22 05 09 PDF

RELEASED FOR THE EXCLUSIVE USE BY: HONEYWELL EMPLOYEE AMERICAS
Business and Commuter Aviation Systems

Honeywell Inc.
P.O. Box 29000
Phoenix, Arizona 85038-9000
U.S.A.
TO HOLDERS OF SYSTEM MAINTENANCE MANUAL, PUB. NO. A15--1146--060,

INTEGRATED FLIGHT GUIDANCE SYSTEM FOR THE
CESSNA CITATIONJET
REVISION NO. 2, DATED 30 JUL 1999
HIGHLIGHTS
Revision No. 2 is a full replacement of the Integrated Flight Guidance System for the Cessna CitationJet
System Maintenance Manual, dated 15 Jan 1993. Replace your copy of the manual with the attached
revision.
This manual has been converted from WordPerfect to Interleaf publishing software.
Table 5--1 was updated to reflect Honeywell Engineering Bulletin EB7017237, Revision H.
This revision is a complete reissue and revision bars are not used. The Record of Revisions page shows
Honeywell has put in the manual all revisions through Revision No. 2, dated 30 Jul 1999.
Please replace your copy with the attached copy, retaining the binder and red tab dividers.
Highlights (22--05--09)
UP748877
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Copyright 1999 Honeywell Inc. 30 Jul 1999
All Rights Reserved
SYSTEM
MAINTENANCE
MANUAL
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Highlights (22--05--09)
UP748877
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30 Jul 1999 Copyright 1999 Honeywell Inc.
All Rights Reserved
Business and Commuter Aviation Systems

Honeywell Inc.
P.O. Box 29000
Phoenix, Arizona 85038-9000
U.S.A.
SPZ--5000
Integrated Flight Guidance System
Cessna CitationJet
System Maintenance
Manual
22--05--09
UP748877
TITLE PAGE T-1

REVISED 30 JULY 1999
PRINTED IN U.S.A. PUB. NO. A15--1146--060 15 JANUARY 1993
SYSTEM
MAINTENANCE
MANUAL
Cessna CitationJet
IMPORTANT NOTICE
The avionics business units formerly owned by UNISYS Corp. and identified with
the Sperry name or logo have been acquired by Honeywell Inc. Publications,
products, and components marked or identified herein with the Sperry name or
logo are publications, products, and components of Honeywell Inc. All
references to the Sperry name or logo should be taken as referring to Honeywell
Inc.
PROPRIETARY NOTICE
This document and the information disclosed herein are proprietary data of Honeywell Inc. Neither
this document nor the information contained herein shall be used, reproduced, or disclosed to
others without the written authorization of Honeywell Inc., except to the extent required for
installation or maintenance of the recipient’s equipment.
NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF
CONFIDENTIAL INFORMATION GENERALLY (18 USC 1905)
This document is being furnished in confidence by Honeywell Inc. The information disclosed herein
falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905.
S1999
Honeywell and SPEX are U.S. registered trademarks of Honeywell Inc. All other marks are owned by their respective companies.
22--05--09
UP748877
TITLE PAGE T-2

REVISED 30 JULY 1999 Copyright 1999 Honeywell Inc.
15 JANUARY 1993 All Rights Reserved
SYSTEM
MAINTENANCE
MANUAL
Cessna CitationJet
MATERIALS HAZARD RATING CODE

Honeywell uses the National Fire Protection Association system to identify the different levels of hazards that
are caused by the use of a given material. A Hazard Code identifies three effects of a material on a person:
health (eat, drink, touch, and breathe), fire (when and how it burns), and reactivity (chemical explosions).
Also, each material is given a storage group for safety.
Each code has three numbers and one letter (for example, 130D) as shown in the Hazard Code symbol
below. The three numbers show the hazard levels for health, fire, and reactivity, in that sequence. The range
of each number is 0 to 4. The higher the number, the more dangerous the hazard. You must be careful with
any material that has a Hazard Code with a 2, 3, or 4. The one letter (A thru E) in the code identifies a
specific storage group that is applicable for the material.
If applicable, materials used for the procedures in this manual are given a Hazard Code. More data on the
health and fire levels is shown on page H--2. Get specific data on a material from the data sheet supplied by
the manufacturer of the material.
POSITION 2 POSITION 3
FIRE REACTIVITY
(RED) (YELLOW)
3
1 0
POSITION 1 D POSITION 4
HEALTH STORAGE
(BLUE) (WHITE)
AD--51483@
Hazard Code Symbol

(The code shown is 130D.)
POSITION 1: HEALTH HAZARD POSITION 2: FIRE HAZARD

0 No important hazard 0 Will not burn
1 Irritant -- Use with caution 1 Must increase temperature above 93.4 _C to
burn
2 Hazardous -- Prevent continued exposure, 2 Must increase temperature above 37.8 _C to
inhalation, and contact burn
3 Dangerous hazard -- Use protective clothing 3 Fire and explosion hazard at ambient
together with protection to breathe temperature
4 Very bad hazard -- Do not breathe vapor or 4 Highly dangerous fire and explosion hazard
come in contact with liquid without approved
special protection
POSITION 3: REACTIVITY HAZARD POSITION 4: STORAGE GROUP
0 Usually stable A Acids
1 Unstable if heated B Alkalis, cyanides
2 Violent chemical change is possible C Oxidizing agents
3 Dangerous explosion is possible D Chlorinated hydrocarbons, flammable liquids,
materials that are not flammable
4 Very bad explosion hazard -- quickly go out of E Neutral salts and others
the area if materials are exposed to fire
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Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
SYSTEM
MAINTENANCE
MANUAL
Cessna CitationJet
HEALTH HAZARD RATING IN POSITION 1
Rating Description Effect of Exposure
4 Very bad health Very short exposures could cause DEATH or CRITICAL REMAINING
hazard INJURY even after fast medical treatment. Do not breathe the vapor or
come in contact with the liquid without approved protection.
3 Dangerous health Short exposures could cause DANGEROUS TEMPORARY OR

hazard REMAINING INJURY even with fast medical aid. Use approved clothing.
2 Hazardous Intense or continued exposure could cause TEMPORARY DISABILITY
OR POSSIBLE REMAINING INJURY unless medical aid is given
immediately.
1 Irritant May cause IRRITATION on exposure. Only SMALL REMAINING INJURY

would be the result without medical treatment. Safety glasses must be
worn.
0 No important Not hazardous for usual conditions. Special personal protection is not
health hazard necessary.
FIRE HAZARD RATING IN POSITION 2
Rating Description Effect of Exposure
4 Very flammable Any liquid or gaseous material that is a liquid under pressure with a flash
point below 22.8 _C. Also materials that can form explosive mixtures with
air, such as dusts or combustible solids, and pressurized small drops of
flammable or combustible liquid. PREVENT ALL SOURCES OF
IGNITION. NO SMOKING PERMITTED!
3 Highly flammable Liquids and solids that can start to burn in almost all conditions of ambient
temperature. Liquids with a flash point at or above 22.8 _C but below
37.8 _C. Control all sources of ignition. NO SMOKING!
2 Moderately Materials that must be warm or in an area open to high temperatures

combustible before ignition can occur. This rating is applicable to liquids having a flash
point above 37 _C but below 93.4 _C. Be very careful when near a source
of heat.
1 Lightly Materials that must be hot before ignition can occur. This rating includes
combustible materials that will burn in air in an area open to a temperature of 815 _C
for 5 minutes or less. Liquids and solids have a flash point at or above
93.4 _C.
0 Will not burn Any material that will not burn in air in an area open to a temperature of
815 _C for 5 minutes.
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RECORD OF REVISIONS
For each revision, put the revised pages in your manual and discard the superseded pages. Write
the revision number and date, date put in manual, and the incorporator’s initials in the applicable
columns on the Record of Revisions. The initials HI show Honeywell Inc. is the incorporator.
Revision
Number Revision Date Date Put in Manual By
1 25 Jun 1995 25 Jun 1995 HI
2 30 Jul 1999 30 Jul 1999 HI

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LIST OF EFFECTIVE PAGES

Original 0 .. 15 Jan 1993
Revision 1 .. 25 Jun 1995
Revision 2 .. 30 Jul 1999
Subheading and Page Revision Subheading and Page Revision
Title Introduction
T--1 2 INTRO--1 2
T--2 2 INTRO--2 2
INTRO--3 2
Materials Hazard Rating Code INTRO--4 2
H--1 2 INTRO--5 2
H--2 2 INTRO--6 2
INTRO--7 2
Record of Revisions
INTRO--8 2
RR--1 2
RR--2 2 Table of Contents -- Section 1
TC1--1 2
List of Effective Pages
TC1--2 2
LEP--1 2
LEP--2 2 Section 1
LEP--3 2 System Overview
LEP--4 2 1--1 2
LEP--5 2 1--2 2
LEP--6 2 1--3 2
1--4 2
Table of Contents
1--5 2
TC--1 2
1--6 2
TC--2 2
1--7 2
TC--3 2
1--8 2
TC--4 2
1--9 2
TC--5 2
1--10 2
TC--6 2
1--11 2
TC--7 2
1--12 2
TC--8 2
1--13 2
TC--9 2
1--14 2
TC--10 2
1--15 2
TC--11 2
1--16 2
TC--12 2
TC--13 2
TC--14 2
F indicates right foldout page with blank back.

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2--32 2
Table of Contents -- Section 2 2--33 2
TC2--1 2 2--34 2
TC2--2 2 2--35 2
TC2--3 2 2--36 2
TC2--4 2 2--37 2
TC2--5 2 2--38 2
TC2--6 2 2--39 2
2--40 2
Section 2
System Description 2--41 2
2--1 2 2--42 2
2--2 2 2--43 2
2--3 2 2--44 2
2--4 2 2--45 2
2--5 2 2--46 2
2--6 2 2--47 2
2--7 2 2--48 2
2--8 2 2--49 2
2--9 2 2--50 2
2--10 2 2--51 2
2--11 2 2--52 2
2--12 2 2--53 2
2--13 2 2--54 2
2--14 2 2--55 2
2--15 2 2--56 2
2--16 2 2--57 2
2--17 2 2--58 2
2--18 2 2--59 2
2--19 2 2--60 2
2--20 2 2--61 2
2--21 2 2--62 2
2--22 2 2--63 2
2--23 2 2--64 2
2--24 2 2--65 2
2--25 2 2--66 2
2--26 2 2--67 2
2--27 2 2--68 2
2--28 2 2--69 2
2--29 2 2--70 2
2--30 2 2--71 2
2--31 2 2--72 2

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2--73 2 3--30 2
2--74 2 3--31 2
2--75 2 3--32 2
2--76 2 3--33 2
3--34 2
TC3--1 2 3--36 2
TC3--2 2 3--37 2
TC3--3 2 3--38 2
TC3--4 2 3--39 2
TC3--5 2 3--40 2
TC3--6 2 F 3--41/3--42 2
TC3--7 2 3--43 2
TC3--8 2 3--44 2
3--45 2
Section 3
Subsystem Operation 3--46 2
3--1 2 3--47 2
3--2 2 3--48 2
F 3--3/3--4 2 3--49 2
3--5 2 3--50 2
3--6 2 3--51 2
F 3--7/3--8 2 3--52 2
3--9 2 3--53 2
3--10 2 3--54 2
3--11 2 3--55 2
3--12 2 3--56 2
F 3--13/3--14 2 F 3--57/3--58 2
3--15 2 3--59 2
3--16 2 3--60 2
3--17 2 3--61 2
3--18 2 3--62 2
3--19 2 3--63 2
3--20 2 3--64 2
3--21 2 F 3--65/3--66 2
3--22 2 3--67 2
3--23 2 3--68 2
3--24 2 3--69 2
F 3--25/3--26 2 3--70 2
3--27 2 F 3--71/3--72 2
3--28 2 3--73 2
3--29 2 3--74 2
3--75 2
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3--76 2 3--122 2
3--77 2 3--123 2
3--78 2 3--124 2
3--79 2 3--125 2
3--80 2 3--126 2
3--81 2 3--127 2
3--82 2 3--128 2
3--83 2 3--129 2
3--84 2 3--130 2
F 3--85/3--86 2 3--131 2
3--87 2 3--132 2
3--88 2 3--133 2
3--89 2 3--134 2
3--90 2 3--135 2
3--91 2 3--136 2
3--92 2 3--137 2
3--93 2 3--138 2
3--94 2 3--139 2
3--95 2 3--140 2
3--96 2 3--141 2
3--97 2 3--142 2
3--98 2 3--143 2
3--99 2 3--144 2
3--100 2 3--145 2
F 3--101/3--102 2 3--146 2
3--103 2 3--147 2
3--104 2 3--148 2
3--105 2 3--149 2
3--106 2 3--150 2
3--107 2 3--151 2
3--108 2 3--152 2
3--109 2 3--153 2
3--110 2 3--154 2
F 3--111/3--112 2 3--155 2
3--113 2 3--156 2
3--114 2 3--157 2
3--115 2 3--158 2
3--116 2 F 3--159/3--160 2
F 3--117/3--118 2 3--161 2
3--119 2 3--162 2
3--120 2 3--163 2
3--121 2 3--164 2
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3--165 2 5--13 2
3--166 2 5--14 2
3--167 2 5--15 2
3--168 2 5--16 2
F 3--169/3--170 2 5--17 2
F 3--171/3--172 2 5--18 2
3--173 2 5--19 2
3--174 2 5--20 2
3--175 2 5--21 2
3--176 2 5--22 2
3--177 2 5--23 2
3--178 2 5--24 2
F 3--179/3--180 2 5--25 2
3--181 2 5--26 2
3--182 2 5--27 2
3--183 2 5--28 2
3--184 2 5--29 2
5--30 2
TC4--1 2 5--32 2
TC4--2 2 5--33 2
5--34 2
Section 4
System Monitors 5--35 2
4--1 2 5--36 2
4--2 2 5--37 2
4--3 2 5--38 2
4--4 2 5--39 2
5--40 2
Section 5 5--41 2
System Interconnect 5--42 2
5--1 2 5--43 2
5--2 2 5--44 2
5--3 2 5--45 2
5--4 2 5--46 2
5--5 2 5--47 2
5--6 2 5--48 2
5--7 2 5--49 2
5--8 2 5--50 2
5--9 2 5--51 2
5--10 2 5--52 2
5--11 2 5--53 2
5--12 2 5--54 2
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5--55 2 6--9 2
5--56 2 6--10 2
5--57 2 6--11 2
5--58 2 6--12 2
5--59 2 6--13 2
5--60 2 6--14 2
5--61 2 6--15 2
5--62 2 6--16 2
5--63 2
5--64 2 Section 7
Shipping/Handling and Storage
5--65 2
7--1 2
5--66 2
7--2 2
5--67 2
5--68 2 Table of Contents -- Section 8
5--69 2 8--1 2
5--70 2 8--2 2
5--71 2
5--72 2 Section 8
5--73 2 Honeywell Support
5--74 2 8--1 2
5--75 2 8--2 2
5--76 2 8--3 2
5--77 2 8--4 2
5--78 2 8--5 2
5--79 2 8--6 2
5--80 2
Section 9
System Test and Fault Isolation
Table of Contents -- Section 6
9--1 2
6--1 2
9--2 2
6--2 2
Section 6
Removal/Reinstallation
and Adjustments
6--1 2
6--2 2
6--3 2
6--4 2
6--5 2
6--6 2
6--7 2
6--8 2

