J31 - 32 Avionics Manual

NOT FOR FLIGHT DECK
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JETSTREAM
Series 3100 and Series 3200
CUSTOMER TRAINING CENTRE WOODFORD
CHESTER ROAD, WOODFORD, CHESHIRE. SK7 1AG
UNITED KINGDOM
JETSTREAM SERIES 3100 AND 3200
AVIONICS
TECHNICAL TRAINING GUIDE
Introduction and Index J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
Section 1 - 1 All rights reserved
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GENERAL INFORMATION:
The information contained in this manual relates to the Jetstream 3100 and 3200 series aircraft, constructor’s numbers 601 to 986.
The Avionics Technical Training Guide is provided by OXFORD AVIATION ACADEMY for the purpose of presenting information to students in
support of a specific training course. (PART 66 Modules 13, 14).
The information contained in the training guide is intended only as a general description of a system to permit intelligent maintenance and
troubleshooting of the system using the applicable Maintenance Manuals, and Wiring Manuals.
It was not possible to include all modifications to the aircraft in this manual, where modifications are listed by aircraft constructors number
(C/N), they are given only as a guide.
It is not the intent of OXFORD AVIATION ACADEMY that any training publication should be used as a supplement to, or in place of, any
official publication. The contents of the training guides are subject to change without notice.
The readers of the training guides are reminded that all values of pressure, temperature, speed, power etc. are chosen for their illustrative
meaning only. For actual values, the applicable Maintenance Manual must be consulted.
Official publications pertaining to operating procedures are the responsibility of BAE SYSTEMS.
Official publications, which apply to the Jetstream 3100 and 3200 series aircraft are listed in Section 4 of this book; The Electrical / Avionics
Technical Training Guide is not included in the official publications list.
THIS MANUAL HAS NO OFFICIAL STATUS,

IN ALL INSTANCES, INFORMATION CONTAINED IN
OFFICIAL PUBLICATIONS SHALL GOVERN
THIS COPY OF THE AVIONICS TECHNICAL TRAINING GUIDE WILL NOT BE SUBJECT TO AMENDMENT ACTION
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SECTION INDEX
JETSTREAM 31 AND 32 AVIONICS TECHNICAL TRAINING GUIDE
1 INTRODUCTION / INDEX (SEPT 2009) 14 TAWS / GROUND PROXIMITY WARNING SYSTEM (SEPT 2009)
2 PITOT STATIC SYSTEM (SEPT 2009) 15 RADIO ALTIMETER (SEPT 2009)
3 FLIGHT DIRECTOR SPZ-200 (SEPT 2009) 16 VHF COMMUNICATION (SEPT 2009)
4 FLIGHT DIRECTOR SPZ-500 (SEPT 2009) 17 AUDIO INTEGRATION / P. A. (SEPT 2009)
5 AUTO PILOT (SEPT 2009) 18 EMERGENCY LOCATOR TRANSMITTER (SEPT 2009)
6 YAW DAMPER (SEPT 2009) 19 COCKPIT VOICE RECORDER (SEPT 2009)
7 GYRO MAGNETIC COMPASS (SEPT 2009) 20 FLIGHT DATA RECORDER (SEPT 2009)
8 VHF NAVIGATION (SEPT 2009) 21 MISCELLANEOUS (SEPT 2009)
9 DISTANCE MEASURING EQUIPMENT (SEPT 2009)
10 TRAFFIC COLLISION AVOIDANCE SYSTEM (SEPT 2009)
11 AUTOMATIC DIRECTION FINDER (SEPT 2009)
12 GLOBAL POSITIONING (SEPT 2009)
13 WEATHER RADAR (SEPT 2009)
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SECTION 2
PITOT STATIC SYSTEM
(ATA CHAPTER 34)
CONTENTS: -
2.1 GENERAL
2.2 ALTERNATE STATIC SOURCE
2.3 PITOT / STATIC SYSTEM SPZ-200
2.4 FLIGHT INSTRUMENTS SPZ-200 AFCS
2.5 PITOT / STATIC SYSTEM SPZ-500
2.6 FLIGHT INSTRUMENTS SPZ-500 AFCS (LH PANEL)
2.7 FLIGHT INSTRUMENTS SPZ-500 AFCS (RH PANEL)
2.8 OVERSPEED WARNING SYSTEM
Pitot Static System J31/J32 AVIONICS TECHNICAL TRAINING GUIDE JUNE 2012
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2.1 GENERAL Water drain valves are spring-loaded to their closed
positions and are fitted at the lowest point on most of the
The systems described in this section are those generally pitot and static pipes.
fitted on the aircraft. Where a system is not described, the They allow any moisture that may collect inside the pipes, to
relevant Maintenance Manual should be consulted. be drained by the engineer at scheduled maintenance
intervals. The relevant Maintenance Manual will give
The pitot and static systems are of conventional design with information on the location of the water drains.
separate pneumatic supplies for the left and right pilots.
After carrying out a water drain check, the pitot static system,
Variations of the system are used with different Automatic must be leak checked in accordance with the M.M.
Flight Control Systems (AFCS). E.g. SPZ-200 or SPZ-500.
2.2 ALTERNATE STATIC SOURCE
A flight data recorder can be installed when requested by the
customer. An alternative source of static pressure is available to the left
pilots flight instruments. A two position “static system
Protective covers for the pitot heads, and small plugs for the changeover selector”, located on the flight deck sidewall,
static vents are provided. outboard of the pilots left knee, can be manually rotated.
Pitot heads have electrical heaters installed into the head, NORMAL: S1 static source supplies the left flight
and are controlled from switches on the right skirt panel. instruments.
Static vent plates are fitted on the LH and RH sides of the ALT: S6 static source supplies the left flight
fuselage, aft of the main entrance door at Stn 398. instruments.
Electrical heating is not required on the static vents.
Static source S6 is from a vent located on the rear pressure
Each static vent plate has 5 separate vents, which are bulkhead. This source receives static information from the
interconnected by small pipes across the inside of the rear equipment bay.
fuselage; these vents are numbered S1 to S5 for
identification.
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2.3 PITOT / STATIC SYSTEM SPZ-200 (b) Static Vents
(a) Pitot Heads  Static source S1, is connected, via the static changeover
selector, to the left ASI, left VSI, and left altimeter, all of
When an AFCS (SPZ-200) is installed on the aircraft, it has 3 which are pneumatically operated.
pitot heads fitted.
 Static source S2, is connected to the right ASI, right VSI
 Pitot Head No 1 is installed on the left side of the and right altimeter. All instruments are pneumatic in
fuselage, Stn 67, and supplies airspeed information to the operation.
left pilot’s airspeed indicator (ASI).
S2 is also used to supply static information to the
 Pitot Head No 2 is installed on the right side of the overspeed warning pressure switch, this is described on
fuselage, Stn 67, and supplies airspeed information to the page 14.
right pilots ASI, and the Flight Data Recorder.
 Static source S3, is connected to the maximum
NOTE: On J31 aircraft, Pitot No 2 also supplies the differential pressure relief valve, which is part of the
overspeed warning pressure switch on the front outflow valve located on the rear pressure bulkhead.
pressure bulkhead, this is described on page
14. (On J32 aircraft, the overspeed warning  Static source S4, is connected to the safety valve on the
pressure switch is located inside the ASI). front pressure bulkhead.
 Pitot Head No 3 is installed on the right side of the  Static source S5, is connected to the cabin differential
fuselage directly below No 2. It will supply information to pressure gauge on the lower centre panel, and to the
the Air Data Sensor, where it will be used for the flight data recorder (if fitted).
Automatic Flight Control System, AFCS.
 Static source S6, will supply static information to the left
flight instruments when the static system changeover
selector is selected to ALT.
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2.4 FLIGHT INSTRUMENTS SPZ-200 AFCS If the right ASI shows an OFF flag, the VMO overspeed
warning horn inhibition, and the 135 kts airspeed switch will
(a) Airspeed Indicators (ASI) not function. The instrument lighting for the right ASI will also
be inoperative.
The ASI pointer shows the indicated airspeed of the aircraft.
(b) Altimeters
Small white markers can be moved round the outer scale by
the pilots to pre-set speed positions. Static pressure acts on a diaphragm, which is geared to the
altitude counter and pointer. An electric vibrator contained
Maximum permitted airspeed, (Vmo) is indicated by a within the unit smoothes pointer movement.
separate pointer. This has a constant setting, up to a pre- Power supplies used for the left instrument vibrator are from
determined altitude, approximately 16,800 ft. the DC essential bus, those for the right instrument are from
As altitude increases above this, the VMO pointer setting will the DC main bus.
progressively reduce. The VMO settings are determined by
the regulatory authorities, and are as stated on page 7. Atmosphere pressure in millibars and/or inches of mercury,
(customer option) is displayed on a separate counter. This is
On J32 aircraft, each indicator contains an airspeed switch, adjusted by a datum pressure setting knob.
and an overspeed switch. Only the switches contained in the
right ASI are used. Encoded altitude information, from the left altimeter, is
The airspeed switch is for gear warning inhibition, above 135 supplied to the ATC transponder. On some aircraft this
kts, (J31 aircraft have no airspeed inhibition for gear information can be selected from either the LH or the RH
warning). The function of the overspeed switch is described altimeter. A changeover switch is located on the right upper
on page 14. centre panel for this purpose.
The OFF flags (red) on the airspeed Indicators only show (c) Vertical Speed Indicators (VSI)
when the electrical supply to them has failed.
Each indicator is supplied by S1 pilot, and S2 co-pilot. A
If the left ASI shows an OFF flag, it only indicates that the capsule and mechanism drive the pointer from 0 to 6,000
instrument lighting for the left ASI will not function. ft/min, in ascent or descent.
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2.5 PITOT / STATIC SYSTEM SPZ-500 (b) Static Vents
(a) Pitot Heads  Static source S1, is connected, via the static
changeover selector, to the left ASI and the ADC.
When an AFCS SPZ-500 is installed on the aircraft, it has 2 The electrical output from the ADC is supplied to the
pitot heads fitted. electrical driven VSI and altimeter on the left main panel.
 Pitot Head No 1 is installed on the left side of the  Static source S2, is connected to the right ASI, right VSI,
fuselage at Stn 67, and supplies airspeed information to right altimeter, and FDR. All instruments are pneumatic in
the left pilot’s airspeed indicator (ASI) and the Air Data operation.
Computer (ADC).
The ADC will then supply electrical information to the S2 is also used to supply information to the overspeed
Flight Director Computer (FDC) proportional to the warning pressure switch, this is described on page 14.
airspeed.
 Static source S3, is connected to the maximum
 Pitot Head No 2 is installed on the right side of the differential pressure relief valve, which is part of the
fuselage, Stn 67, and supplies information to the right outflow valve on the rear pressure bulkhead.
pilots ASI, and the Flight Data Recorder.
 Static source S4, is connected to the safety valve on the
NOTES: On J31 aircraft, Pitot No 2 also supplies the front pressure bulkhead.
overspeed warning pressure switch, this is
described on page 14. (On J32 aircraft, the  Static source S5, is connected to the cabin differential
overspeed warning pressure switch is located pressure gauge on the lower centre panel, and to the
inside the ASI). flight data recorder, if fitted.
On aircraft certified for use in FRANCE, a No 3  Static source S6, will supply static information to the left
pitot head is also installed, see the relevant flight instruments when the static changeover selector is
Maintenance Manual for additional information. selected to ALT.
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2.6 FLIGHT INSTRUMENTS SPZ-500 AFCS (LH PANEL) (b) Altimeter
(a) Airspeed Indicator (ASI) This altimeter receives electrical signals from the air data
computer. These signals are proportional to the aircraft
The ASI pointer shows the indicated airspeed of the aircraft. altitude.
Small white markers can be moved round the outer scale by Altitude is displayed on a counter drum and pointer. A
the pilots to pre-set speed positions. barometric counter, with datum setting knob, displays
pressure in inches of mercury and millibars.
Maximum permitted airspeed, (Vmo) is indicated by a
separate pointer. This has a constant setting, up to a pre- A red warning flag 'OFF' in the centre of the instrument dial
determined altitude, approximately 16,800 ft. indicates when the altitude information is invalid, when this
As altitude increases above this, the VMO pointer setting will appears the altimeter information must not be used.
progressively reduce.
The VMO settings are determined by the regulatory (c) Vertical Speed Indicator
authorities, and are as stated on page 11.
This vertical speed indicator receives electrical inputs from
On J32 aircraft, each indicator contains an airspeed and an the air data computer. These signals are proportional to the
overspeed switch. Only the switches contained in the right aircraft rate of climb.
ASI are used.
A red warning flag 'OFF' in the centre of the instrument dial
If the left ASI shows an OFF flag it only indicates that the indicates when the vertical speed information is invalid, when
instrument lighting for the left ASI will not function. this appears the information must not be used.
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2.7 FLIGHT INSTRUMENTS SPZ-500 AFCS (RH PANEL) If the right ASI shows an OFF flag, the VMO overspeed
warning horn inhibition, and the 135 kts airspeed switch will
(a) Airspeed Indicator (ASI) not function. The instrument lighting for the right ASI will also
be inoperative.
The ASI pointer shows the indicated airspeed of the aircraft.
(b) Altimeter
Small white markers can be moved round the outer scale by
the pilots to pre-set speed positions. Static pressure acts on a diaphragm, which is geared to the
altitude counter and pointer. Pointer movement is smoothed
Maximum permitted airspeed, (Vmo) is indicated by a by an electric vibrator contained within the unit.
separate pointer. This has a constant setting, up to a pre- Power supplies used for the left instrument vibrator are from
determined altitude, approximately 16,800 ft. the DC essential bus, those for the right instrument are from
As altitude increases above this, the VMO pointer setting will the DC main bus.
progressively reduce.
The VMO settings are determined by the regulatory Atmosphere pressure in millibars and/or inches of mercury
authorities, and are as stated on page 7. (customer option), is displayed on a separate counter. This is
adjusted by a datum pressure setting knob.
On J32 aircraft, each indicator contains an airspeed and an
overspeed switch. Only the switches contained in the right Encoded altitude information, from the left altimeter, is
ASI are used. The airspeed switch is for J32 gear warning supplied to the ATC transponder. On some aircraft this
inhibition, above 135 kts, J31 aircraft have no airspeed information can be selected from either the LH or the RH
inhibition for gear warning. The function of the overspeed altimeter. A change over switch is located on the right upper
warning system is described on page14. centre panel for this purpose.
The OFF flags on the 2 Airspeed Indicators only show when (c) Vertical Speed Indicator (VSI)
the electrical supply to them has failed.
Each indicator has its own static pressure source (S1 pilot,
and S2 co-pilot). A capsule and mechanism drive the pointer
from 0 to 6,000 ft/min, in ascent or descent.
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2.8 OVERSPEED WARNING SYSTEM (b) Jetstream 32 Overspeed Warning System
(a) Jetstream 31 Overspeed Warning System The overspeed warning pressure switch, located on the front
pressure bulkhead for J31 aircraft is deleted, and an
An overspeed warning pressure switch is contained in a overspeed warning pressure switch is now located within the
cylinder, and located on the front face of the front pressure right ASI.
bulkhead.
The ASI receives information from the pitot and static
This unit receives information from the pitot and static sources, (P2) (S2) and will activate a warning horn in the
sources, (P2) (S2) and will activate a warning horn in the flight deck roof area, if the indicated airspeed exceeds the
flight deck roof area if the indicated airspeed exceeds the VMO pointer setting.
VMO pointer setting.
The VMO pointer setting is fixed up to an altitude of
The VMO pointer setting is fixed up to an altitude of approximately 16,800 ft, after which it will progressively
approximately 16,800 ft, after which it will progressively reduce.
reduce.
The VMO speed is 232 kts for aircraft certified to BCAR, or
The VMO speed is 223 kts for all J31 aircraft certified to 250 kts for aircraft certified to FAR.
BCAR, or to FAR.
A test switch is located on the left skirt panel. When this
A test switch is located on the left skirt panel. When this switch is selected to the O/SPEED position, the overspeed
switch is selected to the O/SPEED position, the overspeed warning pressure switch activates, and an intermittent
warning pressure switch activates, and an intermittent warning horn on the flight deck roof area sounds.
warning horn on the flight deck roof area sounds.
Releasing the switch spring returns it to the OFF position
Releasing the switch allows it to spring return to the OFF and the warning horn stops. A more accurate test can be
position, and the warning horn stops. A more accurate test carried out with a pitot/static test set, see Maintenance
can be carried out with a pitot/static test set, see Manual.
Maintenance Manual.
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SECTION 3
FLIGHT DIRECTOR SPZ-200
(ATA CHAPTER 34)
CONTENTS: -
3.1 GENERAL
3.2 COMPONENT DESCRIPTION
3.3 MODES OF OPERATION
3.4 DIAGRAMS
Flight Director SPZ-200 J31/J32 AVIONICS TECHNICAL TRAINING GUIDE JUNE 2012
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3.1 GENERAL The flight director system consists of the following major
components:
The SPZ-200 flight director system provides computed
steering commands to both the LH and RH pilot’s gyro  Flight Director Computer.
horizons.  Air Data Computer.
 Flight Director Mode Selector.
When an autopilot system is installed, the flight director can  Flight Director Mode Indicator (annunciator).
also supply inputs to it. When the autopilot is engaged, and  Horizontal Situation Indicators (HSI’s) (2).
coupled to the flight director, the system will control the  Gyro Horizon Indicators (GH14’s) (2).
aircraft using the commands generated by the flight director
computer and the mode selector. See Section 10. NOTE: On some installations, the gyro horizon fitted
on the RH panel, has no input from the flight
The illustration shows the locations of flight deck indicators director, and acts only as a basic gyro.
and selector switches, these components are described later
in this section.
The system described here is that generally fitted on the

Jetstream, however minor changes may have been carried
out.
Electrical Power to the flight director system is supplied from

the 28V DC avionics essential busbar.
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3.2 COMPONENT DESCRIPTION (b) Air Data Computer AZ-648
(a) Flight Director Computer FZ-500 The air data computer is located in the nose equipment bay,
(RH side close to the pressurisation safety valve) and
The flight director computer is located in the right hand side receives pitot (P1) and static (S1) inputs. It provides
of the nose equipment bay. It receives the following inputs: electrical air data signals to the flight director computer.
 pitch and roll data from the LH Gyro Horizon. (c) Mode Selector MS-206
 altitude and airspeed data from the Air Data Computer. The mode selector is located in the glareshield, (below the
CAP), and consists of a row of illuminating push buttons
 radio navigational data from the nav receivers. containing the lateral and vertical mode selections.
 distance to station information from the DME receiver. The Mode Selector provides all flight director mode selection,
except go-around. A switch on the left power lever selects
 selected mode from the mode selector. the go-around mode.
 heading and course error signals from the HSI. The mode selector buttons also annunciate the mode being
used.
This information is computed, and a signal transmitted to the For those modes which have automatic capture, the buttons
pitch and roll command bars on the gyro horizons, to be feature split annunciation (ARM and CAP) to keep the pilot
used for flight path guidance. informed of his progress along the flight path.
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(d) Gyro Horizon GH-14
PITCH AND ROLL COMMAND BARS
On a normal installation, a GH-14 gyro horizon is provided The flight director command bars give steering commands to
for each pilot, these gyro horizons have internal pitch and roll capture and maintain a desired flight path. The horizontal bar
gyros, which directly drive their attitude sphere to the correct can move up or down to display pitch commands, and the
position. vertical bar can move left or right to display roll commands.
The gyros have been set to give a zero degree pitch NOTES: On some aircraft installations, A three
condition when installed in the instrument panel. As the dimensional cue replaces the roll and pitch
instrument panel has a slope, this is achieved by fitting command bars. This cue is normally referred to
tapered packers between the instrument panel and the gyro as the “V BAR”.
mounting.
CAUTION: On aircraft that do not have flight director
The LH gyro horizon is supplied from the 26V AC essential control from the RH pilot, the AFCS CONTROL
bus, and the RH gyro horizon from the 26V AC main bus. switch is not fitted. The RH command bars may
be permanently biased out of view on these
The GH-14 has a cross pointer pitch and roll command instruments, or on some installations, the RH
display which is controlled by the flight director computer. gyro horizon command bars are still connected,
but have no control from RH instruments. Only
The GH-14 combines the attitude sphere display with the LH pilot can set inputs to the flight director.
computed steering information, to provide the commands
required to intercept and maintain a desired flight path. INCLINOMETER (Slip Indicator)
A small white ball is contained in a glass tube with oil.
NOTE: On some aircraft installations, the gyro horizon The slip indicator gives the pilot a conventional display of
fitted on the right main panel is not a GH-14, aircraft slip or skid, and is used as an aid for co-ordinated
but is a basic gyro. These basic gyros do not manoeuvres.
have command bars, and have no inputs from
the flight director.
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ATTITUDE SPHERE present. Aircraft is below glide path if pointer is displaced
The attitude sphere rotates forwards or rearwards with upward.
respect to symbolic aircraft reference, to display actual pitch The glide slope dot represents approximately 0.4 degree
attitude. Pitch attitude marks are in 5 increments on a blue deviation from the beam centreline. Category II window
and brown sphere. information is displayed as a green area on the glide slope
The attitude sphere rotates left or right, to display actual roll scale.
attitude with the roll pointer. Reference marks are provided
on the eyelid display at 0, 10, 20, 30, 45, 60 and 90 degrees. EXPANDED LOCALISER POINTER
The expanded localiser pointer displays localiser deviation
EYELID DISPLAY whenever a valid localiser signal is available. Raw localiser
A black eyelid display surrounds the blue/brown sphere and displacement data from the navigation receiver is amplified
provides positive attitude identification by means of creating approximately 7½ times to permit the localiser pointer to be
a blue "eyelid" which always shows the relative position of used as a sensitive reference indicator of the aircraft's
the sky, and a brown "eyelid" which always shows the position with respect to the centre of the localiser. It is
relative position of the ground. The purpose of the eyelids is normally used for assessment only, since the pointer is very
to facilitate fast recovery from unusual attitudes. sensitive and difficult to fly throughout the entire approach.
During final approach, the pointer serves as an indicator of
AIRCRAFT SYMBOL the Category II window. Full scale deflection of the expanded
Serves as a stationary symbol of the aircraft. localiser pointer is equal to ¼ degree of beam signal.
Aircraft pitch and roll attitudes are displayed by the
relationship between the fixed miniature aircraft and the G Flag
movable sphere. The symbolic aircraft is flown to, and The attitude warning flag (red) comes into view when the
aligned with, the command bars to satisfy the commands of attitude reference is invalid. When the flag is in view, the
the flight director selected mode. attitude gyro information should not be used.
GLIDE SLOPE SCALE AND POINTER FD Flag

Displays aircraft deviation from glide slope beam centre, The FD warning flag (red) comes into view when the flight
when tuned to ILS frequency and a valid glide slope signal is director information is not valid. Do not use command bar
information when flag is in view.
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(e) Horizontal Situation Indicator RD-450 HDG BUG AND HEADING SELECTOR
The notched orange heading ‘bug’ is positioned on the
The HSI combines numerous displays to provide a map-like rotating outer part of the heading dial by the heading selector
display of the aircraft position. to select the required compass heading.
The ‘bug’ rotates with the heading dial so the difference
It provides course and heading error signals to the flight between the ‘bug’ and the lubber line is the heading error.
director computer which are used with the lateral mode The error signal is delivered to the flight director computer.
selections on the flight director mode selector.
COURSE POINTER AND COURSE SELECTOR
AIRCRAFT SYMBOL The yellow course pointer is positioned on the heading dial
A fixed miniature aircraft symbol corresponds to the by the course selector. This allows a magnetic bearing that
longitudinal axis of the aircraft. The symbol shows aircraft coincides with the desired VOR radial or localiser course to
position and heading with respect to the rotating heading dial be selected.
and aircraft position in relation to a radio navigation course. Like the heading bug, the course pointer also rotates with the
heading dial to provide a continuous readout of course error.
LUBER LINE INDEX The difference between the course pointer and the lubber
A fixed lubber line index is located in the upper centre part of line is the course error. The error signal is delivered to the
the instrument. This provides a reference mark for the flight director computer.
compass card, the heading bug, and the course pointer.
LOC/VOR DEVIATION BAR
ROTATING HEADING DIAL (Compass Card) Represents the centreline of the selected VOR or localiser
Displays gyro-stabilised magnetic compass information on a source. The aircraft symbol pictorially shows actual aircraft
dial which rotates with the aircraft throughout 360. The position in relation to this selected course.
azimuth ring is graduated in 5 increments.
COURSE DEVIATION DOTS
Fixed heading marks are located at the instrument fore and In VOR operation, each dot represents 5 degrees deviation
aft positions, and at 45 bearings throughout 360 from centreline (75 microamperes), or in ILS operation, each
The applicable compass heading is indicated by the lubber dot represents 1 degree deviation from centreline (75
line in the upper centre part of the indicator. microamperes).
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TO-FROM INDICATION (POINTERS) VERT FLAG
Two white triangle pointer flags, 180 degrees apart. The VERT flag appears if there is no valid glide slope signal
The upper flag is in view when flying towards the VOR being received by the navigation receiver.
station. When the flag is in view, the glide slope pointer information is
The lower flag is in view when flying away from the VOR invalid.
station.
NAV FLAG
GLIDE SLOPE POINTER The NAV flag appears if there is no valid LOC/VOR
The glide slope pointer displays glide slope deviation data. information being received by the navigation receiver.
The pointer can move up or down, and is in view only when When the flag is in view, the LOC/VOR deviation bar
the nav receiver is tuned to a localiser frequency. information is invalid.
Aircraft is below glide path If the pointer is displaced upward,
and each dot represents 75 microamperes (0.4 degree
displacement).
COMPASS SYNCHRONISATION ANNUNCIATOR

