15/82
4 )= ST-ER4V
FLIGHT SYSTEMS
AVIONICS DIVISION
WIRANCE
BEECH KING AIR
BA-141 BAFIO AD-650B ADI

ALTITUDE IND
VN-212 V-NAV
COMPUTERI
CONTROLLER
m
E2..-__
PW CMD ;EL ALT
FROMPC-5130- ! ! ;RROR
t ;IGNALS
VERTICAL SPEED 1
t
I L
(’-f&% ‘< AG-222

I ACCELEROMETER
I
BARO SET
ALTITUDE SYNCHRO DATA
t.j’’,,.d
‘1
IJ
L/”--”””’”-~ \.-– -
,,
AIRSPEED SIGNAL — RI-106 INSTRUMENT ;ELECTED COURSE
REMOTE CONTROLLER t AND____
HEADING,
El(
r
+. -’ ~
ALTITUDE AND AIRSPEED SIGNALS COURSE
-./-- “ /.” - < — I
HEAD!NO
j ,, c..
AIR DATA ERROR SIGNALS (
la k’... ‘“”’ -“ .- ““* q ‘}c’
q&.& -------
i 1P
‘i
)1
RADIO J
--y ..
-tJ7
AIH UAIA
~ — DEVIATION SIGNALS )
COMPUTER
NAV
RADIOS
TOIFROM SIGNAL
TO VNAV
L’:
“ J
—W
/ SP-200
AUTOPILOT
COMPUTER
*
f3;‘“”’-”
‘
,..j
~ *) ,ihln UC!
(y-l
‘1 .-,
‘-- <
(D
// .--5/ I 1 - . “’u””’
J If,. -.l ~
} “
DME DISTANCE --.s‘J ~ ,1+
fii%5=+’” I I
DME
RECEIVER
1
-11 TCS,
SM-200
\_
‘
/
ELEVATOR .
& GO AROUND
SERVO
MiM:&
FLIGHT DIRECTOR DISENGAGE
TO AD-650 +1 IUTOPILOT
COMPUTER AIRCRAFT
~,
, .>
SERIES ADI ‘ITCH AND ROLL TRIM SYSTEM
;OMMANDS
\ *....-,-””: ATTITUDE SIGNALS
6J7
tiwl
—
,.;’;-)J ,.-.
I @’-j
,, k
SM-200 ‘
AILERON .
SERVO
e *@ .- I I 1 I I
I I
MS-500 MObE SELECTOR
CONTROL
WHEEL , T; ‘:’- ]
PC-500 AUTOPILOT CONTROLLER
-----
Fx-zx-l CS-412 “ C-14A ~, ‘$ ,“ ‘:
FLUX VALVE DUAL REMOTE DIRECTIONAL GYRO Q2 ) /.
COMPENSATOR SM-200Q7
RUDDER
SERVO AD-2222
System F1ow Diagram for

5-Inch Instrument System (Model 200)
Figure 2 22=14-00
Page 7/8
Jun 15/82
+==”ER<Y ~fi~NJ:~ANcE
AVIONICS DIVISION
m
%FLUX
u ‘ALVE
APPROXIMATE SPAR
COMPARTMENT
AFT COMPARTMENT
J.BOXNO.2
/ (TERMlNALs97THRu xxxI
BULKHEAD AT-221 J-BoxNO, 1
ANTENNA (TERMINALSITHRU 96)
/
/
NOTE: IN A TYPICAL KING AIR INSTALLATION THE COMPONENTS MAY BE

LOCATED AS FOLLOWS:
NOSE COMPARTMENT – AUTOPILOT COMPUTER, FLIGHT DIRECTOR
COMPUTER, AIR OATA COMPUTER, C-14A,
VG.14A, RT.220 OR RT-300, ANO CS-412. L
AFT COMPARTMENT – ELEVATOR AND RUDDER SERVOS AND
ALTERNATE LOCATION OF RT.220 OR RT.300.
ISLE FLOOR – AI LERONSERVO AND FORWARD AT.221
COMPARTMENT ANTENNA.
(AFT OR SPAR)
INSTRUMENT PANEL – ALL INDICATORS AND DISPLAYS, FLUX
AND PEDESTAL AUTOPILOT CONTROLLER, MODE SELECTOR, VALVE
ANDALTITUDEALERT CONTROLLEROR
AD-2543
VNAVCOMPUTER/CONTROLLER.
Component Locations for a

Typical Beech Aircraft Installation
Figure 3 22-14=00
Page 9/10
Jun 15/82
+bT=ERW
FLIGHT SYSTEMS
ti%!!%!’ANc~
BEECH KING AIR
AVIONICS DIVISION
0
I I CALL
ITT
00
BARO
ALT TORQUE TORQUE BARO
ALT
o
{ ADI
(z\ PROP
o TACH TACH
Ivsl L-_.) 0
0
RMI
TURBINE TURBINE
o Zr
TACH TACH
L
o
HONE HSI
3
UIc RADIO
FUEL FuEL
RNAV FLOW FLOW
ALT
3 94cnEAsE o 0
o0
=SLM
0 ALT ALERT
OIL OIL CONTROLLER OR
PRESS- PRESS VNAV COMPUTERI
TEMP TEMP CONTROLLER
34676
Instrument Panel for a

Typical Beech Aircraft Installation
Figure 4 22-14-00
Page 11/12
Jun 15/82
+=* T-ER<Y H.lpJcE
AVIONICS DIVISION
Quantity
Function & Designation Required Description
Fast Erect Switch #1 l/VG SPST MOM. Pushbutton Rated

at 1/2 amp inductive
Direction Gyro Free/ l/DG SPST Toggle Rated at 1/2

Slave Switch S3 amp inductive
Directional Gyro Manual l/DG SPDT MOM. Toggle with

Sync Switch S4 Center OFF 1/2 amp rating.
Pilot’s AP Disengage 1 NC and No Rated @ 28 V ,

Switch S5 3 amp inductive.
Copilot’s AP Disengage 1 NC Rated @ 28 V ,

Switch S6 3 amp inductive.
Touch Control Steering 2 MOM. N.O. SPST Switch

Switches S7, S8 Rated at 1/2 amp @ 28 V dc
Go-Around Relay 1 NC Rated @ 28 V ,

K4 3 amp inductive.
Trim Relays Kl, K2, K3 3 DPDT Relays Rated @ 28 V ,

3 amp inductive.
TCS/Trim Relay K5 1 SPDT Relay Rated @ 28 V ,

1 amp
Equipment Required but not

Suppli;~b~ ;perry
22=14-00
Page 13/14
Jun 15/82
+=-y FLIGHT SYSTEMS ti:yl:~ANcE
BEECH KING AIR
AVIONICS DIVISION
SECTION 2
COMPONENT DESCRIPTION
1. General
This section provides an illustration, leading particulars, a brief

description, and a block diagram or schematic of each component used in the
System. The information is only for the specific components listed in
section 1, tables 1 and 2. When a component picture utilizes callouts, the
description for each callout is presented with upper left-hand callout
described first and proceeding clockwise unless it is a minor item grouped
with a major callout.
The components are separated into five groups: Sensors, paragraph 2;

Computers, paragraph 3; Indicators, Displays, and Voice Advisor, paragraph 4;
Selectors and Controllers, paragraph 5; and Servos, paragraph 6.
22-14-00
Page 101
Jun 15/82
+>T-ER<Y ti:L:T:~ANcE
AVIONICS DIVISION
2. Sensors
A. VG-14A Vertical Gyro (See figures 101 and 102, and table 101. )
The Gyro provides three-wire synchro outputs that are electrical analogs
of the aircraft pitch and roll attitudes. Pitch gimbal freedom is *8O
degrees and roll gimbal freedom is unlimited.
VG-14A Vertical
Figure 101
Dimensions:
Length ...... ,.. . . , . . .

● ● ● ● ● ● . ● ● ● . . , ● ● ● ● ● . . . ● ● . . . . . . . 9.38 in. (238.3 mm)
Width ...*O... ** **. *....
● ● ● ● ● O..... ● ● ● **... ● . . . ● ..0 . 6.75 in. (171.5 mm)
Height .. . . . * . **O b. . . . .
● ● ● ● ● ● * ● ● . ● .** . . . . . . . ● . . . . . . . 6.19 in. (157.2 mm)
Weight (maximum) ● . ....

● ● ● ..... . ... ● ● ● ● ... ....... .........
● ● 7.3 lb (3.3 kg)
Power Requirements:
Primary ....................... 115 V, 400 Hz, 80 VA start and 40 VA run
Mating Connector:
1J2 . ........ 00.0..00.
● ● *o*o*e*o* .000000.0. ● .0..0.0.0 .0.. MS3126F22-55SY
Mounting .. . ..0............. ............*** ..0...... .. .. ...
● ● ● ● ● ● Hard Mount
VG-14A Vertical Gyro

Leading Particulars 22-14=00
Table 101 Page 102
Jun 15/82
+
SPERW
FLIGHT SYSTEMS
ti;~I%/!ANc~
BEECH KING AIR
AVIONICS DIVISION
1J2
~’ 5v400Hz0”TpuT
> E 26v,400Hz OUTPUT
1J2
I
1
(H) IT15
115 V,40014Z c
INPUT POWER < I I
I
I
I -r +28 VDC
) D +28 VDC OUTPUT
GG
1
- +20 VDC uNREGULATED
FF
,
I 2
+10 VDC MONITOR FLAG INTLK
POWER PRECISION +10 “DC
I SUPPLY REFERENCE
3 HH
I P
1
N
I AUTOPILOT INTLK
, (c) 4
POWER GND B <
I T
R
I I
I r +20 “DC
POWER
I
I
I
UNREGULATED
CHASSIS GND L SUPPLY
26 VAC MONITOR +28
I* GYRO
MOTOR K1
VDC
I
I WHEEL
115 V.400HZ
I
SPEED
MONITOR T v’ I
EXTERNAL I u L I
FAST ERECT
‘< I
I 30 SEC
PITCH
EXTERNAL
PECOINTLK
I ERECTION
DELAY
I Tb 1
EXTERNAL
PECO G~ 1 PITCHTORCIUER
CONTROL FIELD
m
*
4-
DIFF 1 ! PITCH K2 I
- TORQUER
AMPL
+28 VDC I
I
I
26 “AC I
IF
NOTES: 1- + I
l.ALLRELAYSARE SHOWN INDE.ENERGIZED ROLLTORCIUER
POSITION. CONTROL FIELD
2.UNDERLINED LETTER DESIGNATES AL04VER
CASE LETTER ROLL ERECT EXTERNAL
LEVEL&WITCH RECOINTLK
3. PINS 1J2-A,G K M ANO~ARE TEST POINTS
AND ARE NOi–N~hMALLY CONNECTED WHEN k
THE GYRO ISINSTALLED INTHEAIRCRAFT.
TESTPOlNTSlJ2-~ ANDD,NOTSHOWN, ARE
AL8DNOTCONNECTED INTHEAIRCRAFT.
4, EXTERNAL GRADIENT ADJUSTMENT RECOCONTROL

(NORMALLyJuMpERED
5.PlNSlJ2-~AND ~AND,lJ2-AAAND BBARE TO 1J2-J)
NORMALLYJUMPERED TOGETHERTOOBTAIN
THE200mVAC/DEG OUTPUT GRADIENT. ADl19@Rl
VG-14A Vertical Gyro Block Diagram

Figure 102 (Sheet 1 of 2) 22-14=00
Page 103/104
Jun 15/82
+==-ER<y ~fi~j~~ANcE
AVIONICS DIVISION
1J2
RECO 14
DISABLE <
I 7~
t
I ROLL
ERECTION 1J2
* CUTOFF RECO CONTROL
> J
I DETECTOR (NORMALLY JUMPERED
I TO 1J2-H)
I I
EXTERNAL 1A
RECO < T I
$
+15VDC ~ T2B 13
I
14
I
11 (H)
> u
(c) ROLL FD OUTPUT
~] (NOTE4, T w T (200 mVAC’DEG)
(cl I (SEE NOTE 51
s
(H)
v
ROLL RADAR OUTPUT
‘w~+
ROLL 16 (cl I (50 mVAC’DEG)
(x) I )
w
SYNCHRO I I —
A I P
26 VAC 1 (Y) I , ROLLSYNCHRO
(z) 1 > g STATOR OUTPUT

(200 mVAC/DEG)
R
—
I
T2A 3 (H)
I
) cc
T (c) PITCH FDOUTPUT
j F{(NOTE4) m BF3 (200mVAC/DEG)
4 (cl (SEE NOTE5)
~ AA
> 1
7 (H)
\l EE
- >
PITCH RADAR OUTPUT
(50mVAC/DEG)
8 (c)
DD
> )
5 I
PITCH rl
6
I
SYNCHRO
PITCHSYNCHRO
26 VAC
STATOROUTPUT
(200 mVAC/DEG)
AD 119@
=
VG-14A Vertical Gyro Block Diagram

Figure 102 (Sheet 2) 22-14-00
Page 105/106
Jun 15/82
AVIONICS DIVISION
This page intentionally left blank.
22-14-00
Page 107
Jun 15/82
+5T”ERW ti;~!~~ANcE
AVIONICS DIVISION
2. B. C-14A Directional Gyro (See figures 103 and 104, and table 102. )
The C-14A Directional Gyro provides three-wire synchro heading

information to various flight instruments, the Autopilot, and navigation
receivers. In addition, a remotely mounted MAG/DG switch controls compass
slaved or nonslaved modes of operation. A remotely mounted slew switch
(INC-DEC) is used to align gyro heading in case of loss of the S1aving
amplifier.
3626
C-14A Directional Gyro

Figure 103
22-14-00
Page 108
Jun 15/82
AVIONICS DIVISION
Dimensions (maximum):
Length .*..*...**** ********.** ...*****.*.*. ***.**..

● ● 9.03 in. (229.4 mm)
Width ● .. .. .. .. * ..
● ● ● * .● ● ..● ● *. ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
6.06 in. (154.0 mm)
Height ....... ** ** . ● ● * . ● ** ** ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● 7.22 in. (183.4 mm)
Height (shock mounts extended) . .. * * . *** ● ● ● ● ● ● ● ● ● ● ● ● 7.50 in. (190.5 mm)
Weight (approximate) . ● ● ● ● ....... ● ● *.... .. ,... ...

● ● ● ● ● ..... 4.7 lb (2.13 kg)
Power Requirements:
Starting . * ..
● ● .
● ● ● ● ● *. .
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● 115 V, 400 Hz, 35 VA
Running ........................................... 115 V, 400 Hz, 22 VA
Gimbal Freedom:
Vertical (Azimuth) . . * * .. . * *
● ● ● ● . * ● . . ● ●360 deg
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Horizontal (Pitch and Rol 1) ............... ... .. . .... ..**. *85 deg ● ● ● ● ● ●
Slaved accuracy ................................................. *2 deg

Gyro free drift (exclusive of earth rate) . . .* .. . .*.. &24 deg/hr ● ● ● ● ● ● ● ●
Slaving rate (normal) .. .... ..*..... .... .. 2.5 to 5.0 deg/min

● ● ● ● ● ● ● ● ● ● ●
Slew rate (automatic fast or manual) ... . ...... ..... 30 deg/min ● ● ● ● ● ● ● ● ●
Mating Connector .* ..* ● ● ● ● ● ● .. ● ● ● ● ● . ● ● ... .. ● ● ● .. ...... .

● ● ● ● ● ● . MS3126F18-32S
Mounting ........................................................ Hard Mount
C-14A Directional Gyro Leading Particulars

Table 102
22-14-00
Page 109/110
Jun 15/82
+=55-ER+Y ;:li::pcE
AVIONICS DIVISION
lJ 1 Hz, SYNCHRO AND

26 V. 400
lJ1
115 V,400 HZ c s FLUX VALVE EXCITATION
INPUT POWER ,I
I
5V, 400 Hz LIGHTING POWER
PoWER SUPPLY
I
POWER GND B h
~;:
AUTOPILOT INTERLOCK
}
I 1~:
1 POWER WARNING
%“’s’+--- I 1
INTERLOCK
POWER
ADEQUACY AND
WHEEL SPEED T
MONITOR
u
K2 I
(+) i “
1
)
T
(-)1” v ANNUNCIATOR
HEADING AXIS
FAST SYNC
ASSEMBLY
4
-24 v Dc .-J , MANUAL
+2-+;
+ SYNC SWITCH
—.. –?)
I I 1
SLAVING I
AMPLIFIER I
I I E ––Q/
-- —-— -—-—- 1 I SLAVE/FREE SWITCH
OUTER GIMBAL I
I 4 I
1’
l--l+”
i
—- 1 (CLOSED IN SLAVE MODE)
II
SLAVING
I
I
COILS
L1 THRU L4 4
T I
I
I
t-f+” FLUX VALVE SHIELD
FLUX VALVE EXCITATION

I
-— J
I FLUX VALVE COMMON
4 4I
I1 SYNCHRO IT
.
SPIN I P
I MOTOR i I1
CT
~ —— R7 [
1
-.
B5 115V I
I
INNER GIMBAL
400 Hz
I I
I
4
(--L FLUX vALVE
CT INPUT
I I iI
1
+ HEADING SYNCHRO NO, 1
I .,.
26 V ROTOR EXCITATION
I
LEVELING
TOROUER
B1
I I
(--+ K
}
1
L .J \ HEADING SYNCHRO OUTPUT
I NO.1
w-i+ J
I I ~{-++
I i
- (H) \)x
i HEADING
f-% SYNCHRO
HEADING SYNCHRO NO. 2
——— — &–- + 26 V ROTOR EXCITATION
NO. 2
u EM { -y }
1
J
HEADING SYNCHRO OUTPUT
NO. 2

Block Diagram
Figure 104 22-14-00
Page 111/112
Jun 15/82
AVIONICS DIVISION
22-14-00
Page 113
Jun 15/82
+ST”ER??YHHR’wE”
FLIGHT SYSTEMS BEECHKINGAIR
AVIONICS DIVISION
2. c. CS-412 Dual Remote Compensator (See figures 105 and 106, table 103. )
The Dual Remote Compensator compensates the flux valve by inserting small
dc voltages to cancel the errors caused by magnetic disturbances.
CS-412 Dual Remote Compensator

Figure 105
Length .*....... .0.0 .0 * 0 0 . . . . . . ..0

● ● *.. . . . .
● 5.62 in. (142.7 mm)
● ● ● ● ● ● ● ●
Width .......... ******.*. **.*.***. ..**.*.*. ****** 2.56 in. (65.0 mm)
● ● ● ●
Height ........................................ . . . . . 2.99 in. (75.9 mm) ●
Weight (maximum) ...*..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.0 lb (0.45 kg)
Power Requirements ● .. ● ● 0 ● ● ● .. ... ● ● ● ● .0 ● ● . ● . ● ● *O . . . . . . ●

26 V, 400 Hz, 2.5 VA
Mating Connectors:
J1 .. .**. **...... ....*..... ..*

● ● ● ● ● ● ● ● ● ... ** * .** *
● ● ● ● ● ● ● ●
MS3126F14-19SX
J2 . .
● . . . ..
● ● ● .
● ● ● ● ..
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ... . .. ● ● ● ● ● ● ● ● ● ● ● ●
MS3126F14-19SY
CS-412 Dual Remote Compensator Leading Particulars

Table 103
22-14=00
Page 114
Jun 15/82
4 }f==”ER+Y
FLIGHT SYSTEMS
UAL3T!’ANCE
BEECHKINGAIR
AVIONICS DIVISION
SCREWDRIVER
ADJUSTMENTS
1
r———
N-S E.W
—7 cll
+6.8
VDC
I
REGULATED
26V,400HZ
INPUTPOWER I
——.
I CURRENT
LIMITING
I
I RESISTORS
I
FLUX VALVE
NO. 1
1.
J1 I
F r
+ J1 ~ To
A Dc I I
. BLOCKING ;(
#1 CAPACITORS 1; ) : \ %’x ‘ALVE
6:!
L —.— —— ——— ——. . J

NOTE: THEDUALREMOTECOMPENSATORCONTAINS~OIDENTICAL
COMPENSATION
CIRCUITS.CIRCUITRY
ANDCONNECTIONSSHOWNAREFORTHENUMBERONE
SYSTEMTHROUGHCONNECTORJ1.CIRCUITRY
FORTHENUMBERTWOSYSTEM
ISIDENTICALTO
SYSTEMNUMBERONE,EXCEPT
CONNECTIONS
AREMADE 25756.R4
THROUGHCONNECTORJ2.
CS-412 Dual Remote Compensator Block Diagram

Figure 106
22-14-00
Page 115
Jun 15/82
+=> T-ERW tif!i~AME
AVIONICS
DIVISION
2. D. FX-220 Flux Valve (See figures 107 and 108, and table 104. )
The flux valve detects the magnitude and direction of the earth’s
magnetic field and converts it to electrical information which is used to
align the directional gyro to magnetic north.
FX-220 Flux Valve

Figure 107
Bowl diameter ................................... 3.58 in. (90.93 mm)

Mounting flange diameter ..............0..... .0.. 4.80 in. (121.9 mm)
Height .**. *.... b. * ... . **... ..
● ● ● ● ● * *● ● ● ● ● ● ● ● ● ● ● ● 2.88 in. (73.15 mm)
Weight (maximum) ... ● ● ● ● ............ ...... ● ● ● ● .... ● ● ● .. ●

1.5 lb (0.68 kg)
Power requirements ..................O....O 23.5 iO.05V, 400 Hz, 1.1 VA

single-phase
. .
Mounting ............................ Nonmagnetic machine screws, 6-40 by
3/8 in. round head, Sperry Part No. 319011
FX-220 Flux Valve Leading Particulars

Table 104
22-14=00
Page 116
Jun 15/82
+
5T”ERW
FLIGHT SYSTEMS
%~!.%!’ANcE
BEECHKINGAIR
AVIONICS DIVISION
#=-
23700
FX-220 Flux Valve Schematic

Figure 108
22-14-00
Page 117
Jun 15/82
+>5ERW FLIGHT SYSTEMS
*i!kli~ANsE:
BEECH’KING AIR
:
AVIONICS DIVISION
2. E. AG-222 Accelerometer - Model 200 Only. (See figures 109 and 110, and
table 105.)
The Accelerometer is a closed loop, force balanced device with a linear

output proportional to aircraft acceleration. It has self-contained
electronics and incorporates self-test capabilities.
=- _-
40440
AG-222 Accelerometer (Model 200)

Figure 109
Length .0.. . . ,.. .....0. **,... ....*... . . . .

● ● ● ● ● ● ● ● ● ● 2.25 in. (57.2 mm)
Width .,. .*...... .0
● ● .... .... .0 **.... . ..0.
● ● ● ● ● ● ● ● ● 1.03 in. (26.2 mm)
Height .0. ..,.. ... .... ........ . *.. . .. . ...
● ● ● ● ● ● ● ● ● ● 2.39 in. (60.7 mm)
Weight (maximum) . .. *... ..b.... . ● ● ● ● ● ● .... .. .. *. ..● ● ● ● ● ● *. 5.0 oz (127 gm)
Power Requirements:
Excitation .. ... . . .......● ● ● ● ● ● ... .. ..... ● ● (+) and (-) 15 V dc, 1.0 W
Mating Connector:
J1 ● ...,...... ... . ● ● ● ● ● ● . ● ● ● . . ● . . . ● ● 0 . ● . ● ● ● . . , ● ● ● ● . Bendix JT06RE8-35S
Mounting ... ● ● . .. o...

● ● ● ● * ...... ....
● ● ● ● ● ● .. ● ● ,.. ● ● ● ....... ..0 ● Hard Mount
AG-222 Accelerometer Leading Particulars

Table 105
22-14=00
Page 118
Jun 15/82
+
>T”ERW
FLIGHT SYSTEMS
~:~fi~~ANcE
BEECH AIR
KING
AVIONICS DIVISION
-L
I
I SEISMIC
1 +15V
\!--—
—.
——-
\‘AS* /.—-
‘/ .-
/
/
t
TORQUE
MOTOR
2
6 TEST
SIGNALOUT
3 SIGAND PWR GNO
5 -15V
i
I
4 SPARE
--— .-— T
31729R1
AG-222 Accelerometer Block Diagram

Figure 110
22-14-00
Page 119
Jun 15/82
+5T”EIW %%!!~~AwE
FLIGHT SYSTEMS BEECH KINGAIR
AVIONICS
DIVISION
2. F. RG-203 Rate Gyro (See figures 111 and 112, and table 106. )
The Rate Gyro provides a rate-of-turn signal to the ADI proportional to

the rate of angular displacement about an axis perpendicular to the
mounting surface.
RG-203 Rate Gyro

Figure 111
Length . ,.....*..... . ............ . .. .,.. .

● ● ● ● ● ● ● ● 3.32 in. (84.3 mm)
Width .. . .. ... . .. . . ...
● ● ● ● ● ● ● ...
● . ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● 2.04 in. (51.8 mm)
Height . .* .0
● ● . . *
● . . *
● ● ● . ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● 1.82 in. (46.2 mm)
Weight ..... ● ● ● ..... ... ● ● ● ● ... . .. ● ● ● ● ● .. ● ● . ● ● ... ● ● ● ● ● * ● 1.0 lb (0.45 kg)
Motor Power Requirements:
Excitation (400 Hz) . .............. . .. ..... ....... 26 V ac

● ● ● ● ● ● ● ● ● ●
Power (running) .... .... ... .● .. . ....... ..

● ..* 6.5 VA ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Runup time (maximum) . ... ... .. . .. . .. .... .... ,..... 90 sec

● ● ● ● ● ● ● ● ● ● ●
Phase .. .. ..
● ● . * . ● ● ●... . .. .. .. .... .. Single
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Sense, polarity (input axis down, cw rate)

(rate viewed from top) ........................ Positive
Mating Connector .......... ...0..... .......... ,.00...,.. ● ● Ted Mfg B1700
Mounting .................................................... Hard Mount
RG-203 Rate Gyro Leading Particulars

Table 106
22-14=00
Page 120
Jun 15/82
AVIONICS DIVISION
——. ——— — ——. ——— —

%G 203RATEGYRO 7+
o+)
vi) , GYRO DC
4
26 VAC 26 VAC, Hz
400 OUTPUT
IL) VOLTAGE
400 Hz (cl PYW SUPPLY
5
{= 2 q z} &O: 0.4 VOC AT 6 DEG/SEC
3
ILI
= = GYRO 6 GYRO FLAG
~ WHEEL SPEEO (H) VOLTAGE
MoNIToR 7 z} 4.5z 0.5VDC
area - RI
——— ——— ——— ——— ——
RG-203 Rate Gyro 81ock Diagram

Figure 112
22-14-00
Page 121
Jun 15/82
+5T~ERW FLIGHT SYSTEMS
%$!:~AwE
BEECH KING AIR
AVIONICS DIVISION
2. G. RT-220 Radio Altimeter Receiver/Transmitter (See figures 113 and 114, and
table 107. )
,1
‘1
?,654-.1
RT-220 Radio Altimeter Receiver/Transmitter

Figure 113
Length .... .0 .. ● ● ● ● ● ● ● ● ● ... .. . . .... . ..

● ● ● ● ● ● ● ● ● ● ● ., 7.53 in. (191.3 mm)
Width ..... ....
● ● ● ● ● ● . ● ● . .0.. . .. ... . ..*
● ● ● ● ● ● ● ● ● ● .. 11.0 in. (279.4 mm)
Height .... ** .**
● ● ● ● ● * ● ● * *
● ** .● ... .
● ● ● ● ● ● ● ● ● ● ● ● ● ● . 4.16 in.
● (105.7 mm)
Weight (maximum) ......................................... 7.0 lb (3.18 kg)
Power Requirements .0, . . ...0. ..0 . ...00. ..0.000.0, ...0..000. . 28V dc, 1.5A
Transmitter characteristics (nominal):
Pulsewidth ... .. . ... ..... .... * .. ... . .. . ..... 60 ns

● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Pulse recurrence frequency ..................................... 10kHz

Frequency ... . * ** ..
● ● ● ● *
● ● ● ● ● ● ● ● ● * ● ● . 4.3 GHz
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Peak power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70W
Receiver characteristics (nominal):
Type .... .. ....

● .. . . . .
● . ...
● . .....*
● ● Superheterodyne
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Local oscillator frequency ................................... 4240MHz

IF. . . . ........ .
● ● ● . .....
● ● ...* . .. ...... ... . .... 60 MHz
● ● ● ● ● ● ● ● ● ● ● ● ● ● ●

Leading Particulars
Table 107 22-14-00
Page 122
Jun 15/82
+57-ER*Y H:~~~pNcE
AVIONICS DIVISION
Operational Altitude .......0... .....0..0.. .0...000... ..0..00.00 . 0-2500 ft ●
Data Outputs/Accuracy:
Precision Output .........o.. ..........O DC analog voltage (0 - 2500ft)

Gradient: -4.0 mV dc/ft ‘
O alt = o volt
Accuracy: O - 100 ft, *3 ft
100 - 500 ft, *3%
500 - 2500 ft, *4%
Auxiliary Output .............. DC analog voltage (O - 500 ft)

Gradient: Per ARINC characteristic 552,
0 alt = +400 mV dc
100 - 500 ft, *4%
Altitude Trips ................ 60 mA current sink provided at and below

trip points indicated below:
Trip Point ~
50 ft &aft
250 ft *1O ft
1200 ft *6O ft
Mating Connectors:
TRANSMIT . ● ● O*
*. O *.O. . ............. ..,..,.. ... GRFF 4007-0002
● ● ● ● ● ● ● ● ●
(GRFF Connectors, GRFF Division, Solitron Devices, Inc)

RECEIVE .. *. ...*......**.... *.. ..*....** ...... ... GRFF 4007-0002
● ● ● ● ● ●
J1 . .. .0.........*..**.0. .. . .... .0 .. . .......0 MS3116F16-26S

● ● ● ● ● ● ● ● ● ● ●
Mounting ...................................................... Hard Mount

Leading Particulars
Table 107 (cent)
The Radio Altimeter Receiver/Transmitter provides a dc output voltage

which is proportional to the aircraft absolute altitude above terrain.
In addition, it provides radio altitude trip points, an indicator warning
flag output, and an auxiliary radio altitude output.
The precision output is used to drive the Radio Altimeter Indicator and
supplies absolute altitude information to the flight director system.
The auxiliary output drives the ADI rising runway or RAD ALT display.
22-14=00
Page 123/124
Jun 15/82
AVIONICS DIVISION
TO FROM
TRANSMIT RECEIVE
ANTENNA ANTENNA
YJ7
INPUT
1 POWERSUPPLY{
I TRANSMITTER +59G
Voc
REF VIOEOt
INDICATOR
REFERENCEs
?
1 1 . -1
SYSTEM
! SYNC
I +12V+I!jv
-15V+30V
! v
OPERATIONAL
i OCVOLTAGES
f 1
1 I .1 DETEcTEO
NOISE
ANtI
I “’= L-
LEAKAGE
ERINTERNAL
RANGEVOLTAGE
SEARCHANU
ACQLJISITIONI
t----i ~~c —
SELFTEST~ 1 &
INPUT -
‘1 DETECTED
TO FROM
RANGE JI
TRACKER OUTPUTNETWOR KS ~ PRECISION HEIGHT
i r OUTPUT
I
R X AUXILIARYOUTPLJT
ALTITUOE
TRIPS L1
v ~ WARNINGFLAG
{f: OUTPUT
2?699
RT-Z20 Radio Altimeter Receiver/Transmitter

Block Diagram -
figure 114 22-14-00
Page 125
Jun 15/82
+=ER+Y FLIGHT SYSTEMS
~:::;ANCE
BEECHKINGAIR
AVIONICS
DIVISION
2. H. RT-300 Radio Altimeter Receiver/Transmitter (See figures 114.1 and 114.2,
and table 107.1)

Figure 114.1
Length ........,.... .. . ..., .. ,. .**,..., * . 11.07 in. (281.2 mm)

● ● ● ● ● ● ● ● ●
Width .... ..*. ...... * .

● ● ● ●. .. . .● 4.56 in. (115.8 mm)
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Height ........ . ....... .. .. ..., .... ., ..,. 4.09 in. (104.0 mm)
● ● ● ● ● ● ● ● ● ●
Weight (maximum) ......................................... 4.5 lb (2.05 kg)
Power Requirements ......................................... 28Vdc, 0.7A
Transmitter characteristics (nominal):
Type .. ... . . ...

● ● ● . ......
● ● . b......, . Short Pulse Modulation
● ● ● ● ● ● ● ● ● ● ● ●
RF frequency .. **,s ... .* ,.. . . . ...,....

● ● ● .. .. ... *. 4.3 GHz
● ● ● ● ● ● ● ● ● ● ● ● ●
Peak power ...................................................... 5W
Receiver characteristics (nominal):
Type .......... *...*..** ...........*,***..** .****.***

●
Superheterodyne
IF frequency ..******.. ......*... ....***.*. ..**....*. . . . . . . . . . . 60 MHz

Leading Particulars
Table 107.1
22-14=00
Page 126
Jun 15/82
+!==”Erw
FLIGHT SYSTEMS
:::::~AN-
BEECH KING AIR
AVIONICS DIVISION
Operational Altitude .**.*.****** *****..**** .......9.0.. ....**.*. 0-2500 ft

●
Data Outputs/Accuracy:
Precision Output ....................... DC analog voltage (O - 2500 ft)

Gradient: -4.0 mV dc/ft
O alt = o volt
100 - 500 ft, *3%
500 - 2500 ft, *4%
Auxiliary Output .............. DC analog voltage (O - 500 ft)

Gradient; Per ARINC characteristic 552,
0 alt = +400 mV dc
Accuracy: - 100 ft, i4 ft
10: - 500 ft, *4%
Altitude Trips ............... 100 mA current sink provided at and below

trip points indicated below:
Trip Point ~
50 ft *4ft
250 ft *1O ft
1200 ft *6O ft
Mating Connectors:
TRANSMIT ...*. ...........* .......* ............ .. GRFF 4007-0002

● ● ● ● ● ● ●
(GRFF Connectors, GRFF Division, Solitron Devices, Inc)

RECEIVE .......* .. .. ....... .. ** .*..... .*
● ● ● *.. GRFF 4007-0002
● ● ● ● ● ● ● ● ●
J1 ..... .
● ...............0 *O.... .c
● ● ● .. .,,. . *O. MS3126F16-26S
● ● ● ● ● ● ● ● ● ●
Mounting ...0.. .0..*..... ...** *..... ..

● ● ● ● ● *. . . ● ● . . ● . . . . ● ● . ● ● ● ● Hard Mount

Leading Particulars
Table 107.1 (cent)
The Radio Altimeter Receiver/Transmitter provides a dc output voltage

which is proportional to the aircraft absolute altitude above terrain. In
addition, it provides radio altitude trip points, an indicator warning
flag output, and an auxiliary radio altitude output.
The precision output is used to drive the RA-315 Radio Altimeter Indicator
and the AD-650 Series ACII RAD ALT display. The auxiliary output drives
the AD-500 Series ADI rising runway and supplies absolute altitude
information to the flight director system.
22-14=00
Page 127/128
Jun 15/82
+=-y ~::::ANcE
AVIONICS DIVISION
J2 J3
b
1 t t
I
1
TRANSMITTER/ ‘o ‘“LsE VIDEO

RECEIVER
MODULATOR
MC VOLTAGES
PROCESSOR
STC VOLTAGE u
L t
TRACK JI
J1 VALID I
I w ALT OUTPUT (EH)
1] x AUX OUTPUT
SELFTEST T I I Y FLAG WARNING
1 1; F TRACK INVALID
I N OUTPUT COMMON
I OUTPUT 1)
TEST INHIBIT D =
I ASSEMBLY I
1 ) u 1200FT TRIP
I
v 250FTTRIP
I
I 1
> R 50 FT TRIP
OUTPUT TEST E I L 400FTTRIP
I
P ALT TRIPCOMMON
l)
I
28 VDC FILTERED I
I
●
I ~ +30VDC
+15VDC
I
+28VDC , z +15VDC OUTPUT
INPUTPWR
‘(1 POWER
~ +5VDC 1>
I SUPPLY
-15Voc
I
& -15 VDC OUTPUT
PWR GND ~( I
~-18v” !
M t 15VDC COMMON
AD-737-RI
*