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TABLE OF CONTENTS
Section Page
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
2. Reference Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
3. How This Manual Is Organized . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
A. Section 1 -- System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
B. Section 2 -- Subsystem Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
C. Section 3 -- System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
D. Section 4 -- System Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
E. Section 5 -- Interconnects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
F. Section 6 -- Removal/Reinstallation and Adjustments . . . . . . . . . . . . . . . . . . . . . . INTRO--2
G. Section 7 -- Shipping/Handling and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
H. Section 8 -- Honeywell Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
I. Section 9 -- Ground Test and Fault Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--3
4. Critical Items Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--3
5. Weights and Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--4
6. Acronyms and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--4
SECTION 1
SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--6
A. Attitude and Heading Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--7
B. ADZ--429 Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--7
C. AA--300 Radio Altimeter System (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
D. Electronic Flight Instrument System (EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
E. Flight Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
3. Electronic System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--10
4. Digital Information Transfer Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--11
A. ARINC 429 Bus Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--11
B. RS--422 and RS--232 Electrical Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--16
(1) RS--422 Electrical Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--16
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SECTION 2
SUBSYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
2. Electronic Flight Instrument System (EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2
A. EFIS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3
B. IC--500 Display Guidance Computer (DGC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6
C. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9
(1) Bearing Source Select Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10
(2) Dim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11
(3) TEST Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12
(4) FULL/MAP Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12
(5) Map Range (MAP RNG) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
(6) Single Cue/Cross Pointer (SC/CP) Button (--701 Controller only) . . . . . . . . 2--13
(7) Ground Speed/Time--To--Go (GSPD/TTG) Button . . . . . . . . . . . . . . . . . . . . . . 2--13
(8) Elapsed Time (ET) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
(9) Navigation (NAV) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
(10) Flight Management System (FMS) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
D. RI--553 Remote Instrument Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14
(1) COURSE Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15
(2) Altitude Select (ALT SEL) Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15
(3) HEADING Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15
E. ED--600 Electronic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16
(1) Deflection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--17
(2) Video and Dimming System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--17
(3) System Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--18
(4) Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--18
F. EFIS Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--19
3. Attitude and Heading Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--24
A. Attitude and Heading Reference Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--24
(1) VG--14A Vertical Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--24
(2) C--14D Directional Gyro Compass System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--25
B. VG--14A Vertical Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--26
C. C--14D Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--28
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MAINTENANCE
MANUAL
Cessna CitationJet
Section Page
D. CS--412 Dual Remote Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--30
E. FX--220 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--31
F. Attitude and Heading Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--32
4. Air Data Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--36
A. AZ--429 Air Data Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--36
B. AZ--429 Air Data Sensor (ADS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--37
(1) Pressure Altitude Output (Label 171) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--39
(2) Impact Pressure Output (Label 172) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--40
C. Air Data Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--41
5. Radio Altimeter System (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--42
A. Radio Altimeter System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--42
B. RT--300 Radio Altimeter Receiver/Transmitter (RT) . . . . . . . . . . . . . . . . . . . . . . . . 2--43
C. AT--222 Radio Altimeter Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--45
D. Radio Altimeter Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--46
6. Flight Guidance System (FGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--48
A. FGS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--49
B. IC--500 Display Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--53
C. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--56
(1) AP ENGAGE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--57
(2) YD ENGAGE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(3) BANK LIMIT LOW Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(4) Elevator TRIM Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(5) PITCH Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(6) TURN Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
D. MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--59
(1) Heading (HDG) Select Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--60
(2) Navigation (NAV) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--60
(3) Approach (APR) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--61
(4) Back Course (BC) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--61
(5) Altitude Mode (ALT) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--61
(6) Indicated Airspeed (IAS) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--62
(7) Vertical Speed (VS) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--62
E. AG--222 Normal Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--63
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MANUAL
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Section Page
F. RG--204 Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--64
G. SM--200 Servo Drive and SB--201 Bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--66
H. FGS Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--68
SECTION 3
SUBSYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--2
B. EFIS Display Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--2
(1) DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
(2) RI--553 Remote Instrument Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
(3) MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
(4) IC--500 Display Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
(5) ED--600 Electronic Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
C. EFIS Sensor and Radio Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--6
(1) C--14D Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
(3) AOA Computer (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
(4) RT--300 Radio Altimeter (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
(5) KN--40 NAV Converter (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
(6) KN--63 DME Receiver (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
(7) KR--87 ADF Receiver (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
D. ED--600 Electronic Display (used as an EADI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
(1) ED--600 EADI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
(2) EADI Comparator Monitor and Status Messages . . . . . . . . . . . . . . . . . . . . . . 3--18
(3) EADI Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--21
(4) System Failure Warning Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
E. ED--600 Electronic Display (used as an EHSI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--24
(1) ED--600 EHSI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--24
(2) EHSI Partial Compass ARC Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--31
(3) EHSI MAP Mode With VOR Selected for Display . . . . . . . . . . . . . . . . . . . . . . 3--32
(4) EHSI MAP Mode With FMS Selected for Display . . . . . . . . . . . . . . . . . . . . . . 3--33
(5) EHSI Full Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--35
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(6) EHSI Partial Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--37
(7) Composite Mode Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--38
(8) DGC Manually Initiated Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--39
3. Attitude and Heading Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--40
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--40
(1) Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--43
(1) Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--44
(2) Slaved Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--45
(3) DG Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--45
D. FX--220 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--46
E. CS--412 Dual Remote Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--46
4. Digital Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--47
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--47
B. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--49
(1) Operational Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--49
(2) Warm--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--49
(3) Drift Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--50
5. AA--300 Radio Altimeter System (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--51
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--51
(1) Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--52
(2) AA--300 Test Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--52
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--53
(1) Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--53
(2) Autopilot/Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--54
(3) Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--54
B. Flight Guidance System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--55
(1) MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--61
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Section Page
(4) PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--61
(6) SM--200 Servos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(7) Pilot’s Go--Around (GA) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(8) Touch Control Steering (TCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(9) AP Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(10) Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(11) RG--204 Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(12) AG--222 Normal Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--63
(13) AZ--429 Air Data Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--63
C. Autopilot/Yaw Damper Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--64
(1) Yaw Damper Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
(2) Autopilot Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
D. Roll Channel Functional Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
(1) Roll Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
(2) Turn Knob Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--68
(3) Heading Hold Mode (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--69
(4) Heading Select (HDG) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--70
(5) Heading Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--70
(6) Heading Select Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--74
(7) Heading Select Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . 3--76
(8) VOR (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--77
(9) VOR Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--84
(10) VOR Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--84
(11) VOR Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--91
(12) Localizer (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--94
(13) Localizer (LOC), ILS Approach, and Back Course (BC) Mode Interface . . . 3--100
(14) Localizer, ILS Approach Mode Engage/Reset/Disengage Logic . . . . . . . . . 3--105
(15) ILS Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--107
(16) Back Course (BC) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--107
(17) Back Course (BC) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . 3--108
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(18) Long Range Navigation (LRN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--109
(19) LNAV Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--110
(20) LNAV Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 3--115
(21) Roll Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--116
E. Pitch Channel Functional Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
(1) Pitch Attitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
(2) Lift Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--124
(3) Pitch Attitude Hold Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--124
(4) Pitch Attitude Hold Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . 3--127
(5) Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--128
(6) Vertical Speed (VS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--129
(7) Vertical Speed (VS) Hold Mode Engage/Reset/Disengage Logic . . . . . . . . 3--132
(8) Indicated Airspeed (IAS) Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--133
(9) Indicated Airspeed (IAS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . 3--134
(10) Indicated Airspeed (IAS) Hold Mode Engage/Reset/Disengage Logic . . . . 3--137
(11) Altitude Preselect (ALT SEL) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--138
(12) Altitude Preselect (ALT SEL) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 3--142
(13) Altitude Preselect (ALT SEL) Mode Engage/Reset/Disengage Logic . . . . . 3--146
(14) Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--147
(15) Altitude Hold (ALT) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--148
(16) Altitude Hold (ALT) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . 3--151
(17) Instrument Landing System (ILS) Approach (APP) Mode . . . . . . . . . . . . . . . 3--152
(18) ILS Approach (APP) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--158
(19) ILS Approach (APP) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . 3--162
(20) Go--Around (GA) Mode (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--165
(21) Go--Around (GA) and Wings Level Mode Interface . . . . . . . . . . . . . . . . . . . . . 3--166
(22) Go--Around (GA) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . 3--167
(23) Pitch Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--168
F. Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--176
(1) Yaw Damper Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--176
(2) Yaw Damper Servo Loop Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--178
UP748877
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22--05--09 30 Jul 1999
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MAINTENANCE
MANUAL
Cessna CitationJet
Section Page
SECTION 4
SYSTEM MONITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
2. Autopilot Monitor Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
A. System Response to Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
B. Monitor Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
(1) Pitch Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
(2) Roll Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
(3) Yaw Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3
(4) Trim Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3
C. Primary Processor Heartbeat Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3
D. Gyro Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
E. Attitude Processing Comparator Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
F. Power Supply Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
SECTION 5
SYSTEM INTERCONNECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--1
SECTION 6
REMOVAL/REINSTALLATION AND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
2. Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
3. Procedure for Electronic Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--2
4. Procedure for Selectors and Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--2
5. Procedure for Sensors and Gyros . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--3
6. Procedure for IC--500 DGC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--7
7. Procedure for AZ--429 ADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--8
8. Procedure for SM--200 Servo Drive and SB--201 Drum and Bracket Assembly . . . . 6--12
9. Procedure for RT--300 Radio Altimeter Receiver Transmitter . . . . . . . . . . . . . . . . . . . . 6--14
10. User Serviceable Parts Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--15
SECTION 7
SHIPPING/HANDLING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--1
UP748877
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MAINTENANCE
MANUAL
Cessna CitationJet
Section Page
SECTION 8
HONEYWELL SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
1. Worldwide Exchange/Rental Program for Corporate Operators . . . . . . . . . . . . . . . . . . 8--1
A. Exchange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
B. Rental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
C. Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
D. Warranty Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
E. Routine Repair Piece Part Orders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
F. Exchange and Rental Ordering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
(1) Telephone Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
(2) Ordering Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--3
(3) Return Shipping Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--4
2. Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--5
3. Customer Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--5
4. Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--6
5. Honeywell Support Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--6
SECTION 9
SYSTEM TEST AND FAULT ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9--1
UP748877
Page TC--9
22--05--09 30 Jul 1999
SYSTEM
MAINTENANCE
MANUAL
Cessna CitationJet
List of Illustrations
Figure Page
Figure 1--1. System Flow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--2
Figure 1--2. SPZ--5000 Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--5
Figure 1--3. ARINC 429 Data Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--15
Figure 2--1. EFIS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3
Figure 2--2. IC--500 Display Guidance Computer -- EFIS Function . . . . . . . . . . . . . . . 2--6
Figure 2--3. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9
Figure 2--4. RI--553 Remote Instrument Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14
Figure 2--5. ED--600 Electronic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16
Figure 2--6. Attitude and Heading Reference Architecture . . . . . . . . . . . . . . . . . . . . . . . 2--24
Figure 2--7. VG--14A Vertical Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--26
Figure 2--8. C--14D Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--28
Figure 2--9. CS--412 Dual Remote Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--30
Figure 2--10. FX--220 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--31
Figure 2--11. AZ--429 Air Data Sensor Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--36
Figure 2--12. AZ--429 Air Data Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--37
Figure 2--13. Single Radio Altimeter System Architecture . . . . . . . . . . . . . . . . . . . . . . . . 2--42
Figure 2--14. RT--300 Radio Altimeter Receiver/Transmitter . . . . . . . . . . . . . . . . . . . . . . 2--43
Figure 2--15. AT--222 Radio Altimeter Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--45
Figure 2--16. FGC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--50
Figure 2--17. IC--500 Display Guidance Computer -- FGS Function . . . . . . . . . . . . . . . . 2--53
Figure 2--18. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--56
Figure 2--19. MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--59
Figure 2--20. AG--222 Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--63
Figure 2--21. RG--204 Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--64
Figure 2--22. SM--200 Servo Drive and SB--201 Bracket . . . . . . . . . . . . . . . . . . . . . . . . . 2--66
Figure 3--1. EFIS Display Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--3
Figure 3--2. EFIS Sensor and Radio Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--7
Figure 3--3. ED--600 EADI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--13
Figure 3--4. Comparison Monitor and Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . 3--18
Figure 3--5. ED--600 EADI Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--21
Figure 3--6. System Failure Warning Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
Figure 3--7. ED--600 EHSI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--25
UP748877
Page TC--10
30 Jul 1999 22--05--09
SYSTEM
MAINTENANCE
MANUAL
Cessna CitationJet
List of Illustrations (cont)

Figure Page
Figure 3--8. Partial Compass ARC Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--31
Figure 3--9. MAP Mode With VOR Selected For Display . . . . . . . . . . . . . . . . . . . . . . . . 3--32
Figure 3--10. MAP Mode With FMS Selected For Display . . . . . . . . . . . . . . . . . . . . . . . . 3--33
Figure 3--11. EHSI Full Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--35
Figure 3--12. EHSI Partial Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . 3--37
Figure 3--13. Composite Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--38
Figure 3--14. Attitude Heading and Reference Interface . . . . . . . . . . . . . . . . . . . . . . . . . 3--41
Figure 3--15. Air Data Reference Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--48
Figure 3--16. Radio Altimeter System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--51
Figure 3--17. Flight Guidance System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--57
Figure 3--18. Autopilot/Yaw Damper Engage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--65
Figure 3--19. Roll Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--68
Figure 3--20. Heading Hold (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--69
Figure 3--21. Heading Hold/Heading Select Mode Interface . . . . . . . . . . . . . . . . . . . . . . 3--71
Figure 3--22. VOR ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--77
Figure 3--23. VOR (NAV) Mode Armed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--78
Figure 3--24. VOR Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--79
Figure 3--25. VOR (NAV) Mode Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--80
Figure 3--26. VOR Course Cut Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--81
Figure 3--27. VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--82
Figure 3--28. VOR Over Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--83
Figure 3--29. VOR Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--85
Figure 3--30. Localizer Arm Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--94
Figure 3--31. Localizer (NAV) Mode Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--95
Figure 3--32. Localizer Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--96
Figure 3--33. Localizer Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--97
Figure 3--34. Localizer Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--99
Figure 3--35. Localizer, ILS, and Back Course Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 3--101
Figure 3--36. Long Range Navigation (LNAV) Mode Interface . . . . . . . . . . . . . . . . . . . . 3--111
Figure 3--37. Roll Axis Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--117
Figure 3--38. Pitch Attitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
Figure 3--39. Pitch Attitude Hold Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--125
UP748877
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MANUAL
Cessna CitationJet