Consists of the symbol  or + (dot or cross) displayed in a
window. The C-14 has autosynchronisation, so when the
compass system is in the slaved mode, the display will
slowly oscillate between the  and +, indicating the gyro
stabilised rotating heading dial is synchronised with the
aircraft’s magnetic heading.
HDG FLAG
The HDG warning flag appears if there is no directional gyro
signal, electrical power fails, or the error between the heading
display and heading signal is excessive.
When the flag is in view, the compass heading information is
invalid.
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(f) PILOT/CO-PILOT AFCS CONTROL Switch (h) HSI Indicator Captions
NOTE: This switch is installed as a customer option, if NAV 1/NAV 2 indicator captions are located close to each
it is not fitted, then only the LH HSI will supply HSI, these captions show which navigation receiver is
inputs to the flight director computer. providing navigation information to the HSI.
An AFCS CONTROL push switch is integrated with the On the left main instrument panel NAV 1 is green and NAV 2
indicator captions and located on the right upper centre is amber. On the right instrument panel, NAV 2 is green and
panel. This switch selects which HSI supplies the flight NAV 1 is amber.
director with information.
The HSI selector switch is normally kept in the left position,
When momentarily pushed it will change from PILOT to CO- (as shown on the illustration), with the NAV 1 caption
PILOT, and when momentarily pushed again, it will change illuminated on the left panel, and the NAV 2 caption
from CO-PILOT to PILOT. illuminated on the right panel.
A PILOT (white) or a CO-PILOT (blue) caption, will illuminate

to indicate which HSI instrument is supplying inputs to the
flight director.
(g) HSI Select Switch
A two position, rotary switch is located on the right upper

centre panel, this enables either the LH HSI, or RH HSI, to
receive navigation signals from the No 1 or the No 2 VHF
navigation systems.
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(i) GO AROUND Push Button (k) F/S CONT Dim Selector
The go-around push button switch is located within the upper The F/S CONT dim selector is a rotary action dimmer. When
part of the left power lever. rotated fully clockwise, captions will be at high intensity, and
when fully anticlockwise, captions will be at low intensity.
Momentarily pushing the button will select the go-around
mode on the flight director. NOTE: On later aircraft the dim selector is repositioned
This will give a fly up command of approximately 10 and a to the RH side of the mode selector.
wings level command to the command bars on the ADI.
A GA indicator light will illuminate on the mode indicator to

show the mode is selected.
NOTE: If autopilot was engaged when go-around is

selected, it will disengage the autopilot.
(j) F/S CONT Test Switch
The F/S CONT test switch is located on the right upper

centre panel. When selected to TEST and held, all captions
in the mode selector, mode indicator, and autopilot indicators
will illuminate. When the switch is released, captions will
return to their previous condition.
The switch is provided to allow a filament check to be carried
out.
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3.3 MODES OF OPERATION utilise this feature, the DME must be tuned to the same VOR
station as the NAV receiver which is feeding the flight
(HDG) Heading Mode director.
The Heading Select Mode is selected by depressing the
HDG button on the mode selector. The HDG annunciator The course error signal is gain programmed as a function of
illuminates. In the HDG mode the flight director computer airspeed. The intercept angle and DME distance are used in
provides inputs to the gyro horizon command bars to determining the lateral beam sensor trip point to ensure
command a turn to the heading indicated by the heading bug smooth and comfortable performance during bracketing.
on the HSI. The heading select signal is gain programmed as When passing over the station, an overstation sensor
a function of airspeed. When HDG is selected, it overrides removes the VOR deviation signal until it is no longer erratic.
the NAV, BC, APR and VORAPR modes. In the event of loss
of a valid signal from the gyro horizon or gyro compass, the If the NAV receiver is not valid prior to the capture point, the
pitch and roll command bars are biased out of view. lateral beam sensor will not trip and the system will remain in
the HDG mode. After capture, if the NAV receiver becomes
(NAV) Navigation Mode invalid the NAV CAP annunciator on the mode selector will
The Navigation Mode represents a family of modes for extinguish and the command bars will bias out of view.
various navigation systems including VOR, and localiser.
The Localiser Mode is selected by depressing the NAV
The VOR Mode is selected by depressing the NAV button on button with the navigation receiver tuned to a localiser
the Mode selector with the navigation receiver tuned to a frequency. Mode selection and annunciation in the localiser
VOR. When outside the lateral beam sensor trip point, the mode is similar to the VOR mode.
command cue receives a heading command and HDG and The localiser deviation signal is gain programmed as a
NAV ARM annunciators illuminate on the mode selector. function of glide slope capture, time and airspeed.
Upon reaching the lateral beam sensor trip point, the HDG
and NAV ARM annunciators extinguish and the NAV capture
annunciator will illuminate as a command is generated to
capture and track the VOR beam.
VOR deviation is gain programmed as a function of distance
from the station which corrects for beam convergence. To
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(BC) Back Course Mode Glide slope capture is interlocked so that the localiser must
The Back Course Mode is selected by pressing the BC be captured prior to glide slope capture. If the glide slope
button on the mode selector. Back Course operates the receiver is not valid prior to capture, the vertical beam sensor
same as the LOC mode with the deviation and course will not trip and the system will remain in the pitch mode.
signals reversed to make a back course approach on the After capture, if the glide slope receiver or gyro horizon
localiser. become invalid, the command bars will bias out of view.
NOTE: The BC mode is no longer used.
Whenever a roll mode is selected without a pitch mode, the
(APR) Approach Mode horizontal command bar will display a pitch attitude hold
The Approach Mode is used to make an ILS approach. command.
Pressing the APR button with a localiser frequency tuned
arms both the localiser and glide slope modes. When the The pitch attitude can be changed by depressing the TCS
APR button is pressed, both the NAV and APR modes are button on the control wheel, and manoeuvring the aircraft.
armed to capture the localiser and glide slope respectively. The command bar will by synchronised to centre while the
button is depressed.
With the APR mode armed, the pitch axis can be in any one Upon release of the button, the pitch command will be such
of the other pitch modes except Go-Around. When reaching as to maintain new pitch attitude. In the pitch hold mode, the
the vertical beam sensor trip point, the system automatically command bars will be biased out of view if the gyro horizon
switches to the glide slope mode. The pitch mode and APR attitude signal is not valid.
ARM annunciators extinguish and APR CAP annunciator
illuminates. At capture, a command is generated to approach (VOR/APR) Approach Mode
the Glide slope beam. Capture can be made from above or The VOR approach mode is selected by depressing the
below the beam. VOR/APR button on the mode selector. The navigation
receiver must be tuned to a VOR frequency and less than 20
The glide slope deviation is gain programmed as a function DME miles from the station.
of time and airspeed. The vertical speed signal is used on
the approach to improve glide slope tracking. The APR CAP The mode operates identical to the VOR mode, with gains
annunciator on the mode selector will extinguish if the GS optimised for a VOR approach.
receiver becomes invalid after capture.
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(ALT) Altitude Hold Mode (IAS) Indicated Airspeed Hold Mode
When ALT is selected, by depressing the ALT button on the When IAS is selected, by depressing the IAS button on the
mode selector, it overrides any other mode providing a mode selector, it overrides any other mode, and provides a
vertical command. vertical command.
In the ALT mode, the pitch command is proportional to In the IAS mode, the pitch command is proportional to
altitude error provided by the air data computer. The altitude airspeed error provided by the air data computer.
error signal is gain programmed as a function of airspeed.
Once engaged in the IAS mode, the mode will be cancelled if
Once engaged in the altitude hold mode, the mode will be the air data computer is not valid and the command cue will
cancelled if the air data computer is not valid, and the bias out of view if the gyro horizon attitude signal is not valid.
command bars will bias out of view if the VG signal is not
valid. (SBY) Standby Mode
The Standby mode is selected by depressing the SBY button
(ALTSEL) Altitude Pre-Select Mode on the Mode Selector. This resets all other flight director
This button is installed on the mode selectors in both SPZ- modes and biases the flight director command cue from
200 and SPZ-500 systems, but is inoperative on the SPZ- view.
200 system.
While depressed, SBY acts as a lamp test causing all mode
(VS) Vertical Speed Hold Mode annunciator lights to be illuminated, and the flight director
When VS is selected, by depressing the VS button on the warning flag on the gyro horizon to come into view.
mode selector, it overrides any other mode providing a
vertical command. When the button is released, all other mode annunciator
In the VS mode, the pitch command is proportional to VS lights extinguish, and the flight director warning flag retracts
error sensed by the air data computer. from view.
Once engaged in the VS mode, the mode will be cancelled if

the air data computer is not valid and the command bars will
bias out of view if the gyro horizon attitude signal is not valid.
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Go-Around Mode A TCS caption, on the mode indicator, will illuminate while
The Go-around mode is selected by momentarily depressing the TCS button is pressed.
the remote go-around switch. The switch is located in the When the TCS push button is released, the flight director is
upper part of the left power lever. synchronised to the new vertical datum, and the TCS caption
goes out.
When go-around is selected, all other modes are cancelled,
and the go-around annunciator ‘GA’ is illuminated on the The illustration showing the location of the TCS push buttons
mode indicator. is in the autopilot section.
The command cue, or cross pointer, receives a wings level, (a) Mode Indicator
and 10 degrees pitch-up attitude command.
The mode indicator unit is located on the LH main instrument
Selecting go-around also disconnects the autopilot. panel. Amber and green captions illuminate to display the
information already shown on the mode selector.
Once go-around is selected, any roll mode can be selected
and will cancel the wings level roll command. The mode indicator duplicates the annunciation’s of the
mode selector, and has additional annunciation’s including
Go-around is cancelled by selecting a vertical mode, GA (amber), TCS (amber) and A/P DIS’G (red).
operating the TCS switch, engaging autopilot, or selecting There are no selector switches on the mode indicators.
SBY.
NOTE: When aircraft have an AFCS CONTROL switch
Touch Control Steering (TCS) fitted, (flight director control from the RH HSI)
Pressing a TCS push button switch on either pilot’s an additional mode indicator is installed on the
handwheel, allows the pilot to set a new datum for pitch right main instrument panel. This is identical to
modes, ALT, IAS, or VS, without disengaging the flight the mode indicator fitted on the left main
director mode. instrument panel. See page 3.
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3.4 DIAGRAMS
The diagrams illustrated on the following pages are taken

from the Honeywell Maintenance Manual for the SPZ-
200/500, (publication 15-1146-22). This manual can be
purchased from Honeywell if required.
The diagrams are for general information only, as there are

some variations in the flight director systems installed on the
Jetstream.
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SECTION 4
FLIGHT DIRECTOR SPZ-500
(ATA CHAPTER 34)
CONTENTS: -
4.1 GENERAL
4.4 DIAGRAMS
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4.1 GENERAL The flight director system consists of the following major
components:
The SPZ-500 flight director system provides computed
steering commands to both the LH and RH pilot’s attitude  Flight Director Computer.
director indicators (ADI’S).  Air Data Computer.
 Accelerometer.
When an autopilot system is installed, the flight director can  Flight Director Mode Selector.
also supply inputs to it.  Flight Director Mode Indicator (annunciator).
 Horizontal Situation Indicators (HSI’s) (2).
The illustration shows the locations of flight deck indicators  Attitude Director Indicators (ADI’s) (2).
and selector switches, these components are described later
 Vertical Gyro.
in this section.
 Radio Altimeter.
The system described here is that generally fitted on the  Altitude Alert Controller.
Jetstream, however minor changes may have been carried
out. A momentary action VG fast erect switch is located on the
compass control panels, one for each gyro.
Electrical Power to the flight director system is supplied from
the 28V DC avionics essential busbar. The switch will reduce the time taken for the gyro to reach its
normal operating speed, however the switches are not
normally used, as the gyros reach their operating speed in a
satisfactory time.
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4.2 COMPONENT DESCRIPTION The Mode Selector provides all flight director mode selection,
except Go-Around. A switch located on the left power lever
NOTE: The radio altimeter indicator shown on the selects go-Around.
illustration is only fitted on early aircraft. Later
aircraft have the radio altitude selected and The glareshield-mounted mode selector buttons also
displayed on the ADI’s. See pages 7 and 9. annunciate the mode being flown. For those modes, which
have automatic, capture, the buttons feature split
(a) Flight Director Computer FZ-500 annunciation, (ARM and CAP) to keep the pilot informed of
his progress along the flight path.
This computer is located in the right hand side of the nose
equipment bay. It monitors vertical gyro data, altitude and (d) Accelerometer AG-222
airspeed data, radio navigational data, and manual
commands from the HSI’s. This information is computed, and The accelerometer provides electrical outputs proportional to
a signal delivered to the command bars on the ADI’s for flight the aircraft vertical acceleration. This is used by the flight
path guidance. director computer to improve vertical stability. The unit is
mounted on the lower centre fuselage at Stn 211.
(b) Air Data Computer AZ-241
(e) Vertical Gyro
The air data computer receives pitot (P1) and static (S1)
inputs, and converts these to an electrical format. It provides Two vertical gyros are installed in the nose equipment bay.
air data signals to the left pilot’s vertical speed indicator,
barometric altimeter, and the altitude alert controller. It also The No. 1 vertical gyro provides pitch and roll data to the LH
supplies altitude/speed functions for the flight director. ADI, and to the flight director computer. The No. 2 vertical
gyro provides pitch and roll data to the RH ADI.
(c) Mode Selector MS-206
A “FAST ERECT” switch, one for each gyro, is located on the
The mode selector consists of a row of illuminating push compass control panels. The locations of these switches are
buttons containing the lateral and vertical mode selections. shown on page 3.
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(f) Attitude Director Indicator AD-550A or AD-550C ATTITUDE SPHERE
Rotates forwards or rearwards with respect to symbolic
An ADI is provided for each pilot, these indicators can be aircraft reference, to display actual pitch and roll attitude.
either AD-550A or AD-550C. Pitch attitude marks are in 5 degree increments on a blue
and brown sphere.
The ADI 550C has cross pointer pitch and roll command Rotates left or right to display actual roll attitude through
display, while the 550A has a command cue display. movable pointer and fixed index reference marks at 0, 10,
20, 30, 45, 60 and 90 degrees.
They all combine the attitude sphere display with computed
steering information to provide the pilot commands required ROLL ATT INDEX
to intercept and maintain a desired flight path. Provides a reference for roll information to be displayed.
COMMAND BARS AD550C ADI FIXED AIRCRAFT SYMBOL

The flight director command bars within the AD550C ADI Serves as a stationary symbol of the aircraft. Aircraft pitch
display commuted steering commands to capture and and roll attitudes are displayed by the relationship between
maintain a desired flight path. Always fly the symbolic the fixed miniature aircraft and the movable sphere. The
miniature aircraft to the flight director bars. The horizontal bar symbolic aircraft is flown to, and aligned with, the command
moves up or down to display pitch commands, and the cue to satisfy the commands of the flight director mode
vertical bar moves left or right to display roll commands. selected.
An example of the AD550C is shown on page 7.
EYELID DISPLAY
COMMAND CUE (AD550A ADI) A black eyelid display surrounds the blue/brown attitude
A three dimensional cue replaces the roll and pitch command sphere, and provides positive attitude identification by means
bars which are fitted on the AD550C. This cue is normally of creating a blue "eyelid" which always shows the relative
referred to as the “V BAR”. position of the sky and a brown "eyelid" which always shows
the relative position of the ground.
It moves up or down, to present pitch commands and The purpose of the eyelids is to facilitate fast recovery from
rotates, clockwise, or anti-clockwise for roll commands. unusual attitudes.
An example of the AD 550A is shown on page 9.
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GLIDESLOPE SCALE AND POINTER INCLINOMETER (Slip Indicator)
Displays aircraft deviation from glideslope beam centre, only Gives the Pilot a conventional display of aircraft slip or skid,
when tuned to ILS frequency and a valid glideslope signal is and is used as an aid for co-ordinated manoeuvres. A small
present. Aircraft is below glidepath if pointer is displaced white ball is contained in a glass tube with oil
upward. The glide slope dot represents approximately 0.4
degree deviation from the beam centreline. Category II ATT Warning Flag
window information is displayed as a green area on the The attitude warning flag (red) comes into view when the
glideslope scale. attitude reference is invalid. When the flag is in view, the
attitude gyro information should not be used.
EXPANDED LOCALISER
The localiser pointer displays localiser deviation whenever a FD Warning Flag
valid localiser signal is available. Raw localiser displacement The flight director warning flag (red) comes into view when
data from the navigation receiver is amplified approximately the flight director reference is invalid. When the flag is in
7½ times to permit the localiser pointer to be used as a view, the flight director command bars should not be used.
sensitive reference indicator of the aircraft's position with
respect to the centre of the localiser. It is normally used for GA LIGHT
assessment only, since the pointer is very sensitive and The GA caption Illuminates when the go-around mode has
difficult to fly throughout the entire approach. During final been selected. The GO-AROUND selector switch is located
approach, the pointer serves as an indicator of the Category on the LH power lever. See page 17.
II window. Full scale deflection of the expanded localiser
pointer is equal to ¼ degree of beam signal. DH LIGHT
The DH caption Illuminates when the aircraft descends
ATT TEST PUSH BUTTON below the selected decision height as set on the radio
The attitude test push button operates the attitude self-test altimeter indicator.
circuits. When the switch is depressed, the sphere will show
a 20 right bank, and a 10 pitch-up attitude, the ATT RADIO ALTITUDE INDICATION
warning flag will also appear. When the switch is released, Radio altitude indication and decision height settings are
the sphere will return to its previous position, and the selected on the ADI’s. Older aircraft have these controls and
warning flag will disappear. indications on a separate indicator.
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(g) Horizontal Situation Indicator RD550 HEADING BUG AND HEADING SELECTOR
The notched orange heading ‘bug’ is positioned on the
The HSI combines numerous displays to provide a map-like rotating heading dial by the heading selector. This will select
display of the aircraft position. It provides course and the required compass heading.
heading error signals to the flight director computer which The ‘bug’ rotates with the heading dial, so the difference
are used with the lateral mode selections on the flight between the ‘bug’ and the fore lubber line index, is the
director mode selector. heading error.
AIRCRAFT SYMBOL COURSE POINTER AND COURSE SELECTOR

A fixed miniature aircraft symbol corresponds to the The yellow course pointer is positioned on the heading dial
longitudinal axis of the aircraft. The symbol shows aircraft by the course selector. This allows a magnetic bearing that
position and heading with respect to the rotating heading dial coincides with the desired VOR radial or localiser course to
and aircraft position in relation to a radio navigation course. be selected.
LUBBER LINE INDEX Like the heading bug, the course pointer also rotates with the
A fixed lubber line index is located in the upper centre part of heading dial to provide a continuous readout of course error.
the instrument. This provides a reference mark for the
compass card, the heading bug, and the course pointer. COURSE DEVIATION BAR
Represents the centreline of the selected VOR or localiser
ROTATING HEADING DIAL (Compass Card) source. The aircraft symbol pictorially shows actual aircraft
Displays gyro-stabilised magnetic compass information on a position in relation to this selected course.
dial which rotates with the aircraft throughout 360. The
azimuth ring is graduated in 5 increments. Fixed heading COURSE DEVIATION DOTS
marks at the fore and aft positions and at 45 bearings In VOR operation, each dot represents 5 degrees deviation
throughout 360 . from centreline (75 microamperes) or in ILS operation, each
dot represents 1 degree deviation from centreline (75
microamperes).
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TO-FROM INDICATION (POINTERS) DISTANCE DISPLAY
Two white triangle pointer flags are positioned in the central Provides display of Distance Measuring Equipment system
part of the indicator, and are positioned 180 degrees apart. information (Distance to station). LH ADI has No 1 DME
The upper flag is in view when flying towards the VOR information, and RH ADI has No 2.
station.
The lower flag is in view when flying away from the VOR BEARING POINTER
station. This shows the magnetic bearing to a selected ground based
navigation aid.
GLIDE SLOPE POINTER The bearing pointer on the left HSI is supplied from the No 1
Displays glide slope deviation data. Pointer is in view only ADF receiver, while the bearing pointer on the right HSI is
when tuned to a localiser frequency. supplied from the No 2 ADF receiver. When a single ADF is
Aircraft is below glide path if pointer is displaced upward, and installed, both bearing pointers are supplied from it.
each dot represents 75 microamperes (0.4 degree
displacement). HDG FLAG
The HDG flag appears if there is no directional gyro signal,
COMPASS SYNCHRONISATION ANNUNCIATOR power fails, or the error between the heading display and
Consists of the symbol  or + (dot or cross) displayed in a heading signal is excessive.
window. The C-14 has autosynchronisation, so when the
compass system is in the slaved mode, the display will VERT FLAG
slowly oscillate between the  and +, indicating the gyro The VERT flag appears if there is no valid glide slope signal.
stabilised rotating heading dial is synchronised with the
aircraft’s magnetic heading. NAV FLAG
The NAV flag appears if the navigation receiver (ILS/VOR) is
COURSE DISPLAY not valid.
Provides a digital readout of selected VOR/ILS course.
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(h) PILOT/CO-PILOT AFCS CONTROL Switch On the left main instrument panel NAV 1 is green and NAV 2
is amber. On the right instrument panel, NAV 2 is green and
An AFCS CONTROL push switch is integrated with the NAV 1 is amber.
indicator captions, and located on the right upper centre
panel. This switch selects which HSI controls the flight The HSI selector switch is normally kept in the left position,
director. (as shown on the illustration), with the NAV 1 caption
illuminated on the left panel, and the NAV 2 caption
When momentarily pushed it will change from PILOT to CO- illuminated on the right panel.
PILOT, and when momentarily pushed again, it will change
from CO-PILOT to PILOT.
A PILOT (white) or a CO-PILOT (blue) caption will illuminate

to indicate which HSI is supplying inputs to the flight director.
(i) HSI Select Switch
A two position, rotary switch is located on the right upper

centre panel, this enables either the LH HSI, or RH HSI, to
receive navigation signals from No 1 or No 2 VHF navigation
systems.
(j) HSI Indicator Captions
NAV 1/NAV 2 indicator captions are located close to each

HSI, these captions show which navigation receiver system
is providing navigation information to the HSI.
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(k) Altitude Alert Controller AL245 (l) GO AROUND Push Button
The altitude alert controller is located on the right upper The go-around push button switch is located within the upper
centre panel. It is used to set a desired altitude reference for part of the left power lever. Momentarily pushing the button
alerting the flight crew. will select the go-around mode on the flight director.
This will give a fly up command of approximately 10 and a
The controller has an altitude selector, and mechanical wings level command to the command bars on the HSI.
indicator. Alert signals are supplied to the LH altimeter and A GA light will illuminate to show the command is selected.
the communications system.
Selected altitude error signals are supplied to the flight NOTE: If autopilot was engaged when go-around is
director computer, for the altitude pre-select mode. selected, it will disengage the autopilot.
The electrically operated altimeter is fitted on the left main (m) F/S CONT Test Switch
instrument panel, and receives electrical inputs from the air
data computer. (The right main panel has a pneumatic The F/S CONT test switch is located on the right upper
indicator fitted). centre panel. When selected to TEST and held, all captions
in the mode selector, mode indicator, and autopilot indicators
An amber alert light, located on the left altimeter, comes on will illuminate. When the switch is released, captions will
when the aircraft is within 1000 ft of the pre-selected altitude. return to their previous condition.
The light will extinguish within 250 ft of the pre-set altitude. (n) F/S CONT Dim Selector
Should the aircraft depart more than 250 ft from the altitude
the light will illuminate again, and extinguish if it has departed The F/S CONT dim selector is a rotary action dimmer. When
more than 1000 ft. rotated fully clockwise, captions will be at high intensity, and
when fully anticlockwise, captions will be at low intensity.
A warning tone sounds in the pilot’s headsets each time the
light comes on. NOTE: On later aircraft the din selector is repositioned
to the RH side of the mode selector.
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4.3 MODES OF OPERATION VOR deviation is gain programmed as a function of distance
from the station which corrects for beam convergence. To
(HDG) Heading Mode utilise this feature, the DME must be tuned to the same VOR
The Heading Mode is selected by depressing the HDG station as the NAV receiver which is feeding the flight
button on the mode selector. The HDG annunciator director.
illuminates. In the HDG mode the flight director computer
provides inputs to the flight director cue to command a turn The course error signal is gain programmed as a function of
to the heading indicated by the heading bug on the HSI. The airspeed. The intercept angle and DME distance are used in
heading select signal is gain programmed as a function of determining the lateral beam sensor trip point to ensure
airspeed. When HDG is selected, it overrides the NAV, BC, smooth and comfortable performance during bracketing.
APR, and VORAPR modes. In the event of loss of valid When passing over the station, an overstation sensor
signal from the VG or compass, the cue is biased out of removes the VOR deviation signal until it is no longer erratic.
view.
If the NAV receiver is not valid prior to the capture point, the
(NAV) Navigation Mode lateral beam sensor will not trip and the system will remain in
The Navigation Mode represents a family of modes for the HDG mode. After capture, if the NAV receiver becomes
various navigation systems including VOR, and localiser. invalid the NAV CAP annunciator on the mode selector will
extinguish and. the command cue will bias out of view.
The VOR Mode is selected by depressing the NAV button on
the Mode selector with the navigation receiver tuned to a The Localiser Mode is selected by depressing the NAV
VOR. When outside the lateral beam sensor trip point, the button with the navigation receiver tuned to a localiser
command cue receives a heading command and HDG and frequency. Mode selection and annunciation in the localiser
NAV ARM annunciators illuminate on the mode selector. mode is similar to the VOR mode. The localiser deviation
Upon reaching the lateral beam sensor trip point, the HDG signal is gain programmed as a function of radio altitude,
and NAV ARM annunciators extinguish and the NAV capture time and airspeed. If the radio altimeter is invalid, gain
annunciator will illuminate as a command is generated to programming is a function of glideslope capture, time and
capture and track the VOR beam. airspeed.
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(BC) Back Course Mode Glide slope capture is interlocked so that the localiser must
The Back Course Mode is selected by pressing the BC be captured prior to glideslope capture. If the glide slope
button on the mode selector. Back Course operates the receiver is not valid prior to capture, the vertical beam sensor
same as the LOC mode with the deviation and course will not trip and the system will remain in the pitch mode.
signals reversed to make a back course approach on the After capture, if the glide slope receiver or vertical gyro
localiser. become invalid, the command cue will bias out of view.
NOTE: The BC mode is no longer used.
(APR) Approach Mode command cue will display a pitch attitude hold command.
The Approach Mode is used to make an ILS approach.
Pressing the APR button with a localiser frequency tuned The pitch attitude can be changed by depressing the TCS
arms both the localiser and glideslope modes. When the button on the control wheel, and manoeuvring the aircraft.
APR button is pressed, both the NAV and APR modes are The command cue will by synchronised to centre while the
armed to capture the localiser and glideslope respectively. button is depressed.
With the APR mode armed, the pitch axis can be in any one Upon release of the button, the pitch command will maintain
of the other pitch modes except go-around. When reaching the new pitch attitude. In the pitch hold mode, the command
the vertical beam sensor trip point, the system automatically cue will be biased out of view if the VG is not valid.
switches to the glide slope mode. The pitch mode and APR
ARM annunciators extinguish and APR CAP annunciator (VOR/APR) Approach Mode
illuminates. At capture, a command is approach the glide The VOR approach mode is selected by depressing the
slope beam. Capture can be made from above or below the VOR/APR button on the mode selector. The navigation
beam. receiver must be tuned to a VOR frequency and less than 20
DME miles from the station.
The glide slope deviation is gain programmed as a function
of radio altitude, time and airspeed. The vertical speed signal The mode operates identical to the VOR mode, with gains
is used on the approach to improve glideslope tracking. The optimised for a VOR approach.
APR CAP annunciator on the mode selector will extinguish if
the glide slope receiver becomes invalid after capture.
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(ALT) Altitude Hold Mode (VS) Vertical Speed Hold Mode
When ALT is selected, by depressing the ALT button on the When VS is selected, by depressing the VS button on the
mode selector, it overrides any other mode providing a mode selector, it overrides any other mode providing a
vertical command. In the ALT mode, the pitch command is vertical command. In the VS mode, the pitch command is
proportional to altitude error provided by the air data proportional to VS error by the air data computer. Once
computer. The altitude error signal is gain programmed as a engaged in the VS mode, the mode will be cancelled if the
function of airspeed. Once engaged in the Altitude Hold air data computer is not valid, and the command will bias out
mode, the mode will be cancelled if the air data computer is of view if the VG is not valid.
not valid, and the command cue will bias out of view if the
VG is not valid. (IAS) Indicated Airspeed Hold Mode
When IAS is selected, by depressing the IAS button on the
(ALTSEL) Altitude Pre-Select Mode mode selector, it overrides any other mode providing a
The altitude is selected by turning the selector knob on the vertical command. In the IAS mode, the pitch command is
altitude alert controller until the altitude display reads the proportional to airspeed error provided by the air data
desired value. No further action is taken on the controller. To computer. Once engaged in the IAS mode, the mode will be
initiate altitude preselect, the ALT SEL button is selected on cancelled if the air data computer is not valid, and the
the flight director controller. The pilot must initiate a command cue will bias out of view if the VG is not valid.
manoeuvre to fly toward the preselected altitude.
(SBY) Standby Mode
Any of the following pitch modes may be engaged, Pitch The Standby mode is selected by depressing the SBY button
Hold, Airspeed Hold, or Vertical Speed Hold. Upon initiation on the Mode Selector. This resets all other flight director
of altitude preselect flare, the previous selected pitch mode is modes and biases the flight director command cue from
automatically reset. view. While depressed, SBY acts as a lamp test causing all
mode annunciator lights to be lit and the flight director
warning flag on the ADI to come in view. When the button is
released, all other mode annunciator lights extinguish and
the flight director warning flag retracts from view.
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Go-Around Mode When the TCS push button is released, the flight director is
The go-around mode is selected by momentarily depressing synchronised to the new vertical datum, and the TCS
the remote go-around switch, which is located in the left captions go out.
power lever.
The illustration showing the location of the TCS push buttons
When go-around is selected, all other modes are cancelled, is in the autopilot section of this manual.
and the go-around annunciator ‘GA’ is illuminated on both
ADI’s. (a) Mode Indicator
The command cue, or cross pointer, receives a wings level The mode indicator units are located on both pilots’ main
command and a 10 pitch-up attitude command. instrument panels. Amber and green captions illuminate on
the mode indicators to duplicate the information on the mode
Selecting go-around also disconnects the autopilot. selector.
Once go-around is selected, any roll mode can be selected The mode indicator duplicates the annunciation’s of the
and will cancel the wings level roll command. mode selector, and has additional annunciation’s including
GA (amber), TCS (amber) and A/P DIS’G (red).
Go-around is cancelled by selecting a vertical mode, the
TCS switch, engaging autopilot, or selecting SBY. NOTE: There are no selector switches on the mode
indicators.
Touch Control Steering (TCS)
Pressing a TCS push button switch on either pilot’s
handwheel, allows the pilot to set a new datum for pitch
modes, ALT, IAS, or VS, without disengaging the flight
director mode.
A TCS caption, on both mode indicators, will illuminate whilst

the TCS button is pressed.
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4.4 DIAGRAMS


some variations in the flight director systems installed on the
Jetstream.
NOTE: The illustrations show the ADI 550A with a

command cue, the ADI 55C has the separate
pitch and roll command bars.
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SECTION 5
AUTOPILOT
(ATA CHAPTER 22)
CONTENTS: -
5.1 GENERAL
5.2 COMPONENT DESCRIPTIONS
5.3 ENGAGE/DISENGAGE LOGIC
5.4 OPERATION OF F/D MODES WITH AUTOPILOT
5.5 DIAGRAMS
5.6 PRE-FLIGHT CHECKS
Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