B1ock Diagram
Fiqure 114.2
22=14-00
Page 129
Jun 15/82
+$==”ER<V
FLIGHT SYSTEMS
~~~:~ANcE
BEECH KING AIR
AVIONICS DIVISION
3. Computers
A. AZ-241 Air Data Computer (See figures 115 and 116, and table 108. )
The Air Data Computer (ADC) receives inputs of static pressure and pitot
pressure which it utilizes to produce electrical output signals for air
data displays, altitude transponder, flight director, and automatic
flight control system.
27802
AZ-241 Air Data Computer

Figure 115
22-14-00
Page 130
Jun 15/82
+==dER+y ~~fi~~ANCE
AVIONICS DIVISION
Length .................................... ...* ● 15.19 in. (385.8 m

Width .... ... ..... ..... .. ... ......... .
● ● ● ● ● ● ● ● ● ● 3.59 in. (91.3mm
Height ...,. ..,.. ,..... ... . ........
● ● ● ● ● ● ● ● ● ● ● ● ● 7.63 in. (193.7 mm
Weight (maximum) ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● . ● ● ● .... . ● ● ● .... ● ● ● .. ..10.0

● lb (4.54 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115V, 400Hz, 40VA
Mating Connector:
J1 . ● . . ● ● . . ● . . . . . ● . . . . . . . . . . ● . . . . . . ● . . . ● . ● . . . ● . . . . DPXBMA-67-33S-O068
Mounting ● .0....... . . . . . . . . . . . . . ...00. Tray, Barry Part No. 404A-38-S-DPXB
AZ-241 Air Data Computer

Leading Particulars
Table 108
22-14-00
Page 131/132
Jun 15/82
+SPERY FLIGHT SYSTEMS
u:~~TpANc~
BEECHKINGAIR
AVIONICS
DIVISION
JM
K TINE TEST 6s<, —.-
mm w ~_-- __--- _-T,_ ,2

● 15 I .-—.=— — 84 :.,
.-———
—— -——–-
(
-1----
~.–-__._.–..
-— —u
<W
,,,
4
——— .,
II b,LT R’:f
~
7 ~—
;----n-l ~
------
1,------:
.GNO
-+1s
C
+12AW.
FREQ
.- ,0 LL
.-15
-12 RfF
CND SEM ,-
+15REF ~-&J WC. J
I
+,5...--(!++,5V4
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, lr__––__7 --, ‘-T*zO---O+2SVDCSVDC 1

I I I
I BAKI
I
FRJ-r
fi42 Mow lCIR I
\ 1 1
—— J
I
I
I
.—— T1’
4-
7
I I H‘~ ULLm
I
I WNCIION II .1 VALID H
GENERATOR
I
1A
I
“[
w{,!SSEC
1
I
I
I
t
1’
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7
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>
I t I
SAR” LOW
SAM DISASLE
— 1-,5-2
L–––_–-..-.__–––_ .._––___l
AS-3
Ai - 15
i
I A4-47
——.—— ——
rP/O AS 4013007-60~,
JIA
I I I
+15 REF-——<46< > 55; ~$3 COAaSE*2+ 15 REF
I VI I
+28~5~, +2SVOC
——— .—— J
E4021364-1-E
AZ-241 Air Data Computer B1ock Diagram
Figure 116 (Sheet 1 of 3) 22-14-00
Page 133/134
Jun 15/82
+
SPERW
FLIGHT SYSTEMS
ti&i!~?ANcE
BEECH KING AIR
AVIONICS DIVISION
-—
—.—.
.—— -—
.——. ———
———..
.—
A6-P
A.?-39
1--4 r—— ——— —____ ——— ——— ——— ——— ——- ——7 1-
—. ——__ —____ ___ -. .— –——– A4. 46
L ,4. lb
AZ-53
_.DllJ’’’’’4!i&!!
‘;
(n) 3
115 vAC
(L) 4
._ —__— ——_—- ————__ ..__ ___ ___
{
1 k1 ‘, YNCWXY,lZtR
(n) ! +15 +1 + +!5 V“c 4019737
I GVD 5EM
26 wc
(.1 2 +’-----<2 ,
{
I
I
— [ ~ I ~~_ ,! -“~”=-, , , HOLO OUTPUT (q)~
HoLr OUIPU1 (L)
I
4L~ ENGAGS.
I
..1 Pa,: ..,,,AL~
I
I AIS ENG
I > PILOT
HOLD
SLEW ENGAGE
t
I
SLEW CONTROL
I
I 1
I p “OLDFIEF OL7PU,J
AZ- 55
.013 OUTPUT [
A2-44
T HOLD OUTPUT (
ALT ENGAGE
ALT RATE ENGO
COP ILO1
71 140LD
SLEW fNG
t!
JIA ES
I
I
+
-19&, +.l,iI SL[W CONTROL
L_ —--. —— ___ — ——— — — ——— —__ _— _ —— J
15<: — -.J ! 1
I
J A- l_________ ——_ —_____ —— _______ .
dCILD REF
55<’
I
—------l ~
I
AZ.35 A5-48
b.5z
A,. *7
——— ——— ___ .
I I A4 DC TO TIME 4G12b95 923 ~ I
A8.A
““”~”
I
I
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I——— —.— ——— - J
I
A6-V ————— —.- k3-3
I
. A3-)4
E4021 354-2-E
AZ-241 Air Data Computer B1ock Diagram

Figure 116 (Sheet 2) 22=14-00
Page 135/136
Jun 15/82
w FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
. :
X/m
—————————————- ——————————————7
—. ..-.
zERO 1’
~ &D;LOATo
CROSSING
Fl . . . . . .m. i ““”’ ““’s’ t-----d 8 I
I
‘y “r ---zN-’’’s” Lb---L+ ‘
———
11
——-—_ ___ _T
..@g&
I . —-. — ——— ———— _— __ —
I
GND
SEN ~+t- DC S!, ,ND IL, , !
-@@- OUTPUT GNO I
GNO t --@+ LOGIC GND
I I 1
+15 +1 + +15VOC I
-15 ~ -l~v~ I
.19 ~s~ -Igvoc Id I
L——_—— ———— ———— ———— —J
1 i*
●
TT ~
1 ———---J
II ,
————
————
-————
——.
-————
—.-—
——.
—
————
—__ 1
JIA
—,+56 OICITIZCR TEST
L--II-k
T ‘—
A3 iL<T~E—D~l T~ZE~ — I
— —— , ) 30 5,LX.VJ5.NCI
4020448 -9o!
I _.-—— —–~ 32 5~000 S,NCl
I LATCH
I
I
I ~— 1 1 I
AZ-35
—
DIG!TIz CR
A2-33 Oul P”T
!--.-J
*’f i..—.d !-- -T._! j
L IL
<5<! AGC IN
!+~M9TEST POINT
I II vEQ GNO–—~ >25 d
8{: -!5 vDC—+)~ –--15
, RhUP VOLTAGE TEST POINT
OIOtTtZER DISABLE H ‘2 VALlD “< ALT VALlD
I
A Z-44 ~1+~
L————— —————— ———— ..- .- ——— —— ———. —.-. .. ——– —-. _—. —____ _. E4021354-3-E
AZ-241 Air Data Computer Block Diagram

Figure 116 (Sheet 3) 22-14-00
Page 137/138
Jun 15/82
4}~ERY
FLIGHT
AVIONICS
SYSTEMS
DIVISION
~:y~g~ANcE
BEECH KING AIR
22-14=00
Page 139
Jun 15/82
+=-Y FLIGHT SYSTEMS
tik’:fLmWE
BEECH KING AIR
AVIONICS DIVISION
3. B. SP-200 Autopilot Computer (See figure 225 (Section 3), figure 117, and
table 109.)
The Autopilot Computer processes information about the aircraft actual

attitude versus a desired attitude as a function of selected flight mode
to produce pitch, roll. and yaw control outputs. In addition to the modes
selectable on the Autopilot ~ontroller, the” Autopilot will produce pitch
and roll outputs for any flight director mode except go-around.
● l) 2?’,
SP-200 Autopilot Computer

Figure 117
22-14-00
Page 140
Jun 15/82
+j~”ER<v FLIGHT SYSTEMS
;#;FN;A::
AVIONICS DIVISION
Length (less handle) *9. . . .., .....● ● ● ● ● ● ● ● ● ● .* .* 12.65 in (321.3 mm)

●
Width .. ..... .
● . . .. .*
● ● . b.
● ● ● ●. ● ● ● ● ● ● ● ● ● ● ● ● ● ., *. 2.79 in. (70.9 mm)
● ●
Height ,, ,
● ●.. . . . .
● ● ● ● ● * . . * .
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● s . . . . 7.62 in. (193.5 mm)
●
Weight (maximum) ...........*,..**.** *.*..,... ......... ● 7.0 lb (3.18 kg)
Power Requirements .*,**.**** .,.*.** 115 V, 400Hz, 40 VA; 28V dc, 100W
Mating Connector:
J1 ....,... ● ● . ... ....., . .. Cannon Part No. DPX2MA-67S-67S-33B-OO01

● ● ● ●
Mounting .................................. Tray, Sperry Part No. 4011646
SP-200 Autopilot Computer

Leading Particulars
Table 109
22-14-00
Page 141
Jun 15/82
+>T”ERW
FLIGHT SYSTEMS
ti~!~?AwE
BEECH KING AIR
AVIONICS DIVISION
3. c. FZ-500 F1 ight Di rector Computer (See figures 118 and 119, and table 110. )
The Flight Director processes information about actual aircraft attitude

versus desired aircraft attitude as a function of selected flight mode to
produce pitch and roll steering command outputs to the Attitude Director
Indicator. It also provides flight director pitch and roll mode steering
information to the Autopilot Computer when not in the go-around mode.
An m
FZ-500 Flight Director Computer

Figure 118
22-14-00
Page 142
Jun 15/82
+=ER<Y
FLIGHT SYSTEMS ~~fi&’’ANcE
BEECH KING AIR
AVIONICS DIVISION
Length (excluding handle) **.******.. ...***...* 12.65 in. (321.3 mm)

●
Width ....................,*.,.***.* ..*.**.**. .*9 2.79 in. (70.9 mm) ●
Height ......... ..00 ..00

● ● ** . . . . . . . .*..
● ● , .00
● ● 7.62 in. (193.5 mm) ● ●
Weight (approximate) ... ● ● . * ******

● ● ● ● ● ● ● ● *. ● ● ........ ...
● 7 lb (3.18 kg)
Power Requirements .................. 115 V, 400tlz, 14 VA; 28V dc, 15W
Mating Connector:
J1 ........................ Cannon Part No. DPX2MA-106P-106 P-33B-1468
Mounting .................................. Tray, Sperry Part No. 4011646

Leading Particulars
Table 110
22=14-00
Page 143/144
Jun 15/82
MAINTENANCE
+jT=E~v MANUAL
FL!GFiT SYSTEMS BEECHKINGAIR
AVIONICS DIVISION
MA
INS RNAV 17
COMAMO
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1. ALL SWITCHES ARE ~ IN THE OPEN ~.
LANELED CON04TIONS REFNE3EN7 WITCN S3 CLOSED ~lTON.
ALTITUOE
FVNCTION 2. R$M3TOR SYMOOLS INDICATE SiONAL OAI~
$ANO GENERATOR Mus@33
.ALT 4<
44
ROLL Axis
FZ-500 F1 i ght Di rector Computer
Figure
Block
119
Diagram
(Sheet 1 of 4)
22-14-00
Page 145/146
Jun 15/82
+==ER<Y FLIGHT SYSTEMS
HUR!’ANCE
BEECHKINGAIR
AVIONICS DIVISION
.
A
TABLE 1
LIMIT CONDITION
I
t I@ J1AS4 AND% JUNPERED I
iiiN.
{NDC+OSS+ACCSSI
ALT GND APPLIED
--Je
TO JIA.SS PROVIDES
wDW. (NOC+MS+AOSSI f. 1P FOR ALL MOOES
ExcEPT LNAV
VAJR + LCC
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-u C~lNO WASNOUT ,!: &ii=-”LLL’”(= ~m

RNVOR . NOC
LOC+VAPW+LNAV II
I !WLm,..f ROLL POINTER
NOTE COURSE CUT

a J LIMIT Is Z4S”
FOR RNVOW.
*RTw~R$~R TO PITCH AXIS (S4 3 AND 4)
H
TM VALIO
Rou Axis -@#Pa
FZ-500 F1 ight Director Computer

BIock Diagram
Figure 119 (Sheet 2) 22-14-00
Page 147/148
Jun 15/82
4 }=ER+Y
FLIGHT SYSTEMS
W!llfl’ANcE
BEECHKINGAIR
AVIONICS DIVISION
T vNAvaP. xiriii.
vNAvvLo
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<1 PITCH MM

B1ock Diagram
Figure 119 (Sheet 3)
22-14=00
Page 149/150
Jun 15/82
AVIONICS DIVISION
I
II
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)- )-
I
I i GA
Eizl APn CAP
GA ams
4 4-- I
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PITCH WAS
PITCH Blti f
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I 1+
II
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++ 1A
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B1ock Diagram
Figure 119 (Sheet 4) 22-14-00
Page 151/152
Jun 15/82
4~5=”ER=v
FLIGHT
AVIONICS
SYSTEMS
DIVISION
H~J:~ANcE
BEECH KING AIR
22=14-00
Page 153
Jun 15/82
+5FERY t#i:L-E
AVIONICS DIVISION
4. Indicators, Displays, and Voice Advisor
A. AD-500 Series Attitude Director Indicators (See figures 120, 121, and 122,
and table 111.)
DECISION
GO-AROUND ROLL ROLLA~lTUDE HEIGHT
ANNUNC
FLIGHTDIRECTC)R
WARNING FLAG
FLAG
PITCHANDROLL
COMMAND CUE
PE
AIRCRAFT
SYMBOL
ITUDE
ATTITUDE
TEST SWITCH
INCLINOMETER ‘EXPANDED ‘ATTITUDE

LOCALIZER SPHERE
POINTER
NOTE: GLIDE SLOPE POINTER ISONTHE

LEmslDEFoRAD-5ooB. AD-528
AD-500A and AD-500B Attitude Director Indicator

Figure 120
22=14-00
Page 154
Jun 15/82
+=T-E~<y FLIGHT SYSTEMS
::~~T:~ANCE
BEECHKINGAIR
AVIONICS
DIVISION
DECISION
GO-AROUND ROLL ROLL ATTITUDE HEIGHT
ANNUNCIATOR SCALE POINTER ANNUNCIATOR
/ \ / /
FLIGHT DIRECTOR
WARNING FLAG
ATTITUDE
WARNING FLAG
PITCH AND ROLL

COMMAND BARS
“GLIDE SLOPE
POINTER
AIRCRAFT
SYMBOL
RADIO ALTITUDE
BAR
ATTITUDE INCLINOMETER EXPANDED ATTITUDE

TEST LOCALIZER SPHERE AD-645
SWITCH POINTER
AD-500C Attitude Director Indicator

Figure 121
Length ..0.000.... .......*.** . 0 ...0.0.0. . . . . . . . . 8.19 in. (208.0 mm)

Width **.*******. *********** *********** *****
● ● ● ●
4.07 in. (103.4 mm)
Height ..,0....00. *0*0.*.00* ....0.0... ........
● ●
4.07 in. (103.4 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . ...0. . . ...0....0 . . . . . 4.0 lb (1.82 kg)
Power Requirements:
Primary ..........g..............egog. oeee. 26 volts, 400 tiz 11.7 VA

Lighting .***....***. .*.**.**..*. .............. 5 V ac or dc, 2.9 VA
Mating Connector:
J1 . **.*.,*..* ............ ...****...* ...*..*..*.* ..* ●

MS3126F22-55SW
Mounting ................................ Clamp, MSP Inc, Part No. 64391
AD-500 Series Attitude Director Indicator

Leadinq Particulars 22=14-00
T~ble 111 Page 155
Jun 15/82
+SPERW
FLIGHT SYSTEMS
ti&’ILmWE
BEECH KING AIR
AVIONICS DIVISION
The AD-500 Series ADI combines the familiar true sDhere-tvDe attitude
display with lateral and vertical computed steering signa~ ;-to-provide the
pilot commands required to intercept and maintain a desired flight path.
The indicators provide the following displays:
4. A. (1) Go-Around Annunciator- The GA annunciator lights to denote

engagement of the go-around mode.
(2) Roll Scale and Attitude Pointer- The pointer displays actual roll
attitude when aligned with the fixed index reference marks at O, 10,
30, 35, 60, and 90 degrees on the roll scale.
(3) Decision Height (DH) Annunciator -The DH annunciator lights to

denote arrival at the decision height set on the Radio Altimeter
Indicator.
(4) Attitude Warning Flag - The ATT flag is in view any time one of the
following conditions exist: attitude test switch pressed; vertical
gyro valid lost; primary power lost; or excessive error between the
displayed attitude and the attitude received from the VG.
(5) Glide Slope Pointer- The pointer is in view when tuned to an ILS
frequency to display aircraft deviation from glide slope beam center.
Aircraft is below glide path if pointer is displaced upward. Each
glide slope dot represents 75-microamp displacement from the beam
centerline. Category 11 window information is displayed as a green
area on the glide slope scale.
(6) RadioAltitudeBar- For added backup during the critical approach

phase of flight, absolute reference above the terrain is displayed
below 200 feet by a barber-pole radio altitude bar. The bar appears
at 200 feet and moves toward the miniature aircraft symbol as the
aircraft descends toward the runway, contacting the bottom of the
symbolic aircraft at touchdown.
(7) Attitude Sphere - The sphere moves with respect to symbolic aircraft
reference to display actual pitch and roll attitude. Pitch attitude
marks are in 5-degree increments.
(8) Expanded Localizer Pointer - Expanded localizer is displayed by the

localizer pointer whenever a valid localizer signal is available.
Raw local izer displacement data from the navigation receiver is
amplified approximately 7-1/2 times to permit the localizer pointer
to be used as a sensitive reference indicator of the aircraft’s
position with respect to the center of the localizer. It is normally
used for assessment only since the pointer is very sensitive and
difficult to fly throughout the entire approach. During final
approach, the pointer serves as an indicator of the Category 11
window. Keeping the expanded localizer pointer within its full-scale
marks ensures the pilot he will touch down within *33 feet of the
centerline of the runway when using a Category II ILS System.
22-14-00
Page 156
Jun 15/82
+=57ER+Y
FLIGHT SYSTEMS
WU:~ANCE
BEECHKINGAIR
AVIONICS
DIVISION
4. A. (9) Inclinometer - The inclinometer gives the pilot a conventional

display on aircraft slip or skid, and is used as an aid to
coordinated maneuvers. A means for leveling the inclinometer is
provided on the right side. Level inclinometer in accordance with
procedure in Section 8.
(10) ATT Test Switch - When the switch is depressed, the sphere will
indicate an approximate attitude change of 20-degree right bank and
10-degree pitch up, the ATT warning flag will appear in view, and all
mode annunciators will light.
(11) Aircraft Symbol - The symbol serves as a stationary representation of

the aircraft. Aircraft pitch and roll attitudes are displayed by the
relationship between the fixed miniature aircraft and the movable
sphere. The symbolic aircraft is flown to the command cue to align
the center “fuselage” red dot and to satisfy the commands of the
flight director mode selected.
(12) Pitch and Roll Command Cue or Bars - The cue or bar displays computed
steering commands to capture and maintain a desired flight path.
Always fly the symbolic miniature aircraft to the cue or bar.
(13) Flight Director Warning Flag - The FD flag is in view when the flight
director valid signal is lost.
22-14-00
Page 157/158
Jun 15/82
+5T~ER<y FLIGHT SYSTEMS
::~:~:ANcE
BEECHKINGAIR
AVIONICS DIVISION
‘i [—1
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GS lh. -.
(DEFLECTS uPI
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POWER INPUT
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NOTE: SINGLE CUE REPLAcEo
[-l BY CMO BARS OFA
F AO.60K
‘“G’K-GAANN”Nc’AT AO.S4S

B1ock Diagram
Figure 122 22=14=00
Page 159
Jun 15/82
4
~sT=EFw
FLIGHT
AVIONICS
SYSTEMS
DIVISION
WIMTENANCE
~WAL
UEECHKINGAIR
4. B. AD-550 Series Attitude Director Indicators (See figures 123, 124, and
125, and table 112.)
DECISION
FLIGHT DIRECTOR ROLL ROLL ATTITUDE HEIGHT
WARNING FLAG POINTER ANNUNCIATOR
\ ‘CT / /
GO-AROUND TUDE
ANNUNCIATOR-
NING FLAG
PITcEIANDROLL ATTITUDE
COMMAND CUE > ~ SPHERE
AIRCRAFT
SYMBOL
DECISION/
HEIGHT \ RADIO ALTITUDE
DISPLAY DISPLAY
ATTITUDE SIONHEIGHT
TEST,SWITCH LOCALIZER SETKNOBAND
POINTER DIM CONTROL
NOTE: THE GLIDE SLOPE POINTER ISONTHE

LEFT SIDE FOR AD-550B UNITS. AD-2204
AO-550A and AD-550B Attitude Director Indicator

Figure 123
22-14-00
Page 160
Jun 15/82
++=ER<Y
FLIGHT SYSTEMS
~fi~:~~ANcE
BEECHKINGAIR
AVIONICS DIVISION
FLIGHT DIRECTOR ROLL ROLL ATTITUDE

WARNING FLAG SCALE POINTER
DECISION
HEIGHT
ANNUNCIATOR
GO-AROJND
ANNUNCIATOR ATTITUDE
WARNING FLAG
PITC’HANO ROLL
COMMAND BARS ATTITUDE
SPHERE
AIRCRAFT
SYMBOL GLIDE SLOPE
POINTER
DECISION RADIO ALTITUDE

HEIGHT DISPLAY
DISPLAY
ATTlfUDE INCLINOMETER EXPANDED DECISlbN H51GHT

TEST SWITCH LOCALIZER SET KNOB AND
POINTER DIM CONTROL AD-2205
AD-550C Attitude Di rector Indicator

Figure 124
22=14=00
Page 161
Jun 15/82
+>T”ER=<Y ~k:~~=E
AVIONICS
DIVISION
Length (from rear of bezel) *.********* *.**.*.* ● ● 9.00 in. (228.6 mm)
Width . * *, O. . .
● .... ... . ... . . * .000
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● 4.07 in. (103.4 mm)
Height .* . * .. *.
● **
● ● ● ● . . . ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● 4.07 in. (103.4 mm)
Weight (maximum) .. .. .....* ● ● ● ● ........ ...... ● ● ● ...* ● ● ** 5.0 lb (2.27 kg)
Power Requirements:
Primary . . * . . . ● ● ● . ● ● ● ● ● ● . . ● ● . ● ● ● . . . ● . ● . . ● . ● . 26 volts, 400 tiz 16.7 VA

Lighting ... .. ● ● ● ● ● . . *.
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● .* ● ● ● ● ● ● . 5 V ac ordc, 1.2 VA
Mating Connectors:
J1 . .......... ● ● .. .....● ● ● . ....*.. ... .

● ● *. . .. ● ● ● ● ● ● ● ● ● MS3126F22-55SW
J2 .. * *
● ● ● ● ● ● ● ● ● ** b. ● ● ● ● ● ● ● .................. . . .. ● ● ● ● ● MS3126F16-26SW
Mounting ... ..... .. .... . ......

● ● ● ● ● ● ● ● ● ● . ● Clamp, MSP Inc, Part No. 64391

Leading Particulars
Table 112
The AD-550 Series ADI combines the familiar true sphere-type attitude
display with lateral and vertical computed steering signals to provide the
The indicator provides the following displays.
4. B. (1) Flight Director Warning Flag - The FD flag is in view when the flight
(2) Roll Scale and Attitude Pointer - The pointer displays actual roll
20, 30, 45, 60, and90 degrees on the roll scale.
(3) Decision Height (DH) Annunciator - The DH annunciator lights to

denote arrival at the decision height set by the DH SET knob.
following conditions exist: attitude test switch pressed; vertical
(5) Attitude Sphere - The sphere moves with respect to symbolic aircraft
22-14-00
Page 162
Jun 15/82
~:~NJf:ANCE
+ j~~E~~
AVIONICS DIVISION
4. B. (6) Glide Slope Pointer - The pointer is in view when tuned to an ILS
frequency”to display aircraft deviation from glide slope beam center.
Aircraft is below glide path if pointer is displaced upward. Each
glide slope dot represents 75-microamp displacement from the beam
centerline. Category 11 window information is displayed as a green
area on the glide slope scale.
(7) Radio Altitude Display - The 4-digit incandescent display indicates

the aircraft’s radio altitude from -20 to 2500 feet. The resolution
above 200 feet of altitude is 10 feet; and below 200 feet, the
resolution is 5 feet. The display is blanked for altitudes breater
than 2500 feet. When the radio altitude data is invalid, the display
indicates a dash in each of the digits.
(8) Decision Height Set Knob and Dim Control - The inner OH SET knob is
used to set an altitude between O and 990 feet on the decision height
(DH) dis~lay. The outer DIM knob controls the brightness of the RAD
ALT”and bH~isplays. Also, the brightness of the DIST and COURSE
displays on the HSI and the VNAV Computer/Controller display can be
controlled by this DIM knob.
(9)
. . Expanded Local izer pointer - Expanded local izer is displayed by the
localizer pointer whenever a valid localizer signal is”available. Raw
localizer displacement data from the navigation receiver is amplified
approximately 7-1/2 times to permit the localizer pointer to be used
as a sensitive reference indicator of the aircraft’s position with
respect to the center of the Iocalizer. It is normally used for
assessment only since the pointer is very sensitive and difficult to
fly throughout the entire approach. During final approach, the
pointer serves as a indicator of the Category II window. Keeping the
expanded localizer pointer within its full-scale marks ensures the
pilot he will touch down within *33 feet of the centerline of the
runway when using a Category 11 ILS System.
(lo) Inclinometer - The inclinometer gives the pilot a conventional display

on aircraft slip or skid, and is used as an aid to coordinated
maneuvers. A means for leveling the inclinometer is provided on the
right side. Level inclinometer in accordance with procedure in
Section 8.
(11) ATT Test Switch - When the switch is depressed, the sphere will
indicate an approximate attitude change of 20-degree right bank and
10-degree pitch up and the ATT warning flag will appear in view.
(12) Decision Height Display - The 3-digit incandescent display indicates

the preselected radio altitude between O and 990 feet set by the pilot
with the DH SET knob. The display resolution is 10 feet. When the
aircraft is at or below the selected altitude displayed, the DH
annunciator lights to warn the pilot.
22-14-00
Page 163
Jun 15/82
+=>T-ERI==Y
FLIGHT SYSTEMS
LHH~E
●EECHKINGAIR
AVIONICS DIVISION
4. B. (13) Aircraft Symbol - The symbol serves as a stationary representation of

sphere. The symbolic aircraft is flown to the command cue to align
(14) Pitch and Roll Command Cue or Bars - The cue or bars display computed
Always fly the symbolic miniature aircraft to the cue or bars. The
horizontal bar displays pitch commands and the vertical bar displays
roll commands.
(15) Go-Around Annunciator - The GA annunciator lights to denote

engagement of the go-around mode.
22=14=00
Page 164
Jun 15/82
AVIONICS DIVISION
i+-1$--~-o
Gs VALIG
—
——
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.
FD FLAG
lNPiJT
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LOGIC
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(OEFL WI
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POWER INPuT ——— 1
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26 VAC, 60D HZ I i- -t 1- 1
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CMO INPUT
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INPuT ,
DISPLAY ELECTRONICS
w TPVT
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SELECT
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ATTITUOE
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M ATT VALID INPuT
[ {
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CHASSIS GRO c
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AMPL
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LEAVE OPEN FOR SPERRY AA216~
_EcT
CONNECT
L TO J FOR ARINC ESZ
K TO J FOR COLLINS ALT60

I
I
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II
DIMMING
CONTROL
IXIt4NECT K TO L 70 J FOR mmw AL7* L ———— . ——— ————— J

C6JT?UT
AD%? @ R,
NOTE: SINGLE CUE IS REPLACEO EY

CMD SARS ON AO-5EOC AOI
4D-”UNC’A”R
1310ck Diagram
Figure 125 22-14-00
page 165/166
.lt,
PI 1~/QCS
AVIONICS DIVISION
22-14-00
Page 167
Jun 15/82
+==m<y
FLIGHT SYSTEMS
~w::A~E
BEECH KINGAIR
AVIONICS DIVISION
4. c. AD-650 Series Attitude Director Indicators - Optional (See figures

126, 127, and 128, and table 113.)
ATTITUDE ATTITUDE ROLL ROLL ATTITUDE MODE

WARNING FLAG SPHE~E S~LE POI}TER ANNUNCIATORS
\ /
FLIGHT DIRECTOR
WARNING FLAG
- GLIDE SLOPE
WARNING FLAG
(NOTE)
- GLIDE SLOPE
POINTER
(NOTE)
~RADIO ALTITUDE
DISPLAY
_ DECISION HEIGHT
SET KNOB AND
DIM CONTROL
LOCALIZER
WARNING FLAG
INCLINOMETER RATEOFTURN EXPANDED RATE OF
WARNING FLAG LOCALIZER TURN
POINTER POINTER
NOTE: 0NTHEAD-650B, THEGLIDESLOPE AND

SPEED COMMAND POINTERAND FLAG
AREREVERSED FROMLOCATION SHOWN. AO-2206
AD-650A and AD-650B Attitude Director Indicator

Figure 126
22-14-00
Page 168
Jun 15/82
=+ S7-ER+V
FLIGHT SYSTEMS
fi:~N;:~ANcE
BEECHKINGAIR
AVIONICS DIVISION
ATTITUDE
WARNINGFLAG
AIRCRAFT
SYMBOL
SPEEDCOMMAND
WARNINGFLAG
SPEEDCOMMAND
POINTER
DECISION
HEIGHT
DISPLAY
RADIOALTITUDE
TEW SWITCH
ATTITUDE
TE!WSWITCH
RATEOF TUFi’N POINTER

(BEHIND
POINTER
WARNINGFLAG SHUTTER) AD-1033
AD-650C Attitude Di rector Indicator

Figure 127
22=14-00
Page 169
Jun 15/82
M FLIGHT SYSTEMS
BEECHKINGAIR
AVIONICS
DIVISION
Length . . . . . . . . . . . . . . . . . . . . . ..9.40 in. (238.8 mm

Width . . . . . . . . . . . . . . . . . . . . . . . 5.06 in. (128.5mm 1
Height. . . . . . . . . . . . . . . . . . . . . . . 5.06in. (128.5MM)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . 8.5 lb (3.85 kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . 26V,400HZ,35VA
Lighting. . . . . . . . . . . . . . . . . . . . . 5 Vac ordc, 3.3 VA
Mating Connectors:
J1. . . . . . . . . . . . . . . . . . . . . . . . . . MS24266-R18-B31-S
J2. . . . . . . . . . . . . . . . . . . . . . . . . MS24266-R22-B55-S8
Mounting. . . . . . . . . . . . . . . . . . Clamp, MSP Inc, Part No. 64405

Leading Particulars
Table 113
The AD-650 Series ADI combines the familiar true sphere-type attitude
display with lateral and vertical computed steering signals to provide the
The indicator provides the following displays.
4. c. (1) Attitude Sphere - The sphere moves with respect to symbolic aircraft
(2) Roll Scale and Attitude Pointer - The pointer displays actual roll
20, 30, 45, 60, and 90 degrees on the roll scale.
(3) Mode Annunciators - Twelve annunciator lights indicate which vertical

and horizontal mode is engaged on the flight director, when go-around
is engaged, and when a selected decision height has been reached.
(4) F1 ight Director Warning F1 ag - The FD flag is in view when the flight
(5) Pitch and Roll Command Cue or Bars - The cue or bars display computed
Always fly the symbolic miniature aircraft to the flight director cue
or bars. The horizontal bar displays pitch commands and the vertical
bar displays roll commands.
22-14-00
Page 170
Jun 15/82
MAINTENANCE
+~ERY MANUAL
AVIONICS DIVISION
4. c. (6) Glide Slope Warning Flaq - The GS flag is in view when the glide
slope valid signal is lost.
(7) Glide Slope Pointer - The pointer is in view when tuned to an ILS
frequency to display aircraft deviation from glide slope beam
center. Aircraft is below glide path if pointer is displaced
upward. Each glide slope dot represents 75-microamp displacement
from the beam centerline. Category 11 window information is
displayed as a green area on the glide slope scale.
(8) Radio Altitude Display - The four-digit incandescent display

indicates the aircraft’s radio altitude from -20 to 2500 feet. The
resolution above 200 feet of altitude is 10 feet; and below 200
feet, the resolution is 5 feet. The display is blanked for
altitudes greater than 2500 feet. When the radio altitude data is
invalid, the display indicates a dash in each of the digits.
(9) Decision Height Set Knob and Dim Control - The inner OH SET knob is
used to set an altitude between O and 990 feet on the decision
height (OH) display. The outer DIM knob controls the brightness of
the RAD ALT and DH displays. Also, the brightness of the DIST and
COURSE displays on the HSI and the VNAV Computer/Controller display
can be controlled by this DIM knob.
(lo) Localizer Warning Flag - The LOC flag is in view when the local izer
valid signal is lost.
(11) Rate-of-Turn Pointer - The rate-of-turn of the aircraft is indicated

by the position of the pointer against scale indices. The marks at
the extreme left and right sides of the scale represent a standard
rate of turn (2-minute or 3-degree per second turn rate).
(12) Expanded Local izer Pointer - Expanded localizer is displayed by the

localizer pointer whenever a valid local izer signal is available.
Raw local izer displacement data from the navigation receiver is
amplified approximately 7-1/2 times to permit the localizer pointer
to be used as a sensitive reference indicator of the aircraft’s
position with respect to the center of the localizer. It is
normally used for assessment only. During final approach, the
pointer serves as an indicator of the Category 11 window. Keeping
the expanded localizer pointer within its full-scale marks ensures
the pilot he will touch down within *33 feet of the centerline of the
runway when using a Category II ILS System.
(13) Rate-of-Turn Warning Flag - The RT flag is in view when the rate-of-
turn valid signal is lost.
(14) Inclinometer - The inclinometer gives the pilot a conventional

display on aircraft slip or skid, and is used as an aid to
coordinated maneuvers. A means for leveling the inclinometer is
provided on the right side. Level inclinometer in accordance with
procedure in Section 8.
22-14-00
Page 171
Jun 15/82
+bT~E~Y MtNTENANCE
MAWAL
AVIONICS DIVISION
4. c. (15) Attitude (ATT) Test Switch - When the switch is depressed, the sphere
will indicate an a~moximate attitude chanqe of 20-degree right bank
and 10-degree pitch’ up, the ATT warning fl~g will appear in view, and
all mode annunciators will light.
(16) Radio Altitude (RA) Test Switch - When the switch is depressed, a
test sequence is initiated on the RAD ALT and DH displays. During
the test, the RAD ALT display sequences through the following: all
digits displaying eights, dashes, and the test altitude. The
display reads the test altitude until the test switch is released at
which time the actual altitude is displayed. The DH display, during
the test, displays all 8’s and then displays the current set value
for the remainder of the test. The test sequencing is inhibited
after APR CAP mode becomes engaged.
(17) Decision Height Display - The three-digit incandescent display

indicates the preselected radio altitude between O and 990 feet set
by the pilot with the DH SET knob. The display resolution is 10
feet. When the aircraft is at or below the selected altitude
displayed, the DH annunciator lights to warn the pilot.
(18) Speed Command Pointer - The pointer indicates relative approach

airspeed provided by the angle of attack system. The pointer
deflects toward F when the aircraft is flying at more than the
programmed speed. The opposite is true when the pointer deflects
toward S.
(19) Speed Command Warning Flag - The SPD flag is in view when the speed
command valid signal is lost.
(20) Aircraft Symbol - The symbol serves as a stationary representation of

sphere. The symbolic aircraft is flown to the command bars to align
following conditions exist: attitude TEST switch pressed; vertical
22-14-00
Page 172
Jun 15/82
(MATES WITH MS24SS9 R22S 5SSS)
I t I
(MATES WITH
MS24= R166 31S1
XJI ,
r :02 1
1
I A
,0 1(.,
Qlm
SPO FLA13
VALID INPUT
(–) &~Y;:,syNcHn’
41
( :Ttiz:
I
–
,47----------------4 I
I,+,
0s 18
DEVIATION E::C
INPuT (–l A,
tOEFL UP)
{:!19
‘0-= lE--;}p’TcH’NpuT”A’A
~
—
.
—
=
—
1
PITCH
:
I
I
I
J-&l-4+%.
ATT TEST ~1:
e’
1 ROLL
I
I
I d I I
I
I
1
t+ I
o
-5
H
s L------------------------- 4
a
n
w
c+
0
Ipd+ 12
,3
1*
,s
CDS
OUTPUT
SIN
OUTPUT
~ ROLL
COMPARISON
MONITOfl
SVNCHRO
>16
17
18
(–) ,1 7uNEc170L0c
I r GROUND
I
I
I
I
I NOTE SNGLE CUE IS REPLACED F3v
23 # Cb.40 BARS ON AD.650C AD!
FD PITCH
m
~~:y~’ ( 24+
1
FLIGHT
1
DIRECTOR
ELECTRONICS dLL
-0 ----- --— -i
A3 -
?5 (+
FD ROLL
CMD INPuT M-
“w””’’’’’””) ( 2s+ A1AIA7
I
FILTERED LIGHTING So H
BLuE.wHITE
05 VOLTS c LAMPS
LIGHTING COMMON 51
UNFILTERED LIGHTING H WHITE
0-5 VOLTS 49 LAMPS
%=
CHASSIS G~O 36
%
2s VDC 1,.,
ANNuNCIATOR “ LIGHTING
PULSE WIDTH
[- ) CIRCUIT
MODULATION 52
INPUT {1--l T T T T
I
GA
REv CAP
APPR CAP ANNuN GRO
ANNUN INP”l S
NAV CAP fTL
G13D
)NPUTS HOG
tAS + MACH 9 “-”
I
I II
1
(.)
DATA 42
INPUT 4S ](–) OATA ;+ (9 I ~ RAO ALT
PROCESSO13 —
VALID
I AIA9 tlAO10 ALTITUDE (–l,
RADIO ALT
>31 DH GNO
DATA AND [ DISPLAV ELECTRONICS
A4
1
OUTPUT
m I
1
I
f7AD ALT
TEST GND
I
I
I
— I
,.)
1 22DIMMING
I
(–) CONTROL
w 27 OuTpuT ,0
,.2207
b
+==ER+Y
FLIGHT SYSTEMS
UK!:!’*NCE
BEECH KING AIR
AVIONICS DIVISION
22-14-00
Page 175
Jun 15/82
+==-ER<Y
FLIGHT SYSTEMS
~w:~A=
BEECH KING AIR
AVIONICS DIVISION
4. D. RD-550 Series Horizontal Situation Indicators (See figures 129 thru 132,
and table 114.)
FORE HEADING
COURSE HEADING LUBBER WARNING DISTANCE
DISPLAY DIAL \ LINE FLAG DISPLAY
COURSE HEADING
SELECT BUG
POINTER
BEARING
COURSE POINTER
DEVIATION (NOTPRESENTON
BAR RD-550-911,
-912
ANDRD-550A-903,-904)
TO-FROM
POINTER AIRCRAFT
SYMBOL
NAVIGATION
WARNING VERTICAL
FLAG DEVIATION
POINTER
COMPASS
SYNC
ANNUNCIATOR VERTICAL
WARNING
FLAG
COURSE
KNOB HEADING KNOB
(NOT PRESENT fNOT PRES*k’+
ON RD-550A) ON RD-550A)
/ \
RECIPROCAL ‘AFT
COURSE LUBBER
POINTER LINE AD-2(KM
RD-550 and RD-550A Horizontal Situation Indicator

Figure 129
22=14-00
Page 176
Jun 15/82
+==ER<Y
FLIGHT SYSTEMS
K&!K’’ANCE
BEECHKINGAIR
AVIONICS
DIVISION
HEADING FORE
DISTANCE HEADING WARNING LUBBER
DISPLAY, DIAL FLAG LINE
\ I /
COURSE
HEADING DISPLAY
BuG \ /
BEARING
COURSE SELECT POINTER
POINTER - (NOT PRESENT ON
RD-5506-907,-908
AND RD-550R-915,-916)
TO-FROM
POINTER =
— COURSE
DEVIATIONBAR
VERTICAL
DEVIATION—
POINTER s NAVIGATION
WARNING FLAG
VERTICAL /
WARNING FLAG - COMPASS SYNC
ANNUNCIATOR
>couR,cjE KNOB
HEADING /
KNOB / (NOT PRESENT
(NOT PRESENT ON RD-550B)
ON RD-550B) RECIPROCAL AFT AIRCRAFT
COURSE LUBBER si%l-tiii
— ———
POINTER LINE AD-2005
RD-550B and RD-550R Horizontal Situat on Ind cater

Figure 130
22-14=00
Page 177
Jun 15/82
+ST-ERW ~
FLIGHT SYSTEMS t~~c~ KINGAIR
AVIONICS DIVISION
Length ...**.*...*. ..***....*** *.***...... *.*. ● ● 8.00 in. (203.2 mm)

Width ....... ....., ...... *.... .*..... . ..
● ● ● ● ● ● ● ● 4.07 in. (103.4 mm)
Height ........ ........ *,. .... *. * .....
● ● ● ● ● ● ● ● ● ● 4.07 in. (103.4 mm)
Weight (maximum) .......... ● ● *..., * ,.....,,.....,....

● ● 7.0 lb (3.18 kg)
Power Requirements:
Primary ...................................... 26V, 400Hz, 15.7VA

Lighting ........................................ 5Vacordc, 2VA
Mat ng Connectors:
J1 **
● ● ● .. ** *. . .
● ● ● ● ● ● ● ● *.. * . *
● ● ● ● ● . ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● MS3126F22-55S
J2 .......... ...... ... ... . ....... . ..... ......
● ● ● ● ● ● ● ● ● MS3126F18-32S
RD-550 Series Horizontal Situation Indicator

Leading Particulars
Table 114
The RD-550 Series HSI combines numerous displays to provide a map-like

display of the aircraft position. The indicator displays aircraft
displacement relative to”VOR radials, localizer, and’ gl~de slope beam.
The indicators provide the following displays:
4. D. (1) Course Display - A digital readout in degrees of the course selected

by the course knob.
(2) Heading Dial and Fore and Aft Lubber Line - Gyro stabilized magnetic
compass information is displayed on the heading dial, which rotates
with the aircraft throughout 360 degrees. The azimuth ring is
graduated in 5-degree increments. Fixed heading marks are at the
fore and aft lubber line positions and at 45-degree bearings.
(3) Heading Warning Flag - The HOG flag is in view when the heading
signal from the directional gyro becomes invalid, primary power to
the Indicator is lost, or the error between the heading displayed
and the heading signal received exceeds a specified threshold.
(4) Distance Display - A four-digit display indicates the distance in

nautical miles to the selected DME station or RNAV waypoint. The
display is blank (off) when the display input is removed or invalid.
22-14-00
Page 178
Jun 15/82
+=ER<y
FLIGHT SYSTEMS
H:~J~~ANcE
BEECHKINGAIR
AVIONICS
DIVISION
4. D. (5) Heading Bug and Heading Knob - The notched orange heading “bug” is
positioned on the rotating heading dial by the heading knob (remotely
for RD-550A and RD-550B) to select and display preselected compass
heading. The bug rotates with the heading dial so the difference
between the “bus” and the fore lubber line index is the amount of
heading error a~plied to the flight director computer.
(6) Bearing Pointer - The pointer indicates re” ative bearing to the
selected radio station.
(7) Aircraft Symbol - A fixed miniature aircra t symbol corresponds to

the longitudinal axis of the aircraft and ‘ ubber line markings. The
symbol shows aircraft position and heading with respect to the
rotating heading dial. It also shows the aircraft position in
relation to a radio course.
(8) Vertical Deviation Pointer - The vertical deviation pointer displays

GS deviation. The pointer is in view only when the NAV is tuned to a
localizer frequency. The aircraft is below glide path if the pointer
is displaced upward, and each dot represents 75 microamps of glide
slope displacement.
(9) Vertical Warning Flag - The VERT flag is in view when the glide
slope valid signal is lost.
(10) Reciprocal Course Pointer - The pointer indicates 180 degrees from
the course select pointer indication.
(11) Course Knob and Course Select Pointer - The yellow course pointer is
positioned on the rotating heading dial by the course knob (remotely
for RD-550A and RD-550B) to select a magnetic bearing that coincides
with the desired VOR radial or localizer course. Like the heading
bug, the course pointer also rotates with the rotating heading dial
to provide a continuous readout of course error to the flight
director computer.
(12) Compass Sync Annunciator - The annunciator consists of the symbol o

or + (dot or cross) displayed in a window. When the compass system
is in the slaved mode and synchronized, the display will slowly
oscillate between the o and +, indicating that the rotating heading
dial is synchronized with the gyro stabilized magnetic heading.
(13) Navigation Warning Flag - The NAV flag is in view when the
navigation valid signal is lost.
(14) TO-FROM Pointer - The pointer consists of two flags, 180 degrees
apart. One always points the direction to the station along the
selected VOR radial.
22-14=00
Page 179
Jun 15/82
+~E~Y
FLIGHT SYSTEMS
m!P-
OCECHKIMGAIR
AVIONICS DIVISION
4. D. (15) Course Deviation Bar - The bar represents the centerline of the
selected VOR or localizer course. The aircraft symbol shows
pictorially actual aircraft position in relation to this selected
course. In VOR operation, each dot on either side of the aircraft
symbol represents 5-degree deviation from centerline (75 microamps).
In ILS operation, each dot represents l-1/4-degree deviation from
centerline (75 microamps).
22=14=00
Page 180
Jun 15/82
+==ER<Y FLIGHT SYSTEMS
W!UH!ANCE
BEECHKINGAIR
AVIONICS
DIVISION
EtHDG - –
q--j MONITOR
HEAD9NG VALID INPUT Y

HEADING vALID OUTPUT x
cc OND o
CRS SEL
ELECTRONICS
JI
NO 1
1, T2
Q
COURSE ERROR
NO 2 lx
~
{:!
I I ,G
:lG:~L DATA vALID R ; +
I SYNC
&l==]
I
——— — ——. ——— ——— —— . .
I ANNUNCIATOR
(SHOWS
DOT)
:“’’’”’R{:+%5%%5%
1
H
J1
H
BLUE#WHITE M 5 V LIGHTING
LIGHTING
H
28 v ~ 28 V LIGHTING
LIGHTING c
I L_.. ---[--~ I ELECT
N LIGHTING COMMON
133 U2”L. –––––––––––-J
%w.{&--f-=---~ }--~~:]:::;~c::~:~~’”’”’
I
I
1
VERTICAL DEVIATION U 1 + MONITOR
VALID INPUT WI-
.28 VOC {t —
RD-550A and RD-550B Horizontal Situation Indicator

B1ock Diagram
Figure 131
22=14-00
Page 181/182
Jun 15/82
+b=dER<y FLIGHT SYSTEMS
H:#J:~ANcE
BEECHKINGAIR
AVIONICS DIVISION
$]+ H J1
L 26V, 4G0 Hz
D HDG - - MONITOR
J
SUVPLY c J2
~ AC COMMON
)
f.3wER
J2 L4
HEADING VALlD INPUT Y
I
I+EADING VALID OUTPUT X j,
DC GND D
? J:
/
z lx
v
HDG INPUT &
~ ,’ - “ ‘ ./=?l’;’’”=
n
{\’ E :,2
CHASSIS GND c
Y H,J2
c1
~ W:, //
L––––––––––T —. ~ J1 : )S(N
HEADING DATA
CRS SEL I——---J.
-e’w”
‘/1
ti:l--l ~-------- ‘1 ~)cos “NcR0N02
J1 I
GG
1- –.
...— —A/3]
———— WE+
A
T
)U
HEADING
‘BCL
ERROR
FF
COURSE
RESOLVER ~
g 9
A
BO I
cc
[
I I ●
!H
{]&*
x
!2
@ ----1 1“’’”( ,0- ~1,,
COURSE ERROR ~ ! v :: :} “NC
NO 1
~ OIWLAY
c
~ ELECTRONICS ;; ‘) “m’ :~ANcE
DIMMING
‘f :) ‘ATA
CIRCUIT H ,[ 1
1, 12 4
Q c FWM DIMMING OUTPUT
~ 1
:C&;SE ERROR
I J;
lx HH , ‘EGMENT
~ w’ J2 ~
{;: DIMMING CONTROL
,])
DIGITAL 0414 VALID R ; +
INPUT
.IG
——— — I SYNC
r J-––––––=-––7 ‘+ ANNUNCIATOR
(SHOWS DOT)
BEARING POINTER “ 6LUEWMITE

I INPUT DATA ,q:
~ AM~L MT, 1 I.,CN+T,NG ‘J’ : 5VL1GHT1NG
I {<
i -
L----- L-W I
‘a]
“v
L l:LHETI~G c
~
N
2S V LIGHTING
LIGHTING COMMON
k&E’’L-____________J
f--~~:]:::~c::~~’”’”’
~~::D(:[$==F1--~
I
I
VERTICAL DEVIATION U 1 +
MONITOR :-a:]=’””’
::L;D~PUT
w“
(~ .
‘-a:l’’’’
RD-550 and RD-550R Horizontal Situation Indicator
Block Diagram
Figure 132 22-14-00
Page 183
Jun 15/82
+5TaERW
FLIGHT SYSTEMS
=L~
BEECH KING AIR
AVIONICS DIVISION
4. E. RD-650A and RD-650B Horizontal Situation Indicators - Optional (See

figures 133, 134, and 135, and table 115. )
TRUE HEADING FORE COURSE

‘COURSE HEADING HEADING WARNING LUBBER SELECT
DISPLAY DIAL ANNUNCIATOR FLAG LINE
- POINTER
COURSE
DEVIATION
BAR
BEARING
BEARING POINTER
SELECT
PUSHBUTTON WAY POINT
ANNUNCIATOR
NAVIGATION VERTICAL
WARNING DEVIATION
FLAG POINTER
COMPASS VERTICAL
SYNC WARNING
ANNUNCIATOR FLAG
TO-FROM
ANNUNCIATOR
FWWIE:CAL AIRCRAFT AFT RECIPROCAL

SYMBOL LUBBER COURSE
POINTER LINE POINTER AD-644
RD-650A Horizontal Situation Indicator

Figure 133
22=14=00
Page 184
Jun 15/82
+=EK<Y FLIGHT SYSTEMS
U#~lPANCE
BEECHKINGAIR
AVIONICS
DIVISION
COURSE FORE TRUE HEADING

SELECT LUBBER HEADING WARNING
HEADING
D’A’>,pO’~\ L’~ ‘Nyc’”’oy
DISTANCE Y
(1l-l
DISPLAY
n
F
~
NAVIGATION k
SOURCE ‘T N I
.A
ANNUNCIATORS <1 VLF <
WAYPOINT
ANNUNCIATOR
VERTICAL 1 -
’11 I ILA
VERTICAL=
WARNING
FLAG
COURSE
DEVIATION BAR /
ANNUNCIATOR
///\\
AIRCRA~ RECIPROCAL AFT RECIPROCAL ?o-FRoM
SYMBOL BEARING LUBBER COURSE ANNUNCIATOR
POINTER LINE POINTER AD-1221
RD-650B Horizontal Situation Indicator

Figure 134
22=14-00
Page 185
Jun 15/82
1~ FLIGHT SYSTEMS -SW KIN6 AIR
AVIONICS DIVISION
Length . . . . . . . . . . . . . . . . . . . . . . . 9.00 in. (228.6 mm)

Width . . . . . . . . . . . . . . . . . . . . . . . 5.07 in. (128.8 mm)
Height. . . . . . . . . . . . . . . . . . . . . . . 4.07 in. (103.4 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . .7.31b(3.3kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . 26V,400HZ,26VA
Lighting. . . . . . . . . . . . . . . . . . . . . 5 V acordc, 3.3 VA
Mating Connectors:
J1. . . . . . . . . . . . . . . . . . . . . . . . . MS24266-R22-B55-S6X
J2. . . . . . . . . . . . . . . . . . . . . . . . . MS24266-R22-B55-S7X
Mounting. . . . . ,. . . . . . . . . . . . Clamp, MSP Inc, Part No. 64438
RD-650A and RD-650B Horizontal Situation Indicator

Leading Particulars
Table 115
The RD-650 Series HSI combines numerous displays to provide a map-like

display of the aircraft position. The indicator displays aircraft
displacement relative to VOR radials, localizer, and glide slope beam.
The indicator provides the following displays:
4. E. (1) Course Display - A digital readout in degrees of the course selected

by the course knob.
(2) Heading Dial and Fore and Aft Lubber Line - Gyro stabilized magnetic
compass information is displayed on the heading dial, which rotates
with the aircraft throughout 360 degrees. The azimuth ring is
graduated in 5-degree increments. Fixed heading marks are at the
fore and aft lubber line positions and at 45-degree bearings.
(3) True Heading Annunciator - Whenever INS is selected as a navigation

source as annunciated by the INS annunciator, the heading data to
the HSI is INS true heading and is annunciated by the TRU
annunciator. When both the INS and TRU annunciators are off, the
source of heading data is from the magnetic compass.
(4) Heading Warning Flag - The HDG flag is in view when the heading
signal from the directional gyro becomes invalid, primary power to
the Indicator is lost, or the error between the heading displayed and
the heading signal received exceeds a specified threshold.
22=14-00
Page 186
Jun 15/82
MAINTENANCE
+sT=E~~ MANUAL
AVIONICS DIVISION
4. E. (5) Course Select Pointer - The yellow course pointer is positioned on

the rotating heading dial by-a remote course knob to select a
magnetic bearing that coincides with the desired VOR radial or
localizer course. The course pointer rotates with the rotating
heading dial to provide a continuous readout of course error to the
flight director computer.
(6) Distance Display - A four-digit display indicates the distance in

nautical miles to the selected DME station, INS or RNAV waypoint.
When the display input is off or invalid, all digits display dashes.
(7) Heading Bug - The notched orange heading “bug” is positioned on the
rotating heading dial by a remote heading knob to select and display
preselected compass heading. The bug rotates with the heading dial
so the difference between the “bug” and the fore lubber line index is
the amount of heading error applied to the flight director computer.
(8) Navigation Source Annunciators - The four annunciators light to

indicate what source of navigation is displayed by the HSI. These
sources are RN for the area navigation, VLF for very low
frequency/OMEGA, INS for inertial navigation, and VN for vertical
navigation. The annunciators will be off for VOR/LOC and glide
slope.
(9) Bearing Pointer - The pointer indicates relative bearing to the

selected radio station.
(lo) Waypoint Annunciator - when in the INS or RNAV mode, the WPT
annunciator lights to alert the pilot that the aircraft is
approximately three miles from a selected waypoint and a track
change.
(11) Vertical Deviation Pointer - The vertical deviation pointer displays

glide slope or vertical navigation deviation. The pointer is in
view only when the NAV is tuned to a localizer frequency. The
aircraft is below glide path if the pointer is displaced upward, and
each dot represents 75 microamps of glide slope displacement.
(12) Vertical Warning Flag - The VERT flag is in view when the vertical
deviation valid signal is lost.
(13) TO-FROM Annunciator - TO-FROM is indicated by two annunciators 180

degrees apart. The one annunciator lighted points the direction to
the station along the selected VOR radial.
(14) Reciprocal Course Pointer - The pointer indicates 180 degrees from
the course select pointer.
(15) Aircraft Symbol - A fixed miniature aircraft symbol corresponds to

the longitudinal axis of the aircraft and lubber line markings. The
symbol shows aircraft position and heading with respect to the
rotating heading dial. It also shows the aircraft position in
relation to a radio course.
22=14-00
Page 187
Jun 15/82
y&TJyx
+5T=ERY
AVIONICS DIVISION
4. E. (16) Reciprocal Bearing Pointer - The pointer indicates 180 degrees from
the bearing pointer indication.
(17) Compass Sync Annunciator - The annunciator consists of the symbol o

or + (dot or cross) displayed in a window. When the compass system
is in the slaved mode and synchronized, the display will slowly
oscillate between the ● and +, indicating that the rotating heading
dial is synchronized with the gyro stabilized magnetic heading.
(18) Navigation Warning Flag - The NAV flag is in view when the
navigation valid signal is lost.
(19) Bearing Select Pushbutton - The legend ADF or NAV is annunciated

alternately when the button is pressed, indicating the bearing data
source selected for display by the bearing pointer. Upon power up,
NAV is annunciated.
(20) Course Deviation Bar - The bar represents the centerline of the
selected VOR or localizer course. The aircraft symbol shows
pictorially actual aircraft position in relation to this selected
course. In VOR operation, each dot on either side of the aircraft
symbol represents 5-degree deviation from centerline (75 microamps).
In ILS operation, each dot represents l-1/4-degree deviation from
centerline (75 microamps).
22-14-00
Page 188
Jun 15/82
J1
H
51 :~”z
POWER POWER
c]
SUPPLY 52 AC COMMON
1 }
MAG HEAOING VALlD INPUT ~

J2 MATES WITH
(28 V DC)
HEADING VALID OUTPUT 37
v MS24266-R22-B55 .S7X
‘u
~1 ~1
c, SIN
)
.:~”q~p
CT
n
m .- m : :)cos ‘D’
COMPARISON
4\ MONITOR
~ \.a SYNCHRU
HD(3DEMODREF 31 I
H I ~-~ ; %:
45 L--– .—————
-–-–––––-J z“
26VAC, 46 IC 7 I 30
J
4m Hz I I 39 DCGNO
HDG
TRANSMITTER x -~--~–-~––~ T I
4B ?
Y I
I
OUTPUT 49 I I
z
[l! 50 WE HDG ANN GND
~ ti”w20T’ .—
J1
26
I +
SYNC
ANNUN
-1 “- ISHOWS OOT)
I
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1
1
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I
I
I I
1+
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DEMODREF 33 ,.,
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REMOTE 14 1;
SELECT ,5 ‘y CT AMPL i AMPL
COURSE z II
Q“ y I
INPUT 16 II J2
I % .\ .. HOGSEL
Ii--o,T xl
EMOOREF
II
1
14 REMOTE
Y SELECT
———— J 15
I z HEADING
16 INPUT
H
21
c 26 V AC EXC
( 30 HZ, INPUT 13( ,“ ~ 22 )
L —-
x
N nTX Y
25
B OIJTPIJT
(
26 HDG ERROR
.I’u
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400 Hz, INPUT 7 -~ ml z
c POWER 23
COURSE 8
,:~ B }
SUPPLY
RESOLVER o
9
E
10
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11
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\ 12
J2 H
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POWER { 26V, 400 HZ ~-~ 7 RNA” SELECT IGPJD)
( 41(
. c I
OIGITAL OATA AND 32 J1 +

VALID INPUT I
I I - DISTANCE p~$jsyNc]
k-d? L-J ‘L’’’’’”cs

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/
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N
N 9 INS MOOE (GNDI

s
BRG PTR
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AOF 54 1:
REFERENCE
{
NAV 55
:1
SWITCHING
ELECTRONICS
BRG
5EL
— I I
I
I A I
l---=-=’.
WPT ANNUNCIATOR
VNAV
NAV VALID INPUT

(2B V OC)
CAP GND 53
‘ND 42
1:
I A
.1
N
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v
r c
u
Im
w m=
NAV VALID GNO 36(-I $ ~

\
?
VALIO GROUND
AD 526
+!==~ER+y
FLIGHT SYSTEMS
~~~~~ANCE
BEECHKINGAIR
22-14-00
Page 191
Jun 15/82
+sT-ER<Y - FLIGHT SYSTEMS O~ECH KIMG AIR
AVIONICS DIVISION
4. F. BA-141 Barometric Altitude Indicator (See figures 136 and 137, and table
116. )
ALTiTUDE ALERT
ANNUNCIATOR
FAILURE WARNING
FLAG
POINTER ALTITUDE
COUNTER
BARO SET KNOB
31710
BARO COUNTERS
BA-141 Barometric Altitude Indicator

Figure 136
Length (from rear of bezel) ...................... 6.65 in. (168.9 mm)

Width .....,..... ...... ... .......... .... ...
● 3.28 in. (83.3 mm)
● ● ● ● ● ● ●
Height ... .....,.... .. .... .......,.. .. ...... 3.28 in. (83.3 mm)
● ● ● ● ● ● ●
Weight (maximum) ● ● ● * ● ● ...... ...... *. ● ● ● ● * ● ● .. .. ,......

● ● 2.8 lb (1.27 kg)
Power Requirements:
Primary ........................................... 26V, 400Hz, 4VA

Alt Alert .......
● * . . ** . b. * *..
● ● ● ● ● ... * .....* 28 V dc
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Lighting ................................................ 5Vacordc
Mating Connector:
J1 ... ...... ............... ... ...... . ........

● ● ● ● ● ● ● ● . ● MS3126F20-41SW
Mounting .................................. Clamp, MSP Inc, Part No. 64409

Leading Particulars
Table 116
22-14-00
Page 192
Jun 15/82
+S=2EF<Y
FLIGHT SYSTEMS
::~$j~ANcE
BEECHKINGAIR
AVIONICS
DIVISION
The Barometric Altitude Indicator provides a servoed counter drum/pointer
display of barometrically correct pressure altitude. The Indicator
provides the following displays:
4. F. (1) Altitude Alert Annunciator - The light illuminates to provide a

visual indication when the aircraft is within 1000 feet of the
preselected altitude and extinguishes when the aircraft is within
250 feet of the preselected altitude. After capture, the light will
illuminate if the aircraft departs more than 250 feet from the
selected altitude and will extinguish if the aircraft departs
greater than 1000 feet from the preselected altitude.
(2) Failure Warning Flag - The failure warning flag comes into view when
the error between the altitude displayed and the altitude signal
received is too great, the ADC goes invalid, or the Barometric
Altitude Indicator loses primary power.
(3) Altitude Counter - The four-drum counter displays altitude from O to

50,000 feet. A negative (NEG) altitude shutter obscures the 10,000
and 1000 digits of the counter to annunciate altitudes below sea
1evel. The “O” position on the ten-thousands drum is black and
white crosshatch to alert the pilot to altitudes of less than 10,000
feet.
(4) BARO Set Knob and BARO Counters - The barometric counters, set by
means of the BARO knob, display barometric pressure in inches of
mercury and millibars. Setting the BARO knob provides BARO
correction to the air data computer.
(5) Pointer - The pointer displays altitudes between 1000-foot levels on

a scale with major indices every 100 feet and minor indices every 20
feet.
22=14-00
Page 193/194
Jun 15/82
++5-ER+Y FLIGHT SYSTEMS
ti:~J:pANcE
BEECHKINGAIR
AVIONICS DIVISION
COARSE ALT J1
FROM AOC T
18AR0 CORRECTEOI I
130 LATION
AMPL
/
CIRCUIT ,X3
07, 0s
LIMITER
* 0s
ANO 0
bMPL
DEMOL)
I I ==
I I
I I
I I
I
Fl
CHA331S GND G
hi COMPT R
MONITOR
2s Voc
D6TA VALID =
FROM AOC
I I
I L --------------- -------------- ---- \“
5 VDC15 VAC E@-T-a--@!’
‘1
LAMPS
LIGHTING “~~~~-=-=-~ i ~l;&;;#f~ANO =
SVSTEM B POINTER
POWER
~ 1 I
3341 I
-10 VOC z D L-----
--. —-—--- . J
r;
I 11
, ~ BARD CORRECTION
RI
VOLTAGE TO AOC
‘ND“++
Z8voc E
ALT
ALERT
GNO FROM ANN
ALT ALERT ~
p
CONT
3,7,1 “,

Block Diagram
Figure 137 22-14=00
Page 195
Jun 15/82
+>~ER+~ - FLIGHT SYSTEMS ~~ KIM AIR
AVIONICS DIVISION
4. G. RA-315 Radio Altimeter Indicator - Optional (See figures 138 and 139, and
table 117.)
DECISION FAILURE
HEIGHT WARNING
ANNUNCIATOR MASK FLAG
\ I /
DECISION
~ HEIGHT
CURSOR
ALTITUDE
SCALE —
—POINTER
rEST
~ “VECIS,ON HEIGHT
/ KNOB
SELF-TEST
AD-281
BUTTON
RA-315 Radio Altimeter Indicator

Figure 138
Length (from rear of bezel,

excluding connector) .... ... .. . ..... 4.50 in. (114.3 mm ● ● ● ●
Width ...., .. ...... .,....*...*........ .*.. .. 3.27 in. (83.1 mm 1

● ● ● ● ●
Height .. . .. .. ... .. . *... .. ..........., 3.27 in. (83.1 mm)

● ● ● ● ● ● ● ● ● ● ●
Weight (maximum) ● **** * ***9* . *.

● ● ● ● ● ● * ● ● ● ● .** ● ● . ● ● *. ● ● * 1.5 lb (0.68 kg)
Power Requirements:
Primary .....0 *. . .* . .
● . . . . . . ..* . . . . . .
● ● 22 to 31 V dc; t15v
● ● ● ● ● dc
Lighting .............................................. 5Vacordc
Mating Connector ......................................... MS3126F14-19S

Leading Particulars 22-14-00
Table 117 Page 196
Jun 15/82
+SER+YFLIGHT SYSTEMS ~~J::ANcE
BEECHKINGAIR
AVIONICS
DIVISION
The RA-315 Radio Altimeter Indicator displays absolute altitude from O to

2500 feet. The Indicator has the following features:
4. G. (1) Decision Height Annunciator - The DH annunciator lights when the

aircraft descends to or below the altitude indicated by the position
of the DH cursor.
(2) Mask - The mask provides a means of keeping the pointer out of view
for altitudes above 2500 feet.
(3) Failure Warning Flag - The OFF flag comes into view when the
altitude signal from the Receiver/Transmitter becomes invalid.
(4) Decision Height Set Knob and Cursor - The orange DH cursor is
positioned on the altitude dial by the DH SET knob to select a
decision height altitude.
(5) Pointer and Altitude Scale - The pointer displays altitude above the
terrain.
(6) Self-Test Button - When pressed, the TEST switch causes the pointer
to indicate 100 A 20 feet, the DH annunciator is off if set above
100 feet, and the OFF flag is in view.
22-14-00
Page 197/198
Jun 15/82
+-my FLIGHT SYSTEMS
H!X-H*NCE
BEECHKINGAIR
AVIONICS DIVISION
.—. — ———— ——— - ,,O,AC, f ti

[,/”
!J
I ny262
-GF:’”-
DH DISK
I f’
2+-++3
I
I
?1S v cOMMON
P2.WER GNO 1
.- J-_
I@ 141 d
Ii OUTWIT
POINTER
1
\
I
“q=3---T3T3
SIGNAL GND
\
1
SV2NAL INPUT T
! <’~
.tsv
-t6V
I
I
I I I 1:
I I L—-——————— Ad
2svOCG
r Zav .—— .—— ———
I
—+1
Lb’/@
I
I
FLAG N
I J I
0AY ‘NIGHT D
I .av
[, ,
E14 ‘M
Dli OUSS F UOHT 0S1
I (21 U3 02 01 .E7
AND AND 4N0
LM Q4 m
TEST SWITCH s
-12V
av LIGHTIM13 M
2
5 v LIGMTING P
2 I
AI
LIGHTINQ GNO
Es E13 El E1O— E5
——— ES — K ;2 .$12 E@
Ii TEST
L
: x 1; ,: : ‘- :: ~ ; b! ; ‘*
A2
:
L
t
f
F***
——— ——
1 U2
UI
Us::CsAoL:
.—— — L - - -— GH DISK 40 m
———— — *J

Block Diagram
Figure 139 22-14-00
Page 198.1
Jun 15/82
<}s~”ER<v
FLIGHT SYSTEMS
=fL-E
●EECH KINGAIR
AVIONICS DIVISION
4. H. CD-125 Air Data Command Display - Optional Model 200 (See figures 140
and 141, and table 118.)
aD.llo
CD-125 Air Data Command Display

Figure 140
Length (from rear of bezel) *.** * *. **. .. 8.00 in. (203.2 mm)
● ● ● ● ● ● ● ●
Width .............. * .. ** ** . . *
● ● . .... 3.28 in. (83.4 mm)
● ● ● ● ● ● ● ● ● ● ● ●
Height ●. *. **
● ● ● ● ● ● ● **. ..** ** . 1.56 in. (39.8 mm)
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Weight (maximum) ........ **... .* ● ● ● ● .... ... ● ● ● ● ...* ● ● **9 0.9 lb (0.4 kg)
Power Requirements:
Lighting ..** .... * * ..... . . .......*

● ● ● ● 0t05Vdcorac,
● ● ● ● ● ● lVA
Primary ......................................... 26V, 400Hz, 6 VA
Mating Connector:
J1 . ...................... *.. .....,. .,.. ● ● ● Cannon Part No. DBMA-25S
Mounting .. **.*. **
● ● ● ● . ● ● * ● ● ** ● ● . ● ● * ● ● *9* Clamp, MSP Inc, Part No. 64321
CD-125 Air Data Command Display

Leading Particulars
Table 118
22-14-00
Page 198.2
Jun 15/82
4+=-ER<Y
FLIGHT
AVIONICS
sYSTEMS
DIVISION
u~fi~~ANcE
BEECHKINGAIR
The Air Data Command Display provides a means for changing the air data
hold mode reference by selecting and displaying the desired airspeed,
vertical speed, or Mach number. While engaged in IAS hold, vertical speed
hold, or Mach hold, the existing airspeed (80 to 600 knots),
vertical speed (O to *9000 ft/min) or Mach number (0.1 to 0.98 Mach is
displayed by a seven-segment incan~escent digital readout. Annuncia 1ors
to the right of this display indicate the parameter being displayed. A
DIM knob controls the intensity of the display and edge lights.
With the autopilot engaged, the new reference is selected by moving the
pitch wheel on the autopilot controller. As the wheel is moved, the hold
reference is slewed to the new value and displayed on the Air Data
Command Display. The change is made by inserting a rate controlled
signal into the air data computer hold output. The slew rate is
controlled as a function of mode; i.e., IAS Hold, VS Hold or Mach Hold to
assure smooth change in each of the three air data hold modes. Moving
the wheel forward (DESCEND) will increase the displayed command signal
(increase negative for VS). The error signal from the air data computer
can be satisfied by changing the aircraft attitude in the nose-down
direction. Moving the wheel aft (CLIMB) will decrease the displayed
command signal (increase positive for VS) and the air data computer error
signal is satisfied by changing the aircraft attitude in the nose-up
direction. During the maneuvers, a thrust change may be required.
22-14-00
Page 198.3/198.4
Jun 15/82
+ %5T-ER?V FLIGHT SYSTEMS
~&:;:~ANcE
BEECH KINGAIR
AVIONICS
DIVISION
——— ——— ..— 1
IAS 10.02222 v/uNoT)

V/’ 10.S V/10W FPM)
MACH I-10 V}MACN}
I [ RATE
LIMIT
I
IAS (2.2s KTS/SECNl
( <: MACH L~/SECN)
r . v/S 1100FPM/SEC/Vl
A*R DATA COMPUTER

L“__— —— ____
. .
vIS
II I A f
PITCH
1
[
~ . 14.3 ~
I AS
RANGE
O TO ,ASV
WHEEL
MOVEO 60 TO 450 KNOTS
&
MACH .1 To S8V
.1 TO.96M
3
{
TO
Vls O TO 2.9 V
6
‘“’”’LoT { ---+ o TO 9000 FT/MIN
PITCH 10.7 MVN@/SEC ‘

4
+-&f L,
WHEEL
L-+--AL M&cH
INCANDESCENT
DISPLAY
~1 ~i l=
ELANK MSO ‘NO LSD AND OASHED MIODLE DIGIT . i_ _~ _l
“Ec’MALoFF
P’
‘--l
‘--i””-
MACM BLAUK LSD ANO LIGHT DECIMAL
DIM
KNOTS
FT/MIN X 100
IAS
Vls
H -<34 <—
5V
LIGMTW4G
c .—< 25 MACH
CD-125 Air Data Command

B1ock Diagram
Figure 141 22-14-00
Page 198.5/198.6
Jun 15/82
+=ERW
FLIGHT SYSTEMS
::;;~:ANCE
BEECHKINGAIR
AVIONICS
DIVISION
22-14-00
Page 198.7
Jun 15/82
+=b7-ER<Y FLIGHT SYSTEMS
M~~TpANc~
BEECHKINGAIR
AVIONICS
DIVISION
4. I. VA-1OO Voice Advisor - Optional (See figure 142 and 143, and table 119).
AD-101 1
VA-1OO Voice Advisor

Figure 142
Length (including handle) ********. ********. 14.06 in. (357.12 mm)

● ●
Width .............. .. .*... .......*.... ... 2.79 in. (70.87 mm)

● ● ● ● ●
Height .. ..**.... ............. ............. 3.38 in. (85.85 mm)

● ● ● ●
Weight (maximum) ........... ● ● ........., ...............● 3.3 lb (1.5 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc, 850 mA maximum
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DPXBMA-67-33S-O1O1-FO

(Sperry PN 7002398)
Mounting .................................. Tray, 5/16ATR Dwarf, Sperry

PN 4011646-2 or -3

Leading Particulars
Table 119
22-14-00
Page 198.8
Jun 15/82
MAINTENANCE
MANUAL
Ir FLIGHT SYSTI=MS BEECHKINGAIR
AVIONICS DIVISION
The VA-1OO is designed to advise the pilot by “Voice Advisor” (a digitized

female voice) of absolute altitude during approaches to land, unsafe and
changing conditions when in close proximity to the ground, and unsafe and
changing conditions while enroute.
Unsafe conditions are announced three times at 4-second intervals. If the

condition is corrected, the VA-1OO will then remain quiet. When the
condition is not corrected, the VA-1OO will rearm to again announce the
advisory three times at 4-second intervals if the unsafe condition
reoccurs.
The VA-1OO supplements or replaces existing aural and visual warnings. It

accepts signals from various systems such as the radio altimeter, air data
computer and navigation receiver.
The terrain callouts can be inhibited by grounding pin 41J1-52 and a

combination of altitude cal louts between 100 and 900 feet can be inhibited
by grounding pins 41J1-53, 54, 55, or 56.
22-14=00
Page 198.9/198.10
Jun 15/82
MAINTENANCE
MANUAL
1~ FLIGHT SYSTEMS BEECHKINGAIR
AVIONICS DIVISION
——— ——. — ——— ——— .—— —.— —.— ——— .—— ——— ——. —.— — ——
‘ -100
VOICE ADVISORY ASSEMBLY 7
RAD ALT VALID 2
L ~A “AL
● 28V DC POWER 1 .28V DC
)
DC GNO
- 10IY
4 lJ1
hr CLIMB 51 —-—
RAOALT SELECT
4
,
3
C04V
[ t
2000
vOICE GENERATION -—F————— 01
4
r
()
I DET I 02
1 ALTITUDE
1 I I
I CALLOUT
8 RATE
(+)
—--+-1=~ iilnfl INHIBIT
1
TAKER hr 03
‘AD ‘LT ‘NPUT (–) 9 GND
1 wOWGNO I
I Goo
3S DLY A RA TEST t
RA TEST GND
T {I o— 1 I CiND
I
30U
I
04
)
<1000 I
I I I 900
— I 700
OH GN13 ~
<500
1 I I
I 600
..-
, >..
vOICE
OFF
GEAR DN GND 7
— -1oo
300 — *V
ENABLE
CHASSIS GND 1 I 200
,.>11
I
I
3
&
GS VALID I
— I‘.ll NIMU~.1 ,,!INILII IL! +
BACK CRS SELECT ‘2 a
i
(+) !0 2S DLY
o— 1
I I
-. L-
h=
‘SDEV (–1 !1 t HIGH
TTL GNO
<1000 rq
d I 5W
LEVEL
I l— a I
LOC VALID 8 L LOCAL IZEP
ARMING
6 LOGIC
Ccw 6
‘Oc DEv (~ 7 ENABLE IN CR EASF
I
ALERT GND 13 ALTITUDE AL TITUGE

*
PITCH MON GND 15 --1
—
a
ROLL MON GND 4 ~ \TTITI-IDE
LOW
SIGNAL GND 11 WOW GND LEVEL TO
m 100
‘)
. HEADING 41RCRAF1
1 MW
HDGMONGND 10
4uDI0
-)
— PANEL
8 [
ELEV SERVO (+ 1.0 VDC [600[1)
AMPL INPUT (– 9 DET wow
~..l GND CHECK 7Ri\1 Ccw
TRIM DN GND !5 INCREASE
TRIM UP GNC !4
*
ROTSPDGND 16 -1 2CTC)R SPEE3
AP OFF GNC 11 I
AuTOPILOT
+ 5V
DUALAPWARN(AMBER) GNU 46
DUAL AP FAIL (RED) GNC 35 MONITOR LIGHT

INTERLOCK
TEFIRAIN TE?RAIN
LATTRKCHANGE 32
VERT TRK CHANGE 47
SINK RATE S,NK RATE
TERRAIN CALLOUT 52
INHIBIT GNO
FLAPS DOWN 31
RA VALID
TERRAIN AVOIDANCE
I
>200 FPM
PRESSURE ALT RATE 40
CLIMB
I POWER MONITOR I
SINK RATE ANA LOG DIGITAL CONVERTER STATUS
ADC VALID 43
I
wOW GNC 48
10 SEC
oTO1 ADC VALID
vOICE ADv ISCRY
I
‘WOW GND A VALID
SINK RATE
CALLOUT 59 i
INHIBIT GNC
——— ——— ——— ——— ——— ——— ——— ——. ___ ___ ___ ___ —.— -J

B1ock Diagram
Fiaure 143 22=14-00
Page 198.11/198.12
Jun 15/82
+
>T”ERW
FLIGHT SYSTEMS
~:~~:~ANcE
BEECH KING AIR
AVIONICS DIVISION
22-14-00
Page 198.13
Jun 15/82
+5TER+Y FLIGHT SYSTEMS
H2~%YfANCE
BEECHKINGAIR
AVIONICS DIVISION
5. Selectors and Controllers
A. MS-500 Mode Selector (See figures 144 and 145, and table 120. )
The Mode Selector provides pushbutton lateral and vertical mode selection,
and mode annunciation for the Integrated Flight Control System.
HDG NAV APR BC VORAPR 1 I

[ .—.. .—1 .
.. !&=:--, ,—-.
1(s31
w ii___1! IJI
lid
@ P T ALTSEL Vs IAS
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. . . .!II Ukvldll
IILXJJ
*SWITCH S1O NOMENCLATURE ISSBY FOR -902

UNITSANDVNAV FOR-903UNITS. 33659
MS-500 Mode Selector

Figure 144
Length (from back of mounting plate) ● .**..*.. 4.44 in. (112.78 mm)
Width ....,..0.0... . . . . . . . . . ● ● ● ● ● ● ● ● ● ● . . . . ● . ● ● 0 5.75 in. (146.05 mm)
Height .. . . *O . . . .
● ✎ ✎ ✎ ✎☛ ✎☛ ✎ ● ● ● ✎ ● ● ● ● ● ● . . . . ● . . ● ● . 1.875 in.’ 47.63 mm)
We ght (max mum) ....................................... 1.5 lb
Power Requirements
Primary Power ......... .. . . . .... .. . * . . ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● .0 . . .

● O 28 V
● dc
Lighting ... ... ...,.. .... ........ .....** .* ..
● ● ● ● ● ● ● ● ● ● ● .......28 V dc
Mating Connector
J1 ● ... * ● ● ● ● **. ● ● .. .... *........................ ,....MS3126F20-41S

● ● ●
Mounting ........................................... Unit Screw Fasteners
Mode Selector
Leading Particulars
Table 120
22-14-00
Page 198.14
Jun 15/82
+=EW<Y FLIGHT SYSTEMS
#~~;~~ANCE
BEECHKINGAIR
AVIONICS
DIVISION
~,——. —_ _ l
1
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SSL
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MS-500 Mode Selector Schematic

Figure 145
22=14-00
Page 198.15
Jun 15/82
+55-ER<Y
FLIGHT SYSTEMS
~~Jf~ANCE
BEECH KING AIR
AVIONICS DIVISION
5. B. PC-500 Autopilot Controller (See figures 146, 147, and 148, and
table 121.
31719
-902 Configuration
AD-2537
-910 Configuration
PC-500 Autopilot Controller

Figure 146
22-14-00
Page 198.16
Jun 15/82
+==2ER<y FLIGHT SYSTEMS
~&#;f~ANcE
BEECHKINGAIR
AVIONICS DIVISION
Length ...*.***.** ****..*.*** ****.****** **..

● ● ● ● 4.81 in. (122.2 mm)
Width .............00..0.... . . . . ...0000 .. 0000..0 5.75 in. (146.1 mm)
Height .... ....**O. ...0.. .**. .o * . 0
● ● . . ● ● ● ● ● ● ● ● ● ● 2.63 In. (66.7 mm)
Weight (maximum) ● .... .... . . *

● ● ● ● ● ● . ● ● ● ● . . .
● ● ● ● ● . ● ● . ● ● ● 2.0 lb (0.91 kg)
Power Requirements:
Pushbuttons ................................................. 28Vdc

Lighting ... *... * **. *.. ● ●.. .** ...**** ....... .... *.28 V dc
● ● ● ● ● ● ● ● ● ● ● ●
Mating Connector:
J1 .. ● ● ... ● ● ● ● . ● ● ● ● ● ● .* ● ● ● ● ..... ● ● ● .. ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ... MS3126F18-32S

●
Mounting ........................................... Unit Screw Fasteners
PC-500 Autopilot Controller

Leading Particulars
Table 121
The autopilot controller provides the means of engaging the autopilot and
yaw damper as well as manually controlling the autopilot through the TURN
knob and PITCH wheel. The following paragraphs describe each control.
5. B. (1) AP ENGAGE Switch - The ENGAGE switch is used to engage the autopilot.
Engaging the autopilot automatically engages the yaw damper. The
autopilot may be engaged with the airplane in any reasonable
attitude. The autopilot will automatically couple to any modes
selected on the mode selector, upon engagement.
(2) YD ENGAGE Switch - When the autopilot is not engaged, the yaw damper
may be utilized by the YD engage mode.
(3) SOFT RIDE Switch - The SOFT RIDE ON switch reduces autopilot gains
while still maintaining stability in rough air. This mode may be
used with any flight director mode selected.
(4) Elevator TRIM Indicator - The elevator TRIM indicator shows

out-of-trim condition by displaying UP or DN when a sustained signal
is being applied to the elevator servo. The indicator should be off
before autopilot is engaged.
22-14-00
Page 198.17
Jun 15/82
MAINTENANCE
MANUAL
AVIONICS DIVISION
S. B. (5) TEST EACH FLT Button - The TEST EACH FLT button provides a test for
the tor ue limit monitors. After engaging the autopilot, pressing
the TES ? button will cause the autopilot to disengage by simulating a
failure in the torque limit monitors. THIS TEST SHOULD-BE PERFORMED
PRIOR TO EACH FLIGHT.
(6) PITCH Wheel - Rotation of the PITCH wheel results in a change of

pitch attitude proportional to the rotation of the wheel and in the
direction of wheel movement. Movement of the wheel also cancels any
vertical mode selected.
(7) TURN Knob - Rotation of the TURN knob out of detent results in a
roll command. The roll angle is proportional to and in the direction
of the TURN knob rotation. The TURN knob must be in detent (center
position) before the autopilot can be engaged. Rotation of the TURN
knob cancels any lateral mode selected.
(8) BANK LIMIT Switch - (-910 Only) - When in the HOG mode, this switch
is used to decrease the flight director roll command bank limit to 17
degrees.
22-14-00
Page 198.18
Jun 15/82
AVIONICS DIVISION
E1D4
0 TO 5 VC3CG
‘;
OR VAC - E 105
BACKGROUND ~ To ~ “w J, EDGELIGHTING
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TEST
- EACH I
1“ .15 VDC
I TEST DEPRESS
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=
-15 VDC +15 VDC
@=
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415 VDC 15 VGC

I
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PGWER GND ~ <-~ I
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LAMP TEST
‘~l. +15
VDC -15
.
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I —
ly .—
ANNuNCIATOR H
DAY LIGHTING
PC-500 Autopilot Control ler (-902)

B1ock Diagram
Figure 147
22-14-00
Page 198.19/198.20
Jun 15/82
+
SPER?f tifl~%~~ANc~
FLIGHT SYSTEMS BEECH KINGAIR
AVIONICS DIVISION
J!
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Autopilot Control 1er (-910)

Block Diagram
Figure 148
22-14-00
Page 198.21/198.22
Jun 15/82
+=EK<Y
FLIGHT SYSTEMS
::~::~ANcE
BEECHKINGAIR
AVIONICS DIVISION
22-14-00
Page 198.23
Jun 15/82
+==JER+Y FLIGHT SYSTEMS
~~:::ANcE
BEECHKINGAIR
AVIONICS
DIVISION
5. c. RI-106 /-lO6B Instrument Remote Controllers (See figures 149, and 150, and
table 122. )
The Instrument Remote Controller interfaces with the RD-650A/-55OA HSI to

provide remote heading and course selection. The RI-106 Controller “is
used with a single system while the RI-206 is used with a dual system.
NOTE : For RI-106B UNITS, HEADING AND COURSE KNOBS ARE REVERSED.
RI-106/106B Instrument Remote Controller

Figure 149
Length .... .. .. . ..... ..... .