Figure Page
Figure 3--40. Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--128
Figure 3--41. Vertical Speed (VS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 3--130
Figure 3--42. Indicated Airspeed Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--133
Figure 3--43. Airspeed (IAS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--135
Figure 3--44. Altitude Preselect Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--139
Figure 3--45. Prior to Descent -- Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--140
Figure 3--46. During Descent -- ASEL Armed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--141
Figure 3--47. Start of Flare -- ASEL Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--141
Figure 3--48. Level at New Altitude -- Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . 3--142
Figure 3--49. Altitude Preselect (ALT SEL) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . 3--143
Figure 3--50. Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--148
Figure 3--51. Altitude Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--149
Figure 3--52. ILS Approach Arm Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--152
Figure 3--53. ILS Approach Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--154
Figure 3--54. ILS Approach Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--155
Figure 3--55. ILS Approach (LOC) Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--156
Figure 3--56. ILS Approach (GS) Mode Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--157
Figure 3--57. ILS Approach Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--159
Figure 3--58. Go--Around Mode (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--165
Figure 3--59. Go--Around and Wings Level Mode Interface . . . . . . . . . . . . . . . . . . . . . . . 3--166
Figure 3--60. Pitch Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--169
Figure 3--61. Yaw Damper Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--177
Figure 3--62. Yaw Damper Servo Loop Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--179
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List of Tables
Table Page
Acronyms and Abbreviations Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--4
Table 1--1. System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--3
Table 1--2. Optional Subsystem Components ............................... 1--3
Table 1--3. Equipment Required but not Supplied by Honeywell ............... 1--4
Table 1--4. Differential Output Voltages ..................................... 1--15
Table 2--1. IC--500 Display Guidance Computer – EFIS Function
Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7
Table 2--2. DC--550 Display Controller Leading Particulars .................... 2--10
Table 2--3. RI--553 Remote Instrument Controller Leading Particulars .......... 2--15
Table 2--4. ED--600 Electronic Display Leading Particulars .................... 2--17
Table 2--5. IC--500 Display Guidance Computer I/O – EFIS Function ........... 2--19
Table 2--6. DC--550 Display Controller I/O .................................. 2--21
Table 2--7. RI--553 Remote Instrument Controller I/O . . . . . . . . . . . . . . . . . . . . . . . . . 2--22
Table 2--8. ED--600 Electronic Display I/O .................................. 2--23
Table 2--9. VG--14A Vertical Gyro Leading Particulars ........................ 2--27
Table 2--10. C--14D Directional Gyro Leading Particulars ...................... 2--29
Table 2--11. CS--412 Dual Remote Compensator Leading Particulars ........... 2--30
Table 2--12. FX--220 Flux Valve Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--31
Table 2--13. VG--14A Vertical Gyro I/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--33
Table 2--14. C--14D Directional Gyro I/O ..................................... 2--34
Table 2--15. CS--412 Dual Remote Compensator I/O .......................... 2--35
Table 2--16. FX--220 Flux Valve I/O ......................................... 2--35
Table 2--17. AZ--429 Air Data Sensor Leading Particulars . . . . . . . . . . . . . . . . . . . . . . 2--38
Table 2--18. AZ--429 Air Data Sensor I/O .................................... 2--41
Table 2--19. RT--300 Radio Altimeter Receiver/Transmitter Leading Particulars ... 2--44
Table 2--20. AT--222 Radio Altimeter Antenna Leading Particulars .............. 2--45
Table 2--21. Single Radio Altimeter Installation ............................... 2--46
Table 2--22. Single Radio Altimeter Installation AT--222 Transmit Antenna I/O .... 2--47
Table 2--23. Single Radio Altimeter Installation AT--222 Receive Antenna I/O . . . . . 2--47
Table 2--24. IC--500 Display Guidance Computer -- FGS Function
Table 2--25. PC--400 Autopilot Controller Leading Particulars . . . . . . . . . . . . . . . . . . . 2--57
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List of Tables (cont)

Table Page
Table 2--26. MS--560 Mode Selector Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . 2--60
Table 2--27. AG--222 Accelerometer Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . 2--63
Table 2--28. RG--204 Rate Gyro Leading Particulars .......................... 2--65
Table 2--29. SM--200 Servo Drive and SB--201 Bracket Leading Particulars ...... 2--67
Table 2--30. SM--200 Servo Drive Dash No. Differences ....................... 2--67
Table 2--31. IC--500 Display Guidance Computer I/O—FGS Function . . . . . . . . . . . . 2--68
Table 2--32. PC--400 Autopilot Controller I/O ................................. 2--74
Table 2--33. MS--560 Mode Selector I/O ..................................... 2--75
Table 2--34. AG--222 Accelerometer I/O ..................................... 2--75
Table 2--35. RG--204 Rate Gyro I/O ......................................... 2--76
Table 2--36. SM--200 Servo Drive I/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--76
Table 3--1. Sensor Inputs ................................................. 3--19
Table 3--2. System Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--20
Table 3--3. VG--14A Vertical Gyro Performance Accuracy Table . . . . . . . . . . . . . . . . 3--44
Table 3--4. C--14D Directional Gyro Performance Accuracy Table .............. 3--45
Table 3--5. AZ--429 Performance Accuracy Table ............................ 3--50
Table 3--6. RT--300 Radio Altimeter Performance Accuracy Table . . . . . . . . . . . . . . 3--51
Table 3--7. Heading Select Mode Operating Limits ........................... 3--70
Table 3--8. VOR/VOR Approach Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--90
Table 3--9. Localizer (LOC), ILS Approach, and Back Course (BC)
Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--105
Table 3--10. LNAV Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--114
Table 3--11. Roll Channel Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--122
Table 3--12. Pitch Attitude Hold Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
Table 3--13. Vertical Speed Hold Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--128
Table 3--14. Indicated Airspeed (IAS) Hold Mode Operating Limits .............. 3--133
Table 3--15. Altitude Preselect (ALT SEL) Mode Operating Limits ............... 3--142
Table 3--16. Altitude Hold (ALT) Operating Limits ............................. 3--148
Table 3--17. ILS Approach (APP) Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . 3--155
Table 3--18. Go--Around (GA) Operating Limits ............................... 3--165
Table 3--19. Pitch Channel Axis Operating Limits ............................. 3--175
Table 5--1. Interconnect Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--3
Table 6--1. QC Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--10
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INTRODUCTION
1. General
This manual describes general system maintenance instructions and theory of operation for
the SPZ--5000 Integrated Flight Guidance System (IFGS) as installed in the Cessna
CitationJet. It also gives interface information and interconnect diagrams to permit a general
understanding of the overall system.
The purpose of this manual is to help you operate, maintain, and troubleshoot the SPZ--5000
Integrated Flight Guidance System (IFGS) for the Cessna CitationJet to the Line Replaceable
Unit (LRU) level. Common system maintenance procedures are not presented in this manual.
The best established shop and flight line practices should be used.
2. Reference Documents
Publications on subsystems installed as part of the SPZ--5000 Integrated Flight Guidance
System (IFGS) for the Cessna CitationJet are identified in the list that follows:
Honeywell
Document Title Publication Number
Pilot’s Manual A28--1146--089
Handling, Storage, and Shipping Procedures Instruction Manual for A09--1100--01

Honeywell Avionics Equipment
SPZ--5000 Integrated Flight Guidance System Test and Fault Isolation A15--1146--076
Procedures
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3. How This Manual Is Organized

This manual is organized in nine (9) sections. The following list shows the title and a brief
description of each section:
A. Section 1 -- System Overview
The purpose of this section is to give the reader a brief overview of how the entire
SPZ--5000 Integrated Flight Guidance System (IFGS) is organized, to define terms used
in the sections that follow, and to serve as a guide for further study of these sections.
B. Section 2 -- Subsystem Description
The SPZ--5000 IFGS has five (5) subsystems. This section briefly describes the
architecture and the Line Replaceable Units (LRU) of each subsystem. SECTION 2 also
presents a number of fundamental concepts and the theory on which operation of the
SPZ--5000 IFGS is based.
System operation and operating procedures for aircraft components shown in this section
are given in SECTION 3.
C. Section 3 -- Subsystem Operation
The purpose of this section is to identify and describe the general operation and cockpit
displays of the subsystems pertaining to the SPZ--5000 IFGS. Block diagrams of system
interconnects, figures, and tables are included as an aid to understanding system
operation.
D. Section 4 -- System Monitors
All of the SPZ--5000 subsystems share a basic maintenance and operational philosophy:
condition monitoring. This section describes the various subsystem monitors, monitor
trips and resultant cockpit displays supported by the SPZ--5000 IFGS.
E. Section 5 -- System Interconnects
This section supplies wiring data for the SPZ--5000 Integrated Flight Guidance System
(IFGS). This information is supplied as an aid for troubleshooting should a failure occur
during flight or ground test.
F. Section 6 -- Removal/Reinstallation and Adjustments
This section provides instructions for removing/reinstalling and adjusting (where required)
each unit of the SPZ--5000 IFGS that has been previously installed in the system.
G. Section 7 -- Shipping/Handling and Storage
Information on shipping, handling, and storage of all system components is contained in
manual, Honeywell Pub. No. 09--1100--01.
H. Section 8 -- Honeywell Support
This section briefly describes Honeywell’s worldwide exchange/rental program (commonly
referred to as SPEX) for spares. Phone numbers and addresses of Honeywell’s support
centers are also included.
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I. Section 9 -- System Test and Fault Isolation
Refer to manual, Pub. No. A15--1146--076, for SPZ--5000 Integrated Flight Guidance
System test and fault isolation procedures.
4. Critical Items Compliance
Honeywell has an Airworthiness Analysis procedure performed for all its airborne equipment
to make sure that equipment will not cause a dangerous in--flight condition. As a result of the
analysis, specific critical parts, some steps of assembly, and some tests are identified as
INSTALLATION CRITICAL. Complete agreement with these procedures and tests is
necessary to get the approved results. Certain installations have been designated
INSTALLATION CRITICAL and 100 percent compliance with those installations is required.
The clearance between the keeper pins and the drum brackets, and the diameter of the
aircraft control cables are designated INSTALLATION CRITICAL.
Measuring the distance between the keeper pins and the servo drum bracket for proper
clearance, and verifying the diameter of the aircraft control cables are critical to avoid failures
that could cause a dangerous flight condition. Specific methods of installation are required to
ensure that jamming of the cable by the keeper and drum is extremely improbable.
Refer to the MAINTENANCE PRACTICES instructions in this manual for procedures on how
to verify the keeper and drum clearance, and cable diameter.
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5. Weights and Measurements
Weights and measurements in this manual use both U.S. and S.I. (metric) values.
6. Acronyms and Abbreviations
The letter symbols for abbreviations are the same as shown in ANSI/IEEE Std 260 and ASME
Y1.1, except as identified in the abbreviations table.
Acronyms and Abbreviations Table

Term Definition
ac alternating current
A/P Autopilot
ACCEL Accelerometer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADS Air Data Sensor
AGL Above Ground Level
AHRS Attitude and Heading Reference System
ALT Altitude
ALT SEL Altitude Select
ANNUN Annunciator
AOA Angle Of Attack
AP Autopilot
APP Approach
APR Approach
ARINC Aeronautical Radio, Inc.
ARM Armed
ASCII American Standard for Information Exchange
ASEL Altitude Select
ATT Attitude
BARO Barometric
BC Back Course
BCD Binary Coded Decimal
BIT Built--In Test
BNR Binary
CAP Capture
CCA Circuit Card Assembly
CCW Counterclockwise
CDI Course Deviation Indicator
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Acronyms and Abbreviations Table (cont)

Term Definition
CDU Control Display Unit
CP Cross Pointer
CRS Course Select
CRT Cathode Ray Tube
CT Control Transformer
CW Clockwise
DC Display Controller
dc direct current
DG Directional Gyro
DGC Display Guidance Computer
DGR Degrade
DH Decision Height
DME Distance Measuring Equipment
DPDT Double Pull Double Throw
DR Dead Reckoning
DTRK Desired Track
EADI Electronic Attitude Director Indicator

EFIS Electronic Flight Instrument System
EHSI Electronic Horizontal Situation Indicator
EIA Electronics Industries Association
ENG Engage
ET Elapsed Time
FD Flight Director
FGS Flight Guidance System
FMS Flight Management System
FTSU Flight Test Support Unit
GA Go--Around
GAMA General Aviation Manufacturers Association
GP Glidepath
GS Glideslope
GSPD Ground Speed
HDG Heading
HSI Horizontal Situation Indicator
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Term Definition
I/O Input/Output
IAC Integrated Avionics Computer
IAS Indicated Airspeed
IFGS Integrated Flight Guidance System
ILS Instrument Landing System
INS Inertial Navigation System
IVV Instantaneous Vertical Velocity
LAT Lateral
LBS Lateral Beam Sensor
LNAV Lateral Navigation
LOC Localizer
LRN Long Range Navigation
LRU Line Replaceable Unit
LSB Least Significant Bit
MSB Most Significant Bit

MSL Mean Sea Level
NAV Navigation
NM Nautical Mile
NOC Navigation On Course
NRZ Non--Return--To--Zero
NVM Nonvolatile Memory
OBS Omni Bearing Select

OSS Over Station Sensor
RA Radio Altimeter
RAD ALT Radio Altimeter
RIC Remote Instrument Controller
RT Receiver Transmitter
SC Single Cue
SDI Source/Destination Identifier
SPDT Single Pull Double Throw
SPST Single Pull Single Throw
SR Soft Ride
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Term Definition
SRN Short Range Navigation
SSM Sign Status Matrix
Sync Synchronization
TAS True Airspeed

TCS Touch Control Steering
TTG Time--To--Go
TTL Tuned--To--Localizer
TTW Time--To--Waypoint
VA Volt Ampere
VAPP VOR Approach
VBS Vertical Beam Sensor
VG Vertical Gyro
VHF Very High Frequency
VOR Very High Frequency Omnidirectional Radio Range
VS Vertical Speed
WOW Weight--On--Wheels
WPT Waypoint
XTK Crosstrack
YD Yaw Damper
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TABLE OF CONTENTS -- SECTION 1