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5.1 GENERAL An autopilot master switch, the controller, and various
indicators and selectors are located on the right upper centre
The autopilot is installed as a customer option, aircraft panel. Some additional indicators are located on a panel
without an autopilot system, can have a yaw damper system below the glare shield. All the above are described later.
installed.
If the autopilot is engaged, and a new flap setting is selected,
A servo motor is provided for each control surface, and the elevator trim system will go to a fast trim action for a pre-
installed into the flying control cable runs. determined time. The trim system then reverts to its normal
intermittent action.
An elevator trim motor is installed into the elevator trim cable
run. This unit responds to demands from the autopilot NOTE: The autopilot system used with the SPZ-500
computer, or from either pilot’s pitch trim switches. flight director is more responsive than when
When the autopilot is engaged, the computer controls the used with the SPZ-200 flight director.
electric trim motor, and when not engaged, switches on the
control yokes can control the trim motor. (a) Limitations
The autopilot may be engaged with the aircraft in any The limitations relating to the use of the autopilot are:
reasonable attitude. With no flight director modes selected,  Maximum Speed ……………………………VMO
the autopilot rolls to wings level condition upon engagement,  Minimum speed …………………………….110 kts IAS
and holds the existing pitch attitude and aircraft heading.  Minimum Height Normal Operation……….1,200ft
 Minimum Height coupled ILS………………200ft
If any flight director modes are active prior to engagement,  Not to be operated in icing conditions. (See flight manual,
the autopilot automatically couples to the selected mode. as some operators may have clearance).
A YD selector on the autopilot controller can be pushed to NOTE: J31 aircraft cannot operate with 35 of flap.
select a yaw damper, this uses only the rudder servo.
Selecting 35 will disengage the autopilot.
J32 aircraft can be operated with 35 of flap.
Electrical power to the autopilot is supplied from the 28V DC
avionics main bus, and the 115V AC avionics essential bus.

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The autopilot computer receives information from the
The major components used in the autopilot system are: following sources:
 Autopilot Computer.  Pitch and Turn commands from the autopilot controller.
 Autopilot Disengage Unit.  Airspeed information from the air data computer.
 Autopilot Controller.  Compass heading information from the directional gyro.
 Aileron Servo.  Pitch and Roll information from the att gyro or GH-14.
 Elevator Servo.  Path error signals and mode logic from the flight director.
 Rudder Servo.
 Elevator Trim Motor. (b) Disengage Unit
(a) Autopilot Computer The disengage unit (pitch rate limiter) is installed in the nose
equipment bay. It monitors pitch information from the No 1
The autopilot computer is located in the RH side of the nose attitude gyro, or No 1 gyro horizon, and trips the autopilot if
equipment bay, beside the flight director computer. an exceedence of pitch rate occurs.
A glassfibre cover encloses both computers to prevent water
ingress. On J31 aircraft, the pitch rate trip is set at 2.8 per second.
The computer supplies outputs to drive the elevator servo, On J32 aircraft, the pitch rate trip is set at 3.5 per second.
aileron servo, rudder servo, and elevator trim motor.
To confirm the disengage unit is available to operate, a
NOTE: J31 aircraft use –923, or –927 computers. “PITCH RATE TEST SWITCH“ is installed on the right upper
J32 aircraft use –929 computers. centre panel. See page 11.

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TRIM Indicator Captions
(c) Autopilot Controller The UP and DN indicator captions are installed on older type
controllers only, and indicate an out of trim condition is being
A/P ENGAGE Push Button sensed on the elevator servo. On new type controllers, a
The autopilot is engaged by pressing the AP ENGAGE push BANK LIMIT button replaces the above UP/DN indicator
button on the autopilot controller. Many interlocks must be captions.
valid before the autopilot will engage.
TEST EACH FLT Push Button
Engagement of the autopilot is confirmed by the illumination The test each flight push button provides a test for the torque
of the AP ENGAGE push button (green), and the YD limit monitors.
ENGAGE push button (green).
After engaging the autopilot, pressing the TEST EACH FLT
YD ENGAGE Push Button button will cause the autopilot to disengage by simulating a
When the yaw damper is engaged, the rudder servo is failure in the torque limit monitors.
powered and controlled by the computer. The aileron and Before each flight, the pilot performs this test.
elevator servos are not engaged.
The yaw damper may be selected by pressing the YD

ENGAGE push button. Engagement is confirmed by the
illumination of the YD ENGAGE push button. The AP
ENGAGE push button does not illuminate.
Soft Ride Push button

Soft ride reduces autopilot gains while still maintaining
stability in rough air. This mode may be selected with any
flight director mode.

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UP DN Lights With the autopilot coupled to the glide slope, movement of
On new type controllers, the red UP or DN lights illuminate the PITCH wheel will have no effect.
when a sustained signal is applied to the elevator servo. The
UP and DN lights replace the out of the trim UP/DN indicator Turn Knob
caption on the old type controller. The turn knob can rotate approximately + or - 60 from its
central position. The autopilot will not engage unless the turn
BANK LIMIT (new type controller only) knob is in the centre (detent) position.
The BANK LIMIT button replaces the UP/DN trim lights
caption on the old type controllers. It illuminates green when With the autopilot engaged, rotation of the turn knob out of
pressed, and sets the bank angle to 17 degrees maximum, detent, results in a roll angle proportional to, and in the
instead of the normal 27.5 degrees. direction of the turn knob rotation.
When the LOW caption is illuminated, it indicates the With the autopilot engaged and coupled to a flight director
maximum bank angle is set to 17°, and when the LOW roll path mode, (HDG, NAV, BC or VORAPR) movement of
caption is not illuminated, it indicates the maximum bank the turn knob out of the detent position, will cancel the
angle is set to 27.5. selected roll path mode (ARM or CAP) and allow the
autopilot to respond to the turn knob selections.
Pitch Wheel
The pitch wheel is free to rotate through 360.
With the autopilot engaged, rotation of the pitch wheel
towards the DESCEND or CLIMB positions, results in a
change of pitch attitude proportional to the rate of rotation of
the wheel, and in the direction of the wheel movement.
With the autopilot engaged and coupled to a flight director

pitch path mode, (ALT, ALTSEL CAP, IAS or VS) movement
of the pitch wheel towards DESCEND or CLIMB will cancel
the selected pitch mode, and the autopilot will respond to
pitch wheel movements.

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(d) Indicators and Selectors on Right Upper Centre Panel (amber) illuminates when the selector is pushed to arm the
trim system.
The AP/TRIM PWR SWITCH supplies power to the autopilot
and electric trim systems when selected to ON. NOTE: On later aircraft, an additional trim arm switch
When selected to OFF, it will remove power from both is provided on the handwheels.
autopilot and trim system, including all servo motors and
clutches. (e) Indicator Captions Located Below Mode Selector
The PITCH RATE TEST PUSH SWITCH is used to confirm The captions described here are installed on later aircraft, or
that the autopilot disengage unit is available to operate. on older aircraft by Service Bulletin action.
With the autopilot engaged, pressing the switch will simulate
an exceedence of the pre-set pitch rate, and the autopilot will PITCH TRIM lights UP or DN (amber), give the same out of
trip. trim warning as those on the AP controller, they are not
active when the electric trim is being used.
The AILERON TRIM INDICATOR is a symbolic aircraft
which indicates either a wings level condition, or a left or The OFF light (amber) indicates that manual electric trim is
right bank condition related to the sustained signal being not in the armed condition. To arm the manual electric trim
applied to the aileron servo. system and extinguish the OFF light, the TRIM PUSH TO
If an out of trim condition exists, manual movement of the ARM SWITCH must be selected.
aileron trim knob is required to bring the symbolic aircraft
back to a wings level condition. The ROLL light (amber), indicates that the aileron servo is in
an out of trim condition. The aileron trim indicator should
A TRIM PUSH TO ARM caption indicates when the electric confirm this by showing a large left or right bank condition.
pitch trim system is armed. The indicator caption is pushed To extinguish the ROLL light , the manually operated aileron
to arm the system. trim knob must be rotated to give a wings level condition on
the aileron trim indicator.
The TRIM caption (white) is illuminated at all times when the
A/P TRIM PWR switch is selected to ON. The ARM caption

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(f) Control Handwheels trimmed at the new airspeed, the TCS push button is
released, and the autopilot should re-position the elevator
The illustration shows the two types of handwheels that can servo to hold the new airspeed.
be installed on the aircraft. Both LH and RH pilots have
identical handwheels. The ELEVATOR ELECTRIC TRIM switches are split into 2
The selectors are located on both handwheel outboard half’s, this is a safety system that requires both parts of the
stalks. switch to be pushed forwards or rearwards to operate the
trim motor.
The TRIM ARM PUSH SWITCH is only installed on the later
handwheel, this switch can be used to arm the electric trim Selecting the trim switches while the autopilot is engaged,
system. To arm the trim system on aircraft with the old type will disengage the autopilot, and give either pilot control of
handwheel, the caption on the right upper centre panel must the elevator trim motor.
be pushed.
The INSTINCTIVE CUT OUT (ICO) push switch, is a

momentary action switch that will disengage the autopilot,
yaw damper, and electric trim system, when pushed.
The TCS PUSH SWITCH (touch control steering

pushbutton), allows the pilot to manually change aircraft
attitude, altitude, vertical speed and/or airspeed, without
disengaging the autopilot.
After completing the manual manoeuvre, the TCS push

button is released, and the autopilot will automatically
resynchronise to the previous vertical mode.
For example, with IAS mode selected, the pilot may press
the TCS pushbutton and manually change airspeed. Once

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(g) Aileron Servo
The servo motor used for the aileron controls is attached to

the flight compartment under-floor structure, (below the LH
pilot’s rudder pedals).
When the autopilot is engaged, and an aileron movement is

required by the autopilot, the servo motor will rotate the drive
pulley via an electro-magnetic clutch. If required the pilot can
overcome the force generated by the servo motor.
An output control cable is anchored to, and wrapped around,

the drive pulley. The ends of the cable pass around pulleys
and connect to the LH aileron control cables, below the flight
deck floor.
An adjustable clamp assembly is fitted on the upper control

cable, and a split clamp block on the lower cable.
For cable tension adjustments, see MM chap 22, and 27.

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(h) Rudder Servo NOTE: To ensure rain water does not enter the servo
motor, sealing tape may be applied to the
The servo motor used for rudder control is attached to the upper (cylindrical part) of the motor casing.
aircraft structure below the tail cone at the base of the (See S.B.22 JK 3027).
rudder.
The servo motor drive is connected by a cable to a

secondary groove on the rudder operating quadrant.
The rudder operating quadrant is located at the rudder base

and is attached to the rudder operating lever by a small
push/pull rod.
When the autopilot is engaged, and a rudder movement is

required by the autopilot, the servo motor will rotate the drive
pulley via an electro-magnetic clutch in the servo motor.
The rotation of the drive pulley to the left or right, will cause
the rudder to move to the left or right.
If required, the pilot can overcome the force generated by the

servo motor.
A cable adjuster is fitted on the control cable to permit the

cable tension to be set. For cable tension adjustments, see
MM chap 22, and chap 27.

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(i) Elevator Servo
The servo motor is attached to the aircraft structure at Stn

463 and is located directly below the elevator cable
quadrant.
The servo motor drive is connected by a cable to a

secondary groove on the elevator cable quadrant, the
primary grooves on the cable quadrant are used by the
elevator control cables.
When the autopilot is engaged, and an elevator movement is

required, the servo motor will rotate the drive pulley via an
electro-magnetic clutch.
The rotation of the drive pulley will cause the elevator cable
quadrant to rotate, moving the pushrods and the elevators. If
required, the pilot can overcome the force generated by the
servo motor.
A cable adjuster is fitted on the control cable to permit the

cable tension to be set.
For cable tension adjustments, see M.M.chap 22, and 27.
NOTE: To ensure rain water does not enter the servo,

motor, sealing tape may be applied to the outer
(cylindrical part) of the motor casing.
(See S.B.22 JK 3027).

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(j) Elevator Trim Motor
The position of the elevator trim tabs can therefore be
Trim-able tabs are attached to both the LH and RH elevators. controlled by either:
The position of the tabs is controlled by a hand-wheel in the  The elevator trim hand-wheel.
flight compartment, via pulleys and cables.
 The autopilot.
When aircraft are fitted with an autopilot, the elevator trim
tabs can be controlled by an electric elevator trim servo  PILOTS/CO-PILOTS trim control switches.
motor, this unit is located on the rear face of the rear
pressure bulkhead. The electric pitch trim is normally controlled by the autopilot
system, and is automatically engaged with the autopilot.
NOTE: A new type trim motor was installed on later
J31 aircraft, and all J32 aircraft, this allows a The electric trim can also be used independently of the
longer time period before replacement of the autopilot by selecting a trim push switch on the right upper
elevator trim control cables. (See SB 22-A- centre panel, and using the handwheel switches.
JA870428).
The push switch also operates as a dual legend indicator
On aircraft with the old type servo drive, the electric motor showing TRIM in the upper half, and ARM in the lower half.
rotates a drive pulley which has the elevator trim cables
wrapped round it. The idler pulleys maintain cable tension
against the drive pulley.
On aircraft with the new type servo drive, the electric motor
rotates a cable drum which has the trim cable wrapped
around it. The drive pulley and idler pulleys of the old system
are deleted on this installation.
The maximun travel of the trim tabs is controlled with limit
switches contained within the servo motor assembly.

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5.3 ENGAGE/DISENGAGE LOGIC  Selection of 35° flap (J31 only).
The normal method of disengaging the autopilot is by NOTE: On J31 aircraft, selection to a flap position of
momentarily pressing the INSTINCTIVE CUT-OUT (ICO) 35, will disengage the autopilot. It will not
push buttton, (also disconnects electric trim and yaw disengage with J32 aircraft.
damper).
A warning horn will sound in the headset for 1 second to give  Pressing the Pitch Rate test switch.
an additional indication of autopilot disengagement.
The following malfunctions will cause the autopilot to
The autopilot may be disengaged by any of the following: automatically disengage:
 Actuation of the Pilot's or Co-pilot's ICO switch.  Vertical gyro failure.
 A/P TRIM PWR switch selected to OFF.  Directional gyro failure.
 Use of manual electric elevator trim switches.  Autopilot power failure.
 Actuation of applicable vertical gyro FAST ERECT switch.  Torque-limit monitor failure.
(SPZ-500 only).
 Excess pitch rate.
 Actuation of applicable gyro compass INC-DEC switch.
 Stall warning activation.
 Pressing the autopilot TEST EACH FLT button on the
autopilot controller. Disengaging under any of the above 6 conditions will
illuminate the AP DIS’G light on the mode indicator(s).
 Selection of go-around mode (yaw damper remains Pressing the autopilot ICO switch will extinguish the light.
engaged). The "autopilot off" warning horn will sound in the headset for
a 1 second duration at the time of disengagement.
 Pulling the AP AC or DC circuit breaker.
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5.4 OPERATION OF F/D MODES WITH AUTOPILOT Releasing the TCS button with the aircraft above 6 degrees
of roll puts the autopilot into the roll hold mode if a roll mode
Whenever the autopilot is engaged, it will fly the roll and/or has not been selected on the flight director.
pitch mode selected on the Mode Selector.
Releasing the TCS push switch below 6 degrees of roll
When the autopilot is engaged and a roll mode is selected, attitude, causes the system to revert to the heading hold
operation of the TURN knob will cancel the selected roll mode.
mode, biasing the command cue from view.
When the autopilot is engaged and a pitch mode is selected, command cue will display a pitch attitude hold command.
operation of the PITCH wheel will cancel the selected pitch
mode, biasing the command cue from view. (Not glide The illustration shows the various modes that can be
slope). selected, and the parameters within which they operate.
(a) TCS Mode
The pitch attitude can be changed by pressing the TCS push

button, the command cue will be synchronised to zero while
the button is pressed. Upon release of the button, the pitch
command will be re-engaged to maintain the new pitch
attitude.
As an example; with the IAS mode selected, the pilot may

press the TCS pushbutton and manually change airspeed.
Once trimmed at the new airspeed, the TCS pushbutton is
released, and the autopilot will re-position the elevator servo
to hold the new airspeed.

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5.5 DIAGRAMS


some variations in the autopilot systems installed on the
Jetstream.

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5.6 PRE FLIGHT CHECKS (5) Set the controls to approximately mid-travel and press
the AP ENGAGE caption. Check that both the AP
These checks are given to assist in your understanding of ENGAGE, and YD ENGAGE captions illuminate.
the system operation, and may be different from those in the
Maintenance Manual or Flight Manual. (6) Move the control wheel slowly in the pitch and roll
axes to ensure that the autopilot servos can be
CAUTION: The control surfaces must be unlocked, and overpowered. Move the rudder pedals to full travel
checked for full and free travel, before and ensure the rudder servo can be overpowered.
engaging the autopilot. Check that an opposing force is felt in each case and
that the autopilot does not disengage.
(1) Set all control surface trims to neutral. Set the GUST
LOCK lever to OUT, and check for full and free CAUTION: If the autopilot disengages during the above
movement of all controls. tests, it must not be used.
(2) Check that all flight director and autopilot circuit (7) Hold the control wheel forward of mid-travel. Check
breakers are set and the A/P TRIM PWR switch on that the elevator trim runs nose-up after 3-5 seconds.
the right upper centre is selected ON. (UP trim light on).
Hold the control aft of mid-travel. Check that the
(3) Check that the elevator TRIM 'UP' 'DN' captions are elevator trim runs nose-down after 3-5 seconds. (DN
extinguished. trim light on).
CAUTION: A continuously illuminated UP or DN caption

indicates that automatic synchronisation is not
operative and the autopilot must not be
engaged.
(4) Ensure that the turn control knob is in its centre detent
position.

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(8) Press the ICO pushbutton on the left hand control (10) Check the electric trim system as follows:
wheel, and check the following occurs:
Ensure A/P TRIM PWR switch is set to ON, and
The autopilot disconnects with a brief illumination of autopilot is disengaged.
the A/P DIS'G caption, and sounding of an audio tone
in the headset. Press the TRIM ARM pushbutton. Check that the trim
ARM caption illuminates. Check that the AP and YD
The AP ENGAGE and YD ENGAGE captions ENGAGE captions do not illuminate.
extinguish, and full and free movement of all controls
is available. On the left control wheel, press both parts of the TRIM
switches forward. Check that the trim runs freely to
Re-engage the autopilot and repeat the above check the nose-down limit.
using the ICO button on the right hand control wheel.
Repeat the above moving the switches aft to run the
CAUTION: If either pushbutton does not cause autopilot trim system to the nose-up limit.
disengagement, the autopilot must not be used.
Set the trim to the take-off position.
(9) Re-engage the autopilot and press the TEST EACH
FLT push button on the controller. Check that the Move the left hand part of the switch forward and then
autopilot disengages within 3 seconds, and the DIS'G aft. Check that the trim system does not operate.
caption illuminates. Release switch.
Check that the A/P DIS'G caption can be extinguished
by pressing either ICO pushbutton. Press and release the Pilot ICO push button on the
same control wheel. Check that the trim ARM caption
CAUTION: If the autopilot does not disengage when the is extinguished and the pitch trim OFF caption
TEST EACH FLT push button is pressed, the illuminates.
autopilot must not be used.

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Press both trim switches forward and then aft. Check (a) Autopilot Interlocks
that the trim system does not operate.
The following additional checks are required prior to the first
Re-engage the autopilot. Check that the AP ENGAGE, flight of the day. (check Flight Manual).
and YD ENGAGE captions, and the trim ARM caption
illuminates. With the autopilot engaged, select each of the following
items in turn. Check that in each case the autopilot
Move the right hand part of the TRIM switch forward disengages and that the correct warnings are given.
or aft. Check that the autopilot disengages, electric
trim remains armed.  Attitude Gyro FAST ERECT switches (SPZ-500 only).
 STALL PROTECTION TEST switches.
Move the right hand part of the TRIM switch forward  Flight director go-around switch.
and aft. Check that the trim system does not operate.
With the autopilot engaged, select AP/TRIM PWR switch to
Repeat the checks using the switches on the right OFF. Check that the autopilot and electric trim systems
hand control wheel. disengage and that it is not possible to re-engage either
system.
CAUTION: If any of the above checks are not
satisfactory set AP/TRIM PWR switch to Select AP/TRIM PWR switch to ON. Press TRIM ARM
OFF, and trip the autopilot circuit pushbutton and check that the ARM caption illuminates, and
breakers on the roof panel. electric trim is available.
The aircraft may be operated with the
autopilot inoperative. Select AP/TRIM PWR switch to OFF.
Set the trim tabs for take-off.

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SECTION 6
YAW DAMPER
(ATA CHAPTER 22)
CONTENTS: -
6.1 GENERAL
6.3 YAW DAMPER OPERATION
6.4 DIAGRAMS
Yaw Damper J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

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6.1 GENERAL The computer delivers a signal to the rudder servo, causing
it to move the rudder to the left or right.
The yaw damper system is available to the operator as an
option, when an autopilot system is not installed on the Contained inside the computer is a torque limit monitor, this
aircraft. continually monitors the current being supplied to the servo.
If the current to the servo exceeds a pre-set value, power is
The yaw damper system can also be referred to as the removed, and the YD OFF caption illuminates.
stability augmentation system.
(b) Rudder Servo
The major components used in the system are the Stability
Augmentation Computer (Yaw Damper Computer), and the A servomotor is installed below the tail cone; the location of
Rudder Servo. this servo is shown in Section 10, Autopilot.
Power supplies to the system are from the avionics 115V AC When the YD ENG selector is pushed, an electrical clutch
essential and 28V DC main bus. inside the servo engages, and the motor will control the
6.2 COMPONENT DESCRIPTION rudder position from signals sent by the yaw damper
computer.
(a) Stability Augmentation Computer
(c) Compass Changeover Switch
The computer is located in the nose equipment bay, beside
the flight director computer. Inputs to the computer are The 3 position compass changeover switch (BOTH 1 /
supplied by the following systems: NORMAL / BOTH 2) is located on the left main instrument
panel.
 Heading information from either directional gyro.
 Airspeed information from the air data computer. When NORMAL or BOTH 1 is selected, No 1 gyro will supply
 Roll information from the gyro horizon. information, and when BOTH 2 is selected, No 2 gyro will
supply information.

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(c) YD ENG Captions
6.3 YAW DAMPER OPERATION
The combined captions and selector switch are located on
the right upper centre panel. The complete caption assembly Push the rudder pedals through full travel, and ensure no
must be momentarily pushed to engage the yaw damper. resistance to movement is felt.
The YD caption (white) is illuminated when DC power is Engage yaw damper and push rudder pedals through full
available to engage the yaw damper. travel, ensure resistance to movement is felt, and yaw
damper does not disengage. An ENG caption (green)
The ENG caption (green) is illuminated when the yaw illuminates to confirm engagement.
damper is powered and the servo is engaged.
The yaw damper can be disengaged by:
The ENG caption is not illuminated when the yaw damper is
disengaged.  The left or right stall system sensing a warning condition.
 Selecting the flaps to the 35 position.
(d) TEST switch  Pressing the TEST switch.
 Pressing the pilot’s or co-pilot’s disconnect button.
The TEST switch allows a check on the toque limit monitor to  An invalid directional gyro signal.
be carried out. After engaging the yaw damper, momentarily
selecting TEST, will simulate an over-torque condition and Fluctuations in aircraft heading are damped by inputs to the
disconnect the yaw damper, the ENG caption will extinguish. servo. The amount of input is varied with airspeed.
(e) Yaw Damper Disconnect Buttons Above bank angles of 45 degrees, or if the roll rate is greater
the 7 degrees per second, the heading rate signal is
A yaw damper disconnect button is installed in each pilot’s inhibited.
handwheel. Momentarily pushing either button will
disconnect the yaw damper, and extinguish the ENG
caption.