● ● ● ● ● ● ● ● ● . ● ● ● ● .... .. ● ● 2.75 in. (69.9 mm)
Width ..... . .
● ● * . .● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●*. ● ● 5.75 in. (146.1 mm)
Height . . . . . . . . ● ● ● ● ● ● . . ● ● ● . ● . . . . ● . . ● ● . ● ● ● ● ● * ● ● ● ● ● 1.50 in. (38.1 mm)
Weight (maximum) .......... .***.**** ..*.***.* ***.***. ● ● ● 2.0 lb (0.9 kg)
Power Requirements:
Synchro Excitation .... .. ...* ..... ..0..*.. ● ● ● ● ● 26 V, 400 Hz, 2.4VA

Lighting .... .. . ..... ●***** .. ** .*
● ● ● ● ● ● ● ● ● ● ● ● ● ● 5 V ac ordc, 3.3 VA
Mating Connector:
J1 . ...0... . .*......* .. ..*O ** .

● ● ● ● ● ● ● ● ● ● . ● ● ● ● ● * ● 0 ..* . ● MS3126E14-19S
Mounting ............. .....,0... ● ● ● ● ........ *..*.. ● Unit Screw Fasteners
RI-106/-lO6B Instrument Remote Controller

Leading Particulars
Table 122 22-14-00
Page 198.24
Jun 15/82
+====<y
FLIGHT SYSTEMS
~:fJ:~ANcE
BEECHKINGAIR
AVIONICS
DIVISION
:$3==
LIJ’N,{
CHASSIS GND
I
I
“+-hw#3 :-m= I
HEADING
I
4--- ‘
1’
P <~
S p“ RES
R<+---
S<+
AD-1045
RI-106 /-lO6B Instrument Remote

Controller Schematic
Figure 150
22-14-00
Page 198.25
Jun 15/82
+5PERW ti&~~AwE
AVIONICS DIVISION
5. D. AL-245 Altitude Alert Controller (See figures 151 and 152, and
table 123. )
26937
AL-245 Altitude Alert Controller

Figure 151
Length (from rear of bezel) . .... ....... .... 6.17 in. (157 mm) ● ● ● ● ●
Width ...0...0. ..0..0000. .00.00*00 ........** 3.28 in. (83.4 mm) ● O...
Height .*. ...... ... . * ......

● ... .......... 1.56 in. (39.8 mm)
● ● ● ● ● ● ● ●
Weight (maximum) . ....... ........● ● ● ● ● ● . ....... ,, ... 1.5 lb (0.675 kg)

● ● ●
Power Requirements:
Lighting ........0. .....0... ...0...0. .0..0 Oto 5 V dc orac, 2.5VA

●
Primary ** * . .
● .. ... ... ... ... .... ...26 V, 400 Hz, 2 VA
● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Mating Connector:
J1 . .. ,., .
● ● ● ● ● ● .. ● ● ● ● ● ● . . ..... ... ...... ...... ... MS3126F16-26SW
● ● ● ● ● ●
Mounting .................................. Clamp, MSP Inc, Part No. 64321
AL-245 Altitude Alert Controller

Leading Particulars
Table 123
22-14=00
Page ‘198.26
Jun 15/82
+5=<ER<Y
FLIGHT SYSTEMS
#:~~~~ANcE
BEECHKINGAIR
AVIONICS DIVISION
The Altitude Alert Control ler receives coarse dc and fine resolver
altitude information (baro corrected when used with the Barometic
Altitude Indicator) from the Air Data Computer. When the pilot
preselects a desired altitude using the crank knob, the input altitude
from the ADC is compared with the preselected altitude. Within 1000 feet
of the preselected altitude, a ground is provided at pin E for the Flight
Director Computer. The altitude detection and warning circuits also
provide a l-second signal at pin N when the aircraft is 1000 feet from
the preselected altitude on approach to, or 250 feet beyond the
preselected altitude. This signal is used to drive the aircraft audio
alert. In addition, a ground is provided at pin P to light an
annunciator on the baro altitude indicator, when the aircraft is between
1000 and 250 feet altitude on approach to, or between 250 and 1000 feet
from the preselected altitude or deviation from that altitude.
The failure warning OFF flag appears if any of the following conditions
exist:
(1) Absence of 26 Vac nput power
(2) Internal power supp’y failure
(3) Absence of external 28 V dc air data signal valid input.
22=14-00
Page 198.27/198.28
Jun 15/82
+S7-ER+’f
FLIGHT SYSTEMS
fl:~N;:~ANcE
BEECHKINGAIR
AVIONICS
DIVISION
J1
(H)
s m
5 VAC I
I(c) LIGHTING
LIGHTING .
T I e
{
CHASSISGND K I
<l
I {+)
+28VDC VALID w I +
I FAILURE
u I(H} MONITOR
~~ —.
1
26VAC,400Hz I POWER
INPUTPOWER Ilr\ SUPPLY
{ V4”
COARSEALTITUDE
L
I I
DC SIGNAL
[BAROCORR)
FINEALTITUDE
ERROROUTPUT I Cos
(BAROCORR) 8
{ I J1
AUDIO ALERT
N GND
ALTITUDE I >
FINEALTITUDE I DETECTION I
RESOLVER AND P
WARNING
1 LIGHTGND
INPUT Q WARNING t
(BAROCORR) CIRCUIT
FINE
I
ALTITUDE
ERRORCOMMON
c+-
I I
I
I
1
i
l=3E7’FND
I =
1
COARSEALTITUDE
GND REF
L–-—
I la -?-----mlm I
PI
ALTSET
SIGNALGND I COUNTER
I
I I
I I I
I I ALTSET
.—’ I
-— I CRANK/KNOB
COARSEALTITUDE
+15VDC REF
~-----Q ~217
AL-245 Altitude Alert Control ler

91ock Diagram
Figure 152
22-14-00
Page 198.29
Jun 15/82
+-=”ERY FLIGHT SYSTEMS
~~fi~~ANcE
BEECHKINGAIR
AVIONICS
DIVISION
5. E. VN-212 VNAV Computer/Controller (See figures 153 and 154, and table 124. )
& /
25744-RI
VN-212 VNAV Computer/Controller

Figure 153
Length ... ...... .● * ..* . . . . . . . * 10.53 in. (267.5 mm)

● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Width .. .. .. .* * ...... ........, .* ,.... 3.37 in. (85.6 mm)

● ● ● ● ● ● ● ● ● ● ● ●
Height ... .. . * .
● ● .● ● . . . . 1.65 in. (41.9 mm)
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Weight (maximum) ● ● ● ● ● .* ● ● ● *.. ● ● .. ● ● . ● ● .... ● ● ● .., ● ● ● ● .. 2.5 lb (1.14 kg)
Power Requirements:
Primary ....................................... 115V, 400Hz, 16VA

Lighting ..... . .. .. . c ...
● ●.. ...... .. 5Vacordc,2VA
● ● ● ● ● ● ● ● ● ● ● ● ●
Mating Connector:
J1 . +*.
● ● ● ● ● . *
● ● ● ● ● ● b. * .● ● ● ● ● ● ● ● ● ● ● . .
● ● ● . ● ● ● .. ● ● ● . ● JT06RE16-35S(SR)

Leading Particulars
Table 124
The VNAV Computer/Controller (VNCC) provides data insertions and displays

for altitude alerting, altitude preselect, and VNAV mode.
Altitude is selected by placing the selector switch to ALT and slewing to

the desired value, and the ALT SEL button selected on the Mode Selector
will initiate altitude preselect. To utilize the VNAV computation
capability of the VNCC, the pilot must set the station elevation, to-from
distance, and vertical angle after selecting the desired altitude.
22-14-00
Page 198.30
Jun 15/82
+
>T4ER<V
FLIGHT SYSTEMS
~~kfi~~ANcE
BEECHKINGAIR
AVIONICS
DIVISION
lJ1
1
23,22 ALT AND VERT ERROR VALID
lJ1 ~- I
1
TO/FROM 1 I
TO/FROM 30 [ . m } 17, 18 ALT ALERT HORN AND LIGHT
I POWER READY
m
1,
20 ALT ERROR <1000 FT GND (KALT)
POWER
SUPPLY ONE-SHOT I
m 24 TO/FROMNULL GND
CARD
Al
RANGE VALID
D
CLK 1,2,4,5
m * 1
r==
I 3.
DIGITDEC DRIvE
RANGE VALID 33 DIGITAL
4
ALT AND VERT ERROR VALID
“D o
VANG
DASH AND DEC POINTDRIVE
POTVOLTAGES
m
w
TO BIAS STAEL
VNAV MODE GND a DISPLAY
CARD
FROM BIAS A4
RNAV MODE GND < ANALOG
CARD
I AIDCOMP A3 TO BIAS
AIRDATA VALID a
-1 #
DC COARSEALT REF 14 <! *

SLEW RATE
RANGE 34 * I
DC COARSEALT 37 ●
40,
FINEALT
(SINAND COS) 41 ‘d m
AIRDATA AC REF 38 <’ * I

) 25,27 ALT AND VERT ERROR
25866
VN-212 VNAV Computer/Control 1er

61ock Diagram
Figure 154
22-14-00
Page 198.31/198.32
Jun 15/82
+==dER<y ::~~:~ANcE
AVIONICS DIVISION
22-14-00
Page 198.33
Jun 15/82
+=j7-ERaY ~~y:~ANcE
AVIONICS DIVISION
6. Servos
A. SM-200 Servo Drive and SB-201 Bracket. (See figures 155 and 156, and
tables 125 and 126. )
The Servo Drive translates electrical inputs into a clutched rotational

mechanical output. This assembly, with a spline output on the clutch,
mates with the drum and bracket assembly. Tachometer rate and synchro
position signals are fed back to the autopilot computer servo amplifier.
The drum and bracket unit is bolted to the aircraft structure and
connected in parallel to the aircraft primary control rigging through
cables.
m 2215
SM-200 Servo Drive and SB-201 Bracket

Figure 155
22-14-00
Page 198.34
Jun 15/82
q}sTER<y FLIGHT SYSTEMS
~ &~~f&CE
BEECHKINGAIR
AVIONICS DIVISION
Length ........................................ 8.825 in. (224.3 mm)

Width ... . . .. .. .● ● . * .
● . . . . .0
● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● 5.065 in. (128.8 mm)
Height .... . * ...... ....., .. ..... .......
● ● ● ● ● ● ● ● ● 3.97 in. (100.8 mm)
Weight (maximum) .......0.. .0.0..0... ..000.... eo**.e* ● ● 5.6 lb (2.54 kg)
Power Requirements:
Clutch ...... ............ ... ..

● ... . .b........... 28 V dc
● ● ● ● ● ● ● ● ● ● ● ●
Motor Stall ... .. .. ...... .. ........... .*... *. 28V dc, 56W

● ● ● ● ● ● ● ● ●
Synchro ... .. .. . . ... .● ●.. ....,. . 26 V, 400 Hz, 1 VA

● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Stall Torque .......................................... Up to 1601b-in.
Mating Connector:
J1 ● ● .. *.....
● ● ● .. ..● ● ● ... . . . *.........**. .*..
● ● ● ● ● PT06E-14-19S(SR)
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount
SM-200 Servo Drive and SB-201 Bracket

Leading Particulars
Table 125
Power Synchro Clutch Clutch

Dash No. Gear Ratio Gear Ratio Hi Pin Low Pin
-904 27.5:1 151.1:1 F G

-906 38.9:1 151.1:1 F J
-910 54.5:1 315.2:1 G J
-913 68.8:1 315.2:1 H J
-914 18.6:1 151.1:1 G H
SM-200 Servo Drive

Dash No. Differences
Table 126
22-14-00
Page 198.35
Jun 15/82
~[ FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
—— ——— — ——— ——
..
JI
r-
, SERVO OR IVE ASSEMBLY POWER LOOP 1
F 4.
xl
BRN 1] CLUTCH
I I
r
FOUR INPUT PINS ON
+ VOLTAGE
CLUTCH [ ORN CONNECTOR J1 ARE
1,
EXCITATION G PROVIOED FOR CLUTCH I
fCONTROLLEO BY EXCITATION, BUT ONLY
‘1
I
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Figure 156 22=14-00
Page 198.36
Jun 15/82
+STAER<Y
FLIGHT SYSTEMS
ti:~;:fANcE
BEECHKINGAIR
AVIONICS DIVISION
SECTION 3
SYSTEM OPERATION
1. General
This section describes the operation of the System by separating it into

three subsystems: Flight Director Functional Description, paragraph 3;
Autopilot Functional Description, paragraph 4; and Compass System Functional
Description, paragraph 5. A table listing the system limits is contained in
paragraph 2.
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AVIONICS
DIVISION
2. System Performance/Operating Limits
The system performance/operating limits for the System are presented in table
201. All limits listed have a tolerance of *1O percent.
Mode Control or Sensor Parameter Value
A/P A/P Engage Engage Limit Roll: Up to 45 deg

Pitch: Up to 20 deg
Y/D Y/D Engage Engage Limit Up to 45 deg left or

right bank
Basic A/P TCS Roll Control Limit Up to 40 deg Roll
Pitch Control Limit Up to 15 deg Pitch
Turn Knob Roll Angle Limit 30 deg
Roll Rate Limit 5.5 deg/sec
Pitch Wheel Pitch Angle Limit 25 deg Pitch
Head ing Heading SEL Knob Roll Angle Limit 22.5 deg
Select
Roll Rate Limit 3 deg/sec

5.5 deg/sec with TTL
VOR or Course Knob and VOR Capture:

VORAPR NAV Receiver Beam Intercept Angle Up to t90 deg
(HDG SEL)
Capture Point Function of DME,

Beam, Beam Rate, and
Course Error
Min Trip Point
t30 mv dc
Max Trip Point
*175 mV dc
Roll Angle Limit 22.5 deg
Roll Rate Limit 5.5 deg/sec VORAPR

3.0 deg/sec VOR
System Performance/Operating Limits

Table 201
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FLIGHT SYSTEMS
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BEECHKINGAIR
AVIONICS
DIVISION
VOR or Course Knob and Course Cut Limit 30 deg Course VOR APR
VORAPR NAV Receiver During Capture 45 deg Course RNAV
(cent) or VOR
VOR On Course:
Roll Angle Limit 17 deg
Roll Rate Limit 5.5 deg/sec VORAPR

1.0 deg/sec VOR
Crosswind Up to 30 deg
Correction Course Error in VOR
APR, 45 deg in VOR
Over Station:
Course Change Up to 30 deg
Roll Angle Limit 17 deg
Roll Rate Limit 3 deg/sec
APR or BC Course Knob and LOC Capture:

NAV Receiver Beam Intercept Angle Up to 90 deg
(HOG SEL)
Capture Point Function of Beam,

Beam Rate, and
Course Error
Min Trip Point
*6O mv dc
Max Trip Point
*175 mV dc
Roll Angle Limit 22.5 deg
Course Cut Limit 30 deg Course

During Capture

Table 201 (cent)
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BEECHKINGAIR
AVIONICS
DIVISION
APR or BC Course Knob and LOC on-Course:

(cent) NAV Receiver Roll Angle Limit 17 deg
Crosswind Up to 30 deg
Correction Course Error
LOC Gain Programming Function of time and

TAS; Start at LOC 11
APR NAV Receiver Glide Slope Capture:

Capture Point 35 mV at 150 knots
10 mV Hysteresis
2 sec Lag on Trip
Beam Rate TAS
Programmed
Pitch Command Limit 10 deg
Glide Slope Damping Vertical Acceleration
Pitch Rate Limit: f (TAs)
NAV Receiver GS Gain Programming Function of Time and

First Stage TAS; Starts at LOC 11
Gain Reduction =
1 to 0.33
Second Stage Function of Middle

Marker or RA < 250 ft
Gain Reduction =
0.33 to 0.13
GA Control Switches Fixed Flight Director 7 deg nose up

on Throttles Pitch-Up Command;
(Disengage A/P) Wings Level in Roll
Pitch Sync TCS Switch Pitch Attitude 20 deg Maximum

Depressed Command

Table 201 (cent)
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FLIGHT SYSTEMS
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BEECHKINGAIR
AVIONICS DIVISION
/
ALT HoId ADC ALT Hold Engage o to 50,000 ft
Range
ALT Hold Engage *3O ft

Error
ADC Pitch Limit 20 deg
Pitch Rate Limit f (TAs)
VS Hold ADC VERT Speed Engage O to t6000 ft/min

Range .
VERT Speed Hold f30 ft/min

Engage Error
Pitch Limit 20 deg
IAS Hold ADC IAS Engage Range 80 to 450 knots
IAS Hold Engage t2 knots

Error
Pitch Limit 20 deg

Table 201 (cent)
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AVIONICS
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ALT ADC and Altitude Preselect Capture o to 50,000 ft

Preselect Alert Controller Range
or VNAV Computer/
Controller Maximum Vertical i6000 ft/min
Speed for Capture
Maximum Gravitational
Force During Capture *o.3g
Pitch Limit 20 deg
Maximum Altitude 225 ft

Capture Error
VNAV Air Data Computer, Altitude Range Path o to 50,000 ft

DME, VNAV Angle Range t6.O deg
Computer/ Elevation Range o to 10,000 ft
Controller Bias Range 99 miles from VOR/
TAC or waypoint
Pitch Limit 20 deg

Table 201 (cent)
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+57ER+Y FLIGHT SYSTEMS
WKHANCE
BEECHKINGAIR
AVIONICS
DIVISION
3. Flight Director Functional Description
A. General
Paragraph 3.B. discusses conditions and functions that are referred to in

the discussions of each mode of operation in paragraph 3.C. Paragraph
3.C. discusses the signal flow through the Flight Director Computer for
each flight path mode. Figures 202 through 210 (for a 4-inch instrument
system) and figures 213 through 220 (for a 5-inch instrument system) are
simplified diagrams that show the unit signal path and interconnect wiring
for the applicable selected mode. They are used in conjunction with
figure 201 or 212 which is a simplified diagram of the mode selection
logic.
Figure 211 or 222 is a simplified diagram for the warning flags and bar
bias and figures 223 and 224 show annunciator and display dimming
interconnect.
B. Control Functions
(1) Lateral Beam Sensor (LBS)
When flying to intercept the VOR or LOC beam in the heading select
mode, the LBS is controlled by the following signals. The magnitude
and polarity of the airspeed programmed course error signal is
compared with the DME gain programmed beam deviation signal. In the
LOC mode, the course error is compared with the beam deviation
signal and rate of crossing the beam to determine the LBS trip
point.
When the LBS trips, the flight director commands a turn toward the
desired VOR radial or runway at the optimum point for a smooth
capture of the beam. If the intercept angle to the beam center is
very shallow, the LBS would not trip until the aircraft was almost
on beam center. For this reason, an override on the LBS occurs when
the beam deviation reaches a specified minimum. The minimum beam
sensor trip point for VOR or VOR APR mode is *3O mV. In the LOC
mode, the minimum trip point is *6O mV. In all modes, the maximum
LBS trip point is *175 mV.
(2) NAV On Course (NOC)
The NOC is defined as: LBS tripped, course error less than 22.5
degrees and bank angle less than 6 degrees or 2 minutes after LBS
trips. In the VOR APR mode, the course error, bank angle, and less
than 75 mV beam deviation must exist simultaneously for 20 seconds
for NOC to latch up. In VOR, LOC, BC, and APR modes, the course
error and bank angle conditions must exist simultaneously for 0.5
second for NOC to latch up. When in the NOC submode, the maximum
bank angle commanded is 17 t 2 degrees. NOC starts the crosswind
washout function in the flight director computer.
When in the RNAV mode (7J1A-47 grounded), NOC can be reset by

applying the RNAV staging ground at 7J1A-26.
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Jun 15/82
AVIONICS DIVISION
3. B. (3) Over Station Sensor (0SS)
The 0SS senses the beam rate noise in the zone of confusion over the
VOR station. After the NOC submode is established, the 0SS submode
is armed. In the VOR mode, if the beam deviation rate reaches a
predetermined level (8 mV of deviation per second with deviation
greater than 75 mV), the 0SS trips. 0SS removes the radio beam
deviation from the flight director roll command output. In the VOR
mode, the beam deviation is removed until the beam deviation has
decreased below the trip point for 20 seconds. In the VOR APR mode,
if the DME is valid and less than 1.5 nautical miles and if=, the
beam deviation rate must reach 4 mV/sec with a deviation greater than
30 mV for 4 seconds for the 0SS to trip. If the DME is not valid,
0SS is the same as the VOR mode.
(4) After Over Station Sensor (AOSS)
AOSS is the period between the loss of 0SS and the occurrence of
NOC.
(5) Vertical Beam Sensor (VBS)
The vertical beam sensor is armed when the radio is tuned to a LOC
frequency, the LOC receiver is valid, and the LBS has tripped. The
VBS trips as a function of vertical speed, TAS, and glide slope
deviation. When the vertical rate is zero and TAS is 150 knots, the
VBS will trip at 30 mV of glide slope deviation. This will reset the
previously selected pitch mode and change aircraft attitude to
smoothly capture the glide slope beam.
In the back course (BC) mode, the VBS is locked out when BC is
selected. If the back course approach has a glide slope beam,
selecting APR after selecting BC will arm the system to fly that
glide slope beam.
When capturing from above the beam, the aircraft must be descending
at a rate that will create a suitable intercept angle.
(6) Localizer Gain Programming (LOC II)
For front course ILS approaches, this submode is armed after the LBS
has tripped and NOC is engaged. With a valid radio altimeter, LOC 11
engages when the radio altitude is less than 1200 feet. If the
altimeter is not valid, LOC II engages at approach capture.
If the radio altimeter is not valid and an approach mode has not been
selected, LOC I starts as a function of NOC”and TTL.
For back course approaches, this submode is armed after LBS has
tripped and NOC has been established. With a valid radio altimeter,
operation is as described for front course approach. If the radio
altimeter is no valid, LOC 11 starts when NOC has been established.
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AVIONICS
DIVISION
(7) Glide Slope On Course (GSOC) and (GSOC+15)
Glide slope on course is established when the VBS has tripped, glide
slope is valid and LBS has tripped. At GSOC, a signal is applied to
transition the aircraft from the existing flight path to the flight
path necessary to fly the glide slope beam. After 15 seconds
(GSOC + 15), this signal is removed and the glide slope deviation
gain is increased.
3. B. (8) G1 ide S1ope Gain Programming
(a) First Stage Gain Programming
First stage gain programming starts after the VBS trips, when
LOC II is engaged.
(b) Second Stage Gain Programming
After the VBS trips, the second of gain programming is armed.

When the radio altimeter is valid, the second stage is engaged
when the radio altitude is less than 250 feet. If the radio
altimeter is not valid, the second stage is engaged when the
middle marker signal is received.
(9) True Airspeed (TAS) Function Generator
An approximation of TAS is calculated as a function of altitude and

indicated airspeed. This function is used to program heading select
error, course select error, air data commands, pitch rate limit, and
ILS gain programmers. If the air data computer is not valid, the
TAS programmer reverts to a fixed airspeed.
(10) Distance Measuring Equipment (DME) Gain Programmer
This function optimizes RNVOR or VOR APR operation by changing the

gain of the radio signal as a function of DME distance to the VOR TAC
station. The DME programmer reverts to a fixed gain level and
remains there if the DME is invalid, DME is placed in the DME HOLD
configuration, or the RNAV mode is selected.
(11) ADI Single Cue or Command Bars
When a command signal is applied to the cue input, the cue will move
CW or CCW (roll) or up or down (pitch) and the bar will move left or
right (roll) or up or down (pitch). This provides the required
command to allow the pilot to maneuver the aircraft in the proper
direction to reach the desired flight path.
If the information required to fly the desired flight path becomes

invalid, the cue or command bar is biased from view.
A roll mode must be selected before the single cue will be in view.
If only a roll mode is selected, pitch command will be pitch attitude
hold.
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AVIONICS DIVISION
3. c. F1ight Di rector Mode F1ow Description
NOTE : During the following mode discussions, any

reference to the ADI eyebrow mode annunciators
only applies for systems using the 5-inch
AD-650 Series ADI.
(1) Heading Select Mode (HDG) (See figure 202 or 213.)
The heading select mode is selected by pressing the HDG button on

the mode selector. The HDG button illuminates when the mode is
engaged, HDG is annunciated on the ADI eyebrow. Heading select will
override and reset other previously selected lateral modes. The
heading error signal represents the difference between the fixed
heading index and the selected position of the heading “bug” on the
HSI.
The error signal from the HSI is applied to the flight director
computer, demodulated, programmed to increase gain as a function of
increasing TAS and applied to the bank angle limiter. The normal
bank angle limit is 22.5 degrees.
Heading select error signal is limited to a 3-degree-per-second roll

rate (5.5 degrees per second with receiver tuned to localizer
frequency) and sent as roll command to the autopilot computer. This
signal is also summed with a demodulated roll signal from the
vertical gyro. The resultant command from this summation is applied
to the roll cue of the ADI. This is the signal used by the pilot to
fly to the desired heading. If the signal sources of the command
signal become invalid, roll bar bias is applied to bias the roll
command cue out of view.
(2) Go-Around Mode (GA) (See figure 202 or 213.)
This mode is selected by pressing a control wheel or throttle-

mounted GO AROUND switch. This cancels any previously selected
pitch or roll mode. The go around logic switch opens removing all
roll command signals from the ADI cue. The vertical gyro signal
remains to drive the roll command input to the ADI. It will provide
a wings-level command to the ADI roll cue. After go around has been
selected, any roll mode can be selected. This selection will cancel
the wings-level submode of go around but still leave the fixed climb
attitude. Go around can be cancelled by selecting another pitch
mode, pressing TCS, or engaging the autopilot.
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Page 210
Jun 15/82
AVIONICS DIVISION
3. c. (3) VOR Mode (NAV CAP) (See figure 203 or 214. )
The VOR mode is selected by pressing the NAV button on the flight
director mode selector with the navigation receiver tuned to a VOR
frequency. When outside the lateral beam sensor (LBS) trip point,
the HDG mode is automatically selected. The HOG mode is used to
intercept the desired VOR radial. At this time, HDG and NAV ARM
modes are illuminated on the mode selector and HDG is illuminated on
the ADI. When reaching the LBS trip point, the system automatically
switches to the VOR mode. The HDG and NAV ARM annunciators are
turned off and the NAV CAP mode is illuminated on the mode selector.
On the ADI, HDG turns off and NAV is illuminated. The flight
director computer now provides a command to intercept and track the
desired VOF?radial.
The desired VOR radial is set on the course select pointer on the
HSI. The course error signal represents the difference between the
fixed heading index and the selected position of the course select
pointer on the HSI. This signal is demodulated, programmed to
increase gain as a function of increasing TAS, and summed with the
radio deviation signal. Radio deviation, from the navigation
receiver, is gain programmed as a function of DME distance from the
VOR The resultant of the summing of course error and radio
station.
deviation signals is applied to the course cut limiter. This signal
will be limited to a level that will result in a maximum course cut
angle of 45 degrees to the desired VOR radial after the LBS trips.
At this time, the bank angle limit is 22.5 degrees and the roll rate
limit is 3 degrees per second. Signal flow from the rate limiter is
as described in the HDG mode.
At NOC, bank angle limit is reduced to 17 degrees, roll rate limit

is 1 degree per second, additional filtering is provided to minimize
tracking beam noise and course error is washed out to eliminate any
steady-state course error in the presence of crosswind, thereby
preventing beam standoff. Signal outputs from the rate limiter
function as described in HDG mode.
When passing over the VOR station, the 0SS circuit removes the radio
deviation signal from the flight director command output until the
deviation signal is no longer erratic. While over the station,
course changes are made by selecting a new course on the HSI. If the
NAV receiver is not valid prior to the capture point, the LBS will
not trip and the system remains in the HDG mode. After capture, if
the NAV receiver, compass data, or vertical gyro goes invalid, the
roll command cue will bias from view. The flight director computer
will remain in the NAV mode. A momentary loss of NAV receiver valid
will turn off NAV CAP on the mode selector and NAV on the ADI
eyebrow. When the NAV valid signal is restored, these lights are
again illuminated. With the loss of NAV CAP, lateral mode logic is
removed and the autopilot reverts to automatic wings leveling. When
NAV CAP is restored, the autopilot will again fly the roll command.
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FLIGHT SYSTEMS
&~~~fANCE
BEECHKINGAIR
AVIONICS DIVISION
3. c. (4) VOR Approach Mode (VOR APR CAP) (See figure 2U3 or 214. )
The VOR approach mode is selected by pressing the VOR APR button on
the flight director mode selector with the navigation receiver tuned
to a VOR frequency. Outside the LBS trip point, HDG and VOR APR ARM
are illuminated on the mode selector and HDG is illuminated on the
ADI eyebrow. At capture, HDG and VOR APR ARM turn off and VOR APR
CAP illuminates on the mode selector. HDG turns off and NAV and APR
annunciators are illuminated on the ADI eyebrow. The mode operates
as previously described for the VOR mode. Gains are optimized for
approach, crosswind washout is much faster in this mode, and the
course cut limit is reduced to 30 degrees.
(5) Local izer Mode (NAV CAP) (See figures 204and” 2050r215and 216.)
The localizer mode is selected by pressing the NAV button on the

flight director mode selector. The navigation receiver is tuned to
a local izer frequency and the HSI course select is set to the
published front course for the ILS~ Operation outside the LBS trip
point before beam capture is as described for the VOR mode. At the
LBS trip point, NAV CAP is illuminated on the mode selector and the
HDG and NAV ARM annunciators are off. On the ADI eyebrow, HDG turns
off but NAV and APR annunciators are illuminated.
The course error signal is gain programmed as a function of

calculated true airspeed and summed with radio deviation from the
lateral gain programmer. The resultant summed course error and
radio deviation signal is course cut limited to 30 degrees bank
angle and roll rate limited. The crosswind corrected course error
and radio deviation signal, before summation with roll attitude, is
routed to the autopilot computer.
At NOC, bank angle limit is reduced to 17 degrees, roll rate limit

remains at 5.5 degrees per second, and additional filtering is
provided to minimize tracking beam noise. Course error is washed
out at a much faster rate than the VOR mode to quickly eliminate any
steady-state course error in the presence of crosswind, thus
preventing beam standoff. Siqnal outputs from the rate limiter
function as described above. - “
Gain programming is controlled by the LOC II submode. When LOC II

is established, gain is reduced from 100 to 50 percent as a function
of time and airspeed. Also, at LOC II, lagged roll is summed with
the signals to improve lateral control damping.
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Page-2E2
Jun 15/82
+S7-ER+Y
FLIGHT SYSTEMS
ti:lW.f~ANCE
BEECHKINGAIR
AVIONICS
DIVISION
3. c. (6) l__;a~];e; Approach Mode (NAV CAP) (See figures 204 and 205 or 215
.
The local izer approach mode is used to make a full ILS approach.
The approach mode is selected and the localizer and glide slope
modes are armed by pressing the APR button on the mode selector with
the navigation receiver tuned to an ILS frequency. When outside the
lateral beam sensor trip point, the heading mode is automatically
selected; the roll cue on the ADI receives a heading select command
as described in the heading select mode; and, HDG mode illuminates
along with the NAV ARM and APR ARM annunciators on the mode
selector. HDG annunciator is illuminated on the ADI. When reaching
the lateral beam sensor trip point, the system automatically
switches to the APR mode, HDG and NAV ARM annunciators extinguish,
and NAV CAP illuminates on the mode selector. HDG extinguishes and
NAV and APR annunciators illuminate on the ADI.
The course error and radio deviation signals are processed the same
as previously described for the local izer mode.
(7) Back Course Mode (BC CAP) (See figure 204 or 215.)
This mode is selected by pressing the BC button on the flight

director mode selector with the navigation receiver tuned to a
localizer frequency. Outside the LBS trip point, the heading select
mode is engaged with back course armed. The HDG and BC ARM
annunciators are illuminated on the mode selector and HDG is
illuminated on the ADI eyebrow. The HSI course select is set to the
published front course for the ILS. Selection of back course
reverses the course error and radio deviation signals for proper
back course approach response. At beam capture, HDG and Bc ARM turn
off and BC CAP illuminates on the mode selector. On the ADI
eyebrow, HDG turns off and BC is illuminated.
Back course operates the same as the localizer mode previously

described. The radio deviation signal is attenuated to compensate
for the narrowness of the BC beam.
Glide slope capture is locked out when the BC mode is selected. If

the airport has a glide slope beam , it can be engaged by selecting
APR after BC has been selected. This will bring the GS deviation
into view on the indicators. The flight director computer will then
accept back course local izer and glide slope signals.
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Page 213
Jun 15/82
+===YFLIGHT SYSTEMS M~~yfANcE
BEECHKINGAIR
AVIONICS
DIVISION
3. c. (8) Pitch Hold Submode (See figure 206 or 217. )
This submode is engaged by selecting any roll mode on the flight

director mode selector, without selecting any pitch mode. No
annunciators are illuminated to announce this submode.
The vertical gyro input signal is synchronized before any mode is

engaged. When only a lateral mode is selected, the synchronizer
retains the pitch attitude to provide the pitch hold function. The
output signal is applied to the pitch limiter and is then summed
with the vertical gyro signal. At engagement, these signals cancel
each other so the cue goes to the null position on the ADI. If the
aircraft changes attitude, an error signal is applied to the ADI to
command a return to the original attitude.
When a pitch mode is selected, the synchronization circuit operates

as a pitch attitude washout. This eliminates standoff from desired
position due to long-term attitude changes.
(9) Altitude Hold Mode (ALT) (See figure 206, 207 or 217.)
This mode is selected by pressing the ALT button on the flight

director mode selector. Selecting ALT will reset any previously
selected pitch modes. ALT is illuminated on the mode selector and
the ADI eyebrow. Once engaged, the mode will be reset if the air
data computer is not valid. The pitch cue will bias from view if the
VG is not valid.
After engagement, any departure from the engaged altitude results in

an error signal from the air data computer. This error signal is
programmed to decrease the gain or rate limit as a function of TAS.
This signal, out of the rate limiter, is sent to the autopilot
computer. It is also summed with the washed out vertical gyro
signal, displacement limited, summed with the vertical gyro signal,
amplified, and sent to the pitch cue of the ADI.
For all models except Model 200, the altitude rate signal is
amplified to provide a dampening signal. This signal (IVV) is scaled
for proper response on a given aircraft and summed with the altitude
error signal.
For Model 200 an absolute roll signal is applied to the versine

circuits to provide acceleration compensation in turns. This versine
signal cancels the radial acceleration output of the normal
accelerometer. The resultant signal is summed with the altitude rate
damping signal from the air data computer. This signal (IVV) is
scaled for proper response on a given aircraft and summed with the
altitude error signal. The complementary filter signal is included
in this summation to reduce the effects of static source reversals
due to pitch attitude changes.
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Page 214
Jun 15/82
#:~NuT~~ANCE
lr FLIGHT SYSTEMS BEECHKINGAIR

AVIONICS DIVISION
When Touch Control Steering (TCS) is activated, the versine and

dampening signals are removed, rate limiter is shorted out, vertical
gyro washout is synchronized to the existing attitude, and the
altitude hold mode in the air data computer desynchronizes to the new
altitude. Any error signal existing when TCS is pressed is washed
out in about 5 seconds. When the TCS button is released, the system
operates as previously described.
If the ADC becomes invalid, the TAS gain programmer reverts to a

fixed airspeed. If the BARO setting on the barometric altitude
indicator is changed, a command is generated to fly the aircraft back
to the original altitude reference.
3. C. (10) Vertical Speed Hold Mode (VS) (See figure 206, 207, or 217. )
This mode is selected by pressing the VS button on the flight

director mode selector. This action will reset any previously
selected pitch mode. VS is illuminated on the mode selector and the
VRT annunciator is illuminated on the ADI eyebrow. Once engaged, the
mode will be reset if the air data computer is not valid. The pitch
cue will bias from view if the vertical gyro is not valid.
When VS is selected, a logic ground is supplied from the flight

director computer to the air data computer to engage the mode. If
the aircraft departs from the engaged vertical speed, an error signal
is sent to the flight director computer. This signal follows the
path described for the altitude hold signal with one exception. In
the VS mode, the lift compensation, accelerometer, and altitude rate
damping signals are not used.
Anytime the pilot desires to modify his existing vertical speed,

pressing the TCS button will operate in the same manner as the Alt
Hold mode.
(11) Indicated Airspeed Hold Mode (IAS) (See figure 206, 207 or 217. )
This mode is selected by pressing the IAS button on the flight

director mode selector. This resets any previously selected pitch
mode. IAS is illuminated on the mode selector and SPD annunciator is
illuminated on the ADI eyebrow. Once engaged, the mode will reset if
the air data computer is not valid. The pitch cue will bias from
view if the vertical gyro is not valid.
When IAS is selected, a logic ground is supplied from the flight

director computer to the air data computer to engage the mode.
If the aircraft departs from the engaged airspeed, an error signal is