Section Page
SECTION 1
SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--6
A. Attitude and Heading Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--7
B. ADZ--429 Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--7
C. AA--300 Radio Altimeter System (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
D. Electronic Flight Instrument System (EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
E. Flight Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
3. Electronic System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--10
4. Digital Information Transfer Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--11
A. ARINC 429 Bus Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--11
B. RS--422 and RS--232 Electrical Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--16
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Figure Page
Figure 1--1. System Flow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--2
Figure 1--2. SPZ--5000 Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--5
Figure 1--3. ARINC 429 Data Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--15
List of Tables
Table Page
Table 1--1. System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--3
Table 1--2. Optional Subsystem Components ............................... 1--3
Table 1--3. Equipment Required but not Supplied by Honeywell ............... 1--4
Table 1--4. Differential Output Voltages ..................................... 1--15
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SECTION 1
SYSTEM OVERVIEW
1. General
The SPZ--5000 Integrated Flight Guidance System (IFGS) is made up of the following
subsystems:
 Flight Director (FD) guidance, Autopilot (AP), Yaw Damper (YD), and trim functions
 Electronic flight instrumentation (including gyro references)
 Air data sensor
 Vertical and directional gyros
 Attitude and heading data to other aircraft systems (as required)
 Automatic fault reporting
 Nonintrusive monitoring of sensor data during on--ground maintenance.
The SPZ--5000 IFGS is a completely integrated fail--passive autopilot/flight director and
display system that has a full complement of horizontal and vertical flight guidance modes.
These include all radio guidance modes, Long Range Navigation (LRN) system tracking, and
air data oriented vertical modes.
Three--axis aircraft attitude stabilization and path control are also provided for optimum
performance throughout the aircraft’s normal flight regime. The automatic path mode
commands (FD) are generated by the IC--500 Display Guidance Computer (DGC), which
integrates the attitude and heading reference, air data, and symbol generator functions into a
complete aircraft control system.
The SPZ--5000 IFGS also has provisions for Input/Output (I/O) and data management with
external radio communication and navigation subsystems through digital/serial data bus
interfaces (ARINC 429). Additional data management activities that cross the boundaries of
the functions listed above include system monitoring, self--test, failure annunciation, and a
system interface (RS--422) with the Flight Test Support Unit (FTSU). All digital interfaces,
unless otherwise specified, conform to ARINC specification 429.
Table 1--1 gives the components and part numbers that make up a standard system and
Table 1--2 gives optional subsystem components. Figure 1--2 shows the approximate
component locations for a typical installation. Table 1--3 gives equipment required but not
supplied by Honeywell.
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Figure 1--1. System Flow Diagram

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Table 1--1. System Components

Honeywell Reference
System Component Part No. Designator
VG--14A Vertical Gyro 7000622--901 1
ED--600 Electronic Display (EHSI) 7003430--901 2
ED--600 Electronic Display (EADI) 7003430--901 3
and Inclinometer Kit 7005400--901
FX--220 Flux Valve 2594484 4
CS--412 Dual Remote Compensator 2593379--1 5
C--14D Directional Gyro 4020577--3 6
MS--560 Mode Selector 7018341--901 8
PC--400 Autopilot Controller 7003897--907 11
SM--200 Servo Drive (Aileron) 4006719--906 12
SM--200 Servo Drive (Elevator) 4006719--914 13
SM--200 Servo Drive (Rudder) 4006719--906 14
SB--201 Servo Bracket (3) 4005842 —
AG--222 Normal Accelerometer 7000992 17
RI--553 Remote Instrument Controller 7016954--901 23
AZ--429 Air Data Sensor 7017970--901 43
DC--550 Display Controller 7016986--605 (Note 1)/ 115
--701
IC--500 Display Guidance Computer 7017000--50102/ 190
--52105 (Note 2)
NOTES:
1. The --605 DC--550 Display Controller does not have the Single Cue/Cross
Pointer button.
2. The --52015 has GPS approach overlay functions.
Table 1--2. Optional Subsystem Components

Honeywell Reference
System Component Part No. Designator
AA--300 Radio Altimeter System
 RT--300 Radio Altimeter Receiver Transmitter 7001840--919 20
 AT--222 Radio Altimeter Antenna (Transmit) 4010504 21
 AT--222 Radio Altimeter Antenna (Receive) 4010504 22
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Table 1--3. Equipment Required but not Supplied by Honeywell

Quantity Recommended
Designation and Function Required Description Source
Fast Erect Switch S1 1/VG SPST momentary button, rated ----
at 1/2 ampere, inductive
Directional Gyro Free/Slave 1/DG SPST toggle, rated at 1/2 ----
Switch S2 ampere, inductive
Directional Gyro Manual Sync 1/DG SPDT momentary, toggle with ----
Switch S3 center OFF, 1/2 ampere rating
Pilot’s AP Disconnect 1 Normally Closed/Open, rated at ----
Switch S4 28 V, 3 amperes, inductive
Copilot’s AP Disconnect 1 Normally Closed/Open, rated at ----
Switch S5 28 V dc, 3 amperes, inductive
Pilot’s Touch Control Steering 1 Momentary SPST, normally Controls Co. of
(TCS) Switch S6 open, 1/2 ampere rating at 28 V America Series
B9000
Copilot’s Touch Control 1 Momentary SPST, normally Controls Co. of
Steering (TCS) Switch S7 open, 1/2 ampere rating at 28 V America Series
B9000
Go--Around (GA) Switch S8 1 Momentary SPST, normally Controls Co. of
open, 1/2 ampere rating at 28 V America Series
B9000
Flap Switch S10 1 SPST ----
Speed Brake Switch S11 1 SPST ----
Weight--On--Wheels (WOW) 1 SPST ----
Switch S12
Trim Transfer Relays K1 and 2 DPDT, rated at 28 V dc, 3 ----
K2 amperes, inductive
NAV 2 Select Relay K3 1 SPDT, 28 V dc, activation ----
current ≤ 130 ma
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Figure 1--2. SPZ--5000 Component Locations

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2. System Description
The Line Replaceable Units (LRU) given in Table 1--1 have been organized into the following
subsystems (described in paragraphs 2. A. thru 2. E.):
 Attitude and Heading Reference System (AHRS)

 AZ--429 Air Data Sensor
 AA--300 Radio Altimeter System (Optional)
 Electronic Flight Instrument System (EFIS)
 Flight Guidance System (FGS).
System organization is centered around an Integrated Avionics Computer (IAC), which

performs the display and flight guidance functions normally associated with a symbol
generator, flight director, and autopilot/yaw damper. These functions are all co--located in the
IC--500 Display Guidance Computer (DGC) on separate Circuit Card Assemblies (CCA). (The
IC--500 DGC reduces the number of aircraft LRUs by housing a number of independent
functions in one LRU.) Some of these functions are managed by dedicated I/O hardware and
some are managed by a micro--processor in conjunction with individual commands, switching
logic, and drive circuitry.
During normal operation the system displays heading, course, radio bearing, pitch and roll
attitude, radio altitude, course deviation, glideslope deviation, TO--FROM, and Distance
Measuring Equipment (DME) indications. Lighted annunciators denote selected flight director
modes. Pitch and roll steering commands developed by the IC--500 DGC in conjunction with
the MS--560 Mode Selector are displayed by a pilot selectable Single Cue/Cross Pointer
(SC/CP) display. This computed steering information enables the pilot to reach and/or
maintain the desired flightpath or attitude.
When the system is engaged and coupled to the flight director commands, the aircraft is
controlled with the same commands that are displayed on the Electronic Attitude Director
Indicator (EADI). When the system is engaged and uncoupled from the flight director
commands, the aircraft is controlled by manual pitch and roll commands inserted by the Touch
Control Steering (TCS) or the autopilot pitch wheel and turn knob.
Operation of a specific system component by the IC--500 DGC is dependent upon the system
and other aircraft sensor data inputs. The IC--500 DGC monitors and tracks aircraft progress
through the flight regime so that only the appropriate navigation sensor data is presented for
display and flight guidance. The IC--500 uses software tests in combination with Built--In Test
(BIT) hardware to detect failures and determine I/O signal validity. Based on the results of
these tests, the IC--500 DGC determines whether the system is capable of providing proper
FD, AP, and YD mode control and/or mode annunciation. The IC--500 DGC also performs
return--to--service testing on control of the servo drives and on power available to the air data
sensor and accelerometer. System monitoring is active in all modes of operation.
NOTE: Refer to SECTION 4 for details about system monitoring.

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A. Attitude and Heading Reference System (AHRS)
The attitude and heading reference system is made up of the following components:
 VG--14A Vertical Gyro
 C--14D Directional Gyro
 FX--220 Flux Valve
 CS--412 Dual Remote Compensator.
The VG--14A Vertical Gyro provides a three--wire pitch and roll analog attitude signal to
the IC--500 DGC for EFIS display and for controlling lateral and vertical flight guidance
modes. The VG--14A Vertical Gyro can also output an analog signal for weather radar
antenna stabilization if a weather radar system is installed.
The C--14D Directional Gyro provides three--wire analog magnetic heading data to the
IC--500 DGC for EFIS display, lateral flight guidance, and yaw axis control.
The FX--220 Flux Valve detects the magnitude and direction of the horizontal component
of the earth’s magnetic field for use in aligning the C--14D Directional Gyro to magnetic
north.
The CS--412 Dual Remote Compensator is adjustable to compensate the flux valve for
N--S and E--W errors that result from the aircraft’s self--generated magnetic fields. The
CS--412 Dual Remote Compensator can compensate two independent directional gyro
systems.
B. ADZ--429 Air Data System
The ADZ--429 Air Data System is made up solely of the AZ--429 Air Data Sensor. The
AZ--429 Air Data System provides the IC--500 DGC with an ARINC 429 input of pressure
altitude and impact pressure data. This data is used to create a pseudo True Airspeed
(TAS) signal in the IC--500 DGC for flight guidance gain programming. The pressure
altitude input is also used as the flight guidance reference for the altitude hold mode,
while the impact pressure input is used as the flight guidance reference for the Indicated
Airspeed (IAS) hold mode.
The AZ--429 Air Data Sensor is not used for any EFIS or additional cockpit displays.
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C. AA--300 Radio Altimeter System (Optional)
The AA--300 Radio Altimeter System is made up of the following components:

 RT--300 Radio Altimeter Receiver Transmitter
 AT--222 Radio Altimeter Antenna (2).
The radio altimeter system supplies an absolute height above the ground analog output
from 0 to 2,500 feet. The digital display of radio altitude is located on the EADI. The
radio altimeter is also used for the following:
 Decision Height (DH) annunciation
 Rising runway display
 Gain programming in the flight guidance system for localizer and glideslope tracking.
D. Electronic Flight Instrument System (EFIS)
The EFIS is made up of the following components:

 ED--600 Electronic Display (EADI and EHSI)
 IC--500 Display Guidance Computer (display processor & sensor interface)
 DC--550 Display Controller
 RI--553 Remote Instrument Controller (RIC).
The EFIS displays pitch and roll attitude, heading, course/desired track orientation,
flightpath commands, and selected mode and source annunciations.
The IC--500 DGC is the heart of the system and processes all data for display on the
ED--600 EADI and EHSI.
The RI--553 RIC lets the pilot input select heading, course, and altitude. This data is sent
to the IC--500 DGC over a dedicated bus from the DC--550 Display Controller.
The DC--550 Display Controller lets the pilot control various display formats on the EADI
and Electronic Horizontal Situation Indicator (EHSI) and control the intensity of the
displays. Bearing pointer select functions are also controlled from the display controller.
If a single display fails, a composite EADI/EHSI format is selected from the display
controller on the remaining electronic display.
The switching of navigation sensor data for display and for flight guidance is supplied
electronically. All comparison monitoring of critical display data is done within the EFIS.
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E. Flight Guidance System (FGS)
The flight guidance system is made up of the following components:

 IC--500 Display Guidance Computer (DGC)
 PC--400 Autopilot Controller
 MS--560 Mode Selector
 AG--222 Accelerometer
 SM--200 Servo Drive (Elevator, Aileron, and Rudder).
The IC--500 DGC processes course, selected heading, attitude, air data, DME, and radio
navigation data to provide computed pitch and roll steering commands for display on the
ED--600 EADI and for autopilot automatic flightpath steering through control of the flight
control surfaces through the SM--200 Servo Drives. The computed steering commands
can be manually flown with the autopilot disengaged.
Flight director mode selection and annunciation is accomplished through the buttons on
the MS--560 Mode Selector. The flight director command bars on the EADI also reflect
the selected mode.
Autopilot and yaw damper engagement, turn knob operation, and pitch thumb wheel
inputs are accomplished through the PC--400 Autopilot Controller. Annunciation of
excessive elevator trim is also supplied by this controller.
The AG--222 Accelerometer is used in some of the vertical flight director modes as a
damping term and by the autopilot monitors.
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3. Electronic System Maintenance

All of the SPZ--5000 subsystems share a basic maintenance and operational philosophy:
condition monitoring. Multilevel built--in software and hardware tests (BIT) are used by the
IC--500 DGC to monitor itself and other system components for proper operation to detect and
record faults. The purpose of BIT is to detect and isolate failures internal or external to the
IC--500 DGC wherever possible. All BIT capabilities are executed by the processors (in
software). The first occurrence of a failure and a single indication of the first repeat of that
failure is recorded in nonvolatile (maintenance) memory as an event code. Subsequent
repeats on the same flight are not recorded. This test capability also includes an automatic
power--up self--check and the following manually initiated test modes:
 On--ground self--test
 On--ground maintenance monitoring.
The on--ground self--test mode lets the IC--500 Display Guidance Computer exercise its
interface with associated avionics. This test mode lets the display guidance computer run BIT
on selected input, output, and internal circuitry.
The maintenance monitoring test mode lets the IC--500 present event codes (stored in
maintenance memory) from previous flights, as well as sensor data readout for diagnostic
purposes when troubleshooting a system malfunction.
Either test mode is initiated through the DC--550 Display Controller. Maintenance pages,
which supply ground service test selections for a variety of independent functions, are also
presented on the ED--600 Electronic Displays. (All selections are made through controls and
button switches on the DC--550 Display Controller.) Ground maintenance testing may be
done from the cockpit by one person, although two may be required for safety during flight
control surface testing.
NOTE: Refer to Section 9 for details on available ground maintenance tests. Section 9 also
contains the procedures used in checking the SPZ--5000 IFGS for proper operation
of its system components.
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4. Digital Information Transfer Systems