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6.4 J31/J32 AVIONICS TECHNICAL TRAINING GUIDE

Yaw Damper SEPT 2009
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DIAGRAMS


some variations in the systems installed on the Jetstream.
NOTE: The following illustrations do not show the

engage logic interlocks for the stall warning,
the flaps, and the directional gyro valid signal.
The applicable wiring manual will show these
engage interlocks.

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SECTION 7
GYRO MAGNETIC COMPASS
(ATA CHAPTER 34)
CONTENTS: -
7.1 GENERAL
7.2 POWER SUPPLIES
7.4 OPERATION
7.5 DIAGRAM
Gyro Magnetic Compass J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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7.1 GENERAL
The MM Chapter 34 gives information on compass swing
Dual gyro compass systems, SPERRY “C14A” are fitted on procedures.
all Jetstream aircraft.
7.2 POWER SUPPLIES
The No 1 system provides magnetic heading information for
the LH pilot’s horizontal situation indicator (HSI), and the RH The No 1 compass system is supplied from:
pilot’s radio magnetic indicator (RMI).  28V DC avionics essential.
 115V AC avionics essential.
The No 2 system provides magnetic heading information for  26V AC avionics essential.
the RH pilot’s horizontal situation indicator (HSI), and the LH
pilot’s radio magnetic indicator (RMI). No 2 compass system is supplied from:
 28V DC avionics main.
The red coloured heading flags, on the upper part of the HSI
 115V AC avionics main.
and RMI, go out of view when the gyros are up to speed and
 26V AC avionics main.
correctly synchronised.
A sync annunciator is located on the lower left area of the

HSI’s, this is described on page 8.
The gyros can be operated in either a “FREE” or “SLAVED”

mode by selection of flight deck MAG/DG switches. The
switches are normally kept in the MAG position (slaved
mode).
No 1 gyro compass also supplies information to the autopilot

and the Flight Data Recorder.
In the event of a compass system failure, a compass selector
switch allows all four instruments to be supplied from any
one gyro.
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HSI 2
HSI 1
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7.3 COMPONENT DESCRIPTION When operated in the slaved condition (MAG), the
electrically driven gyro precesses to the correct magnetic
(a) Flux Sensor (flux valve) heading, by using information obtained from the flux sensor.
The No 1 gyro compass flux sensor is located in the left wing When operated in the free condition (DG), the gyro has no
tip, and the No 2 flux sensor in the right wing tip. information from the flux sensor, and gives random heading
information, which is not valid.
The flux sensor detects the horizontal component of the
earth’s magnetic field, relative to the aircraft longitudinal axis, When the system is operating in the free mode, an INC/DEC
and supplies 3 wire xyz synchro information to the dual selector can alter the displayed heading to make it accurate.
remote compensator.
(c) Dual Remote Compensator
The flux valve is attached to the structure by 3 non-magnetic
screws. When the screws are released an “A” correction can The dual remote compensator is located in the flight deck
be carried out by rotating the flux sensor to the left or right. right side console.
NOTE: All screws in the wing tip area are non- This unit contains correction circuits for each gyro. These
magnetic, do not use magnetic tipped screw correction circuits pass dc current through the flux sensor
driver in this area. coils to compensate for aircraft hard iron effects.
(b) Directional Gyro The compensators can be adjusted in North-South, and

East-West headings.
The directional gyros are located in the nose equipment bay.
Each unit contains a gyro, an amplifier, and a synchroniser. Two adjustments “B” and “C”, located inside the dual remote
compensator, are provided for each gyro.
The amplifier and synchroniser are located on the lower part
of the unit. The amplifier gives 3 wire (xyz) outputs to the HSI
and RMI indicators.
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(d) Compass Selector Switch (e) MAG/DG Selector
The three position toggle type selector switch is fitted on the The MAG/DG selectors are fitted on the left main instrument
left instrument panel, below a safety selector guard. The panel for No 1 gyro, and on the right main instrument panel
selector guard must be pulled down to gain access to the for No 2 gyro.
switch.
MAG position: The gyro is slaved to the flux sensor
The guard can only be returned to normal when the switch is magnetic reference. This is the position
in the centre (NORM) position. for normal use.
NORM position: No 1 gyro compass system drives the DG position: The gyro is not slaved as the magnetic
compass cards of the LH pilot’s HSI and reference from the flux sensor is
RH pilot’s RMI. disabled.
No 2 gyro compass system drives the Heading information is from an un-

RH pilot’s HSI and LH pilot’s RMI. slaved gyro and is subject to free gyro
drift error, but this can be corrected with
BOTH 1 position: No 1 gyro compass system drives the the INC/DEC selector switch.
compass cards of all four instruments.
(f) INC/DEC Selector
BOTH 2 position: No 2 gyro compass system drives the
compass cards of all four instruments. The INC/DEC selector is located beside the MAG/DG
selector. It can be used when the gyro is operating in the DG
mode, and for test purposes in the MAG mode. It is not
normally used on the MAG mode of operation.
The INC/DEC selector switch is spring returned to the centre

position.
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(g) Synchronisation Annunciator As the aircraft starts to taxy, the flux sensor will sense a
directional change to the magnetic north position, and send
The synchronisation annunciator is located in the bottom left an electrical signal to the gyro via the dual remote
corner of the HSI. The annunciator for No 1 compass is on compensator. The gyro will respond by altering the indicated
left HSI, and No 2 compass on the RH HSI. compass heading.
The indicator is active when using the MAG mode of While operating on MAG, if the INC/DEC switch is held to
operation. INC, the heading flags will appear, the sync annunciator will
show a cross, and the indicated heading will increase.
7.4 OPERATION When the switch is released, the compass card will slowly
return to its previous position, heading flags will disappear,
To simplify the description, only the left system is described and the annunciator returns to its mid position.
here. The MM gives a more detailed description.
The aircraft wing tips should be clear of metal objects, (b) Free Mode of Operation
hanger doors etc.
When power is applied to the bus bars, the gyro will be
The MAG/DG switch should be in the MAG position for powered and start to speed up. After approximately 1 minute,
operation in slaved mode, and should be in the DG position the red coloured heading flags on the HSI and RMI will go
for operation in the free mode. out of view.
(a) Slaved Mode of Operation The synchronisation annunciator should be half dot and half
cross; this does not indicate a valid heading. The indicated
When power is applied to the bus bars, the gyro will be heading on the HSI and RMI will be random and not related
powered and start to speed up. to magnetic north.
After approximately one minute, the red coloured heading
flags on the HSI and RMI will go out of view. When the aircraft is on a known heading, e.g. lined up on the
runway, the INC/DEC selector can be held at INC or DEC to
The synchronisation annunciator should be half dot and half rotate the compass card to the runway heading.
cross, indicating a valid heading is being displayed. .
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7.5 DIAGRAMS


some variations in the compass systems installed on the
Jetstream.
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INTENTIONALLY BLANK
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SECTION 8
VHF NAVIGATION
(ATA CHAPTER 34)
CONTENTS: -
8.1 GENERAL
8.3 OLD TYPE CONTROLLER
8.4 NEW TYPE CONTROLLER
8.5 MARKER BEACON
8.6 FAULT TESTING
VHF Navigation J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

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8.1 GENERAL 8.2 COMPONENT DESCRIPTIONS
Two types of VHF navigation systems were installed on the (a) Navigation Receiver
Jetstream, either a Collins Pro Line 1, or a Pro Line 2.
The Pro Line 1 system was fitted on early J31 aircraft, while Navigation receiver outputs VOR, Localiser, and Glide Slope,
the later Pro Line 2 system was installed on later J31 and all go directly to the HSI select switch, which enables either HSI
J32 aircraft. to operate from No 1 or No 2 navigation receivers. The HSI
selector switch is located on the right upper centre panel.
The Pro Line 1 system controller has a mechanical (See page 11)
frequency selector, and is shared with the VHF
communication controller. The Pro Line 2 system controller is VOR bearing information from both navigation receivers is
a separate digital type. Both controllers are described later in supplied direct to both RMI’s, for use with the No 1 and No 2
this chapter. RMI bearing pointers.
Each navigation receiver provides VOR, Localiser, Glide (b) HSI annunciators
Slope, and Marker Beacon outputs.
The NAV 1/NAV 2 annunciator captions are located close to
The No 1 navigation receiver is powered from the 26V AC each HSI, these captions show which navigation receiver is
and 28V DC avionics essential bus. providing navigation information to the HSI.
The No 2 navigation receiver is powered from the 26V AC
and 28V DC avionics main bus. On the left main instrument panel NAV 1 annunciator is
green and NAV 2 annunciator is amber. On the right
Each navigation system comprises of: instrument panel, NAV 2 is green and NAV 1 is amber.
 A receiver located in the nose bay.
 A NAV/DME controller on the right upper centre panel. The HSI selector switch is normally kept in the left position.
 A shared VOR/ILS antenna located on the tail fin. (NAV 1 caption illuminated on the left panel, and the NAV 2
 A shared glide slope antenna located below the nose caption illuminated on the right panel).
cone.
 A shared marker beacon antenna and diplexer.
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(c) HSI Select Switch With the selector at “NAV 1 RIGHT/NAV 2 LEFT”, the left
annunciator illuminates NAV 2, and the right annunciator
The illustration shown here is part of the HSI SELECT switch illuminates NAV 1.
and is a simplified example of the nav switching system. The
applicable wiring manual will show the full nav switching. The No 1 nav receiver will supply:
 Glide slope deviation and flag for the right HSI.
Nav receiver outputs go directly to the HSI select switch,  Localiser/VOR deviation and flag for the right HSI.
which enables either HSI to display information from the No  Glide slope deviation for the right ADI (GH-14).
1 or No 2 VHF navigation receiver.  Expanded Localiser deviation for the right ADI (GH-14).
With the selector in its normal position, “NAV 1 LEFT/NAV 2 The No 2 nav receiver will supply:
RIGHT”, the left annunciator illuminates NAV 1, and the right  Glide slope deviation and flag for the left HSI.
annunciator illuminates NAV 2.  Localiser/VOR deviation and flag for the left HSI.
 Glide slope deviation for the left ADI (GH-14).
The No 1 nav receiver will supply:
 Expanded Localiser deviation for the left ADI (GH-14).
 Glide slope deviation and flag for the left HSI.
 Localiser/VOR deviation and flag for the left HSI. (d) Antennas
 Glide slope deviation for the left ADI (GH-14).
 Expanded Localiser deviation for the left ADI (GH-14). The VOR/LOC antenna is located on the upper part of the
vertical fin at Stn 463. It is used by both nav receivers.
The No 2 nav receiver will supply:
 Glide slope deviation and flag for the right HSI. The glide slope antenna is located below the nose cone at
 Localiser/VOR deviation and flag for the right HSI. Stn 4. It is used by both receivers and has 2 co-axial
 Glide slope deviation for the right ADI (GH-14). connectors attached to it.
 Expanded Localiser deviation for the right ADI (GH-14).
The marker beacon antenna is located on the lower fuselage
at Stn 386, and has one co-axial connector. A diplexer allows
both receivers to use the same antenna.

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8.3 OLD TYPE CONTROLLER The OFF/NAV/STBY/DME selector allows the nav receiver
and DME receiver to be powered.
The controller selects the frequency at which the receiver
operates, and routes audio signals to the communications OFF: Power to NAV and DME receivers is removed.
system. Audio selector switches, “NAV 1” and “NAV 2” are
located on the station boxes. NAV: Power is supplied to NAV receiver only.
This old type controller is installed on early J31 constructor STBY: Power is supplied to NAV receiver and DME
numbers only, and is easily identified by the mechanical receiver. (DME receiver is not in a transmit or
frequency selector and indicator. The left part of this receive mode).
controller is used for the VHF communications system.
DME: Power is supplied to NAV receiver and DME
NOTE: On some aircraft the communication part of the receiver. (DME receiver is in a transmit and
controller is not used, and a metal cover plate receive mode).
is positioned over the communications part of
the controller. The “NAV TEST” selector switch allows a system test to be
A new Pro Line 2 communication controller is carried out. The switch is spring returned to its centre
fitted on these aircraft. position when released.
The required nav frequency is selected by rotating the Selecting UP/L/VOR will give an UP deflection for glide
frequency selector knob clockwise, or counter-clockwise. slope, and a left deflection for ILS, providing the receiver is
tuned to a localiser frequency.
With this type of controller, it is not possible to store
frequencies in memory. Selecting DME/DN/R will give a DOWN deflection for glide
slope, and a right deflection for ILS, providing the receiver is
The volume control can be rotated to allow the audio level to tuned to a localiser frequency.
be set as required.

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8.4 NEW TYPE CONTROLLER The “LIGHT SENSOR” automatically controls display
intensity.
The new type controller selects the frequency at which the
receiver operates, and routes audio signals to the To store a new frequency in memory:
communications system. Audio selector switches, “NAV 1”
and “NAV 2”, are located on the station boxes.  Toggle the MEM switch until the upper window displays
the desired channel (CH1 – CH4).
The controller has an upper active frequency display, and a
lower pre-set display. These displays can be transposed by  Rotate the frequency selector knobs until the lower
moving the XFR/MEM toggle switch, momentarily to 'XFR'. window displays the frequency to be stored.
(Switch spring returns to centre OFF position when
released).  Press the STO button twice within five seconds.
On the mode selector, the “HLD” position allows a DME  After approximately five seconds, the controller returns to
frequency to be held, whilst the NAV frequency is changed. normal two display tune-preset mode of operation.
The DME system is described in section 14.
A “TEST” push button on the controller, starts a self test
Pressing the “ACT” push button allows selection of the active function. Faults will show as a 2 digit code, or a system
frequency. Pressing it again reverts the controller to normal. serviceability as '00'. The test function and codes are
described on page 12.
Pre-set selections are made on the lower display.
A maximum of four frequencies can be stored in the The glide slope signal is automatically tuned when a localiser
controller’s memory; these can be progressively selected by frequency is selected.
pressing the toggle switch to MEM.
The applicable DME frequency is automatically tuned when a
Pressing the “STO” push button finds the next vacant VOR frequency is selected on the controller.
memory slot.

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8.5 MARKER BEACON A DIM-BRIGHT switch is provided for night operations. This
switch controls both sets of marker lamps.
The three marker annunciators located on the left main panel
are supplied from No 1 nav receiver, and the three indicators (a) Self Test Procedure
on the right main panel, are supplied from No 2 nav receiver.
On early J31 aircraft, the marker lights on the right panel are A ramp test set is available for detailed checks on the marker
connected to the left panel marker lights, and all six lights are beacon system, information on the use of this test set is
operated by the No 1 nav receiver. given in the Maintenance Manual. The self test procedure
below is for aircraft with the Pro Line 2 system.
Both nav receivers supply an output to the communication
system for the audible indication of marker beacon signals. 1. Ensure the following circuit breakers are closed; CCS LEFT,
Audio selectors “MKR 1” or “MKR 2” can be selected on the CCS RIGHT, NAV 1, NAV 2.
station boxes. 2. Set NAV 1 controller mode switch to ON.
3. Press and hold the TEST switch on the NAV 1 controller,
OUTER caption (blue) and ensure:
Indicates the aircraft is positioned over a terminal outer  Three marker lights on the left main panel illuminate and
marker, accompanied by an audio warning at 400Hz. flicker at 30 Hz.
 Audio tone is heard in headset when “MKR 1” is selected
MIDDLE caption (amber) on station boxes.
Indicates the aircraft is positioned over an a terminal middle 4. Release TEST switch and ensure indications return to
marker, accompanied by an audio warning at 1300Hz. previous. Set NAV 1 controller mode switch to OFF.
5. Repeat above items (2), (3), and (4) for NAV 2 controller,
AIRWAYS caption (white) ensure marker lights on right main panel illuminate, and
Indicates the aircraft is positioned over an airways marker, “MKR 2” audio is available.
accompanied by an audio warning at 3000Hz.
NOTE: On aircraft with the old type nav controllers, the
A 'HI-LOW' switch controls the sensitivity of both the No 1 marker lights can be checked for serviceability
and No 2 marker receivers. by pushing the CAP filament test switch.

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8.6 FAULT TESTING 18 VOR AFC not locked.
19 Low 30 Hz reference signal.
The Pro Line 2 receiver contains built in test equipment to 20 LOW 30Hz variable signal.
assist in troubleshooting the system. (The earlier Pro Line 1 21 400 Hz pwr supply unusable.
does not have built in test equipment). 22 OBI sin out of tolerance.
23 OBI cos out of tolerance.
When the TEST switch on the Pro Line 2 controller is 24 OBS return out of tolerance.
pressed and held, a self-test routine is started. A code of 00 25 LOC smo unlocked.
indicates the system is serviceable. 26 LOC signal level low.
27 LOC dev out of tolerance.
Listed below is a selection of codes that may be displayed, 28 GS smo unlocked.
the word “diAG” or “FLAG” may also be displayed with the 29 GS signal too low.
code. 30 GS dev out of tolerance.
32 Marker beacon fault.
00 No fault found.
02 RAM test failed. Selecting TEST on the NAV controller will also check the
03 No serial data to unit. ILS/VOR indications:
04 No serial freq word.
05 Invalid NAV freq.  Select NAV 1 controller to 108.0.
06 Microprocessor fault.  Press and hold TEST and ensure NAV flag clears,
09 Microprocessor fault. deviation bar is central, “TO” pointer is in view, and both
10 Microprocessor fault. RMI No 1 pointers indicate 000.
11 A/D fault.  Release TEST.
12 A/D failed accuracy test.  Select NAV 1 controller to 108.1.
13 + 13V DC power supply fault.  Press and hold TEST and ensure NAV and VERT flags
14 - 13V DC power supply fault. clear, deviation bar indicates more than one dot left, glide
15 VOR sin /LOC D/A fault. slope pointer indicates more than one dot up.
16 VOR cos /G/S D/A fault.
17 VOR smo unlocked. Repeat above for NAV 2 controller.
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SECTION 9
DISTANCE MEASURING EQUIPMENT
(ATA CHAPTER 34)
CONTENTS: -
9.1 GENERAL
9.3 DME SELF TEST PROCEDURE
Distance Measuring Equipment J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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9.1 GENERAL The DME also supplies information to the flight director.
The aircraft may be fitted with either a single DME system, or On aircraft with an SPZ-500 flight director, an additional DME
a dual DME system. The single system can have either one distance indicator is fitted within the ADI’s.
or two DME indicators fitted.
When a single indicator is fitted, it is located on the right
upper centre panel, and when two indicators are installed, (a) Transmitter/Receiver
one is on the left main panel, and one on the right.
Two transceivers are located in the nose equipment bay.
To identify an aircraft with a single DME system, observe the Each transceiver sends pulse signals to a ground station
avionics C/B panel, this will have a rubber blank inserted in transponder, which transmits reply pulses after a fixed time
the DME 2 position. delay. The time delay is computed and shown as a distance
display on the indicators. A 12 second memory maintains the
The DME system measures line of sight distance, (slant display during a temporary signal loss.
distance) from the aircraft to ground station beacons.
The transceiver can interrogate 3 DME stations
To simplify the descriptions and prevent confusion, only the simultaneously. These are selected on 3 channels, relating
dual DME system is described, the single system is similar in to VHF navigation frequencies:
operation. Channel (1) from No 1 navigation receiver active display.
Channel (2) from No 2 navigation receiver active display.
On a dual installation the system comprises: Channel (3) from No 1 navigation receiver preset display.
 Two transceivers.
 Two control units (VHF navigation systems). (b) Antennas
 Two DME indicators.
 Two antennas. Both antennas are located on the lower fuselage, The No 1
DME antenna is located at Stn 81, and the No 2 antenna at
The 28V DC avionics essential bus supplies the No 1 Stn 406.
system, and the 28 V DC avionics main bus the No 2.
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(c)
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DME Indicators 5. Press the PWR button on the left DME controller, and ensure
a row of - - - - are displayed, and NM, ID, and channel 1
Indicators on the left and right instrument panels display annunciators are illuminated.
distance, (nautical miles) or speed, (knots) or time, (min). 6. Press the PWR button on the right DME controller, and
Distance to station information is shown on the left side of ensure a row of - - - - are displayed, and NM, ID, and
the display, and station identification on the right side. channel 2 annunciators are illuminated.
7. Momentarily press the TEST button on the NAV1 controller,
The “SEL” push button is pushed to show either KT (closure and check both DME indicators display each of the following:
speed), or MIN (time to station), or ID (station ident code).  All annunciators and display segments illuminate
together.
A “ PWR” push button allows the DME system to be  A range of 100 NM and ground speed of 100 KTS, or
powered. time of 60 MIN are displayed together. (Depends on SEL
switch position).
The “LIGHT SENSOR” automatically controls display  Letters “AOK” are displayed at end of test routine. Aural
brightness. tones representing “AOK” will be audible.
8. Repeat action (7) using test button on NAV 2 controller.
9.3 DME SELF TEST PROCEDURE 9. Select PWR butons to OFF, and NAV 1 and NAV 2 mode
selectors to OFF.
A ramp test set is available for detailed checks on the DME,
information on the use of this test set is given in the M. M. The following fault codes could appear on the DME indicator:
The test proceedure below is for aircraft with a dual DME Pro 01 – Power supply. 90 – Bus failure (no data).
Line 2 system. 02 – Synthesiser. 91 – TEST mode failure.
03 – Transmitter. 92 – Distance word missing.
1. Ensure the following circuit breakers are closed; DME 1, 04 – Video processor. 93 – VEL, TTS word missing.
DME 2, CCS LEFT, CCS RIGHT, NAV 1, NAV 2. 05 – Receiver. 94 – IDENT word missing.
2. Select DME 1 and DME 2 on both CCS station boxes. 06 – Distance processor. 95 – Microprocessor RAM.
3. Set both NAV controller mode selectors to ON. 07 – Microprocessor ROM. 96 – Microprocessor RAM.
4. Set both NAV controllers to 108.05. 08 – Microprocessor RAM.
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SECTION 10
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS II)
(ATA CHAPTER 34)
CONTENTS: -
10.1 GENERAL
10.2 TCAS II DISPLAY SYMBOLS
10.3 TCAS SYSTEM
10.4 TRANSPONDER MODES
10.5 TCAS PROCESSOR
10.6 MODE S TRANSPONDER
10.7 TCAS CONTROL AND INDICATION
10.8 TESTING
TCAS J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

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10.1 GENERAL 10.2 TCAS II TRAFFIC DISPLAY SYMBOLS
The TCAS II system is fitted to minimise the possibility of An open white diamond indicates that an intruder’s relative
mid-air collisions by monitoring ATC transponder equipped altitude is greater than ±1200 feet, or its distance is beyond 6
aircraft in the immediate area. nm range. It is not yet considered a threat.
The CAS 67A TCAS II system monitors airspace around its A filled white diamond indicates that the intruding aircraft is
‘own’ aircraft by interrogating an ‘intruder’ aircraft’s within ±1200 feet and within 6 nm range, but is still not
transponder. The TCAS processor computes the range, considered a threat.
differential altitude, relative bearing and closure rate of the
intruder. It then compares this data to its own position and A yellow circle indicates that the intruding aircraft is
determines the potential for collision. Audio messages and considered to be potentially hazardous. Depending on own
visual displays of Traffic Advisories (TAs) and Resolution aircraft altitude TCAS II will display a TA when time to
Advisories (RAs) are produced when required. Closest Point of Approach is between 20 and 48 seconds.
‘TRAFFIC, TRAFFIC’ will be announced.
Two TCAS II equipped aircraft will co-ordinate their
resolution advisories using a Mode S transponder data link. A red square indicates that the intruding aircraft is projected
The co-ordination ensures that complementary advisories to be a collision threat. TCAS II calculates that the intruder
are issued in each aircraft. has reached a point where a Resolution Advisory is
necessary. The time to closest approach with the intruder is
TCAS II can track as many as 60 aircraft, display up to 30 of now between 15 and 35 seconds depending on your altitude.
them and can co-ordinate a resolution advisory for up to The symbol appears together with an appropriate audio
three intruders at once. warning and a vertical manoeuvre indication on the VSI.

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10.3 TCAS SYSTEM
During operation, the TCAS system transmits a signal on
The standard system, which is fitted under STC, uses a 1030 MHz, and receives signals on 1090 MHz. The Mode S
TCAS Processor and configuration module fitted in the cabin, transmits on 1090 MHz and receives on a frequency of 1030
two Mode S transponders fitted in the nose equipment area, MHz. When the transponders are not reacting to any
and a TCAS/ATC controller installed on the right upper interrogation they transmit a recognition signal called
centre panel. TCAS uses one upper directional antenna and ‘squitter’ which can be monitored by other aircraft and/or
one lower directional or omni-directional antenna. Each ground stations.
Mode S transponder uses one upper and one lower omni-
directional antenna.
The system provides a plan display to both pilots on identical

LCD VSI displays of all detected aircraft within the selected
range and shows their relative position and vertical
movement.
The system can provide two modes of operation:
TAs Traffic Alert’s, either by selection or due to the other

aircraft only having a Mode A transponder fitted.
RAs Resolution Advisory’s, by selection or the other aircraft
having a Mode C or S transponder fitted.
If both aircraft are fitted with TCAS, then co-ordinated visual

and audio avoidance advice is provided to both aircraft.
The detection range of the system is up to a maximum of

40nm with a bearing accuracy better than ± 15º.

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10.4 TRANSPONDER MODES Most J32 aircraft have been modified by Service Bulletin
action to give Mode S operation, see the relevant Service
(a) Mode A Operation Bulletin.
Mode A is the normal mode of operation, and is set by a The remaining J32 aircraft and all J31 aircraft have been
four-digit code selected on the controller. This code is modified for Mode S under STC.
allocated by the air traffic controllers, and identifies the
aircraft during flight. Aircraft with Mode S have wire links installed at the rear of
the transponders. The configurations of these links are
(b) Mode C Operation different for each aircraft construction number.
Mode C is the barometric altitude of the aircraft which is used

by the transponder. When the aircraft has an SPZ-500 flight
director system installed, the mode C information, is
available from the air data computer, or the right altimeter.
When the aircraft has an SPZ-200 flight director system

installed, the mode C information is available from the left or
the right altimeter.
(c) Mode S Operation
Mode S includes a data linking capability to provide a

cooperative surveillance and communication system. With
this system, aircraft with Mode S transponders, allow specific
aircraft to be interrogated. The information now available to
the ground controller and other aircraft, includes the aircraft
type, manufacturer, and the aircraft construction number.