applied to the flight director computer. This signal bypasses the
TAS gain programmer and is applied to the pitch rate limiter. From
this point, the signal path is the same as previously described in
the ALT mode.
22-14-00
Page 215
Jun 15/82
+==dER<y
FLIGHT SYSTEMS
~~~yfANcE
BEECHKINGAIR
AVIONICS
DIVISION
The flight director computer automatically switches from IAS to the
Mach mode when the At Altitude ground is applied to the computer.
Removal of this ground switches the flight director computer from
Mach to the IAS mode.
3. C (12) Glide Slope Approach Mode (APR CAP) (See figure 208, 209 or 218. )
This mode is selected by pressing the APR button on the flight

director mode selector with the navigation receiver tuned to a
localizer frequency. Glide slope capture is inhibited until the
localizer has been captured. When APR is selected and the VBS has
not been tripped, APR ARM and any previously selected pitch mode is
illuminated on the mode selector. The previously selected pitch
mode is also illuminated on the ADI eyebrow. After the localizer
has been captured, the system automatically captures the glide slope
beam when the VBS trips. At that time, APR ARM and previously
selected pitch modes are reset and APR CAP illuminates on the mode
selector. On the ADI eyebrow, any previously selected pitch modes
are reset and GS and APR are illuminated. If the glide slope
receiver is not valid prior to capture, the vertical beam sensor
will not trip and the system will remain in the pitch mode. After
capture, if the glide slope receiver or vertical gyro becomes
invalid, the pitch command cue will bias out of view. A momentary
loss of glide slope receiver valid will turn off the APR CAP
annunciator on the mode selector. When the valid signal returns, APR
CAP is again annunciated.
The glide slope deviation signal is applied to the GS gain

programmer. The output of GS gain programmer is maximum (100 percent
gain) at beam capture. Glide slope capture is determined by summing
the GS deviation signal with TAS and IVV simals. TAS and IVV is
applied for 15 seconds through switch GSOC + 15 EOFF. When the sum
of these signals equals zero the VBS trips. During this 15 second
duration, the TAS and IVV signals program the GS deviation to command
the aircraft to transition from level fliqht to fly the glide slope
beam. After 15 seconds, the GSOC + 15 EOFF switch opens and both
GSOC + 15 EO switches close to reduce the gain of the GS deviation
signal from the capture to the control phase and to add a damping
signal to improve glide slope tracking. This combined signal is then
programmed to decrease the rate limit as a function of increasing
TAS. From the rate limiter, a displacement and integral signal is
supplied to the autopilot computer. The other output from the rate
limiter is summed with washed out vertical gyro to eliminate any
tendencies for beam standoff due to steady state attitude changes,
displacement limited, summed with vertical gyro, amplified, and
applied to the pitch cue in the ADI. This provides a command to
smoothly track the glide slope beam.
At LOC II, the glide slope deviation signal is first-stage gain

programmed as a function of time and TAS, and starts at the 1200-foot
radio altimeter (RA) trip point with the RA valid. The gain is
reduced from 1 to 0.33. If the RA is invalid, glide slope gain
programming is initiated after glide slope capture and NOC.
22=14-00
Page 216
Jun 15/82
MAINTENANCE
MANUAL
AVIONICS DIVISION
The second stage of glide slope gain programming begins at an

altitude of 250 feet when the radio altimeter is valid. The glide
slope signal is programmed to a gain of zero at zero radio al~itude.
This is a linear reduction from gain of 0.33 at 250 feet of radio
altitude. If the radio altimeter is invalid, the second stage gain
programming is triggered by the middle marker signal. In this case,
the gain reduces from 0.33 to 0.13 and remains at the 0.13 level.
The rate of gain reduction for both stages is controlled by time and
true airspeed in addition to the radio altimeter or middle marker
input signals.
3. C. (13) Go-Around Mode (GA) (See figure 208, 209 or 218.)
When the go-around mode is initiated by pressing the GA button on

the control wheel or throttle handle, the GA logic switches change
state. This opens the signal path from the pitch rate limiter,
disables the pitch attitude washout circuit and inserts a voltage
representing a fixed pitch up command. This signal, applied to the
pitch cue on the ADI, commands the pilot to pull the nose of the
aircraft up to the fixed go-around angle.
(14) Altitude Preselect Mode (ALTSEL CAP) (See figure 210 or 219.)
The desired altitude is selected on the Altitude Alert Controller or

VNAV Computer/Controller. This mode is selected by pressing the ALT
SEL button on the flight director mode selector. Another pitch mode,
VS, IAS, MACH, or PITCH HOLD is selected to fly the aircraft toward
the selected altitude. When outside the altitude bracket point, ALT
SEL ARM and the engaged pitch modes are illuminated on the mode
selector. The engaged pitch mode annunciator is illuminated on the
ADI eyebrow.
When reaching the bracket altitude, the system automatically switches

to ALT SEL CAP and the previous pitch mode is cancelled. At this
time, ALT SEL CAP is illuminated on the mode selector and VRT
annunciator is illuminated on the ADI eyebrow. As the aircraft
reaches the selected altitude, ALT SEL CAP is cancelled and ALT is
engaged. The ALT SEL CAP on the mode selector and VRT annunciator on
the eyebrow are turned off; then ALT is illuminated on the mode
selector and on the ADI eyebrow. If the air data computer is not
valid, the altitude preselect mode cannot be selected. The command
cue will bias out of view if the vertical gyro is not valid.
The error signal, representing the difference between selected and

actual altitude, is applied to the flight director computer from the
Altitude Alert Controller or VNAV. The bracket detector is armed by
a ground from the Altitude Alert Controller or VNAV. When the
bracket detector trips, the error signal is applied to the TAS
programmer and the gain is decreased as a function of increasing TAS.
The error signal is summed with the versine signal, the accelerometer
and altitude rate damping signals before being gain programmed. The
programmer output is rate limited as a function of TAS and applied
22-14-00
Page 217
Jun 15/82
+S=-ER<Y ~~~fi~~ANCE
AVIONICS
DIVISION
as an output to the autopilot computer. It is also summed with

washed out pitch attitude and displacement limited. Then it is
summed with the vertical gyro signal, amplified, and applied to the
ADI to drive the pitch cue. This provides the command to capture
the selected altitude.
After ALT SEL CAP and before going into ALT hold, any change of
preselected altitude will result in ALT SEL mode reverting back to
ARM .
(15) Vertical Navigation Mode (VNAV) (See figure 220. )
To utilize the VNAV capability of the VNAV Computer/Controller

(VNCC), the pilot must set ‘selected altitude, station elevation, and
TO-FROM offset from the station.
The altitude is selected by placing the selector switch to ALT and

slewing the display to the desired altitude. The STAEL switch
position is selected and the station elevation is set on the display
by rotating the set knob. Resolution is 100 feet. The TO or FR
position is selected and the distance ahead of, or beyond the VOR
(along track offset) is set. Resolution is 0.1 nautical mile. The
Vertical Angle (VANG) position is selected and the computed vertical
path angle to the desired destination is displayed. The pilot may
observe the continuously computed flight path angle (angle compute
mode) until the desired angle is displayed and then press the VNAV
button on the flight director mode selector. This will freeze the
angle and capture the vertical path, or the set knob may be used to
preset a desired vertical angle (fixed angle mode). Then pressing
the VNAV button will arm the system to capture the selected vertica”
path angle. When in the VNAV mode, ,VN is annunciated on the HSI.
Should the VNAV button not be pressed before the selected angle is
reached, the VNCC will revert to the angle compute mode, continuous” Y
displaying the computed angle to the desired destination.
When a vertical path has been selected by pressing the VNAV button
on the mode selector, the vertical deviation with respect to the
selected vertical path is displayed on the HSI. Pressing the VNAV
button will cause the aircraft to capture the vertical path immedi-
ately if in the angle compute mode. This will cancel any previously
selected pitch mode. VNAV CAP is illuminated on the mode selector
and VRT annunciator is illuminated on the ADI eyebrow. If the VNAV
button on the mode selector is pressed before the preset angle is
reached in the fixed angle mode, the VNAV ARM and previously engaged
pitch mode are illuminated on the mode selector. Only the previ-
ously selected pitch mode is lighted on the ADI eyebrow. When the
selected angle is reached, VNAV CAP illuminates on the mode selector,
VNAV ARM and the previously selected pitch mode turn off. On the ADI
eyebrow, VN turns on and the previously selected pitch mode is turned
off.
22-14-00
Page 218
Jun 15/82
+~~ER+Y
FLIGHT SYSTEMS
WZYpANCE
BEECHKINGAIR
AVIONICS
D(VISION
When the aircraft has reached the selected altitude, ALT is illumi-
nated and VNAV CAP is turned off on the mode selector. ALT is
lighted and VN is turned off on the ADI eyebrow.
As the aircraft passes the selected point or the desired altitude,

the vertical path problem will be cancelled. This replaces the
values in STAEL, TO, FR, and VANG with dashes. This prevents use of
erroneous VORTAC data for a subsequent problem. Furthermore, should
the computed angle reach a preset maximum, the provision for vertical
path navigation will be cancelled in the same manner. This automatic
cancellation will be preceded by flashing of the VANG display for the
last degree of computer vertical path angle.
The signal representing VANG/Vertical error is supplied to the flight

director computer from the VNAV. In the angle compute submode, the
flight director synchronizes to the constantly changing angle. When
VNAV is selected and immediately captured, the synchronizer becomes
an angle hold circuit. Any deviation from the engaged angle provides
an error signal into the TAS programmer.
In the fixed angle mode, the selected angle is stored in the

synch/hold circuit in the flight director computer. When the
aircraft reaches the point where the actual and selected angles are
equal, the system captures and flies the previously selected VANG.
Any departure from this angle provides an error signal into the TAS
programmer.
The error signal is gain programmed and pitch rate limited as a

function of TAS. It is then sent to the autopilot computer. Inside
the flight director computer, it is summed with a washed out
vertical gyro signal, displacement limited, summed with the vertical
gyro, amplified, and applied to the pitch cue in the ADI.
A sample problem is diagramed in figure 221. At the instant shown,

the aircraft is 1000 feet above and 13.5 range miles from a VOR
station which has an elevation of 1500 feet. The pilot desires to go
to 10,000 feet at a point 10 miles past the VOR station. If the
problem variables (STAEL, ALT, TO-FRM) had already been put into the
VNCC and the pilot had pressed the VNAV button on the mode selector
at the instant shown, the aircraft would climb to the desired point
at a 3-degree angle.
22=14-00
Page 219
Jun 15/82
Ii FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
NOTICE
The following mode flow diagram figures 201 thru 211

reflect the -902 MS-500 Mode Selector, the A1l-500/550 Series
ADI and the RD-550 Series HSI. The Altitude Preselect Diagram
shows the interconnects when using the AL-245 Altitude Alert
Controller. The differences between all models are shown. For
information on the 5-inch instrument system, VNAV, and Air Data
Command Display interconnects, see figures 212 thru 223.
22-14-00
Page 220
Jun 15/82
+55-ER+Y W%TYCE
FLIGHT SYSTEMS
BEECHKINGAIR
AVIONICS DIVISION
r —— —. —— —— ——
, MOOE SELECTOR 1-FLIGHT DIRECTOR COMPUTER ‘ MOOE
I
SELECTOR
I I
CONDITIONS REOUIREO FOR EACH MODE TO BL
ENGAGEO ASSUMMING THAT ALL INTERNAL FD LOGIL
I —
B
7J1
A
I MOOE
SELECTEO
TK IN DET
~1.5 VDC
NAV
VALID
CIRCUITS
TTL
GNO
ARE FUNCTIONING
PITCH WHEEL
N$To~l;G
ADC
VALIO
.—.-H
GS
I
71
I AT 7J1A.49
INOTE 1)
>1s,5 VDC
AT 7J1A.16
AT
7J1A.22
13 VDC AT
7J 1B.49
(NOTE 1)
:’18.5vD5 AT
7J1A 42, 52
7J1B.38
> ,:,g L;Dc
AT 7J1B7
I -@%-f
I HOG
NAV
x
x x
INO;E 2)
I
7“
56 b
I
APFI x x x
I I
SZ x x
I I
x
i vORAPR I X / X i I I I I
=4
MOM +13 VDC FLIP GND
I
63 70
FLOP ALT x x
I ALT SEL x x
I MOM +13 VOC

57
FLIP GNO
s?
I Vs x x
I
FLOP IAS x
I
x
a
NOTE
I
~ I 1. CONDITION
IS ENGAGEO,
ONLVAPPLIES
HOWEVER,
NOT HAVE TO BE ENGAGEO
IF THE AUTOPILOT
THE AUTOPILOT
FOR FLIGHT
DQES
---i”
FLIP GNO
66 OIRECTOR MODE OPERATION.
I
FLOP
I 2. TTLGNONOT REOUIRED WHEN TUNED TOA

vOR FREOUENCY.
3, SWITCH IS CLOSED WHENNOT
I %
FLIP
F LOP
GND
75 I
IN STANDSY TEST MODE,
I I
I
I
I
I
I
I
7
7
2
w
6s
57
a
-D
~ +13
FLIP
FLOP
FLIP
FLOP
FLIP
FLOP
GND
GNO
GNO
)
-9
72
76
77
I
I
I
I
I
I
7
VDC
41
~
I 54 * ;9 I
I AF CONT
LAMP TEST
I
L ——— . GNO TO
llJl~ 28 Voc x
Sus
115VAC
8US
—CB
—
-
J
3
—
1
.——
-3* ——— A
1
~
b
SSY GNOTO AP CMPTR
LOW LEVEL FO VALIO

TO AOI FD FLAG
3J1-GG IFIG. 211)
ONTROL
10J1S.26
AD 2453
Mode Loaic Diaaram

For 4-Inch Instrum&t Sys~em (All Models)
Fiqure 201 22=14-00
Page 221/222
Jun 15/82
~-=~~<y ~#Jj~~ANCE
+ FLIGHT SYSTEMS BEECHKINGAIR
AVIONICS
DIVISION
r.- — ——7 -
1 J2 7J1P
.
FLIGHT DIRECTOR COMPUTER
* +
HLEG SELECT
TAs GAIN +22 5“ RATE
(ZJO mVAC/DEG) - *
● Is
PROGRAMMER BANK LIMIT LIMIT
(NOTE 2)
m 17
— NC ~ I 1021A
-cl
ROLL CMO
t’ 18 TO APCMPT17
FIG, 226
150 KNOT
BIAS
NOTES:
1. ALL LABELED 3WITCHES
~ ARE SHOWN IN THE
AS (11,1
mvocIKN) OPEN PCESITION, LABELEO
● 13 CONDITION CLOSES SWITCH.
PITOT
All 10.7LEv + 0.2 mVDC/17) 2. RATE LIMITS
I
● 4 RNVOR . NW=l,ODEG/SEC
m LOC + VAPR = 5.5 OEGISEC
2S vx ACC VALID
STATIC ● i3 -------- ----- --- J OTHER U.ODES .3.ODEGISEC
I
~ ——— —d
lJ1
QND FROM
Pc.soo N 13
\-; 13~\o:
)-
LIMIT
ROLL BAR
1
\ GAIN SENSITIVITY
ADJUST
w
2s1AOl
I I s
———
1
4 _-s
5
-+ 22
I
I
ROLL
CMO
CUE
L ——. d
I
11
ROLL BAR SIAS
z —+13 VDC
AD-2454
k————— A .—. ——— — ——— —— .—— ——— ——— ——— — —. —.
Headi nq Select (HDG) and Go Around (GA) Mode F1ow Diagram

- For 4-Inch Instrument System (Al1 Models)
Fiwre 202 22-14-00
Page 223/224
Jun 15/82
MAINTENANCE
MANUAL
BEECH KINGAIR
AVIONICS OIVISION
——— ——— .—. .—— —.—. ——— ——— ——— ——— ——— ——— .
~ FLIGHT DIRECTOR COMPUTER
7J1A
1 MS
I CRS
SELECT
g
~ y-k-l -i
POINTER
+
-L
~ COURSE SELECT
(2W mVAC/OEG)
—
I t 1 I
I 41
37
I CRS
$-- ’10 ;
— NC laJIA
a
KWS *O
I
ROLL CMD
I
-0 18 TO APCMPTR
.4
FIG 226
I(3J
a ~
L ——— —
L=l
15EI KNOT
BIAS
40TES
Ale
43 ALL LABELED SWITCHES
PITOT
ARE SHOWN IN THE
-
u VOR ● NGCEO DPEN POSITION LABELED
+ vAPR CONOITION CLOSES SWITCH
(
o
52 -——————-
--- ----- >
I I 1 NOC * 0SS + AOSS : 17°
.—— — OTHERS ,22.5°
b F--J+=
) RATE LIMITS
RNVOR NOC 10 DEG/SEC
OME EEECEIVER
LOC + vAPR = 55 DE GISEC
OTHER MODES = 3.0 DEG/SEC
32
OME I 45”FOR RNVDR DNLY
INPUT
33
r
CROSSWIND
I
WASHOUT
I
I
2S VOC DME VALID 24
--------- J
TIME CONSTANT
OME TUNED TO NAV GNO — so vOR ● (NOC + 0SS + AOSS
2J2 + IVAPR ● 0SS) = 100 SEC
— i ~ ● vAPR -7.5 SEC
vOR APR
&
GA ROLL SAR
1
( \ GAIN SENSITIVITY
I AOJUST
LATERAL
GAIN
PROGRAMMER
———
—
r
m
VG74A VERTICAL GYRO
N1
ADI— ——
(200 mVACIDEG)
14 4
s —-J
I I
I -+ I
E
15 B8
10J1A ROLL
,0 VG ROLL
ATT TO AP
b’ =
r
CMO
CUE I
9
2-31
CMPTR
FIG 226
+-’
T
——— J
k————— A
l= E
L
G
TD
ATT
SPHERE
[
31
*
~
~
———
+13 Voc
———
ROLL BAR BIAS
——— ——— ——— ——— ——— ——— ——— — AO.2455

I
VOR (NAV CAP ) and VOR Approach

(VORAPR CAP) Mode F1ow Diswam
For 4~Inch Instrument System (Ail Models)
Figure 203 22=14=00
Paqe 225/226
‘Jun 16/82
+
SPEIZW
FLIGHT SYSTEMS
ti;~~%~ANcE
BEECHKINGAIR
AVIONICS DIVISION
.—— ——— —— ——— —

rml .—— — ~ 2J 1 1 J2 7J1P FLIGHT DIRECTOR COMPUTER
——— ——— ——— ——— ——— ——,_ ___
g
7JIA
F
26VAC ~
I C7C5
SELECT
~
DEMOD OUTPUT
IS OPPOSITE PHASE
$ &: “ a
FOR EC
POINTER T couRsE SELECT
(200 mVAC/DEGl
I 1 r
I m 41
~ oE”oo I T I
● 37
f-- ’10 ; ; _Nc
CRS *
I
I(ZJ
.J
KNOB ,
i 4C
7{ DEMOD
TAS GAIN
PROGRAMMER - >a .CU~;::R - ;!
2)
iE-
31
-
-E
lWIA
18
ROLL CMD
TO AP CMPTR
FIG, ’226
I 1~
INOTE 4) u
NOTES
1 ALL LAL7ELED.SWITCHES
43 ARE SHOWN IN Tl+E
LOC [ OPEN POSITION LA8ELED
CONDITION CLOSES SWITCH
44 \
52 -------- _____ --- 2 NOC + 0SS + AOSS 170
OTHERS t22,5s
——— — f 1
3 RATE LIMITS
RNVOR NOC = l, ODEGISEC
LOC + VAPR = 5.5 DEGISEC
OTHER MOOES. 30 DE G/SEC
GAOIO
I
I
L————
‘-”:”+ ALTIMETER
2S VCC RA VALIO
y=
V
t
●
118
15 -———— ———
I
I
NOC
TTL
-
TIME CONSTANT
LOC.75 SEC
4 450 FOR RNVDR DNLY
24”
LOC
LOC II
20
RAOIO I LATERAL
I
..
(Tul GAIN *
21 PROGRAMMER LOC
w
~
ROLL BAR
1“-fl cc TO AOI
u
LOS METER
1 GAIN SENSITIVITY
AOJUST
——— — TO FIG
r r
207 AND
209
vG-14A VERTICAL GYRO (200 mVAC/OEG)
I 14
I 15
AL
lGJIA 2J1— ——
b
AOI
P
,0 VG ROLL ~1
ATT TO AP
CMPTR
) +x
9
FIG. 224
I
I ROLL 3J1
0s
ROLL
SYNC14R0
x CMD
~ E
r
2s
CUE
I VAC
03
Y
g L :?1
31 — I
z ROLL BAR BIAS ~
I
G SPHERE
~
2 ~ +13 VOC ——— J
1
——— ——— — —— ——. ——— ——— ——. — —— —— ——. AD-2456
Local izer (NAV CAP) S Local izer Approach

(NAV CAP), and Back Course (BC CAP) Mode F1ow Diagram
For 4-Inch Instrument System (All Models)
Fi~ure 204 22-14-00
Page 227/228
Jun 15/82
+
5T-EI=W
FLIGHT SYSTEMS
%~;:t’ANcE
BEECH KINGAIR
AVIONICS
DIVISION
n ‘ ‘1
w CATEGORY I I CAT II :
, CATEGORY III
2600 RvR (RUNWAY VISUAL RANGEI AT 2W1~ I
A(700’ RVR)
1200
LOCAL!ZER TRANSMllTER
RVR AT ~ RVR AT B(15G’ RVR) THE LOCALIZER TRANSMITTER, OPERATING ON ONE OF THE 40 ILS
do
CHANNELS WITHIN THE FRECIUENCY RANGE OF 108.1 MHz TO 111.95
MHz, RADIATES ABOUT 100 WATTS. IS HORIZONTALLY POLARIZED,
1 AND HAS MODULATION FREQUENCIES OF 90 AND 150 Hz. CODE
IDENTIFICATION (1020 Hz) AND VOICECOMMUNICATIONARE
PROVIDEDON THE SAME CHANNEL.
I ~-’ ‘; ~w’
LOCALIZER
/
CATEGORY II GATE
lM~LE~
n “1’ - I
I
k 1’
llEu!Kl
DECISION ALTITUDES
GLIDE SLOPE TRANSMITTER

THE GLIDE SLOPE TRANSMITTER, OPERATING ON ONE OF THE 40 ILS
CHANNELS WITHIN THE FREQUENCY RANGE OF 329.15 MHz TO
335.0 MHz, RADIATES ABOUT 5 WATTS. IS HORIZONTALLY POLARIZED,
AND HAS MODULATION FREQUENCIES OF 90 AND 150 Hz. THE GLIDE
/ PATH IS ESTABLISHED NOMINALLY AT AN ANGLE OF 2.5 TO 3.0
DEGREES, DEPENDING ON LOCAL TERRAIN.
/ 1 /
z 6.5MlLES
/ OUTER MARKER /
MODULATION -400 Hz MODULATION – 1300 HZ
LIGHT COLOR - PURPLE LIGHT COLOR – AMBER
IDENTIFICATION – TWO DASHES/SECOND CONTINUOUS IDENTIFICATION – ALTERNATE DOTS AND DASHES
.—— ._. .—— (95 DOT/DASH COMBINATIONS PER MINUTE)
—*—*—9— ● —9— *—* —
CAT I [ CATEGORY II :ATEGORY Ill A(700’ RVR), B(150’ RVR), C(O” RVR) coMPASS LOCATOR TRANSMITTERS
— —
COMPASSLOCATOR TRANSMITTERS ARE OFTEN SITUATED AT THE
MIDDLE AND OUTER MARKER SITES. THE TRANSMITTERS HAVE A
POWER OF LESSTHAN 25 WATTS, A RANGE OF AT LEAST 15 MILES,
AND OPERATE BETWEEN 200 AND 415 kHz. THE 1020 HZ IDENTIFICATION
CODE IS KEYED WITH THE FIRST TWO LETTERS OF THE ILS
IDENTIFICATION ON THE OUTER LOCATOR AND THE LAST TWO
LETTERS ON THE MIDDLE LOCATOR. AT SOME LOCATORS,
SIMULTANEOUS VOICE TRANSMISSIONS FROM THE CONTROL TOWER
ARE PROVIDED.
’27,
‘ lcp, RATE OF DESCENT CHART
W-Y.ao, (feet per minute)
72’-58
-.+-
-----
- I 90 1400144014751
I 1 t
1 I
I 110 I 4B515351585i
MIDDLE
MARKER 130 575 630 690
I
150 665 730 795
* AD.923
1 160 I 707 I 778 849 I
Instrument Landing System (ILS)

Diagram
For 4-Inch Instrument System (Al1 Models)
Figure 205
22-14-00
Page 229/230
Jun 15/82
+
SPEK?Y ~~~;~~ANcE
AVIONICS DIVISION
—— —— ___ ——— ——— ——— ——— —,__ ___ _,

L FLIGHT DIRECTOR COMPUTER
t
lVV OAMPING
1
GAIN ADJUST
iNOTE 2)
I
10J1A
I’V-Z3NC
‘
L
3
23
25
~t~ DATA CMO
TO AP CMPTR
FIG 226
n
ALT . TCS
-1
1,
7
——
n AIR DATA COMPUTER
—— . WI I -1 PITCH BARGAIN
SENSITIVITY AWUST
I ALT RATE NO. 2

500 mVOC/1 K FT/MIN
65 15
1
I HOLO ERROR 32 16
.——
AOI
1
ALT.1O mVDCIFT
VS.1 VDC/l K FT/MIN
WEI-’-+ 1,
I
h
IA3.35 mvOC/KN { 33 17 PITCH
I CMO CUE
87
I
I AS
I
I
=
1 LT HOLO GNO
I
I
.——
II -
$== 9
NOLO ERROR TAS
SWITCHING L? S HOLO GNO GAIN
PROGRAMMER
I ( 4 4S HOLO GNO
II 150 KNOT
BIAS
NC -1- I
I
I
——-— —_— _____ ___________ q

& ——. — -1
.—— ——. 1J2
I VIZ-14A VERTICAL GY 1 VG PITCH ATT
&
(200 mVAC/OEG)
cc T B !7
I
AA B !s +
I lwIA
16
VG PITCH
ATT INPUT
ToAP NOTES,
I PITCH
~} 15
3J1
CMPTR
FIG225
1. ALL LABELED SWITCHES ARE
SHOWN IN THE CLG5E0
~lTION, LABELEO
I
SVMCHRO Y CONOITION CLOSES SWITCH.
g u
36 VAC -x PITCH HOLO VS + APSE
TO ATT
63 ~ N
-z SPHERE
g T
a IL 9 o
14= PITCH BAR SIAS
L ——— — AD- 2457
ALT, VS, and IAS HoId

Mode F1ow Diaqram
For 4-Inch Instrument System (Al1 Except Model 200)
Fiaure
. 206 22-14-00
Page 231/232
Jun 15/82
>~~fq=-y p~fiy~ANCE
+ FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
7J1
A —— —— —. r,
VG flOU AIT SIGNAL IVV TO FIG, 209

FROM FIG 204 USED TO 33 SEC
cOMPENSATE FOR THE WASHOUT * Ivv
ROLL COMPONENT OF
14
ANO
n
1
THE ACCEL SIGNAL ACCEL
FILTER
DAMP
GND i 9
7J1B-SO1 Iw DAMF.ING
J GAIN ADJUST
+ () s
.—— .
~RMALAccELER042ETER
1
n
PICKOFF 4 2 ++13 Voc lIMIA
TORE312E MOTOR
I 2
~+1.5 vOC AT IG)
I
I 1 23 AIR DATA CMD
PITCH SYNC TO AP CMPTR
I I 3 Zs
FIG 22s
h GNO FOR
1! ---- . -1 3
ACCEL OAMPING~
sEEt~c
= =
5 + 6 ~ -13 VOC (OUPI
I
1
~lR
———
DATA CDMPUTERT ~T~,-
500 mVDC/lK FTiMN

Ml
m
I
1 I PITCH SAR GAIN
SENSITIVITY ADJUST
=
1 HOLD ERROR UI— ——
ALT.1O mVDCIFT
VSl VDC/lK FTMIN !
AOI
1
lAS~ mVDC/KN 3
I {
‘1
PITCH I
kLT HOLO E7 CMO
iNO VS CUE
.. ----
:OMP 12ND
1=4
,REMOVEO
I I
I
NITH TCSI II I
Q
31 ALT HOLO ● SYNC GNO I I b ———
IJ
IWLO ERROR TAS

SWITCHING 24 VS HOLO ●- GNO GAIN
PROGRAMMER
I 25 IAS HOLO ● SYNC GNO
150 KNOT
(
* BIAS
Q Y
NOTE:
.—--— ——_ —————— _____ _____ A ALL LABELEO SWITCHES
k———— . ARE SHOWN IN THE
OPEN POSITION. LASELED
.—— — — 1J2 CONOITION CLOSES SWITCH.
~G44A VERTICAL GYRO VG PITCH
TIL WOO mVAC/DEG)
cc @
Y
I >
AA +
1041A VG PITCH
I 16 ATT INPUT
TO AP
CMPTR
3J) 15
FIG 226
I
PITCH
331
SVNCHRO ~
1
g u
2s VAC Y 5 ~ -13 VDC (OUPI PITCH HOLD VS + APSB
I 52 ~ N
TO ATT
SPHERE
z
g T
w
1’$= PITCH BAR OiAS
L AO.245S
1- ——— — ——— — ——— —. ——— ——— .—— ——-. .
ALT, VS, and IAS Hold

Mode F1ow Diagram
For 4-Inch Instrument System (Model 200 only)
Fiqure 207 22-14=00
Page 233/234
Jun 15/82
+SPEKW ~fl~fi%p’””
AVIONICS DIVISION
———— ———— ———— ———— ———— ———— ———— ——— —

I -.AIR DATA COMPUTER
I
FLIGHT OIRECTOR COMPUTER
h
I 7J1B
=?45
NC AIRSPEED
PI TOT SENSOR 11 ‘J1[
—
&s I92 i--l

GS OAMPING
STATIC GAIN AOJUST (NOTE 3)
NC
STATIC
PRESSURE
SENSOR
+ 10J1A
12
I
1- ——— — J
2 s- +13VOC
GSOC +16 I
PITCH u
II
--L==
SYNC
2J2 SJl
TO HSI AA TO AOI
GS
METER BB fi~TER
GLIOE
SLOPE RECEIVER m r: W ———
I1 1 1
1
1-
w 16 ~ GS GAIN PROGRAMMER
PITCH
3.I 1 AOI
4
GLIOE
PITCH
SLOPE GS OEV1214 mVOC/OEG) RATE 30 + E
.4 LIMITER
OEVIATION APR CAP LIMIT M PITCH
, B 17 ~
CMO CUE I
GSOC +15 EO
TAS
I
IT
10 31 Q
GAIN
——— . = -J L
PROGRAMMER
+1
J
r RAOIO ALTIMETER
k
1- ——— d
1
TO
TRANSMIT
ANT
16
IS
I
--l
I “viii= := ;2
~FROM
Ivv I
18
19
~ I
Osc’LLATOR FIG 206
I NOTES
1 ALL LABELEO SWITCHES ARE

SHOWN IN THE OPEN
POSITION LABELEO
CONOITION CLOSES SWITCH.
I
I 2. AOI RAO ALT METER PINS
SHOWN ARE FOR AO-500
9J1
I SERIES AOI, PINS 3J2-G ANO
97
TAS ! H ARE uSEO FOR A AO-550
I AIRSPEEO
A/c 64 13 FUNCTION I SERIES AOI ANO 3J2.G IS
PITOT
I
SENSOR
11
GENERATOR
I 3
CONNECTEO TO 20J1-w
7J1 S-S9, 90, ANO 92

JUMPEREO FOR MOOEL F90:
M
I 7J1 S.S1 ANO 92 JUMPEREO
FOR MOOEL
CONNECTION
S1OO; NO
FOR MOOELC90
% .—— ———————- J
I
L ——— —
I
1====- – – lx
I
i
55
cc
— VG PITCH ATT
_ (200 mVAC/OEGl
D 27 ~ oEMOO 1_ I
I AA
10J1A
* 28
~ GA
~
I ,, ATT INPUT
J PITCH
I
I PITCH 3J1
f’ - ~
SYNC
o I
5 S- -13VDC ~G
c 29
1
PITCH HOLO I
J
I — PITCH BAR AD 2459
RIAS
—, ———
G1 ide S1ope Approach (APR CAP) and Go-Around

Mode F1ow Diaaram
For 4-Inch Instrument System (Al1 Except Model 200)
Fiqure 208 22-14-00
Page 235/236
Jun 15/82
•-+~-y ##lJT~ANCE
AVIONICS DIVISION
7J1
Q FLIGHT DIRECTOR COMPUTER J1
COMPONEN7 OF THE ACCELEROME7ER SIGNAL

-p=pq%+! p WAS14ED OUT IVV
2
::---.+
32
* +13 Voc FIG. 207 9 1 03 OAMPING

GAIN ADJUST
lGMA
I 21 GSOC + 1S EO
k
PITCH
SYNC
T
* 2
3
20
22
GS 013PLACEMENT
04 INTEGRAL
To
AP CMPTR
FIG 226
I
II )
u Ib
10 2
plTCH 6AR GAIN
SEN61TIVITV AOJUST
I
3 1
+-13 Voc
(DuP)
L .— —. 4
GLIOE sLOPE RECEIVER

F 16 06 GAIN PROGRAMMER U1 . .——
*
GLIOE SLOPE
‘2nd STAGE lit STAGE 0 * f
AD I
1
DEVIATION (214 mVDC/DEGl
* 17 A
MA RKER BEACON RECEIVER

‘ 2J2
D TO HSI
A A A i +*- PITCH I
16EO
’11
GSOC +
c
GS METER
I B7 CMD
MIDDLE MARKER
LIGHT ON b m 6 CUE
1= GSOC +15 EOFF I

APR CAP 1 Q
A
——— —. ml \ ——.
IJ
RADIO ALTIMETER
TO r 1200 FT GNCI u 4s ~,
TRANSMIT
ANT
26VK RA VALIO 25
ALTOUTPUT
1 260 FT GNO Si
TAS GAIN 1. ALL LASELEO SWITCHES
18 PROGRAMMER
TO ARE SHOWN IN THE
RECEIVE 19 OPEN PD31TION. LASE LED
4
ANT CONDITION CLOSE36WITCH.
w 1S0 KNDT 2. ADI RAD ALT METER

SIA3 PINS SHOWN ARE FOR
AO-6G0 SERIES AOI.
klR=cGTE:~:- PINS 3J2.G ANO H
4n$HHk+
A/c ARE USED FOR AN
PITOT AD-5S0 SERIES AOI
TAB A
FUNCTION ! ANO 3J2-G IS CONNECTED
I 4 --l
GENERATOR TO 20J1 .W,
WC 1-,=
STATIC I
.- —- --—- --
I
L —.— —
12
I
52 J
I
——— —- 1J2
fiG.14AVEFiTICAL GyRo _
-a- VG PITCH ATT
[200 mVAC/DEGl
cc @ 21
I
AA 4 ) z
IWIA
VG PITCH
I 16 ATT INPUT
TO AP
15 CMPTR
a)
I FIG 226
PITCH
w .
6VNCHR0 y
1
~ u
2s VAC 6
I 62X ~ N
TO ATT
3PHERE
z
~ T
= 25
I & PITCH 6AR swis
I- ——— .-F
L
——— ——— ——— ——— ——— ——— ——— — ———
AD-2460
G1 ide S1ope Approach (APR CAP) and Go-Around (GA)

Mode Flow Diagram
For 4-Inch Instrument System (Model 200 Only)
Fiaure
~--- 209 22=14-00
Page 237/238
Jun 15/82
+
-T*EI?W
FLIGHT SYSTEMS
ti~~’~~ANcE
BEECH KING AIR
AVIONICS DIVISION
IJ 1
—— . .—— ——— . ——— —— —— .—. .—— —— —
~ FLIGHT DIRECTOR COMPUTER JIB
A
(NOTE 2)
— -———— _=
I CIRCUITRY
.—— —— VG ROLL ATT (i730 mVAC/DEG) 14

FOR MOOEL
1
ACCEL 1+ 15 VOC ATIG) tl
r
200 ONLY
14J1
ALTITUOE ALERT CONTROLLER 19mV/FT NEAR NULL I i
S1N
A )s
I B1
Cos
SIN
!
s
01 St4D
i I
I ;- Cos
COM
~
;
iCCEL
DAMPING
IMOOEL 2GG)
I I
p
ALT i I I
I
SET KNOB I
~~m
ALT COUNTER
I 3S SEC
WASHOUT I
ANO FILTER
I
I I !!TT LT 1000 FT GNO
I % I
J
24
I E
I!!H F
I
I z
I I
I I F.Em
I lWIA
I
/NAV SELECT
Y 61
NPUT GNO
I ACCEL
I --CA--4
II
ALT 3 23
AIR DATA CMO
OAMP
DETECTION x PITCH SYNC TO AP CMPTR
I CIRCUIT
v L
GNO
7J1S-101
—2—. -J + APSB
PULSE
g-
Is 2s
FIG 226
1 u
———— — }
v
L ——— —. 2
r AIR OATA COMPUTER

WI
22
DC PRE SELECT
ERROR GND
I Vv
83
7 PITCH SAR GAIN
SENSITIVITY AOJUS1
LIMITER
(H) 1
I 2S vAC
~ 3J1 ———
(
(cl 2
LINEARIZED TAS PITCH AOI 1
I
I 51
PRESELECT GAIN RATE 10 ~
I
m
ERROR PROGRAMMER LIMIT
GND PITCH
I A A B7 CMD
I
CUE
APS
I “A-E{’== += 8RACKET
DETECTOR
g I
rRET15’~
11
I F,NEALT ~ccI$I,—
@ ——— 1
J
TAS
GAIN
i
ALL MODELS EXCEPT MOOEL 200 PRoGRAMMER
45
I H ALT RATE NO. 1 150 KNoT

600 mVOC/l K FT/MINl IMOOEL 2001 01 AS
1,
Ss 44
D f
43
! J NOTES
1 ALL LABELEO SWITCHES
.——
———---—
———-—-
-----
44
ARE SHOWN IN THE
52 -——4 OPEN PCSITION LABELED
CONDITION CLOSES SWITCH
—— — 2 SEE FIG 204 FOR VG ROLL

— 11J2
vG.14A VERTICAL GYRO AT7 OUTPUT ANO FIG 209
r VG PITCH ATT
FOR ACCEL OUTPUT.
(20D mVAC/OEG)
27
I
28
I PITCH
PITCH FIOLD VS + APSE

5
2s
PITCH BAR BIAS
—
L ——— — ——— —— —— —— — ——— ——— —.— ——— . — —— —- AD-2461
A1titude Preselect (ALT SEL CAP)

Mode F1ow Diaqram
For 4-Inch Instrument Sys~em (Al1 Models)
Figure 210 22-14-00
Paqe 239/240
‘Jun 15/82
+
5T4EKW
FLIGHT SYSTEMS
ti~~i:~ANc~
BEECH KING AIR
AVIONICS DIVISION
——. . ..— — —— —.—— ———— — ——

r
——— ——— ——
1
TO FD AND AP
IY7COMWTER
NAV RECEIVER
7J1A 1 I
AIR DATA
COMPUTER
LOGIC CIRCUITS
WI lW1
mTITLJC)E ALERT CONTROI.I.ER
I
2s Voc H m
I
HI LEVEL 28 VCX2 ADC VALID 12 w
28 VDC 16 H
NAV VALID
I
VALID (H) I 1“
POWER
= I
(NOTE 3)
I 26 VAC 1
T I SUPPLY
MONITOR I
H
(NOTE 21
P =
I 1- ——
—— .— ——— — -1
H ROLL BAR BIAS
I ——— ——. ——
T
H
r BARO ALT!TUOE INOICATOR
,=1
I I I lSJ1
pq-4, P*=] I
r
* H
H
I
GS RECEIVER (NOTE 21
I
I
Hsl (oUP)
i VALID IHI WITH
I
dFfz!=l’6v”l
PITCH OR ROLL
I ‘ SERVO
,EEl I
L
P::::’it:%
——— ——— ——. -1
NULL A12 0.2 VDc
MONITOR
I .
~ -——— ——— —— — ——— ——— ———

I AcN
1 r HSI IOUPI
1
P
yJ
1- Ii
H H
● M
I ,/El I
I
12 NOTES,
POWER
c1
SWPLV GS RECEIVER
VOLTAGES ROLL ANO I
,-
I PITCH ATT
(+ I u
SERVO NULL
HIGH LEVEL
I
IL o
LOW LEVEL
OETECTOR
. GS VALID
1
——— ——— —— 4 ml (-l M
FD VALID
FROM + ;G I 2. LOW LOGIC CLOSES PITCH OR
ROLL SAR 81 ABSWITCH AS
1
7J1B4S
I V@14A VERTICAL GYRO
GVRO
I
I
(FIG 201)
Blo
I I
SNOWN ON FlGURES202TliRU
210 ALLOWING FIXEO BIAS
VOLTAGE TO BE APPLIEO TO
KITOR
AOI TO BIAS CUE OUT OF VIEW.
I I
NAv RECEIVER
1 I 3. WITH ROLL MOOE 5ELECTE0.
I
D-I
HIGH (+) P EXCEPT NAV CAP, SS CAP,
HH LEVEL ANO VOR APR CAP. ALSO. HIGH
I
NAv FOR NAV CAP ANO OSB.
VALIO (-) s
&“’v”+> -—— ——— ——— — -1 I
1
— NC
I
T
PDWER
‘Q’-k-
SUPPLY ANO o i
EM FILTER 3SVOC OUTPUT 2S vDC
- VG VALIO
AEL2462
———— ———— 2
Fai1ure Warning F1ags

and Bar Bias Logic Diagram
Fiaure
-– 211 22-14=00
Page 241/242
Jun 15/82
+-7-ER<Y ~:~N;:~ANcE
AVIONICS DIVISION
NOTICE
The following mode flow diagram figures 212 thru 223,

for the Model 200 only, reflect the -903 Mode Selector,
the AD-650 Series ADI and the RD-650 HSI with the RI-106
Instrument Remote Controller. Interconnects for the
VN-212 VNAV Computer/Controller and the CD-125 Air Data
Command Display are also shown.
22-14=00
Page 243/244
Jun 15/82
W FLIGHT SYSTEMS BEECH KINGAIR
AVIONICS
DIVISION
-— ——. _— — —— . — .—— 7
I I FLIGHT DIRECTOR COMpUTER WOOE SELECTOR
! MODE 6ELECTOR ENGAGED ASSUMMING THAT ALL INTERNAL FD LOGIC
I
CIRCUITS ARE FUNCTIONING —
HDG ON
PITCH WHEEL
a-
7J1 ADC VNAV
Ssl A B 3
I MODE TK IN DET NAV TT L NOT BEING GS
SE LECTEO MOVED VALl D VALID
“1,5 VDC VALID GND VALID
I
185 VDC AT 185 VDC
I
MOM +13 VOC FLIP GND AT 7J1 A49 >18.5 VDC AT 13 VDC AT
56 -9 4 7JIB49 7J1A42,52 ‘,18,5 VDC AT
FLOP (NOTE 1) AT 7J1A.16 7J1A.22
(NOTE 1) 7J 1B.38 AT 7J1B7 7J1B9
l+-
NAV
I I
I
MOM +13 VOC FLIP GNO
NAV CAP
I HDGIXI
NAV x x
I
lNO~E 21
I I I ,I
I
66 +
FLOP
)
●
APR CAP
I APR
8C
x
x x x
x x
I -
FLIP GND
10
I VORAPR I X I X I I I I I
I
53 -0 * ALT x x
FLOP
I
)
I AI T’3EL x x
BC CAP t I I I
I MOM +13 VOC

57 -9
FLIP
FLOP
GND
●
I
Vs
I AS I
x
x
x
I )
VORAPR CAP
I vNAV I 1X1 1X1X1
I +
-9
FLIP GND
●
I 40TE.
-1 CONDITION ONLY APPLIES IF THE AUTOPILOT
IS ENGAGED, HOWEVER, THE AUTOPILOT DOES
NOT HAVE TO BE ENGAGEO FOR FLIGHT
I
F LOP
I )
ALT ON
2.
DIRECTOR MOOE OPERATION.
TTL GNONOT REOUIRED WHEN TUNED TOA
I
vOR FREOUENCV.
I MOM +13 VOC

56 +
FLIP
FLOP
GND
● ‘5
I
)
ALT SEL CAP

I
I MOM +13 VOC
m so +
FLIP
FLOP
GND
● ‘2 I
I I
)
VS ON
I MOM +13 VOC

- 6s --9
FLIP
F LOP
GND
)
● 16
I
I IAS ON
I
I MOM +13 VOC
D 57 +
FLIP
FLOP
GNO
)
● 17
I
I vNAV I
t$-
vNAV
I I
I
=’7
FLIP GNO
61 14
FLOP
I 1
+
O-;’&
I
I 41
=
I
LAMP TEST
GND
5i I
E
DAVINITE 28 VOC
I
LOGIC
i
2s VDC _~
BUS
llE. VAC_m
❑US
CB
d —
3
L—.———~
POWER
SUPPLY
MONITOR —
AT? TEST
47
— J-
28 vDC FO VALIO
TO ADI FD FLAG
3J2.2 (FIG 222)
AD.2463
Mode Logic Diagram

For 5-Inch Instrument System (Model 200)
Figure 212 22-14-00
Page 245/246
Jun 15/82
+
S’PEK?+ ti:~fi~?ANc~
AVIONICS DIVISION
..— ——— ——— ——— —— ——— ——— —

FLIGHT
DIRECTORCOMPUTER 7.
I 9!
22J1 F––––—––—–– HDG SELECT
7J1A v
1 I TAS GAIN
2J2 , ~~
T-El=+ PROGRAMMER
,$=137
1-
-u
10J1A
ROLL CMO
‘J 18 TO AP CMPTR
FIG 22s
r-----ii
4
L ———— 26 WC
llJ1
CURSOR GND FROM
—— Pc+soo
o~
17747F - I
N
(-91 O) FOR
17° BANK
N 93
2s VAC s
OUTPUT LIMIT
w HEADING
n
I DIAL
I ==
6 - OEMOO
ZO r—— —-- ,9-————

I
s
* 2s 1 1
I
- 2s S2
DEMOO/
AMPL
I 1
i
I %M$J
,-. ,-S1.1
=
——— ——— .—— — J

G—A
Q
1S0 KNOT
BIAS
VOTE :
ALL LASELED SWITCHES
——— ——— — ARE SHOWN IN THE OPEN
~7i LIATACOMPUTER POSITION, LASELED
1ss1 I CONOITION CLOSES
I
SWITCH,
“+
PITOT ,
AI R3PEE0
SENSOR I 43
1
TAS
FUNCTION
GENERATOR
,
1
.L
I
4
J
I
I
t
-— --- ----- ______ m ROLL BAR
1
-1
GAIN SENSITIVITY
;2 ADJUST
L ——. ——— . ———
r
1====’”- – – T-)‘“
VG ROLL ATT
(200.”..,0,.,
14 ?9
~2
25
ADI
1
I lGJ1
15
I
A Iii
A?
I ROLL
SVNCHRO
s
3J1
10
VG ROLL
ATT TO
AP CMPTR
10 26
ROLL
I
9 FIG 226
I 26
VAC 03
x
Y
II
P
26
27
~
TO ATT q = @ ——— ‘d
1+ 31
I z
r 28
SPHERE
[
5 +-13 Voc ROLL BAR BIAS
I
I
-———— ——... + -——— —.— _ ——— — ——— ! ——— -1 AG.24134
Heading Select (HDG) and Go Around (GA)

Mode F1 ow Diagram
Figure 213 22-14-00
Page 247/248
Jun 15/82
+
SPERW
FLIGHT SYSTEMS
ti:~~~t’ANcE
BEECH KING AIR
AVIONICS DIVISION
.—— ——. ..— .— —————.— . . . ————

2s VAC
r FLIGHT DIRECTOR COMPUTER
1
——— ———
2J1 “s, COURSE SELECT 7J1A
?
33 T
CRS L I
SELECT 11 I
I +
MINTER
1
BANK Ri E
5 OEMOD
LIMIT Lll r
REF
- (NOTE (N[ E
, 1 I I
— 2)
10J1A
= ROLL CMD
— ,* TOAP
14 CMPTR
~
-cl FIG, 22B
~ 15
~ 1s
L–––––J-
= =
——— ——— J
pyI*
I
——— —— VOR ● NOCEO
AIR O= C~UTER SJl .VAPR
r, , % I
A/c
PITOT
GENERATOR
~T%TIC
——-—— ———— ——-1

1- ——— ——— — NOTES:
OME RECEIVER
FIXED 1, ALL LASELEO SWITCHES
OISTANCE ARE SHOWN IN THE OPEN
I 4 I
POSITION. LABELEO
‘“mvoc’”’(~’
DME CONDITION CLOSES
INPUT SWITCH.
2. BANK ANGLE LIMITS:
It
NORMAL = t22,5°
D----------’!
(
NOC + 0SS + AOSS = ?17
1 28 VDC DME VALIO
T 2J1
OME TUNfO TO NAV GND
34
50
3, RATE
RNvOR
LIMITS:
NOC = 1.0 OEGISEC
LCt + VAPR = 5.5 DEGISEC
NAVIR?AAV RECEIVER
RAOIO
(16mVtXXIEG
DEVN
BEAMI
l--cl 32 TO HSI
4.
OTHER MOOES = 3,0 OEG/SEC
I 45° FOR RNVOR ONLY
———
RAOIO OEVIATION m 21
(TUNEO TO
vOR FREO) T I * 20
Ml
3J2
TO HSI ROLL BAR

3
GAIN SENSITIVITY
4
CRS OEVN
METER 1 ADJuST
——— ———
P’
1J2 VG ROLL ATT ~J2 ADI
VG.14A VERTICAL GYRO
r 1--1 12W mVAC/DEG) I -1
)-- 25
I I J
.
I 7 # A7
I
Ml
lwIA
d
=
ROLL
,0 VG ROLL
CMO
ATT TO 26
I 9
AP CMPTR
FIG, 22S
31
———
CUE I
-1
I *- 5 - -13 VOC ROLL BAR BIAS
I
——— ——— ——— _ —— ——— ——. ——— —— —— — -1 AL-2465
VOR (NAV CAP ) and VOR Approach

(VORAPR CAP) Mode F1ow Diagram
Figure 214 22=14-00
Page 249/250
Jun 15/82
+
SPEI%W #:~~~~ANcE
AVIONICS DIVISION
———
———
—._ ___ —__ ._ —-——————
____ ____ _,1
26 WAC
.—— ———
r
FLIGHT DIRECTOR CDMPUTER
DE MOD OUTPUT
!331 7J1A
COURSE SELECT IS OPPOSITE PHASE
7 12DG mVAC/OEGI ~ FOR BC
m / ~ A DEMOD I , 1 SK
G I
CRS 21 H
-1 .
o
SELECT 37
PGINTER
B1O 17 1
. E
1
25 VAC E
6 DEMGD
REF 18 — Lll
IN{
r
E
. GND 1 J I I
19 NC =
H + G z. —
-u
10J1A
~-- &- ----–;
. ROLL CMD
18 TO AP CMPTR
J ~ 14 FIG 226
K ~ 15 2
L — 16
= .
L ——— ——- d L
L———— ——J
1
I
——— ——— —
GtIATAI-PUTER
I
T I
A/C 1 AIRSPEED AS(ll.lmVCC/KNl
PITOT
I
43 Loc
SEN2DR
\
A/C I
I
STATIC I
---- ———— —- J
i u I NOTES:
L———— ———d E
——— ———
I APR CAP
&
VALID
1.
2W1 110 NOC TIME CONSTANT

KDIOALTIMETER
Lfx=75sEc
I 12W FT GNO u o 6
TT L
—
2. BANK ANGLE LIMITS,
NORMAL = f12.S0
lNGC+C@+AOSC1. i17
I * 5 –– ---J 3.
——— ——. 1s (%
r}
LDC
RNVOR NOS = 1.0 DEGISEC
LCC + VAPR = 5.5 OEGiSEC
OTMER MODES .3.0 OEGISEC
NAV/RNAV RECEIVER
w AOI
M VALID
I LDC II
4. ? 45° FOR RNvOR DNLY.
ay-,-f-.o+-”.
u
RADIO DEVIATION
21
(TuNED TO
LGC FREO) e 20
32 2J2
TO ADI LOC METER
u u I
——— ——— —— TO FIG I
---rl+ti~
ROLL 6AR
I ‘G”’4Av’RT’cALGyR0 ~
VG 80LL ATT
(2GilmVAC/DEG,
A -
I 1 GAIN SENSITIVITY
AWU3T
J----d
u
I
14
1 T m 1s 1 ——
& CONSTANT
GAIN
I ROLL
SVNCHRO
,
3J 1
I 1
I 2s
VAC
q
P
+
+
2s
27 TO ATT
31
I + 2s
SPHERE
5
1
L ——— —__ -1
> 4 g--
-—— ——_ ___ __ —.— ——_ __ ——— ———
Local izer” (NAV CAP), Local izer Approach

(NAV CAP), and Back Course (BC CAP)
Mode F1ow Diagram
Figure 215 22-14-00
Page 251/252
Jun 15/82
+
SPEI=Y
FLIGHT SYSTEMS
H2~llH!’ANcE
BEECHKINGAIR
AVIONICSDIVISION
CATEGORY Ill
2600’ RVRiRUNWAY VISUALRANGE) AT200’.1& I
A(700’ RVR)
LOCALIZERTRANSMITTER
6(150’ RVR) /’ THE LOCAL12ERTRANSMITTER,OPERATINGON ONE OF THE 40ILS
CHANNELS WITHIN THE FREQUENCY RANGE OF 108.1 MHz TO 111.95
MHz, RADIATES ABOUT 100 WATTS. IS HORIZONTALLY POLARIZED.
~lloo ?ql’ I ;----
AND HAS MODULATION FREQUENCIES OF 90 AND 150 Hz. CODE
IDENTIFICATION
(1020Hz) AND VOICE COMMUNICATION ARE
PROVIDEDON THE SAME CHANNEL.
LOC.4LIZER CATEGORY IIGATE
GLIDE SLOPETRANSMITTER
THE GLIDE SLOPE TRANSMITTER, OPERATING ON ONE OF THE 40 ILS
CHANNELS WITHIN THE FREQUENCY RANGE OF 329.15 MHz TO
335.0 MHz, RADIATES ABOUT 5 WATTS, IS HORIZONTALLY POLARIZED,
AND HAS MODULATION FREQUENCIES OF 90 AND 1S0Iiz. THE GLIDE
GM(3E SLOPE PATH ISESTABLISHED
NOMINALLY AT AN ANGLE OF 2.5TO 3.0
DEGREES,OEPENOINGON LOCAL TERRAIN.
I J
I L
6.5 MILES , 35JO’-+1OOO+
OUTER MARKER
MODULATION -400 t+Z MODULATION – 1300Hz
LIGHT COLOR - PURPLE LIGHT COLOR – AMBER
IDENTIFICATION - TWO DASHES/SECOND CONTINUOUS , IDENTIFICATION – ALTERNATE DOTS AND DASHES
.—— .—— .—— (95 00 T/OASH COMBINATIONS PER MINUTE)
‘—D—* —O—, — Q—*— ● —
CAT I CATEGORY II 2ATEGORY Ill A(700’ RVR), B(150’ RVR), C(O’ RVR) COMPASSLOCATOR TRANSMITTER
\ —. COMPASSLOCATOR TRANSMITTERS ARE OFTEN SITUATED AT THE
MIODLE AND OUTER MARKER SITES. THE TRANSMITTERS HAVE A
I POWEROF LESSTHAN 25 WATTS, A RANGE OF AT LEAST 15 MILES.
AND OPERATE BETWEEN 200 AND 415 kHz. THE 1020 HZ IDENTIFICATION
CODE IS KEYED WITH THE FIRST TWO LETTERS OF THE ILS
IDENTIFICATION ON THE OUTER LOCATOR AND Tii E LASTTWO
LETTERSON THE MIDOLELOCATOR.AT SOME LOCATORS,
SIMULTANEOUS VOICE TRANSMISSIONS FROM THE CONTROL TOWER
ARE PROVIDED.
?~7,
- l@, RATE OF DESCENT CHART
100.< (feet per minute)
80”
W-58.
----
- -- ----
-— --
L I 1
MIDDLE
‘“’R I 690
I
MARKER 130 575 630 I
— -+ ‘0“s 150 665
I
730 795 I
I ,
AD-923
t
160 707 I 778 I 849 I
Instrument Landing System (ILS)

Diagram
For 5-inch Instrument System (Model 200)
Fiwre 216 22-14-00
Page 253/254
Jun 15/82
+
SPER<Y
FLIGHT SYSTEMS
~:~N;:~ANCE
BEECH KING AIR
AVIONICS DIVISION
/J
: L
——— ——— ——,_ ___ ___ ___ ___
—— —— .
u
V13 ROLL ATT SIGPJAL FROM
~ IVVTO FIG218
FIG 216USE0 TO COMPENSATE S3 SEC
FOR THE ROLL COMPONENT C31Y3mVACIDEGl WASHOUT ,“V
● 14 /.
1
OF THE ACCELEROMETER AND
SIGNAL FILTER ACCEL
+ OAMP wv DAMPING
GND GAIN ADJUST
7J1S.101
——— —
rW.MAL ACCELEROMETER %
2 -+13 VDC
m
lGJIA
‘1 >G-- 22 AIR DATA CMD
PITCH SYNC
TO AP CMPTR
FIG. 235
36
11
ALT . TX
. 5 --13 VDC
(oUP)
k ——— —
I
I
I
I
I
I
I
fE3E 6
2
J/S MODE GNEI
AS MDDE GND
?+LT AND VS
MOLD COMP GND
IREMOVED WITH TCSI
1
PITCH SAR GAIN
SENSITIVITY ADJUST
4
——— —
E =Dfzg-,qpRffiGiR~
SIl
i!i~
-p+*
~lfl OATACOMPUTER
6
SLEW CONTROL 37
I AIR DATA SLEW

AIR DATA CMD
w
3S
39
7
I TAS I
PITCH
LIMITER b
I
I
* :%:3
j=
ALT.1O mVGC/FT
.
1131~
1
2
LT HOLD GND
S MOLD GND
IAS
I
TAS
L3AIN
PROGRAMMER
Afc
PITOT
AS [11.1 mVDC/KN)
13
t !S HOLD GND
ml
150
KNOT
BIAS
t
4
NOTE:
#ATIc
1 ,2 ——.———- .__. ____________ _i ALL LABELED SWITCHES
&———— r ARE SHDWN IN THE WEN
FQSITION. LASELED
.—— — cONDITION CLDSES
1%.,4AvEFI.,cAL GYf10 SWITCH.
12E0mvAcmEGl
7
I
* 8 +
I lWIA VG pkTC~
I PITC14
3.)1
PITCH
SYNC
o
I
6vM2uR0 “
g 20
m VAC x TO ATT 5 --13 VDC (DUP)
63
z ~
g
i9
31
S++ERE
a }C
Is= 9 do
PITcH 6AR BIAS
AD 2461
L ——— . -. .— —— —— __ ——— —.— ——— —. —.
ALT, VS, and IAS Hold
Mode F1ow Diagram
Figure 217
22-14-00
Page 255/256
Jun 15/82
~-A~~+y #NNJEfANCE
AVIONICS DIVISION
n 1
lJ
.
12 -
f’hMAL ---=+
ACCELEROMETER ~
1 2
is J GS DAMPING
GAIN ADJUST
RI
lWIA
2
(+1.5 VDC AT IQ)
21 I GSOC +15 EO PITCH
12 rn GS DISPLACEMENT ~D
AP CMPTR
mK \ SVNC 13 22 GS INTEGRAL FIG 226
II )
GND FDR 1 r]
3 11 PITCH BAR GAIN
ACCEL DAMPING
I SENSITIVITY ADJUST
r
= =
1
A ——— — 4
s
342
— I 5
O’t-’’’p’~-
13
GLIOE SLOPE RECEIVER

I I I
16 GB GAIN PROGRAMMER
QLIOE SLOPE PITCH
(214 mVDfJOEG) m
OEVIATION
t7 *%+ ‘lMITER
w+
MARKER BEACON RECEIVER i
w
9 4 I GSOC +15 EO
t“
I J
MIOOLE MARKER
LIGHT ON
L&<
rY
I
APR CAP GSOC +15 EOFF
I
———
RAOIO ALTIMETER
—- 20J1
J \ II
TO r 1~ FT GNO u In
TRANSNIT
ANT 2SVOC RA VALIO
ALT OUTPUT
1 2s0 FT GNO
1 TAS GAIN
NoTE
Ivv ALL LABELED SWITCHES ARE
TO M&P (: 18 OSCILLATOR
FROM PROGRAMMER
SHOWN IN THE OPEN POSITION
RECEIVE 19 FIG 217 LABELEO CONDITION CLOSES
4 I
ANT SWITCH
ALT TRIP COMMON
1
L ——— —-
——— —.
~,R OATACOMPUTER
-————— —-- 4
t
—— —— — 1J2
17G14AVERTICAL GVRO VG PITCH ATT
>
(300 mVAC/DEG)
cc * 21
I
AA . 23
1G31A
VG PITCH =
I 16 ATT INPuT
TO AP
15 CMPTR
n)
I FIG 226
3J1
SYNCHRO v
1
~ 3D
2s VAC 5 * –13 VGC(OUP) PITcH HOLD
I B2 x ~ 3s
TO ATT
SPHERE *
z
g
=
31
2s J
l+= PITCH BAR BIAS
L AD.2468
1- ——— . -—— ——— ——— ——— ——— ——— ____ ___ __
G1 ide S1ope Approach (APR CAP) and Go Around (GA)

Mode Flow Diaaram
For 5-Inch Instrument Sys~em (Model 200)
Figure 218 22-14-00
Page 257/258
Jun 15/82
+
SPEI?W ti~~fi%~ANcE
AVIONICS DIVISION
.—— ——— —— ——. ——— —— ——— ——— ——— .

L
FLIGHT 01 F4ECTOR COMPUTFn
VG ROLL ATT SIGNAL FROM

FIG 216 USED TO cOMPENSATE (.ZtN mVAC DEG) - TO WASHOUT
FOR THE ROLL COMPONENT ●
CIRCUIT FIG 220
OF THE ACCELEROMETER ACCEL
SIGNAL DAMP
(2NO
---WZEF’
7J1B.101
NORMAL
(+1.s vOC AT IGI
ACCELEROMETER
INPUT FROM 17J1 .2
● ‘1
ISEE FIG218) 31
GNO FOR
ACCEL DAMPING =
——. —— IKJ1
~AvC0S4PUTEIt/c0N7R0LLER 2 lWIA
a - TO MODE LOGIC CKTS d~ 23 AIR DATA CMO
6 PtTCH TO AP CMPTR
& FIG 226
SYNC
26
I n
5 AC PRESELEC1
——
ERROR GNO
42
1
,1 LINEARIZE PITCH BAR GAIN
PRESELECT SENSITIVITY AOJL4ST
40 ERROR GND
--Et u-
5
2s
2s
1- ——— .—
——— ——
222
AOI 1
lb
TAS PITCH
r AIR OATA COMPUTER
24 VAC
(H)
WI
1
GAIN
PROGRAMMER
RATE
LIMIT -Em”-+ 23
PITCH I
i A A8
I ( (c1 2 CMD
I
FINE ALT
SIN 49
COS
l—
7
CUE
I
I { RET
+2.E.V OC + 0.2 mV~/FT
24
———
IJ
CQARSE
I ALT
(
15 VGCREF
RET 54
J==
IW KNOT
ALT RATE NO. 1 OR 2
I 65
(500 mvCC/lK FT/MIN)
u
SIAS
AS (11.1 mVOCIKNl
~
64 4
ALT (0.75V OC
+ 0.2 mV OCIFT)
62
2S VDC ADS VALIO
I
12 .. —— - ———- —--- ———— ---- -—-4
~==AL=Ro- – – % I
VO PITCH ATT NOTE
i (200 mVACIOEGl
2 ALL LABELED SWITCHES
ARE SH- IN THE
OPEN PC61TICW, LASELEO
I 10J1A
21
CONOITION CLOSES SWITCH.
I
I PITCH
PITCH HOLD VS + A~S

~ -13 VOC
1
I 2’
.
PITCH SAR SIAS AD-2469
Altitude Preselect (ALT SEL CAP)

Mode F1ow D{agram -
Fic!ure 219
22-14-00
Page 259/260
Jun 15/82
+
SPEI?W ~~~y%~ANc~
AVIONICS DIVISION
———
——- .—— ——— ——— ——— ——— ——— .—. .—— —
r
.— .
VNAV COMPUTER/CONTROLLER
1s.)1
VERT ERROR VALID

1A lJ 1
—
1
● 9
I
22 TO MODE LOGIC CKTS
TO FROM NULL
24 m !s TO VNOC CKTS
I (+) TO 30
I
(+)FROM 31
I RANGE VALIO 33 I
34 7J1B 1021A
I 35
T
● 15 33 Al R OATA
27 23
VANGNERT ERROR CMD TO AP
I 24 ● 14 CMPTR
r 24 35 FIG 226
I ‘5 l+—————
I SYNC/HOLD
41
I
3
40
WV FROM r
36
I CIRCUITRY 11 PITCH BAR GAIN
35 SENSITIVITY ADJUST
— SHOWN ON
!
FIG 219 13
i
r
L– ——— —.
rAIR———
OATA COMPUTER
——.
IJl
WASHOUT
PITCH
25
VAC(n) 1 TIME CONSTANT :
SYNC
I ( 2 (c)
VNDC .40 SEC NV CAP ●
APSB
SIN IS 1
I FINE ALT CGS 50

f
=fz7—’— 1
{ RET 51
I COARSE
+2.5 VOC + 0.2 mVOC/FT 52 30
15 VMREF 52
I ALT
( RET 54
u 1S0 KNOT
BIAS
Q
TAS
GAIN
PROGRAMMER
I
31
‘OT* m
AS (11.1 mVDC/KN)
* ls
‘T++Z!!33 I
NOTE,
ALT (0.75V CC
+ 0.2 mV DC/FT)
* u 1; ALL LABELEO SWITCHES
ARE SHOWN IN THE OPEN
52
12 I
2S VDC ALZC VALID
* 62 —— —---—--- J
I
POSITION,
CONOITION
LABE LEO
CLOSES
SWITCH.
L ——— ——.
——— ——— . I
VG.14A VERTICAL GYRO 1J2
r -
I
I
I 27
I
I 2s
3G 10J1A I
I
Ml
VG PITCH
, ~ ATT INPUT
TO AP I
I PITCH
SYNCHRO “
331
15 CMPTR
FIG 226
St’
TO ATT 5 6- -13 VL3C ~~
kc ~ x’, 2s
SPHERE PITCH HOLO
@ z 31
!
L 2s
I AD.2470
< L — PITCH BAR BIAS
—.
Vertical Navigation (VNAV)

Mode Flow Diagram
Figure 220
22-14=00
Page 261/262
Jun 15/82
+--y
FLIGHT SYSTEMS
~~:j~ANcE
BEECH KING AIR
AVIONICS DIVISION
-10,000 FY
T
7,5(O FT
f
-2,500 FT J
t
1,000 FT
DME = 13,0 MILES
VOR STATION,
1,500
FT
A60VESEALEVEL
.— —— —— —— 4_________
—— ——
T
1,500 FT (STAE L]
+
—SEA LEVEL
30567
VNAV Sample Problem

Figure 221 22-14-00
Page 263/264
Jun 15/82
+
SPER+Y
FLIGHT SYSTEMS
tiXflf~ANc~
BEECH KING AIR
AVIONICSDIVISION
——
r TO FD AND A? ——— ——— .—
AIR DATA
COMPUTER
LOGIC CIRCUITS
9J 1 lW1
KAVCOMPUTER/CONTROLLER
1
I
DISPLAY
20 VDC AOC vALIO 12 36

H
H
1111___ I NOTES
I
H
1 (H) OENOTES HIGH FOR A
r I
““TE=A=””---A”-– 17 I VALIO LOGIC CONDITION.
ANV INVALIO LOW WILL
I ~ 26VACp+----, i
CAUSE THE ROLL OR PITCH
BAR TO BIAS OUT OF VIEW
OR THE APPLICABLE FLAG
TO COME IN VIEW
I
L ——— — ——— — A 2. LOW LOGIC CLOSES PITCH OR
——— ——— —— ROLL BAR BIAS SWITCH AS
1 ?8VDC
rBARO ALTITUDE INOICATOR
SHOWN ON FIGURES 213THRU
220 ALLOWING FIXEO BIAS
I A
POWER
ADEOUACVI
wtfEEL SPEED
r
30 VALID
lBJ1
/m
1
VOLTAGE TO BE APPLIED TO
AOI TO BIAS CUE OUT OF
VIEW.
I
ZV
WONITOR ! H
i
3. WITH ROLL MODE SELECTEO.
I
H
EXCEPT NAV CAP, EC CAP, ANO
GVRO
I MOTOR I
I vOR APR CAP. ALSO, HIGH FOR
NAV CAP ANO 0SS.
I. “5””+
1
I
1- ——. ——— ———
I
‘D COMPUTER
I
NAV RECEIVER
I
“B NAV CAP
16 I NAvIGS RECEIVER
VNAV VALIO
FRoM lW1-22
——— ——— —
i
SERVO
NULL
m. 2s Voc m
?
VALIO
(NOTE 3)
(H) I IGLIDE SLOPE I
\ 2J1
I
WGNITOR
(NOTE 2)
I HIGH
(+) 38
LEVEL
H
I GS
m VW HOG VALIO r H ROLL BAR SIAS VALIO
I .4 ,. 37 23 ‘“AA “w”]
H (–)
Ii
m
2 , I {
I
. ~EFi BUFWLV =
——————l 1’ T . ,—— -
(VOR/LOCl
—.
=
I
1- ———
VOLTAGES
——— .—— J TO FROM
2
TO FROM
I
1
I
1 ( ANN
GS RECEIVER (NOTE 21 i LOGIC
TTL GNC 17
VALIO (H) WITH I
I
~A
———
VERTICAL GVEEG
——— ——
1
I
PITCH OR ROLL
::::$::K:
I
1
I
I ——— ——— —.—
~ TO
I
I 2’1
r
AOI (OUP)
~ FROM I
I
m
,
J
H
26 VAC 51
1
H POWER +VDC
FF — NC
FROM 4)
SUPPLY
6J1.S 52 I
ROLL AND =
2
FCWER
BWPLV
MONITOR
H I
I
GG
3’2
1[ PITCH ATT
SERVO NULL
OETECTOR
I
FO VALIO r /:
FRON 7J1B47 * 2 A20 I
v
I
+2s Voc (FIG212) 61
t
HIGH
l+) 39
4
-ER LEVEL
o
I NAv
I
w=-
S12mLv ANo
EMI FILTER
2S VOC OUTPLFT 2s VDC * VALIO
{ [-;
J
- VG VALIO
-————— ————J —.—— ———— J

AD 2471
Fai1ure Warning F1ags

and Bar Bias Logic Diagram
Figure 222 (Sheet 1 of 2)
22-14-00
Page 265/266
Jun 15/82
+j7-ER+Y 11:~17.fpNcE
AVIONICS DIVISION
——. ——
r RECEIVERITRANSMI
35 SEC
TTER
1 ‘1
1
I DELAY 1 I I
I TX
i
PULSE
MONITOR
RCVR
VALID
3 +
I
El--l- /’%
——. .—
26 VAC —
1 I
1-
,’@cl I
ANGLE OF ATTACX INO

F *
A6
‘El
28 VDC * 40
NAV/GS RECEIVER
r 41
a I
I
I
120
(+)
~ VOC GS VALIO
((-l
28 VOC NAV VALID

12’ -12
,-
Voc
I
I
I I v I
341 I
r
TTL GND w 11 I
I
CB *
AD-975 R2
Fail ure Warning F1ags

and Bar Bias Logic Di agram
Figure 222 (Sheet 2)
22=14-00
Page 267/268
Jun 15/82
+
S’PERW
FLIGHT SYSTEMS
~%fi~t’ANcE
BEECH KING AIR
AVIONICS DIVISION
———
-r
——
FLIGHT DIRECTOR l=M— ——— ——— ZJZ A7J’B :~}T:~ECTORl
7J’B COMPUTER 1
2.s2
3 - 7JIA 39 76 Vs
2sVoc r
4 - 7
(= - 8 - 17
*
DIMMING 47 76 VOR APR CAP
2S VOC NAV ~
so - CONTROL 52
LIGHTS ON r
=
- 9 L
IMs Voc 4 46 Ss NAV CAP TTL
VARIASLE
LIGHTING + 55 + : ‘f “I
CONTROL
INPUT 75 ALT
——— J
I
74 VNAV CAP
I
F
2J1 77 I AS
ZE.J
2S VAC 23
-$ HOG
1-
24
=
F
NAV CAP ~
k
I 70 APR CAP
I BC CAP
I 53 GA
I ———
I 8
TO INTERNAL
DH SEL CKT
——— ——— —— J
——— ——— ——
HSI 12J2
w
g —
1
I
I —
2SVAC —
g--
-i
I,
1- ———
‘Av’AO&
———
i — AD.2472
Annunciator Dimming
Figure 223 22-14=00
Page 269/270
Jun 15/82
+SPERW FLIGHT SYSTEMS
#:~fi~~ANcE
KING AIR
BEECH
AVIONICSDIVISION
3J2— ——— —— ——— . 2J2

F
Am DIM HSI
42 l+)
RADID ALT
22 I
OATA
(= 42 =
RADIO ALTITUDE DIMMING
DISPLAY CONTROL I
1 OUTPUT
ELECTRONICS
NOTE 2 6 {-)
2?
{: 8 z
I
+ +
I
[
DH OISPLAV
II
RAD ALT DISPLAY
I I
u L
I
M
I
(
so
SYNC c
51
I
DISTANCX CLOCK
H
c
52
I
{
H
53
I
OATA
c
54
55
I
g {
RNAV SELECT
7
I
I
NOTE 1
NOTES.
1. GROUND FOR ARINC 561(0.39SS

ARINC 66S 10.39SS NM).
NMI OR OPEN FOR
I
I
4
2J1 I
DISTANCE DATA
I
OPEN CONNECTED
TO J2.1
ALT 50~56 2000 FT
VALIO INPUT
32
I
CONNECTEO CONNECTEO ALT 65 2600 FT k————— ..— J
TO .12-1> TO J2-1.
*THIS CONNECTION REOLNRES MOO G TO AOI AD 573 R2
Display Dimming
Figure 224 22-14-00
Page 271/272
Jun 15/82
+=jT-ER+Y
FLIGHT SYSTEMS
~:LN;:pANCE
BEECH KING AIR
AVIONICS DIVISION
4. Autopilot Computer Functional Description (See figures 225 and 226. )
A. Roll Axis (See figure 226, sheets 1 and 2.)
The roll axis of the autopilot receives signals from the following
components:
Attitude valid and roll attitude signal from the vertical gyro.
Heading valid and heading signal from the directional gyro
Rol 1 commands from the flight director computer.
Rol1 commands from the autopilot controller.
(1) Synchronization. Synchronization in the roll axis is achieved when

the net signal to the roll servo sum is zero. Prior to autopilot
engagement, all autopilot command inputs are zero because the
autopilot is not yet coupled to any mode and the ROLL CPL, HDG HOLD,
and TK + AP ENG switches are open. At this time, the input to the
roll synchronizer through the ——
roll command rate limiter will also be
zero because switch AP ENG TCS SEL ROLL HOLb is open.
● Roll
●
attitude from the vertical gyro is demodulated and applied to the

summing If the sum of these two signals is not zero, an
amplifier.
error signal appears and is amplified, and applied to the Am ●
TCS SEL switch. During synchronization prior to autopilot

engagement, the switch is closed, applying the error signal to the
roll synchronizer integrator. Before engagement, the ROLL HOLD
switch is closed and the error signal drives the integrator. The
integrator is driven until its output is equal to the roll attitude
input. When they are equal the error to the integrator is zero and
the roll axis is synchronized. Synchronizing provides
transient-free engagement of the autopilot. During synchronization,
the error signal is also applied to the roll displacement path but
the aileron servo is not engaged. Therefore, no synchronization
transients will appear on the controls.
Prior to engagement of the autopilot, the servo drive clutch is not

engaged to the central surface; thus, the servo loop follows up on
the input command synchronizing to zero motor rotation. At
engagement, the servo is at a null position corresponding to the
input command.
(2) Heading-Hold. If the autopilot is engaged with no lateral mode

selected and with a bank angle of less than 6 degrees and the TURN
knob in the detent position, the heading-hold mode is engaged and
the HDG HOLD switch is closed, allowing the output of the heading
synchronizer to be coupled into the roll rate limiter. Prior to
engagement or when other modes are engaged, this signal output is
zero. If the aircraft departs from the synchronized heading, an
error signal is applied to the roll rate limit circuit.
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<~jTAEW<Y
FLIGHT SYSTEMS
~~~Tg~ANCE
BEECH KING AIR
AVIONICS DIVISION
The roll rate limiter derives the rate of the command error siqnal.
The rate signal is clipped by a diode limiter and then applied-to
the integrator. If the rate signal rises to a level that would
command more than 5.5 degrees per second, the diodes clip the error
signal into the integrator, thus limiting the integrator output to
5.5 degrees per second. When the rate signal decreases to a level
that commands less than a 5.5 degrees per second roll rate, this
signal drives the integrator at that rate and the diode limiters
have no effect on the error signal. Error command signals from the
rate limiter circuit are applied to the roll synchronizer. Because
the autopilot is in the heading-hold mode, the command signal passes
through the ROLL HOLD switch to the integrator in the roll
synchronizer. When the autopilot is engaged and TCS is not
selected, the A/P ENG + TCS SEL switch is closed, adding a resistor
to the feedback path around the integrator. This converts the
integrator into a lag circuit.
The command signal from the lag circuit is applied to a bank angle
limiter. This circuit limits the signal output for the roll hold
mode. The limiter is removed from the circuit when the autopilot is
disengaged or when the TCS button is pressed to allow
synchronization. In the heading-hold mode, the A/P ENG +TCS SEL
switch is closed, placing the limiter in the roll command circuit.
The limited command is amplified and applied to the roll integral and
displacement paths. The feedback path to the roll synchronizer is
now opened because the A/P ENG TCS SEL switch is open in the
●
heading hold mode. The displacement command is inverted and passed

through the Q-switching and soft-ride, gain-changing circuits to be
summed with roll rate.
Roll rate provides a short-term damping signal. The resulting error

signal is amplified by the roll servo sum amplifier and applied to
the servo amplifier. The resultant output signal drives the aileron
servo motor.
The servo amplifier output is limited by the electronic torque

limiter. In the event of a failure of the torque limiter, the
monitor circuit would disengage the autopilot when servo torque
exceeded a predetermined level. The clutch is engaged so the servo
motor will drive the aileron. As the motor drives, a rate damping
signal from the servo tachometer is fed back as a damping signal to
stabilize the servo loop. A position signal is also fed back to
oppose the command signal. Deflecting the aileron will bank the
airplane toward the heading that existed when the autopilot was
engaged. As the airplane bank angle changes, the output of the
vertical gyro reflects the change. The input from the gyro opposes
the error signal, thus reducing the resulting error to the servo
drive. As the airplane banks toward the desired heading, the error
from the heading synchronizer will be reduced. As this error
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FLIGHT SYSTEMS
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BEECH KING AIR
AVIONICS DIVISION
decreases, the command signals throughout the axis will begin to

roll the airplane toward wings-level. The final result will be a
null at the servo output with the airplane flying wings-level on the
heading that existed at the time of autopilot engagement.
4. A. (3) Touch Control Steering (TCS). When the TCS switch on the control
wheel is pressed, the error signal into the roll synchronizer is
reduced to zero because the input switches to the roll rate limiter
are all opened, removing all command inputs to these summing points.
The aileron servo drive clutch is disengaged, allowing the pilot to
place the airplane in the desired roll attitude. As the attitude
changes, the output of the roll servo sum will change. This output
represents the difference between airplane attitude and the signal
level at the output of the roll synchronizer. The output of the
servo sum is fed back into the roll synchronizer keeping the servo
sum output at a null.
The amplified error signal is fed back to the roll synchronizer

closed - + TCS SEL switch. At this time the A/P ENG +
TCS SEL switch opens, removing the resistor from the output of the
integrator. With the resistor’s effect removed, the synchronizer
acts as an integrator, not as a lag circuit. The error signal is
applied through the ROLL HOLD switch to drive the integrator. The
integrator drives until its output is equal to the roll attitude
signal. At this time the error signals will be zero, and the system
is synchronized to the existing airplane bank angle.
When the TCS switch is released, the feedback path for the amplified
error signal is opened by the - + TCS SEL switch. Releasing
the TCS switch also closes the A/P ENG + T-L switch, converting
the integrator into a lag circuit. If no lateral modes are selected
in the flight director computer and the bank angle is less than 6
degrees when TCS is released, the autopilot will return to heading
hold. When the bank angle is greater than 6 degrees at TCS release,
the ROLL HOLD switch opens and the airplane maintains the selected
bank angle. Any deviation from this bank angle will generate an
error signal to drive the aileron servo to return the airplane to
the desired bank angle. This bank angle is maintained until a new
attitude is selected with TCS. If the autopilot was coupled to the
flight director when TCS was used, upon release of the TCS switch,
the autopilot will couple to the engaged flight director mode.
(4) TURN Knob. When the TURN knob is rotated out of detent, any
previously coupled roll mode is uncoupled. The ROLL CPL and HDG
HOLD switches are open, removing all input signals. The TK AP ENG
●
switch closes to apply the TURN knob command signal from the
autopilot controller. The command signal is rate limited to 5.5
degrees per second and passed through the ROLL HOLD switch (see last
paragraph of TCS explanation) to drive the roll synchronizer. The
command signal is limited to *3O degrees by knob excitation, then
summed with the vertical gyro attitude signal. From this point, the
error signal is applied to the displacement path to drive the
aileron servo.
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AVIONICS DIVISION
Returning the TURN knob to detent will return the airplane to a

wings-level condition and engage the heading-hold mode. Other modes
can be selected and will be coupled after the TURN knob is returned
to the detent position.
4. A. (5) Lateral Modes (Heading Select, NAV Select, Back Course, VOR APR).
When the pilot selects a lateral mode on the mode selector, the ROLL
CPL mode is engaged if the autopilot is engaged. The desired roll
commands are computed and processed by the flight director computer
and are applied to the autopilot computer at 1OJ1A-18.
The command signal is passed through the ROLL CPL switch. All other
inputs are blocked because the HDG HOLD, and TK AP ENG switches
●
are opened. From this point, the roll command path follows the same
path as the heading-hold signal to drive the aileron servo. The
error signal will fly the airplane to the selected flight path and
roll out to a wings-level condition on the selected flight path.
(6) Lift Compensation. During a turn, an airplane loses lift and tends
to lose altitude. To compensate for this condition, the autopilot
roll axis applies the roll attitude signal from the vertical gyro to
an absolute roll circuit. This circuit will provide a nose-up
command to the pitch axis when the airplane is banked left or right.
The amplitude of this command should be equal to the loss of lift
due to the turn so that very little, if any, altitude is lost during
the turn. The absolute roll circuit output is also applied to the
roll logic circuits to generate a bank angle of less than 6-degree
logic in addition to the lift compensation in the pitch axis.
B. Pitch Axis (See figure 226, sheets 3 and 4.)
The pitch axis of the autopilot receives signals from the following
components:
Air data information from the flight director computer.
Indicated airspeed information from the air data computer for