The SPZ--5000 IFGS communicates with a number of other systems in addition to the
integrated flight guidance system components through digital data buses (ARINC 429 and
RS--422). For the SPZ--5000 IFGS, the heart of this inter--system communication scheme is
the IC--500 DGC.
The IC--500 DGC accepts the following aircraft sensor and radio navigation inputs through
ARINC 429 compatible data buses:
 Static and differential pressure from the AZ--429 Air Data Sensor
 Flightplan waypoints, waypoint bearing, desired track, cross--track deviation, waypoint
distance, and Time--To--Waypoint (TTW) from the long range navigation Flight Management
System (FMS) unit
 Tuned--To--Localizer (TTL), localizer and glideslope deviations, and VOR bearing data from
the Short Range Navigation (SRN) receiver. Analog marker beacon discretes are also
converted to ARINC 429.
The IC--500 DGC is also designed to transmit the following data through a low--speed ARINC
429 bus for use by the FMS:
 Selected course
 Magnetic heading
 Selected altitude
 True airspeed
 Barometric altitude.
The DC--550 Display Controller is the only system component to use an RS--422 serial bus
interface with the IC--500 DGC. This bus transmits the following data from the DC--550
Display Controller, the MS--560 Mode Selector, and the RI--553 Remote Instrument Controller
to the IC--500 DGC:
 Switch position
 Button
 Knob rotation.
Paragraph 4.A. describes the operation and uses of the ARINC 429 data bus; paragraph 4.B.
describes the RS--422 and RS--232 data buses.
A. ARINC 429 Bus Description
The ARINC 429 bus system is made up of transmitters and receivers connected by
shielded twisted wire pairs. Data is encoded in either twos complement fractional binary
notation or binary coded decimal notation and transmitted by a single transmitter to either
a single receiver or to a group of receivers connected in parallel. Each 429 bus carries
data in one direction only. Bidirectional transmission between two LRUs must be
accomplished by using two sets of transmitters, receivers, and twisted wire pairs.
(ARINC 429 does not permit bidirectional data flow on any given shielded twisted pair of
wires.)
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ARINC 429 transmissions consist of words made up of 32 bits. (There are five types of
data words: Binary (BNR), Binary Coded Decimal (BCD), discrete, maintenance, and
acknowledgement.) These words are transmitted at 12.5 kHz (low speed) or 100 kHz
(high speed). Bit number 1 is always the first bit transmitted, and bit number 32 is always
the last bit transmitted. Bits 1 thru 8 are called the octal label, which identifies the type of
information contained within the word. For example, true airspeed has an octal label of
210. In most cases, bits 9 and 10 are the Source/Destination Identifier (SDI), which
indicates the source LRU in multibox installations by system number (1 thru 4). Bits 9 and
10 may also be used as data bits in high resolution data words. Bits 11 thru 29 compose
the data field. Bit 11 is the Least Significant Bit (LSB), and bit 29 is the Most Significant
Bit (MSB). In most cases, bits 30 and 31 form the Sign Status Matrix (SSM), which
identifies the sign and validity of the data. Like bits 9 and 10 above, bits 30 and 31 may
also be used as data bits in high resolution data words. Bit 32 is used for parity.
In the octal label, bits 1 thru 8 are used to represent numbers 0 thru 377. The eight bits
are broken into two groups of three and one group of two. Each group represents a digit
encoded in binary with the LSB having a value of one. The octal label is transmitted with
the MSB of the most significant digit first. This reversed label characteristic is a legacy
from past systems in which the octal coding of the label field was apparently of no
particular significance.
BIT NUMBER 8 7 6 5 4 3 2 1
BINARY 1 2 4 1 2 4 1 2
VALUE
LSB 0 0 1 1 1 1 0 1 MSB
CHARACTER 4 7 2
VALUE
Octal Label = 274
Units, ranges, resolution, refresh rate and number of significant bits for information
transferred are encoded in either BCD or BNR (twos complement) fractional notation.
Discrete information is also sent through the ARINC 429 bus. In the data field, bits 11
thru 29 are the data bits. For some high resolution data words, bits 9 and 10 are also
data bits. Bits 30 and 31 may also be data bits.
If bits 11 thru 29 contain data bits in a BNR format, the most significant bit of the data field
represents one half of the maximum possible of the value transmitted. Each successive
(less significant) bit represents one half of the previous (more significant) bit. Negative
numbers are encoded as the twos complement of positive values, with the negative sign
reflected in the SSM.
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For example, if we wish to encode a quantity whose maximum value is 2500, bit number
29 would represent a value of 1250, bit number 28 would represent a value of 625, bit
number 27 would represent a value of 312.5, and so on to bit number 11 that would
represent a value of 0.004768371541. Adding up the individual bit values yields the total
value of the quantity being transmitted.
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11
MSB DATA LSB
If bits 11 thru 29 contain data bits in a BCD format, the data is grouped into four--bit bytes,
each byte denoting a decimal column. The 19 data bits are broken up into four groups of
four bits and one group of three bits. Each group of four can represent a number from 0
to 9; the fifth group can represent a number from 0 to 7. Refer to the following examples
of BCD data fields. Data bit number 11 (the 11th bit transmitted in a word) has the binary
value of 1. Data bits numbered 12, 13 and 14 have the binary value of 2, 4 and 8
respectively. Each group of bits 15 thru 29 have similarly assigned values as shown
below. Using this format, decimal numbers (or characters) between 0 and 9 can be
assembled using combinations of these four binary values.
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11
4 2 1 8 4 2 1 8 4 2 1 8 4 2 1 8 4 2 1
MSB DATA DATA DATA DATA DATA LSB
In the data field, only those bits that are required to transmit parameter range and
resolution are used; the remaining bits are set to 0 (zero). In the following example, the
data word for Selected Course with an octal label of 024 and a value of 254 degrees only
requires three characters (the remaining two characters are filled with zeros):
Parameter: Selected Course Octal Label: 024 Value: 254 degrees
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11
0 1 0 0 1 0 1 0 1 0 0 0 0 0 0 0 0 0 0
2 5 4 X X
The following example shows a DME data word that requires five characters:
Parameter: DME Distance Octal Label: 201 Value: 257.86 NM
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11
0 1 0 0 1 0 1 0 1 1 1 1 0 0 0 0 1 1 0
2 5 7 8 6
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The following example shows a position data word requiring six characters (bits 9 and 10
are used and the format is changed slightly):
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9
1 0 1 1 1 0 1 0 1 0 1 0 1 1 0 0 1 1 0 0 1
1 7 5 5 9 9
When bits 30 and 31 are used for the Sign Status Matrix (SSM) function, the bit
assignments are as follows:
BIT
31 30 Meaning
0 0 Plus, North, East, Right, To, Above
0 1 No Computed Data
1 0 Functional Test
1 1 Minus, South, West, Left, From, Below
In those data words that are BCD encoded for longitude and latitude, bits 30 and 31 are
both encoded to zeros for east or north, or both to ones for west or south. Bits 9 and 10
are not used for SDI but are included in the data field to give the resolution required for
position.
For angular range, 0 thru 359.xxx degrees is encoded as 0 thru 179.xxx degrees. The
sign bits (30 and 31) determine the semicircle being referenced. The positive portion of
the semicircle includes 0 thru 179.xxx degrees. The negative portion includes 180 thru
359.xxx degrees. An all--zeros configuration represents 0 and 180 degrees. All ones
represent 179.xxx and 359.xxx degrees. Twos complement notation is used for the
negative half.
Parity is one of the simplest of all the error checking methods used in data handling.
There are two basic parity configurations: ODD and EVEN. ARINC 429 transmissions
are always odd parity and bit 32 is the parity bit. ARINC 429 receivers are programmed
to always expect an odd number of ones in each 32 bit word. Bit 32 is set to one when
there are an even number of binary ones in the word, and set to zero when there are an
odd number of binary ones in the word. This creates a word that always contains an
overall odd number of ones.
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To be compatible with the transformer coupled data bus, all ARINC 429 messages are
Manchester II encoded before being applied to the bus. Unlike Non--Return--to--Zero
(NRZ) data, which requires a bandwidth of dc to fc (clock frequency), Manchester
encoded data is limited to the frequency range of fc/2 to fc. Also, since Manchester data
must transition in the middle of each bit period, the data clock is contained within the data
and is easily extracted at each receiver for data decoding. This feature avoids having to
send a synchronous clock on separate lines along with the data. Manchester II encoding
is shown in Figure 1--3.
ARINC 429 transmissions return to the zero voltage condition at the end of each bit
period. As shown in Figure 1--3, a high on line A and a low on line B is a binary one. A
low on Line A and a high on Line B is a binary zero. When both Line A and Line B are at
zero volts, there is no data bit being transmitted. ARINC 429 transmitters must provide a
minimum dead time of four bits between messages because the receivers synchronize to
the transmitted data by recognizing the four--bit dead time as the synchronizing
command.
Figure 1--3. ARINC 429 Data Transmission
Tri--level bipolar modulation consisting of HI (binary one), LO (binary zero) and NULL (no
data) states are used in the transmission of data. The differential output signal voltage
across the specified output terminals (balanced to ground at the transmitter) should be as
given in Table 1--4 when the transmitter is open circuit.
The differential voltage presented at the receiver is dependent upon line length and the
number of receivers connected to a transmitter. The nominal voltage range at the
terminals is likely to be between 6.5 and 13 volts peak--to--peak. Receiver input common
mode voltages (Line A to Ground and Line B to Ground) are not specified because of the
difficulties of defining ground with any satisfactory degree of precision.
Table 1--4. Differential Output Voltages

HI (1) NULL (V) LO (0)
Line A to Line B +10  1.0 0  0.5 --10  1.0
Line A to Ground +5  0.5 0  0.25 --5  0.5
Line B to Ground --5  0.5 0  0.25 +5  0.5
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The transmitter output impedance is 75 ohms balanced to ground. The receiver input
impedance is typically 8000 ohms. No more than 20 receivers (400 ohms minimum for 20
receiver loads) should be connected to one digital data bus; each receiver contains
isolation provisions to ensure that the occurrence of any reasonably probable failure does
not cause loss of data to the others. Bus fault tolerances for shorts and steady--state
voltages are designed into the transmitters and receivers.
B. RS--422 and RS--232 Electrical Specifications
(1) RS--422 Electrical Specification
Strictly speaking, RS--422 is an electrical specification, as defined by the Electronics

Industries Association (EIA). However, the term RS--422 is used throughout this
manual to describe any data bus made up of a differentially driven, shielded twisted
pair that is not described above.
EXAMPLE: The DC/SG bus that carries data from the DC--550 Display Controller to
the IC--500 Display Guidance Computer.
(2) RS--232 Electrical Specification
Strictly speaking, RS--232 is also an electrical specification as defined by EIA.

However, the term RS--232 is used throughout this manual to describe a
single--ended serial bus that connects the display guidance computer to a personal
or laptop computer. This data bus typically carries American Standard for Information
Exchange (ASCII) data between the computer and the display guidance computer.
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Section Page
SECTION 2
SUBSYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
A. EFIS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3
B. IC--500 Display Guidance Computer (DGC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6
C. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9
(1) Bearing Source Select Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10
(2) Dim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11
(3) TEST Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12
(4) FULL/MAP Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12
(5) Map Range (MAP RNG) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
(6) Single Cue/Cross Pointer (SC/CP) Button (--701 Controller only) . . . . . . . . 2--13
(7) Ground Speed/Time--To--Go (GSPD/TTG) Button . . . . . . . . . . . . . . . . . . . . . . 2--13
(8) Elapsed Time (ET) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
(9) Navigation (NAV) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
(10) Flight Management System (FMS) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
D. RI--553 Remote Instrument Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14
(1) COURSE Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15
(2) Altitude Select (ALT SEL) Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15
(3) HEADING Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15
E. ED--600 Electronic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16
(1) Deflection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--17
(2) Video and Dimming System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--17
(3) System Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--18
(4) Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--18
F. EFIS Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--19
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Section Page
3. Attitude and Heading Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--24
A. Attitude and Heading Reference Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--24
(2) C--14D Directional Gyro Compass System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--25
D. CS--412 Dual Remote Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--30
E. FX--220 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--31
F. Attitude and Heading Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--32
4. Air Data Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--36
A. AZ--429 Air Data Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--36
B. AZ--429 Air Data Sensor (ADS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--37
(1) Pressure Altitude Output (Label 171) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--39
(2) Impact Pressure Output (Label 172) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--40
C. Air Data Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--41
5. Radio Altimeter System (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--42
A. Radio Altimeter System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--42
B. RT--300 Radio Altimeter Receiver/Transmitter (RT) . . . . . . . . . . . . . . . . . . . . . . . . 2--43
C. AT--222 Radio Altimeter Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--45
D. Radio Altimeter Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--46
A. FGS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--49
B. IC--500 Display Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--53
C. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--56
(1) AP ENGAGE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--57
(2) YD ENGAGE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(3) BANK LIMIT LOW Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(4) Elevator TRIM Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(5) PITCH Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
(6) TURN Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--58
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D. MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--59
(1) Heading (HDG) Select Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--60
(2) Navigation (NAV) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--60
(3) Approach (APR) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--61
(4) Back Course (BC) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--61
(5) Altitude Mode (ALT) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--61
(6) Indicated Airspeed (IAS) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--62
(7) Vertical Speed (VS) Mode Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--62
E. AG--222 Normal Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--63
F. RG--204 Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--64
G. SM--200 Servo Drive and SB--201 Bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--66
H. FGS Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--68
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Figure Page
Figure 2--1. EFIS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3
Figure 2--2. IC--500 Display Guidance Computer -- EFIS Function . . . . . . . . . . . . . . . 2--6
Figure 2--3. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9
Figure 2--4. RI--553 Remote Instrument Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14
Figure 2--5. ED--600 Electronic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16
Figure 2--6. Attitude and Heading Reference Architecture . . . . . . . . . . . . . . . . . . . . . . . 2--24
Figure 2--7. VG--14A Vertical Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--26
Figure 2--8. C--14D Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--28
Figure 2--9. CS--412 Dual Remote Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--30
Figure 2--10. FX--220 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--31
Figure 2--11. AZ--429 Air Data Sensor Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--36
Figure 2--12. AZ--429 Air Data Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--37
Figure 2--13. Single Radio Altimeter System Architecture . . . . . . . . . . . . . . . . . . . . . . . . 2--42
Figure 2--14. RT--300 Radio Altimeter Receiver/Transmitter . . . . . . . . . . . . . . . . . . . . . . 2--43
Figure 2--15. AT--222 Radio Altimeter Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--45
Figure 2--16. FGC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--50
Figure 2--17. IC--500 Display Guidance Computer -- FGS Function . . . . . . . . . . . . . . . . 2--53
Figure 2--18. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--56
Figure 2--19. MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--59
Figure 2--20. AG--222 Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--63
Figure 2--21. RG--204 Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--64
Figure 2--22. SM--200 Servo Drive and SB--201 Bracket . . . . . . . . . . . . . . . . . . . . . . . . . 2--66
List of Tables
Table Page
Table 2--2. DC--550 Display Controller Leading Particulars .................... 2--10
Table 2--3. RI--553 Remote Instrument Controller Leading Particulars .......... 2--15
Table 2--4. ED--600 Electronic Display Leading Particulars .................... 2--17
Table 2--5. IC--500 Display Guidance Computer I/O – EFIS Function ........... 2--19
Table 2--6. DC--550 Display Controller I/O .................................. 2--21
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List of Tables (cont)