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10.5 TCAS PROCESSOR The configuration module allows TCAS to acquire the
following information from its hardware strapping:
The TCAS processor is the master control unit in the TCAS II
system. It consists of a combined computerised control Display intruder limit, performance limit, altitude limit,
system and L-band receiver/transmitter. Operation of the speaker and headphone levels, heading and attitude type
TCAS system is controlled by TCAS software resident in the (synchro or ARINC 429), antenna configuration, inhibit or
computer control memory. allow airborne test and ground display mode.
The processor listens for Mode S transponder squitter Audio outputs are sent to the Communications Control
messages on a frequency of 1090 MHz and transmits System (CCS) and therefore to the Cockpit Voice Recorder.
interrogation signals on 1030 MHz, the processor then The audio event discrete can also be recorded by the Flight
selects one of four directional antenna beams to be used for Data Recorder depending on the type of equipment fitted.
directional message transmission and reception. The TCAS
processor also performs ATCRBS search: If an intruder is The VSI will show the traffic conflicts and any avoidance
detected within tracking range and altitude it is placed onto vertical speed instructions, and also allow the system to
track, ATCRBS search, track initialisation and track update. monitor the aircraft’s own vertical speed.
The processor then determines range, bearing and altitude
of the intruder and categorises it either as a non-threat, The AOG switching input will automatically put the system
proximate, TA or RA. GPWS input will override all TCAS into standby on the ground.
audio warnings.
The 2500 ft/min discrete input limits a climb rate demand to
The TCAS processor is interfaced with the configuration no more than 2500 ft/min.
module and both Mode S transponders. Only one
transponder is in use at any one time, which is selected on The radio altitude input will inhibit all RAs below 900 ft
the controller. The Mode S transponder gives inputs of descending or 1100 ft ascending and any increase descend
pressure altitude, own aircraft identification (via 24 discrete demands below 1450 ft. Also, all audio warnings are
bit strapped inputs), own aircraft max. airspeed and mode inhibited below 400 ft on approach and 600 ft on departure.
control requests.

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10.6 MODE S TRANSPONDER Transmits 1090 MHz resolution advisory air-to-air co-
ordination message data during threat conditions between
The system consists of two Mode S transponders and a own and other aircraft.
system controller. Each transponder uses two L-band omni-
directional antenna (upper and lower). The Mode S system is Provides the following data to the TCAS processor via an
the airborne component of the Secondary Surveillance ARINC 429 data link:
Radar (SSR), which is part of the ATC system. Only one
transponder is in use at any time. Own aircraft identification code, pressure altitude and
maximum airspeed.
The microprocessor based transponder performs the
following functions in the TCAS II system: TCAS broadcast information and air-to-air RA coordination
information received from other TCAS aircraft.
Automatically transmits 1090 MHz Mode S squitter
messages every second to notify other TCAS equipped MODE S TRANSPONDER BITE
aircraft and ground stations of own Mode S equipped
aircraft. The Mode S transponder contains built-in-test equipment
software that continuously monitors for transponder internal
Receives broadcast messages from other TCAS equipped failures, transponder control unit failures and ARINC 429
aircraft. data failures. Failure status is reported to the TCAS
processor via the ARINC 429 data link and also to the FAIL
Replies to 1030 MHz interrogations from other TCAS annunciator on the transponder control unit.
equipped aircraft.
MODE S TRANSPONDER POWER SUPPLIES
Replies to 1030 MHz Mode A, Mode C and Mode S
interrogations from ATC ground stations with a 1090 MHz The No 1 transponder system is supplied from the 28V dc
message. and 26V ac avionics essential busbars and the No 2 from the
28V dc and 26V ac avionics main busbars.

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10.7 TCAS CONTROL AND INDICATION The MODE push button sequentially selects the ATC, TFC
or FL mode, FID and ADC.
GENERAL
ATC mode allows entry of the four digit ATC code.
The primary manual controls used to operate the TCAS II
are contained on the Mode S transponder/TCAS control unit. TFC Mode (Collins TDR-94D only) allows selection of the
traffic display operating mode (AUTO – pop up or ON – full
The ATC/TCAS control unit will display the selected 4096 time)
ATC code and current mode of operation in the display
window. A FAIL annunciation indicates failure of the selected FL Mode (Honeywell MST-67A) allows selection of relative
transponder, antenna or control data. or absolute altitude for display. The traffic display will revert
to relative altitude after 15 seconds.
TCAS advisory and/or operational status indications are
shown by the VSI, cockpit audio system and FID Mode allows entry of the eight digit alphanumeric flight
transponder/TCAS control unit. ID code, the outer knob selects each of the eight positions
for entry, and the inner knob selects the alphanumeric
The ID push button gives an additional pulse reply for character.
positive aircraft identification.
ADC Mode allows selection of the altitude source used by
The 1/2 selector, allows either transponder No1, or the TCAS.
transponder No2, to operate.
The TEST push button initiates a comprehensive self-test

lasting approximately eight seconds. All segments of the
display are illuminated for 2 seconds, then the code window
will display the encoded altitude for four seconds.

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The Function Selector Rotary Switch has an inner knob and ABOVE: 9000 ft above and 2700 ft below.
an outer knob, the outer knob has five positions:
NORM: 2700 ft above and 2700 ft below.
STBY: Places Mode S transponder and TCAS into
Standby. BELOW: 2700 ft above and 9000ft below.
ALT OFF: Activates the selected transponder without

altitude reporting.
XPDR: Activates Mode S transponder with altitude

reporting, TCAS system is in standby.
TA: Activates the Mode S transponder, altitude

reporting and TCAS ‘TA only’ mode.
TA/RA: Activates the Mode S transponder, altitude

reporting and TCAS ‘TA/RA’ mode. Aural and
visual RAs will be issued for traffic determined
to be a threat.
The inner knob selects the traffic display range in nm. This
knob can be selected to 3,5,10,15, 20 or 40 nm, the selected
range has no effect on the TCAS logic giving TAs or RAs.
When the inner knob is pushed the TA altitude display limits

are sequentially selected (Above/Norm/Below). There are
three levels to choose from:

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10.8 TESTING
FUNTIONAL SELF TEST
The TCAS processor is capable of detecting any malfunctions of
TCAS components that degrade or prevent possible collision The Mode S transponder and TCAS functional test determines
avoidance protection. A failure of the TCAS system during the operational status of the entire system. The test is initiated
normal operation results in the following actions by the TCAS by pressing the TEST button on the Mode S control unit.
processor:
Thereafter the test continues automatically for approximately
 A yellow TCAS flag will annunciate on the traffic display. eight seconds. During the test the TCAS II and transponder
function is inhibited.
 Causes any Mode S transmissions that report own aircraft
status to indicate that own aircraft has no on-board During the first few seconds of the test sequence the VSI allows
resolution advisory capability. verification of each type of intruder symbol. The test generates
the symbols arranged as shown. The Traffic Advisory display
 Prevents interrogations by own aircraft TCAS. also annunciates the word TEST.
 Deactivates the normal TCAS display functions. A RA (red square) will appear at 3 o’clock, range 2 miles, 200
feet above and climbing.
There are three methods for initiating and observing functional
self-test results or failure causes of the Mode S/TCAS system: A TA (yellow circle) will appear at 9 o’clock, range 2 miles, 200
feet below and climbing.
 Initiate the self-test at the Mode S/control unit.
Proximate traffic (solid white diamond) will appear at 1 o’clock,
 Observe self-test fault codes annunciated on the TPU side- range 3.6 miles, 1000 feet below descending.
panel LED indicator.
Non-threat traffic (open white diamond) will appear at 11 o’clock,
range 3.6 miles, flying level 1000 feet above
 Use a diagnostic computer program to view faults in real
time or to recover faults stored in fault memory.
After a successful test ‘TCAS SYSTEM TEST OK’ is heard.

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SECTION 11
AUTOMATIC DIRECTION FINDER
(ATA CHAPTER 34)
CONTENTS: -
11.1 GENERAL
11.5 SELF TEST PROCEDURE
11.6 ADJUSTMENT
Automatic Direction Finder J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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11.1 GENERAL The No 1 ADF system is supplied from the DC avionics
essential bus, and the No 2 from the DC avionics main bus.
Either a single or dual ADF system can be installed on the
aircraft, to prevent confusion, only the dual ADF system will A dual ADF installation will consist of:
be described, the single system will be similar in operation.  Two receivers.
 Two controllers.
On early J31 aircraft an older Pro Line 1 system was  Two loop/sense antennas.
installed, while on later J31, and all J32 aircraft, a Pro Line 2
system is installed. 16.2 COMPONENT DESCRIPTIONS
When tuned to a selected radio station, the receiver will (a) Receiver
decode the signal, and indicate the bearing to the selected
station. Both Collins ADF 60 receivers are located in the nose
equipment bay, and cover a frequency range of 190 kHz to
The No 1 and No 2 ADF station bearing information is 1749 kHz.
supplied to both left and right RMI’s, and can be selected by
ADF/VOR selectors on the RMI’s. The single bar pointer (b) Antenna
shows No 1 ADF information, and the double bar pointer
shows No 2 ADF information. Both antennas are located on the roof area of the fuselage,
the ADF No 1 at Stn 187, and the ADF No 2 at Stn 269.
On aircraft fitted with an SPZ-500 flight director, a bearing
pointer is installed on both HSI’s, these bearing pointers are The antenna is a combined loop and sense antenna. (On
directly connected to the No 1 ADF system and give an older systems the sense and loop antennas were separate).
additional bearing indication to the selected station.
The antenna is attached to the fuselage structure by four
Aural signals from the receivers are supplied to both left and screws into anchor nuts.
right station boxes, (ADF 1, or ADF 2 and can be selected on
the station boxes). An electrical connector on its lower surface, route’s signals to
the receiver.
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11.3 OLD TYPE CONTROLLER The four position “ADF MODE SELECTOR” allows the ADF
receiver to be used in various modes.
The old type controller is installed on early J31 constructor
numbers only, and is easily identified by the mechanical OFF: Power to the ADF receiver is removed.
frequency selectors and indicators. The left part of the
controller is used for ADF No 1, frequency selections, and ANT: Power is supplied to the ADF receiver, which
the right part for ADF No 2 frequency selections. operates as an audio receiver only, no bearing
information is given.
Only the functions of the No 1 ADF controller selectors are
described, the No 2 ADF operation is identical. ADF: Power is supplied to the ADF receiver, which
operates as an automatic direction finder.
The controller selects the frequency at which the receiver Bearing information is displayed on both RMI
operates, and routes audio signals to the communications No 1 pointers. (On aircraft with the SPZ-500,
system. Audio selector switches, “ADF 1” and “ADF 2” are the No 1 ADF station bearing is also displayed
located on the station boxes. on both HSI’s).
The frequency is selected by rotating the frequency selector TEST: When the TEST position is selected and held,
knobs clockwise, or counter-clockwise, until the required RMI No 1 pointers, and both HSI bearing
frequency is displayed in the window. pointers, rotate to the 90 position.
With this type of controller, it is not possible to store When the TEST position is released, RMI No 1
frequencies in memory. pointers, and both HSI bearing pointers, rotate
to the previous bearing if a ground station was
The “TONE SELECTOR” can be selected to either the 1 or 2 selected. (The switch spring returns to the ADF
positions, and has a centre OFF position. position.
When selected to position 1, a 1 kHz audio tone will be
mixed with the audio signal, this allows a morse code C.W
signal to be heard in the headset.
Position 2 carries out the same function on No 2 ADF.
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11.4 NEW TYPE CONTROLLER Pressing the “STO” button finds the next vacant memory slot.
After selecting a frequency on the lower display, pressing the
The controller selects the frequency at which the receiver button again commits it to memory.
operates, and routes audio signals to the communications
system. Audio selector switches, “ADF 1” and “ADF 2”, are To store a new frequency in memory:
located on the station boxes.  Toggle the MEM switch until the upper window displays
the desired channel (CH1 – CH4).
The controller has an upper (active) frequency display, and a  Rotate the frequency selector knobs until the lower
lower (pre-set) display. Moving the XFR/MEM toggle switch, window displays the frequency to be stored.
momentarily to ‘XFR’, can transpose these displays.  Press the “STO” button twice within five seconds.
Pre-set frequency selections are made on the lower display. After approximately five seconds, the controller returns to
The “XFR/MEM” switch is spring returned to the centre normal two display tune- pre-set mode of operation.
position.
The four position “MODE SELECTOR” allows the ADF
The “LIGHT SENSOR” consists of a photocell, which receiver to be used in various modes:
automatically controls the display brightness. OFF: Power to the receiver is removed.
Pressing the “ACT” button allows selection of the active ANT: Power is supplied to the receiver, which
frequency. Pressing it again reverts the controller to normal. operates as an audio receiver only, no bearing
information is given.
The “TEST” button starts a self-test function. The test
function and codes are described in sub-section 11.5. ADF: Power is supplied to the receiver, which
operates as an automatic direction finder.
A maximum of four frequencies can be stored in the Bearing information is displayed on both RMI
controller’s memory; these can be progressively selected by No 1 pointers.
pressing the “XFR/MEM” toggle switch to MEM.
TONE: Applies a 1 kHz signal to the receiver audio, to
allow CW morse code signals to be heard.
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11.5 SELF TEST PROCEDURE  Select “ANT” on mode selector, and ensure all four RMI
pointers park at a relative bearing of 90, and 1kHz tone
The test procedure below is for the new type controller, the is removed.
old type controller test procedure is described on page 11.4.  Select “OFF” on mode selector, and ensure audio
ceases, and upper and lower displays extinguish.
 Position aircraft away from large metal objects.
 Energise bus bars and ensure all required C/Bs are (a) Fault Codes (New controller only)
closed. (Flight Director, RMI’s, ADF 1 and 2 etc).
 Select all four RMI pointers to ADF. During the above test, if a fault is detected, it may indicate as
 Select “ADF 1” on audio selector boxes. diAG on the upper window, and a 2-digit number on the
 Set mode selector to “ANT”, and ensure upper (active) lower window. Listed below is possible fault codes.
displayed frequency is brighter than lower (pre-set)
display. 00 No faults.
 Press and hold “ACT” button until a row of dashes 02 RAM test failed.
appears in the pre-set frequency display. 03 No serial sync block received.
 Rotate frequency select knobs, and ensure the active 04 No serial sync block rec’d for more than 2 seconds.
frequency changes, and the ACT display illuminates as 05 Transponder label received in first block.
the frequency is changed. 06 I/O port 1 failure.
 Select a local NDB frequency. 07 I/O port 2 failure.
 Select mode selector to “ADF”, and ensure all four 08 Illegal ADF frequency.
pointers indicate the same bearing. 09 Serial input failed or stuck low.
10 ADF not lock in ADF mode.
 Record bearing and ensure audio is received in headset.
 Press and hold “TEST” button, and ensure all four
pointers rotate 90 clockwise from recorded reading.
 Release “TEST” button, and ensure all four RMI pointers
return to previous reading.
 Select “TONE” on mode selector, and ensure a 1 kHz
tone is heard in headset with the current audio signal.
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11.6 ADJUSTMENT
Before carrying out an ADF compass swing, the aircraft gyro

compass system must have been previously checked, and
any required corrections carried out.
Carry out a compass swing in accordance with the

procedures in the Maintenance Manual.
There are no adjustments at the ADF antenna; connecting

together various combinations of wire links, at the rear of the
ADF receiver carries out any directional corrections.
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SECTION 12
GLOBAL POSITIONING SYSTEM
(ATA CHAPTER 34)
CONTENTS: -
12.1 GENERAL
12.3 OPERATION/TEST
Global Positioning System J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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12.1 GENERAL The illustration shown is for aircraft with an autopilot,
however, aircraft without an autopilot will be similar.
The Global Positioning System is installed on the Jetstream
by Service Bulletin action. At the present time, only a small Power to the controller/receiver is from a 5 amp C/B (GPS)
number of aircraft have the GPS system installed. on the avionics 28V DC essential bus.
The descriptions and illustrations shown are for the Bendix GPS Steering information, (left or right) is displayed on the
King KLN 90B; however other types may be installed. HSI vertical command bars.
The GPS uses satellite information to give navigational A NAV/GPS switch annunciator is fitted close to the HSI’s,
guidance. It is not approved for use as a primary navigational on the left and right instrument panels. Press and release the
system, and should be verified against an approved annunciator to make a selection.
navigational system every 15 minutes.
A MSG/WPT annunciator caption is fitted close to the
The system calculates aircraft position using information NAV/GPS switch annunciator.
from satellites, it also has a database giving additional airport
and waypoint navigational information. Altitude information is supplied to the GPS from the encoding
altimeter, or air data computer.
The control unit and the receiver are contained in the same
unit, this unit will be referred to as the control unit. A data loader jack socket is installed on the left side console,
(next to the microphone changeover switch) this allows the
The control unit and GPS/RNAV switch panel are both nav database contained within the control unit, to be updated
located on the right upper centre panel. The control unit is at regular intervals.
located above the weather radar indicator, and the switch
panel in top right area. (The switch panel may be located in a For detailed operational descriptions and database update,
different location). operators with a GPS should consult their Maintenance
Manuals, or the related Service Bulletin.
The GPS antenna is installed on the roof area at stn 291.
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12.2 COMPONENT DESCRIPTIONS When the “NAV” annunciator is illuminated, it indicates that
information on the HSI is from the NAV receiver.
(a) Controller/Receiver
(c) GPS/RNAV Switches
The control unit contains push button and rotary selectors,
and has indications displayed on the CRT display. The “GPS OBS” switch No 1/No 2 located on the GPS/RNAV
switch panel, enables information from the selected HSI to
The CRT display consists of a left and right page, and a be fed to the GPS Navigator for display on the Nav screen.
status line at the bottom of the display.
The “TEST” switch tests the filaments in the “MSG” and
Information on the left page is controlled by the left “PAGE “WPT” annunciators. The switch is spring returned to OFF.
TYPE/NUMBER SELECTOR”, and information on the right
page, by the right “PAGE TYPE/NUMBER SELECTOR”. The “DIM/BRIGHT” switch sets the brilliance of the
Both selectors are rotary in operation. annunciator captions.
(b) GPS/NAV Switch Annunciator (d) MSG/WPT Annunciator
A NAV/GPS switch annunciator (“GPS” or ”NAV”) is fitted A MSG/WPT annunciator caption is fitted on both left and
close to the HSI’s on both pilot’s left and right instrument right main instrument panels. If the GPS system determines
panels. The left switch controls information to the left HSI, that there is a situation that requires flight crew attention,
and the right switch, information to the right HSI. then the “MSG” caption will illuminate.
When pushed, the switch activates 8 multi-contact relays, Pressing the “MSG button on the controller will display the
these will transfer either NAV or GPS information to the message. Pressing the “MSG button again, will extinguish
applicable HSI’s. the caption and return the display to previous indications.
When the GPS annunciator is illuminated, it indicates that The WPT caption will illuminate when a selected waypoint is
information on the applicable HSI vertical command bar, is reached.
from the GPS receiver.
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(e) Cooling fan The GPS controller has five knobs and seven buttons which
are used to perform all functions. (See the M.M. for a full
A cooling fan is installed behind the right upper centre description).
instrument panel, and will project an air supply at the GPS
controller, and all other components located in that area. Information on the left page is controlled by the left “PAGE
TYPE/NUMBER SELECTORS”, and information on the right
The cooling fan is supplied from a 1 amp C/B (GPS FAN) on page, by the right “PAGE TYPE/NUMBER SELECTORS”.
the 28V DC essential bus. i.e. this fan will operate when
power is applied to the DC essential bus. The selectors are concentric and rotary in operation. The
inner knob on both left and right selectors can be pulled out
12.3 OPERATION/TEST to give additional selections.
The GPS can be switched ON by depressing the top right ALT: Selects the altitude page on the left screen, and NAV
hand button on the controller. The CRT display brightness 4 page on the right screen. The left outer knob then
can be adjusted by rotating this knob. selects the 3 cursor positions, while the left inner knob
will set the altimeter baro setting.
At power ON, the GPS enters a self-test mode, and a “TURN
ON” page displays the Operational Revision Status (ORS) in D: Used to initiate “DIRECT TO” operation, navigation
top right corner. from present position, direct to destination. When
pressed, Direct To Page is displayed on the left side,
After 2 seconds, this page is replaced by the “SELF TEST” with flashing cursor over the waypoint identifier.
page which is shown in figure 1.
CLR: Deletes any item which is identified by the cursor.
On completion of a successful self-test, the external
annunciators “MSG” and “WPT” should illuminate. ENT: Confirms information which has been input via the
If the system test fails, then “TEST FAIL” is displayed on the cursor position. Excepts data information being
CRT display. supplied via the message page.
Used to respond to “ENT” flashing in the bottom
middle segment, right hand side.
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SECTION 13
WEATHER RADAR
(ATA CHAPTER 34)
CONTENTS: -
13.1 GENERAL
13.3 PRINCIPLE OF OPERATION
13.4 OPERATING MODES
Weather Radar J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

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13.1 GENERAL
The system described here is for the COLLINS WXR-270

colour weather radar, which is fitted on most Jetstream
aircraft.
On some older aircraft a COLLINS WXR-300 system is

installed, this will be similar in operation to the WXR-270.
Page 7 of this Section shows an illustration of both the WXR-
270 and -300 indicators.
The weather radar indicator presents a plan view colour

display of weather conditions, up to 250 nautical miles ahead
of the aircraft. It can also be used for terrain mapping.
The main components used in the weather radar system are:

 Transmitter/Receiver in the nose radome.
 Indicator on the right, upper centre panel.
 Flat plate antenna in the nose radome.
NOTE: On some aircraft, an optional display control

system, (page reader) was fitted. This enabled
presentation of text, such as checklists and
emergency procedures.
This “page reader” system is no longer in use

and is not described in this manual.

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13.2 COMPONENT DESCRIPTION (c) Antenna (ANT - 312)
(a) Transmitter/Receiver (WXT - 250A) The 12 inch, flat plate, phased array antenna has an 8
beam width.
The transmitter/receiver is located in the nose radome and
attached to the structure at Stn 4. The unit is held in a Drive mechanisms give a continuous, 120 scan and 60 of
mounting tray by 2 knurled nuts. vertical tilt. Tilt is manually selected, from 15 up to 15
down. A further 15 up or down are provided by the
The transmitter emits a 5kW pulse of X-band (9345 MHz) stabilising system. A small switch located on the scanner can
radio frequency energy, 120 times per second. Between switch off the scan motion for servicing checks.
transmissions, the receiver accepts return signals.
The scanner is pitch and roll stabilised, by inputs from the
Energy travels to and from the antenna, via a waveguide. aircraft No 1 vertical gyro horizon, to compensate for aircraft
An integral duplexer switches the antenna to the transmitter attitude changes.
or receiver, as required.
(d) Radome
Return signals from the antenna are amplified and supplied
to the indicator in digital form. The radome is of glassfibre/honeycomb sandwich
construction. The radome should permit at least 90% of
(b) Waveguide transmitter power to pass through.
Surface damage may allow moisture to enter the sandwich
The waveguide is constructed of rectangular hollow section layers. This, or poorly applied paint can reduce radar
alloy, and connects the antenna to the transmitter/receiver. performance.
A quick release clamp at the antenna end permits easy NOTE: Radomes fitted on C/N 781-999 have two
removal of units. additional lightning diverter metal strips.
To prevent erosion, a protected nose cap made
“O” ring seals are fitted at both ends of the waveguide to of Teflon type material is also fitted.
prevent ingress of moisture.

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(e) Indicator (IND - 270) 13.3 PRINCIPLE OF OPERATION
The indicator displays weather or terrain information on a 4- The aim of the system is to help the pilot detect and avoid
inch colour tube. It has controls for mode selection, receiver thunderstorms and associated turbulence. Detection of
gain, target alert, range selection, antenna tilt and storms depends on reflected radar energy from moisture
stabilisation. precipitation. The system will ‘paint’ a colour plan view
showing areas of varying rainfall ahead of the aircraft.
There is a constant display of all detectable targets within the
selected range and the 120 scan angle, with respect to The scan angle, at which a return pulse is received, dictates
aircraft heading. the displayed target azimuth. The time taken, for a
transmitted pulse to return determines the range at which it is
Five blue range marker lines, annotated in nautical miles, displayed.
together with azimuth lines, help gauge target distance and
direction. On the indicator display, red target areas, (the most
reflective) indicate wet hail or heavy rain above 0.5 inches
(f) Indicator (IND 300) per hour. This is associated with severe turbulence and
extreme to severe storms.
This indicator is used on the WXR 300 system, and is similar
in operation to IND -270, which is described in the remainder Yellow targets indicate moderate rainfall, possible
of this section. turbulence, and lightning.
Additional switches are installed on the IND –300 indicator, Green targets indicate light rainfall, possible turbulence, and
these are shown in the lower part of the display and are lightning.
briefly described on the illustration.
“TGT ALERT”, Black areas (least reflective) indicate very little rainfall or dry
weather. Snow or ice crystals are poor reflectors and will
“AZ”, also show black.
“STAB”

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13.4 OPERATING MODES be disabled, as a customer option, by adding a wiring strap
to the installation.
OFF
Removes system power. Indicated storm intensity is attenuated due to loss of radar
energy over distance. This effect is partly compensated, up
SBY to 30 mile range by a sensitivity time control (STC) circuit.
Applies power as below: The WXR - 270 also has range adjusted thresholds to help
compensate for attenuation beyond 30 miles.
 28V DC, avionics essential to the indicator and
transmitter / receiver. Signals are also attenuated when the radar is searching
through moderate rainfall or close range storms. The rain
 115v AC avionics main to the scanner. absorbs much of the transmitted energy, the areas of no
returns are known as radar shadows.
When SBY is selected it initiates a 60 second warm-up. Blue
range markers and azimuth lines appear, with a ‘SBY’ HOLD
caption in the lower left of the screen. The hold function helps evaluate storm movement, relative to
aircraft heading.
Target display, transmitter and antenna drive are inhibited.
SBY selection also resets fault logic. Pressing the HOLD switch ‘freezes’ the display. Pressing
again causes the display to resume updating.
WX
After the 60 second warm-up period, the transmitter is If HOLD is selected for 2 minutes, the change in target
energised and the antenna begins to scan. position can be seen when the system is reset to normal.
Detectable weather is displayed in colours, from least to

most reflective (black, green, yellow, and red).
A cyclic contouring facility causes red (level 3) areas to

alternate between red and black. This contouring facility can

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TILT CONTROL GAIN/TGT CONTROL SWITCH
The TILT control is used to enhance knowledge of storm cell The GAIN control has a MAX gain position and four reduced
size, height, direction of movement, and detecting radar gain positions. MAX gain gives normal receiver sensitivity,
shadows. enabling the system to search a range up to 250 miles. Each
Depending on aircraft altitude, storm height and distance, the selection towards MIN, reduces sensitivity by 6dB, with a
tilt can be adjusted to detect the most intense area of a maximum range of 63 miles at the MIN position. Any reduced
storm. gain selection is annunciated by GAIN alternating with the
mode caption.
The control must be accurately aligned with the actual
antenna position. There is a calibration procedure for this in Gain may be reduced when approaching a line of storms, the
the aircraft Maintenance Manual. least active storm cells are identified by weaker returns.
As a flight check; with 25 mile range selected, the ground After analysing the storms, the gain should be reset to MAX,
returns should start and just go outward from the 25 mile this restores normal display colour/rainfall rate relationship
range line. Any deviation from zero, on the TILT control, is and target detection range.
error.
The GAIN control also has a TGT position, which arms the
With the antenna tilted down, so that ground returns are only target alert facility. Targets of contour (level 3) strength,
displayed on the outer third of the screen, and strong targets within 60 to 160 miles and + or - 15 of dead ahead, are
which do not fade as they come down to the lower half of the annunciated by an intermittent yellow “TGT” caption in a red
screen, will indicate approach to hazardous storms. rectangle.
Shadowing behind strong returns also indicates hazardous
storms. When no contouring targets are in this range, the caption is a
steady “T” on a red square.
A push switch, on the TILT control, enables the pitch and roll
stabilisation circuits. It is normally left ON, but can be pulled Target alert is inhibited in MAP mode.
to OFF if the gyro input signal is not required.