Q-switching.
Pitch commands from the autopilot controller.
Attitude valid and pitch attitude information from the vertical

gyro.
Glide slope deviation signal from the flight director computer.
Flap compensation logic input from the flap control switch.
(1) Synchronization. Synchronization in the pitch axis is achieved when

the net signal to the pitch servo sum is zero. Prior to autopilot
engagement, the glide slope, air data, and PITCH wheel signals are
blocked by the open GS CPL, ADC CPL, and PW switches.
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BEECH KING AIR
AVIONICS DIVISION
Pitch attitude from the vertical gyro is demodulated and is summed

with the output of the pitch integrator. During synchronization, the
output of the integrator follows pitch attitude causing the output of
the pitch displacement amplifier to be zero. If the airplane
attitude changes, the sum of the integrator and vertical gyro signals
is an error signal. The error signal is applied to the pitch
displacement path and through the closed AP ENG TCS switch and the ●
closed PITCH HOLD switch to drive the integrator. The integrator is

driven until its output is equal to the vertical gyro signal and the
net pitch displacement signal is zero.
prior to engagement of the autopilot, the servo drive clutch is not

engaged the central
to surface; thus, the servo loop follows up on
input commmand.
4. B. (2) Pitch Hold. After the autopilot is engaged, if no vertical mode is

engaged on the flight director and the PITCH wheel is not rotated,
the autopilot is in the pitch-hold mode and the pitch integrator
holds the pitch attitude reference signal. The output of the
integrator maintains the airplane pitch attitude that existed at the
time of engagement. Any change in pitch attitude will produce an
error signal, and the servo drive motor is driven in the direction to
return the airplane pitch attitude to that which existed at the time
of engagement. The servo drive deflects the elevator control tab
because the servo drive is coupled by the servo clutch after
autopilot engagement. The error signals drive the servo and
elevator to return the airplane to the desired attitude. When this
attitude is achieved, the elevator will be at the neutral position
and the servo sum output will be at a null.
(3) Rate Damping. Damping of the aircraft central response is provided

by pitch rate. Pitch rate is derived from pitch attitude in the
pitch rate taker. This signal is applied as a damping signal for
pitch attitude control.
(4) Lift Compensation. Absolute roll signal from the roll axis is
shaped before passing through the Q-switching and soft-ride
circuitry. The lift compensation function generator circuitry
produces a lift compensation signal whose magnitude is proportional
to sec (if-l,
where (7 is the airplane bank angle. This signal pitches
the aircraft up when making a bank turn to compensate for the loss
of lift in a turn. This maintains the aircraft near a constant
altitude in a turn. If the autopilot is in the airspeed hold mode,
the lift compensation signal is removed completely to prevent the
lift compensation and airspeed hold command signals from opposing
each other and causing airspeed hold mode control problems.
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+S7-ER<Y
FLIGHT SYSTEMS
HYJ:?*~E
BEECH KING Alf3
AVIONICS DIVISION
4. B. (5) Touch Control Steering (TCS). When the TCS switch on the control
wheel is pressed, the autopilot disengaged synchronization paths are
established. A feedback path is provided from the pitch displacement
inverter into the pitch integrator through A/P ENG TCS and ●
PITCH HOLfi switches. The servo clutch is disengaged and the pilot
flies the airplane to a desired pitch attitude. The autopilot will
synchronize the pitch integrator to the new airplane pitch attitude
and the net servo sum output will be at a null.
When the TCS switch is released, the feedback path around the pitch
integrator is opened and the integrator retains the pitch attitude
signal existing at the time the switch is released. If the airplane
deviates from the synchronized pitch attitude, an error signal
appears at the integrator output and is used to position the servo
motor to drive the airplane back to the synchronized pitch attitude.
(6) PITCH Wheel. When the PITCH wheel is rotated, the PW switch closes,
allowing the output of the PITCH wheel tachometer to be applied.
The PW switch remains closed as long as the PITCH wheel is being
rotated. It opens when the PITCH wheel movement stops. Rotating
the PITCH wheel will cancel any previously engaged pitch mode, open
the ADC CPL switch (removing the ADC input), and close the
PITCH HOLD switch (applying the PITCH wheel signal to the pitch
integrator). If the GS is coupled, the PITCH wheel operation will
be inhibited. The rate of PITCH wheel rotation (tachometer output)
is integrated by the pitch integrator producing an attitude
displacement command since integrated rate is displacement. If the
output of the integrator is changed, by the PITCH wheel, this upsets
the balance of the integrator and vertical gyro inputs. The error
signal is routed through the displacement path to the servo
amplifier, the servo drive moves the elevator and changes the
airplane attitude. The airplane attitude will be changed until the
vertical gyro signal is equal to the pitch integrator output. At
this time the airplane will be at the new commanded attitude.
(7) Air Data Modes (Altitude, Airspeed, or Vertical Speed Hold). When
the ALT, IAS or VS mode is selected in the flight director computer
with the autopilot engaged, a ground is supplied from the flight
director computer to pin 1OJ1B-38, -40, or -41. These ground
signals control the switches labeled ALT, IAS or VS. The ALT, IAS
or VS error signal corresponding to the mode selected is provided
from the flight director computer to the air director computer input
through the ALT, IAS or VS and ADC CPL switches into the pitch
integrator and the pitch command amplifier. The combination of the
pitch command and integral signals are summed with the vertical gyro
signal.
If the summation of the error and gyro signals is not zero, the error
signal will be used to drive the servo drive motor and change the
elevator control tab position in the direction to get the airplane
back on the selected air data reference. As the airplane changes
pitch attitude to obtain the desired air data reference, the
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++7-ER+Y FLIGHT SYSTEMS
H:hZ~~ANCE
BEECH KING AIR
AVIONICS DIVISION
vertical gyro signal changes and the air data error signal
decreases. The net signal will continue to drive the servo to change
airplane attitude until the air data error signal from the flight
director computer is zero and the net signal is zero. The airplane
is then at the desired attitude.
The servo amplifier output is limited by the electronic torque

limiter. In the event of a failure of the torque limiter, the
monitor circuit would disengage the autopilot when servo torque
exceeded a predetermined level. The clutch is engaged so the servo
motor will drive the elevator control tab. As the motor drives, a
rate damping signal from the servo tachometer is fed back as a
damping signal to stabilize the servo loop. A position signal is
also fed back to oppose the command signal.
4. B. (8) Glide Slope. Glide slope information is applied through the GS CPL
switches. Prior to glide slope capture, the GS CPL switches are
open, blocking the glide slope signals from the flight director
computer. At that time the autopilot will be flying the pitch hold
or air data mode. If the ALT, IAS, or VS mode is selected, the ADC
CPL switches are closed, supplying error signals. When the glide
slope beam is captured, the air data mode is disengaged, the ADC CPL
switches are opened, and the GS CPL switches are closed, and the
glide slope command signals are applied.
The glide slope displacement signal is inverted and limited to t6

degrees and the glide slope integral signal is applied through the
PITCH HOLD switch to the integrator. A limiter on the output of the
integrator limits this signal to +20 degrees up and -5 degrees down
while in the glide slope mode. The glide slope displacement and
integral signals are combined and then summed with the vertical gyro
signal.
If the sum of the glide slope commands and the vertical gyro is not
zero, an error signal is applied to the servo motor, following the
same path as described for the air data mode. The servo will drive
the elevator control tab until the airplane is in the center of the
glide slope beam.
(9) Autopilot and Manual Pitch Trim System. The manual electric and
autopilot pitch trim systems both utilize the same trim servo. The
aircraft interface provides the switching control to determine which
operational mode is being utilized. The manual electric trim is the
primary or master operational mode. The autopilot trim is utilized
if the autopilot is engaged and the manual electric trim switch is
not being operated. Either of the operational modes drives the
elevator trim surface to reduce the load on the elevator.
22-14-00
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Jun 15/82
+s55-ER+Y
FLIGHT SYSTEMS
WfW~E
BEECH KING AIR
AVIONICSDIVISION
4. B. (9) (a) Manual Electric Trim System (All models, except B1OO). The
manual electric trim is operated by means of a switch on either
the pilot’s or the copilot’s control wheel. The pilot’s trim
switch overrides the copilot’s. In order to activate the trim
servo, the switch must be activated. Operation of the manual
electric trim switch will cause the pitch and roll axis of the
autopilot to disengage by interrupting the autopilot engage
voltage. The trim servo clutch is routed through relay
contacts, in the interface, which are interrupted by pressing
the AP disconnect button. This feature is provided to allow
decoupling of the trim servo drive in case of a trim runaway.
(b) Autopilot Trim System. The autopilot trim system controls the
aircraft installed electric trim servo motor. The trim rate is
a function of sustained elevator servo forces above a given
threshold.
Trim is required when the elevator servo is required to hold a

sustained torque holding the surface offset. Moving the trim
tab removes this offset. The elevator servo amplifier output
voltage is fed to the trim up-down sensors. Servo motor
current is fed to the trim threshold sensor. When the airplane
requires trim while the autopilot is engaged, either the
down-trim sensor or the up-trim sensor, depending on direction
of trim required, senses the direction from the amplifier
output and produces a command The
signal
trim. for up or down
holding force (motor torque) at which trim occurs is detected
by the trim threshold sensor. This sensor detects motor
current, which is proportional to torque. The servo torque must
be present for 3 seconds before the start of trimming. This is
established by the Time Delay circuit. The detecting and
threshold signals are “AND” and drive the relay which allows the
28 volt output or pulse output to drive the trim motor. The
pulsewidth modulator supplies a pulse train, the pulse duration
being a function of airspeed, which controls the speed of the
trim tab. The trim servo drive motor will drive to chanqe trim
tab position until the trim sensor does not sense a trim-
requirement and the holding force is removed from the servo.
(lo) Flap Compensation. Deployment or retraction of the flaps will

provide added trim response to limit airplane “ballooning” at
deployment. When the flaps are used, a flap-up or flap-down signs’
enters the autopilot computer at 1OJ1B-46 and starts the 25 second
flaps in motion timer. The output of the timer is the flap
compensation signal. This signal is applied to the up and down tr m
sensor, thus bypassing the normal 3-second trim delay in one
direction.
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MAINTENANCE
MANUAL
11 FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
4. c. Yaw Axis (See figure 226, sheets 5 and 6.)
The yaw axis of the autopilot receives heading information from the
directional gyro.
(1) Yaw Axis Synchronization. The yaw axis of the autopilot is

synchronized prior to engagement. Before the yaw dam er mode is
engaged, all heading rate signals are blocked by the b
Y
switch, which grounds the output of the heading rate washout
amplifier. The servo amplifier and servo drive make up the servo
position servo loop. A signal at the yaw servo sum is amplified by
the servo amplifier and drives the torque motor to command a surface
position. The position feedback synchro feeds back a 400-Hz signal
that is demodulated and opposes the error signal. When the surface
is at the position commanded, the input to the servo amplifier will
beat a null. A rate damping signal is fed back as a damping signs’
to stabilize the servo loop.
Prior to engagement of the autopilot, the servo drive clutch is not

engaged to the central surface; thus, the servo loop follows up on
input command. The servo amplifier includes a torque limiter and
monitor. The torque limiter” limits the maximum current supplied to
the motor, thus, the maximum since motor
torque output of the motor,
torque is proportional to motor current. The monitor disengages the
autopilot if the torque limiter fails, preventing a failure which
would result in no torque limiting.
During the synchronization mode and until the heading-hold mode is

engaged, the heading synchronizer is in the followup or
synchronization mode. This heading synchronizer is an electronic
unit, not a mechanical device. In order to achieve electronic
heading synchronization and electronic yaw rate circuit operation, a
3-wire-to-2-wire converter circuit is employed in the yaw axis of the
autopilot. Three-wire information from the directional gyro is
applied to SW1 and SW2 and to the logic switching circuits that
actually perform the 3-wire-to-2-wire conversion by opening and
closing electronic switches.
The directional gyro X and Y information is applied to SW1 and SW2.

One of these switches will always be closed, and at times both are
closed. (See table 3, figure 226. ) The switches are closed when
their waveform voltage is zero and open when the waveform is at 5
volts. The signal from SW1 and SW2 is demodulated and then applied
to the line voltage compensation circuit. Any error signals induced
by voltage changes on the 115-Vac line will be eliminated at this
point. A signal representing dynamic airplane heading is summed with
a signal from the integrator of the heading synchronizer. If these
signals are not equal, the resultant error signal is inverted and
applied to the integrator through the HDG HOLD switch. The
integrator will be driven until its output is equal to the airplane
headinq.
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FLIGHT SYSTEMS
H#;:pAwE
BEECH KING AIR
AVIONICS DIVISION
4. c. (2) Heading Hold. If the autopilot is engaged and the airplane is flying
wings-level with no other modes selected, the heading-hold mode is
engaged. The ~switch into the heading synchronizer opens.
If the airplane changes heading, an error signal is developed. It is
inverted and applied through the NORM or INV switch to provide a
heading error signal to the roll axis circuits to return the airplane
to the desired heading. When the heading-hold mode is engaged, a
logic input to the 3-wire-to-2-wire converter locks up the converter
to maintain existing logic outputs. This lock up is necessary to
preserve the heading-hold reference information.
(3) Yaw Damper Operation. The dynamic heading information from the line
voltage compensation amplifier is applied to the heading rate taker
circuit and passed through the NORM or INV switches. The rate
signal is amplified and then applied to the crossover hold circuit.
Switch RT1 is closed at all times except when the slope of the
dynamic heading changes from positive to negative or negative to
positive. At these times (90 and 150 degrees, for example, on table
3, figure 226), the rate signal would be caused by the switching
circuits and not airplane inputs. This transient signal is blocked
from entering the heading rate washout circuit by opening switch RT1
for a 100-millisecond period during the switching transition.
During this period, the capacitor in the crossover hold circuit
maintains the last existing signal rate of the dynamic heading
signal.
The crossover hold circuit output is applied to the heading rate

washout circuit. This output signal represents the changes of
dynamic heading rate. When the yaw damper mode is engaged, the
YD ENG switch will be open, removing the ground from the heading
rate washout circuit output. This signal will be applied to the yaw
servo sum to drive the rudder servo. The servo amplifier output is
limited by the electronic torque limiter. In the event of a failure
of the torque limiter, the monitor circuit would disengage the
autopilot when servo torque exceeded a predetermined level. The
servo drive clutch is engaged so that the rudder is driven to damp
out the changing dynamic heading rate signals. If the airplane roll
rate exceeds 7 degrees per second or if the airplane bank angle
exceeds 45 degrees, the heading rate signal is removed by grounding
the output of the heading rate washout circuit. When these rate and
bank angle signals are reduced below 7 degrees per second and the
bank angle is less than 45 degrees, the switch opens, removing the
ground and restoring the command signal.
The heading rate signal from the heading rate washout circuit is
gain switched by the MID-Q switch to maintain uniform airplane
response across the airspeed range of the airplane.
22=14-00
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SPERRY
FLIGHT SYSTEMS
~;b%%~ANcE
BEECH KING AIR
AVIONICS DIVISION
10J1B
I <“~
cl+
406A
E@=
10J1A
T-c”
ENG TCS
SERIES SERIES 3+
408 SWITCH SWITCH
I
—— ____
K5
r
I
MODEL 200 ONLY
TO
7
7J1B 62!
~s”~
II
I I 4
sE2-Eli%l
+-l-n-k
~G__– ———— ——
TABLE 2 TABLE 2 =
1
k
ti:
‘L /
II
IRTR’C llJ1
(lb
I
MODEL 409
+’ , 334#—————
TURN _ BICO ONLY K6
KNOB TK OETENT
I d i 28V AP ENG .=
28 WC I
TO 1OJ1B-15 I
,
v AND 7J1A-49 I i
ull
-
——
, AUTOPILOT
. CONTROLLER 4 RRIM sw oNl [
I K7
—
1 ! cO%L ! !
AP ENGAGE
L —— -J]
I
L- ——— ———. .— 2 llJ1 a
— 10J1B
— I <“~ 7J’A”4’A’PENG
~F~
10J1B
II 1 (73~
YD ENGAGE
AP TRIM i--l
PILOTS
AP/TRIM CB DISCONNECT SW
II
COPILOT’S AP yDENGAGE~ ___ ._TABLE 1
28 VDC ) DISCONNECT SW A/_P ELECTRICAL INTERLOCK
S5 PART NO COL 1 COL 2
COL 3
4008519 10JIA- 10JIA-
A! S6 -913 – - 56 50 10J 1A-54
ill
-916 .__51 56 1OJ1A-54
TO 10J1 B-3
+28V AP POWER ~
“%’’’TED -E17.:y7
_.~1-91_
-fglL-921
_ 56
_&l
53
53
56
50
10Jl A-54
10J 1A-54
1OJ1B-2
TABLE 2
. SE_RVOC~UT~ONNECTIONS
TO 7~1 B-54 DASH CLUTCH CODING
‘~
r SEE COL
TABLE 1
1
--
}--+:
-No:...
-904 _
COL 1 COL
G
2
L>
p% ; - j
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SEE COL 3 1
=
TABLE 1 AD-2473
Autopilot Engage Interlock Diagram

Figure 225 22-14-00
Page 283/284
Jun 15/82
+
s=ERV
FLIGHT SYSTEMS
XXIH’ANCE
BEECH KING AI13
AVIONICS DIVISION
HDG ERROR
FROM YAW TURN
AXIS (SH 6) - COORDINATION
7
\
HDG HOLD
l--~”
I
> TO YAW AXIS (SH 6)
—— 1 ‘k++ +Y--D”
r
I
I
A/P CONTROLLER
RIGHT
ROLL
llJ1
‘+1
I
‘
<++””~
24!=
‘J
30LL RATE
LIMITER
~~
\
AP ENG ● TcS SEL

ROLL
SYNCHRONIZER
T Y
AP ENG ● TCS SEI
Q
; ‘~< , W ● AP ENCi
I
;>~<, <~ -Isvoc 350
I
BANK ANGLE
I
E!!i I
o*27~
I
LIMITER
I TURN @l 11=
KNOB
1 I II
L ——— -1 II ~~
AP ENG + ROLL HOLD + TCS SEL
II
--k! LINE
{
ROL::TT ISOLATION
vOLTAGE
TRANSFORMER
COMPENSATION
+96
TO PITCH AXIS
;;Ggl.NL.L:~;Ly;g:
*OC ROLL TO
AIR OATA MODEL CSG = 169 KNS YAW AXIS (SH 5)
CMPTR MODEL FSO = 1S3 KNS
MODEL 200 = 1 SS KNS NOTE: ALL SWITCHES ARE SHOWN IN OPEN POSITION,
AD-2474 @
IASELED CONDITION CLOSES SWITCH,
Autopilot Computer Signal

F1ow Diagram
Figure 226 (Sheet 1 of 6) 22-14-00
Page 285/286
Jun 15/82
+
bT~ER<Y
FLIGHT SYSTEMS
HYINJ:fANcE
BEECH KING AIR
AVIONICS DIVISION
10J1B
mm
12J1
.—
SERVO
——
DRIVE
AND BRACKET
——
1
;i:”c’~) z’>~< ; <—l I
-!-fD-’-
.
ROLL
INTEGRATOR
+1 I
II I
I
II
II
1’
I
m
I II
SYNCHRO
GEAR
RATIO I
OISPL
Am —
ROLL FILTER &

~l::+<;%-m:~-z-;-:~-=, TOROUE
POWER 1 ORUM
013PLACEMENT GEAR
ROLL SERVO SUM
I I , ‘OTOR; I
J
TRAIN
II I I
I1
1
I
I
MIO(1 I I
(.913 ONLY)
SR
I I I ! I
1
=
-11- I
I
) 1
=
MIO Q
(-s17, -913,
.917 ONLY)
L 10J1A I
I
I
TO ENGAGE LOGIC ‘=ENG”-’-l~
~g”+ 4 >+< , <—

I
&J- I
= .—— —— J
! m:;-:97+’5; ROLL AXIS

“P TEST
+15 v Oc
l_
- TO PITCH
TO YAW
AXIS LSH4)
AXIS (sH6)
NOTE: ALL SWITCHES ARE SHOWN IN OPEN POSITION.

LABELED CONDITION CLOSES SWITCH
TABLE 1
AD.2474@

F1ow Diagram
Figure 226 (Sheet 2) 22-14-00
Page 287/288
Jun 15/82
~-~~-y ~NJJE~ANCE
AVIONICS DIVISION
lwIB
~“ yALT HOLD Gr40
FROM TO SWITCH ALT

FO +“”+’” ‘OL” ‘No LOGIC
1
J-d---v-- J
..
10J1A
v’
fddu~ATA w“e
H
)
‘Rm ‘0 { +“+
4 MA
I
1!
ALT
ADC CPI l-===’ MIO Q
(-916. -918
ONLY)
sR
P-
? ?
IAS m
II
Ii L.
v’
I PITCH
INTEGRATOR
I I /
1
INTEGRAL ~’, <[ m
———— —
‘S CPL
II
r
--
ALJTWILOT CONTROLLER llJ1
II
As GLIOE
OESCEND u SLOPE il )—c
I P
--- -. G1
FROM FL’
1 1!
I ADC CPI
1
DISPLACEMENT
I EJ I
\ D
m L 6°
DISPLACEMENT 4 LIMITER
‘~
l;cLIMB m
v [ +’”<! G’ CPL )
PITCH WHEEL I I
L ———— — q -+5<!
PITCH COMMAND
AMPLIFIER =
-——— — VG ISOLATION LINE vOLTAGE
r AIR OATA CMD DISPLAY 32J1

PITCH ATT
{ +16<’
TRANSFORMER COMPENSATION
I
I AMPLIFIER
1 1/ %%%’
I
I PITCH WHEEL
II
. RATE TAKER
MIOO
)
INPUT (NOTE 2)
I
I (FIG 217) ~
I
29
NOTES: 1. ALL SWITCHES ARE SHOWN IN OPEN POSITION
LABELED CONOITION CLOSES SWITCH.
I-916.
q i%Y;g2’
-918
I 2. IF AIR OATA CMO OISPLAY 1’ NOT USEO.

‘<h
= AUTOPILOT CONTROLLER PINS llJ1-V ANO V
L ———— — ARE OIRECTLY CONNECTEO TO 1OJ1A-2I3
(THRU 51 K) ANO 1OJ1A-29.
AD-2474 @
PITCH AXIS

Flow Diagram
Figure 226 (Sheet 3) 22-14-00
Page 289/290
Jun 15/82
+
SPERW
FLIGHT SYSTEMS
ti:~~:~ANcE
BEECH KING AIR
AVIONICS DIVISION
FLAP F/ELAY
ACTIVATED BY
SW TCH ON
FLAP HANDLE
7?-=2!5”) MIDQ
.-
AP TEST
c1PuLSE
WIDTH
MODULATOR
(.817, .917
ONLY)
C-90 or E-90
--+imll
‘d
v
10J15
I*;APA’
.,0 v m
FRoM ROLL ~
.“,. ,.” ., A
:J::.J ,xI!!b’”’”’A’’’o’”
? c 11
TRIM TIME DELAY
1* ‘ THRESHOLD ~ PULL IN 3 SEC
SENSOR DROPOUT O SEC p+ ~~~ $B~
L .
.
E!l-
UP
‘} UP TRIM TO AP CONTROLLER
SEN~R TRIM LIGHTS
ON ~}
TRIM
r~
ELEVATOR
DOWN
J_ f’
CURRENT
SENSOR
SENSING
20K 20 K
// .—— ——— ——
[ ELEVATOR SERVO DRIVE AND BRACKET
10J1B 13J1
RATE
L
>,
1? I
~~>i m
LINKAGE
sERvO AMPLIFIER
55
{; j-? ~-u
c A 53 <~;: &:E1l-* ELEVATOR
I MOTOR I CONTROL
SERVO SUM II TAB
II
1!
I
I
+
10J1A
F
s
I
E
I
a J
I
I
+28 V AP ENG ● TCS SEL~ 3 n <
=
TABLE 2
PITCH AXIS
~fy”+ 4> !
T
t
<
SEE TABLE 2
I
Gt40
+---&-
+ L ——. —.— J AD-2474 @

F1ow Diagram
Figure 226 (Sheet 4) 22-14-00
Page 291/292
Jun 15/82
+
5T+ER+Y
FLIGHT SYSTEMS
#:~?~fANcE
BEECH KING AIR
AVIONICS DIVISION
1
——
r-CWAOG 1
SJl
x
laJIB
+ —
-i%T “da, >-
G
Y
I
3WIRET0
I HEAOING
y; ~
I — RATE
INV RT1
xl ~?-lxzzl
‘----j
HOG RATE WASHOUT
14 +-@-+ HEAOING RATE TAKER cRoSSOVER HOLO CIRCUIT
I HEADING
z
/
z
WI NORM ROLL RATE FROM
SG
ROL+LRATE > 7’WSEC

MID o
(-817. -821.-916.
.917, -918,-921 ONLY)
SYNCHRO NO. 2 I ROLL AXIS (SH1)
L —— A WA ‘> 450
ABSCILUTE ROLL d I
= =
h-
FROM ROLL AXIS
(SH1)
(x)
NORM N INVERTER
LOGIC INV
SWITCHING
IYI CIRCUITS FOR 3W1
3.TO-2
WIRE
3W2
CONVERTER
(SEE TABLE 3
ON SHEET 6) HOG HOLD
H-’L+
# I-RT1
I
w NOTE: ALL SWITCHES ARE SHOWN IN OPEN POSITION

HEAOING SYNCHRONIZER AD.2474 @
lABELED CONOITION CLOSES SWITCH.
YAW Alas

Flow Diagram
Figure 226 (Sheet 5) 22-14=00
Page 293/294
Jun 15/82
+
b=ER+Y
FLIGHT SYSTEMS
WJ~~ANcE
BEECH KING AIR
AVIONICS DIVISION
—. ——— — 1
~“DDEFl SERVO DRIVE AND BRACKET
lcuIB 14 J1
w+=>~< : <—1
I AIRCRAFT HEADING
a
.
w-q I
o
I
30
I
60 90 120 150 110 210 ’340 270 3W 220 w
POSITION ~ x AND Y INPUTS I I
~+
:ti:
, ,-
:
;;~#
I (Z-GND)
< ~= II I
I
I
NORM
RUODER
WASHOUT
I I sYNCHRO
GEAR INVERT I
I
II
RATIO
@
111111,
YD ENG II I I I.
Swll I 1 I
I I I
SERVO AMPLIFIER I
!1 1~1’tjilil ,
SW2
HEADING RATE~ + ) I
: l:@@-~:J}-z-- I il;lll
TOROUE DRUM RT1l I I
/ POWER I n
FILTER AND MOTOR I ,(, , I 1 ,
11 GEAR
II
YAW SERVO SUM I
I TRAIN
I
I
II I LVC AMPL 1
11 I
I
I
(HEAOING RATE
DETERMINES SLOPE
I
--k
OF THIS WAVEFORMI ~ 120 210 240 110 300 220 so
30 60 90 150 180
II I
Im
I
TABLE 3
I T~~H 1
II
I
u
RATE I “e~~ “EN ‘

I
AP TEST
+16 Voc
FROM ROLL
~67&i
=
3
I
I
AXIS ISH2)
II
TURN I
Ii
COORDINATION
FRON +3sv YoENGb12 <;~
~LL AXIS 10.I1A I
(NNl} SERVO
7
PWR -, 4 ;~
MID0
)
~
(-SS17.
-821.-916,
-617,-910,-921 ONI.”)
YAW AXIS
GND
T
=
c+
L ——— —. .—
I
4D-2474 @

F1ow Diagram
Figure 226 (Sheet 6) 22-14-00
Page 295/296
Jun 15/82
+==EK<Y
FLIGHT SYSTEMS
~:y~~~ANcE
BEECH KING AIR
AVIONICS DIVISION
5. C-14A Compass System Functional Description (See figure 227 or 228.)
Basic power for the system is the 115-volt, 400 Hz input at 6J1-C of the C-14A
Directional Gyro. This provides internal power for the gyro and a 26-volt ac
power output for the flux valve and CS-412.
The flux valve senses the horizontal component of the earth’s magnetic field.
Using the 26-volt ac reference signal, it provides an output signal that
represents aircraft heading in the earth’s magnetic field. This signal will
provide a command to keep the rotor of the gyro aligned to magnetic north in
the slaved mode.
The CS-412 Dual Remote Compensator compensates the flux valve for single-cycle
(hard-iron effects) by biasing the flux valve coils with a low level dc
voltage. The procedure for adjusting this level of compensation is discussed
in Section 8. Two independent compass systems can be compensated by the
CS-412.
In the slaved mode of operation, the directional gyro is slaved to a position

relative to the magnetic heading reference as supplied by the flux valve and
the CS-412.
Slaving of the directional gyro is accomplished by supplying current flow

through precession coils affecting the sensitive axis of the gyro. The
MANUAL SYNCHRONIZATION switch is used to engage fast slaving of the
directional gyro. When fast slaving is engaged, the slaving rate is
increased from approximately 3.5 degrees per minute to approximately 40
degrees per minute. Once engaged, fast slaving continues until the compass
card of the HSI indicates within 4 degrees of actual heading, at which time
the normal slaving rate is assumed.
In the free mode of operation, magnetic information from the flux valve and
CS-412 is disabled in the gyro and no slaving is performed. The directional
wro Provides compass information as a Product of the position of the
~~rcraft with reference to the posil ion”of the unslaved gyro. As no slaving
is performed, the displayed heading information is subject to error as the
result of free gyro drift.
During operation of the directional gyro, any of the following conditions

will cause a loss of the heading va” id signal supplied to the HSI:
(a) Low voltage to the directional gyro power supply
(b) Improper wheel speed of the spin motor
(c) Fast sync (manual synchronization)
22-14-00
Page 297
Jun 15/82
W FLIGHT
S’fSTEMS BEECH KING AIR
AVIONICSDIVISION
The HSI receives three-wire compass information from the C-14A and uses it to
move a compass card to the proper location. The three-wire compass
information is connected to the stator of a heading control transformer. As a
change in compass information occurs, the stator and rotor of the synchro
are no longer positioned for a null and a displacement signal is created in
the rotor. This displacement signal is then amplified and used to drive the
dc torquer motor. The motor is mechanically connected to the rotor of the
heading synchro, so as the compass card reaches its proper position, the
rotor is moved to null the displacement signal and the compass card stops.
Synchronization between the flux valve and the actual heading of the aircraft
is indicated by the compass synchronization annunciator of the HSI. When the
+ is in view on the annunciator, the compass card is rotating in the counter-
clockwise direction (actual heading greater than indicated). When the ● is
in view, the compass card is rotating in the clockwise direction (actual
heading less than indicated). When synchronized, the annunciator slowly
oscillates between the + and the o.
The HOG flag in the HSI will be out of view when the servo null monitor is
below its threshold (compass card accurately represents aircraft headings),
the internal power supply is at its proper level, and the 28-volt dc heading
valid from the C-14A is present. A 28-volt dc heading valid signal is applied
to 2J2-X (figure 227) or 2J1-37 (figure 228) and to the FZ-500, when the HDG
flag is out of view.
22-14-00
Page 298
Jun 15/82
+
%5*ER<V
FLIGHT SYSTEMS
ti:A~lf~ANcE
BEECH KING AIR
AvlONICS DIVISION
I 6 .—. ——— .—— ——— ——— ———

C-14ADIREcnoNAL GYRO
T
115VAC +4-- i c
tgJ=-
—.
2S WAC
A POWER
T s
3UWLV AND
+24Voc
———
.——
——_
_
RECTIFIER
TO LIGHTING= CIRCUIT
n –24 Voc
CONTROL
I
T I (NOTE 2)
E
2 ——— ——— ,— —,.
WI L2 1
HSI
CS-412DUALREMOTECOMP
T I
N.S
3CREWORIVER
A0Ju3TMENTs
E-w
I
ANN
1
—
—
--+
(
10
-1+
o sm.
ANNUNCIATOR
+s.8 Voc
IH)
o
REGULATEO
N
O
OC POWER
(c)
E
SUWLV I
w E
r
o -1
-6.8 Voc
s I
II f I I
u
I
CURRENT
S00 HZ INPUT LIMITING
A
FROM FLUX RESISTORS ~--- ---- ___ ~
VALVE
NOTE t H
4J1 F F
A
S00 Hz INPUT
H J I
W!!qJE2
D c I
o *
FROM IX-412 J I
Af A 1, I r I I
K - P FLUX VALVE
II
E B 4 ● R ---- ____ ____ ___ ,______
,1 1
II J * N
c\ I 1
t
I
\/ SLAVING = 1
I
I
-—+ ‘ AC
I
-L ——— ——— ——— _ OEMOO
I
. AMPL CIRCUIT SERVO
+ H NULL
‘@II
I x
MONITOR
A c
I Y
0S ANO
POWER I
x
MPL I a 4s YAW
SLAVEO
L v ~, DAMPER
NOTES 1.) FLUX VALVE SHIELOEO WIRE GROUNOEO FREEiSW I b
z INPuT
ONLY AT c.14A PIN D, z
2,) THE SS412 CONTAINS TWO IOENTICAL I 4S TO AP CMPTR
(5LAVE0 MOOE CL05EDl ~
E CX NO 2
COMPENSATION CIRCUITS. C41NNECT10NS I
SHOWN ARE THE NUMSER ONE SVSTEM G
THROUGH WI. THE CIRCUITS FOR THE
ii t
E=
NUMBER TWO SYSTEM ARE CONNECTED
POWER
THROUGH W2 GVRO
AOEOUACY/ e
3.) SJ1-i IS CONNECTEO AS CIRCUIT Y
+ WHEEL
FOL-OWS: (B1 ANO B51
SPEEO d
(Ll THRU L4)
MONITOR
10J1A PIN
— . MODEL MANUAL SVNC SW ●
10J1A
50 S1OD. F90 B AU~~OIC “
s—<+24vOC
53 C90
MANUAL SVNC SW WIPER “~ h
56 200 SVNCHRONl-
MANuAL SVNC 3W {+1 4 t
f :;;;: +,,,~,, ~--------
‘—<-24 V. h 7.HA
(NOTE 3)
a &R’lI-%
CHASSIS GNO F HEADING VALIO
INPUT TO FO CMPTR 23
K
10J1B
D
MONITOR GROUNO
2B
.—— ——— .—— ——— ——_ ——— L
u
TO AP CMPTR AD.2475
C-14A Compass System

Signal Flow Diagram
Figure 227 22-14-00
Page 298.1 /298.2
Jun 15/82
+
>T”ER+V
FLIGHT SYSTEMS
tifibfi~~ANcE
BEECH KING AIR
AVIONICS DIVISION
H_ -——— ——— ——— ——— ——— ——— W1

C-MA DIRECTIONAL
GYRO
/+
r.
I
I
115vAC ●
26 VAC
1
T
5 vAC
NC ~ r
L :2
——— .—— ——— .
[NOTE 21 T
*
● 3
7
2J1 -———
Hsl
.—— —- ,.
y J1 r
CB-412DUALREMOTECOMP
v * 26 10
SCREWDRIVER SYNC
AOJU3TMENTS
0 ANNUNCIATOR
EI-IEI ANN
AMPL u b 27
-+
I t I I
26 vAC
31
r
.-—
o-
w
— --—-
0
N
s
E
--
-1
*
I
I
I
H
NOTE 1 H I
I
~ HZ INPUT c
,
E &
F 9 J
FROM CS.412 I
r / ~
= I
A FLUX VALVE x
K , L w 2s
II I I --—. ---- - ---- --- ---- --
B H ● R
-?
M * 29
II t;
II J I # u K P 30
I I = I
\ c ./ I CX NO. 1
E%\6”2vm
I
I
10J18
DEMOO I
T1
2 SERVO
. AMPL CIRCUIT H NULL
x < MONITOR
I c
Y ~
4
10J1A L
OC AND =
POWER x
AMPL a + 46 YAW
I
L Y b
~, DAMPER
SLAVEO +
z INPUT
NOTES 1,)
FLUX VALVE SHIELC2E0 WIRE GROUNOEO
FREE/SW
‘E z 4 4s TO A? CMPTR
ONLY AT G14A PIN O.
CXNO.2 ?8 =
2.) THE CS412 OJNTAINS TWO IDENTICAL E
COMPENSATION CIRCUITS. CONNECTIONS ‘sLAvE””ooEc’osEo’~ 7
G
SHOWN ARE THE NUMBER ONE SYSTEM
THROUGH 5J1, THE CIRCUITS FOR THE
NUMBER TWO SYSTEM ARE CONNECTEO
THROUGH 5J2 e > 36
d +- — 2s Voc
CB
10J1A
*
MANUAL SYNCSW ●
9 L
o 1 .—— — ——— —.
MANUAL SYNC SW WIPER s & MONITOR GR JND
Q MANUAL SYNC SW {+1 h FROM AP CMI 7J1A
f
1
HEAOING VALIO
CHASSISGNO F
J
J ~,fl::,R:ND ‘NpuTTOFDcMpTRy.247,
——— —.— ——— ——— ——— ——— —
C-14A Compass System