Table Page
Table 2--7. RI--553 Remote Instrument Controller I/O . . . . . . . . . . . . . . . . . . . . . . . . . 2--22
Table 2--8. ED--600 Electronic Display I/O .................................. 2--23
Table 2--9. VG--14A Vertical Gyro Leading Particulars ........................ 2--27
Table 2--10. C--14D Directional Gyro Leading Particulars ...................... 2--29
Table 2--11. CS--412 Dual Remote Compensator Leading Particulars ........... 2--30
Table 2--12. FX--220 Flux Valve Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--31
Table 2--13. VG--14A Vertical Gyro I/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--33
Table 2--14. C--14D Directional Gyro I/O ..................................... 2--34
Table 2--15. CS--412 Dual Remote Compensator I/O .......................... 2--35
Table 2--16. FX--220 Flux Valve I/O ......................................... 2--35
Table 2--17. AZ--429 Air Data Sensor Leading Particulars . . . . . . . . . . . . . . . . . . . . . . 2--38
Table 2--18. AZ--429 Air Data Sensor I/O .................................... 2--41
Table 2--19. RT--300 Radio Altimeter Receiver/Transmitter Leading Particulars ... 2--44
Table 2--20. AT--222 Radio Altimeter Antenna Leading Particulars .............. 2--45
Table 2--21. Single Radio Altimeter Installation ............................... 2--46
Table 2--22. Single Radio Altimeter Installation AT--222 Transmit Antenna I/O .... 2--47
Table 2--23. Single Radio Altimeter Installation AT--222 Receive Antenna I/O . . . . . 2--47
Table 2--25. PC--400 Autopilot Controller Leading Particulars . . . . . . . . . . . . . . . . . . . 2--57
Table 2--26. MS--560 Mode Selector Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . 2--60
Table 2--27. AG--222 Accelerometer Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . 2--63
Table 2--28. RG--204 Rate Gyro Leading Particulars .......................... 2--65
Table 2--29. SM--200 Servo Drive and SB--201 Bracket Leading Particulars ...... 2--67
Table 2--30. SM--200 Servo Drive Dash No. Differences ....................... 2--67
Table 2--31. IC--500 Display Guidance Computer I/O--FGS Function ............ 2--68
Table 2--32. PC--400 Autopilot Controller I/O ................................. 2--74
Table 2--33. MS--560 Mode Selector I/O ..................................... 2--75
Table 2--34. AG--222 Accelerometer I/O ..................................... 2--75
Table 2--35. RG--204 Rate Gyro I/O ......................................... 2--76
Table 2--36. SM--200 Servo Drive I/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--76
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SECTION 2
SUBSYSTEM DESCRIPTION
1. General
This section briefly describes subsystem architecture for the SPZ--5000 IFGS. Also included
are outline illustrations, tables of leading particulars, and I/O data for specific components
(LRUs) within a particular subsystem. When a component figure shows callouts, the
descriptions for each callout begin from the upper left--hand corner of the art and move
clockwise, unless the callout is a minor item grouped with a major item callout.
The LRUs are separated into the following subsystems:
Subsystem Paragraph
Electronic Flight Instrument System (EFIS) 2.
Attitude and Heading Reference System 3.
AZ--429 Air Data System 4.
AA--300 Radio Altimeter System (Optional) 5.
Flight Guidance System (FGS) 6.
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2. Electronic Flight Instrument System (EFIS)

The EFIS is a totally integrated system that combines the processing of primary flight display
data with flight guidance data. This level of integration gives a number of cost and weight
benefits over traditional avionic systems and greatly simplifies the interface requirements for
the flight director. The manner of integration also implies that if the EFIS system is
operational, the flight director is also operational. Conversely, if the EFIS fails, the flight
director also fails.
The EFIS portion of the SPZ--5000 IFGS replaces the following cockpit instruments:
 Attitude Director Indicator (ADI)
 Horizontal Situation Indicator (HSI)
 Distance Measuring Equipment (DME) Indicator
 Turn and Slip Indicator.
This approach features all the performance advantages of display integration: flexibility,
redundancy, and reliability. The EFIS merges the following information into the pilot’s prime
viewing area:
 Pitch and roll attitude
 Heading
 Course/Desired track orientation
 Flight guidance commands
 Mode and source annunciators.
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A. EFIS Architecture
As shown in Figure 2--1, the EFIS is made up of the following components:
 IC--500 Display Guidance Computer (DGC)

 RI--553 Remote Instrument Controller (RIC)
 Two (2) ED--600 Electronic Displays.
Figure 2--1. EFIS Architecture
The primary component of this system is the IC--500 DGC. The DGC is a symbol
generator, flight director, and autopilot computer integrated into a single unit. Integrating
the autopilot control and flight director functions with the symbol generator eliminates the
interfaces between these computers. All aircraft sensors and navigation sources are
connected directly to the DGC since all flight control functions reside inside this computer.
One ED--600 Electronic Display is used as an Electronic Attitude Director Indicator (EADI)
and the other as an Electronic Horizontal Situation Indicator (EHSI). Digital and analog
inputs are accepted from various sources by the symbol generator portion of the IC--500
DGC and compiled for conversion into video and deflection signals. The information
embedded in these signals is output to the electronic displays. In case of an electronic
display failure, a composite attitude/heading display format can be displayed on the
remaining ED--600.
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Data presented on the EADI includes the following:

 Pitch and roll attitude
 ILS localizer and glideslope data
 Air data commands
 Preselected altitude
 Comparison monitor annunciators
 Autopilot and Touch Control Steering (TCS) engage annunciators
 Flight director mode annunciators
 Flight director commands
 Angle--Of--Attack (AOA) fast/slow command.
EHSI data shown on the ED--600 Electronic Display includes the following:
 Heading
 Course select
 Course deviation
 Distance
 Ground Speed (GSPD)
 To/From
 Desired track
 Bearing 1 and 2
 Heading select
 Glideslope deviation
 Time--To--Go (TTG)/Elapsed Time (ET)
 Heading and NAV source annunciators
 Compass sync
 Flight Management System (FMS) status annunciators.
EFIS operation is performed using the RI--553 Remote Instrument Controller and the
DC--550 Display Controller. Control signals from the DC--550 Display Controller are used
by the IC--500 Display Guidance Computer to select display format, information source,
and display dimming. Control signals from the RI--553 Remote Instrument Controller
supply the display guidance computer with preselected altitude, selected heading and
course inputs.
Primary attitude and heading information is supplied by the VG--14A Vertical Gyro and
C--14D Directional Gyro, respectively. A secondary attitude gyro interface is used for
comparison monitoring by EFIS and for autopilot/yaw damper monitoring.
NOTE: Data derived from this secondary input is used for monitoring purposes only and
not displayed.
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Navigation information is supplied by the Short Range Navigation (SRN) and Long Range
Navigation (LRN) systems. Radio altitude is supplied by an appropriate (optional) radio
altimeter system.
An analog Angle Of Attack (AOA) input and valid signal from an AOA computer supplies
the IC--500 DGC outputs fast/slow indicators for display on the EADI. The IC--500 DGC
uses an AOA error signal to bias the EADI fast/slow pointer.
Inside the IC--500 DGC, the flight guidance portion transmits flight director mode
annunciators, flight director air data references, and flight director commands to its
Electronic Flight Instrument System (EFIS) symbol generator portion.
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B. IC--500 Display Guidance Computer (DGC)
The IC--500 DGC, shown in Figure 2--2, is a microprocessor--based digital computer of

modular design. This computer accepts both digital and analog inputs, performs digital
and analog computations, and supplies both digital and analog outputs. The DGC also
transforms all incoming data into a video and deflection format, which is transmitted to the
electronic displays. Information displayed on EFIS is also used by the flight guidance
portion of the DGC for display of its flight director modes. Leading particulars for the DGC
are given in Table 2--1.
Figure 2--2. IC--500 Display Guidance Computer -- EFIS Function

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Leading Particulars
Item Specification
Dimensions (maximum):
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.47 in.(215.1 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (128.5 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.38 in. (416.05 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . 18.0 lb (8.18 kg)
Power Requirements:
 Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 70 W
26 V ac, 1 W
 Maximum surge . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 420 W
Mating Connectors:
 J1, J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Cannon)
DPX2MA--A106P--A106P--33B--XXXX
NOTE: 4 ea. Sunbank backshell
required, Part No. J1560
Mounting Tray (Cooling) . . . . . . . . . . . . . . . . . . . Honeywell Part No. 7017095--902
User Serviceable Parts . . . . . . . . . . . . . . . . . . . . None
The symbol generator portion of the DGC is the focal point of information flow in this
system. The symbol generator’s primary task is to convert the information present at its
input to video and deflection formats, which are required to form the EADI and EHSI
displays. Control signals from the DC--550 and RI--553 controllers are used by the
symbol generator to select display format and information source.
The symbol generator is a stroke and raster hybrid system (i.e., the sphere’s blue/brown
background is rastered onto the display, while all other data is stroke--filled). Stroke
writing activities are directed by dual vector generators whose design provides the
capability to both translate and rotate characters and symbols for maximum display
flexibility.
Information processed at the symbol generator includes attitude (pitch and roll), heading,
glideslope, localizer, course deviation, bearing (Automatic Direction Finder [ADF] and
Navigation [NAV]), and selected air data quantities. The long--range navigation interface
is compatible with FMS, Inertial Navigation Systems (INS), and Omega. It also accepts
mode logic inputs from the flight director portion of the DGC.
The display interface between the symbol generator and the ED--600 Electronic Display
supplies the deflection and video signals necessary to create both the EADI and EHSI
displays simultaneously. The X and Y deflection signals are transmitted differentially over
shielded twisted pairs of wire.
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The video interface is made up of four--color information signals and a video blanking
signal that implements the color selection process. All five of these are transmitted
differentially. The video blanking signal operates independently of the color signals.
Video blanking turns off the video drive to the display. Auxiliary inputs are the
raster/stroke, flyback, and stroke--ready signals. All of these are also transmitted
differentially.
The raster/stroke signal reconfigures the electronic display for stroke or raster writing
modes. Flyback is used only in the raster mode to initiate screen retrace. Stroke--ready
is a handshaking signal that informs the symbol generator that a positional change has
occurred and the display can now accept writing information.
Signals present at the inputs of the symbol generator are digitized, processed, and stored
in memory. The pilot selects the information content of each display via the DC--550
Display Controller. The organization of this system also allows comparison monitoring to
be performed continuously in the symbol generator, eliminating the need for a separate
comparison monitor.
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C. DC--550 Display Controller
The DC--550 Display Controller, shown in Figure 2--3, gives the pilot a convenient method
of controlling EFIS display formatting modes (i.e., displayed sensors, display dimming,
self--test, radio altitude decision height setting, full or partial compass display, and SC or
CP selection). The display controller also supplies a data acquisition function for the
RI--553 and the MS--560. This feature allows the display controller to collect the set knob
position data and the activation of mode selector buttons and transmit this data to the
IC--500 on a two--wire RS--422 asynchronous serial (DC/SG) interface bus. Leading
particulars are given in Table 2--2.
The display controller has two bearing pointer source selectors, a decision height knob,
separate EADI and EHSI master dim controls, a self--test switch, and seven momentary
buttons located on the front panel.
Figure 2--3. DC--550 Display Controller

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Table 2--2. DC--550 Display Controller Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.87 in. (174.50 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 lb (0.82 kg)
Power Requirements:
 Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 5.0 W (max)
 Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V dc, 5.0 W (max)
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20--B35SB
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dzus fasteners
User Serviceable Parts:
 Replacement Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type 7341 or equivalent blue filtered
incandescent
(1) Bearing Source Select Knobs
The EHSI displays two independent bearing pointers (BRG f or BRG Z). Bearing
source BRG f is dedicated to the left side of the cockpit sources and BRG Z to the
right side sources. The selectable bearing sources for each pointer are as follows:
BRG f BRG Z
OFF OFF
VOR1 VOR2
ADF1 ADF2
FMS
If the DC--550 is invalid, the BRG f VOR bearing is displayed on the EHSI
by default.
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(2) Dim Controls
The dimming system employed by the EFIS is semi--automatic. The following two
inputs contribute to the overall display brightness of each ED--600 Electronic Display:
 Ambient light sensed by the photosensors on each ED--600 unit
 Setting of the dimming controls.
The DIM potentiometer sets the nominal intensity for each display. The photosensors
located on each ED--600 cause the light output of each display to be modulated
about the nominal intensity as a function of the light incident on each display.
Separate EADI and EHSI master dim controls are supplied on the display controller.
A mechanical OFF position on each of these controls can be used to blank the
display and present the composite mode on the remaining CRT.
(a) ADI DIM/DH Set Control
This control has two concentric knobs. The outer knob adjusts the intensity
(raster and stroke writing) of the EADI display. Turning the ADI DIM control to
the OFF position causes the EADI to go blank and the composite mode to be
displayed on the EHSI.
The inner knob, labeled DH, selects the decision height on the EADI. Turning
the inner knob allows the decision height to be adjusted as follows:
 Between 0 and 200 feet in 5--foot increments
 Between 200 and 990 feet in 10--foot increments.
Turning the DH knob completely counter--clockwise removes the decision height
from the EADI display. This control is a high--friction knob to prevent inadvertent
operation.
(b) HSI DIM Control
The HSI DIM control dims only stroke writing on the EHSI. Turning the control to
the OFF position performs the following two functions:
 The EHSI goes blank and the composite mode is displayed on the EADI.
 If in the composite mode on the EHSI, the DIM control is used to dim the
attitude sphere intensity.
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(3) TEST Button
The TEST button is a momentary button on the DH knob. Pushing and holding the
TEST button for 5 to 6 seconds while the aircraft is on the ground
(Weight--On--Wheels [WOW]) initiates the test mode and a check of the radio
altimeter. Pushing the TEST button while the aircraft is in the air initiates a check of
the radio altimeter only.
NOTES:
1. The test mode is functional while WOW only. The radio altimeter test is
functional only if the radio altimeter is connected to the IC--500 Display
Guidance Computer test output. If connected, the radio altimeter test can
be initiated at any time except during GS Capture (CAP) or GP CAP.
2. If the aircraft is WOW and the TEST button is held beyond 5 to 6 seconds,
the system enters the initiated test mode. Refer to Section 9, System Test
and Fault Isolation, for information about initiated tests.
The following test displays are activated on the EADI and EHSI as long as the TEST
button is pushed.
 The course select, heading select, DH set, and distance and GSPD/TTG digital
displays are replaced by amber dashes.
 The Attitude (ATT) and HDG displays are flagged.
 All pointers/scales are flagged.
 All heading related bugs/pointers are removed.
 The flight director command cue goes out of view.
 The radio altimeter digital readout displays radio altimeter self--test value.
 The comparator monitor annunciates ATT, HDG, and ILS (if ILS sources are
selected on both sides).
 The word TEST (in magenta) is annunciated in the lateral capture location on the
top left of the EADI.
 The FD mode annunciators are removed.
 DH is annunciated.
(4) FULL/MAP Button
The FULL/MAP button changes the EHSI display from full compass to the partial
compass (ARC) format. In the full compass mode, 360 degrees of heading are
displayed. In the partial compass mode, 90 degrees of heading are displayed.
An additional push of the FULL/MAP button selects the partial format plus a MAP
display appropriate for the navigation source selected. If the VOR navigation source
has been selected, a short--range MAP is displayed. If the LRN source is selected,
and depending on its capability, a long--range MAP is displayed. Map range is
controlled by the MAP RNG button.
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Successive toggling of the FULL/MAP button changes the display from the FULL
compass to the ARC compass and then to the MAP display. The power--up condition
is with FULL compass format displayed.
NOTE: When NAV is the selected navigation source and LOC is tuned, the
FULL/MAP button only toggles between FULL and partial compass (ARC)
displays.
(5) Map Range (MAP RNG) Button
Pushing the MAP RNG button selects the range (in nautical miles) of the MAP
display on the EHSI. Subsequent pushing of the MAP RNG button increments the
map range selection in the following order:
5—10—25—50—100—300—REPEAT (repeats the order)
The power--up condition is 100 NM and the annunciated range is half scale.
(6) Single Cue/Cross Pointer (SC/CP) Button (--701 Controller only)
Pushing the SC/CP button changes the shape of the aircraft symbol and the flight
director pitch and roll command bar display on the EADI from single cue to cross
pointer. Successive toggling of the SC/CP button changes the display back and forth
from the single cue to the cross pointer. The power--up condition is with the single
cue displayed; the alternate is with cross pointer.
(7) Ground Speed/Time--To--Go (GSPD/TTG) Button
Pushing the GSPD/TTG button alternately displays groundspeed or time--to--go in the

lower right corner of the EHSI. The power--up condition displays groundspeed.
(8) Elapsed Time (ET) Button
Pushing the ET button allows the GSPD/TTG function to be replaced with a digital
clock display. Successive pushes of the ET button control the clock. Elapsed time is
displayed in minutes and seconds or hours and minutes. Pushing the ET button the
first time resets the displayed time to zero; the toggling sequence of the ET button is
reset, start, and stop (repeats the order).
(9) Navigation (NAV) Button
Pushing the NAV button toggles the selection of Short Range Navigation (SRN)
sources between on--side VOR/LOC and cross--side VOR/LOC.
(10) Flight Management System (FMS) Button
Pushing the FMS button selects long range navigation information for display on the
EHSI.
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D. RI--553 Remote Instrument Controller
The RI--553 Remote Instrument Controller, shown in Figure 2--4, lets the pilot manually
select heading, course, and preselected altitude references. The remote instrument
controller interfaces with the DC--550 Display Controller, which transmits all preselect
references and mode select data over its RS--422 (DC/SG) digital bus. Leading
particulars for the remote instrument controller are given in Table 2--3.
The HEADING, ALT SEL, and COURSE knobs use the same type mechanical rotary
switch. Each switch has 16 detent positions per revolution and output a quadrature 2--bit
code (full rotation repeats the code four times). Operation of the detent knobs lets the
display increment one unit for each click of knob rotation. This is accomplished by the
use of greycode switches.
Figure 2--4. RI--553 Remote Instrument Controller