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MAP
In MAP mode, the range markers, annunciators, azimuth
lines and MAP caption are displayed in green.
The mode annunciator is located on the lower left part of the
The colour display is black, blue, yellow and magenta (least display.
to most reflective). Cyclic contour circuits are disabled. It will indicate which mode has been selected on the indicator
mode selector:
In operation, a low range (10, 25 or 50) should be selected.  SBY
 MAP
The antenna can be tilted down, to display the desired terrain  WX
area. This area varies with tilt, aircraft altitude and attitude.  TST
 HOLD
Areas of water (least reflective) appear black. Coloured  FAULT
targets indicate land of various height and buildings.
The “FAULT” indication has priority over any selected mode.
If the transmitter shuts down or there is a power interruption,
an intermittent FAULT caption appears on the annunciator
on the lower left of the screen.
The system may be reset by selecting “SBY” then reselecting

the desired mode. If the FAULT caption remains, a
malfunction is indicated and the system should be turned off.

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TST WARNING: Transmitted radiation is a hazard.
When the TST mode is selected, the self-test pattern Do not select WX or MAP modes where the
appears when a range is also selected. The 25 mile range antenna could be directed toward personnel,
gives a normal size test pattern. hangars, other aircraft, large reflective
surfaces, or refuelling operations.
The following is an example of a pre-flight test, a more
comprehensive test is detailed in the aircraft Maintenance Check the HOLD facility by selecting WX momentarily, then
Manual. re-selecting TST. If the HOLD button is pressed before the
complete pattern is ‘painted’, the display should ‘freeze’.
Select TST mode; MAX gain; +5 tilt and STAB on.
Pressing HOLD again, causes pattern to resume updating.
After 20 seconds; the range markers, annunciators, and Selecting WX mode should give a WX annunciator caption in
azimuth lines appear. the lower left of the screen.
The INT control can be adjusted for desired brightness.
Selecting 10 mile range should change the range
After 60 seconds, the test pattern appears, with coloured annunciators to 2, 4, 6, 8, and 10.
bands in the sequence; green, yellow, red, yellow, and
green. Adjusting TILT between +15 and -5 should indicate close in
ground clatter at low settings, and any detectable weather at
The contouring circuits cause the red band to alternate high settings.
red/black/red. It is normal for the depth of the bands to vary
between different installations. Selecting SBY completes the test.
There should be no noise, less than 6 random dots on the

display.

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SECTION 14
TAWS / GROUND PROXIMITY WARNING SYSTEM
(ATA CHAPTER 34)
CONTENTS: -
14.1 GENERAL / INTRODUCTION

14.2 SYSTEM OPERATIONAL MODES
14.4 OPERATIONAL OVERVIEW
14.5 CURRENT DISPLAY MODES
14.6 DISPLAY DURING ALERTS
14.7 TERRAIN SELECTION BUTTON
14.8 RMI SELECTION BUTTON
14.9 PILOTS MENU
14.10 REMOTE SWITCHES
14.11 FAILURE ANNUNCIATIONS
TAWS / Ground Proximity Warning System J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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14.1 GENERAL / INTRODUCTION pilot with fast access to useable information reducing
nuisance alerts. In the PRED (predictive) mode the ST3400
(a) General can show only terrain that represents a potential threat,
keeping the display dark until the pilots attention is required.
The SANDEL ST3400 is a self contained Terrain Awareness
Warning System that includes a TAWS computer, Graphics
symbol generator and an integrated full colour screen, built
within a standard 3 inch instrument chassis. It includes
bearing pointer features, compass rose and TCAS traffic
display when interfaced with related systems.
The TAWS provides aural warnings of possible terrain

conflict (Modes 1 to 4), and excessive deviation below an
ILS glideslope (Mode 5). In addition, the TAWS provides
altitude callouts during final approach as the aircraft
descends below 500ft radio altitude with the gear down.
During normal flight operation the TAWS system remains

silent. It uses GPS, radar altitude, barometric altitude, and
other relevant data in combination with its internal database
information to provide the pilot with a full time terrain display.
The look ahead function compares the aircraft flight path to
terrain and obstacle database information and distance to
known runways.
The system incorporates the following smart features:-

Runway Awareness, Virtual Approach Path, Safe Operating
Areas and Predictive Altitude. These features provide the
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(b) Introduction
The ST3400 is a fully integrated unit with built-in colour

display unit. When fitted, the TAWS will replace the No. 2
RMI indicator on the right hand side of the flight deck.
Primary components for the system are:
 TAWS/RMI 2 display unit (ST3400)

 GPS antenna
 GPS receiver
 OAT probe
The TAWS is a terrain awareness and alerting system

providing terrain alerting and display functions. The TAWS
uses airspeed, vertical speed, glideslope deviation, roll
attitude, landing gear configuration, flap configuration and
geographical data to calculate the warnings. The visual
warnings are sent to the No.2 RMI SANDEL ST3400 unit
fitted on the right main instrument panel and the aural
warnings to audio system.
Electrical power is supplied from the 28vDC switched avionic
busbar.
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14.2. SYSTEM OPERATIONAL MODES If any terrain alert occurs, the TAWS alert is shown at the
bottom of the screen and an audible alert message will occur
In addition to the 6 GPWS alerts the ST3400 can provide on the cockpit audio system. The REL (relative altitude)
predictive look ahead warnings by comparing its internal terrain display screen is automatically selected to an
terrain and obstacle database to position information appropriate range to put the alerting terrain on screen. This
provided by the GPS navigator. action occurs on any alert, including GPWS. If the pilot has
previously selected TAWS INH, GPWS alerts are still
The internal terrain obstacle database provides the basis to enabled but no terrain will be shown.
look ahead of the aircraft and detect terrain or obstacle
conflicts. This is accomplished based on aircraft position,
phase of flight, flight path angle, track and speed relative to
terrain database image forward of the aircraft.
The potential conflict area projects forward and to the side of

the aircraft. During enroute operations, a caution typically
occurs approximately 60 seconds ahead of the terrain
conflict. A caution will turn into a warning if the evasive
action is not taken.
Topographic (TOPO) and predictive altitude (PRED) features

provide the pilot with fast access to new types of useful
information maximizing the pilots understanding of the
relationship between the aircraft and the ground in different
flight situations. An image of the surrounding terrain is
represented in various colours. Terrain (inclusive of
obstacles) forward, behind and to the side of the aircraft is
displayed.
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The system uses six processing modes to generate caution

and warning call-outs and visual indications which advise the
flight crew of potential terrain conflicts with the caution and
warning envelopes. The active processing modes and call-
outs are determined by the aircraft stage of flight and aircraft
configuration.
The six modes are:
MODE 1 - Excessive descent rate (ERD)
This mode uses a combination of barometric altitude and

radar altitude, alerts excessive barometric rate of descent
when close to the ground. When radar altitude is not
available, the calculated height above terrain from the terrain
database is substituted.
Voice Message: “SINK RATE”
Pilots Action: Level Wings and reduce rate of descent

until visual and aural alert ceases.
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MODE 2A - Excessive closure rate to terrain (ECRT)
aircraft not in landing configuration
Alerts on high rates of change of radar altitude when close to

the ground.
Voice Message: “TERRAIN TERRAIN, PULL UP“
Pilots Action: Adjust flight path away from terrain.
MODE 2B - Excessive closure rate to terrain (ECRT)

aircraft in landing configuration
Voice Message: “TERRAIN TERRAIN“
Pilots Action: Adjust flight path away from terrain.
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MODE 3 - Altitude loss after takeoff or missed approach
(ALAT)
This mode uses radar altitude and barometric altitude to

detect accumulated altitude loss after take off or a missed
approach. The height above take off altitude is used. The
take off alert is disabled after climbing 770ft above take off
elevation; the go-around alert is disabled when reaching
1000ft radar altitude.
Voice Message: “DON’T SINK”
Pilots Action: Level wings and immediately establish a

positive rate of climb.
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MODE 4 - Flight into terrain not in landing configuration
(FITNL)
Mode 4A - During cruise
Uses radar altitude to detect too low an altitude without gear

and/or flaps in landing configuration.
Voice Message: “TOO LOW TERRAIN”
Pilots Action: Adjust flight path to recover safe terrain

clearance until visual and aural alerts
cease.
Mode 4A - During cruise gear up below 500ft agl

and/or flaps in landing configuration below 500ft AGL.
Voice Message: “TOO LOW GEAR”
Pilots Action: Execute Go-around if proper terrain

clearance or landing gear position
cannot be immediately verified.
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Mode 4B - During cruise flaps up below 170ft agl

and/or flaps in landing configuration below 170ft AGL.
Voice Message: “TOO LOW FLAPS”
Pilots Action: Execute Go-around if proper terrain

clearance or flap position cannot be
immediately verified.
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MODE 4C- During descent or terrain
Uses radar altitude to detect terrain rising faster than

airplane is climbing, after takeoff or missed approach.
Voice Message: “TOO LOW TERRAIN”
Pilots Action: Adjust flight path to achieve safe terrain

cease.
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MODE 5 - Excessive downward glideslope deviation
(EDGSD)
When in landing configuration, provides an alert in the event

of an excessive downward deviation from an ILS Glideslope
when below 950 ft radar altitude and localizer is valid.
Voice Message: “GLIDESLOPE”
Pilots Action: Immediately climb to re-establish proper

glidepath or execute a go-around.
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MODE 6 - Altitude callout (VC)
Provides a voice callout “Five Hundred” when the aircraft

descends through 500 ft radar altitude with the gear down.
Voice Message: “FIVE HUNDRED”
Pilots Action: None advisory only.
Forward Looking Terrain Alerts (FLTA Alerts) FLTA
Looks ahead of the aircraft along the lateral and vertical flight
path against the terrain database to provide an alert if a
potential terrain threat exists.
Voice Message “CAUTION TERRAIN”
Pilots Action: Adjust flight path to achieve safe terrain

cease.
Premature Descent Alerts PDA
Uses the vertical and lateral position of the aircraft compared

to the proximity of the nearest airport to determine if the
aircraft is abnormally below a reasonable altitude for
approach to the airport.
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14.4 OPERATIONAL OVERVIEW NOTE: There is no guarantee that every obstacle is
charted or that every charted obstacle is in the
Use the TOPO, TERR or TFC display buttons to select the obstacle database.
display that is appropriate for current flight operations. Use
the Range Up/Down buttons to increase or decrease the Database Updates
range. Use the view button to select a 360º FULL view or a
70º ARC view. The distance ratio is maintained when Updates to the coverage area database can be obtained on
toggling between FULL & ARC. CD-ROM or downloaded from the SANDEL web site. They
are used in conjunction with a SANDEL data loader program
If any terrain alert occurs, the TAWS alert text is shown at that runs on a laptop computer. The terrain data is
the bottom of the screen and an audible alert message will downloaded from the PC into the ST3400 through a USB
occur on the cockpit audio system. The REL (relative port located on the front right corner of the ST3400.
altitude) terrain display screen is automatically selected at an
appropriate range to put the alerting terrain on screen. This The SANDEL data loader program is compatible with
action occurs on any alert, including GPWS. If the pilot has Windows 98, 2000 and XP operating systems.
previously selected TAWS INH, GPWS alerts are still
enabled but no terrain will be shown.
The internal database of the ST3400 includes terrain,

charted man-made obstacles, and airports with runways
greater than 2500 feet in length. Obstacles are not shown
discretely but are included in the terrain cell height. This
means for instance that flat terrain with charted broadcast
antenna may show the terrain cell containing the antenna as
yellow when all the surrounding terrain shows green.
The terrain and airport database coverage is provided by

geographical area and is currently limited to those areas
between 70ºN and 70ºS latitude.
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14.5 CURRENT DISPLAY MODES Range Ring
This location in the upper left corner identifies the current The range ring displays the current terrain or TFC range in
display mode: PRED, REL, TOPO, or RMI. The current nautical miles. The range ring is a full circle in the FULL view
display mode will flash for 5 seconds whenever it changes to mode and a 70° arc in the ARC view mode. Switching
REL or PRED modes. between the FULL and ARC view maintains the terrain cells
the same size during range changes. Range is not displayed
Flightplan in the RMI display mode. Pressing the UP ARROW KEY [↑]
increases the range. Pressing the DOWN ARROW KEY [↓]
Each flight plan segment of the GPS/FMS flight plan consists decreases the range.
of a line between consecutive waypoints. The active flight
plan segment is coloured magenta and the rest of the flight View Range Ring
plan is coloured white. When the RMI bearing pointer is
selected to GPS, the bearing pointer will point to the FULL 1, 1.5, 2.5, 5, 10, 20, 40
direction of the waypoint on the magenta segment. ARC 2, 3, 5, 10, 20, 40, 80
Lubber Line and Directional Source Readout
The lubber line is the direction reference for the compass

card RMI mode. It is shown as an inverted solid triangle
stationary at the top of the display; the compass rose/arc
rotates when the aircraft’s track changes.
The directional source (HDG/TRK) for all modes is shown

within a box at the top of the display and flashes for 5
seconds whenever it should change between heading and
track. Terrain views are based on TRK (where you are
going) and RMI is based on HDG (where you are pointed).
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14.6 DISPLAY DURING ALERTS The supported external switch / annunciators are TAWS
INH, GS CANCELLED and FLAP OVRD.
Unless TAWS INH has been selected, if an alert occurs the
REL terrain view is displayed in ARC view at an appropriate TAWS INH illuminates whenever TAWS INH is shown on the
range to put the terrain conflict on the screen. ST3400 display. It also illuminates for other reasons, such as
loss of GPS signal or no terrain data. This will correspond
If TAWS INH has been previously selected, classic GPWS with a flagged terrain display. (When you power up the
alerts are still enabled but terrain is not shown and is system TAWS INH will display while the terrain database is
replaced by a yellow ‘X’ in the REL and PRED display being initialized).
modes.
GS CANCELLED illuminates whenever GS CANCELLED is
EXTERNAL SWITCH / ANNUNCIATORS shown on the ST3400 display.
External switch / annunciators may be installed, if required or FLAP OVRD illuminates whenever FLAP OVRD is shown on
desired. the ST3400 display.
The supported external annunciators are CAUT, WARN and Pressing external TAWS INH, GS CANCELLED, or FLAP
GPWS FAIL. OVRD has the same function as the pilots menu TAWS INH,
GS CANCELLED of FLAP OVRD respectively.
CAUT caption illuminates simultaneously whenever

an amber caution is present on the ST3400 display. TERRAIN Display During Ground Operations
WARN caption illuminates simultaneously whenever When connected to BENDIX/KING and universal GPS/FMS
a red warning is present on the ST3400 display. receivers, the ST3400 will not display terrain until the aircraft
starts taxiing. This prevents the display from showing terrain
GPWS FAIL illuminates whenever the GPWS FAIL data when these receivers are in self-test mode, which is not
indication is shown on the ST3400 display. indicated in the receiver data stream.
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14.7 TERRAIN SELECTION BUTTON On approach to the airport, the colour bands become
compressed; in effect the yellow/green bands shrink as the
The TERRain button toggles the display between RELative aircraft gets closer to the runway. When the aircraft is within
altitude mode, which colour-codes terrain above and below 1 nm of the airport (during flight) and when on the ground,
the current aircraft altitude, and PREDictive altitude mode, the green and yellow warnings are suppressed, only Red is
which colour-codes terrain based on the aircraft’s future used to depict terrain above the aircraft.
altitude.
REL (Relative Altitude) Display
Press the TERR button to display the REL view of terrain.
The REL (Relative Altitude) display mode shows the terrain
Press again to display the PRED view of terrain. above and below the aircrafts current altitude, regardless of
climb or descent rates. It is most useful to answer the
When in REL or PRED view, the ‘VUE’ button toggles the question of what is above the aircraft and what is below the
display between FULL and ARC view. aircraft and also what is close to, but below the aircraft.
Bearing pointer indications may be overlaid on the terrain During an alert this display will be automatically selected and
display with the BRG1 or BRG2 buttons. shown in ARC view unless the pilot has previously selected
TAWS INH. The display mode may be overridden by the pilot
COLOUR ZONES for RELative and PREDicted altitude after the automatic switching occurs.
displays
On the RELative and PREDicted altitude displays, terrain

that is farthest below the aircraft altitude is shown in black,
terrain closer to the aircraft altitude is shown in green and
terrain even closer to the aircraft altitude is shown in yellow.
Terrain above the aircraft altitude is shown in light red and
terrain further above the aircraft altitude is shown in dark red.
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PRED (Predictive Altitude) Display If an alert occurs while in TOPO, the display mode will
change to REL, in ARC view, at an appropriate range to put
The predictive Altitude Display Area is a circular conic up to the terrain conflict on the screen as long as the pilot has not
13nm in radius within the future altitude of the aircraft (based previously selected TAWS INH.
on current conditions), it is compared to the terrain heights
and then colour coded. In FULL display mode, the terrain TRAFFIC Selection Button Not Used
behind the aircraft will be shown as if the airplane were to
have turned in that direction at the current climb or descent
profile.
The 13nm limit is shown by a solid cyan circle. No terrain at

all will show beyond this 13nm limit in PRED display mode.
PRED mode is useful when used in climbs and descents by
visually presenting the terrain situation farther into the future
than FLTA alert itself.
TOPO Selection Button
The TOPO selection button is used to display a

topographical view of the terrain in sectional chart colours. A
colour scale guide is provided on the right side of the display
as a helpful on-screen guide to relative colour coding. Ocean
is shown as a special blue colour. Other water topology is
not shown uniquely in blue, it is shown by elevation using
normal colour coding. A flight plan is always displayed if
received from GPS/FMS and the bearing pointers will display
if selected using the BRG1 or BRG2 buttons.
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14.8 RMI SELECTION BUTTON BRG pointer No2. The double needle pointer displays
bearing to the current selected navigation source. Press
In the RMI mode, the compass rose is displayed in a 360º [BRG 2] to turn BRG 2 on/off. Hold [BRG 2] to activate the
full view with aircraft symbol at the centre. The RMI is always selection menu. Bearing source selection includes all
displayed HDG-up, which differs from the terrain views which installed navigation receivers. To exit the menu press
are TRK-up. As a reminder to this change in directional [MENU OFF] softkey. The colour of each bearing pointer,
reference “HDG” will flash whenever it changes from TRK to and its associated numeric display, provide the following
HDG or vice-versa. No terrain or flight plan is displayed in colour coding when on side:
RMI mode. The RMI display shows a traditional 360 degree
compass rose. A symbol in the centre represents the ADF: Magenta
aircraft’s current position. The compass card display rotates GPS: Cyan
in relation to changes in the heading. VOR: Green
Bearing Pointers Yellow is used when the unit displays cross side source
information.
The RMI display can show two independent bearing pointers
the primary and the secondary. Each pointer is fed from an The digital numeric bearing to the navigation source of the
individually selected navigation receiver source.The primary bearing pointer is displayed at the bottom of the screen.
pointer is displayed as a single needle. The secondary When the data is invalid “---“ is displayed and the associated
pointer is displayed as a double needle. The head of each bearing pointer is removed from the screen. The selected
bearing pointer indicates the bearing to the navigation bearing pointer name is displayed above the numeric
source and the tail of each pointer indicates the bearing from bearing display.
the navigation source.
NOTE: Certain ADF receivers may not supply an
BRG pointer No1. This single needle pointer displays “invalid” signal. In these cases, the receiver will
bearing to the selected Nav source, pressing the [BRG 1] to park the needle, usually 90º to the right of the
BRG 1 on/off. Hold [BRG 1] to activate the selection menu. lubber line, when no signal is being received.
Bearing source selection includes all installed navigation
receivers. To exit the menu, press [MENU OFF] softkey.
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TERRAIN Alerts
The TAWS INH function cancels all FLTA and PDA alerts but
The FLTA (forward looking terrain alerts) area is an internal does not cancel basic GPWS alert modes 1-6. By regulation
computation that covers an area mostly in front of but also to there is no provision to disable GPWS modes except by
the side of the aircraft. pulling the TAWS CB.
Through sophisticated look ahead algorithms, alerts are

generated if terrain or an obstacle conflict with the flight path
angle of the aircraft. The range and altitude of the aircraft are
computed along the projected flight at 1 second intervals.
Aircraft vertical speed, altitude, ground speed and direction
are used to determine possible future threats approximately
60 seconds ahead of the terrain conflict.
When an alert occurs, REL is automatically displayed, in

ARC view, at an appropriate range, minimum 5nm, to put the
terrain conflict on the screen providing the pilot has not
previously selected TAWS INH.
TAWS Inhibit
FLTA and PDA alerting can be inhibited using the pilots

Menu TAWS INHIBIT. This function also inhibits REL and
PRED displays.
The taws inhibit is used if the there is a failure of the FMS, or

if the pilot determines the TAWS alert to be erroneous, or if
the pilot performs a landing on an airfield not covered by the
ST3400 data base.
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14.9 PILOTS MENU TFC Override
Press the [M] button to access the pilots menu. Pressing the [TFC] button will overlay traffic over the REL,
PRED and TOPO terrain displays, this remote button has the
Press the [MSG] softkey to bring up the MSG screen to show same effect as holding the TFC button on the TAWS display
system messages and equipment status. unit for 1 second.
Press the [TEST] button to perform the external annunciation TAWS Inhibit
lamp test, on screen tests of warnings and caution and also
the audio warnings and cautions. Pressing the [TAWS INH] button will access the TAWS
INHIBIT function NORM or INHIBIT. In the INHIBIT state the
GLIDESLOPE Override TAWS alerts and PRED and REL displays are disabled but
the GPWS alerts and TOPO displays remain active. During
Pressing the [GLIDESLOPE] softkey controls the GPWS ground operations the PRED and REL displays are enabled
mode 5 glideslope alert NORM or OVERRIDE disabled. even when TAWS INHIBIT is enabled.
14.10 REMOTE SWITCHES Manual Brightness
FLAPS Override The brightness level of the display can be controlled by

manually pressing the [↑] or [↓] button, the level can be set
Pressing [FLAPS] softkey controls GPWS 4 FITNL alert between 0 and 100, it should be noted that each time the
NORM or OVERRIDE. OVERRIDE forces the internal flap unit is powered down, and then on the brightness level is
sensor to the down state regardless of the current flap reset back to 100.
position. Setting the flaps setting to OVERRIDE will also
suppress GPWS Mode 3 “don’t sink” alerts.
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MSG Display TAWS INH Taws inhibit active. All FLTA and PDA alerts
(Amber) are completely suppressed. GPWS alerts are
Whenever a system message exists on the MSG screen the still active. PRED and REL displays are
normal operating system will show MSG next to the [M] disabled except during ground operations. A
button. Press the [M] button, and then select the [MSG] yellow ‘X’ is shown instead of terrain
softkey (on the RMI button) to access the list of current information.
equipment status faults.
GPWS FAIL One or more GPWS modes are unavailable
To exit this function press the [MSG] to return to the pilots (Amber) due to failed equipment, typically radar
menu or press [EXIT] on the panel. altimeter failure. The failed equipment will show
on the MSG screen.
14.11 FAILURE ANNUNCIATIONS
MSG A message is waiting on the MSG screen
When an input is either not available (no information being (Amber)
received) invalid (information is being received but data is
not valid) or any other failure condition, a message will be TAWS FAIL In TOPO mode the display goes black with
displayed. (Amber) a Yellow cross in the upper section and the
annunciation TAWS FAIL (amber) on the upper
A list of failure annuciations are below, showing in the REL left.
display:
TCAS FAIL Display goes black except the range rings
GS CANCELLED Glideslope override active, no glideslope (Amber) remain in view, and the annunciation TCAS
(amber) alerts will occur FAIL (amber) on the upper right.
FLPS OVRD Flaps override active. The system treats the

(Amber) flaps as if they are in the landing config (down)
regardless of their true position.
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SYSTEM TESTS REQUIRING ACKNOWLEDGEMENT Nuisance Alerts
If an alert is previously determined to be erroneous, and is
In the event of certain equipment failures or the loss of repetitive at a specific location, the alerting function can be
specific required information a pilot advisory is displayed and inhibited. A perceived nuisance alert should be brought to
a flashing ”ACK” identifier is displayed next to the terrain the attention of Sandel.
button.
The ST3400 has an internal recorder that automatically
Press the [TERR] button to acknowledge the advisory. The records a minimum of 10 hours of flight data. The oldest data
advisory is displayed until acknowledged or until the advisory is automatically overwritten with the most recent data. This
expires. data can be used by Sandel customer support to analyze
recent alert activity.
If the self test feature detects a system error on power up,
the system error display is shown with an indication of the Grey Terrain Cells
cause of the error. If the cause of the error is an erroneous Grey terrain cells will be drawn in cases where terrain data is
CRC (Cylic Redundancy Check) then the expected and unavailable. This may also be accompanied by a “TAWS
calculated CRC is displayed. FAIL” message. One example of this is when flying beyond
the coverage region of the currently loaded terrain database.
If the cause of the error is a failed memory test, the type of
memory and address is displayed. When the display shows
“reset” identifier, use the [RMI] button to reset the system.
Bearing pointer not displayed

If the input signal is degraded or lost for a minimum of 5
seconds, the input source is considered invalid and the
bearing pointer is removed from the display. The bearing
pointer is redisplayed when the input source becomes valid
again for a minimum of 1.5 seconds, or immediately when
the input source provides a valid indication.
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SECTION 15
RADIO ALTIMETER
(ATA CHAPTER 34)
CONTENTS: -
15.1 GENERAL
15.3 INDICATOR (EARLY J31 WITH SPZ-500 FD)
15.4 INDICATORS (LATER J31/ALL J32 WITH SPZ-500 FD)
15.5 INDICATOR (ALL AIRCRAFT WITH SPZ-200 FD)
Radio Altimeter J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

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15.1 GENERAL 15.2 COMPONENT DESCRIPTIONS
The radio altimeter system is fitted as standard on aircraft (a) Transmitter/Receiver

with the SPZ-500 flight director, and by Service Bulletin on
aircraft with the SPZ-200 flight director. A Transmitter/Receiver can be located in either of 2
positions; Under the LH pilot’s seat pedestal, or in the nose
There are 3 variations of radio altimeter indicators that can equipment bay. It sends signals to the transmit antenna, and
be installed on the aircraft, however, the transmitter/receiver, receives a return signal from the receive antenna.
and antennas are common to all installations.
The information from the receive antenna is processed and
The 3 indicators are illustrated and described separately. delivered to a radio altimeter indicator.
NOTES: On aircraft with an SPZ-500 flight director, the The zero altitude position can be adjusted with a small
radio altitude information is also supplied to the screwdriver, preferably with the aircraft resting on its landing
flight director. gear. Any adjustment made with the aircraft on jacks will give
a false reading. (Adjustment screw is located on the front
On aircraft with an SPZ-200 flight director, panel of the transmitter/receiver).
radio altitude information is not supplied to the
flight director. (b) Antennas
Power supply is from the “RAD ALT” C/B on the 28V DC Both circular (flat plate 8” diameter) antennas are located on
avionics main busbar. the lower fuselage, and are flush with the fuselage skin. The
transmit antenna is located at stn 99, and the receive
When testing the system, hazardous microwave radiation is antenna is located at stn 120.
emitted. No personnel should be within 3 metres of the
transmit antenna during the test mode. Both antennas have been installed with a special gasket and
conductive sealant.
The system provides low altitude (0-2,500 ft) information.
The outer part of the antennas must not be painted.