Signal F1ow Diagram
Fiqure 228 22-14-00
Page 298.3 /298.4
Jun 15/82
+==~ER<y
FLIGHT SYSTEMS
~~~~~ANcE
BEECH KING AIR
AVIONICS DIVISION
SECTION 4
GROUND CHECK
1. General
This section provides a simplified procedure (table 301) for checking the
System for correct installation and proper operation of all components in the
system.
NOTICE
Procedures in table 301 are based on Sperry
Engineering Bulletin EB7004276, Revision A.
Should any failures arise while performing the following ground check, refer
to FAULT ISOLATION as required.
2. Equipment and Materials
Equipment and materials are listed in tab’ e 301.
3. Procedure
Instructions for performing the test are isted in table 301.
22-14-00
Page 301/302
Jun 15/82
+ST-ER+Y
FLIGHT SYSTEMS
ti;y!I:pANcE
BEECH KING AIR
AVIONICS DIVISION
INDEX
Page
1. POWER CHECK 315
2. GA MODE AND VG PHASING 315

Pitch Sync
AD I Phasing
Mode Logic
AP Lift Compensation
AP Trim
VG Bar Bias
3. COMPASS SYSTEM PHASING 317

HDG Hold
HSI and RMI
Yaw Damper
Single Channel HDG Hold
Synchronization
4. HDG SEL MODE 317

Phasing
TAS PROG
B/A Limiter
Mode Logic
DG Bar Bias
5. VOR CRS SEL 319

Phasing
TAS PROG
B/A Limiter
Mode Logic
6. VOR RADIO DEVIATION 319

Phasing
LBS
TAS PROG
DME PROG
Mode Logic
7. VOR APP MODE 321

0SS Trip
Crosswind Washout
Mode Logic
Simplified Ground Check Procedure

Table 301
22=14-00
Page 303
Jun 15/82
d~ j~.ER<~ #;~~jf~AwE
~r FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
INDEX (cent )
Page
8. ALT HOLD MODE 323

Phasing
PW Mode Logic
Mode Logic
ADC Bar Bias
9. VERTICAL SPEED MODE 323

Phasing
TCS
VG Washout
Mode Logic
CD-125
10. ALT PRESELECT AND DEPARTURE WARNING 325

Phasing
ALT Alerter/Departure Warning
Capture Logic
Mode Logic
11. IAS AND B/A LIMITING 325

Phasing
TCS
Mode Switching and B/A Limit Change
Mode Logic
CD-125
Low Bank Select
12. VNAV MODE 327

Altitude and DME Phasing
VANG
Capture Logic
Mode Logic
13. LOC MODE 329

Phasing
Capture Logic
Crosswind Washout
B/A Limit
EX LOC
Mode Logic

Table 301 (cent)
22-14-00
Page 304
Jun 15/82
+5=+ER<y ~:~N;:~ANcE
AVIONICSDIVISION
INDEX (cent)
Page
14. BC MODE 329

Course and Deviation Phasing
Capture Logic
EX LOC
Mode Logic
BC APR SEL
15. GS MODE 331

Phasing
Capture Logic
Accelerometer
Gain PROG
Middle Marker
PWM Logic Lockout
Mode Logic
16. ATTITUDE TEST 333

Tests Sphere
Tests Annunciator
Bar Bias
17. RADIO ALTIMETER (for ADI with rising runway) 333

RADis lay
DH Ligt
E
G/S Lockout
18. RADIO ALTIMETER (for ADI with digital altitude readout) 335
Test Segments
RA Display
G/S Lockout
DH Cursor/Light
19. AUTOPILOT ENGAGE/DISENGAGE LOGIC 335

See Table 1
Lights
20. AUTOPILOT ROLL AXIS 335

Turn Knob
Bank Angle
Turn Knob Logic
Roll Hold
Overpower and Trim Checks
TCS Release Force

Table 301 (cent)
22-14-00
Page 305
Jun 15/82
AVIONICS DIVISION
INDEX (cent )
Page
21. AUTOPILOT PITCH AXIS 337

Pitch Wheel Phasing and Gain
Pitch Hold
Pitch Trim
Flap Compensation
Overpower
TCS Release Force
22* YAW DAMPER 341

Phasing
Rate of Turn Phasing
Monitoring
Rudder Trim
23. NORMAL ACCELEROMETER 343

Phasing
24. RATE OF TURN 344

Phasing

Table 301 (cent)
22-14-00
Page 306
Jun 15/82
AVIONICS DIVISION
The format of the tests is to identify the required response without

elaboration. The Work Steps define the preliminary set up for each test but it
may be necessary to reset and re-engage the mode during the course of the test.
For these reasons these tests should only be used by technicians who understand
the system theory and operation.
All values stated in these tests should have a flO% tolerance.
CAUTION
THE P/S TESTS SHOULD BE MADE USING APPROVED MAINTENANCE

PRACTICES AS A/C INSTRUMENTS AND ADCS COULD BE DAMAGED
BY OVERPRESSURE.
Table 1, Autopilot Disengage Logic, is provided as a ready reference for all

responses to AP disengagement.
Single Q and cross pointer indicators during the ground checks are referred to
as “CMD bars”. Only the Single Q requires that a roll mode be selected before
the Single Qwill be in view and any loss of the roll mode logic or valid will
bias it from view.
EQUIPMENT AND MATERIALS FOR TESTS
Volt/01-lMMeter
Pitot-Static Test Set
VOR/LOC Simulator Test Set
Glide Slope Simulator Test Set
DME Simulator Test Set
Marker Beacon Simulator Test Set
Optional - Gyro Tilt Table or Gyro Simulators
Interconnect Break-Out Box, Part No. T334069, for FZ-500 Flight Director
(Required only if Reference Test Points are checked). Connecting the SP-200
Autopilot Computer to break-out-box, adapter, Part No. T334104, is required.

Table 301 (cent)
22-14-00
Page 307
Jun 15/82
11 FLIGHT sYSTEMS BEECH KING AIR
AVIONICS DIVISION
REFERENCE TEST POINTS
For a complete system test the following items must be checked at the FZ-500
Computer input connector or other specified point before the tests begin for th~
complete system check.
Simulate the required condition then measure the inputs at the following points:
Function Z-500 Test Point Voltage
1) Airspeed 200 kts 7J1A-43(+) to 7J1A-1(-) 2.2 V dc
2) Altitude 10,000 Ft 7J1A-44(+) to 7J1A-1(-) 2.75 V dc
3) Altitude Rate
(1000 FPM Descent) 7J1B-44(+) to 7J1A-1(-) -0.5 V dc
4) Altitude Error
(100 Ft) 7J1B-22(+) to 7J1A-1(-) 0.8 V dc
5) DME Gradient 7J1A-32(+) to 7J1A-33(-)
A) DME 3miles 0.12 V dc

B) DME 50 miles 2.0 Vdc
6) DME Gradient
Measure At VNAV 16J1-34(+) to 16J1-35(-)
A) DME 3 miles 0.12 V dc

B) DME 50 miles 2.0 V dc
7) Check for ground at JIA-50 on FZ500 Computer when DME not on hold.
Verify ground is removed when DME is switched to hold.
8) Radio Altitude Gradient (SPERRY AA-200 SERIES)

(100Ft Input Using
Test Button) 7J1B-18(+) to 7J1B-19(-) 2.4 V dc
Altitude Gradient: = 0.02h +0.4

Vout
(o to 500 ft)
9) Radio Altitude Grounds
A) 1200 Ft Ground 7J1B-46

B) 250 Ft Ground 7J1B-52
C) Pull Radio Altimeter circuit breaker and grounds are removed.

Table 301 (cent)
22=14=00
Page 308
Jun 15/82
+==*ER<V
FLIGHT SYSTEMS
#:~~/f~ANcE
BEECH KING AIR
AVIONICS DIVISION
Function Z-500 Test Point !!Ql&
10) Middle Marker Input Marker Active 6Vt3vdc

7J1B-80 to 7J1A-1
11) Tuned to LOC GND 7J1A-22(+) to 7J1A-1 (-) OVdc
12) Vertical Gyro
A) Roll 10° right and

10° left 7J1A-14(+) to 7J1A-15(-) 2.0 V ac
B) Pitch 10° up and
10° down 7J1B-27(+) to 7J1B-28(-) 2.0 V ac
13) Radio Deviation Sensitivity (HSI)
A) In VOR frequency change course until the radio deviation is

2 dots (150 millivolts) the course should be 10 degrees
from selected radial. With a “TO” indication, move course
left, deviation goes right.
B) In localizer frequency generate a known signal level from a

simulator. Verify HSI deviation shows this amount of deviation.
14) Course Error
Course Select 10° For indicators with 200 mV/deg

right and 10° 7J1A-41 (+) to 7J1A-37(-) 2.0 V ac
1eft
For indicat;~s with 300 mV/deg
7J1A-40(+) to 7J1A-37 (-) 3.0 V ac
15) Heading Select 10° For indicators with 200 mV/deg

right and 10° 7J1A-36(+) to 7J1A-37(-) 2.0 V ac
1eft or
For indicators with 300 mV/deg
7J1A-35(+) to 7J1A-37(-) 3.0 V ac

Table 301 (cont.)
22-14-00
Page 309
Jun 15/82
+>TEF?W
FLIGHT SYSTEMS
::k:_~ANE
BEECH KING AIR
AVIONICS DIVISION
Function Z-500 Test Point Voltage
16) +28 V dc Valid
NAV Valid 7J1A-16(+) to 7J1A-1 (-) 28 V dC

VG Valid 7J1A-19(+) to 7J1A-1(-) 28 V dc
HDG Valid 7J1A-23(+ to 7J1A-1 (- 28 V dc
DME Valid 7JIA-34(+ 1 to 7JlA-l(- { 28 V dc
ADC Valid 7J1A-42(+) to7JlA-1(-) 28 V dc
ADC Valid 7J1A-52(+) to 7J1A-1(-) 28 V dc

GS Valid 7J1B-7(+) to7JlA-1(-) 28 V dc
VNAV Valid 7J1B-9(+) to 7J1A-1(-) 28 V dc
RAD ALT Valid 7J1B-35 + to 7J1A-1 - 28 V dc
APS Valid 7J1B-38 [1
+ to 7J1A-1 [1
- 28 V dc
17) Program Grounds
Course Error 7J1A-40-7J1A-1 (Note 1) O ohms

RNAV 7J1A-47-7J1A-1 O ohms
RNAV APP 7J1A-48-7J1A-1 O ohms
Normal Acceleration 7J1B-21-7J1A-1 20 K ohms
(Z500 Removed)
Altitude Error 7J1B-51-7J1A-1 O ohms
7J1B-26-7J1A-1 O ohms,
VNAV
Installed
VNAV SEL 7J1B-61-7J1A-1 O ohms
(VNAV not
installed)
Accel Damping 7J1B-1OI-7JIA-I O ohms
NOTE :
1. For indicators with 200 mV/deg ground 7J1A-40. For indicators

with 300 mV/deg ground 7J1A-41.

Table 301 (cent)
22-14-00
Page 310
Jun 15/82
+S=Er<y #~~~~~ANcE
AVIONICS DIVISION
Autopilot Disengage Logic

Table 1
Autopilot Disengagement Result
Autopilot OFF Controller

Via Horn Light “ “ Annunciators
Pilot’s A/P/Trim Sounds ON for one AP & YD OFF

Disconnect Switch for one second
second
Copilot’s AP/Trim Sounds ON for one AP & YD OFF

DISC. Switch for one second
second
Pilot’s Electric Sounds Yaw Damper

Trim Switch for one ON for one Remains ON
second second
Copilot’s Electric Sounds Yaw Damper

Trim Switch for one ON for one Remains ON
second second
Go-Around Switch Sounds ON for one AP & YD OFF

for one second
second
Vertical Gyro Fast Sounds ON STEADY Yaw Damper

Erect Switch (Simulated for one Remains ON
VG Flag) second
Pull No. 1 Vertical Gyro Sounds ON STEADY Yaw Damper

Circuit Breaker for one Remains ON
second
Directional Gyro Sounds ON STEADY AP & YD OFF

LH GYRO SLAVE for one
Switch (Simulated second
HDG Flag)
Autopilot DC Sounds ON for one AP & YD OFF

Circuit Breaker Pulled for one second
second

Table 301 (cent)
22-14-00
Page 311
Jun 15/82
Ii FLIGHT SYSTEMS
BEECHK;NGAIR
AVIONICS
DIVISION
Autopilot Disengage Logic

Table 1 (cent)
Autopilot Disengagement Result
Autopilot OFF Controller

Via Horn Light “ “ Annunciators
Autopilot AC Circuit Sounds ON STEADY AP & YD OFF

Breaker Pulled for one
second
Pull Autopilot No. 1 then Sounds ON STEADY AP OFF

No. 2 DC Circuit Breaker for one
second
Pull Autopilot No. 1 then Sounds OFF AP OFF

No. 2 AC Circuit Breaker for one
second
Autopilot “Test” Sounds ON STEADY AP & YD OFF

Button on Controller for one
second

Table 301 (cent)
22-14-00
Page 312
Jun 15/82
=+j7-ER+Y ~$;:FANCE
AVIONICS DIVISION
Trim Times
Table 2-1
Time Airspeed
Model Test # + (See) (Knots)
21.1 50 0
200 21.J 17 100
21. K 17 200
21.1 60 0
B1OO AlOO 21.J 20 100
21. K 20 200
21.1 45 0
F90 21.J 20 100
21. K 20 200
21.1 80 0
C90 E90 21.J 25 100
21. K 40 200
Please click in the box for

annotations for this figure.
*
>
Table 301 (cent)
22-14=00
Page 313/314
Jun 15/82
+FEW FLIGHT SYSTEMS
::k!::ANcE
BEECH KING AIR
AVIONICS DIVISION
TEST FD CONTROL
TITLE NO. WORK STEPS CMD WHEEL RESPONSE
power Check 1. Check all plugs for voltages on correct pins. Use appropriate interconnect to determine pins and voltages.
Go Around Mode & 2. Select G/Amode. G/Aannunciator on ADI shall light. FD CFID goes up.
VG Phasing
A. Tilt VG 10° right wing down. Left ADI 10° right wing down. (CCW)
B. Tilt VG 10° left wing down. Right ADI 10° left wing down. (CW)
c. Tilt VGup to null FDCMD. ( 7°) Nul1 ADI sphere rotates into blue (up) position. FD CMD
nulls as Gyro pitched nose up.
D. Tilt VG 10° down. (Then return to 0°) up ADI sphere rotates into brown (dn) position. FD CMD
moves above initial G/A position.
E. Engage AP. Tilt VG 10° right wing down. Ccw GAmode resets. Autopilot in pitch attitude hold and
AFT heading hold. Lift compensation checked when control
wheel moves AFT.
F. Tilt VG 10° left wing down. (LWD) Control wheel returns to neutral (pitch), when returning
APT to zero-and then moves AFT when VG is tilted to 10° LWD.
G. Tilt VG 10° nose up. FWD ADI sphere rotates into blue (up) position, AP trims
down after approximately 3 seconds and gives TRIM DN warning after
approximately 5 sees.
H. Tilt VG 10° nose down. AFT ADI sphere rotates into brown (dn) position, AP trims up
and after approximately 3 seconds gives TRIM UP warning after
approximately 5 sees.
I. Select GAmode. Autopilot disconnects. FD CMD bars come into view.
il. Pull VG circuit breaker. FD CMD bars bias out of view. Reset VG circuit breakers.
K. Press VG fast erect FD CMD bars bias out of view.

Table 301 (cent)
22-14-00
Page 315/316
Jun 15/82
{
}%=AER<Y
FLIGHT SYSTEMS
;fl~filf~ANcE
BEECH KING AIR
AVIONICS DIVISION
—. -—
TEST FD CONTROL
Compass System 3. Reset all FD modes. Engage AP. All FD modes off.
Phasing
A. Rotate No. 1 Directional Gyro 10° CCW. Cw HSI card and RMI card headings decrease 10°.
Rudder deflects right and then returns.
Rudder pedals move.
B. Rotate No. 1 Directional Gyro 10° CW. Ccw HSI card and RMI card headings increase 10°.
Rudder deflects left and then returns.
Rudder pedals move.
c. Rotate No. 2 Directional Gyro 10° CCW. HSI card and RMI card headings decrease 10°.
D. Rotate No. 2 Directional Gyro 10° CW. HSI card and RMI card headings increase 10°.
E. Disengage AP.
Heading SEL 4. Select HDG SEL mode - Airspeed zero. HDG Ann. on ADI shall light.
Engage AP. HDG Ann. on Flight Director Mode Selector (FDMS) shall light.
Pitch CMD is pitch sync.
A. VG level, set HDG SEL 10° right. Right CW
B. VG level, set HDG SEL 10° left. Left Ccw
c* VG tilted 7° left wing down; keep HDG SEL Null VG tilted to null FD. Checks TAS Programmer.
10° left. Then return VG to level.
D. Simulate airspeed of 225 knots at field

elevation.
HDG SEL 10° left; tilt VG 10° left wing down. Null VG tilted to null FD. Checks TAS Programmer.

Table 301 (cent)
22-14-00
Page 317/318
Jun 15/82
+
SPERY
FLIGHT SYSTEMS
i:~:::ANcE
BEECH KING AIR
AVIONICS DIVISION
TEST FD CONTROL
Heading SEL 4.E. Set heading select 90° left. VG tilted Nul1 VG tilted to null FD. Checks B/A limiter. Then
(cent) 27° left. return VG to level.
F. Move INC/DEC switch to INC orDEC. FD CMD bars bias out of view.
G. Pull HDG circuit breaker. FD CMD bars bias out of view.

—.
VOR Course 5. Tune NAV to VOR freq. Set course to AC heading. NAV Ann. on ADI shall light.
Select Simulate zero deviation VOR signal throughout NAV CAP Ann. on FDMS shall light.
this test. Select NAV mode, airspeed zero. Pitch CMD is pitch sync.
Engage AP.
A. VG level, course error 10° left. Left Ccw

B. VG level, course error 10° right. Right Cw
c. VG tilted 8° right - then returned to level. Nul1S VG tilted to null FD. Checks TAS Programmer.
D. Reset all FD modes then select NAV. Set course Nulls VG tilted to null FD. Check B/A Limiter.
select 90° right. VG tilted 27° right.
VOR Radio 6. Turn off NAV mode. Set selected course to 90° HDG Ann. on ADI shall light.
Deviation RT. Simulate greater than 2 dots Fly Left. HDG, NAV ARM Ann. on FDMS shall light.
Simulate DME = 25 mi. Airspeed Zero. Simulate
a “TO” the station indication. HDG SEL to
AC HDG, engage NAV mode. Engage APO
A. Reduce Radio Deviation. Right CW NAV mode captures less than 1 dot. HDG mode turns off.
NAV Ann. on ADI shall light.
NAV CAP Ann. on FDMS shall light.
B. Increase airspeed to 225 knots. Simulate greater HDG Ann. on ADI shall light.
than 2 dots. Reset NAV mode. HDG, NAV ARM Ann. on FDMS shall light.

Table 301 (cent)
22-14-00
Page 319~320
Jun 15/82
<~~E~Y
FLIGHT SYSTEMS ~~~~j~ANcE
BEECH KING AIR
AVIONICS DIVISION
TEST FD CONTROL
VOR Radio 6.C. Reduce Radio Deviation. Right CW NAV mode captures about 1 dot. HDG mode turns off.
Deviation NAV Ann. on ADI shall light.
(cent) NAV CAP Ann. on FDMS shall light.
D. Set course to 90° left of AC heading Hold HDG Ann. on ADI shall light.
225 knots, DME = 45, simulate greater HDG, NAV ARM ANN. on FDMS shall light.
than 2 dots Fly Right, Reset NAV mode.
Reduce Radio Deviation. Left Ccw NAV mode captures about 1 dot. HDG mode turns off.
NAV Ann. on ADI shall light.
NAV CAP ANN. on FDMS shall light.
E. Disengage AP.
VOR APP 7. Select VOR APP mode, DME = 10 MI, Radio HDG Ann. on ADI shall light.
Deviation greater than 2 dots Fly Right. HDG, VOR APR ARM ANN. on FDMS shall light.
Course select & HDG select on AC heading.
“TO” station indication/airspeed zero.
A. Reduce Radio Deviation to zero. Wait 20 sec Nulled NAV, APR ANN. on ADI shall light.
before 7.B. VOR APR CAP ANN. on FDMS shall light.
B. Rapidly rotate course select knob plus & minus Trips 0SS. FD command follows selected course - not
30° from AC heading. radio signal.
C. Set selected course 5° right A/C heading - Right For about 20 sec FD still responds only to course
radio dev = 1 dot left. signal.
D. Set Radio Deviation to zero, selected course out of No modes selected.

10° left. Reset VOR APP mode. View
Select VOR APP mode - at once tilt VG to null Nulls Bank angle to null CMD = about 13°.
CMD. Return VG to level.
E. After 30 seconds - Roll CMD goes to zero. Nulled Course error washed out to zero.

Table 301 (cent)
22-14-00
Page 321/322
Jun 15/82
AVIONICS DIVISION
TEST FD CONTROL
Altitude Hold 8. Select HDG SEL & ALT Hold and engage AP HDG, ALT ANN. on ADI shall light.
HDG, ALT ANN. on FDMS shall light.
A. Increase altitude 100 ft (use Baro adj on Down FWD Checks phasing of ALT error.
altimeter or static simulator).
B. Disengage and re-engage AP. Null System desynchronizes to new altitude at AP Engage.
c. Decrease altitude 200 ft. up AFT Checks phasing of ALT error.
D. Move pitch wheel (climb or descent) Sync Resets ALT-Hold mode.

ALT ANN. on ADI shall turn off.
ALT ANN. on FDMS shall turn off.
FD in Pitch Sync.
AP responds to pitch wheel.
E. Select HDG SEL and ALT HOLD modes. FD CMD bars in view.
F. Pull ADC circuit breaker. - FD CMD bars bias out of view.
Vertical Speed 9. Select VS mode & HDG select. Engage AP. HDG, VRT ANN. on ADI shall light.
Simulate 2,000 FPM climb. HDGand VS ANN. on FDMS shall light.
A. Increase climb to 2,500 FPM. DN FWD Checks phasing of VS error.
B. Press TCS until signal nulls, then release. Nulls Synchronizes to new VS.
c. Tilt VG 10° nose up. Dn FWD Vertical Gyro command down - washes out in 10 sec.
D. Return VG to level. up AFT Vertical Gyro command up - washes out in 10 sec.
E. Decrease VS to 1,000 FPM climb. up AFT Checks phasing of VS error.
F. Press TCS until signal nulls, then Nulls Synchronizes to new VS. Air Data Command display
release. goes to single dash in the middle. After TCS is
released the existing VS is displayed.
G. Move Pitch wheel in climb. up AFT Air Data Command display increases.
H. Move Pitch wheel in dive. Dn FWD VS digits on Air Data Command decrease and after
crossing zero increase in negative direction.

Table 301 (cent)
22-14-00
Page 323/324
Jun 15/82
+=ER+y fl~~NJf~ANCE
AVIONICS DIVISION
TEST FD CONTROL
Altitude 10. Preselect 10,000 ft, simulate 2,000 FPM climb, HDG, VRT AN!4. on ADI shall light.
Preselect & engage VS mode, engage HDG SEL mode, HDG SEL HDG, VS, ALT SEL ARM ANN. on the FDMS shall light.
Departure on AC Heading, ALT SEL.
Warning
A. Allow altitude to increase toward 10,000 ft. Null About 9,000 ft, amber light on altimeter turns on, horn sounds
for l-second.
Dn About 9,600 ft, ALT SEL CAP ANN. on the FDMS shall light.
VRT ANN. on ADI remains lit.
About 9,750 ft, amber light on altimeter goes off.
B. Reduce climb rate to zero at 10,000 ft. Null HDG, ALT ANN. on the ADI and FDMS shall light.
c. Increase altitude above 10,250 ft. On Amber warning light turns on, horn sounds for l-second.
Return altitude to 10,000 ft, amber light turns off.
D. Decrease altitude below 9,750 ft. up Amber warning light turns on and horn sounds for l-second. Note.
NOTE :
When VNAV is installed, the warning light remains on until reset. When using APS, warning light resets when greater than t1000’ deviation from Alt.
.
*
IAS &B/A 11. Altitude 15,000 ft on simulator, airspeed 200 Null HDG and SPD ANN. on ADI shall light.
Limiting kts, select HDG, select IAS modes. Engage AP. HDG and IAS on the FDMS shall light.
A. Decrease airspeed to 190 kts. Dn FWD
B. Increase airspeed to 210kts. up AFT
c. Hold airspeed at 210 kts. Press TCS Null Pressing TCS synchronizes FD Pitch Command to new airspeed.
until signal nulls then release. Air Data Command display goes to a single dash in the middle.
After TCS is released the existing IAS is displayed.
D. Move Pitch wheel in climb. up AFT IAS digits on Air Data Command display decrease.
E. Move Pitch wheel in dive. Dn FWD IAS digits on Air Data Command display increase.
F. Disengage Autopilot.
G. Engage Autopilot. Select 90° right heading Right 27.5° right roll nulls FD command.
select command. Tilt VGto null FD command.

Table 301 (cent)
22-14-00
Page 325/326
Jun 15/82
+5TERYFLIGHT SYSTEMS
fi:~?%pANcE
BEECH KING AIR
AVIONICS DIVISIO~l
_.— _____
TEST FD CONTROL
11.H, Select Low Bank on Autopilot Controller. Right CW 17° Right Ro1l Nu1ls FD Command.
Tilt VG to NULL FD Command. Verifies Low Bank Select Operation.
I. Disengage Autopilot. Reset FD modes.
VNAV Mode 12. Preselect 10,000 ft, altitude 2,500 ft, airspeed HDG ANN. on ADI shall light.
(If VNAV zero, Radio Simulator generating valid radio HDG and VNAV ARM ANN. on F13MS shall light.
Installed) signal , “TO” the station indication, DME = 13 mi, Select VANG on VNAV. VANG 3 deg.
STAEL to 1500 ft, 10mi “FROM” offset on VNAV, After 3 sec VNAV captures.
engage HDG & VNAV modes. HDG and VNAV CAP ANN. on FDMS shall light.
HDG and VN ANN. on ADI shall light.
VN ANN. on HSI.
Vertical deviation down.
A. Increase altitude to 2600 ft. Dn Tests VANG phasing.
B. Return altitude to 2500 ft. Null
c. Cancel VNAV mode. Slew VANG to 4 deg. Engage HDG ANN. on ADI shall light.
VNAV mode. HDG, VNAV ARM ANN. on FDMS shall light.
VN ANN. on HSI.
o. Reduce DME to 9 DME. Null HDG, VN ANN. on ADI shall light.

HDG, VNAV CAP ANN. on FDMS shall light.
VN ANN. on HSI.
E. Reduce DME to 8 DME. up HDG, VN ANN. on ADI remains on.

HDG, VNAV CAP ANN. on FDMS remains on.
VN ANN. on HSI.
V@rtiCal deviation up. Tests vANG phasing.

Table 301 (cent)
22-14-00
Page 327/328
Jun 15/82
4}ST=ERW
FLIGHT
AVIONICS
SYSTEMS
DIVISION
~:t!%t’ANcE
BEECH KING AIR
TEST FD CONTROL
LOC Mode 13. Tune ~o LOC freq, simulate valid LOC - greater HDG, ALT ANN. on ADI shall light.
than 2 dots fly left deviation, course HDG, ALT, NAV ARM, APR ARM ANN. on FDMS shall light.
select 90° right, heading select on AC
heading, open Radio Altimeter C.B., simulate
valid G/S - greater than 2 dots fly up.
Select ALT & APR modes. Airspeed zero.
Field elevation.
A. Reduce LOC deviation to zero. RT LOC, APR, ALT ANN. on ADI shall light.
NAV CAP, APR ARM, ALT ANN. on FDMS shall light.
B. Set select course to AC heading. Left-

Null
C. One minute after test 13.B., rotate select Left- Initially goes left then nulls. Checks crosswind
course 20” left. Nul1 washout for LOC.
D. Rotate course select 20° right of AC heading. Right- Initially goes right then nulls. Checks crosswind
Null washout.
E. Return course to AC heading -wait 30 sec. Left- Expanded LOC on ADI moves right. Tilt VG to null
Simulate 1 dot fly right LOC deviation. Null- FD CMD (About 17 Deg).
Right
Back Course Mode 14. Tune to LOC freq, simulate valid LOC greater Null HDG, ALT ANN. on ADI shall light.
than 2 dots fly left deviation, course select HDG, BC ARM, ALT ANN. on FDMS shall light.
180° from AC heading, set heading select on GS pointer and flag biased out of view.
AC heading. Close C.B. for radio altimeter,
select BC and ALT modes.
A. Reduce LOC deviation to zero. BC, ALT ANN. on ADI and FDMS shall light.
B. Rotate tail of course select 10° right Right Checks course error phasing.
of AC heading.

Table 301 (cent)
22-14=00
Page 329/330
Jun 15/82
+
ST*ER<Y
FLIGHT SYSTEMS
tifi~ty?ANcE
BEECH KING AIR
AVIONICS DIVISlON
TEST FD CONTROL
Back Course 14.C. Return course to AC heading.

Mode (cent)
D. Increase radio deviation to 1/2 dot left Left Expanded LOC on ADI goes left. (Full Scale)
indication on HSI (Radio deviation appears as
fly right on HSI.)
E. Select APR mode. !3C,APR, ALT ANN on ADI shall light.

BC, APR ARM, ALT ANN on FDMS shall light.
GS pointer and flag should be in view.
Glide Slope Mode 15. Tune to LOC freq. Simulate valid LOC with LOC, APR, ALT ANN. on ADI shall light.
zero deviation. Course select & heading select NAV CAP, APR ARM, ALTANN. on FDMS shall light.
to AC heading. Simulate valid G/S signal -
1 dot fly Up- Open 250 ft & 1200 ft radio
altimeter grounds or simulate 1500 ft on radio
altimeter. Select APR, ALT Hold, and engage AP.
A. Reduce G/S deviation to 1/4 dot fly up. UP AFT LOC, APR, GS ANN. on ADI shall light.
NAV CAP, APR CAP ANN. on FDMS shall light.
B. Reduce G/S deviation to zero. Nulls Center Simulates center of G/S beam. Disengage AP.
C. Loosen accelerometer. Turn it upside down. UP Pitch command moves up. (At least 5 degrees. Tests
acceleration damping phasing.
D. Return accelerometer to original position. DN then Pitch command moves down. Then returns to nu’ 1. Tests
Remount on mounting shelf. return acceleration damping phasing.
to Null
E. Simulate 1/4 dot pitch down command. DN Command down - amplitude of FD command decreases
after 15 seconds. (Goes towards null)
F. Restore 1200 ft ground or reduce radio DN Triggers first stage Gain Programming. FD CMD
altimeter to below 1200 ft. reduces to 1/3 of CMD in step 15 E.

Table 301 (cent)
22=14=00
Page 331/332
Jun 15/82
>~<~=-y ~~hllf~ANCE
+ FLIGHT SYSTEMS BEEcH KING AIR
AVIONICS DIVISION
-.
TEST FD CONTROL
Glide Slope 15.G. Restore 250 ft ground or reduce radio Nul1S Triggers second stage Gain Programming. FD CMD
Mode (cent) altimeter to zero altitude. goes to null at zero radio altitude.
H. Establish original conditions for Test 15. LOC, APR, ALT ANN. on ADI shall light.
Remove R/A VLD. NAV CAP, APR ARM, ALT ANN. on FDMS shall light.
I. Reduce G/S deviation to zero then return it LOC, APR, GS ANN. on ADI shall light.
to l/4dot fly Upo NAV CAP, APR CAP ANN. on FDMS shall light.
J. Simulate a middle marker signal. FD CMD reduce to approximately 10% of original command
in step 15 I.
K. Engage AP Move pitch wheel, mode remains engaged.
Attitude Test 16 A. Press ATT test button on ADI. Roll indicates 20° RT bank, pitch indicates 10° pitch up.
ATT flag is in view. All annunciators on ADI, FDMS
and AP controller, except Dli are turned on, FD flag is in view.
B. Release ATT test. ADI sphere returns to normal. FD modes reset.
Radio Altimeter 17.A. Press test button on radio altimeter indicator. Radio altitude goes to 100 ft. (SPERRY AA-200 SERIES)
(For ADI Rising runway goes out of view.
with Rising
Runway.)
B. Capture the G/S on the FD. Press Radio Radio Alt will not test.
altimeter test button on ADI.
C. Set OH cursor above altitude. OH light on ADI and radio altimeter both come on.
D. Set DH cursor below altitude. OH lights go off.

Table 301 (cent)
22-14-00
Page 333/334
Jun 15/82
+
SPERW
FLIGHT sYSTEMS
ti~k%~?ANcE
BEECH KING AIR
AVIONICS DIVISION
—- ..——
TEST CONTROL
TITLE NO. WORK STEPS ;i!D WHEEL RESPONSE
Radio Altimeter 18 A. Press radio altimeter test button on ADI. All digits display 8’s, then dashes, and then to preprogrammed
(For ADI test altitude as set in the radio altimeter R/T unit.
with Digital The DH display during the test displays all 8’s with the altitude
Altitude display and then displays the current set altitude for the
Readout. ) remainder of the test.
B. Release test button. Actual altitude is displayed.
c. Capture the G/S on the FD. Press radio Radio ALT will not test.
altimeter test button on ADI.
D. Reset the G/S mode. Set decision height DH light on ADI comes on (DH on radio
above altitude altimeter indicator, if installed, also comes on.)
E. Pull radio altitude circuit breaker. Radio altitude displays dashes.

DH cannot be adjusted.
AP Engage/ 19. Refer to Table 1. Refer to Table 1.

Disengage
Logic
Autopilot 20. Select HDGmode on FDMS, HDG BUG Nul1 HDG ANN. on ADI shall light.
Roll Axis to AC HDG, engage AP. HDG ANN. on FDMS shall light.
AP engage light turns on.
A. Turn the TURN knob full right Cw HDG ANN. on ADI and FDMS turns off.
B. Tilt VG right to move control wheel to center. -- Control wheel moves to center at 30°.
C. Turn the TURN knob full left Ccw
D. Tilt VG left to move control wheel to center Control wheel moves to center at 30°.
E. Return VG to level, disengage AP AP engage light turns off.

Table 301 (cent)
22-14=00
Page 335/336
Jun 15/82
>~~=<y #~~fil%~ANCE
AVIONICS DIVISION
TEST FD CONTROL
Autopilot 20.F. Engage AP AP engage light stays off.
Roll Axis G. Center TURN knob, engage AP AP engage light turns on.
(cent)
H. Tilt VG 20° right wing down Ccw
I. Press TCS, center control wheel, release TCS. AP engage light turns off.
AP engage light turns on.
J. Return VGto 10° RWD Cw AP engage light turns on.
K. Overpower servo turning control wheel Autopilot Opposes Overpower Force.

to the right
L. Recenter the control wheel with TCS AP engage light off.

With TCS, force is relieved.
M. Disengage autopilot.
Autopilot 21. Reset all FD modes, engage AP.

Pitch Axis
A. Pitch wheel nose down. FWD Autopilot responds to pitch wheel cotmnand.
B. Pitch wheel nose up. AFT Autopilot responds to pitch wheel command.
C. Disengage autopilot.
D. Engage autopilot.
E. Move Pitch wheel nose down. FWD
F. Tilt number 1 VG nose down, then return. No response.

Table 301 (cent)
22-14-00
Page 337[338
Jun 15/82
~-=~~<y ~A~i%~ANCE
AVIONICS DIVISION
TEST FD CONTROL
Autopilot G. Tilt VG 10° up - press TCS, center control Initially Control wheel free (servos disengaged). Upon releasing TCS,
Pitch Axis wheel - release TCS. FWD APwill be in pitch hold.
(cent)
H. Return VG to level. AFT AP commands to return to 10° nose up. Disengage AP.
I. Using Electric Trim Switch - drive trim Time required to move elevator trim from lower to upper
nose up and down. (Use SBY trim for B-1OO.) limits should be (see table 2-1) seconds.
Ensure aircraft voltage is
27~lVd~.
J. Simulate 15,000 ft. airspeed (100) knots. Measures low Q trim rate.
Engage autopilot, overpower autopilot no;e Trim rates shall be about (see table 2-1) seconds for one
up and nose down. Measure trim rates. revolution of the trim wheel.
K. Increase airspeed to (220) knots, hold 15,000 ft. Measures mid Q trim rate.
engage autopilot, overpower autopilot Trim rates shall be about (see table 2-1) seconds for one
nose up and down. Measure trim rates. revolution of the trim wheel.
L. Engage autopilot with control wheel in mid- Trim Wheel will drive in nose up direction after a 3-second
position. Overpower the control wheel in the delay. Five seconds after the trim drives, the trim up
nose down direction. annunciator shall turn on. Trim speed shall be as described
above.
M. Pilot’s Electric Trim Switch - operate in nose Autopilot will not disengage. Trim will drive in the nose
down direction. (use SBYtrimfor B-100.) down direction.
N. Engage autopilot with the control wheel in mid- Trim will drive immediately nose down and there will be a
position. Move flap handle to approach flaps. 3-second delay for nose up trim. This condition will last for
Overpower autopilot in the nose up position, then 25 seconds and then revert back to the 3-second delay.
in the nose down position. (B-1OO ONLY.)
o. Operate copilot’s Electric Trim Switch in the nose up Autopilot will not disengage and trim will drive nose up.
direction. (Use SBYtrimfor B-100.)

Table 301 (cent)
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W FLIGHT SYSTEMS BEECH KING AIR
AVIONICSDIVISION
TEST FD CONTROL
Autopilot 21*P. Repeat step R, moving flap handle to zero degrees. Trim delay will now be removed for trim commands in the nose
Pitch Axis (B-1OO ONLY) up direction and the 3-second delay will exist for the nose
(cent) down trim command. This condition will also only last for 25
seconds.
NOTE :
Overpower in Nose Down direction causes AP to command to be trim nose up after a 3-second delay. Five seconds after trim starts trim up light shall light.
Overpower in the nose up position will cause the AP to conrnand to be trim nose down after a 3-second delay. Five seconds after trim starts trim down light
shall light.
Yaw Damper 22.A. Engage Yaw Damper. Y/D engage light turns on.
B. Attempt to overpower rudder servo. Rudder Servo resists the attempt to overpower it.
c. Engage AP AP engage light turns on.

YD engage light stays on.
D. Attempt to overpower rudder servo Rudder servo resists the attempt.

by stepping on left rudder pedal.
E. Attempt to overpower rudder servo by Rudder servo resists the attempt.

stepping on right rudder pedal.
F. Press and hold TCS switch, attempt Yaw damper engage light remains on.
to overpower rudder servo. Rudder servo resists the attempt to overpower.
Release the TCS switch.
G. Repeat step (E) while holding copilot’s TCS. Same as step (E).

Table 301 (cent)
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AVIONICS DIVISION
TEST FD CONTROL
TITLE NO. WORK STEPS CMD WHEEI. RESPONSE
Normal 23. Remove Accelerometers and set them so that

Accelerometer the plugs point up.
A. Engage AP and move pitch wheel. Control column shall not respond. Disengage AP.
B. Return Accelerometer to correct position. Control columns shall respond. Disengage Ap.
Engage AP and move pitch wheel.
Rate of Turn 24.A. Rotate Rate of Turn Gyro Nose Left Rate of Turn on ADI moves left.
B. Rotate Rate of Turn Gyro Nose Right Rate of Turn on ADI moves right.

Table 301 (cent)
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+=5T-ER+Y
FLIGHT SYSTEMS
w&fi~fANcE
BEECH KING AIR
AVIONICS DIVISION
SECTION 5
FAULT ISOLATION
1. General
This section provides faulty component isolation (table 401) as an aid in

troubleshooting the System should any failure occur during GROUND CHECK.
2. Procedure
——
Table 401 is to be used to isolate a faulty component of the system. If the

system fails any step of the simplified ground check, table 401 indicates the
mode flow or mode logic diagram in Section 3 that is associated with the
applicable GROUND CHECK step and these diagrams identify the components
involved for that step. Also, interconnect diagrams, Section 6, can be used
as aids in isolating the faulty component.
A suspected faulty component can be further verified by using the Sperry

Systems Troubleshooter/Interface, if available, and performing the applicable
Component Procedure.
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Page 401/402
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+
SPEI?W
FLIGHT SYSTEMS
#fi~%~~ANc~
BEECH KING AIR
AVIONICS DIVISION
Mode Flow or Mode Logic Diagram Figure No. , Section 3
Test 201 202 203 204 205 206, 207 208, 209 210 211 220 221 223 224 225 226 227
No. or 217 or 218
2;; 2;: 2;: 2;; 2:: 2;; 2;; 2;;
2.A. x x
2.C. x x
2.E. x x x x
2.G x x x
3 x x x
4 x x x x
5 x x x x x
6 x x x x x
7 x x x
8 x x x x
9 x x x x
10 x x x
11 x x x x
12 x x xx
13 x xx x
14 x xx x
15 x x x xx
16 x x
17 x x
18 x x
19 x x
20 x x x xx
21 x xx
22 xx
23*
24 x
* Not Applicable
Fault Isolation
Table 401
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Page 403/404
Jun 15/82
+=ER<Y
FLIGHT SYSTEMS
~:~~~~ANCE
BEECH KING AIR
AVIONICS DIVISION
SECTION 6
INTERCONNECTS
This section provides interconnect information (table 501) as an aid in

troubleshooting the System should any failure occur during GROUND CHECK.
NOTICE
Procedures in table 501 are based on Sperry Engineering

Bulletin EB7005187, No Revision.
22=14-00
Page 501/502
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+==AEW<y
FLIGHT SYSTEMS
#)~~ANcE
BEECH KING AIR
AVIONICS DIVISION
1. Introduction
This table contains system component interconnect information and lighting,

power, interlock, and switching schematics.
2. List of Tables Incorporated in this Table
Table Page
4-1 Autopilot Electrical Interlock 507

4-2 Servo Clutch Electric Keying 508
3. List of Figures Incorporated in this Table
Figure No. Page

4-1 Remote Annunciator and Aircraft Relay Diode Isolation 550
4-2 Miscellaneous External Circuits 55i

4-3 Ground Distribution 552
4-4 Engage Interlocks 554

4-5 Input Power Requirements (SPI-401/402 System) 555
4-6 Lighting Control and Power Requirements 558

4-7 B1OO Trim and Interlocks 559
4-8 C90 Trim and Interlocks 561

4-9 Model F90 and 200 Trim and Interlocks 563
4-1o Input Power Requirements (SPI-501/502 System) 565

4-11 Glide Slope/VNAV Switching 569
4-12 Radio Altimeter Test Circuit 571
——
Interconnect Information
Table 501
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Page 503
Jun 15/82
+=jT~ER+Y W%T:PE
AVIONICS DIVISION
t. ELECTRICAL INSTALLATION
This section covers the electrical installation of the system. Paragraph

4.1 covers general installation requirements. The specific installation
requirements are covered in paragraph 4.2.
$.1 General Requirements
!.1.1 AC Power
The aircraft ac power supply must be 115 t 5 volts at 400 t 20 Hz,

single phase sine wave (5% maximum total harmonic distortion).
Amplitude modulation of the power supply for all load conditions shall
not exceed 2 percent at any frequency. (Percent modulation is defined
as one-half of the peak-to-peak modulation envelope divided by the
carrier amplitude, multiplied by one hundred). With the power supply
load rating, its output impedance shall be less than .3 ohm for
sinusoidal load variations at all frequencies below 10 Hz. Figure 4-5
(sheets 1 and 2) 1ists the power consumption of each component.
4.1.2 DC Power
The aircraft dc power supply must be 28 volts t 10 percent. Figure 4-5

(sheet 3) 1ists the dc power consumption of each component.
NOTE
For further information about aircraft power supply,

refer to RTCA (Radio Technical Commission for
Aeronautics) Specification DO-138.
Table 501
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+====y
FLIGHT SYSTEMS
~~NJ~~ANCE
BEECH KING AIR
AVlONICS DIVISION
4.1.3 Interconnect
4.1.3.1 Wiring - The interconnect cabling shall be routed to minimize

coupling with high voltage and high current circuits including servo
amplifier outputs and +28 V dc line from the computer.
4.1.3.2 Interconnect Format - Each connection is typically shown as indicated

in the figure below.
Function Connector Pin Connects To
Airspeed +
Unit Connector
Designation
- Ly!!i:z:~:ii:
Wire Gage
4.1.3.3 Grounds - Good Grounds are a Key Factor in a Good Installation. All
grounds are shown as terminal Each ground should be run as a
separate wire and terminated at o~e central point. The following
special requirements shall be met.
o Servo Power Ground - Pin 1OJ1A-4 of the autopilot and unit

designations 12, 13 and 14J1 pin C of the servos must be terminated
at one common point which is also tied to aircraft ground. The wire
used to connect 1OJ1A-4 to the canmon point must be of sufficient
gauge to maintain less than 1/4 ohm resistance in this path.
o Autopilot pin 1OJ1B-1, Flight Director pin 7J1A-1 and Air Data pin
9J1-15 must be terminated to aircraft ground at the same physical
point.
● Chassis Ground - Chassis ground shall be terminated to the frame of

the aircraft with minimum wire length from the mating connector.
4.1.3.4 Shielding - All shielded wires shall have the shields tied at one end
only to the aircraft frame or central ground point except the flux
valve shield.
4.1.3.5 Twisted - All twisted leads shall have at least 2 full turns per
foot.
4.1.3.6 Grounds should be grouped by function; that is: AC grounds on One

group of terminal blocks, DC grounds on another group and Signal
grounds on another group. Then all are attached to the airframe at
one central location.
Table 501 (cent)
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Page 505
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+>f=J.ER+~ ~:#j~~ANcE
AVlf)NICS DIVISlf)N
4.2 Interconnect Requirements
4.2.1 Polarities - Installing the system in accordance with the interconnect

information the phasing between the -autopilot sensors and aircraft
controls will be as follows:
● Roll right CW drum rotation viewed from drum end
● Nose up Trim CW drum rotation viewed from drum end
● Pitch up CW drum rotation viewed from drum end
o Right Rudder CW drum rotation viewed from drum end
● Right Rudder Trim CW rotation viewed from drum end
If it is impossible to maintain the above relationships, servo drive

drum rotation direction can be changed by interchanging the connections
to pin “A” with pin “B” and pin “L” with pin “N” on the appropriate
servo. If the elevator trim servo polarity must be changed, the
connections to pin “+” and pin “-” are reversed. If rudder trim must
be changed connection to rudder trim motor pins “+” and “-” are
reversed.
4.2.2 Engage Interlock - The autopilot computer is electrically keyed to

prevent the wrong computer from being installed and operated in an
aircraft. Table 4-1 details connections for the various part number
computers used.
4.2.3 Servo Drive Electrical Keying - The engage clutch of the servo drive is
electrically keyed as a function of power gear ratio to prevent the
wrong servo from being installed. Table 4-2 details connections for the
various part number servos used.
4.2.4 Pitch Wheel Gain - A resistor installed in the aircraft wiring between
1OJ1A-28 and llJ1-U provides for controlling the gain of the pitch wheel
- the degree of pitch wheel change per degree of pitch attitude change.
Resistor Value Gain
o 10 Degrees Pitch/60° Wheel

51K, 5%, 1/2 Watt 5
lOOK, 5%, 1/2 Watt 3
200K, 5%, 1/2 Watt 2
470K, 5%, 1/2 Watt 1
Table 501 (cent)
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Page 506
Jun 15/82
+5T<ER+y FLIGHT SYSTEMS
~~~~~ANcE
BEECH KING AIR
AVIONICS DIVISION
TABLE 4-1
AUTOPILOT ELECTRICAL INTERLOCK
CONNECTION TO 10J1A
COMPUTER
PART NO.
50 51 52 53 56
4008519-913 6J1-j NC NC NC 1OJ1A-54
-916 NC 1OJ1A-54 NC NC 6J l-j
-817,
-917 NC NC NC 6J i-j 1OJ1A-54
-918 NC NC NC 1OJ1A-54 6J1-j
4008519-821,
-921 6J1-j 1OJ1B-2 NC NC NC
Table 501 (cent)
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Page 507
Jun 15/82
+=5TAER+Y
FLIGHT SYSTEMS
WITJ?*~E
BEECH KING AIR
AVIONICS DIVISION
TABLE 4-2
SERVO CLUTCH ELECTRIC KEYING
Servo Connector Pins

Servo Drive
Part No.
F G H J
4006719-904 Clutch (+) GND NC NC
4006719-906 Clutch (+) NC NC GND
4006719-910 NC Clutch (+) NC GND
4006719-913 NC NC Clutch (+) GND
4006719-914 NC Clutch (+) GND NC
NC = No Connection Clutch (+) = 1oJ1A-3
GND = Power Ground
Table 501 (cent)
22-14-00
Page 508
Jun 15/82
<}j~Em<Y
FLIGHT SYSTEMS
~~~T;~ANCE
BEECH KING AIR
..-. ..--—DIVISl
AvIONICS .—— ON
$.2.5 Instrument Lighting - The 5 V ac instrument lighting can be provided by

the VG-14A and the C-14A. Control potentiometers (25 ohm, 2 watt) with
a single pole single throw switch are required for dimming.
!.2.6 Go Around Annunciator - A go around mode annunciator is required in the

aircraft. Aground is furnished by the flight director to light the
lamps. Maximum sinking capability of the FD ground is 250ma.
$.2.7 Go-Around Pitch Command Adjustment - External adjustment of the

go-around pitch angle is provided by a resistor in the aircraft wiring
betwen pins 7J1A-2 and 7J1B-32 of the flight director connector. The
resistor values can be calculated for any desired go around angle by use
of the following formula:
4247
R(K ohms) = -200
Go Around Angle
4.2.8 Autopilot Off Annunciator - An autopilot off light circuit is
incorporated in the autopilot computer. Disengagement of the autopilot
with the disengage switch produces an “autopilot off light” for 1
second. Autopilot disengagement for any other reason e.g. monitors
tripping, loss of valids, etc. will illuminate the “autopilot off light”
continuously until reset by depressing the disengage button. Figure 4-4
shows interconnection details.
4.2.9 Trim Warning Threshold - The out-of-trim warning threshold will be set
by resistors in the autopilot controller.
~.2.10 Flight Director Pointer Gain - The flight director pointer gain is
established in the aircraft wiring for the various indicators to be
used.
4.2.11 DME Tune to NAV - [f the DME/NAV frequency selector allows the DME to
be tuned to a frequency other than the frequency of the flight director
NAV input, a logic grid is required on JIA-50 of the flight director
when the DME is tuned to the same station as the NAV input. This
insures that the DME distance input to the flight director represents
the distance to the VOR station turned on the NAV selector. The same
logic requirements are imposed if a VNAV computer is installed.
4.2.12 RNAV/RNAV Approach Mode Grounds - When in the RNAV APPROACH mode, both
RNAV and RNAV appr~ach (7J1A-47, 48) grounds are to be applied. TTL
ground is not to be appli’:d in RNAV modes.
Table 501 (cent)
22-14-00
Page 509
Jun 15/82
+~7-ER+’f #:~fiT~~ANcE
AVIONICS DIVISION
!.2.13 Remote Annunciators and Aircraft Relays - Remote annunciators or

aircraft relays which are to be driven in parallel with the annunciator
l’ights in the FD/AP Mode Selector require diode isolation in the
aircraft wiring to prevent sneak paths. The variable (6 to 28 V dc
annunciator lighting output of the Flight Director Computer (7J1A-9 1
has the capability of powering a remote annunciator utilizing up to
1540 milliampere 28 Vdc bulbs. The mode select grounds in the Flight
Director Computer have the capability of sinking an incandescent load
of 200 ma steady state in addition to the FD/AP Mode Selector sinking
required. In the case where the remote annunciator is driven by the
Flight Director Computer, 6-28 V dc annunciator output, no diode
isolation is required. Where separate 5 V dc powering of the remote
annunciator is proposed, diodes must be added in series with the remote
annunciator bulbs. Figure 4-1 illustrates connections for a 5 V dc
annunciator.
Should the requirement arise that aircraft relays be controlled by mode

grounds, diodes are required as shown in Figure 4-1.
Failure to install the required diodes can result in unselected modes

lighting when the annunciator lighting is dimmed.
1.2.14 DME Fonnat.- The DME signal format required for use with the flight
director is 40mVdc/mile which is not the standard ARINC 568 DME signal
format.
!.3 Interconnect Information
This section contains the component wiring for the SPI-401/402 Flight
Director Instrument System and automatic flight control system. It
reflects the 4-inch ADI and HSI and the AL-245 Altitude Alert Controller.
The wiring for all King Air models is identical except where specifically
noted.
Appendix A lists the wiring differences when using the VNAV Computer
instead of the Altitude Alert Controller and the 5-inch ADI and HSI
indicators of the SPI-501/502 Flight Director Instrument System.
Apendix B lists the interconnects for the AA-200 Radio Altimeter System.
Appendix C lists the interconnects for the VA-1OO Voice Advisory.
Table 501 (cent)
22-14-00
Page 510
Jun 15/82
+==EK3Y
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~:~~~~ANCE
BEECH KING AIR
AVIONICS DIVISION
VG-14A VERTICAL GYRO
TEST POINT 1J2-A ------tic

PWR GND -B (20)-------------------- 100AC POWER GND
115 V 400 Hz INPUT -C (22) -------------------- Fig. 4-5, Sh 1
27 V dc OUTPUT -D (24)-------------------- lJ2-lili
26 V 400 HZ OUTPUT -E (20)-------------------- 3J1-A, FIG. 4-5,
2J1-A, 2J1-g
5 V 400 Hz OUTPUT -F------NC
ExTERNAL PECO cONTROL (GND) -G------NC
RECO CONTROL -H------------
RECO CONTROL -J------------ 1
PECO CONTROL -K------NC
CHASSIS GND -L-----
/77
PECO CONTROL -M------NC
NC -N------NC
ATTITUDE VALID W -P (24)-------------------- 1OJ1B-33, llJ1-P
iNO -R (24)----------------:--- IOJIB-30
-s FAST ERECT
SPARE -T SWI CH S1, FIG. 4-2
{ -u
EXTERNAL FAST ERECT CMD -V (24)----- 2 6 --- 100 DC POWER GND
-w
-x
-Y
SPARE -z
-a
{ -b
TEST POINT ------NC
TEST POINT :;------NC
-e
-f
-9
SPARE -h
1J2:;
/
Table 501 (cent)
22-14-00
Page 511
Jun 15/82
‘L
7r j~-ERF~
FLIGHT SYSTEMS
~:~~~fANcE
BEECH KING AIR
AVIONICS DIVISION
VG-14A VERTICAL GYRO (cent)
RECO GND OUTpUT >60 (GND) lJ2-k ------NC

PECO GND OUTPUT -m------ NC
EXTERNAL RECO CONTROL -n------ NC
-p (24) --------------F:F -- 3J1-E

ROLL ATTITUDE -q (24) --------------l--p -- 3J1-L
-r (24)-->-----------L=L i -- 3J1-G
-S (24)--L-P -- - ------- 7J1A-15
ROLL F/D -t (24)--L-L --l-l -F:r -- 1OJ1A-9
-U (24)--L=L II
----- -L-k -- 7J1A-14
1 -~=L -- 1OJ1A-10
ROLL TO RADAR H -V (24)---- TO RADAR
50 mV/DEG { c -W (24)---- 1
x -X (24)--------------b:~ -- 3J1-U
PITCH ATTITUDE Y -y (24)--------------LA -- 3J1-N
{z i 3J1-T
c 7J1B-28
PITCH TO F/11 H 1OJ1A-15
{H l!l!~~L@=i;
-G ----- -- 7J18-27
---- !
1-:-: 1OJ1A-16
PITCH TO RADAR c -00 (24)---- To RADARU
50 mV/DEG { H -EE (24)---- 1
-GG (24)------------------- 3J1-M, 7J1A-19
ATTITUDE VALID N; -FF--------NC
{ NO 1J2-HH (24)------------------- 1J2-D
Table 501 (cent)
22-14-00
Page 512
Jun 15/82
+S=”ER=y
FLIGHT SYSTEMS
;:#f~~ANcE
BEECH KING AIR
AVIONICS DIVISION
RD-550 SERIES HORIZONTAL SITUATION INDICATOR (HSI)
{EADING ERROR NO. 1 H 2J1-A (24)-------------------- ~~;-~, 2J1-g,
/OTOR {c -B (24)-------------------- 100-AC POWER GND

:HASSIS GND -C (24)-----
/77
)C GND -D (22)---- --------------- 100 DC POWER GND
SYNC H -E------F=* ---------------
)ME {c -F ------L-L J ---- ----------
DISTANCE CLOCK H -G-------=--13- ------- ---
{c -H-----------z- L I ! ---------- TO DME
[ DATA H -J----------------F=F --.-- RCVR
{c -K----------------L=L i ----- 1
~6 v Ac, 400 Hz -L (22)-------------------- FIG. 4-5 (SH2)

j V LIGHTING PWR H --------NC
{c :[ (24)-----------------L-- 100 AC POWER GND
SPARE -P
)ME DATA VALID INPUT -R------------------------- TO DME REC
{DG DATA SYNCHRO N!. 2 (X) -S------NC
-T (24) -----------L-+ ----- 7J1A-37
{DG ERROR NO. 1 Y -U (24)-----------~=1-t ----- 7J1A-36
5TATOR i -V------NC
iDG DATA SYNCHRO N:. 2 (Y) -W------NC
3EARING DATA INPUT x -X (24)--------------------
(FOR -902, -906, -910, -Y (24)-------------------- TO RMI
\ND -914 UNITS ONLY) {{
; -Z (24)-------------------- }
SPARE -a
SPARE -b
iDG DATA SYNCHRO NO. 2 (Z) -c------NC
-d
SPARES
{ 2J1::
Table 501 (cent)
22-14-00
Page 513
Jun 15/82
If FLIGHT SYSTEMS BEEcti ‘KENG AIR
AVIONICS DIVISION
RD-550 SERIES HORIZONTAL SITUATION INDICATOR (HSI) (cent)
H 2J1-g (24)-------------------- 2J1-A

RS ERROR NO. 1 ‘OTOR { c -h (24)--------=- -------- 100 AC POWER GND
2v/DEG x -i (24) --------F+ ------- - 7J1A-41
{ STATOR -j (24)--------L-L ! -------- 7J1A-37
{ ; -k------NC
I.W.M. DIMMING H -m------ NC
IUTPUT {c -n------ NC
RS ERROR NO. 2 x -P------NC
2v/DEc {Y -q------Nc
!8V LIGHTING -r (24)-------------------- TO 28 V
LIGHTING CONTROL
x -s------
STATOR Y -t------
IDG DATA { z -u------
;YNCHRO NO. 1 SIN H -v------ NC
{c -w------
{ Cos -x------
[! -y------
[D -~--. --------------------- .”,

E -AA------------------------
F -BE------------------------
;RS RESOLVER G -cc------------------------ NAV RECEIVER
A -DD------------------------
B -EE------------------------
c -IF------------------------
(H -GG------------------------ J
lME t)I!jPLAYDIMMING 2J1-HH ------------------------ NOTE
IOTE: 2J1-HH IS CONNECTED TO DIMMING CIRCUIT 50K POTENTIOMETER,

IF USING AD-500 SERIES ADI; 2J1-HH IS CONNECTED TO 3J2-B,
IF USING AD-550 SERIES ADI.
Table 501 (cent)
22-14-00
Page 514
Jun 15/82
+5TdEK<y
FLIGHT SYSTEMS
~~’;:ANcE
BEECH KING AIR
AVIONICS DIVISION
1
I
RD-550 SERIES HORIZONTAL SITUATION INDICATOR (cent)
TO FROM POINTER + 2J2-A (24)--- ----------------

. TO NAV RCVR
“(DEFL TO) 250 OHM LOAD { - -B (24)--- # ---------------- 1
GLIDE SLOPE DEV + -C (24)--F~F -------------- To ~S RCVR

(DEFL UP) lK LOAD {- -D (24)--L_~t ------------- )
‘COURSE DEV (+ -E (24)--E-+ -------------- 3J1-CC, 7J1A-21

(DEFL RIGHT) lK LOAD 1- -F (24)--L-L1 -------------- 3J1-DD, 7J1A-20
-G (24)-------------------- 6J1-U
SYN ANN 1; -H (24)-------------------- 6J1-V
{ 10K -J------NC
HDG DATA SYNCHRO NO. 2 SIN c) -K------NC
DME DISPLAY DIMMING -L------------------------- NOTE 1
HOG DATA SYNCHRO NO. 2 COS H -M------NC
c ------NC
HIGH LEVEL +28 V ~; (24)
NAV FLAG LOW LEVEL + --{~~fi~~~~~~~]TONAVRCVR
{ COMMON ~! (24)
HDG DATA SYNCHRO NO. 2 SIN (H) ------NC -
HIGH + ~; (24)----Y-1- -----------
VERT II
FLAG LOW - ------NC, [ TO GS RCVR
[ COMMON ~~ (24)-----&~ 11-----------
.HDG DISPLAY VALID +28 V -X (24)-------------------- 7J1A-23

HOG VALID +28 V ~~ @Al]-----=------------- 6J1-e
x -----F-l- ----------- 6J1-L
HDG INPUT Y -a (24)-----L-L ----------- 6J1-M
{z -b (24)-----LW- 1 ----------- 6J1-K
x -C (24)-------------------- 23J1-D
REMOTE HDG SELECT Y -d (24)-------------------- 23J1-E NOTE 2
INPUT (RD-550A/B ONLY) {z -e (24)-------------------- 23J1-F }
PWR GND -f (22)-------------------- 100 AC POWER GND
x -g (24)-------------------- 23J1-P
“REMOTE CRS SELECT {Y -h (24)-------------------- 23J1-R \ NOTE 2
INPUT (RD-550A/B ONLY) [Z 2J2-j (24)-------------------- 23J1-S j
r
NOTE: 1. 2J2-L is connected to dimming circuit 50k potentiometer
when using AD-500 Series ADI; 2J2-L.
2. Connections are applicable to the RD-550A when using the RI-206.
Table 501 (cent)
22-14-00
Page 515
Jun 15/82
If FLIGHT SYSTEMS
BEECHKINGAIR
AVIONICS
DIVISION
AD-500 AND AD-550 SERIES ATTITUDE DIRECTOR INDICATOR (ADI)
POWER INPUT (HI) 3J1-A (zZ)--b-+ -------------- M~-Ei ~J1-A, g)
26 VAC 400 HZ (LO) -B (22)-&~ I -------------- 100*AC PWR GND

CHASSIS GROUND -C (24)-----------
/77
AD-500A, AD-500B, AD-500C
SPARE -D--------NC
ROLL CT INPUT Y -E 24 -------------------- 1J2-P
DH ANNUN [-1 -F [1
24 -------------------- 19J1-F
AD-500A, AD-550B, AD-550C
SPEED COMMAND --------NC

ROLL CT INPUT i
[1 ~~ (24)-------------------- 1J2-P
SPARE -F--------NC
ROLL DATA INPUT (z) -G (24)-------------------- lJ2-r

TEST DISABLE GND -) -H--------NC
28 VOLT LIGHTING [H) -J (22)-------------------- 100 DC GND
(c) -K (22)-------------------- 28 V LIGHTING
CONTROL
ROLL CT INPUT (x) -L (24)-------------------- lJ2-q
ATTITUDE VALID INPUT (+) -M (24)-------------------- 1J2-GG, 7J1A-19
PITCH CT INPUT (x) -N 24 -------------------- lJ2-y
5 VOLT LIGHTING (H)

H
-P 22 --------------------
-R----------NC
100 DC GND
SPARE ----------NC
PITCH CT INPUT (z) ~? (24)-------------------- 1J2-z
PITCH CT INPUT (Y) -U (24)-------------------- 1J2-x
5 VOLT LIGHTING (c) -v (20)-------------------- 100 LIGHTING GND
AD-550A, AD-500B, AD-500C
28 V DC OH ANNUN (+) 3J1-W (24)-------------------- FIG. 4-6
Table 501 (cent)
22-14-00
Page 516
Jun 15/82
<}>~”ER<y
FLIGHT SYSTEMS
~~~~~ANcE
BEECH KING AIR
AVIONICS DIVISION
AD-550A, AD-550B , AD-550C
SPARE 3J1-W----------NC
-X SPARE
-Y SPARE
28 V DC GA ANNUNCIATOR(+) -Z (24)-------------------- FIG. 4-6
Cos (HI) ------------

PITCH SIN/COS (C1,C2) :&---------
COMPARATOR
MONITOR SIN (H2) ------ ------
SYNCHRO (x) 1-----------
(Y) ------ ------
(z) 1-----------
(X) ~;------------ NC
(Y) ----------- -
(Z) -i------------
ROLL SIN/COS (C1,C2) -j------------
COMPARATOR
MONITOR Cos (Hi) ------ ------
SYNCHRO / SIN (H2) ~------------- ;
RAD ALT VALID 28 V DC (+) -n (24)-------------------- 7J1B-35, 20J1-Y
F.D. PITCH INPUT (+) -p (24)-------------------- 7J1B-30
DEFLECTS UP (-) -q (24)-------------------- 7J1B-31
LOCAL BACK COURSE
28 V DC (+:1 -r (24)-------------------- 7J1A-75
F.D. ROLL INPUT (+) -S (24)-------------------- 7J1A-29
DEFLECTS RIGHT (-) -t (24)-------------------- 7J1A-30
G.A. ANNUNCIATOR (-) -U (24)-------------------- 7J1B-68
GLIDE SLOPE VALID
28 V DC (+) -V (24)-------------------- G/S RCVR, 7J1B-7
--- 7J1A-67, 8J1-k
SPARE -w---------- NC
BACK COURSE GND -x (24)----------- r -*--- 7J1A-68, 8J1-j
LOC VALID 28 V DC (+) y 24 -------------------- 7J1A-16, NAV RCVR
TUNED TO LOC GND 3J1.z [1
24 -------------------- 7J1A-22, NAV RCVR
Table 501 (cent)
22=14=00
Page 517
Jun 15/82
W FLIGHT SYSTEMS BEECH KING AIR
AVIONICSDIVISION
LIDE SLOPE DEVIATION (+) 3J1-AA (24)--+=F ------------- 7J1B-16, G.S.RCVR

EFLECTS UP (lk LOAD) (-) -BB 21 ---~ ! ---- -------- 7J1B-17, G.S.RCVR
OCALIZER DEVIATION (+) 24 -------h-~ --------
-CC [1 7J1A-21, 2J2-E,
II NAV RCVR
EFLECTS RIGHT (lk LOAD) (-) -DD (24)-------LCL I -------- lJ~A~4; 2J2-F,
D-550A, AD-500B, AD-500C
ADIO ALTITUDE (+) -EE (24)--k~~ ------------- 7J1B-18, 20J1-X

EFL. DOWN (lOk LOAD) (-) -FF (24)--L-.Lt------------- 7J1B-19, 20J1-N
!D-550A, AD-550B, AD-550C
PARE -EE----------NC
PARE -FF----------NC
.D. WARNING FLAG (+) -GG (24)------------------- 7J1B-48

(-) 3J1-HH (24)------------------- 100 SIG GND
,D-500A, AD-550B, AD-550C
‘HERE ARE NO CONNECTIONS TO 3J2 FOR THESE INDICATORS.
Table 501 (cent)
22=14=00
Page 518
Jun 15/82
+==”EW<Y ~~~~fANcE
AVIONICS DIVISION
i
1 AD-550A, AD-550B, AD-550C
DIMMING CONTROL (-) 3J2-A (24)-------------------- 100 AC GND

OUTPUT (+) -B (24)-------------------- 2J1-HH
RADIO ALT TEST GND (OUTPUT) -C (24)-------------------- 20J1-T
D.H. GND OUTPUT -D ----------NC
DH ANNUN (H) -E (24)-------------------- FIG. 4-6, 20J1-Y
TEST INHIBIT -F (24)-------------------- 7J1B-70
RADIO ALTITUDE (+) -G (24)-------------------- 20J1-W
.DATA (lOk OHMS) (-) -H (24)-------------------- 7J1B-19, 20J1-N
RADIO ALTITUDE -J (24)------
GRADIENT AND NOTE 1 -K (24)------ NOTE 1
FORMAT SELECTOR -L (24)------ 1
DH LAMP TEST GND 3J2-M -----------NC
NOTE 1: Jumper 3J2-L to 3J2-J to select the Arinc Altitude Display.

Jumper 3J2-J to 3J2-K to select the (AUX I) Altitude Display.
Jumper 3J2-J to 3J2-K and 3J2-L to select the (AUX II)
Altitude Display. For Sperry AA-200 and AA-300 Systems,
3J2-J, 3J2-L and 3J2-K are NC.
Table 501 (cent)
22-14-00
Page 519
Jun 15/82
1? FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
FLUX VALVE
I
z 4J1-A (24)-----L~F ----------- 5J1-A
“V STATOR x -B (24)-----M- ----------- 5J1-B
{ -C 24)-----L-L ----------- 5J1-C
!6 V 400 I-Iz (: -D I24)----- T--------r ----- 6J1-T, 5J1-E,
AC GND
t H -E (24)----- p -------- ----- 6J1-S, 5J1-D
;HIELD GND 4J1-F (24)-----
DUAL REMOTE COMPENSATOR
‘ROM FLUX VALVE
~6 V 400 Hz
)WR GND
( z
x
Y
5J1-A
-B
-C
::
(24)----+3-
(24)----U-
I
-----------
-----------
(24)----J-J- -----------
~;:]----- --------------
4J1-A
4J1-B
4J1-C
6J1-S, 4J1-E
----- ------- ------- 6J1-T, 4J1-D,
AC GND
;HIELD GNO -F (24)-----
., 1
;PARE
‘LUX VALVE OUTPUT
;HASSIS GND
x
Y
{ z
j /;:] -----------b:* -----
----------~+
-K (24)-----------L&
-L (24)-----
-----
----- 1 6J1-R
6J1-N
6J1-P
/77
-M
-N
-P NOTE : SHIELDS ON THIS SHEET
;PARES -R ARE NOT TIED TO AIRCRAFT
-s GROUND. SHIELDS MUST BE
-T INSULATED FROM AIRCRAFT
STRUCTURE.
5J1:;
Table 501 (cent)
22=14-00
Page 520
Jun 15/82
+57AER+YFLIGHT SYSTEMS
u:y~:~ANcE
BEECH KING AIR
AVIONICS DIVISION
C-14A DIRECTIONAL GYRO
TO MANUAL SYNC SW WIPER 6J1-A (24)---------------------------------------=

PWR GND -B (20)--------------------- 100AC POWER GND :
115 V 400 Hz HDG PWR -C (22)--------------------- Fig. 4-5, Sh 2 ~
FLUX VALVE SHIELD -D (24)-------- I
FREE/SLAVE SWITCH -E (24)-------- --------------- I
CHASSIS GND -----. -- LAVE !
FREE/SLAVE SW (GND) ~; (24)---*-- ----------- 2 FREE/SLAVE I
SWITCH ~
t- S3,FIG 4-2 1
FREE I
(
I
HDG NO. 1 ROTOR H -H (24)------- ------------ 6_;l;S, FIG. 4-5
I
1
c -J (24)------- ------------ 100AC POWER GND I
I
z -K (24)-F-F -- ------------ 2J2-b, NAV RCVR
HDG No. 1 STATOR x -L (24)-w -- ------------ 2J2-Z, NAV RCVR I
[Y -M (24)-L+ 11
-- ------------ 2J2-a, NAV RCVR I
I
Y -N (24)------4-1- --------- 5J1-J
FLUX VALVE CT z -P (24)------J-4- --------- 5J1-K I
{ x -R (24)------~=J- 1--------- 5J1-H I
26 VAC HDG POWER -S (24)-------------------- 5J1-D, 4J1-E, I
6J1-H, 2J1-L, I
FIG. 4-5, Sh 2 I
I
POWER GND -T (24)-------------------- 4J1-D, 5J1-E,
AC GND
I
SYNC ANNUN + -U (24)-------------------- 2J2-G I
(DEFL TO+) - -V (24)-------------------- 2J2-H I
5 VAC LIGHTING PWR -W (24)-------------------- FIG. 4-6
I
HOG NO. 2 ROTOR -X (24)-------------------- 1OJ1B-7, 13J1-D
: -Y (24)-------------------- 100AC POWER GND
z -Z (24)---- +3 - ----------- 1OJ1A-48
HDG NO. 2 STATOR x -a (24)---- -1- ---------- 1OJ1A-46
{Y -b (24)---- ii
Jo-- ---------- 1OJ1A-47
NC -c ----
INTERLOCK No. 2 NO -d (24)-------------------- Fig. 4-5 (SH 3)
{ c -e (24)-------------------- 2J2-Y
+ FROM MANUAL SYNC SW INC f (24)----------------*+
. ---- ---- _
FROM MANUAL SYNC SW DEC -g (24)----------------$ MANUAL
SYNC SWITCH
S-4, FIG. 4-2
INTERLOCK NO. 1 C -h (24)-------------------- 1OJ1B-28
NO 6J1-j (24)-------------------- (See table 4-1)
Table 501 (cent)
22-14-00
Page 521
Jun 15/82
J+5T~E~y :;~;;~ANCE
AVIONICS DIVISION
SIGNAL GND 7J1A-1 (20)-------------------- 100 SIGNAL G140,

1OJ1B-1, 9J1-15,
17J1-3
*V OUTPUT -2 (22)------- ----------- 8J1-E, 7J1A-31,
17J1-1
* 390K
T “-wv’---- 7J1B-32
fNAV MO TP -3------NC
SPARE -4
-V OUTPUT -5 (22)-------------------- 7J1B-29, 17J1-5
SPARE -6
SPARE -7
t28V ANN. POWER OUTPUT -8------NC
t28V ANN. POWER OUTPUT -9------NC
3C ANN. GND -10 (22)------------------- 100 DC POWER GND
IC ANN. GND -11 (22)------------------- 100 DC POWER GND
SPARE -12
SPARE -13
20LL ATT H -14 (24)------------------- 1J2-u, IOJIA-10
{c -15 (24)------------------- 1J2-s, t, 1OJ1A-9
+28V NAV VALID -16 (24)------------------- 2J2-P, 3J1-~,
NAV RCVR
INS/R-NAV COMMAND H -17------NC
{c -18------NC
+28V VG VALID -19 (24)------------------- 1J2-GG, 3J1-M
NAV/LOC RADIO DEV - -20 (24)------------------- 2J2-F, 3J1-DD,
NAV RCVR
(+ RIGHT) {+ -21 (24)------------------- 2J2-E, 3J1-CC,
14AV RCVR
TUNED TO LOC GND -22 (24)------------------- 3J1-~, NAV RCVR
+28 HDG VALID -23 (24)------------------- 2J2-X
?EV/APP GNI) -24------NC
NOC CMD GND -25------NC
SPARE -26
+28V INS/R-NAV MODE -27 ------NC
QOLL AP COMMAND -28 (24)--------------+---- 1OJ1A-18
?OLL FO COMMAND + -29 (24)--=q- ------------- 3J1-s
{ -30 (24)--Q- i ------------- 3J1-t
31AS OUT OF VIEW - -31 (24)--=-- ------------- 7J1A-2
DME DIST. 40MV/MI + -32 (24)--L-F -------------
{- -33 (24)-J-=L! -------------- DME/R-NAV
+28V DME VALID 7J1A-34 (24)------------------- 1
* Provides 7° Go Around Bias
Table 501 (cent)
22-14=00
Page 522
Jun 15/82
+==+R$v
FLIGHT SYSTEMS
~~:y~ANcE
BEECH KING AIR
AVIONICS DIVISION
FLIGHT DIRECTOR COMPUTER (cent)
HDG ERROR .3V/DEG 7J1A-35 -----NC

HDG ERROR .2V/DEG -36 (24) -----l.% ---------- 2J1-U
HOG & CRS COM -37 (24)----~v~ I -- ~---- 2J1-T
-L -- -- 2J1-j
+28V TCS SEL -38 (24)-------------;:: -- 1OJ1B-19
SPARE -39
CRS ERROR .3V/DEG -40 (24)-------------L~ -- SIG GND
CRS ERROR .2V/DEG -41 (24)-------------L-- 1 -- 2J1-i
+28V ADC VALID -42 (24)------------------- 7J1A-52, 7J1B-38,
9J1-12, 16J1-W,
18J1-a
~IRSPEED INPUT -43 (24)-----F~F ---------- 9J1-64, 1OJ1A-39
~LTITUDE INPUT -44 (24) -----&L I ---------- 9J1-63
KDC COMMON -45------NC
+28V AP ENGAGE -46 (24)------------------- 1OJ1B-11
?-NAV MODE GND INPUT ~~~ [;;]------------------- TO R-NAV
R-NAV APl?_MQREGND INPUT ------- ------- ----- )
+28V TK DETENT -49 (24)------------------- llJ1-H, 1OJ1B-15
DME TUNED TO NAV GND ~;; (24)------------------- TO DME
TAS OUTPUT -----NC
+28V ADC VALID INPUT -52 (24)------------------- 7J1A-42, 7J1B-38,
9J1-12, 16J1-W,
18J1-a
SPARE -53
SBY SEL INPUT (LAMP TEST GND) -54 (24)------------------- ~~~;:j llJ1-f
HDG SEL INPUT ;:; (;~]------------------- 8J1-q

NAV SEL INPUT ------------------- 8J1-m
REV CRS SEL INPUT -57 I24)------------------- 8J1-i
FD OFF SEL INPUT -58------NC
X HI -59------NC
ROLL PTR GAIN HI -60------NC
SELECT LO -61 (24)----
{ COMM -62 (24)---- 3
SPARE -63
SPARE 7J1A-64
NOTE : FOR A SPI 401/402 SYSTEM WITH VNAV INSTALLED, A LAMP TEST
SWITCH IS REQUIRED AS SHOWN IN FIGURE 4-2.
Table 501 (cent)
22-14-00
Page 523
Jun 15/82
+==-YFLIGHT SYSTEMS
W!XH!’ANE
BEECH KING AIR
AVIONICS DIVISION
NAV CAP*TTL GND 7J1A-65 ------NC

NAV CAPOTTL GND -66------NC
REV CRS CAP GND -67 (24)------------ ----- 8J1-k
----- 3J1-x
REV CRS ARM GND -68 (24)------------ $ --..- 8J1-j

SBY GND -69 (24)------------------- 8J1-J, 1OJ1B-26
PITCH MODE GND -70------NC
HDG MODE GND -71 (24)------------------- 8J1-r, 3J2-29,
llJ1-o
LNAV MODE GND -72------NC
NAV ARM GND #1 -73------NC
NAV CAP GND #1 -74------NC
+28V REV CRS OUTPUT -75 (24)------------------- 3J1-r,
VOR APP GND -76------NC
LATERAL MODE LOGIC -77 (24)------------------- 1OJ1B-37
LOC 11 TEST PT -78------NC
0SS TEST PT -79------NC
NOC TEST PT -80------NC
AOSS TEST PT -81------NC
ROLL TPC -82------NC
ROLL TPD -83------NC
SPARE -84
NAV ARM GND #2 -85 (24)------------------- 8J1-n
NAV CAP GND #2 -86 (24)------------------- 8J 1-p
VOR APP ARM GND -87 (24)------------------- 8J1-P
VOR APP CAP GND -88 (24)------------------- 8J1-t
VOR APP SEL INPUT -89 (24)------------------- 8J1-G
ROLL DEV -90------NC
SPARE -91
ROLL TPA -92 ------NC
ALT TRIP GND 17° BANK LIM -93 (24)------------------- llJ1-N
ROLL LIMIT #1 -94------NC
ROLL LIMIT #2 -95 (24) ------------ 9J1-15, 1OJ1B-1,
VNAV DAMPING GND -96 ------NC 15K 17J1-3
28V DISPLAY IN VIEW -97 ------NC
GS DISP TP -98------NC
NAV CAP ● NOC DELAY -99 ------NC
SPARE 7J1A-1OO
Table 501 (cent)
22-14-00
Page 524
Jun 15/82
<}-TER<V
FLIGHT SYSTEMS
~&~_~ANcE
BEECH KING AIR
AVIONICS DIVISION
7J1A-101
;PARES -102
{ -103
.AT STRG VALID -104------NC
\PS LIMIT GND -105 ------NC
>ITcH HoLD DELETE 7J1A-106------NC
Table 501 (cent)
22-14-00
Page 525
Jun 15/82
+sl=EreY
FLIGHT SYSTEMS
~;~fiypNcE
BEECH KING AIR
AVIONICS DIVISION
H 7J1B-1 (22)-------------------- FIG. 4-5 (SH 1)

15 V 400 HZ
{ c -2 (22)-------------------- 100 AC POWER GND
“28 V INPUT NO. 1 -3 (22)-------------- ---- FIG. 4-5 (SH3)
-28 V INPUT NO. 2 -4 (22)-------------- T
.26 V AC OUTPUT -5------NC
lITcH HoLD BuTToN GND ------NC
-28V GS VALID ~? (24)-------------------- 3J1-v, G/S RCVR
\N FOR TERN -8------NC
-28V V-NAV VALID -9------NC
:HASSIS GND -lo (22)--------
*
‘ITCH PTR HI -11------NC
;AIN SEL LO -12 (24)-------------
{ COMM -13 (24)------------- 1
(-NAV DEVIATION - -14------NC
‘+ UP) {+ -15------NC
;LIDEsLOPE DEvIATIoN + -16 (24)----P:)- ----------- 3J1-AA, G/S RCVR
;+ UP) {- 1 -x--------
-17 (24)----L--- 3J1-BB, G/S RCVR
!ADIO ALT + -18 (24)---------F-F ------ 3J1-EE, 20J1-X
{- -19 (24)---------LG~ i ------ 3J1-FF or 3J2-H,
;PARE -20 20J1-N
IORMAL ACCEL -21 (24)------------------- 17J1-2
)C PRESELECT ERROR #1 -22 (24)------------------- 100 SIGNAL GND
IERT ENG TO TERN -23 ------NC

\PS 1000 FT GND -24 (24)------------------- 16J1-E
INAV MODE GND -25 ------NC
\C PRESELECT ERROR -26 (24)----=- ----------- 16J1-A
DITCH ATTITUDE H -27 (24)----L-P ----------- 1J2-CC, 1OJ1A-16
{ c -28 (24)----L=L # ----------- 1J2-AA, 1J2-BB,
1OJ1A-15
BIAS OUT OF VIEW -29 (24)------------------- 7J1A-5
‘D PITCH COMMAND + -30 (24)---+-- ----------- 3J1-p
{ -31 (24)----&L I ----------- 3J 1-q
;O-AROUND BIAS - 7J1B-32 (24)-----W ----- 7J1A-2
SEE PARA 4.2.5
Table 501 (cent)
22=14.00
Page 526
Jun 15/82
+5=EF<y $:~#f:ANcE
AVIONICS DIVISION

I
f+;CA;CY’4MAND + 10’ 1A-23
{- ‘J’’::i [;:]:fll::::::::::::: 1OJ1A-25
+28V RADIO ALT VALID -35 (24)---;- ------------- 3J1-n, 20J1-Y
HOLD ERROR + -36 24 --I-+- ------------- 9’1-32
FROM ADC {- -37 [)1
24 --L=L ------.------ 9’1-33
+28V APS VALID -38 (22)------------------- 7JIA-42, 52,
9’1-12, 16J1-W,
18J1-a
TO/FROM NULL -39------NC
IVV OUTPUT -40------NC
MODE SELECT RETURN -41 (22)------------------- “1-F
GS DISP COMM TO AP -42 (24)--&~t- ------ ------ - IOJIA-20
GS INT COMM TO AP -43 24 --LGLi ----.-------- 1OJ1A-22
VERT SPEED #1 0.5V/lKFT/MIN 24 ------b:i
-44 [1 —----------- 9’1-65 (NOTE)
.
VERT SPEED #2 0.5V/lKFT/MIN -45 (24) -------- -~+----- --- 9’1-65 (NOTE)
1200 FT RA GND -46 (24)---------= -------- 20J1-U
+28V FDC VALID -47------NC
LOW LEVEL FDC VALID -48 (24)------------------- 3J1-GG
PITCH WHEEL MOVED -49 (24j------+:+----------- 1OJ1A-33
28V NAV LIGHTS ON -50
DC PRESELECT ERROR #2 (5 MV/FT) -51 24 ------------------- 100SIG GND

250FT RA GND -52 II
24 ------------------- 20J1-V
ALP SELECT INPUT -53 (24)------------------- “1-f
GA SELECT INPUT -54 (24)------------------- :;GSW;T;H
.-
O-28V LIGHTING CONTROL INPUT -55------NC
ALT HOLD SEL INPUT -56 24 ------------------- 8J l-a
IAS HOLD SEL INPUT -57 [1
24 ------------------- 8J1-W
VS HOLD SEL INPUT -58 (24)------------------- 8’ 1-Y
MACH HOLD SEL INPUT -59 24 ------------------- 100 SIGNAL GND
ALT SEL INPUT -60 []
24 ------------------- “1-c
V-NAV SEL INPUT -61 (24)------------------- 100 SIGNAL GND
EXT GND FOR ACCEL COMP -62 (24)------------------- FIG. 4-4, (MODEL,
200 ONLY)
V/S MODE GND TO AP 7’1’-63 (24)------------------- 1OJ1B-41
NOTE : 7J1B-44 CONNECTS TO 9’1-65 FOR MODEL 200 ONLY. 7J1B-45 CONNECTS
TO 9J1-65 FOR MODELS AlOO, B1OO, C90, E90, AND F90.
T-L — . . .- -L r -E - -L, -
Interconnect lnTormatlon
Table 501 (cent)

22=14-00
Page 527
JurI 15/82
+=EW<yFLIGHT SYSTEMS
~&~~T:~ANcE
BEECH KING AIR
AVIONICS DIVISION
ALT MODE GND TO AP 7J1B-64 24 ------------------- 1OJ1B-38

IAS + MACH GND TO AP
ALT TRIP GND IAS/MACH
H
-65 24 -------------------
-66------NC
1OJ1B-4O
TRANSITION
SIGNAL GND -67------NC
GA GND -68 (24)------------------- GA ANNUNCIATOR,
3J1-u
APP ARM GND -69 (24)------------------- 8J1-g, 1OJ1B-2O
APP CAP GND -70 (24)------------------- 3J2-F, 8J1-h,
1OJ1B-21,FIG.4-12
ALT SEL ARM GND -71 (24)------------------- 8J1-d
ALT SEL CAP GND -72 (24)------------------- 8J l-e
V-NAV ARM GND -73------NC
V-NAV CAP GND -74------NC
ALT HOLD GND -75 (24)------------------- 8J1-b
ALL MODELS WITHOUT CD-125
V/S HOLD GND -76 (24)------------------- 8J1-Z

IAS HOLD GND -77 (24)------------------- 8J1-X
MACH HOLD GND -78------NC
MODEL 200 ONLY WITH CD-125
V/S HOLD GND -76 (24)------------------- 8J1-Z, 33J1-11

IAS HOLD GND -77 24)------------------- 8J1-X, 33J1-23
MACH HOLD GND -78 [24)------------------- 33J1-22
SPARE -79
MIDDLE MARKEJLLNPUT -80 (24)------------------- FRO! MARKER RCVR
ALT HOLD ● SMILTO ADC -81 (24)------------------- 9J1-31
V/S HOLD ● SILl!LTO ADC -82 (24)------------------- 9J1-34
MACH HOLD ●_SIMC TO ADC -83------NC
IAS HOLD ● SYNC TO ADC 7J1B-84 (24)------------------- 9J1-35
Table 501 (cent)
22-14-00
Page 528
Jun 15/82
AVIONICS DIVISION

b

4 7J1B-85 (24)-------
,LT HOLD
IAMPING
(
tAMpING GAIN ADJUST C
i/s
2
GAIN ADJUST 1
4
2
-86
-87
-88
~::
(24)-------
(24)-------
(24)------- }
[::]-------
-------
*
lAMPING GAIN 1 -91 (24)------- **

LDJUST {c -92 (24)------- }
!NAV IAS/MACH -93------NC
LSC GND INPUT -94------NC
IERT STRG. VALID -95------NC
.NAV SEL INPUT -96------NC
;/S OC + 20 TEST POINT -97 ------NC
INAV COMMANO TEST pOI~T -98------NC
;PARE -99
INOC TEST poINT -1OO------NC
:XT GND FOR ACCEL DAMPING -101 (24)----------------- 100 SIGNAL GND
;ND FOR ALT. ALERTER -102------NC FOR MODEL 200 ONLY
450 FT WINDOW)
10 REF TEST POINT -103 ------NC
‘ERT STRG. -104------NC
IORMAL ACCEL TEST POINT -105------NC
28V VERT CHANGE 7J1B-106------NC
*7J1B-86, 87, and -88 jumpered for Model 200 and F90.
7J1B-87 and -88 jumpered for Model AlOO, B1OO, C90, and E90.
‘*7J1B-91 and -92 jumpered for Model AlOO, B1OO.