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Table 2--3. RI--553 Remote Instrument Controller Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.500 in. (38.10 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.750 in. (146.05 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.098 in. (27.89 mm)
Power Requirements:
 Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac or dc
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E14A--35SC
Bezel Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gray
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dzus Fasteners
 ALT SEL Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 7019971
 COURSE Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 7005275--905
 HEADING Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 7017121--902
 Setscrews, Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.086--56UNC x 0.12 LG or equivalent
(1) COURSE Select Knob

The COURSE knob selects VOR, ILS, and OBS course by positioning the course
select pointer on the EHSI. Rotation of this knob selects course in 1--degree
increments. When the course is set, the symbol generator function of the IC--500
DGC supplies the FGS function with course error and deviation signals.
NOTE: Some LRN systems allow the desired track to be selected with the
COURSE knob.
(2) Altitude Select (ALT SEL) Knob
The ALT SEL knob controls the preselect altitude displayed on the EADI. The
altitude is set in 100--foot increments. The first turn sets current barometric altitude.
The ASEL display on the ADI reverts to amber dashes if the AZ--429 is invalid or if
the encoded altitude discretes from the altimeter are either all grounded or all open.
(3) HEADING Select Knob
The HEADING knob allows selection of the heading reference by positioning of the
heading bug on the EHSI. Rotation of this knob allows selection of heading in
1--degree increments. When the heading bug is set, the EFIS function of the IC--500
DGC provides the FGS function with heading error signals.
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E. ED--600 Electronic Display
The ED--600 Electronic Display, shown in Figure 2--5, is a standard 4.6 x 5 inch
high--resolution CRT. It can display ADI and HSI information compiled by the symbol
generator function of the IC--500. Video and deflection signals generated by the IC--500
drive the ED--600 CRT displays. A single system contains two (2) ED--600 Electronic
Displays. The displays are identical and interchangeable, except when used as an ADI,
an inclinometer is attached to the bezel of the electronic display. Leading particulars for
the electronic display are given in Table 2--4.
Figure 2--5. ED--600 Electronic Display

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Table 2--4. ED--600 Electronic Display Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.695 in. (119.25 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.070 in. (127.78 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.50 in. (266.70 mm)
Power Requirements:
 Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc, 65 W (max)
 Inclinometer Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac or dc, 1.2 W (max)
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B--35S
with strain relief MS2706--B20--2
Bezel Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gray
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 7000066--5
or MSP Part No. 64483--83
User Serviceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . None
(1) Deflection System

The ED--600 display unit operates in either raster scan or stroke writing modes. In
the stroke writing mode, the deflection amplifiers operate as current output power
stages. The deflection yoke currents are sampled and fed back to the input of the
power stages, providing deflection amplifiers for each mode of operation. The
deflection amplifier output stages in both the vertical and horizontal axes are
constructed using complementary power FETs for high power gain, hence reduced
component count. Circuitry is contained within the deflection system to provide for
the pincushion linearity correction required by the CRT physical geometry.
In order to supply the highest possible data throughput from the symbol generator
portion of the IC--500 to the display, a handshake system is used to tell the IC--500
symbol generator when the display amplifiers are finished slewing and ready to write.
This stroke--ready signal is generated by a window comparator that monitors the I/O
status of the deflection amplifiers.
(2) Video and Dimming System
The overall intensity of the display output is controlled in the video system by a signal
from the auto--dimming system. In the auto--dimming system, the pilot--selected
intensity (from the dimming control on the DC--550 Display Controller) is modulated
by a control signal generated from two strategically located ambient light sensors.
Independent dimming inputs can be processed in stroke and raster modes.
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(3) System Monitor
A system monitor is included in the electronic display to supply CRT phosphor

protection and a system invalid signal to the IC--500 symbol generator function
whenever the following conditions are detected:
 Loss of deflection in both axes
 Abnormal power supply outputs
 Improper CRT filament current.
The circuitry also gives a 5--second time delay between application of CRT filament
current and high voltage power turn--on. This lets the system stabilize quickly and
protects the CRT cathodes from the effects of excessive initial anode current.
(4) Power Supply
All power required by the electronic display is supplied from the aircraft 28 V dc bus
through a power supply subsystem in the electronic display. This power supply
subsystem is made up of a high--efficiency switching regulator and a solid-- state
high--voltage power supply.
When an electronic display is used as an EADI, an inclinometer is attached to the

bezel of the display. Provisions have been made to light the inclinometer from
standard aircraft 5--volt lighting bus.
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F. EFIS Inputs and Outputs
Table 2--5 thru Table 2--8 describe major EFIS inputs and outputs used in the CitationJet
installation. For full interconnect information, refer to Section 5, System Interconnects. At
the left margin of each entry in the tables is a letter within parentheses. The meaning of
each letter follows:
Symbol Description
(B) Data Bus connection
(C) Configuration programming pin
(D) Discrete Input connection
(E) Discrete Output connection
(G) Chassis Ground connection
(I) Input connection
(O) Output connection
(P) Power connection
(S) Signal ground
Table 2--5. IC--500 Display Guidance Computer I/O – EFIS Function

Connector
Function and Pin Remarks
190
(O) ADI VIDEO + J1A--1 To EADI
(O) ADI VIDEO – J1A--2 To EADI
(O) ADI COLOR 0 + J1A--4 To EADI
(O) ADI COLOR 0 – J1A--5 To EADI
(I) ADI FLYBACK + J1A--16 From EADI
(I) ADI FLYBACK – J1A--17 From EADI
(D) ADI PRIMARY TUBE VALID J1A--19 From EADI
(O) ADI RASTER/STROKE + J1A--20 To EADI
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Table 2--5. IC--500 Display Guidance Computer I/O – EFIS Function (cont)
Connector
(O) ADI RASTER/STROKE – J1A--21 To EADI
(I) ADI PRIMARY STROKE J1A--23 From EADI
READY +
(I) ADI PRIMARY STROKE J1A--24 From EADI
READY –
(O) HSI VIDEO + J1A--28 To EHSI
(O) HSI VIDEO – J1A--29 To EHSI
(O) HSI COLOR 0 + J1A--31 To EHSI
(O) HSI COLOR 0 – J1A--32 To EHSI
(I) HSI FLYBACK + J1A--43 From EHSI
(I) HSI FLYBACK – J1A--44 From EHSI
(D) HSI PRIMARY TUBE VALID J1A--46 From EHSI
(O) HSI RASTER/STROKE + J1A--47 To EHSI
(O) HSI RASTER/STROKE – J1A--48 To EHSI
(I) HSI PRIMARY STROKE J1A--50 From EHSI
READY +
(I) HSI PRIMARY STROKE J1A--51 From EHSI
READY –
(O) ADI X DEFLECTION + J1A--55 To EADI
(O) ADI X DEFLECTION – J1A--56 To EADI
(O) ADI Y DEFLECTION + J1A--58 To EADI
(O) ADI Y DEFLECTION – J1A--59 To EADI
(O) HSI X DEFLECTION + J1A--61 To EHSI
(O) HSI X DEFLECTION – J1A--62 To EHSI
(O) HSI Y DEFLECTION + J1A--64 To EHSI
(O) HSI Y DEFLECTION – J1A--65 To EHSI
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Table 2--5. IC--500 Display Guidance Computer I/O – EFIS Function (cont)
Connector
(B) DC/SG BUS (H) J2A--15 RS--422 input from
DC--550 Display
Controller
(B) DC/SG BUS (L) J2A--16 RS--422 input from
DC--550 Display
Controller
Table 2--6. DC--550 Display Controller I/O

Connector
115
(D) CRS SET 1 J1--9 From RI--553
(D) CRS SET 2 J1--10 From RI--553
(S) CRS SET COMM J1--11 From RI--553
(D) ALT SEL SET 1 J1--12 From RI--553
(D) ALT SEL SET 2 J1--13 From RI--553
(S) ALT SEL SET COMM J1--14 From RI--553
(D) HDG SET 1 J1--15 From RI--553
(D) HDG SET 2 J1--16 From RI--553
(S) HDG SET COMM J1--17 From RI--553
(B) DC/SG + J1--34 Serial bus (RS--422) output to
IC--500
(B) DC/SG – J1--35 Serial bus (RS--422) output to
IC--500
(O) ADI DIM + J1--38 To EADI
(O) ADI DIM – J1--39 To EADI
(O) HSI DIM + J1--40 To EHSI
(O) HSI DIM – J1--41 To EHSI
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Table 2--7. RI--553 Remote Instrument Controller I/O

Connector
23
(S) Course set common J1--1 To DC--550
(E) Course set 1 J1--2 To DC--550
(E) Course set 2 J1--3 To DC--550
(S) ALT set common J1--7 To DC--550
(E) ALT set 1 J1--8 To DC--550
(E) ALT set 2 J1--9 To DC--550
(S) Heading set common J1--13 To DC--550
(E) Heading set 1 J1--14 To DC--550
(E) Heading set 2 J1--15 To DC--550
(P) 0 – 5 V background J1--29 From Pilot’s 5 V dc system
lighting
(S) Lighting GND J1--33 To DC--550
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Table 2--8. ED--600 Electronic Display I/O

Function Connector and Pin Remarks
(I) X DEFLECTION + J1--1 From IC--500
(I) X DEFLECTION – J1--2 From IC--500
(P) 28 V DC PWR J1--5 From pilot’s 28 V dc power bus
(P) 28 V DC PWR J1--6 From pilot’s 28 V dc power bus
(O) PRIMARY STROKE READY + J1--7 To IC--500
(O) PRIMARY STROKE READY – J1--8 To IC--500
(I) Y DEFLECTION + J1--9 From IC--500
(I) Y DEFLECTION – J1--10 From IC--500
(E) PRIMARY TUBE VALID J1--15 To IC--500
(P) INCLINOMETER LIGHTING J1--26 From edge lighting
(pilot’s 5 V dc dimming)
(S) INCLINOMETER LIGHTING GND J1--27 To DC GND
(I) DIM CONTROL + J1--30 From DC--550
(I) DIM CONTROL – J1--31 From DC--550
(I) COLOR 3 + J1--38 From DC--550
(I) COLOR 3 – J1--39 From DC--550
(I) COLOR 2 + J1--42 From DC--550
(I) COLOR 2 – J1--43 From DC--550
(I) COLOR 1 + J1--46 From DC--550
(I) COLOR 1 – J1--47 From DC--550
(I) COLOR 0 + J1--50 From DC--550
(I) COLOR 0 – J1--51 From DC--550
(I) VIDEO + J1--54 From DC--550
(I) VIDEO – J1--55 From DC--550
(I) RASTER/STROKE + J1--58 From DC--550
(I) RASTER/STROKE – J1--59 From DC--550
(O) FLYBACK + J1--60 To IC--500
(O) FLYBACK – J1--61 To IC--500
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3. Attitude and Heading Reference System

A. Attitude and Heading Reference Architecture
The following paragraphs describe the Attitude and Heading Reference Architecture, as
shown in Figure 2--6.
The SPZ--5000 Integrated Flight Guidance System uses a VG--14A Vertical Gyro as the
primary attitude reference and a C--14D Directional Gyro Compass System as the primary
heading reference.
Figure 2--6. Attitude and Heading Reference Architecture

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(1) VG--14A Vertical Gyro
The VG--14A Vertical Gyro is a gimballed gyroscope that detects actual aircraft pitch
and roll attitude relative to the earth’s surface. Synchros connected to the gimbals
measure the angular difference between the vertical spin axis of the gyro flywheel
and the gimbal supports. The synchros convert the angles into electrical analogs of
pitch and roll attitude, which are transmitted to the gyro connector as outputs
available for use by other systems.
(2) C--14D Directional Gyro Compass System
The C--14D Directional Gyro compass system is made up of a C--14D Directional

Gyro, a CS--412 Dual Remote Compensator and an FX--220 Flux Valve. Installed as
a stand--alone subsystem, the compass system provides long--term, stabilized
magnetic heading information to the EFIS and for flight guidance. In addition, a
remotely mounted AUTO/MAN switch controls compass slaved or nonslaved modes
of operation. A remotely mounted SYNC slew switch (LEFT HAND/RIGHT HAND)
aligns gyro heading if there is a loss of the slaving amplifier.
The flux valve senses magnetic north, which is input to the CS--412 Dual Remote
Compensator. When properly adjusted, the CS--412 Dual Remote Compensator
minimizes compass system deviation caused by magnetic influences of the airframe
and electrical systems on board. The compensated information is input to the C--14D
Directional Gyro, which maintains its spin axis orientation toward magnetic north
while slaved to the flux valve. Synchros connected to the gyro gimbal measure the
angular difference between the spin axis and the longitudinal axis of the aircraft. The
synchros convert the angle into an electrical analog of aircraft heading, which is
transmitted to the gyro connector as outputs available for use by other systems or
subsystems.
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B. VG--14A Vertical Gyro
The VG--14A Vertical Gyro, shown in Figure 2--7, supplies aircraft pitch and roll attitude to
the IC--500 Display Guidance Computer using an independent three--wire synchro output
for each axis. The pitch and roll attitude signals are used for aircraft stabilization and
flight director/autopilot functions of the IC--500. Additional two--wire transformer outputs
for pitch and roll are used for radar antenna stabilization. Adequate electrical power and
gyro wheel speed lights the VALID annunciation on the gyro base and energizes a
two--pole relay for autopilot interlock and failure flag interlock. Leading particulars are
given in Table 2--9.
Figure 2--7. VG--14A Vertical Gyro