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15.3 INDICATOR (EARLY J31 WITH SPZ-500 FD) (4) With the aircraft standing on its landing gear, check
the rad alt indicator shows 0 ft. Adjust as required by
This indicator is installed on early J31 aircraft that have the screw on the front panel of the transmitter/receiver.
SPZ-500 flight director system installed. On these early
aircraft, the attitude director indicators (ADI’s) do not have (5) Trip the “RAD ALT” C/B and check the rad alt failure
radio altitude indications. warning flag (red) comes into view.
A separate radio altimeter indicator is therefore required, and
is installed on the LH main panel. (6) Reset the C/B and confirm the flag goes out of view.
(a) Self Test Procedure (7) Rotate the DH SET knob to set the DECISION
HEIGHT CURSOR at 50 ft, check the DH light
NOTE: The procedure below has been reduced and (amber) is illuminated.
simplified to assist in your understanding of the
system operation. The full procedure is given in (8) Press and hold the self TEST button, and check the
the related Maintenance Manual. following events occur:
(1) Close the following C/Bs;  Pointer goes to 100 ft.

“RAD ALT” (28V DC Avionics main).  Failure warning flag comes into view.
“FLT DIRECTOR” (115V AC / 28V DC Avionics ess)  DH light extinguishes.
“VERTICAL GYROS” (115V Avionics ess/main).
(9) Release the self TEST button, and check the following
(2) Select AVIONICS MASTER SWITCHES (ESS and events occur:
MAIN) to ON.
 Pointer goes to 0 ft.
(3) Allow 3 minutes for gyros to erect and warning flags to  Failure warning flag goes out of view.
go out of view.  DH light illuminates.
(10) Trip circuit breakers as required.

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15.4 INDICATORS (LATER J31/ALL J32 WITH SPZ-500 FD) (5) Trip the “RAD ALT” C/B and check both the rad alt
displays show (- - - -).
The indicators are installed into the left and right attitude
director indicators, one on left main panel, and one on right (6) Reset the C/B and confirm displays return to 0 ft.
main panel. Both indicators can operate independently, and
are supplied as part of the SPZ-500 flight director system. (7) Rotate the LH and RH ADI DH/PUSH TEST KNOBS
to set a decision height of 50 ft on each DH display.
(a) Self Test Procedure Check the LH and RH DH LIGHTS are illuminated.
NOTE: The procedure below has been reduced and (8) Press and hold the LH ADI DH/PUSH TEST KNOB,
simplified to assist in your understanding of the and check the following events occur in sequence:
system operation. The full procedure is given in
the related Maintenance Manual.  8888.
 - - - -.
(1) Close the following C/Bs;  100ft.
“RAD ALT” (28V DC Avionics main).  DH LIGHT extinguishes.
“FLT DIRECTOR” (115V and 28V Avionics ess).
“VERTICAL GYROS” (115V Avionics ess/main). (9) Release the LH ADI DH/PUSH TEST KNOB, and
check the rad alt display shows 0 ft, the DH display
(2) Select AVIONICS MASTER SWITCHES (ESS and shows 50 ft, and the DH LIGHT illuminates.
MAIN) to ON.
(10) Repeat (8) and (9) for the RH ADI.
(3) Allow 3 minutes for gyros to erect and warning flags to
go out of view. (11) Trip circuit breakers as required.
(4) With the aircraft standing on its landing gear, check

both rad alt indicators show 0 ft. Adjust as required by
screw on front panel of the transmitter/receiver.

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15.5 INDICATOR (ALL AIRCRAFT WITH SPZ-200 FD) (6) Reset the C/B and confirm display returns to the
previous condition.
This indicator is used on aircraft which have the SPZ-200
flight director system installed. Aircraft with the SPZ-200 do (7) Rotate the DH/PUSH TEST KNOB to set a decision
not have their rado altimeter indicator installed as part of the height of 200 ft on the DH display.
flight director installation.
(8) Press and hold the DH/PUSH TEST KNOB, and
(a) Self Test Procedure check the following events occur in sequence:
(1) Close the following C/Bs;  The decision height (200 ft) is displayed for 2
“RAD ALT”……………..(28V DC Avionics main). seconds in the RAD ALT display.
“RH/CENTRE/ROOF” (28V DC main).
 The system test altitude of 50 ft is displayed for 2
(2) Select non-essential lights switch on roof panel to ON, seconds in the RAD ALT display.
and adjust roof panel dimmer to give controller
illumination.  The DH caption is illuminated.
(3) With the aircraft standing on its landing gear, check  The lamp test 8888 is displayed in the RAD ALT
the rad alt indicator shows 00 ft + or – 5 ft. Adjust as display.
required by screw on front panel of the
transmitter/receiver. (9) Release the DH/PUSH TEST KNOB, and check the
rad alt indication returns to zero.
(4) Check the red flag, located in front of the DH display
has cleared. (10) Trip circuit breakers as required.
(5) Trip the “RAD ALT” C/B and check the rad alt display
blanks, and the red flag across the DH display is in
view.

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SECTION 16
VHF COMMUNICATION
(ATA CHAPTER 23)
CONTENTS: -
16.1 GENERAL
16.5 CONTROLLER (REMOVE/INSTALL)
16.6 SELF TEST PROCEDURES
VHF Communication J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

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16.1 GENERAL Both pilots station boxes allow “VHF 1” and “VHF 2”
microphone and receiver selections to be made.
All aircraft are fitted with two separate VHF communication
systems, No1 & No2. 16.2 COMPONENT DESCRIPTIONS
Two control units, located on the right upper centre panel, (a) Transceiver
provide selection and display of frequency for each
transceiver. On the Pro Line 2 system, two COLLINS VHF 22A
transmitter/receivers are located in the nose equipment bay.
The early J31 aircraft have VHF 21A transceivers installed. Their frequency range is 118 to 135.975 MHz. in 25 kHz or
This old system is easily identified by observing the control 50 kHz steps. The power output of the transmitter is
units, which have mechanically selected frequency dials. approximately 20 watts.
(The NAV controller is also part of this shared control unit).
An over temperature monitor will inhibit transmission, if the
Some of the above aircraft were later modified to the VHF transceiver temperature exceeds 160°C. This protection can
22A Pro Line 2 transceivers, which have separate digital type be overridden by rapidly pressing the transmit switch twice.
controllers.
Later aircraft also have the VHF 22A Collins Pro Line 2 NOTE: The older VHF 21A transceivers are similar in
system fitted in place of the older systems. operation.
(b) Antenna
Electrical power for VHF No 1 is from the 28V DC AVIONICS
ESSENTIAL UNSW busbar, and power for VHF No 2 is The VHF 1 antenna is located on the upper fuselage at Stn
taken from the 28V DC AVIONICS MAIN busbar. 145, and the VHF 2 antenna is located on the lower fuselage
at Stn 359.
Transmit switches are located on both pilots control hand
wheels, allowing either pilot to transmit. The transmit NOTE: On aircraft with an upper ATC antenna, the
switches are spring returned to the OFF position. (See upper VHF antenna is repositioned to Stn 232.
section 22 for more information on transmit selectors).

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16.3 OLD TYPE CONTROLLER The OFF/PWR/TEST selector allows the VHF transceiver to
operate.
The controller can be selected to power the transceiver, and
selects the frequency at which the transceiver operates. OFF: Power to the transceiver is removed.
This old type controller is installed on early J31 constructor PWR: Power is supplied to the transceiver, allowing it
numbers only, and is easily identified by the mechanical to operate.
frequency selector and indicator. The left part of this
controller is used for the VHF communications system, and TEST: Power is supplied to the transceiver, allowing it
the right part for the VHF navigation system. to operate.
The squelch circuit is disabled, allowing the
NOTES: On some aircraft the communication part of the receiver to operate at maximum sensitivity.
controller is not used, and a metal cover plate (A background hiss is heard in the headset).
is positioned over the communications part of
the shared controller.
On these aircraft, a new Pro Line 2

communication controller is fitted.
The required VHF communication frequency is selected by

rotating the frequency selector knobs clockwise, or counter-
clockwise.
With this type of controller, it is not possible to store

frequencies in memory.
The volume control can be rotated to allow the audio level to

be set as required.

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16.4 NEW TYPE CONTROLLER The left rotary selector can be selected to:
OFF: Power is removed from the
The two control units, are located side by side on the right transmitter/receiver.
upper centre panel, and provide selection and display of
each transceiver frequency. ON: Power is applied to the transmitter/receiver.
Each control unit will display the ACTIVE and the PRE-SET SQ OFF: The “SQ OFF” position permits the receiver to
frequencies on the front panel, and will also store 6 pre-set operate at maximum sensitivity, this selection
frequencies in its memory. can be used for reception of very weak signals.
The "XFR/MEM" selector permits changeover from an active
to a pre-set frequency. The "STO" button is used to enter frequencies from the lower
(pre-set) display into the memory. To store a new frequency
The right rotary selector knobs control the VHF frequency. in memory:
The outer frequency selector operates in 1 MHz steps, whilst
the inner knob selects in 25 kHz steps when turned anti-  Toggle the MEM switch until the upper window displays
clockwise, or in 50 kHz steps if turned clockwise. the desired channel (CH1 – CH6).
 Rotate the frequency selector knobs until the lower
A “TX” caption located on the front of the control unit will window displays the frequency to be stored.
illuminate when either pilot’s R/T switch is activated. This  Press the STO button twice within five seconds.
indicates that the transceiver is in the transmit mode.  After approximately five seconds, the controller returns to
normal two display tune-pre-set mode of operation.
Should the transmit signal be held for 2 minutes, (R/T switch
stuck) the transceiver will automatically revert to the receive The "ACT" push button, (when pressed for 2 seconds) allows
mode of operation. the active frequency to be altered by the rotary selector and
the pre-set display to extinguish, i.e. manual selection. When
The volume control is mounted concentrically with the left again pressed for 2 seconds the active display and the pre-
rotary selector, and can be set as required. set display return to a 2 display tune/pre-set mode.

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16.5 CONTROLLER (REMOVE/INSTALL) When the test is complete, the upper display will show 4
dashes and the lower display '00'.
The old type controller is installed and removed by four quick If a fault is detected, the upper display will be 'DIAG' and the
release “DZUS” fasteners. See page 5. lower display shows a 2-digit fault identification code.
The new type controller is installed and removed by rotating Listed below is the possible fault codes:
a single Phillips head screw. This screw is located on the 00 No fault found.
lower left part of the control unit. 01 5V DC below limit.
02 5v DC above limit.
Rotating the screw clockwise pulls a small metal arm against 03 12V DC below limit.
the controller mounting plate, holding the control unit against 04 12V DC below limit.
the mounting plate. Rotating the screw anti-clockwise 05 Synthesiser not locked.
removes the plate allowing the controller to be pulled 07 Noise squelch open without signal.
forwards. 08 Noise squelch open with signal.
The controller mounting plate is attached to the instrument 12 BCD frequency code invalid.
panel by four “DZUS” fasteners. 13 2 out of 5 frequency code invalid.
14 Serial message invalid.
16.6 SELF TEST PROCEDURES 15 Frequency out of range.
16 Forward power below limit.
The following checks are for the Pro Line 2 system only. 17 Transmitter temperature excessive.
When the receiver is switched on, a tone sounds while the 21 Tuning voltage out of limit at highest receive freq.
microprocessor checks its memory. If there is a defect 22 Tuning voltage out of limit at 118 MHz.
detected, the tone continues to sound indicating that the 23 Local oscillator output below limit.
receiver can neither receive nor transmit. 24 No signal AGC voltage too high.
25 Inadequate AGC voltage increase with RF signal.
Pressing the TEST button activates a self-test routine. The 26 Reflected RF power above limit.
display intensity will modulate from minimum to maximum 27 Transmitter timed out.
brightness, and several audio tones will be heard.

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SECTION 17
AUDIO INTEGRATION / P.A.
(ATA CHAPTER 23)
CONTENTS: -
17.1 GENERAL
17.3 CCS OPERATION
17.4 FLIGHT ATTENDANT POSITION
17.5 PASSENGER ADDRESS
17.6 TAPE PLAYER
Audio Integration P.A. J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
NOT FOR FLIGHT DECK
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17.1 GENERAL  Right flight deck speaker amplifier.
 Altitude alert tone generator.
The audio integration system distributes audio signals, from  3RD crew member’s intercom amplifier. (customer option).
the navigation and communication receivers, to crew  Flight attendant intercom amplifier. (customer option).
headphones, or to the flight deck speakers.
The illustration shows the normal locations of the above
It also delivers signals, from crew microphones, to components, however, on some aircraft, there may be
communication transmitters, and PA facilities. changes in their locations.
The audio integration system can also be referred to as the 17.2 COMPONENT DESCRIPTIONS
"COCKPIT COMMUNICATIONS SYSTEM", or "CREW
COMMUNICATIONS SYSTEM" (CCS). (a) Audio Balance Unit
Each pilot's position has a CCS control unit, (station box) A Racal T691/1 audio balance unit, located under the co-
located on the side console, and a speaker in the roof area, pilot’s seat platform, provides potentiometer adjustment of
above the pilot's head. audio signal levels. The recommended adjustment
procedures are given in the Maintenance Manual chap 23.
Some aircraft have a flight attendant’s handset located at the
rear of the passenger cabin. These aircraft also have an  RV1 VHF 1.
intercom amplifier and an attendant call button located in the  RV2 VHF 2.
flight deck. The flight attendant position is described later.
 RV3 NAV 1.
 RV4 NAV 2.
The following components are located below the RH pilots
seat platform:  RV5 ADF 2.
 Audio balance unit.  RV6 DME 1.
 Cockpit voice recorder summing amplifier.  RV7 DME 2.
 PA cabin amplifier No 1.  RV8 MKR 1.
 PA cabin amplifier No 2.  RV9 MKR 2.
 Left flight deck speaker amplifier.  RV10 ADF 1.
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(b) Jack Sockets As a customer option, a hand held microphone can be
provided for the left and right pilots. When this aditional
Three jack sockets are located on the left flight deck microphone is required, the two position microphone
partition, and three on the right flight deck partition. One for changeover switches on the side consoles, are replaced with
headphones, one for boom microphone, and one for oxygen three position microphone changeover switches.
mask microphone.
Hand held microphones are located on a clip on the left and
NOTES: As a customer option (kit 2616), mic and tels right side walls, and a microphone socket is installed on each
sockets are provided, for a 3rd headset, pilot’s main instrument panel.
together with an ON/OFF switch. When
installed, these components are located on the (d) R/T I/C Switches
right inboard edge of the flight deck partition,
below the battery bus circuit breakers. All J31, and early J32 aircraft (C/N 601-799), have the old
type handwheel, while all later J32 (C/N 800-999), have the
The 3RD crew member’s intercom amplifier is new type handwheel. (Both have the same switch action).
located below the RH seat platform.
A three position handwheel mounted switch is fitted on each
(c) Microphone Changeover Switches pilot’s outboard handgrip.
A two position BOOM/MASK microphone changeover switch INTERCOM: Allows intercom between crew members.
is located on each side console. Switch is pulled rearwards to operate, and has
with no spring return action.
BOOM: permits the headset boom microphone to
operate. OFF: Intercom OFF. (Switch in centre position).
MASK: permits the oxygen mask microphone to TRANSMIT: Keys the selected system; VHF 1, VHF 2, or
operate. PA. when pushed forwards from OFF. Switch is
spring returned to OFF when released.
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(e) Station Box
An “I/C” (intercom) on/off, volume control permits
Each pilot’s Station Box has identical selectors and has communication between pilots when their handwheel switch
internal microphone and telephone amplifiers. Under normal is selected to the intercom position.
operations both station boxes are powered, and allow the When the rotary volume control is rotated fully anti-
CCS to function. clockwise, a switch activates to put the intercom OFF.
Two multi-pin connectors are located at the rear of the The “EMER/NORM” selector is normally kept in the NORM
station box. position, however, if a power failure occurs, it can be
selected to EMERGENCY.
The station box, (CCS Controller) has two rows of toggle To select the EMER position, the switch toggle must be
switches, which provide selection of individual navigation and pulled upwards to clear a mechanical gate, and then moved
communication receiver audio outputs. (Selecting the toggle to the left.
switch forwards, selects the audio).
When the red, gated NORM/EMERG switch is selected to
The “SPKR/TELS” toggle switch, can be selected to either EMERG, it permits only one radio receiver output to go
SPKR or TELS to send this audio information to either the directly to the headphone jack socket. (Only one toggle
pilot’s speaker, or his headphones. switch should be selected). This audio signal is determined
by priority (left to right, top to bottom), of the switches
The speaker above the left pilot is supplied from the left selected. (VHF 1 has top priority).
station box, and the speaker above the right pilot from the
right station box. In the emergency mode of operation, the integral microphone
amplifier, and telephone amplifier, are not powered and are
The “RX VOL” control is provided to give a master control of automatically by-passed. The RX volume will not operate at
all receiver audio levels to the headset or speaker. this time.
A rotary “MIC/KEY” selector routes the pilot’s microphone If no receiver audio is selected, intercom is available on the
output to VHF 1, VHF 2, or PA. This selector also selects the headphones.
transmit keyline to the selected transmitter.
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17.3 CCS OPERATION The volume control permits the output audio level to the
headset or the speaker to be controlled.
(a) Normal
A rotary selector routes the transmit selection and the pilot's
Each control unit is supplied, from both 28V DC avionics microphone signals to either VHF 1, VHF 2, or PA.
main, and 28V DC avionics essential unswitched busbars.
Diodes are installed to isolate the power supplies. An I/C on/off and volume control permits the intercom
volume level to be controlled.
NOTES: On early J31 aircraft, the CCS–R circuit
breaker on the ESS UNSW BUS, and the (b) Emergency
CCS–L circuit breaker on the AVIONICS MAIN
BUS are not fitted. (On these aircraft, the co- When the red, gated NORMAL/EMERGENCY switch is
pilots system is inoperative when only battery selected to EMERG, it permits only one radio receiver output
power is available). to go directly to the headphone jack socket,
On later J31's the CCS-R circuit breaker is In the emergency mode of operation, the integral microphone
fitted on the ESS UNSW BUS. (On these amplifier, and telephone amplifier, are not powered and are
aircraft, the co-pilots system is operative when automatically by-passed. The RX volume control is not
only battery power is available). working at this time.
On all J32's four circuit breakers are used and Only one receiver audio is available, and is determined by
are as shown on the illustration. priority (left to right, top to bottom) of the switches selected.
(VHF 1 has top priority). i.e. If VHF 1 and DME 1 are
The red, gated NORMAL/EMERGENCY switch located on selected, only VHF 1 will be heard.
the CCS controller, (when selected to NORM), permits all
selected radio receiver outputs to be available to the pilot. If no receiver audio is selected on the station box,
uncontrolled intercom is available on the headset.
A TELS/SPKR switch on the controller. can supply the audio
output to the headphones, or to the speaker.
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17.4 FLIGHT ATTENDANT POSITION (Customer Option) The handset has three push button selector switches:
(The switches are rocker types, and the upper part of the
The flight attendant position is installed on the aircraft as a switch should be pushed to select it).
customer option, most aircraft registered in the USA do not
require a flight attendant, and do not have a flight attendant  Selecting the I/C switch enables communication with
position. flight deck crew via the audio integration system.
A handset is installed at the rear of the passenger cabin,  Selecting the PA switch permits the flight attendant to
normally on a bulkhead panel at the entrance door area. broadcast to the passengers. (The flight crew can
override the flight attendant, when the PA is being used
A flight attendant intercom amplifier is installed below the R by the flight attendant).
H pilot’s seat platform, this enables the flight crew and the
attendant to communicate.  Selecting the CANX switch, cancels either I/C or PA
selections, and the applicable indicator light extinguishes.
A flight attendant CALL button is located on the LH side
console. Pushing the button activates a chime tone on the To use the handset, either the PA switch or the I/C switch
PA system. must be momentarily pushed, a red light comes ON to
confirm the switch is selected.
The handset provides communication between flight deck
crew and the attendant, it also permits the attendant to The red bar must be pushed in and held to operate the
broadcast to the passengers on the PA system. keyline, and allow the microphone to be connected to either
the PA or intercom modes. Releasing the red bar allows it to
spring return to OFF disabling the microphone and keyline.
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17.5 PASSENGER ADDRESS
(a) General
The passenger address system enables the flight crew, or

the flight attendant, to broadcast messages to the
passengers.
The two passenger address amplifiers are located below the

RH pilot’s seat platform. The No 1 amplifier supplies
speakers on the left side of the passenger cabin, while the
No 2 amplifier supplies the speakers on the right side.
Each amplifier has a gain adjustment for setting the required

volume level.
A chime unit is located below a furnishing panel on the co-

pilots sidewall. It provides a chime tone on the PA system
when a specified action occurs:
 A transmit switch is pressed, with a PA selection.
 The no smoking or seat belt switches are operated.
 The cabin call button in flight deck is pushed.
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(b) Cabin Speakers
The No 1 amplifier supplies speakers on the left side of the

cabin, while the No 2 amplifier supplies the right speakers.
A total of seven 15, moving coil speakers are fitted at

various locations on the cabin roof area.
On the left side, there are three speakers located on the

passenger service unit (PSU) panels, and one in the
vestibule area.
On the right side, there are three on the PSU panels.
Each set of speakers is connected in parallel.
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(b) Operation
The pilot’s use of the PA has priority over the flight attendant.
NOTE: Both the left and right pilots can access the (A relay locks out the flight attendant microphone when
passenger address system, however on the either pilot keys the PA system).
illustration only the left pilot’s position is shown.
The No 1 amplifier, (left speakers) is supplied from 28V DC

avionics essential bus, and the No 2 amplifier, (right
speakers) is supplied from 28V DC avionics main bus. 17.6 TAPE PLAYER
When PA is selected on a pilot’s station box and the A cassette tape player can be installed in the rear passenger
handwheel transmit switch is pressed, a relay inside each of cabin as a customer option. When fitted, the tape player
the amplifiers is energised, and supplies power to the connects into the PA amplifiers.
amplifier.
Both the flight crew and the flight attendant take priority over
When the cabin attendant PA switch is selected, and the the tape player using the PA amplifiers.
handset red bar depressed and held, the amplifiers are
energised by the same internal relays. Due to the small numbers of aircraft with a tape player, it will
not be illustrated in this manual.
The chime unit provides a chime tone on the cabin speakers
when a transmit switch is selected in the PA position.
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SECTION 18
EMERGENCY LOCATOR TRANSMITTER
(ATA CHAPTER 25)
CONTENTS: -
18.1 GENERAL
18.3 SYSTEM TESTING
Emergency Locator Transmitter J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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18.1 GENERAL Power supply is obtained from a battery contained within the
transmitter. This battery is automatically retained in the
The ELT system described here is fitted as a customer charged condition by a supply from the 28V DC AVIONICS
requirement, and was not installed in UK registered aircraft. MAIN BUS.
New JAR OPS regulations will be effective from Jan 2002, The transmitter is automatically activated when deceleration
and will make this old system obsolete. (New system must in line of flight exceeds +5G.
be capable of transmission on satellite frequency).
Transmission can be manually selected by use of the remote
When information is available for the new system, this switch on the right upper centre panel, or by a switch located
Section of the manual will be revised to give a description. on the front panel of the transmitter.
18.2 COMPONENT DESCRIPTION When activated, the transmitter will transmit a pre-set code
at frequencies of 121.5 MHz, and 243 MHz for a minimum of
The ELT system consists of the following components: 52 hours.
 Transmitter located in rear equipment bay at Stn 442. 18.3 SYSTEM TESTING
 Antenna located in the left upper side of the fuselage, at CAUTION: CONSULT THE MAINTENANCE MANUAL
Stn 442. See Section 2 page 9. BEFORE ACTIVATING ANY SWITCHES.
 Inertia activated switch, located inside the transmitter. System testing should be carried out in accordance with the
procedures in the M.M. When testing; there may be an
 Remote control 2-position toggle switch "ON TEST/ARM" allocated time, i.e. within zero and five minutes after the
located on the right upper centre panel. hour. This allows the monitoring authorities to differentiate
between a test and a genuine transmission.
NOTE: On later aircraft, a rocker type switch and an
indicator light replaces the toggle type switch.
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SECTION 19
COCKPIT VOICE RECORDER
(ATA CHAPTER 23)
CONTENTS: -
19.2 CVR TESTING
Cockpit Voice Recorder J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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19.1 COMPONENT DESCRIPTION On the front of the recorder are five test switches, a
headphone jack, and a recording level go/no-go meter.
(a) Recorder
(b) Underwater Locating Beacon
The Fairchild A100 cockpit voice recorder is located in the
rear equipment bay, along with the flight data recorder. The underwater locating beacon can be installed on either,
or both, the CVR or the FDR.
The recorder consists of an endless magnetic tape, which
will record 30 minutes of information; previous recordings (c) Inertia Switch
made before the 30-minute period are automatically erased.
The Inertia switch is located on the underside of the
A Service Bulletin permits the older magnetic tape recorder recorder-mounting platform at Stn 440.
to be replaced by a new digital recorder. In the event of an aircraft crash, the inertia-operated switch
Within the recorder case, the magnetic tape, or the digital will remove electrical power from the recorder, and allow the
storage device, is protected against fire and shock. previous 30 minutes of information to be retained on tape.
Most operators have the CVR powered from the 28V DC (d) CVR Summing Amplifier
AVIONICS ESS bus bar, however some installations were
powered from the 115V AC AVIONICS ESS bus bar. The CVR summing amplifier is located below the RH pilots
seat platform. It receives signals from the LH pilot’s mics and
The cockpit voice recorder provides four separate channels, tels, and the RH pilot’s mics and tels.
however only three channels are used.
The inputs to these channels are from the pilot's and co- The summing amplifier will amplify the microphone signals to
pilot's positions, and the flight compartment area achieve an equal signal level for mics and tels.
microphone.
It will supply two output signals to the CVR, Channel 1 for LH
 LEFT PILOTS MICS AND TELS. pilot’s mics and tels; and channel 3 for the RH pilot’s mics
 RIGHT PILOTS MICS AND TELS. and tels.
 FLIGHT COMPARTMENT MIC.
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(e) Control Unit 19.2 CVR TESTING
The control unit is located on the right upper centre panel in (See Maintenance Manual for Detailed Testing)
the flight deck.
On the front of the control unit is an “AREA MICROPHONE”  Ensure that the circuit breaker "CVR" is closed and the
which will record warning horns, fire bells, or other flight deck AVIONICS busbars are powered.
sounds.
 Ensure park brake is applied.
The “ERASE” and “TEST” push button switches are also
located on the control unit front panel. These switches permit  Plug a headset into CVR control unit jack socket.
the complete erasure of information on the tape, and testing
of information stored on the tape.  Press and hold the TEST switch on CVR control unit,
and ensure a 600 Hz tone is audible on the headset and
A headphone jack socket and a go/no-go meter, indicate the the CVR control unit meter pointer indicates in the green
correct operation or otherwise of the recorder. area. As the test signal progressively switches through
the 4 channels (channel switching will be heard in the
(f) Park Brake Microswitch headset, and observed on the meter pointer).
The microswitch is located on the parking brake handle  Release the TEST switch, indications above cease.
mechanism. When the handle is pulled, the microswitch
contacts will close, and when released, contacts will open.  Speak into the CVR control unit microphone, and ensure
your voice is heard in the headset with approximately 0.5
(g) CVR Erase Relay seconds delay.
The CVR erase relay is located on the front pressure  Press and hold the ERASE button on the CVR control
bulkhead above the LH battery. The relay is energised when unit for 2 seconds, then release. Ensure a 400 Hz tone
the landing gear selector is selected DOWN, and the nose can be heard in headset, for a minimum of 5 seconds.
wheel is on the ground. The ERASE signal from the control
unit ERASE switch, to the recorder is then available for use.
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SECTION 20
FLIGHT DATA RECORDER
(ATA CHAPTER 25)
CONTENTS: -
20.1 J31 FIVE CHANNEL RECORDER
20.2 J32 TWENTY CHANNEL RECORDER
20.3 UNDERWATER LOCATING BEACON
Flight Data Recorder J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009
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20.1 J31 FIVE CHANNEL RECORDER
(a) General
The recorder is located in the rear equipment bay between