7J1B-89, -90, and -92 jumpered for Model F90.
7J1B-89 and -92 jumpered for Model 200.
No connection for Model C90 and E90.
.
Interconnect Intormatlon
Table 501 (cent)
22-14-00
Page 529
Jun 15/82
AVIONICS DIVISION
MODE SELECTOR (-902)
I-5V EDGE LIGHT 8J1-A------NC

.IGHTING GND -B (22)-------------------- 100 AC POWER GND
~8 v Dc MODE ANN powER -c (22)-------------------- llJ1-h, FIG. 4-6
;HASSIS GND -D (22j-------%
FV POWER FROM FDC -E [22)-------------------- 7J1A-2, 17J1-1
IODE SEL RETURN -F (22]-------------------- 7J1B-41
{OR APP SELECT -G (24)-------------------- 7J1A-89
I-28V EDGE LIGHT -H (24)-------------------- FIG. 4-6
jBY ANNUN. GND -J (24)-------------------- 7J1A-69, 1OJ1B-26
$PARE
;BY SELECT ~! (24)-------------------- 7J1A-54, llJ1-f,
SPARE -M
SPARE -N
IOR APP ARM GND -P (24)-------------------- 7J1A-87
SPARE -R
SPARE -b
SPARE -T
SPARE -u
SPARE -v
[AS SEL -W (24)-------------------- 7J1B-57
[AS GND -X (24)-------------------- 7J1B-77
{S SEL -Y (24)-------------------- 7J1B-58
{S GND 8J1-Z (24)-------------------- 7J1B-76
Table 501 (cent)
22-14-00
Page 530
Jun 15/82
AVIONICS DIVISION
MODE SELECTOR (-902) (cent)
\LT HOLD SELECT 8J1-a (24)-------------------- 7J1B-56

\LT GND -b (24)-------------------- 7J1B-75
\LT PRESELECT SEL -C (24)-------------------- 7J1B-60
!LT PRESELECT ARM GND -d (24)-------------------- 7J1B-71
\LT PRESELECT CAP GND -e (24)-------------------- 7J1B-72
\PP SEL -f (24)-------------------- 7J1B-53
\PP ARM GND -g 24 -------------------- 7J1B-69, 1OJ1B-2O
!PP CAP GND -h [1
24 -------------------- 7J1B-70, 1OJII3-21
IEV SEL -i (24)-------------------- 7J1A-57
?EV ARM GND -j (24 -------------------- 7J1A-68
?EV CAP GND -k (24 1-------------------- 7J1A-67, 3J1-x
(AV SEL -m (24)-------------------- 7J1A-56
!AV ARM GND -n (24)-------------------- 7J1A-85
‘IAVCAP GND -p (24)-------------------- 7J1A-86
IDG SEL -q (24)-------------------- 7J1A-55
iDG GND -r (24)-------------------- 7J1A-71, llJ1-d,
iPARE -s 3J2-29
IOR APP CAP GND -t (24)-------------------- 7J1A-88
-u
-v
-w
:;
-z
SPARES -AA NC
-BB
-cc
-DD
-EE
-FF
-GG
11 8J1-HH
-. -- . .
interconnect lntormatlon
Table 501 (cent)
22-14-00
Page 531
Jun 15/82
+5T”ERW FLIGHT SYSTEMS
H!’t%’AwE
BEECH KING AIR
AVIONICS DIVISION
AIR DATA COMPUTER
H 9J1-1 (22)-------------------- ;&l-& 18Jl-~,
16Ji-3&’
?6 VAC 400 Hz OUTPUT c
\ -2 (22)-------------------- 100 AC PMR GND
-3 22)-------------------- FIG. 4-5, Sh 1
115 VAC 400 tlz INPUT ~ -4 [22)-------------------- 100AC PWR GND
{
SIGNAL -5 (24)-------------------- 18J1-T
COARSE ALT NO. 1 +15 V REF -6 (24)-------------------- 18J1-R
{ RETURN -7 (24)-------------------- 18J1-P
SIN -8 (24)-------------------- 18J1-U
‘INE ALT NO. 1 Cos -9 (24)-------------------- 18J1-V
{ RETURN -10 (24)------------------- 18J1-W
2HASSIS GND -11 ------- -
+28 v ADC VALID -12 (24)----------------- 16J1-W, 7J1A-42
18J1-a, 7J1A-52
7J1B-38, 16J1-36*
SPARE -13
SPARE -14
SIGNAL GND -15 (22)------------------- 100 SIGNAL GND,
7J1A-1, 1OJ1B-1,
B2 -16 ------- 17J1-3
B4 -17 -------
c1 -18 -------
C2 -19 -------
ALTITUDE Al -20 ------- TO TRANSPONDER
ENCODING A2 -21 -------
A4 -22 -------
B1 -23 -------
[ C4 -24 ------- )
SPARE -25
SPARE -26
ALT ENCODING D4 -27 -------
TO TRANSPONDER
ALT ENCODING COMMON -28 ------- 1
PREASSIGNED -29 ---NC
ALT HOLD ENG GND -31 (24)------------------- 7J1B-81
I-1 -32 (24) -----t-i-

- ---------- 7J1B-36
HOLD OUTPUTS
{L -33 (24)-----L=L [ ---------- 7J1B-37
NO. 1 VERT SPEED HOLD ENG GND -34 (24)------------------- 7J1B-82

AIRSPEED HOLD ENG GND -35 (24)------------------- 7J1B-84
SLEW ENGAGE 9J1-37 (24)------------------- 33J1-14***
[
Table 501 (cent)
22-14-00
Page 532
Jun 15/82
+jT<ER<y
FLIGHT SYSTEMS
~~fi~~ANcE
BEECH KING AIR
AVIONICS DIVISION
AIR DATA COMPUTER (cent )
SLEW CONTROL 9J1-38 (24)------------------- 33J1-2***

‘o* 1 ~HOLD REF OUTPUT -39 (24)------------------- 33J1-12***
ALT HOLD ENG GND -40 ------NC
-41------NC
HOLD OUTPUT ~
{ -42------NC
VERT SPEED HOLD ENG -43------NC
AIRSPEED HOLD ENG -44------NC
NO. 2 PREASSIGNED -45 -----NC
SLEW ENGAGE -46 -----NC
SLEW CONTROL INPUT -47 -----NC
! HOLD REF -48 -----NC
SIN -49 (24 --- -F=P ----------- 16J1-a, 16J1-40*
FINE ALT Cos -50 (24 ----I--+ ----------- 16J1-b, 16J1-41*
No. 2 { COMMON II
-51 (24)----L--I--=-------- 16J1-c, 16J1-42*
SIGNAL -52 (24) --------*t ------ 16J1-X, 16J1-37*
COARSE +15 V REF -53 (24)--------++- ------ 16J1-Y, 16J1-14*
ALT NO. 2 { GND -54 (24)----------- [ ------ 16J1-Z, 16J1-45*
SPARE -55
-56------NC
TEST POINTS -57------NC
{ -58------NC
EXCITATION ~:: [::]---------F=+ i ------ 18J1-Z
BARO POT WIPER ---------L-L ------ 18J1-Y
{ LOW -61 (24)---------l-GLi ------ 18J1-X
BARO CORRECTION DISABLE -62 (22)------------------- 100 SIG GND

DC ALTITUDE -63 (24)------------------- 7J1A-44
AUTOPILOT AIRSPEED -64 (24)------------------- 7J1A-43,
1OJ1A-39
ALT RATE OUTPUT -65 (24)------------------- 7J1B-44, or 45
ALT RATE REF + -66------NC
ALT RATE REF - 9J1-67------NC
* DENOTES VNAV CONNECTION.

** 9J1-65 CONNECTS TO 7J1B-44 FOR MODEL 200. ALL OTHER MODELS CONNECT
TO 7J1B-45.
*** CONNECTIONS TO CD-125 FOR MODEL 200 ONLY. OTHERWISE NO CONNECTION.
Table 501 (cent)
22-14-00
Page 533
Jun 15/82
AVIONICSDIVISION
AUTOPILOT COMPUTER
Function Connector Pin - Connects To
+15 VDC 10JIA1; ~~~~z~~---------------- llJ1-C

+5 VDC
FOR ALL MODELS WITHOUT CD-125
+28 V A/P ENG . TCS SEL -3 (20)------b:+------------ FIG. 4-7, 4-8,

OR 4-9,
12J1-G, 13J1-F,
llJ1-c
FOR MODEL 200 ONLY WITH CD-125
+28 V A/P ENG . TCS SEL -3 (20)-------------------- FIG. 4-7, 4-8, OR

4-9, llJ1-c,
33J1-10, 12J1-G,
13J1-F
SERVO PWR GND -4 (18)------------------- 12J1-C, 13J1-C

14J1-C, 100 SERVO
PWR GND
+28 VDC FROM A/P DIS ENG SW -5 (20)------------------- Fig. 4-4, llJ1-F
SPARE
-15 VDC ;; (24)------------------- llJ1-A
CHASSIS GND ----- --
ROLL H -9 (24)----------------- 1J2-s, -t, 7J1A-15
ROLL C -lO~~~@=~;--------------- 1J2-u, 7J1A-14
ROLL HOLD ANN GND -11
PITCH COUPLE ANN GND -12 -----NC
AP OFF LIGHT GND -13 24 ------------------ TO AIRCRAFT
AP OFF HORN GND -14 [124 ------------------ ) HORN AND LIGtiT
PITCH H -15 (24)------------------ 1J2-AA, 1J2-BB,
7J1B-28
PITCH C -16 (24)------------------ 1J2-CC
ROLL COUPLE ANN GND -17 -----NC
ROLL A/P PATH COMMAND -18(24) ------b-d
~ ----------- 7J1A-27
(ROLL LEFT = -)
V/L RADIO DEVIATION -19
G/S DISPLACEMENT CMD ~;~ (24)------------------ 7J1B-42
SPARE
G/S INT CMD 1OJ1A-22 (24)------------------ 7J1B-43
Table 501 (cent)
22-14-00
Page 534
Jun 15/82
+57-ER+Y ~~~~~ANcE
AVIONICS DIVISION
AUTOPILOT COMPUTER (cent)
AIR DATA COMMAND (+) 1OJ1A-23 (24)------------------ 7J1B-33

SPARE -24
AIR DATA COMMAND (-) -25 (24)------------------ 7J1B-34
TURN KNOB COMMAND W -26 (24)------------------ llJ1-B
(+ROLL LEFT)
TURN KNOB COMMAND CT -27 (24)------------------ llJ1-D
75K
PITCH WHEEL + CLIMB -28 (24)-----~+~F - llJ1-U

PITCH WHEEL + DIVE -29 (24)--------------- I - llJ1-V
MODEL 200 ONLY WHEN USING CD-125
PITCH WHEEL + CLIMB -28 (24)------------------ 33J1-3

PITCH WHEEL + DIVE -29 (24)------------------ 33J1-6
MID Q OUTPUT GAIN CONTROL -30 -----NC

HIGH Q OUTPUT GAIN CONTROL -31 -----NC
SPARE -32
PITCH WHEEL LOGIC INHIBIT -33 (24)------------------ 7J1B-49
SPARE -34
VOR 0SS OUTPUT (+5 V 0SS) -35 -----NC
ROLL SPARE #8 -36 -----NC
SPARE -37
SPARE -38
AIRSPEED + -39 (24)------------------ 7J1A-43, 9J1-64,
t -40 -----NC
COURSE ERROR- H -41 -----NC
{c -42 -----NC
PITCH COUPLE SEL GND -43------NC
ROLL COUPLE SEL GND
SPARE -44 ------NC
ROLL INTEGRAL DISABLE -45------NC
x -46 (24)------F-4 -------- 6J1-a
HEADING Y -47 (24)------L-L 1-------- 6J1-K
{ -48 (24)------L----------- 6J1-7
A/P TEST (;15 V) 1OJ1A-49 (24)------------------ llJ1-Y
Table 501 (cent)
22-14-00
Page 535
Jun 15/82
+~E~+~ ~~~fi~~ANcE
AVIONICS DIVISION
1OJ1A-5O (22)------------------
-51 (24)------------------
MITOPILOT VALID INTLK -52 24)------------------ SEE TABLE 4-1
-53 [24)------------------
{ -54 (24)------------------ 1
}28 V PULSE TRIM UP -55 (22)------------------ SEE FIG. 4-7, 4-8,
OR 4-9
[NTERLOCK -56 (24)------------------ SEE TABLE 4-1
SPARE -57
~28 V PULSE TRIM DOWN ~:: (22)------------------ SEE FIG. 4-4
iDG ERROR ---------NC
~AW RATE -60 ---------NC
)ITcH Displacement -61 ---------NC
>ITcH RATE -62 ---------NC
.IFT COMP -63 ---------NC
?OLL DISPLACEMENT -64 ---------NC
IOLL RATE -65 ---------NC
10LL INT -66 ---------NC
\OLL COORDINATION 1OJ1A-67 ---------NC
Table 501 (cent)
22-14-00
Page 536
Jun 15/82
+==ER<Y
FLIGHT SYSTEMS
#;f;:~ANCE
BEECH KING AIR
AVIONICS DIVISION
AUTOPILOT COMPUTER (cent )
SIGNAL GND 1OJ1B-1 (20]-------------------- 100 SPECIAL GND

4P INTERLOCK -2 (24)-------------------- SEE TABLE 4-1
F28 v INPUT POWER -3 (18)-------------------- FIG. 4-5 (SH 3)
115 V 400 HZ, 40 VA -4 (22) -------------------- FIG. 4-5 (SH 1)
IC POWER GND -5 (22)-------------------- 100AC PowER GND
SPARE -6
26 VAC OUTPUT -7 (22)------------------- 13J1-D 6J1-X,
FIG. 4-5 (SH 1)
3C POWER GND -8 (20)------------------- 100 DC POWER GND
SPARE -9
SPARE -lo
+28 VDC A/P ENG -11 (22)------------------ 7J1A-46
+28 VDC Y/D ENG -12 (22)------------------ 14J1-H
+28 VDC FROM DISENGAGE -13 (22)------------------ S~;J;I;. 4-4,
SW (Y/D)
28 VDC PULSE TRIM DRIVE -14 (22)------------------ SEE FIG.
- 4-4
+28 VDC TK OUT OF DETENT -15 (24)------------------ llJ1-H, FIG. 4-4,
TTL GND -16------NC 7J1A-49
HDG HOLD ANN “ GND -17------NC
SPARE -18
28 VDC TCS SELECT -19 (24)------------------ ;::AF::. 4-4
G/S ARM GND -20 (24)------------------ 7JlB~69, 8J1-g

G/S GND -21 (24)------------------ 7J113-70, 8J1-h
AIL SERVO EXC C -22 (22)------------------ 12J1-E, FIG. 4-5
HOG GNll -23 ------NC
V/L GND -24 ------NC
REV CRS GND -25 ------NC
SBY GND -26 (24)------------------ 7J1A-69, 8J1-J
SOFT RIDE MODE GND -27 (24)------------------ llJ1-Z
ENG INTLK TO DG VALID RELAY -28 (24)------------------ FIG. 4-4, 6J1-h
AIL SERVO EXC H -29 (22)------------------ 12J1-D, FIG. 4-5
+28 V A/P ENG SELECT -30 (24)------------------ FIG. 4-4, 1J2-R
RUDDER SERVO EXC C -31 (24)------------------ 14J1-E
RUDDER SERVO EXC H -32 (24)------------------ 14J1-D, FIG. 4-5
+28 V A/P ENG INTERLOCK -33 (24)------------------ llJ1-P, FIG. 4-4,
1J2-P
SPARE -34
+28 VDC Y/D ENG SELECT -35 (24)------------------ llJ1-R, FIG. 4-4
SPARE 1OJ1B-36
Table 501 (cent)
22-14=00
Page 537
Jun 15/82
AVIONICS DIVISION
LATERAL MODE LOGIC 1OJ1B-37 (24)------------------ 7J1A-77

ALT HOLD MODE GND -38 (24)------------------ 7J1B-64
+28 V ALT VALID OUTPUT -39---------NC
IAS HOLD MODE GND -40 (24)------------------ 7J1B-65
lV/S MODE &NJl_ -41 (24)------------------ 7J1B-63
‘ALTHflJRoSYNC GND -42---------NC
IASOSYNC GND -43---------NC
ADC_UIID -44--------NC
,V/S*SYNCGND -45 --------NC
MODELS AlOO AND B1OO ONLY
FLAPS UP
FLAP COMPENSATION -46 (24)------------- >
0 1OJ1A-1 (+15 V dc
APPROACH FLAPS
FOR ALL MODELS, EXCEPT AlOO and B1OO
FLAP COMPENSATION -46--------NC
RESERVED SPARE -47

HDG RATE DISABLE -48--------NC
ELEV TACH (+) -49 (24)------F=* ------- - 13J1-L
ELEV TACH (-) -50 (24)------~GL I -X----- 13J1-N
ELEV SERVO POSITION (H) -51 (24) --------”--F-F --- 13J1-P
ELEV SERVO POSITION (C) -52 (24)-----------& ! --- 13J1-R
ELEV SERVO AMPL OUTPUT (+) -53 (20)--E:F ------------ 13J1-B, llJ1-W
SPARE -54
ELEV SERVO AMPL OUTPUT (-) -55 (20)-~L~~I ------------ 13J1-A, llJ1-X
AILERON TACH + -56 24 ------F=* ------- - 12J1-N
AILERON TACH [1- 24 ------L=L
-57 [] i ------- - 12J1-L
AILERON SERVO AMPL OUTPUT (+) -58 (20) -->--------F-+ --- 12J1-A
AILERON SERVO POSITION (X) -59 (24)--~i- --.--L+ --- 12J1-P
AILERON SERVO AMPL OUTPUT(-) -60 (20)-4-4- j{ -----1=~ --- 12J1-B
AILERON SERVO POSITION (Y) -61(24)---L-A -----=- --- 12J1-R
RUDDER SERVO AMPL (+) -62(20) --->-------++ --- 14J1-B
RUDDER SERVO POSITION (H) -63(24)--++ --.--L+ --- 14J1-P
RUDDER SERVO AMPL (-) -64(20)---L~ TI
----l--~ --- 14J1-A
RUDDER SERVO POSITION (C) -65(24)---=-----=- --- 14J1-R
RUDDER TACH (+) -66(24) ------------f--1--“- 14J1-L
RUDDER TACH (-) 1OJ1B-67(24) ---------.--L-L i --- 14J1-N
Table 501 (cent)
22-14-00
Page 538
Jun 15/82
+==-
FLIGHT SYSTEMS
$~::~ANcE
BEECH KING AIR
AVIONICS DIVISION
AUTOPILOT CONTROLLER
llJ1-A (22)-----X ------------ 1OJ1A-7

-B (22) ----+i- ------- --- 1OJ1A-26
-c (22 -----1--1----------- 1OJ1A-1
(CT -D (22 1.----$~. ! ---------- 1OJ1A-27
28V ANN POWER (NIGHT) -E------NC
TURN KNOB C -F (22)------------------- FIG. 4-4, 1OJ1A-5
OUT OF NO -G (22)------------------- llJ1-L, FIG. 4-4
DETENT { NC -H (24)------------------- 1OJ1B-15, 7J1A-49
SWITCH
O-28V EDGE LIGHTING -J (22)------------------- TO 28 V LIGHTING
CONTROL
LIGHTING GND -K------NC
A/P ENG INPUT +28V -L (22)------------------- llJ1-G, FIG. 4-4
YD ENG -M (22)------------------- 1OJ1B-13, FIG. 4-4
-910 UNITS ONLY
LOW BANK MODE GND -N (24)-------------------- 7J1A-93
AP ENG SELECT -P (24)------------------- 1J2-P, 1OJ1B-33,

FIG. 4-4
YD ENG SELECT -R (24)------------------- 1OJ1B-35, FIG. 4-4
SPARE -s
SPARE -T
75K
+ -U (24)------~If-~ - 1OJ1A-28
PITCH WHEEL II PARA 4.2.4
{- -V (24) --------------L~A i- 1OJ1A-29
MODEL 200 ONLY WITH CD-125

75K
+ -U (24) ---~-~~~ ----- 33J1-4
PITCH WHEEL
{- -V (24)-----------& I ----- 33J1-5
Table 501 (cent)
22-14=00
Page 539
Jun 15/82
11 FLIGHT SYSTEMS
BEECH KING AIR
AVIONICS DIVISION
AUTOPILOT CONTROLLER (cent )
~
Function Connector Pin Connects To ~
20K*
+ -M (24)----~--f~ --- 1OJ1B-53$ 13J1-B
;LEV SERVO AMPL
{- -X (24) ----* --LcL I ---- loJIB-55
tP TEST +15 VDC -Y (24)------------------- 1OJ1A-49

SOFT RIDE MODE GND -Z (24)------------------- 1OJ1B-27
3owER GND -a (20)------------------- 100 DC POWER GND
SPARE -b
lLL MODELS WITHOUT CD-125
4P ENG ● =+28 V -C (24)-------------------- 1OJ1A-3, 12J1-G,

13J1-F
~OOEL 200 ONLY WITH CD-125
4P ENG ● ~+28V -C (24)-------------------- 1OJ1A-3, 12J1-G,

13J1-F, 33J1-10
SPARE -d
-910 UNITS ONLY
+DG MODE GND -d (24)-------------------- 3J2-29, 7J1A-71,

8J1-r
SPARE -e
LAMP TEST GND -f (24)------------------- 8J1-L, 7J1A-54,
FIG. 4-2
28V ANN POWER (DAY) -h (22)------------------- 8J1-C, FIG. 4-6
CHASSIS GND llJ1-j (22)-----
&
Table 501 (cent)
22-14-00
Page 540
Jun 15/82
+=ER+Y FLIGHT SYSTEMS #~fiy~ANcE
BEECH KING AIR
AVIONICS DIVISION
AILERON SERVO
!OTOR INPUT + 12J1-A 20 --& ------------ 1OJ1B-58

;CCW DRUM ROTATION) - -B 20--L& ------------ 1OJ1B-6O
;ERVO POWER GND -C [1
20 ------------------
i 100 SERVO PWR
GND, 1OJ1A-4*
)oSITIoN SyNcHRo ExcO H -D 24 ------------------ 1OJ1B-29
~6 vAc 4oo Hz c -E 11
24 ------------------ 1OJ1B-22
-F (22)------------------
;LUTCH EXCITATION -G 22 ------------------
-H [1
22 ------------------ ‘EE ‘ABLE 4-2
( -J (22)------------------ 1
rACH SHIELD
tachometer OUTPUT + ; ;:}::::%~::::::::: ;;;:-;;
:CCW DRUM ROTATION) - ----_l-J-
x -P 24 -----~----~a+ ---- 1OJ1B-59
)osITIoN syNcHRo olJTpUT y 24 ----------L=L
-R [1 ! ---- 1OJ1B-61
{ z -s ---------NC
SPARES :7
! -u
12J1-V
L
k Refer to Para 4.1.3.3.1
Table 501 (cent)
22-14-00
Page 541
Jun 15/82
4}~ERV
FLIGHT SYSTEMS
AVICII’JICS DIVISION
~~;:~AwE
BEECH KING AIR
ELEVATOR SERVO
!OTOR INPUT + 13J1-A 20 --& ------- ------- 1OJ1B-55

,CCW DRUM ROTATION) { - -B [)
20 ---~ i ------- --.-.-- 1OJ1B-53
;ERVO POWER GND -c (20)----------”----”---- 100 SERVO P#R
GND, 1OJ1A-4*
DC POWER GND
)osIT’1()~ sy~cHRfJ Exc ~ ~: y:]------------------”- 1OJ1B-7, 6J1-X
~6 vAc 4oo Hz {c ------- -------- ----- 100AC POMER GND
-f (22)--------------------
:LUTCH EXCITATION -G (22)--------------------
SEE TABLE 4-2
-H (22)--------------------
[ -J (22)--------------------
rACH SHIELD
rACH@lETER OUTPUT 1OJ1B-49
:CCW DRUM ROTATION) { ~ : /;/:i$:t::::::::j:::: 1OJ1B-5O
x -P (24)---&-------& ---- 1OJ1B-51
position syNcHRo olJTpUT y ~~ (24)------------LGL ---- 1OJ1B-52
{z ---------NC
-M
SPARES -T
-u
{ 13J1-V
k Refer to Para 4.1.3.3.1
Table 501 (cent)
22-14-00
Page 542
Jun 15/82
+==SER+V FLIGHT SYSTEMS
~~~~~ANCE
BEECH KING AIR
AVIONICS DIVISION
RUDDER SERVO
YOTOR INPUT + 14J11~ ~~~]~=j~~~------------- 1OJ1B-64

(CCW DRUM ROTATION) (- ------------- 1OJ1B-62
SERVO POWER GND -C (20)------------------- 100 SERVO PWR
GND, 1OJ1A-4*
POSITION SYNOIRO EXC H -D (24)-------------------- 1OJ1B-32
26 VAC 400 Hz { c -E (24)-------------------- 1OJ1B-31
-F -----NC
-G -----NC
CLUTCH EXCITATION -H ------------------------ 1OJ1B-12
{ -J (22)-------------------- 100 DC PWR GND
TACH SHIELD -K (24)-----X

TACHOMETER OUTPUT + -L (24)----<-1- ----------- 1OJ1B-66
(CCW DRUM ROTATION) t- -N (24)----J-& i ----- ----- 1OJ1B-67
-P 24 ----------4-+ ----- 1OJ1B-63
POSITION ; -R 24 -----------l--b# -----
11 1OJ1B-65
SYNCHRO OUTPUT {z -s ---------NC
-M
SPARES -T
14Jl~1
* Refer to Para 4.1.3.3.1
Table 501 (cent)
22-14-00
Page 543
Jun 15/82
~r FLIGHT SYSTEMS BEECH KING AIR
AvIONICSDIVISION
ALTITUDE ALERT CONTROLLER
Function Connector Pin “ Connects To
FINE ALT ERROR SINE 16J1-A w.;----------------- 7J1B-26

FINE ALT ERROR COS -B
FINE ALT ERROR COM -c -----NC
SPARE -D
ALT SEL MODE ARM (GND) -E (24) -------------------- 7J1B-24
SPARE -F
ALERT LOGIC GND RETURN -G (22)-------------------- 100 DC pOWER GND
SPARE -H
SPARE -J
CHASSIS GND -K (20)------
SPARE -L m
SPARE -M
AUDIO ALERT OUTPUT (GNO) -N (24)-------------------- TO SONALERT (-)
VISUAL ALERT OUTPUT (GND) -P (24)-------------------- 18J1-g
SIGNAL GND -R
5-VOLT LIGHTING -S (22)-------------------- A/C LIGHTING CoNT
FIG, 4-6, Sh 1
5-VOLT LIGHTING (GND) -T (22)----- -------------- 100AC PM? GND
26 V AC, 400HZ (1-l) -u (22)--+% -------------- 9J1-1, FIG. 4-5
26 V AC COMMON -V (22)--& ! -------------- 100 Ac POWER GND
ADC VALID INPUT -M (24)-------------------- 9J1-12, 7J1A-42,
-52, 18J1-a,
7J1B-38
COARSE ALT SIGNAL -X (24)--L~k -------------- 9J1-52
COARSE ALT +15V REF -Y (24)--L-I-i -------------- 9J1-53
COARSE ALT GINO -Z (24)--&L~-------------- 9J1-54
FINE ALT SINE -a (24)-------I--F --------- 9J1-49
FINE ALT COS -b (24) -------F-t- --------- 9J1-50
FINE ALT COM 16J1-c (24)-------L=~ ! --------- 9J1-51
Table 501 (cent)
22-14-00
Page 544
Jun 15/82
+=ER<Y
FLIGHT SYSTEMS
~:~:~~ANcE
BEECH KING AIR
AVIONICS DIVISION
NORMAL ACCELEROMETER (~DEL 200 ONLY)
+ V DC POWER 17J1-1 (24)-------------------- 7J;Ai2, -31,
OUTPUT 1.5V/g -2 (24)------ ------------- 7Jlii-21

----- SIGNAL GND
%’- 2 K (NOTE)
SIGNAL GND ~; (24)-------------------- 100 SIGNAL GND
SPARE
- V DC POWER -5 (24)-------------------- 7J1A-5, 7J1B-29
TEST 17J1-6 -----NC
NOTE : Installation of Normal Accelerometer
The following interconnections are required when using the normal

accelerometer.
a. Altitude rate damping fran the ADC, pin 65 connects to FD computer,

pin JIB-44.
b. FD Computer pin J1B-101 (gridfor accelerometer) connects to signal

ground.
c. The accelerometer requires a 10K ohm load on the output, pin 2. For
systems with only one FD Computer, a 20K ohm resistor must be added.
Table 501 (cent)
22=14-00
Page 545
Jun 15/82
+=+T=ER<Y
FLIGHT SYSTEMS
ti:~J~~ANcE
BEECH KING AIR
AVIONICS DIVISION
BAROMETRIC ALTITUDE INDICATOR
H 18J1-A (22)-------------------- AC LIGHTING

O-5 V AC INST LIGHTS CONTROL FIG. 4-6
\ c -B (22)-------------------- 100 AC PWR GND
SPARE -c
SPARE -D
H -E (22)-------------------- 9J1-1, 16J1-U,
26 V AC 400 HZ (VNAV 16J1-38)
{ c -F (22)-------------------- 100 AC POWER GND
CHASSIS -G (20)-------%
-H
.
-u
-K
SPARES -L
-M
-N
1
SIGNAL GND TO ADC -P (22)--t:l- -------------- 9J1-7
ALT COARSE +15 REF -R (24)--~-~ -------------- 9J1-6
SPARE -s
ALT COARSE SIGNAL -T (24)--LGL -------------- 9J1-5
SIN ;; [;;{-------h=j- --------- 9J1-8
FIN ALT Cos -------L-t-! --------- 9J1-9
L OM -W (24)-------LGLY---=----- 9J1-10
BARO LOW -X (24) ------------+-r --- 9J1-61
CORRECTION WIPER -Y (24)-------------l--k --- 9J1-60
/EXCITATION -Z (24)-------------L=L i --- 9J1-59
+28 V DC ALT VALID -a (24)-------------------- 9J1-12
-b
SPARES
::
-e
ALT ALERT
LIGHT ( -f (24)--------------------
-g (24)--------------------
FIG. 4-6
16J1-P,
(VNAV 16J1-18)
-h
-i
SPARES :i
-1
-m
18J1:;
Table 501 (cent)
22-14-00
Page 546
Jun 15/82
~1 FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
BAROMETRIC ALTITUDE INDICATOR (cent )
18J1-q
-r
SPARES
::
{ 18J1-U
Table 501 (cent)
22-14-00
Page 547
Jun 15/82
+=ER<Y
FLIGHT SYSTEMS
~~;:~ANCE
BEECH KING AIR
AVIONICS DIVISION
RI-106 INSTRUMENT REMOTE CONTROLLER
:HASSIS GROUND 23J1-A (22)-------

*
26 V AC -B 22 -+--------- 1J2-E
-IDGEXC
SELECTED HDG
[1
-c 22 -------------------
-D (24) -----+* ------- ---
100 AC GND
2J2-c
3UTPUT -E (24)------L-P ---------- 2J2-d
-F (24)------L=+-I ---------- 2J2-e
26 V AC -G (22)-+---------------- 1J2-E
!RS NO. 1 EXC -H (22)-------=------------ 100 AC GND
SELECTED CRS ;: [;:] ------t-l- ------- --- 2J2-g
OUTPUT NO. 1 ------I--L ------.- -- 2J2-h
-L (24)------L.Li ---------- 2J2-j
-M
-N
SPARES
-P
-R
:; [;;]-------------------- FIG. 4-6

5 V LIGHTING
------- ----.--- -.--- 100 AC GND
SPARE 23J1-V
Table 501 (cent)
22-14-00
Page 548
Jun 15/82
+= AEK<y fl:~fi~~ANcE
AVIONICS DIVISION
AIR DATA COMMAND DISPLAY
Function Connects To
SPARE 33J1-1--------NC
AIR DATA SLEW SIGNAL ~: [;~]--.------------.=--- 9J1-38
PITCH WHEEL OUTPUT (+) ------- ------ - L-1- - 1OJ1A-28
Y
75K
(+) -4 (24)---k-+-+ ---- - llJ1-U
PITCH WHEEL INPUT
{ llJ1-V
PITCH WHEEL OUTPUT [=1 ~1
::[:fl::::::=::=::::ci: 1OJ1A-29
(H) -7 (22)---”------~-l- ------ FIG. 4-5, (SH 1)
26 V 400 HZ
{ (C) -9-----l~&-------l-&
-8 (22) i ------ 100 AC GND
SPARE
+28 V DC AP ENG (+) -lo (20)------------------- 1OJ1A-3, llJ1-c,
12J1-G, 13J1-F
VS MODE GND -11 (24)------------------- 7J1B-76
AIR DATA COMMAND SIG -12 (24)------------------- 9J1-39
SIGNAL GROUND -13 (20)------------------- 100 SIG GND
SLEW CONTROL GROUND -14 (24)------------------- 9J1-37
-15
1
-16
SPARES -17 Nc
-18
-19
CHASSIS GND -20 (20)-------
m
28 V DC TCS (+) -21 (24)------------------- FIG. 4-4
MACH MODE GND -22 (24)------------------- 7J1B-78
IAS MODE GND -23 (24)---------=-------- 7J1B-77
5 V LIGHTS -24 24 ---------L+ ------ FIG. 4-6
:
{[1 33J1-25 22 --__-_L=L
[1 ! ------ 100 AC GND
Interconnect Intormatlon
Table 501 (cent)
22-14-00
Page 549
Jun 15/82
1[ FLIGHT SYSTEMS BEECH KING AIR
AVIONICSDIVISION
———
‘FD/AP MODE SELECTOR-
1 1
6-20 VDC FROM

FLIGHT
DIRECTOR .;=;
7J1A-9
1- —.— 4
r FD COMPUTER
I-+&15!d&=2’vm I
I I
L ——. . -J
I JJ
v
L ——— -J
———
7FDIAP MODE SELECTOR1
6-28 “DC FROM

FLIGHT
DIRECTOR .h=u+’>
7J1A-9
L ——. -J +28 Voc

——— .
——— DIODE
REQUIRED I
7
FD COMPUTER
1 IN
AIRCRAFT
I RELAY
I
‘A
I I
1
I
‘<’”=’ I < 1- —.— . J
I JJ
v
L ——— -1 AD 1429
Figure 4-1
Remote Annunciator and Aircraft Relay Diode Isolation
Table 501 (cent)
22-14=00
Page 550
Jun 15/82
AVIONICS DIVISION
—— —— ——
PILOT’S COMPASS SYNC SWITCH 1
I 6J1-A
I
I 6J1-f
I
I I
I 6J 1-g I
1- —. J
I VERTICAL
1J2-V ~
GYRO FAST ERECT SWITCH
NORM
s,
I
I T
HI I
L——————
—— —— —— ~
r 1
cOMPASS FREE/SLAVESWITCH
6J1-E 1
1 9
I 6J1-G ~L:E 0
I
I
1- —— ——
FREE
— 1
r
——— ——
I
LAMP
llJ1-f
I
7J1A-54
BJ1-L
16J1-16 ~s9 V-NAV INSTALLATIONS
ONLY
‘EST ‘iTcH i
L 7J1A-1 1 I
—— —— — J
AD.342 @
Figure 4-2
scel laneous External Circu” ts
Table 501 (cent)
22-14-00
Page 551
Jun 15/82
+ST-ERW FLIGHT SYSTEMS
$k;y;AME
BEECH KING AIR
AVIONICS DIVISION
SIGNAL GROUND LIGHTING GROUND
3J1 -P ~
SJl -B
9J1A.16 16J1 .1
lSJ1.6 18JI-B
16J1-R :NR~T~:GROuNDs 23J1-U LIG’~~NG SPECIAL

100
SIG GROUND
16J1-G
2J1-DD
7J1 Al
2J2-s . 100
~ 100 9J1.15 SPECIAL
2J2.11
SPECIAL 77JI.3 SIGNAL
=[’ 2J2.13 ‘II
10J1S.1
2J2.36 a
2J2-39
DC GROUND n
FAST EREc7 SW 2J1-D

CHASSIS GROUNO
3J1 .HH INOTE 2)
lGD
7J1A.1O DC
7J1A-11 ~=
26J1-L
B ~=
AC GROUNO ~=
1J2-B — —6J1.Y
2J2-f — —7.IIS-2
2J1.B — — 9J1 A.2 +=----=
2J1.N — —9J1A4
~“
2J1-h — —16J1.2
2J1-18 — — 16J1-M ~=
2J146 — —16J1.V
~-
2J1-62 — — 16J1-2
2J2-22 — —16J1-39 ~“
2J2.32 — 100 —18J1.F
AC ~=
2J2.34 — —3J1-21
2J241 — — 3J1-24 ~=
3J1. S — — 3J2-27
~ ‘*
3J1-5 — — 23J1-C
3J1-7 — —23J1.H ~~
3J1-13 — —23J1-U
3J1-16 —
4J1-O — ~=
6J1-E —
/+---=
SJ1-6 —
6J1 -J y /+----=
6J’-’-t---J h
NOTES:
1. THESE GROUNOS REFLEX 3. THESE SEVEN WIRES NEED TO BE 4 REFER TO AIRCRAFT ORAWINGS
INSTALLATION OF 6“ AND 5,, IND, CONNECTED TOGETHER AND FOR APPuCABLE GROUND 01S.
ALSO VNAV AND ALT ALERT CONT GROUNOEO AT THE CENTRAL TRIBUTION PER AIRCRA~.
2. CHASSIS GROUNOS ARE GROUND POINT
SHORTEST PRACTICAL LENGTH
OF WIRE TO GNO. IF CHASSIS GND
IS CARRIEO TO CENTRAL GROUND AD.2556(i)
IT MUST BE A SHIELDEO GROUNO
Figure 4-3 (Sheet 1 of 2)

Ground Distribution
Table 501 (cent)
22-14-00
Page 552
Jun 15/82
AVIONICS DIVISION
SERVO POWER GROW

Sk3NAL GROUND (NOTE 1)
1OJ1A-4 100
lcm
~ SERVO
SIG
1OJ1S-1 ~ POWER
B UC
D
DC GROUNO
CNASSIS GROUND
(NOTE2)
IsxMe.Q
llJ1-a 100
REF TABLE 12J1= M

4-2 ( 13J1-G
II
NOTES:
1. SEE PARAGRAPH4.1.3.3 FOR ItlPORTANT

GRCUNOING1NFORMATION.
2. CHASS1S GROUNOSARE SHORTESTPRACTICAL

LENGTHOF UIRE TO GND. IF CHASSIS GNO
IS CARRIED TO CENTRALGROJND.11 WET BE
A SHIELDED GROUND.
< l’J1++%INGI
Figure 4-3
Ground Distribution (Sheet 2)
Table 501 (cent)
22-14-00
Page 553
Jun 15/82
AP/TRIM
CKT SKR PILOT’S AP TRIM
DISCONNECT SW
COPILOT’S AP
28 VDC— DISCONNECT SW lWIA$
10J1B.13
26
4+1
llJ1.M
I
T14ROTTLE
/
K4 ~ T :Z::.o -——.
+2SV W POWER -
r AUTOPILOT CONTR 1
10J1 %-3 33
3 llJ1 I I
l!ly
L F e—————
TO 7J1B.54
I II
403
<G +R;KNoa I
33J1-21 7JIB42 I OETENT

I
~ ~~EL 200 ONLYI MOOEL 200
ONLY
PI LOT’S ‘y?;
<~ 7J14-3S i
TC3 SW
(~
L —.—- 4’
COPILOTS
TCS SW
1OJ1B-33
7 ‘J
m
I
I ‘1
1- ———— —___ _
I
(-VT
I
-–-l
I
I
40s
R~+p J
~1 I ATT VALIO
L ————— L ———. 1
7
I 10J1B.2o
I /
N
Ip
o AD 2558
+>T-ER~Y
FLIGHT SYSTEMS
~fiLfiT:~ANcE
BEECH KING AIR
AVIONICS DIVISION
CB No. 1
115V
‘@2 HZ
26 VAC ~
NC
‘<w
,ARo..EER<:=~d:bl
:&!LERT~
CD-1 25
IMODEL20CJ ON,,,+
“
PITCH
c“~=!~’:k~
SERVO
EXCITATION -) E 100
151
12J1
v
119
-p
AILERON
SERVO Iml
EXCITATION [ ) E 1
{ 120 22
14J1
121
II
32
RUOOER ~“
SERVO
‘xc’TAT’oN {
~) E 122 3*
E3
o AD.2559 @

Input Power Requirements
(SPI-401/402 System)
Table 501 (cent)
22-14-00
Page 555
Jun 15/82
+5T~ER<v FLIGHT SYSTEMS
:;~~~;ANcE
BEECHAIR KING
AVIONICS DIVISION
6J1 35 VAC 2J1

C.14
26 VACj S W4
L ~ ““
OUTPUT
bJl 10 VA
5VA
n - HOO
}
U1
-’1
WA FLUX
E
VALVE
WI 3 VA
2.5VA REMOTE
=: D
CB
AD-2559 ~

Table 501 (cent)
22-14-00
Page 556
Jun 15/82
+=T~ER<y
FLIGHT SYSTEMS
~:~~~~ANcE
KING AIR
BEECH
AVIONICSDIVISION
2s Voc — —
/’% 7JIB
3* ANNuNCIATORS
MAX POWER
50W (SELF TESTI
u’) @-
W1
— f% d~C.14
AIP OFF WARNING LITE

SEE FIGURE 4.4
10J1B
<3+ ?ww’LOT
AD.2559 ~
Figure 4-5 (Sheet 3)

Table 501 (cent)
22-14-00
Page 557
Jun 15/82
+S=dEmy FLIGHT SYSTEMS
~:~~~~ANcE
BEECH KING AIR
AVIONICS DIVISION
16J1
1=
ALT SEL
{ S <— CONTROLLER
25VA
Ie.11
BARO ALT
( A ~2.5 VA
1+
23J 1
{ T <— IRC
SUB PANEL
CONSOLE LIGHTS Uy~K+lZERTANN
28 vDC —
‘~=~~=’oNL”
U%-W-””R AC-2*
Figure 4-6
Lighting Control and Power Requirements
4
Table 501 (cent)
22=14=00
Page 558
Jun 15/82
+
!==ER+Y
FLIGHT SYSTEMS
HNY:~ANcE
BEECH KING AIR
AVIONICS DIVISION
PRIMARY TRIM CB lDJIA.5

3BV N? ENG POWER
-Ih- 1
lDJIB-E3
“=” ~_n ‘j lWIB.19 ~ I
— 3E4V
- -
-1 N
‘D ENG -En
‘%—o————
r
.—-—
1
.—— —
1
I
I %
I
WAsT-W I w I
(
WARN
w Olsc 4 I ti=: +! I —
WITN
I
RESH
I I
J_
=
1 I
J
Ar Olsc
I la
I -q-
*A TRIM
m XFER
L= L ——— —— J
IL
d T
( AP
TRIM lWIA.3
10J1B.11 + I DIAC
z8v A/PENQ
1- fi, =
P
lWIB.14
A? TRIM I
INTLK
lWIA.58
=
-% TRIM
I i WTOR
TRIM FAIL
L
r —.— 1 NOTE 1
1
SW TRIM ON
I
-l-h 1 1A
+
*
~ _/-’
SEX TRIM CE
+
AD.2799
*
Fiqure 4-7
B1OO Trim-and Interlocks
Table 501 (cent)
22=14-00
Page 559)560
Jun 15/82
m .
&
mPlslm -1
K3 B
TT II l+{
lLITEwITH I TRIM
IRESET 1 CLUTCH
LV=’+tl’ II
I I 1. I 1 I
I
I I 111111~1
.j
L---
M
Disc
ILU
TRIM
TRANS
@’f-l
TRIM CB
— ,TRIM POWER I I I
AVIONICS DIVISION
lT=%’--
11 d-
A4
r’
Ill-n
il .,.-
TRIM
MOTOR
E__J!__u I
“~ CLUTCH
I=
REF I.D. 29346@,

C90 Trim and Interlocks
Table 501 (cent)
22-14-00
Page 562
Jun 15/82
---
C pFyT 1
r“EEL- IImtt%il
A
TT II l+{
B
TRIM
CLUTCH
!Inl!l l? 1 I I
1 I 111111~1
Es--’-pI+dlll I 1
Fi II
1 A 1 I 1
<~ IL [
I
L’E–– J
. I (+ *
5
. ()
FD CB (+ ;0
~:~--q
28 VDC ~ %i--t
GIA SW
ON THROTTLE T
q
IwHEE Sup 1
AL
~ TRIM
I
SEL
~ GIA +C I AuTO
I 4)
z TRIM
I OISABLE
I
7J1B.54
-ds-
l–...
L
1
N ( :B
28 VDC ~
W-”-H
kmJ--T-
/ .
(L
=
= REF I.D 29247 1
c
+=-f
FLIGHT SYSTEMS
H!i!E’’AwE
BEECH KING AIR
AVIONICS DIVISION
PILOT
TRIM 012C A
---1-
D
TRIM UP B~ ELE(
TRIN
‘RIM -N c — D12c
No.
,,
TRIM
3
MOTOR
=
28V
CLUTCH
COPILOT
TRIM OISC
TO TRIM
FAIL
DETECTOR
F
G
(:
I
I
D
=
TRIM POWER H
REF 1,0. 2w47@

Model F90 and 200 Trim and Interlocks
Table 501 (cent)
22-14-00
Page 564
Jun 15/82
+=Em<y FLIGHT SYSTEMS
~&~fi~~ANcE
BEECH KING AIR
AVIONICS DIVISION
115V
400 HZ
lLI1
40>,
AILERON
SERVO ‘1
EXCITATION
{ L E -“
14.J1 II
RUOOER
*o>i 32
SE RvO
‘xc’TAT’ON {~ ‘ > ‘
31
AD 2561@
a

Table 501 (cent)
22-14-00
Page 565
Jun 15/82
+====y
FLIGHT SYSTEMS
~:~fiJ&ANcE
BEECH KING AIR
AVIONICS DIVISION
6J1
~ HDGPWR <c< C-14A
11 Sv,
30VA START
400 Hz
17VA RUN
SJ1 26vAC
:Mc ~ s> 1 <:1’~ IHSI] 10 VA
OUTPUT T
ei=:313vA CB
‘T:”=
ins)
“V*C
16.0 WAITS
IRATE GYROI
8 VA ‘TART
S.5VA RUN
ADl RATE OF
TURN POWER
26 VAC
A 23J1
ORC) 2 VA
1 1< ‘<1
(IRCI 2 VA
HSl CRS ERROR

DEMOO REF
HSl HOG ERROR

OEMOD REF
Aw25s1@
F gure 4-10 (Sheet 2 of 4)

nput Power Requi rements
Table 501 (cent)
22-14-00
Page 566
Jun 15/82
+5=”ER=y FLIGHT SYSTEMS
~~fi~~ANcE
BEECH KING AIR
AVIONICS DIVISION
CB
2s VDC
A 7J1B
T
I <3 ~ MAXmWER
ANNUNCIATORS
50W (sELF TEsT)
) }
/ <4+
(b
<~@--~F~Bl=lw
lU1
<’”~ ““3”
r
!=’O’::

I
J
Table 501 (cent)
22-14-00
Page 567
Jun 15/82
4 &=@ERV
FLIGHT SYSTEMS
fl:~~T:~ANcE
BEECH AIR
KING
AVIONICS DIVISION
t-- - ‘VA

Table 501 (cent)
22-14-00
Page 568
Jun 15/82
,.., -, ----------- .
3J1
AA
I
I
GIS DEVN
I
BB
7J1B
i) I 16
I
GISDEVN
I
(} 17
GIS RCVR
(+) 2J2
c
GASDEVN VERTICAL
(DEFL UP) I I
DEVN
I NOTE 2
(–) I
,{ ‘= * ‘_: :: D
2K I
16J1 I 7J1B ‘
(-) 27 15
VNAV I I VNAV
DEVN I
I I DEVN
(DEFL UP) I
(+) 28 14
( :; ‘- ‘I ::
I
I
GISRCVR I
I
I
+28V G!SVALID . 1 7
I 3J1 GIS DEVN
v
I
16J1 J < 2J2
+28V VNAV 22 I u VERT VALID
VALID
w 0 I
I VNAV MODE
I GND
16J1
VNAV MODE
.&
‘nv = ~ 7Jr:A~cvv
Glide Slope/VNAV Switching (Sheet 1 of 2)
Table 501 (cent)
22-14=00
Page 569
Jun 15/82
+jTaER<Y
FLIGHT SYSTEMS
~~~ypANcE
BEECH KING AIR
AVIONICS DIVISION
DME]RNAV
OR VLF/OMEGA
I I r:::
m 01
I
9J1B
88 RANGE
VALID
~+28vDc 7J1AmlE
NOTES:
1. IF OME IS PLACEDIN HOLD, VNAV INFORMATION
WILL NOT BE COMPUTEDBECAUSETHE DME
VALID IS INTERRUPTED.
2. DUPLICATEClRCUIT FOR COPILOT’SSIDE.
AD-544 @ F12

G1 ide S1 ope/VNAV Switching
w
Table 501 (cent)
22-14-00
Page 570
Jun 15/82
+==ER<Y
FLIGHT SYSTEMS
H:~l~~ANcE
BEECH KING AIR
AVIONICS DIVISION
K&4’kJ-’’’-”%+’-’”
H-&’+- 28V DC
AC-2%2
Figure 4-12
Radio Altimeter Test Circuit
Table 501 (cent)
22-14-00
Page 571
Jun 15/82
+=s7-ER+Y
FLIGHT SYSTEMS
#2~~ypANcE
BEECH KING AIR
AVlONICS DIVISION
APPENDIX A
Appendix A lists the interconnects when using the VNAV Computer Controller
and the !ii-inch ADI and HSI. The following components are included in Appendix
A. Use the regular interconnects for all other components. All figures
referenced are located at the end of the regular interconnects.
VG-14A Vertical Gyro

RD-650 Series HSI
AD-650 Series ADI
MS-500 Mode Selector (-903)
RG-203 Rate Gyro
RI-106 Instrument Remote Controller
Table 501 (cent)
22=14=00
Page 572
Jun 15/82
+=-y #;~J~~ANcE
AVIONICS DIVISION
VG-14A VERTICAL GYRO
TEST POINT 1J2-A------NC

PWR GND -B (20)-------------------- 100 AC POWER GND
115 V 400 Hz INPUT -c (22)-------------------- Fig. 4-10
27 V dc OUTPUT -D (24)-------------------- 1J2-HH
26 V 400 HZ OUTPUT -E (20)-------------------- 3J1-20,FIG. 4-10,
(SH 1)
5 V 400 Hz OUTPUT -F------NC
EXTERNAL PECO CONTROL (GND) -G------NC
RECO CONTROL -H------------
RECO CONTROL -J------------ 1
PECO CONTROL -K------NC
CHASSIS GND
-L----m
PECO CONTROL -M------NC
NC ------NC -
ATTITUDE VALID W :; [;:]---++ -------:---- 1OJ1B-33, llJ1-P
NO $------- -----
--- -b--~ 1OJ1B-3O
{
-s FAST ERECT
SPARE -T SWITCH S1
{ -u
EXTERNAL FAST ERECT CMD -V (24)----- A--- 100 DC POWER GND
-w
-x
-Y
SPARE -z
-a
{ -b
TEST POINT ------NC

TEST POINT ::------NC
-e
-f
-9
SPARE -h
{ lJ2~;
Table 501 (cent)
22-14-00
Page 573
Jun 15/82
+ j~.ER<~ ~fi#f:fANcE
AVIONICS DIVISION
VG-14A VERTICAL GYRO (cent)
RECO GND OUTPUT >6° lJ2-k ------NC

PECO GND OUTPUT -m------ NC
EXTERNAL RECO CONTROL -n------ NC “
I
Y -p (24)--~+- -------------- 3J1-27
ROLL ATTITUDE x -q (24)--i--l--------------- 3J1-26
{ z -r (24)--L=L -------- ----- 3J1-28
H -S (24)-------- -F=F ----- 7J1A-15, 1OJ1A-9
ROLL F/D c -t (24)-------- 1 1
{c -U ‘1
(24)---&~------&~ ----- 7J1A-14, 1OJ1A-10
ROLL TO RADAR c -V (24)--H- ------- -------
TO RADAR
50 mV/DEG { H -W (24)--LGL i ------- ------- 1
Y -X (24)-------------------- 3J1-30
PITCH ATTITUDE x -y (24)-------------------- 3J1-29
200 mv/DEG {z -----------=-------- 3J1-31
H
PITCH TO F/D c yil}:::;:~~l----- 7J1B-28Y 10JIA-15
200 mV/DEG { c ----- 7J1B-27, 1OJ1A-16
PITCH TO RADAR H
50 mV/DEG {c +! [::\:i%:::::::) ‘0 ‘ADAR
w -GG (24)---=--------------- 3J1-10, 7J1A-19
ATTITUDE VALID NC -FF --------NC
AD I { NO 1J2-HH (24)------------------- 1J2-D
Table 501 (cent)
22-14-00
Page 574
Jun 15/82
+~EK3Y
FLIGHT SYSTEMS
::~:::A=E
BEECH KING AIR
AVIONICS DIVISION
RD-650A and RD-650B HORIZONTAL SITUATION INDICATOR
ADF/NAV BRG INPUT Z 2JI-1 (24)-------------------- 100 AC GND

NAV BRG INPUT x -2 24 -------------------- NAV
TO
{Y -3 1124 -------------------- 1 RCVR
RESERVED SPARE -4------NC
DEMOD REF GOMMON -5 (24) -------------------- 100 AC GND
400 HZ A -6 (24)--------------------
B -7 (24)---------.---------- )
[{ -8 (24j--------------------
COURSE [: -9 (24)-------------------- /
RESOLVER -lo (24)------------------- NAV RCVR
)
OuTpuT {: -11 (24)-------------------
lG -12 (24)-------------------
[ 30 HZ H -13 (24)------------------- J
x -14 (24)------------------- 23JI-J
COURSE SEL INPUT -15 (24)------------------- 23J1-K
{; -16 (24)--------------= --- 23J1-L
COURSE ERROR H -17 (24)------------------- FIG. 4-10(SH 1)
TRANSMITTER (TX) C -18 (24)------------------- 100 AC GND
z -19 (24)------NC -
x -20 (24) ---------I-+ ------ 7J1A-41
[Y -21 (24)---------Q- I ------ 2JZ-25, 7J1A-37
HOG DIFFERENTIAL X -23 ------NC
INPUT Y -24------NC
{ z -25 ------NC
SYNC ANNUN + -26 (24)------------------- 6J1-u
(X*) {- -27 (24)------------------ 6JI-V
x -28 (24)---------F-F ------ 6J1-L