Stn 421 and Stn 442. The underwater locator beacon can be
installed on either or both, the FDR, or the CVR.
(b) Early J31 Aircraft
On early J31 aircraft, the recorder has a capacity of 25 hours

of information, which is continually recorded and erased. i.e.
the tape is a continuous loop, and only holds the last 25
hours of information.
This recorder records a total of 5 channels of information:
 Vertical acceleration.
 Airspeed.
 Altitude.
 Compass heading.
 Press to transmit events.
(c) Later J31 Aircraft
On later J31 aircraft, the magnetic tape version is replaced

with a digital recorder, which does not use magnetic tape.
This recorder still holds at least 25hrs of information for 5

channels.
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(d) Component Description Altitude:
Information is received from static port No 5, and converted
The main components of the FDR system, are a recorder to electrical information by a transducer inside the FDR.
unit, and a vertical accelerometer. The recording unit is
enclosed in an armoured and fire insulated area. Compass Heading:
XYZ synchro information is obtained from the No 2 Gyro
The accelerometer is located inside the passenger cabin, Compass system, i.e. LH pilots radio magnetic indicator.
below the floor on the right side of the fuselage at Stn 213.
VHF Transmissions:
The recorder has built in test equipment, (BITE) that A pulse is applied to the tape when either pilots R/T switch is
continually monitors its operation. If it detects a problem, the selected to transmit.
amber “FDR FAIL” light will illuminate. This failure indication
light is located on the right upper centre panel. (f) Operation
Power to operate the flight data recorder is supplied from the The recorder is operative when the busbars are energised
115V AC avionics main bus. The 28v DC avionics essential and the FDR circuit breaker is closed.
supply is used for the filaments in the “FDR FAIL” light.
If a fault is sensed in the recorder, the amber “FDR FAIL”
(e) Parameters Recorded: indicator, (right upper centre instrument panel) will illuminate.
Vertical Accelerometer: The “FDR FAIL” indicator will also illuminate if the 115v
Gives electrical output proportional to vertical G forces. supply to the recorder is lost.
Airspeed: Momentarily pushing the indicator caption, activates an

Information is received from pitot head No 2, and converted integral switch to test the filaments.
to electrical information by a transducer inside the FDR. .
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20.2 J32 TWENTY CHANNEL RECORDER  Engine RPM.
 Power lever position (fwd or rearwards of flight idle).
(a) General  Press to transmit events.
The FDR is located in the rear equipment bay on the LH side At least 25 hours of flight data can be stored before the unit
at approximately STN 431. It is installed in a crash proof starts to overwrite the previous data.
structure and is designed to withstand impacts of up to 15g.
At scheduled time intervals, the recorded data may be down-
All J32 aircraft have the digital storage recorder installed, this loaded from the FDR to a suitable play-back device. An
recorder does not use magnetic tape. electrical connector is located below a small panel on the
front of the FDR case. This data can be co-related with CVR
The recorder contains a microprocessor which converts, data if necessary.
digitises, formats, and stores 17 flight data parameters.
The recorder is inhibited when ground power is being used,
 Relative time. control relays are located in the nose equipment bay.
 Vertical acceleration.
 Lateral acceleration. An “FDR FAIL” indicator light is located on the right upper
 Altitude. centre panel. This will illuminate if the FDR loses the 115V
 Airspeed. AC power supply, or if the FDR BITE detects a fault
 Magnetic heading. condition.
 Pitch attitude.
 Roll attitude. The BITE facility verifies data after storage, status condition
of the FDR memory, and records BITE status in the memory.
 Elevator position.
 Flap position.
 Rudder position.
 Aileron position.
 Elevator trim position.
 Engine torque.
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Power Supplies (See page 11) Airspeed:
P2 pitot and S5 static sources supply a transducer within the
115V AC AVIONICS MAIN:- Power to FDR. FDR.
28V DC AVIONICS ESS:- Power to illuminate FDR Magnetic Heading:

failure warning caption. LH RMI transmits a 3-wire synchro signal with reference
28V DC AVIONICS MAIN:- Power to operate the FDR voltage. (This information is from No 2 Gyro Compass
control relay, via the GPU system).
disable relay.
Power to the engine Pitch Attitude:
information signal No. 2 vertical gyro ( 85) supplies a 3 wire synchro signal.
conditioning unit.
Roll Attitude:
(c) Parameters Recorded No. 2 vertical gyro (360) supplies a 3 wire synchro signal.
Relative Time: Elevator Position:

Internally generated within FDR by a precision clock. A rotary potentiometer is mounted on the fin rear sub-spar
between STN H41 and H50.
Vertical Acceleration:
Supplied from a tri-axial accelerometer located under the Flap Position:
cabin floor right side at STN 217. A rotary potentiometer on flap position indicator transmitter
bracket.
Lateral Acceleration:
Supplied from a tri-axial accelerometer located under the Rudder Position:
cabin floor right side at STN 217. A rotary potentiometer is mounted on the rear face of STN
463 adjacent to the rudder control quadrant.
Altitude:
S5 static source supplies a transducer within the FDR.
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Aileron Position: Reverse Thrust:
A rotary potentiometer is mounted in the right main landing This records power lever position relative to flight idle,
gear bay on the forward face of the wing rear spar at STN (forwards or rearwards of flight idle).
76. The left aileron position is not directly sensed. The two microswitches used for the beta warning horn, also
signal the FDR.
Elevator trim Position:
A linear potentiometer is attached to the plunger mechanism (d) System Operation
of the left trim jack, only on the forward spar of the horizontal
stabiliser. The recorder unit is automatically powered after start when
both engines are running. 115V ac power is supplied via an
Communications Event: FDR control relay which allows power through as long as
A 0V (ground) signal is supplied to the FDR whenever the ground power is not connected.
pilot or co-pilots R/T switch is pressed.
If ground power is connected it operates the ground power
Engine Torque: disable relay. This will break the supply to the FDR control
An engine signal conditioning unit is mounted on the right relay which removes AC power from the FDR.
side of STN 130. It is powered from the 28V DC avionics
main bus, and receives signals from both engine torque To enable testing of the unit with ground power on the
signal conditioners. aircraft, a “GROUND TEST SWITCH” is fitted on the right
It outputs a linear voltage signal, 0V = 0% torque and 5V = side of the nose equipment bay. Operating the switch will
120% torque for each engine. break the earth for the ground power disable relay, allowing
the FDR control relay to be energised.
Engine RPM:
Each engine tacho-generator supplies RPM information to
the engine signal conditioning unit on STN 130 which outputs
a linear voltage signal, 0V = 0% RPM and 5V = 120% RPM.
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NOT FOR FLIGHT DECK
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20.3 UNDERWATER LOCATING BEACON It can operate to depths of 20,000 ft and can be detected
from a distance of 3, 600 metres.
(a) General
(b) Maintenance
The underwater locating beacon can be installed on either,
or both, the CVR or the FDR. The locator beacon will operate Maintenance checks should be carried out as per the
automatically when in contact with either fresh or salt water. requirements of the maintenance schedule.
The underwater locator beacon assembly consists of a self The battery should not be removed from the beacon, as this
contained battery, electronic module, and transducer. All of will void the warranty.
which are located inside a cylinder. Access to the battery is
gained via an 'O' ring sealed end cover. A label is attached to the beacon case, and gives the expiry
date of the beacon. When this date is reached the beacon
The water switch is part of a low current triggering circuit, should be returned to the factory for service.
which when activated, will initiate normal pulsing of the
beacon oscillator circuit.
The signal of the oscillator is coupled to the piezo-ceramic

transducer ring. This results in mechanical motion that is
transmitted to the metal case of the beacon, which in turn,
radiates acoustic energy into the surrounding water at
37.5 kHz.
The pulses generated are 10 milliseconds in duration, and

occur about once per second.
The beacon will operate continuously for at least 30 days

after being immersed in water.
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OR MAINTENANCE USE
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NOT FOR FLIGHT DECK
OR MAINTENANCE USE
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INTENTIONALLY BLANK
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SECTION 21
MISCELLANEOUS
(ATA CHAPTERS VARIOUS)
This section of the manual describes the operation of the smaller components and their systems. These are normally described on
two or three pages.
CONTENTS: -
21.1 OUTSIDE AIR TEMPERATURE INDICATION
21.2 ALTITUDE ALERT CONTROLLER (Aeromechanism)
21.3 ALTITUDE ALERT CONTROLLER (King)
21.4 TURN AND SLIP INDICATORS
21.5 TIME CLOCKS
21.6 STANDBY GYRO HORIZON
21.7 STANDBY MAGNETIC COMPASS
21.8 RADIO MAGNETIC INDICATORS
21.9 STATIC DISCHARGERS
Miscellaneous J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

NOT FOR FLIGHT DECK
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21.1 OUTSIDE AIR TEMPERATURE INDICATION (c) Power Supply
(a) Temperature Sensor Power is supplied from two sources; this will permit the OAT
indication system to operate from either the DC essential, or
A thermometer type sensor is fitted on the left side of the the DC main bus bars.
fuselage nose area, close to the ground power connector.
 28v DC MAIN ……………………..C/B “EGT/OAT”.
This sensor is electrically connected to the OAT indicator in  28V DC START/ANCILLARY……C/B “EGT (R) / OAT”.
the flight deck, and changes its resistance with temperature.
(Minus 60C is 99.2, and 60C is 161).
A solar shield located around the sensor, minimises the

effect of direct sunlight radiation on the sensor.
(b) OAT Indicator
A ratiometer indicator with a display from -70ºC to 50ºC is

located on the right upper centre panel.
NOTE: On some aircraft this indicator was changed to

display -60ºC to 60ºC.
The OAT indicator does not have internal lighting, a pillar

lamp located above the indicator, provides illumination.
The pillar lamp is controlled by the roof panel centre dimmer.
NOTE: The OAT indication is only accurate when the

aircraft is in flight. (Airflow continually moving
across the sensor).

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26.2 ALTITUDE ALERT CONTROLLER (Aeromechanism) (b) Operation
(a) General Mode Indicator captions show which mode is selected.

The following display modes can be selected:
When an aircraft is fitted with the SPZ-500 Flight Director,
the altitude alert controller is part of the Flight Director Altitude Hundreds of feet.
system. This unit has been described in Section 9. Barometric Pressure Hg or mb as pre-set by
screwdriver.
When an aircraft is fitted with the SPZ-200 Flight Director, Selected Altitude Used to check or set a pre-
the altitude alert controller is not part of the Flight Director determined altitude.
system. Range Range deviation from selected
Either of two manufacturers altitude alert controllers may be altitude at which a warning
fitted. Section 21.2 for Aeromechanisms, 21.3 for King. activates (adjustable from + 50 ft
to + 750 ft).
This unit is an option (kit 3397A) where an SPZ 200B flight
director is fitted. It provides visual and audible warning at A “set” switch is used to increase or decrease settings in
pilot’s pre-selected altitudes. barometric pressure, selected altitude, or range modes.
The altitude alert controller is fitted on the right upper centre The unit receives altitude information from the encoding
panel. Power supply is from the 28V DC avionics main bus. output of the LH pilot’s altimeter.
Audible warning is given through the communication system. Audio and visual warnings activate when the aircraft is within
1000 ft of the pre-selected altitude, and again when that
A digital display gives visual alert commands on the first altitude is reached. If the aircraft deviates from the pre-
digit, while the remaining digits show altitude or barometric selected altitude by more than the pre-set range, the
pressure. warnings will re-activate.
A photo-cell located on the front panel of the controller, When first switched ON, a two second audio tone indicates a
automatically controls the display brightness. successful self test of the system.

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21.3 ALTITUDE ALERT CONTROLLER (King) As the aircraft climbs or descends toward the selected
altitude, the ALERT caption is illuminated at 1000 ft from the
(a) General altitude, and remains on until the aircraft is within 300 ft of it.
When an aircraft is fitted with the SPZ-500 Flight Director, When within 50 ft, the ALERT caption illuminates for 2
the altitude alert controller is part of the Flight Director seconds together with an aural warning.
system. The caption flashes if the aircraft then deviates 300 ft from
the selected altitude.
When an aircraft is fitted with the SPZ-200 Flight Director,
the altitude alert controller is not part of the Flight Director The controller receives an altitude signal from the LH
system. This altitude alert controller is described here. altimeter.
This system is fitted as an option, (kit 2155) with the SPZ Power supply for the controller is from the avionics 28V DC
200B flight director from aircraft C/N 901 onwards. main bus.
The system comprises the KAS 297A altitude controller, and
a KEA 346 altimeter. (c) Altimeter
The controller is fitted on the right upper centre panel, and The KEA 346 altimeter has a pneumatic input from the
the altimeter on the left main instrument panel. aircraft static system, and an electrically driven display.
(b) Alert Controller The altitude display is counter drum and pointer. Two
barometric counters show pressure in Hg and mb; these are
The alert controller, enables pre-selection of a desired adjusted by a setting knob.
altitude between sea level and 49,900 ft, and provides aural An amber altitude alert light warns of deviation from the
and visual warning. selected altitude.
Aural warning is via the communications system.
Visual warnings are given by an ‘ALERT’ caption on the Power supply for the altimeter is from the 28V DC ess bus.
controller. Loss of power or an internal fault causes a red and white flag
to show, and the altitude counter shows dashes.

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NOT FOR FLIGHT DECK
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21.4 TURN AND SLIP INDICATORS
The turn and slip indicators are installed as a customer

option, (kit 3202). One is fitted on the LH main panel, and
one on the RH main panel. Some aircraft do not have turn
and slip indicators fitted.
Turn indication is given by a pointer, which deflects in the

direction of the aircraft turn. It is driven by an AC gyro,
powered by an integral inverter and damped by an air
dashpot.
The indicator has calibration marks for a 4 minute turn.
Slip indication is by a ball, immersed in damping fluid within a

cured glass tube.
For the left indicator, power is supplied from the 28V DC

avionics essential bus. C/B “TURN/SLIP LH”.
For the right indicator, power is supplied from the 28V DC

avionics main bus. C/B “TURN/SLIP RH”.
Internal lighting is controlled by roof panel dimmers “LEFT”

and “RIGHT”.

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NOT FOR FLIGHT DECK
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21.5 TIME CLOCKS (c) Electrical Time Clock (DAVTRON 811)
(a) General The left clock is supplied from the avionics 28V DC essential
bus, C/B “CLOCK 1”.
On early J31 aircraft, the clocks are mechanical 8 day type,
while on later J31 aircraft, and all J32 aircraft, the clocks are The right clock is supplied from the avionics 28V DC main
electrical. bus, C/B “CLOCK 2”.
One clock is installed on the LH main panel, and the other The clocks are designed to operate on a 14 volt supply, so
clock, on the RH main panel. resistors are used to reduce the 28V to 14V.
Both types of clock are described in this Section. The display can be selected to show time (local or GMT),
flight time, or elapsed time.
(b) Mechanical Time Clock
The flight time circuit is started and stopped by the nose leg
This clock requires winding up at regular intervals. It has a weight switch. It can be zeroed only with aircraft power OFF.
stop watch function that can be used if required.
Elapsed time, started, stopped and zeroed by the pilots, is
The illustration shows the controls and indications on the displayed in hours, minutes and seconds.
mechanical clocks.
A 6V mercury battery with nominal 2 year life powers the
There are no internal lights in the mechanical clocks. time keeping circuit when aircraft power is OFF.
The battery is strapped to the clock case by a ty-wrap.

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OR MAINTENANCE USE
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NOT FOR FLIGHT DECK
OR MAINTENANCE USE
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21.6 STANDBY GYRO HORIZON Power for internal lighting in the gyro horizon is from the 28V
DC ess bus, the CENTRE dimmer on the roof panel controls
(a) General the lighting.
The standby gyro horizon is located on the right upper centre (b) Emergency Battery Pack
panel. Most aircraft have a SFENA 301AZM gyro horizon
fitted, however other types of gyro may be installed. The emergency battery pack is available as a customer
option, or it can be fitted by Service Bulletin action.
This Section describes the SFENA gyro, other types will be
similar in operation. On aircraft without an emergency battery pack; if the DC
essential power is lost, the standby gyro horizon will not
Power supply for gyro operation is from the 28V DC essential operate.
bus. C/B ”ATT GYRO”.
On aircraft with an emergency battery pack; If the DC
An integral inverter powers a three phase motor and essential power is lost, the standby gyro horizon will continue
gyroscope. The gyroscope is connected to a blue and brown to operate for at least 30 minutes, powered by the
cylindrical drum, which indicates pitch. The fixed SYMBOLIC emergency battery pack.
AIRCRAFT gives a reference position for the pitch indication. If the standby gyro horizon lighting supply fails, a converter
within the battery pack, supplies an un-dimmable 5V supply.
A ROLL INDICATOR indicates the roll angle against the
fixed lubber line. When an emergency battery pack is installed, it is fitted in
the nose equipment bay, and the control switches and
The gyroscope self erects at 3º/min and has a rotor speed of indicators are fitted on the right upper centre panel, close to
23,000 rpm. If gyro speed is less than 18,000 rpm, or the standby gyro horizon.
electrical power is removed, a red warning flag is displayed.
The control switch and indicators for the emergency battery
The FAST ERECT KNOB can be used to fast erect the gyro, pack are shown in the illustration.
or cage the gyroscope for transportation, or violent aircraft
manoeuvres.

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NOT FOR FLIGHT DECK
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21.7 STANDBY MAGNETIC COMPASS A 28v filament illuminates the compass scale. This filament
has a special part number as the element is wound to
The standby magnetic compass is fitted forward of the roof prevent it magnetically effecting the compass readings.
panel, above the centre windshield panel. It is attached to a The filament is removable from the front of the compass.
mounting bracket by 2 screws and 2 nuts.
The mounting bracket, is riveted to the aircraft structure. A card holder is fitted on both sides of the compass. One
card holds information on when the calibration is valid, while
The standby magnetic compass indicates aircraft heading the other card gives information on the deviation correction
with respect to Magnetic North. required.
The horizontally mounted rotating compass card is damped

by viscous fluid.
Compensator adjustments are provided to permit correction

for magnetic influences when swinging the compass.
 An “A” correction can be made by fitting non-magnetic

washers between a compass fixing screw, and the
mounting bracket.
 “B” and “C” corrections can be carried out with a brass

screw driver, adjustment screws are located on the front
panel of the compass.
During a compass swing, all electrical power, (including

windshield heating) must be switched OFF.
.

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NOT FOR FLIGHT DECK
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21.8 RADIO MAGNETIC INDICATORS When the switch is pushed and released, the indicator arrow
will change over from VOR to ADF.
An RMI (Collins RMI 36) is fitted on each pilot’s main
instrument panel. When the switch is pushed and released again, the indicator
arrow will change from ADF to VOR.
On the LH indicator, a rotating compass card displays
heading information from the No 2 gyro compass system. A red FAILURE FLAG indicates a malfunction or power
failure.
On the RH indicator, a rotating compass card displays
heading information from the No 1 gyro compass system. The flag on the LH RMI will show when the No 2 gyro
compass system has failed. i.e. No 2 compass heading
Two pointers show the bearings to selected VOR or ADF information is not valid.
ground transmitters.
The flag on the RH RMI will show when the No 1 gyro
The No 1 POINTER (single pointer) shows either the No 1 compass system has failed. i.e. No 1 compass heading
NAV receiver, or the No 1 ADF receiver information. information is not valid.
The No 2 POINTER (double pointer) shows either the No 2 The LH RMI is powered from 26V AC avionics main and 28V
NAV receiver, or the No 2 ADF receiver information. DC avionics main busbars.
Each pointer has a push button ADF/VOR SWITCH and The RH RMI is powered from 26V AC avionics essential and
selection INDICATOR ARROWS. 28V DC avionics essential busbars.

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NOT FOR FLIGHT DECK
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21.9 STATIC DISCHARGERS (b) Maintenance
(a) General Mounting bases are bonded to aircraft surfaces with

conductive cement, which is cured by hot air.
Static discharge probes, of 60 M resistance, are fitted on
the trailing edges of wing tips, ailerons, rudder and elevators. Bonding checks may be carried out from probe to the
mounting base, and from the mounting base to the aircraft
Each probe is an 8 inch flexible rod with a carbon/composite surface.
tip at the end. Maintenance Manual Chap 23 gives information on bonding
check requirements.
The rod is internally threaded for a screw which retains the
rod in a mounting base. No more than one probe should be missing/unserviceable on
each surface.
Heat shrunk plastic sheathing, reinforced at the base to
control flexing, protects against rain erosion.
The probes concentrate the electrostatic charges, preventing

discharge elsewhere, thus reducing static noise on VHF and
ADF systems.
NOTE: Only the carbon tip probes are approved for

use on the Jetstream. The horse tail type of
probes, and wire ended probes are not
approved.

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OR MAINTENANCE USE
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NOT FOR FLIGHT DECK

JETSTREAM SERIES 3100 AND 3200

THIS MANUAL HAS NO OFFICIAL STATUS,

2 PITOT STATIC SYSTEM (SEPT 2009) 15 RADIO ALTIMETER (SEPT 2009)

3 FLIGHT DIRECTOR SPZ-200 (SEPT 2009) 16 VHF COMMUNICATION (SEPT 2009)

4 FLIGHT DIRECTOR SPZ-500 (SEPT 2009) 17 AUDIO INTEGRATION / P. A. (SEPT 2009)

5 AUTO PILOT (SEPT 2009) 18 EMERGENCY LOCATOR TRANSMITTER (SEPT 2009)

6 YAW DAMPER (SEPT 2009) 19 COCKPIT VOICE RECORDER (SEPT 2009)

8 VHF NAVIGATION (SEPT 2009) 21 MISCELLANEOUS (SEPT 2009)

9 DISTANCE MEASURING EQUIPMENT (SEPT 2009)

10 TRAFFIC COLLISION AVOIDANCE SYSTEM (SEPT 2009)

11 AUTOMATIC DIRECTION FINDER (SEPT 2009)

12 GLOBAL POSITIONING (SEPT 2009)

13 WEATHER RADAR (SEPT 2009)

The system described here is that generally fitted on the

Electrical Power to the flight director system is supplied from

GLIDE SLOPE SCALE AND POINTER FD Flag

COMPASS SYNCHRONISATION ANNUNCIATOR

A PILOT (white) or a CO-PILOT (blue) caption, will illuminate

(g) HSI Select Switch

A two position, rotary switch is located on the right upper

A GA indicator light will illuminate on the mode indicator to

NOTE: If autopilot was engaged when go-around is

(j) F/S CONT Test Switch

The F/S CONT test switch is located on the right upper

Once engaged in the VS mode, the mode will be cancelled if

The diagrams illustrated on the following pages are taken

The diagrams are for general information only, as there are

COMMAND BARS AD550C ADI FIXED AIRCRAFT SYMBOL

AIRCRAFT SYMBOL COURSE POINTER AND COURSE SELECTOR

A PILOT (white) or a CO-PILOT (blue) caption will illuminate

(i) HSI Select Switch

A two position, rotary switch is located on the right upper

(j) HSI Indicator Captions

NAV 1/NAV 2 indicator captions are located close to each

A TCS caption, on both mode indicators, will illuminate whilst

The diagrams illustrated on the following pages are taken

The diagrams are for general information only, as there are

NOTE: The illustrations show the ADI 550A with a

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

The yaw damper may be selected by pressing the YD

Soft Ride Push button

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

With the autopilot engaged and coupled to a flight director

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

The INSTINCTIVE CUT OUT (ICO) push switch, is a

The TCS PUSH SWITCH (touch control steering

After completing the manual manoeuvre, the TCS push

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

Autopilot J31/J32 AVIONICS TECHNICAL TRAINING GUIDE SEPT 2009

The servo motor used for the aileron controls is attached to

When the autopilot is engaged, and an aileron movement is

An output control cable is anchored to, and wrapped around,

An adjustable clamp assembly is fitted on the upper control