HDG INPUT Y -29 (24)---------L-L ------ 6J1-M
z -30 (24)---------L=L i------ 6J1-K
{
HDG DEMOO REF -31 (24)------------------- FIG. 4-10 (SH2)
DIGITAL DATA VALID (+) -32 (24)------------------- 7J1A-34, DME RCVR
CRS SEL DEMOD REF -33 (24)------------------- FIG. 4-10 (SH2)
RESERVED SPARE -35 ------NC
HDG VALID INPUT -36 (24)------------------- 6J1-e
HDG VALID OUTPUT -37 (24)------------------- 7J 1A-23
VERT DEV VALID INPUT (+) -38 (24)------------------- FIG. 4-11
NAV VALID INPUT (+) -39 (24)------------------- 3J2-7, 7J1A-16,
NAV RCVR
RESERVED SPARE 2J1-40------NC
Table 501 (cent)
22=14-00
Page 575
Jun 15/82
AVIONICS DIVISION
RD-650A AND 650B HORIZONTAL SITUATION INDICATOR (cent)
Function Connector Pin Connects TO
tESERVED SPARE 2J1-41------NC

IPT ANN GND -42 (24)------------------- RNAv RcvR
\DF BEARING INPUT X -43 (24)-------------------
{Y -44 (24)-----------------”- 1 *DF ‘CVR
~b V AC, 400” HZ H -45-:----NC
IDG TRANSMITTER EXC { C -46------NC
:HASSIS GND -47 (24)------+
iDG x -48------NC
tRANSMITTER OUTPUT Y -49------NC
[ z -50------NC
~6 v Ac, 400 Hz pOWER -51 (22 ------------------- FIG. 4-10 (SH 2)
~6 v AC COMMON -52 (22 1------------------- 100 AC GND
INAV MODE GND -53 (24)------------------- 16J1-29
iEARiNG POINTER DEMOD ADF -54 (24)------------------- ADF/NAV
~6 v AC REF { NAV 2J1-55 (24)-------------T ----- } RCVR POWER
Table 501 (cent)
22-14-00
Page 576
Jun 15/82
+==--=y
FLIGHT SYSTEMS
~fi~fi~~ANcE
BEECH KING AIR
AVIONICS DIVISION
RD-650A AND 650B HORIZONTAL SITUATION INDICATOR (cent)
TO-FROM INPUT (+) 2J2-1 (24)--F-+ -------------- 16J1-30, NAV RCVR

200 OHMS (+ TO) { (-) -2 (24)-----I -x----------- 16J1-31, NAV RCVR
COURSE DEV INPUT-lK (+) -3 (24) ------l--t --------- ~:-;:;R7JlA-21s
II
(DEFLECT RIGHT) { (-) -4 (24)-------LGL I --------- 3J2-34, 7J1A-20,
NAV RCVR
VERT DEV INPUT-lK + -5 24 --k=p ‘------------- FIG. 4-11
(DEFLECT up) {[1- -6 []!
24 --L...4- ------- ------- )
RNAV SEL -7 (24)------NC
VERT DEV VALID GROUND -8 (24)-------------------- 100DC GND
INS MODE GND -9 (24)------NC
28 V DC ANNUNCIATOR + -10 (24)------------------- 3J2-17, 7J1A-8,
18J1-f
DIMMING CONTROL INPUT { - -11 (24)------------------- 100 DC GND
DISTANCE DISPLAY -12 (24)------------------- 3J2-22
DIMMING INPUT -13 (24)---=- -------:----- 3J2-27
x -14 (24)--L+ ------------- 23J1-D
HDG SEL INPUT Y -15 (24)--L-P ------------- 23J1-E
/z -16 (24)--L-L [ ------------- 23J1-F
RNAV MODE GND -17 (24)---Y --------------- RNAV SYSTEM
TRU ANNUNCIATOR GND -20------NC
HDG ERROR H -21 (24)------------------- FIG. 4-10 (SH 1)
TRANSMITTER c -22 (24)------------------- 100 AC GND
(TX) {z -23------NC
-24 ------NC ~
HDG ERROR x -25 (24)------L-* --------- 7J1A-37
TRANSMITTER (TX) {Y -26 (24)------L=L I --------- 7J1A-36
VLF MODE GND -27------NC
x -28 24 -----+-+
Y -29 1124 ------L-P
‘--------
1 ------- -- 1 NAV RCVR
HDG COMPARATOR z -30 (24)--X--:--- 100AC GND
MONITOR SYNCHRO -31 (24)--F* -------------
SIN {~~
-32 24)-4+ --------- ---
( ] NAV RCVR
-33 [24)----- ------------
. -34 (24)--LCL !]------- ------
RESERVED SPARE -35 (24)-------NC
NAV VALID GND -36 (24)------------------- 100 DC GND
5V BLU-WHT LIGHTING 2J2-37 (24)------------------- O-5 V Ac
LIGHTING CONTROL
Table 501 (cent)
22-14=00
Page 577
dun 15/82
+S=ERW FLIGHT SYSTEMS
~ik?y~ANcE
BEECH KING AIR
AVIONICS DIVISION
RD-650A AND RD-650B HORIZONTAL SITUATION INDICATOR (cent)
LIGHTING COMMON 2J2-3R (24) ------------------- 100AC GND

DC GND -39 (22) ------------------- 100 DC GND
26 V AC ANNUN POWER H -40 (22)------------------- FIG. 4-10 (SH 2)
26 V AC ANNUN PWR COMMON { C 4; [;;;------------------- AC GllD
HDG SEL DEMOD REF ------------------- FIG. 4-10 (SH 2)
DIMMING CONTROL OUT + -43------NC
DIMMING CONTROL OUT - -46------NC
TUNED TO LOC GND -47 (24) ------------------- 3J1-11, 7J1A-22,
NAV RCVR
TRU HDG VAL -48------NC
5V WHT LIGHTING -49 ------NC NOTE 2)
-50 (24 --k~ ------- ------
SYNC
{ -51 (24 ]A
--$x --- ---------
DISTANCE -52 (24)------k~E --------- C)ME RCVR
CLOCK
DATA { -53 (24) ------L=~ i ---- ----
-54 (24) -----------L-+ ----
DATA
{ 2J2-55 (24)-------------- # ----
}
NOTE: 1. When using the comparator monitor synchro to convert sin/cos bearing
information to 3-wire data, the COS H and COS GND signals from the
nav receiver must connect to COS C and COS H of the comparator
monitor synchro, Also the comparator monitor synchro
respectively.
X and Y must connect to Y and X of the HSI bearing input,
respectively.
2. This interconnect shows the O-5V lighting input for blue-white

lighting. If white incandescent lighting is desired, apply
O-5V to 2J2-49 rather than 2J2-37.
Table 501 (cent)
22-14-00
Page 578
Jun 15/82
=#=S7-ER+y
FLIGHT SYSTEMS
fl;LNJ:pANCE
BEECH KING AIR
AVIONICS DIVISION
ATTITUDE DIRECTOR INDICATOR (ADI)

AD-650A, AD-650B, AND AD-650C
PITCH 3Jl-l ------

PITCH COMP ; -2------
MONITOR {z -3------
SYNCHRO Cos H -4------ NC
Cos c -5------
200 MV/DEG SIN H -6------
{ SIN c ------ }
SPARE :;
SPARE -9
ATT VALID INPUT 1000 OHMS -10 24 -------------------- 1J2-GG, 7J1A-19
TUNED TO LOC (GND) -11 [124 -------------------- 2J2-47, 7J1A-22,
NAV RCVR
Cos H -12------
co s c -13------
ROLL COMP SIN H -14------
MONITOR SIN c -15------ NC -
SYNCHRO x -16------
200 MV/DEG ROLL Y -17------
{ I z -18------ 1
SPAR E -19
26 V 400 HZ INPUT H -20 (20) - ------b-4-----------
- 1J2-E, FIG. 4-10,
(SH 1)
26 V 400 HZ INPUT c -21 (20)-------------------- 100AC GND
ATT TEST INHIBIT (GND) -22------NC
;~p~T400 HZ ANNUN PWR H -23 (20) -------~:+----------- FIG. 4-10 (SH 1)
26 V 400 HZ ANNUN PWR C -24 (20)-------------------- 100 AC GND

INPUT
ANNUN TEST OUTPUT GND -25 (22)-------------------- 7J1A-54, llJ1-f,
(MAX CURRENT 0.250 AMP) 16J1-16
x -26 24 ------+-+ --------- lJ2-q
ROLL SPHERE Y 24 -------L-F ---------
-27 [1 lJ2-p
200 MV/DEG {z -28 (24)------~-d- 1 --------- lJ2-r
x -29 (24)-------b-p --------- 1J2-Y

PITCH SPHERE Y -30 (24)------~4- --------- 1J2-x
200 MV/DEG { z 3J1-31 (24)-------&L I --------- 1J2-z
Table 501 (cent)
22-14-00
Page 579
Jun 15/82
11 FLICjtiT SYSTEMS BEECH KING AIR
AVIONICSDIVISION
ATTITUDE DIRECTOR INDICATOR (ADI) (cent)

AD-650A, AD-650B , AND AD-650C
RAD ALT SELECT (COMMON) 3J2-1 (24)-------------------- NOTE 1

+ 28 V DC FD VALID + -2 (24)-------------------- 7J1B-47
FD VALID -3 (24)-------------------- 100 SIG
SPARE -4------NC
+ 28 V DC RADIO ALT + -5 (24)-------------------- 7J1B-35, 20J1-Y
VALID
RAD ALT SELECT (ARINC) -6 (24)-------------------- NOTE 1
+ 28 V DC LOC VALID + -7 (24)-------------------- 2J1-39, 7J1A-16,
INPUT OHMS
1000 NAV RCVR
RAD ALT SELECT (AUX) -8 (24)-------------------- NOTE 1
IAS + MACH ANN GND -9 (24)-------------------- 7J1B-77, 8J1X
APS ANN GND -lo ------NC
VNAV CAP ANN GND -11 (24)-------------------- 7J1B-74, 8J1-T
RADIo ALTIMETER TEST (GND) -12 (24)-------------------- 20J1-T
PREASSIGNED -13 ------NC
PREASSIGNED -14------NC
SPEED CMD INPUT + -15 (24)-----F-F ----------- TO SPEED CMD
(DEFL w) 220-0-220 UA II SYSTEM
1000 OHMS II
SPEED CMD INPUT -16 (24)-----LGL 1)
-----------
0-28 V DC ANN + -17 (22)-------------------- 2J2-10, 7J1A-8,
10,000 OHMS 18J l-f
LIGHTS COMMAND INPUT
GS DEVIATION INPUT + -18 (24)-----.L:~ ----------- 7J1B-16,FIG. 4-11
(DEFL up)
II
GS DEVIATION INPUT - -19 (24)-----& 1 ----------- 7J1B-17,FIG. 4-11
1000 OHMS
+ 28 V DC G/S FLAG + -20 (24)-------------------- 7J1B-7,FIG. 4-11
INPUT 1000 OHMS
G/S FLAG INPUT -21 (24)--=- -------------- 100 SIGGND
DIMMING CONTROL OUTPUT + -22 (24)--F+~-------------- 2J2-12,
(SEVEN sEGMENT DIspLAYs) NOTE - PAIRED WITH 3J2-27.
I
FD PITCH CMD INPUT + -23 (24)------.-E-T --------- 7J1B-30

(DEFL UP) II
FD PITCH CMD INPUT - -24 (24)----- --L<~1 --------- 7J1B-31
FD ROLL CMD INPUT + -25 (24)------.------F=~ ---- 7J1A-29
(DEFL RT OR cw)
RD ROLL CMD INPUT - -26 (24)----- ___lJ 1 ---- 7JlA-30
DIMMING CONTROL OUTPUT - 3J2-27 (24)-&_4i-------------- 2J2-13
NOTE - PAIRED WITH 3J2-22.
NOTE: 1. Jumper 3J2-1 to 3J2-6 to select the Arinc Altitude Display.

Jumper3J2-1 to select the Aux Altitude Display.
to 3J2-8
For Sperry AA-200 Systems, 3J2-6 and 3J2-8 are NC.
Table 501 (cent)
22-14-00
Page 580
Jun 15/82
AVIONICS DIVISION
ATTITUDE DIRECTOR INDICATOR (ADI ) (cent)

AD-650A, AD-650B, AND AD-650C
function Connector Pin Connects To
ALT ANN GND 3J2-28 (24)-------------------- 7J1B-75, 8J1-b

HDG ANN GND -29 (24)-------------------- 7J1A-71, 8J1-r
llJ1-d
NAV CAP ~ANN GND -30 (24)-------------------- 7J1A-86
DH GROUND OUTPUT -31------NC
RATE OF TURN INPUT -32 (24)------~ ------------ 15J1-4
(DEFL RT) 0.667 v/OEG/SiC, II
1000 OHMS II
RATE OF TURN INPUT - -33 (24)-----~ I ---- ------- 15J1-5
EX LOC INPUT + -34 (24) ---------+nr ------ - 2J2-4, 7J1A-20,
(DEFL RT) 20-0-20 uA, II NAV RCVR
1000 OHMS II
EX LOC INPUT 3J2-35 (24)---------L-A I ------- 2J2-3, 7J1A-21,

NAV RCVR
CHASSIS GND 3J2-36 (20)------
h
26 V 400 HZ H -37 (20)----------<+-------- FIG. 4-10 (SH 2)
RT FLAG INPUT
4.5 V DC RT FLAG + -38 (24)-------------------- 15J1-7
VS ANNUN -39 (24)-------------------- 7J1B-76, 8J1-Z,
28 V DC SPD FLAG + -40 (24)-------------------- TO SPEED CMD
INPUT 1000 OHMS SYSTEM
SPD FLAG INPUT -41 (24)-------------------- 100 DC GND
RADIO ALTITUDE DATA + -42 (24)-------------------- 20J1-W
10,000 OHMS
{- -43 (24)------- ------- ------ 7J1B-19, 20J1-N
28 V DC BACK COURSE + -44 (24)-------------------- 7J1A-75
28 V RT VALID + -45 ------NC
NAV CAP TTL ANN GND -46 (24)-------------------- 7J1A-66
VOR APR CAP ANN GND -47 (24)-------------------- 7J 1A-88
APR CAP ANN GND -48 (24)-------------------- 7J1B-70, 8J1-h,
1OJ1B-21
O-5 V UNFILTERED + -49-----NC
LIGHTING (WHT)
O-5 FILTERED H -50 (22)-------------------- O-5V LIGHTING
CONTROL
LIGHTING (BLU WHT)
LIGHTING GROUND c -51 (20)-------------------- 100 AC GND
ANNUN LIGHTING -52 (20)-------------------- 100 AC GND
GROUND
BC ANN GND -53 (24)-------------------- 7J1A-67, 8J1-k
PREASSIGNED -54------NC
GA ANN GND 3J2-55 (24)------------------- 7J1B-68
Table 501 (cent)
22-14-00
Page 581
Jun 15/82
+=EF<~FLIGHT SYSTEMS
#:~~7ffANcE
BEECH KING AIR
AVIONICS DIVISION
C-14A DIRECTIONAL GYRO
TO MANUAL SYNC SW WIPER 6J1-A (24)------- ------- ------- ------- ------- ----
PWR GND -B (20)--------------------- 100 AC POWER GND;
115 V 400 Hz HDG PWR -C (22)--------------------- Fig. 4-10, Sh 2 ,
FLUX VALVE SHIELD -D (24)------- :
FREE/SLAVE SWITCH -E (24)------- ------------- I
I
CHASSIS GND -F-------- SLAVE
FREE/SLAVE SW (GND) -G (24)----- ----------- 2 FREE/SLAVE ~
+ ::ITCH :
,FIG 4-2 i
FREE I
I
HDG NO. 1 ROTOR H -H (24) ------- ------------ 6J1-S, FIG. 4-5 j
Sh 2
c -J (24) --X--- ------------ 100 AC POWER GND ;
z -K (24)-++ - ------------ 2J1-30, NAV RCVR i
HDG No. 1 STATOR x -L (24)--L-k - ----------- 2J1-28, NAV RCVR ;
{Y -M (24)--~W~ I - -- --------- 2J1-29, NAV RCVR 1
I I
Y -N (24) -------l-+ --------- 5J1-J
1
FLUX VALVE CT z -P (24)------44- --------- 5J1-K I
x -R (24)---------- 1 --------- 5J1-H I
i
26 VAC HDG POWER -S (24)-------------------- 5J1-D, 4J1-E, ;
6J1-H, 2Jl+qI, ,
FIG. 4-10, Sh 2
:
POWER GND -T (24)-------------------- 4J1-D, 5J1-E, ,
AC GND
:
SYNC ANNUN + -U (24)-------------------- 2J2-G 1
I
(DEF1. To +) - -V (24)-------------------- 2J2-H I
5 VAC LIGHTING PWR -W (24)-------------------- FIG. 4-6 I
HDG NO. 2 ROTOR H -X (24) -------------------- 1OJ1B-7, 13J1-D :
[ c -Y (24)-------X- --------- 100AC POWER GND ;
z -Z (24)------++ --------- 1OJ1A-48 1
I
HDG NO. 2 STATOR x -a (24)-------~A --------- 1OJ1A-46
I
{Y -b @~~-;-----A~~ I --------- 1OJ1A-47 I
NC I
INTERLOCK No. 2 NO ~; (24)-------------------- Fig. 4-10 (SH 3) ;
{ c -e (24)-------------------- 2J1-36 I
I
+ FROM MANUAL SYNC SW INC -f (24)-----------------Z
n -- - -- - - - --- ;
FROM MANUAL SYNC SW DEC -g (24)-----------------3MANUAL
SYNC SWITCH
S-4, FIG. 4-2
INTERLOCK NO. 1 C -h (24)-------------------- 1OJ1B-28
{ NO 6J1-J (24)-------------------- (See table 4-1)
Table 501 (cent)
22-14=00
Page 582
Jun 15/82
+5=EW<y
FLIGHT SYSTEMS
ti~~17.f~ANcE
BEECH KING AIR
AVIONICS DIVISION
FZ-500 FLIGHT DIRECTOR COMPUTER
SIGNAL GND 7J1A-1 (20)-------------------- 100 SIGNAL GND,

1OJ1B-1, 9J1-15,
17J1-3
+V OUTPUT -2 (22)------- ------- ---- 8J1-E, 17J1-1
1 --w--- 7J1B-32
360K, l/2W
VNAV WO TP -3------NC
SPARE -4
-V OUTPUT -5 (22)-------------------- 7J1A-31, 7J1B-29,
SPARE -6 17J1-5
SPARE
+28V ANN. POWER OUTPUT :i (22)-------------------- 2J2-10, 3J2-17,
18J1-f
+28V ANN. POWER OUTPUT -9 (22)-------------------- 8J1-C
DC ANN. GND -lo (22)------------------- 100 DC GND
DC ANN. GND -11 (22)--------------:---- 100 DC GND
SPARE -12
SPAR E -13
ROLL ATT H -14 (24)------------------- 1J2-u, 1OJ1A-10
{c -15 (24)------------------- 1J2-s, 1OJ1A-9
+28V NAV VALID -16 (24)------------------- 2J1-39, 3J2-7,
NAV RCVR
INS/R-NAV COMMAND H -17------NC
\c -18 ------NC
+28V VG VALID -19 (24)------------------- 1J2-GG, 3J1-10
NAV/LOC RADIO DEV ~- -20 (24)------------------- 2J2-3, 3J2-35,
NAV RCVR
(+ RIGHT) [+ -21 (24)------------------- 2J2-4, 3J2-34,
NAV RCVR
TUNED TO LOC GND -22 (24)------------------- 2J2-47, 3J1-11,
NAV RCVR
+28 HDG VALID -23 (24)------------------- 2J1-37
REV/APP GND -24 ------NC
NOC CMD GND -25------NC
SPARE -26
+28V INS/R-NAV MODE -27------NC
ROLL AP COMMAND -28 (24)--X- -----@----- 1OJ1A-18
ROLL FD COMMAND + -29 (24)--~->~------------- 3J2-25
{- -30 (24)--lu~-------------- 3J2-26
BIAS OUT OF VIEW 7J1A-31 (24)------------------- 7J1A-5, 7J1B-29,
17J1-5
Table 501 (cent)
22-14=00
Page 583
Jun 15/82
1[ ELIGHTSYSTELIS BEECH KING AIR
AVIONICS DIVISION
FZ-500 FLIGHT DIRECTOR COMPUTER (cent)
DME DIST. 40MV/MI + 7J1A-32 (24)--~~~ ------------- 16J1-34, TO DME/

R-NAV
{- -33 (24)--LJ~ \------------- 16J1-35, TO DME/
R-NAV
+28V DME VALID -34 (24)------------------- 2JI-32, TO DME/
R-NAV
HDG ERROR .3V/DEG -35 -----N~
HDG ERROR .2V/DEG -36 (24)-++ ------------- 2J2-26
HDG & CRS COM -37 (24) --L=L t -- ------- - 2J2-25
1
-+ -
+28V TCS SEL -38 (24)------------ ---- - 1OJ1B-19
SPARE -39
CRS ERROR .3V/DEG -40 (24)------------ r~
CRS ERROR .2V/DEG -41 (24)--------------~-4 - 2J1-20
+28V ADC VALID -42 (24)------X- --------- 9J1-12
AIRSPEED INPUT -43 (24)------1--1---------- 9J1-64, 1OJ1A-39
ALTITUDE INPUT -44 (24)------LG~ # --------- 9J1-63
ADC COMMON -45------NC
+28V AP ENGAGE -46 (24)------------------- 1OJ1B-11
R-NAV MODE GND INPUT -47 24 ------------------- To RNAV
R-NAV APP MODE GND INPUT 24 ------------------- }
-48 [1
+28V TK ~ -49 (24)------------------- 1OJ1B-15, llJ1-H
DME TUNED TO NAV GND -50 (24)------------------- TO DME
TAS OUTPUT -51-----NC
+28V ADC VALID INPUT -52 (24)------------------- 9J1-12
SPARE -53
SBY SEL INPUT (LAMP TEST GND) -54-----NC
HDG SEL INPUT 42 ~~;~------------------- 8J1-q
NAV SEL INPUT ------------------- 8J1-m
REV CRS SEL INPUT -57 (24)------------------- 8J1-i
FD OFF SEL INPUT -58-----NC
X HI -59 ------NC
ROLL PTR GAIN HI -60-------------
SELECT (NOTE) LO -61------NC
{ COMM -62------------- 1
SPARE -63
SPARE 7J 1A-64
.———
Table 501 (cent)
22-14-00
Page 584
Jun 15/82
+==-
FLIGHT SYSTEMS
~&~N;:~ANcE
KING AIR
BEECH
AVIONICS DIVISION
NAV cAP.~GND 7J1A-65------------------------ 3J2-30

NAV CAPOTTL GND -66------------------------ 3J2-46
REV CRS CAP GND -67 (24)------------------- 3J2-53, 8J1-k
REV CRS ARM GND -68 (24)------------------- 8J1-j
SBY GND -69 (24)------------------- 1OJ1B-26
PITCH MODE GND -70 ------NC
HDG MODE GND -71 (24)------------------- 3J2-29, 8J1-r
llJ1-d
LNAV MODE GND -72------NC
NAV ARM GND #1 -73------NC
NAV CAP GND #1 -74------NC
+28V REV CRS OUTPUT -75 (24)------------------- 3J2-44
VOR APP GND -76------NC
LATERAL MOOE LOGIC -77 (24)------------------- 1OJIB-37
LOC 11 TEST PT -78------NC
0SS TEST PT -79 ------NC
NOC TEST PT -80------NC
AOSS TEST PT -81------NC
ROLL TPC -82 ------NC
ROLL TPD -83------NC
SPARE -84
NAV ARM GND #2 -85 (24)--------------------- 8J1-n
NAV CAP GND #2 -86 24 --------------------- 8J1-p
VOR APP ARM GND -87 [124 --------------------- 8J1-P
VOR APP CAP GND -88 (24)--------------------- 3J2-47, BJ1-t
VOR APP SEL INPUT -89 (24)------------------- 8J1-G
ROLL DEV -90 ------NC
SPARE -91
ROLL TPA -92 ------NC
ALT TRIP GND 17° BANK LIM -93 (24)------------------- llJ1-N
ROLL LIMIT #1 -94------
ROLL LIMIT #2 -95--------- --------- ;;:il;, 1OJ1B-1,
%w-
VNAV DAMPING GND -96 ------NC
28V DISPLAY IN VIEW -97 ------NC
GS DISP TP -98 ------NC
NAV CAP “ NOC DELAY -99 ------NC
-100
-101
SPARES -102
{ -103
LAT STRG VALID -104------NC
APS LIMIT GND -105 ------NC
PITCH HOLD DELETE 7J1A-106------NC
Table 501 (cent)
22-14-00
Page 585
Jun 15/82
+=-f flj~~Tf~ANcE
AV1ONICS DIVISION
function Connector Pin Connects To
H 7J1B-1 (22)-------------------- FIG, 4-10 (SH 1)

115 V 400HZ
[c -2 22)-------------------- 100AC POWER GND
+28 V INPUT NO. 1 -3 [22)-------------- ---- FIG. 4-10 (SH 3)
+28 V INPUT NO. 2 -4 (22)-------------- r
+26 V AC OUTPUT -5------NC
PITCH HOLD BUTTON GND ------NC
+28V GS VALID =? (24)-------------------- 3J2-20, FIG. 4-11
AN FOR TERN ------NC
+28V V-NAV VALID :: (24)-------------------- 16JI-22,FIG. 4-11
CHASSIS GND -10 (22)--------
*
PITCH PTR HI -11------------------
GAIN SEL (NOTE) LO -12 ------NC
{ COMM -13 (24)------------- 1
V-NAV DEVIATION -14 (24)------------------- 16J1-28,FIG. 4-11
{ -15 (24)----- --------=---- 16J1-27,FIG. 4-11
&;Il~!LOpE DEvITIoN i -16 (24)--b=P ------------- 3J2-18, FIG. 4-11
(+ UP) (- -17 (24).-LCL # ------------- 3J2-19, FIG. 4-11
RADIO ALT + -18 (24) -------L-+- -------- 20J1-X

{- -19 (24)-------L& ! -------- 20J1-N
LAT ENG TO TERN -20
NORMAL ACCEL -21 (24)--KS --------------- 17J1-2
DC PRESELECT ERROR #1 -22 (24)------------------- 16J1-25
VERT ENG T(I TERN -23 ------NC

APS 1000 FT GND -24 (24)------------------- 16J1-20
VNAV MODE GND -25 (24)------------------- FIG. 4-11
AC PRESELECT ERROR -26 (24)--X --------------- 100SIG GND
PITCH ATTITUDE -27 (24)--H ------------- 1J2-CC, 1OJ1A-16
-28 (24)--&.=L J ------------- 1J2-AA, 1J2-BB,
\:
1OJ1A-15
BIAS OUT OF VIEW -29 (24)------------------- 7J1A-5, 7J1A-31,
17J1-5
FD PITCH COMMAND + -30 (24)--& ------------- 3J2-23
[- 4
-31 (24)-~_~ ------------- 3J2-24
GO-AROUND BIAS 7J1B-32 (24) -----*------ 7J1A-2
SEE PARA 4.2.5
1/2 w
Table 501 (cent)
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AVIONICS DIVISION
ADC COMMAND + 7J1B-33 (24)--&:I- ------------- 1OJ1A-23

TO AP {- -34 (24)--L-L i ------------- IOJIA-25
+28V RADIO ALT VALID -35 (24)----- ------------- 3J2-5, 20J1-Y
HOLD ERROR + -36 (24)--kZ- ------- ------ 9J1-32
FROM ADC {- -37 (24)--LCL i ------------- 9JI-33
+28V APS VALID -38 (22) ------------------- 16J1-23
TO/FROM NULL -39 (24) -------------------- 16J1-24
IVV OUTPUT -40------NC
MODE SELECT RETURN -41 (22)---:- ------------- 8J1-F

GS DISP COMM TO AP -42 (24)--L-t-i ------------- 1OJ1A-2O
GS INT COMM TO AP -43 (24)--LGLY ------------- 1OJ1A-22
VERT SPEED #1 0.5V/lKFT/MIN -44 (24)- .-----i=+----------
- 9J1-65
(MODEL 200)
VERT SPEED #2 0.5V/lKFT/MIN -45 (24)-------k:b --------- ilJ1-65
(ALL MODELS
EXCEPT 200)
1200 FT RA GND -46 (24)------------------- 20J1-U
+28v FDC VALID -47------------’ ----------- 3J2-2
LOW LEVEL FDC VALID -48-----NC
PITCH WHEEL MOVED -49 (24)- ----.-e-=---------- 1OJ1A-33
28V NAV LIGHTS ON -50 (24)--------=---------- FIG. 4-10 (SH 3)
DC PRESELECT ERROR #2 (5 MV/FT) -51 (24)------------------- 100 SIG GND
250 FT RA GND -52 (24)------------------- 20J1-V
APP SELECT INPUT -53 (24)------------------- 8J1-f
GA SELECT INPUT -54 (24)------------------- GA SWITCH
FIG. 4-4
O-28V LIGHTING CONTROL INPUT -55 (24)------------------- TO LIGHT CONTROL
ALT HOLD SEL INPUT -56 24 ------------------- 8J l-a

IAS HOLD SEL INPUT -57 24 -------------------
[1 8J1-W
AS HOLD SEL INPUT -58 (24)------------------- 8J 1-Y
MACH HOLD SEL INPUT -59 (24)------------------- 100 SIGNAL GND
ALT SEL INPUT -60 (24)------------------- 8J l-c
V-NAV SEL INPUT -61 (24)------------------- 8J1-R
EXT GND FOR ACCEL COMP -62 (24)------------------- FIG. 4-4
(MODEL 200)
V/S MODE GND TO AP -63 (24)------------------- 1OJ1B-41
ALT MODE GND TO AP -64 (24)------------------- 1oJ1B-38
IAS + MACH GND TO AP -65 (24)------------------- 1OJ1B-4O
ALT TRIP GND IAS/MACH TRANSITION -66------NC
SIGNAL GND -67------NC
GA GND -68 24)------------------- 3J2-55

,APP ARM GND 7J1B-69 [24)------------------- 8J1-g, 1OJ1B-2O
Table 501 (cent)
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APP CAP GND 7J1B-70 (24)------------------- 3J2-48, BJ1-h,

1OJ1B-Z1
ALT SEL ARM GND -71 (24)------------------- 8J1-d
ALT SEL CAP GND -72 (24)------------------- 3J2-10, 8J1-e
V-NAV ARM GND -73 24 ------------------- 8J1-S
V-NAV CAP GND -74 [124 ------------------- 3J2-11, 8J1-T
ALT HOLD GND -75 (24)------------------- 3J2-28, 8J1-b
V/S HOLD GND -76 (24)------------------- 3J2-39, 8J1-Z

IAS HOLD GND -77 (24)------------------- 3J2-9, 8J1-X
MACH HOLD GND -78------NC
MODEL 200 ONLYWITH CD-125
V/S HOLD GND -76 (24) ------------------- 8J1-Z, 33J1-11

IAS HOLD GND -77 (24)------------------- 3J2-9, 8J1-X,
33J1-23
MACH HOLD GND -78 (24)------------------- 33J1-22
SPARE -79
MIDDLE MARKUNPUT -80 (24)------------------- FROM MARKER RCVR
ALT HOLD ● SYNC TO ADC -81 24 ------------------- 9J1-31
V/S HOLD ● SYNC TOADC -82 [1
24 ------------------- 9J1-34
MACH HOLD ●_ syNc TO ADC -83------NC
IAS HOLD ● SYNC TOADC -84 (24)------------------- 9J1-35
4 -85------NC
ALT HOLD 2 -86 24)-------
DAMP ING 1 -87 [24)------- NOTE 1
GAIN ADJUST { -88 (24)------- )
! -89 (24)-------
G/S 2 -90 24 ------- NOTE z
DAMPING 1 -91 [1
24 ------- /
[c 7J1B-92 (24)-------
Table 501 (cent)
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lr FLIGHT SYSTEMS BEECH KING AIR
AVIONICS DIVISION
/NAV IAS/MACH 7J1B-93------NC

\SC GND INPUT -94------NC
IERT STRG. VALID -95------NC
.NAV SEL INPUT -96 ------NC
;/S OC + 20 TEST POINT -97 ------NC
INAV COMMAND TEST POINT -98------NC
SPARE -99
INOC TEST POINT -1OO------NC
IXT GND FOR ACCEL DAMPING -101 (24)------------------ 100 SIGNAL GND
;ND FOR ALT. ALERTER -102------NC FOR MODEL 200
-10 REF TEST POINT -103------NC NO CONNECTION
IERT STRG. -104------NC FOR OTHER MODELS
fORMAL ACCEL TEST POINT -105------NC
F28v VERT CHANGE 7J1B-106------NC
iOTES:
1. Jumper 7J1B-87 and 88 for Models B1OO and C90 and 7J1B-86, 87,
and 88 for Models 200 and F90.
?
.. Jumper 7J1B-91 and 92 for Models B1OO, 7J1B-89, 90, and 92 for
Model F90, and 7J1B-89 and -92 for Model 200. No connections for
Models C90.
Table 501 (cent)
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AVIONICS DIVISION
MODE SELECTOR (-903)
O-5V EDGE LIGHT 8J1-A ------NC

LIGHTING GND -B 22 -------------------- 100AC POWER GND
28 V DC MODE ANN POWER -c 1122 -------------------- 7J1A-9, llJ1-h
CHASSIS GND -D (22)---------
+V POWER FROM FDC -E 22 -------------------- 7J1A-2, 17J1-1
MODE SEL RETURN -F 22 --------------------
[1 7J1B-41
VOR APP SELECT -G (24)-------------------- 7J1A-89
O-28V EDGE LIGHT ~: (24)-------------------- FIG. 4-6
SPARE --------NC
SPARE -K--------NC
SPARE -L--------NC
SPARE -M--------NC
SPARE -N--------NC
VOR APP ARM GND -P 24 -------------------- ;; ::-:;
VNAV SELECT -R 1124 --------------------
VNAV ARM GND -S (24)---------------L---- 7J1B-73
VNAV CAP GND -T (24) -------------------- 3J2-11, 7J1B-74
SPARE -u
SPARE -v
IAS SEL -W 24 -------------------- 7J1B-57
IAS GND -X [1
24 -------------------- 7J1B-77
VS SEL -Y (24)-------------------- 7J1B-58
VS GND 8J1-Z (24) -------------------- 3J2-39, 7J1B-76
Table 501 (cent)
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MODE SELECTOR (-903) (cent)
ALT HOLD SELECT (24) - - - -- -- . -- - - -- - - ---- 7J1B-56

GND ’24- --------------------
H
ALT 7J1B-75, 3J2-28
ALT PRESELECT SEL ------- ------- ------ 7J lB-60
hLT PRESELECT GND
ARM (%-------------------- 7J lB-71
lLT PRESELECT CAP GND (24j-------------------- 7J1B-72, 3J2-10
IPP SEL (24)-------------------- 7J1B-53
IPP ARM GND (24)------- ------- ------ 7J1B-69, 1OJ1B-2O
APP CAP GND (24j-------------------- 3J2-48, 7J1B-70,
1OJ1B-21
?EV SEL -i (24)-------------------- 7J1A-57
?EV ARM GND -j (24)-------------------- 7J 1A-68
{EV CAP GND -k (24)-------------------- 7J1A-67, 3J1-53
YAV SEL -m (24)-------------------- 7J 1A-56
NAV ARM GND -n (24)-------------------- 7J1A-85
IAV CAP GND -P (24) -------------------- 7J 1A-86
+3G SEL -q (24)-------------------- 7J1A-55
iDG GND -r (24)-------------------- 7J1A-71, 3J2-29
iPARE -s
IOR APP CAP GND -t (24)-------------------- 7J1A-88, 3J2-47
-u
-v
-w
-x
-Y
SPARES ~;A NC
-BB
-cc
-DD
-EE \
-FF
() 8J1-HH
-GG
Table 501 (cent)
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AVIONICS DIVISION
RG-203 RATE GYRO
26 V AC, 400 HZ 15J1-1 (22)-------------------- FIG. 4-10 (SH 2)

POWER GND -2 (22)-------------------- 100 AC GND
CHASSIS GND -3 (22)------
h
RATE OF TURN (RIGHT TuRN) + -4 (24)---------i=+ ------- 3J2-32
0.667 V/DEG/SEC {- -5 (24)---------L=L I ------- 3J2-33
-6 (24)-------------------- 100 SIGGND

RATE OF TURN FLAG 4.5V
VALID { + 15J1-7 (24)-------------------- 3J2-38
Table 501 (cent)
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VN-212 V-NAV COMPUTER/CONTROLLER
115 V 400 Hz H 16J1-1 (24) -------P>----------- FIG. 4-10 (SH 1)

{c -2 (24) -------------------- 100 AC GND
O-5 V LIGHTING POWER H -3 (22)-------------------- FIG. 4-10 (SH 3)
{ c -4 (22)-------------------- 100AC GND
SPARE -5------NC
ALT ERROR AC -6 (24)------NC
-7------NC
SPARES -8------NC
{ -9------NC
+28 V DC INPUT -10 (22)------------------- FIG. 4-10 (SH 7)
CHASSIS GND -11 (22)------
m
SIGNAL GND -12 (22)------------------- 100 SIG GND
SPARE -13------NC
COARSE ALT +15 V REF -14 (24)-------~k -------- 9J1-53
{ RETURN -15 (24)------- sHIEL~$ 1 --~-;-;;;l :;1-54
LAMP TEST GND -16 (24)------------------- ‘7J1A-54, llJ1-f,

LOAD 5mA@ 15 V 3J1-25
ALT ALERT HORN GND -17 (24)------------------- TO ALERT HORN (-)
120 mA MAX
ALT ALERT LAMP GND -18 (24)------------------- 18J1-g
120 mA MAX
SPARE -19 ------NC
ALT<1OOO FT -20 (24)------------------- 7J1B-24
V-NAV MODE ARM -21------NC
VERTICAL DEVIATION VALID -22 (24)------------------- FIG. 4-11 (SH 1)
ALITUDE ERROR VALID -23 (24)------------------- 7J1B-38
TO/FROM NULL -24 (24)------------------- 7J1B-39
ALT ERROR -25 (24)------------------- 7J1B-22
ALT ERROR -26------NC
+ -27 (24)----~+ ----------- 7J1B-15, FIG. 4-11
VERTICAL DEVIATION II
{- -28 (24)----L_~ ! ----------- 7J1B-14, FIG. 4-11
VNAVMODEGND -29 (24)----X ------------- FIG. 4-11
TO/FROM + TO -30 (24)----FA ----------- 2J2-1, NAV RCVR
MIN LOAD 5,000 OHMS { + FROM -31 (24)----LCL ! ----------- 2J2-2, NAVRCVR
RANGE FROM R-NAV GND -32 (24)------------------- 7J1A-47
+V RANGE VALID MIN LOAD -33 (24)------------------- FIG. 4-11 (SH 2)
5,000 OHMS
RANGE 40 MV/MI + -34 (24)----k-+ ----------- 7J1A-32, TODME/
II R-NAV
MIN LOAD 10,000 OHMS {- 16J1-35 (24)----L=L [ ----------- 7J1A-33, T() llME/
R-NAV
Table 501 (cent)
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11 FIJGHT
SYSTEMS 6EEcH KING AIR
AVIONICS DIVISION
VN-212 V-NAV COMPUTER/CONTROLLER (cent)
ADC VALID +28V 16J1-36 (24)------------------- 9J1-12
COARSE ALT SIG -37 ‘HIELDE[$~~-:f:l-;;

(24)--------- l-52
‘H -38 (20)---------=------- 9J1-1, 18J1-E
ADC REF 26 V AC
{c -------=----- 100 AC PWR GND
SIN
FINE ALT INPUT Cos
{ RET ~~
16J1-42 ~~~=i’’’’=k’
(24)--- -------LCL --- ‘;;’::
9J1-51
#
JUMPER AT CONNECTOR
NOTE 1
NOTE: 1. Jumper is provided so that when VNCC is removed.

The demods in the ADC have a reference.
Table 501 (cent)
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RI-106 INSTRUMENT REMOTE CONTROLLER
CHASSIS GROUND 23J1-A (22) ------

m
26 V AC -B (22) ----------~+-------- FIG. 4-10 (SH 2)
HDG EXC {: -C (22) ----------= -------- 100 AC GND
SELECTED HDG x -D (24) ----------k+ ------ 2J2-14
OUTPUT -E (24)----------L-L ------ 2J2-15
i ! -F (24)------------ 1 ------ 2J2-16
26 V AC H -G (22)--@---------------- FIG. 4-10 (SH 2)
CRS NO. 1 EXC {c -H (22)--=-- -------------- 100AC GND
SELECTEDCRS x -J (24)--E-F -------------- 2J1-14
OUTPUTNO. 1 Y -K (24)--L+ -------------- 2J1-15
i z -L (24)--L& I -------------- 2J1-16
-M
-N
SPARES -P
-R
{ -s
5 V LIGHTING H -T (22)-------------------- 5 V LIGHTING
CONTROL
{ c -U (22)-------------------- 100AC GND
SPARE 23J1-V
I
Table 501 (cent)
22-14-00
Page 595/596
Jufl 15/82
AVIONICS DIVISION
SECTION 7
SYSTEM SCHEMATICS
Information normally contained in overall system schematics has been incorporated

in the mode flow diagrams (Section 3) and the interconnects (Section 6);
therefore, this section has been omitted.
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+==-=y ~&~NJ:~ANcE
AVIONICS DIVISION
SECTION 8
REMOVAL/REINSTALLATION AND ADJUSTMENT
1. General
This section provides instructions for removing and reinstalling, and

adjusting each unit of the has been
Integrated Flight Control System that
previously installed in the system. Should any INSTALLATION CRITICAL cases
arise with the reinstallation of any unit, be sure to comply 100 percent with
the instructions.
CAUTION: TO PREVENT COMPONENT DAMAGE, TURN AIRCRAFT POWER

OFF WHEN REMOVING OR INSTALLING COMPONENTS.
NOTE: !!0 adjustment is required unless stated otherwise.
After reinstallation of any unit, check unit operation in accordance with

applicable GROUND CHECK procedure.
2. Equipment and Materials
No special equipment or materials other than those commonly used in shop are
required for reinstalling and adjusting the System.
3. Procedure for All Indicators
A. Remove Indicators or Displays.
(1) Loosen screws on panel at each corner of unit.
NOTE : If new shelf-type clamp is used, only the top

two screws need to be loosened.
(2) S1 ide unit out of panel and disconnect cable connector(s).
B. Reinstall Indicators or Displays.
(1) Mate unit connector(s) with cable connector(s) and S1ide unit into
panel .
(2) Tighten screws on panel at each corner of unit.
c. ADI Inclinometer Level Adjustment
(1) Loosen two screws on cover.
(2) Adjust lever on right side until inclinometer s level and tghten
screws.
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4. Procedure for Selectors and Controllers
A. Mode Selector, Autopilot Controller, and Instrument Remote Controller
(1) Remove Mode Selector, Autopilot Controller, or Instrument Remote

Controller.
(a) Loosen unit screw fasteners.
(b) Slide unit out of panel and disconnect cable connector.
(2) Reinstal 1 Mode Selector, Autopi lot Controller, or Instrument Remote

Controller.
(a) Mate unit connector with cable connector and slide unit into
panel.
(b) Tighten unit screw fasteners.
B. Altitude Alert Controller or VNAV Computer/Controller
(1) Remove Altitude Alert Controller or VNAV Computer/Controller.
(a) Loosen screws on panel at each corner of unit.
(b) Slide unit out of panel and disconnect cable connector.
(2) Reinstall Altitude Alert Controller or VNAV Computer/Controller.
(a) Mate unit connector with cable connector and slide unit into
panel.
(b) Tighten screws on panel at each corner of unit.
5* Procedure for Sensors and Gyros
A. Accelerometer and Rate Gyro.
NOTE : Before removing accelerometer, note direction of

arrow to ensure unit is reinstalled properly.
(1) Remove Accelerometer or Rate Gyro.
(a) Disconnect cable connector from unit.
(b) Remove hardware securing unit to airframe.
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+=ER+Y FLIGHT SYSTEMS
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~. A. (2) Reinstal 1 Accelerometer or Rate Gyro.
(a) Secure unit to airframe with applicable hardware. Ensure that

arrow on accelerometer is pointed in proper direction.
(b) Mate unit connector with cable connector.
B. VG-14A Vertical Gyro and C-14A Directional Gyro.
CAUTION: A GYRO MAY BE DAMAGED BY MOVING IT AFTER ELECTRICAL

POWER IS REMOVED BUT BEFORE THE GYRO ROTOR STOPS. THE
GYRO ROTOR WON’T COME TO A STOP FOR APPROXIMATELY 15
MINUTES AFTER ELECTRICAL POWER IS REMOVED. WHEN
REMOVING OR INSTALLING A GYRO FROM OR TO ITS MOUNT, DO
SO GENTLY WITH NO QUICK MOTION. THE GYRO SHOU1-13 NOT BE
TWISTED IN ITS ISOLATOR SHOCK MOUNTS. ANY EXCESSIVE
TWISTING WILL CAUSE THE GYRO TO REMAIN OFFSET FROM ITS
NEUTRAL POSITION FOR A SHORT PERIOD OF TIME.
(1) Remove Gyro.
(a) Disconnect cable connector from gyro.
(b) Remove hardware securing gyro to airframe.
(2) Reinstall Gyro.
(a) Secure gyro to airframe with applicable hardware.
(b) Mate gyro connector with cable connector.
(c) For VG-14A Gyros only, any adjustment necessary to the ROLL and
PITCH gradients will be determined by performing the applicable
GROUND CHECK procedure.
r>. Flux Valve
NOTE : Whenever a flux valve is removed and replaced, a

compass swing must be performed to maintain desired
heading accuracy.
(1) Remove flux valve.
(a) Gain access to flux valve by removing wing access panel.
(b) Remove cover from flux valve and disconnect six wires from flux
valve terminals.
(c) Remove three screws securing flux valve to mounting bracket.
22-14=00
Page 703
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+5=~ER<y
FLIGHT SYSTEMS
~~:y~ANcE
BEECH KING AIR
AVIONICS DIVISION
5. c. (2) Reinstall flux valve.
(a) Instal 1 flux valve in mounting bracket and secure with three
6-40X3/8 inch, round head, nonmagnetic machine screws, Sperry
Part No. 319011.
NOTE : Do not use magnetic type screws to mount

the flux valve.
(b) Connect applicable wires to flux valve terminals and install

cover on flux valve.
(c) Perform compass swing calibration procedures.
(3) Compass Swing Cal ibration ,
(a) Energize the Compass System and allow several minutes for the
gyro to reach operating speed and for the system to slave to
the magnetic heading.
NOTE: The aircraft should be in its normal flight

position with the electrical system and radio
equipment operating.
(b) Position the aircraft on a compass rose and turn it to each of

the four cardinal headings.
(c) Al lowing sufficient time for the heading indicator to settle,

record the differences in readings between the heading
indicator and the compass rose at each cardinal heading as plus
or minus, depending on whether the dial readings are greater or
less than the ccmpass rose readings.
NOTE : Instead of the compass rose, a magnetic sighting compass

may be used. To take a reading, the compass is located
at a considerable distance fore and aft of the aircraft
and is moved back and forth from the line of sight
coinciding with the plane. When a sight is taken facing
aft, 180 degrees must be added or subtracted from the
sighting compass reading. When facing fore, the compass
reads directly.
(d) Add the errors algebraical Iy and divide by four. The result is
the index error.
(e) Loosen the screws holding the flux valve flange to its mounting
surface and rotate the flange of the unit to cancel out the
index error. If the error is positive, the flange should be
rotated in the counterclockwise direction (giving a minus
reading on the flange) as observed from above the unit.
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~~~N;yANCE
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5. c. (3) (f) If the error is negative, rotate the flange in the clockwise
direction (giving a plus reading on the flange). The amount of
rotation should equal the index error.
(g) Tighten the mounting screws and recheck the readings at the
four cardinal headings. Recalculate the index error to make
sure it is zero.
(h) If the index error is not zero, readjust the flux valve flange
until this error is cancelled.
(i) Any remaining errors in excess of tl degree which are caused by

extraneous magnetic fields should be counteracted by
readjusting the compensator. Refer to paragraph 5.D. (3).
D. Dual Remote Compensator
(1) Remove Compensator.
(a) Disconnect cable connector(s) from unit.
(b) Remove hardware securing unit to airframe.
(2) Reinstall Compensator.
(a) Secure unit to airframe with applicable hardware.
(b) Mate unit connector(s) with cable connectors.
(c) Perform compensator adjustment procedures.
(3) Compensator Adjustments.
NOTE : Before making the following adjustments to the

dual remote compensator, perform flux valve index,
error adjustment.
(a) Remove the compensator cover and adjust the compensation

potentiometers to their center position.
(b) Using a compass rose, place the aircraft on a north head- ng and
allow compass dial to settle.
(c) Compensate for any clifference between actual heading and

compass dial indication by loosening locking nut and adj[ st ng
N-S (North-South) potentiometer on compensator. Tighten
locking nut.
(d) Place the aircraft on an east heading and allow compass dia” to
settle.
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Jun 15/82
=#=5T~ER+Y
FLIGHT SYSTEMS
~~fiTI~AME
BEECH KING AIR
AVIONICS DIVISION
5. D. (3) (e) Compensate for any difference between actual heading and compass
dial indication by loosening locking nut and adjusting E-W
(East-West ) potentiometer on compensator. Tighten locking nut.
(f) Place the aircraft on a south heading and allow compass dial to
settle.
(g) Compensate for half of any difference between actual heading

and compass dial indication by loosening locking nut and
adjusting N-S potentiometer on compensator. Tighten locking
nut.
(h) Place the aircraft on a west heading and allow compass dial to
settle.
(i) Compensate for half of any difference between actual heading

and compass dial indication by loosening locking nut and
adjusting E-W potentiometer on compensator. Tighten locking
nut.
(j) The compensator should now be fully adjusted for proper

compensation. As a check, swing the aircraft on 30-degree
increments and note readings on compass dial. All readings
should be within 1 degree of the actual heading. If errors are
greater than 1 degree, repeat index error adjustment and above
adjustments for greater accuracy.
NOTE : MC-1 or MC-2 Magnetic Compass Calibrator Set

can be used for index error and compensator
adjustment in lieu of the above procedure.
6. Procedure for Autopilot, Flight Director, and Air Data Computers and
Voice Advisor.
A. Remove Computers or Voice Advisor.
(1) For air data computers, disconnect pitot and static lines.
(2) Loosen mounting tray holddown assembly knob.
(3) Slowly pull forward on unit handle to separate unit and tray
connectors and slide unit out of tray.
B. Reinstall Computers or Voice Advisor.
(1) Slide unit into mounting tray.
(2) Carefully apply firm pressure until unit connector is mated with
connector receptacle on mounting tray.
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Page 706
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+SPER+y wfi~~ANcE
AVIONICS DIVISION
CAUTION: DO NOT FORCE FIT. IF MATING IS DIFFICULT, REMOVE

THE UNIT AND CHECK FOR CONNECTOR PINS THAT MAY BE
BENT OR OUT OF ALIGNMENT. ALSO CHECK THE ALIGNMENT
OF THE RECEPTACLE IN THE MOUNTING TRAY.
6. B. (3) Insert mounting tray holddown assembly knob into hook on front of
unit, and tighten holddown knob.
(4) For air data computers, connect pitot and static lines and
perform pitot/static leak check.
(5) For Voice Advisor, perform the following audio level adjustment:
The VA-1OO incorporates two independent audio level adjustments. To

adjust the low level audio, remove the upper access plug on the front
face of the unit and rotate the ad.iustment Potentiometer cw to
increase the volume. To adjust th= high level audio remove the lower
access plug and rotate adjustment potentiometer cw t[ increase the
vol ume.
The high level audio adjustment applies to installat ons which use
the VA-1OO to drive an external speaker directly.
7. Procedure for Servo Drive and Drum and Bracket Assembly
A. Servo Drive Assembly
(1) Remove Servo Drive Assembly.
(a) Disconnect cable connector from servo drive.
(b) Cut safety wire securing four screws on rear of servo drive, and
remove screws.
(c) Slide servo drive out of drum and bracket assembly.
(2) Reinstall Servo Drive Assembly.
(a) Slide servo drive into rear of drum and bracket assembly and
secure with four screws, Sperry Part No. 4011086. Safe~y wire
all four screws.
(b) Mate servo drive connector with cable connector.
B. Drum and Bracket Assembly
(1) Remove Drum and Bracket Assembly.
(a) Remove servo drive in accordance with paragraph 7.A.(1).
(b) Release bridle cable tension.
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Page 707
Jun 15/82
MAINTENANCE
MANUAL
BEECH KING AIR
AVIONICS DIVISION
7. B. (1) (c) Cut safety wire on four screws securing retaining plate, and
remove screws and retaining plate.
(d) Remove four cable keepers, Sperry Part No. 2518330.
(e) Cut safety wire and remove two screws securing swagged cable
terminals to drum.
(f) Unwrap bridle cables from drum.
(9) Remove four bolts securing drum and bracket assembly to

airframe.
(2) Reinstall Drum and Bracket Assembly.
(a) Mount drum and bracket assembly rigidly to airframe with four,
l/4-inch diameter bolts of sufficient length and four, suitable
lock washers and nuts.
(b) Wrap bridle cables around servo bracket drum. Secure swagged
cable terminals to servo bracket drum with two, l/8-inch long,
No. 6-32, drilled, filister head screws. Safety wire screws
through adjacent holes in drum with Low Mu Monel wire, 0.020
inch diameter and 4 inches long.
(c) Adjust control system and bridle cables to proper tension.

Cable tension will vary with aircraft. Refer to Type
Certificate, Supplementary Type Certificate, or aircraft manual
as applicable to determine proper cable tensions.
(d) Install two of four cable keepers, Sperry Part No. 2518330, on
the servo bracket at points of cable tangency to drum. The
other two cable keepers shall be located at 90 degrees from the
first two.
(e) Install retaining plate, Sperry Part No. 2518332, on the slotted
end of the cable keepers using four, 5/16 inch long, No. 8-32,
drilled fillister head screws. Safety wire these four screws
with Low Mu Monel wire, 0..032 inch in diameter and 4 inches
long.
INSTALLATION CRITICAL
TO ENSURE THAT THE CABLE CANNOT JAM BETWEEN THE DRUM

AND KEEPERS, THE DISTANCE BETWEEN THE KEEPERS AND DRUM
SHALL BE MEASURED AFTER THE KEEPERS AND RETAINING PLATE
ARE INSTALLED. THE DISTANCE BETWEEN THE DRUM AND
KEEPERS SHALL NOT EXCEED 0.040 INCH AND NOT BE LESS THAN
0.005 INCH. THE 3/32-INCH CABLE DIAMETER SHALL BE
VERIFIED. THESE ARE CRITICAL INSTAL!_ATION REQUIREMENTS.
(f) Reinstall servo drive in accordance with paragraph 7.A.(2).
22-14=00
Page 708
Jun 15/82
+5T*ERW
FLIGHT SYSTEMS
%::LWWE
BEECH KING AIR
AVIONICS DIVISION
8. Procedure for RT-221 or RT-300 Radio Altimeter Receiver Transmitter
A. Remove Radio Altimeter Receiver Transmitter.
(1) Disconnect cable and antenna connectors.
(2) Remove mounting hardware on front of unit and loosen mounting

hardware on back and remove unit.
B. Reinstall Radio Altimeter Receiver Transmitter.
(1) Slide unit into mounting location and secure with applicable
hardware.
(2) Mate unit connectors with applicable antenna and cable connectors.
c. Radio Altimeter Display Zero Ground Adjustment.
(1) On RT-220 Radio Altimeter Receiver Transmitter, remove button plug on
top of the cover to gain access to the zero adjust potentiometer. On

RT-300 Radio Altimeter Receiver Transmitter, the zero adjust
potentiometer is accessible through hole in front panel of unit.
(2) Apply power and adjust potentiometer for zero foot display indication
on AD-550/650 ADI or zero pointer indication on RA-315 Radio
Altimeter Indicator.
22-14-00
Page 709/710
Jun 15/82
+==-
FLIGHT SYSTEMS
~L!T!’AwE
BEECH KING AIR
AVIONICS DIVISION
SECTION 9
SHIPPING, HANDLING, AND STORAGE
Refer to manual, Sperry Pub. No. 09-1100-01, for detailed procedures for
preparing all system components for storage or shipment.
22-14-00
Page 801/802
Jun 15/82
Page 192
Note 1, Honeywell, 09/23/97 03:05:02 PM

C-90 or E-90
Page 210
Note 2, Honeywell, 09/23/97 03:12:07 PM

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Spz-200a Pa King Air 200

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+9ERRY FLIGHT SYSTEMS

SPZ-200A Integrated Flight

Beech King Air Models 6100, C90,

Retain this record in front of manual. On receipt of revision,

Revision Revision Insertion Revision Revision Insertion

LIST OF EFFECTIVE PAGES

Original ....O....Jun 15/82

REV. NO. SUBJECT PAGE REV. NO.

This manual was released for distribution Jul 1/82.

SUBJECT PAGE REV. NO.

SUBJECT PAGE REV. NO. SUBJECT PAGE REV. NO.

SUBJECT PAGE REV. NO. SUBJECT PAGE REV. NO.

Component 234 Blank o

SUBJECT PAGE REV. NO. SUBJECT PAGE REV. NO.

Section Paragraph Subject Page

2 Component Description 101

A. VG-14A Vertical Gyro 102

A. AZ-241 Air Data Computer 130

4. Indicators, Display, and Voice Advisor 154

A. AD-500 Series Attitude Director Indicators 154

5. Selectors and Controllers 198.14

A. MS-500 Mode Selector 198.14

TABLE OF CONTENTS (cent)

Section Paragraph Subject Page

A. SM-200 Servo Drive and SB-201 Bracket 198.34

3. System Operation 201

4. Ground Check 301

Fault Isolation 401

System Schematics 601

Removal/Reinstallation and Adjustment 701

Shipping, Handling, and Storage 801

Figure Name Page

1 System Flow Diagram for 4-Inch Instrument System 5

103 C-14D Directional Gyro 108

105 CS-412 Dual Remote Compensator 114

107 FX-220 Flux Valve 116

109 AG-222 Accelerometer 118

111 RG-203 Rate Gyro 120

LIST OF ILLUSTRATIONS (cent)

Figure Name Page

123 AD-550A and AD-550B Attitude Director Indicator 160

129 RD-550 and RD-550A Horizontal Situation Indicator 176

LIST OF ILLUSTRATIONS (cent)

Figure Name Page

152 AL-245 Altitude Alert Controller

153 VN-212 VNAV Computer/Controller 198.30

154 VN-212 VNAV Computer/Controller Block Diagram 198.31

155 SM-200 Servo Drive and S6-201 Bracket 198.34

156 SM-200 Servo Drive Block Diagram 198.36

201 Mode Logic Diagram for 4-Inch Instrument System 221

202 Heading Select (HDG) and Go Around (GA) Mode

LIST OF ILLUSTRATIONS (cent)

Figure Name Page

216 Instrument Landing System (ILS) Diagram for 5-Inch

224 Display Dimming for 5-Inch Instrument System 271

Table Name Page

2 Equipment Required but not Supplied by Sperry 13

101 VG-14A Veritcal Gyro Leading Particulars 102

102 C-14D Directional Gyro Leading Particulars 109

103 CS-412 Dual Remote Compensator Leading Particulars 114

104 FX-220 Flux Valve Leading Particulars 116

105 AG-222 Accelerometer Leading Particulars 118

106 RG-203 Rate Gyro Leading Particulars 120

108 AZ-241 Air Data Computer Leading Particulars 131

B ]1~~ [~] ~[=~][1~ @

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