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Table 2--9. VG--14A Vertical Gyro Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.19 in. (157.2 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.75 in. (171.5 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.38 in. (238.3 mm)
Power Requirements . . . . . . . . . . . . . . . . . . . . . 115 V ac, 400 Hz, 80 VA start, 40 VA run
Gyro Rotor Speed . . . . . . . . . . . . . . . . . . . . . . . . 22,000 rpm
Gyro Erection Time . . . . . . . . . . . . . . . . . . . . . . . 2.5 deg/min
Erection Rates:
 Fast Erection (minimum) . . . . . . . . . . . . . . . . 20 deg/min
 Slow Erection (nominal) . . . . . . . . . . . . . . . . . 2.5 deg/min
Pitch Gimbal freedom . . . . . . . . . . . . . . . . . . . . . 80 deg
Roll Gimbal freedom . . . . . . . . . . . . . . . . . . . . . . Unlimited
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F22--55SY
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Base flange mount
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C. C--14D Directional Gyro
The C--14D Directional Gyro (DG), shown in Figure 2--8, is a gimballed gyroscope that
supplies aircraft (3--wire synchro) heading information for EFIS display in the cockpit and
for flight guidance. Synchros connected to the gyro gimbal measure the angular position
of the spin axis of the gyro and convert the angle into an electrical analog, which is
transmitted as an output. When installed in the aircraft and aligned with a known
direction (usually magnetic north), this output represents actual aircraft heading. Leading
particulars are given in Table 2--10.
The gyro can be operated in a free (DG) mode or can be slaved to a flux valve. In the DG
mode the spin axis tends to drift freely at a rate dependent on bearing friction, gyro
precession, and earth rotation. Operating in the DG mode requires the drift to be
corrected frequently by the pilot. When slaved to a flux valve, the gyro slaving amplifier
maintains a spin axis orientation toward magnetic north as sensed by the flux valve. This
slaving provides accurate long term heading, eliminating drift correction by the pilot.
Adequate electrical power and gyro wheel speed energize a two--pole relay for failure flag
interlock.
Figure 2--8. C--14D Directional Gyro

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Table 2--10. C--14D Directional Gyro Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.22 in. (183.4 mm)
 Height (shock mounts extended) . . . . . . . . . . . . . . . . 7.50 in. (190.5 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.25 in. (158.8 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.03 in. (229.4 mm)
Power Requirements:
 Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 105 VA start, 65 VA run
 Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 V Amp
 Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 V Amp
Gimbal Freedom:
 Vertical (azimuth) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360 deg
 Horizontal (pitch and roll) . . . . . . . . . . . . . . . . . . . . . . . 85 deg
Slaved Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 deg
Gyro Free Drift (exclusive of earth rate) . . . . . . . . . . . . 15 to 24 deg/hr
Slaving Rate (normal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 to 5.0 deg/min
Slewing Rate (automatic fast or manual) . . . . . . . . . . . . 30 deg/min
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F20--41S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Base flange mount
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D. CS--412 Dual Remote Compensator
The CS--412 Dual Remote Compensator, shown in Figure 2--9, minimizes compass
system deviation caused by local magnetic disturbances from the airframe and electrical
systems on board. Leading particulars are given in Table 2--11.
The CS--412 Dual Remote Compensator inserts small dc voltages on the flux valve output
to minimize compass system deviation caused by local magnetic disturbances from the
airframe and electrical systems on board. The CS--412 is capable of compensating two
flux valves; however, only one (J1) is used on the CitationJet.
Figure 2--9. CS--412 Dual Remote Compensator
Table 2--11. CS--412 Dual Remote Compensator Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.99 in. (75.9 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.56 in. (65.0 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.62 in. (142.7 mm)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V ac, 400 Hz, 2.5 VA
Mating Connectors:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F14--19SX
 J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F14--19SY
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E. FX--220 Flux Valve
The FX--220 Flux Valve, shown in Figure 2--10, senses the direction (horizontal
component) of the earth’s magnetic field with respect to its prealigned mount in the
aircraft. The flux valve outputs the angular difference as a three--wire electrical signal
indicating magnetic heading of the aircraft. Leading particulars are given in Table 2--12.
The flux valve outputs the angular difference between the longitudinal axis of the aircraft
and magnetic north. This magnetic heading goes through the CS--412 Dual Remote
Compensator, which nulls compass deviation caused by the airframe and electrical
systems on board. The compensated magnetic heading goes to the C--14D Directional
Gyro to maintain the gyro spin axis orientation toward magnetic north during slaved
operation. From the C--14D Directional Gyro, the stabilized magnetic heading is sent to
the IC--500 Display Guidance Computer for display on the EHSI and for flight guidance
use.
Figure 2--10. FX--220 Flux Valve
Table 2--12. FX--220 Flux Valve Leading Particulars

Item Specification
 Bowl Diameter . . . . . . . . . . . . . . . . . . 3.58 in. (90.93 mm)
 Mounting Flange Diameter . . . . . . . 4.80 in. (121.9 mm)
 Height . . . . . . . . . . . . . . . . . . . . . . . . . 2.88 in. (73.15 mm)
Weight (maximum) . . . . . . . . . . . . . . . . 1.5 lb (0.68 kg)
Power Requirements . . . . . . . . . . . . . . 26 V ac, 400 Hz, 1.1 VA
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . Nonmagnetic machine screws, 6--40 by 3/8 in.
round head, Honeywell Part No. 319011
User Serviceable Parts . . . . . . . . . . . . . None
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F. Attitude and Heading Inputs and Outputs
Table 2--13 thru Table 2--16 give major attitude and heading reference inputs and outputs
used in the CitationJet installation. For full interconnect information, refer to Section 5,
System Interconnects. At the left margin of each entry in the tables is a letter within
parentheses. The meaning of each letter follows:
Symbol Description
(S) Signal ground
(R) Reference Voltage input
(V) Reference Voltage output
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Table 2--13. VG--14A Vertical Gyro I/O

Connector
1
(S) POWER GROUND J1--B To aircraft ground
(P) 115 VAC, 400 Hz J1--C From power source
(D) INTERLOCK IN (VALID) J1--P 28 V dc from IC--500 7.5 ampere circuit
breaker
(E) ATTITUDE VALID J1--R 28 V dc to IC--500
(D) EXTERNAL FAST ERECT J1--V Cockpit fast erect switch
(O) VG ROLL ATTITUDE X J1--p VG roll synchro input to IC--500
(O) VG ROLL ATTITUDE Y J1--q VG roll synchro input to IC--500
(O) VG ROLL ATTITUDE Z J1--r VG roll synchro input to IC--500
(O) ROLL ATTITUDE (H) J1--v Transformer output to weather radar
(O) ROLL ATTITUDE (C) J1--w Transformer output to weather radar
(O) VG PITCH ATTITUDE (X) J1--x VG pitch synchro input to IC--500
(O) VG PITCH ATTITUDE (Y) J1--y VG pitch synchro input to IC--500
(O) VG PITCH ATTITUDE (Y) J1--z VG pitch synchro input to IC--500
(O) PITCH ATTITUDE (H) J1--EE Pitch attitude to weather radar
(O) PITCH ATTITUDE (C) J1--DD Pitch attitude to weather radar
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Table 2--14. C--14D Directional Gyro I/O

Connector
6
(S) AC POWER GROUND J1--A To aircraft ac ground
(S) 28 VDC POWER GROUND J1--B To aircraft dc ground
(D) HDG VALID INTERLOCK J1--C From aircraft 28 V dc bus
(D) FREE/SLAVE SELECT J1--E To wiper of Free/Slave switch
(E) FREE/SLAVE SELECT J1--G To auto position of Free/Slave switch
(I) FLUX VALVE Y J1--N From CS--412 Remote Compensator
(I) FLUX VALVE Z J1--P From CS--412 Remote Compensator
(I) FLUX VALVE X J1--R From CS--412 Remote Compensator
(O) FLUX VALVE EXCITATION J1--S 26 V ac output to flux valve
(O) SYNCH ANNUNCIATOR (+) J1--V Signal output to IC--500
(O) SYNCH ANNUNCIATOR (--) J1--U Signal output to IC--500
(O) SYNCHRO (NO. 2) HDG X J1--a Primary heading to IC--500
(O) SYNCHRO (NO. 2) HDG Y J1--b Primary heading to IC--500
(G) CHASSIS GROUND J1--g ----
(E) PRIMARY HDG VALID J1--h Gyro failure relay to IC--500
(D) HDG VALID INTERLOCK J1--j Jumper from 6J1--C
(D) SYNCH SWITCH LEFT HAND J1--m From manual gyro sync switch
(E) SYNCH SWITCH WIPER J1--n To manual gyro sync switch
(D) SYNCH SWITCH RIGHT HAND J1--p From manual gyro sync switch
(O) SYNCHRO (NO. 2) HDG Z J1--z Primary heading to IC--500
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Table 2--15. CS--412 Dual Remote Compensator I/O

Connector
5
(I) FLUX VALVE STATOR (Z) J1--A Magnetic heading from flux valve
(I) FLUX VALVE STATOR (X) J1--B Magnetic heading from flux valve
(I) FLUX VALVE STATOR (Y) J1--C Magnetic heading from flux valve
(I) 26 V AC J1--D 26 V ac, 400 Hz from C--14D
(I) AC POWER GROUND J1--E To aircraft ac ground
(I) SHIELD J1--F Shield from flux valve
(O) FLUX VALVE X J1--H Compensated heading to C--14D
(O) FLUX VALVE Y J1--J Compensated heading to C--14D
(O) FLUX VALVE Z J1--K Compensated heading to C--14D
Table 2--16. FX--220 Flux Valve I/O

Connector
4
(O) FLUX VALVE STATOR (Z) J1--A To CS--412 Remote Compensator
(O) FLUX VALVE STATOR (X) J1--B To CS--412 Remote Compensator
(O) FLUX VALVE STATOR (Y) J1--C To CS--412 Remote Compensator
(I) 26 V AC J1--D 26 V ac, 400 Hz from C--14D
(I) AC POWER GROUND J1--E To aircraft ac ground
(O) SHIELD J1--F Shield wire to CS--412 Remote Compensator
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4. Air Data Reference
A. AZ--429 Air Data Architecture
The following paragraphs describe the AZ--429 Air Data Architecture, as shown in
Figure 2--11.
The SPZ--5000 Integrated Flight Guidance System uses an AZ--429 Air Data Sensor as
the air data reference. The air data sensor encodes and transmits pitot and static
(impact) pressure inputs as two serial (ARINC 429) data words (labels 171 and 172) to
the IC--500 DGC. The pitot and static pressures are used by the IC--500 as the reference
for the air data flight director modes and for gain programming in the flight director
system.
A sensor valid output is also supplied to warn the IC--500 DGC of sensor failure. This
valid is encoded in the two ARINC words.
Barometric correction and pressure altitude (through encoded altitude discretes) are input
to the IC--500 directly from the aircraft’s encoding altimeter.
The air data sensor does not have a power supply. The sensor depends upon the
IC--500 DGC’s preregulated voltage reference inputs (+15 and –15 V dc) to sustain
normal operation.
Figure 2--11. AZ--429 Air Data Sensor Architecture

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B. AZ--429 Air Data Sensor (ADS)
The ADS, shown in Figure 2--12, is connected to the pilot’s pitot/static system to sense
pitot and static pressure. (Pressure input connections are made by AN--type threaded
fittings.) A single 19--pin electrical connector mounted on the front of the unit supplies the
sole I/O interface with the IC--500 DGC. Leading particulars are given in Table 2--17.
Pneumatic pressure inputs are converted by the ADS into binary data bits with digital
counts proportional to the static and impact pressures. The ADS formats these data bits
into two separate ARINC words and transmits them to the IC--500. Bit counts for
pressure altitude (Ps) are formatted into word label 171. Bit counts for impact pressure
(Qc) are formatted into word label 172. Both ARINC words are transmitted at a rate of
32 Hz  2 Hz. Sensor valid and parity bits are attached to both words. Bit assignments
for word labels 171 and 172 are described in paragraphs 4.B.(1) and 4.B.(2), respectively.
Figure 2--12. AZ--429 Air Data Sensor

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Table 2--17. AZ--429 Air Data Sensor Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13 in. (104.9 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.27 in. (133.9 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.88 in. (149.3 mm)
Power Requirements (maximum) . . . . . . . . . . . . . . . . . . +15 V dc, 300 mA
--15 V dc, 300 mA
Warm--Up:
 +25 _C to +70 _C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 minutes
 --40 _C to +25 _C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 minutes
Operating Range:
 Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . --1,000 to +45,000 ft
 Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 to 400 knots
Altitude and Airspeed Output . . . . . . . . . . . . . . . . . . . . . . Low--Speed ARINC 429
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F--14--19S
Pneumatic Fittings:
 Pitot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS33649--4
 Static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS33649--6
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Base flange mount
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(1) Pressure Altitude Output (Label 171)
Word format: 01--08 Octal label = 171

09--25 Data field = static pressure (See NOTE)
26--29 not applicable
30--31 Sensor valid = 1, 1
32 Parity = odd
NOTE:
Field parameters (Ps):
Gradient = 2,990 bit counts/inHg
Length = 17 bits
MSB = bit 25
Bit Resolution:
4.26 inHg (45,500 ft) = 15,000  457 bit counts
8.385 inHg (–1,000 ft) = 95,000  457 bit counts
0 inHg = 2,263 bit counts
Static pressure is considered invalid if data is less than 14,543 bit counts or greater than
95,457 bit counts.
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(2) Impact Pressure Output (Label 172)
Word format: 01--08 Octal label = 172

09--25 Data field = impact pressure (See NOTE)
26--29 Qc count offset (See NOTE)
30--31 Sensor valid = 1, 1
32 Parity = odd
NOTE:
Field parameters (Qc):
Gradient = 9,629 bit counts/inHg
Length = 17 bits
MSB = bit 25
Bit Resolution:
0.077 inHg (40 kts) = 15,000  249 bit counts
8.385 inHg (400 kts) = 95,000  880 bit counts
0 inHg = 14,259 bit counts
Impact pressure is considered invalid if data is less than 14,751 bit counts or
greater than 95,880 bit counts.
The ADS has a Qc offset adjustment capability. Bits 26--29 are field programmable through
a 4--switch dip pack, to match the Qc output of the sensor with the aircraft’s pneumatic
Airspeed Indicator (ASI) for IAS mode. Field adjustment is only necessary if either the
sensor or airspeed indicator are replaced or repaired.
The dip pack is located above the static port connection behind a moveable access plate on
the front of the unit. The procedures for field adjustment of the sensor are found in Section
6, Removal/Reinstallation and Adjustment (paragraph 7.).
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C. Air Data Inputs and Outputs
Table 2--18 gives major air data sensor inputs and outputs used in the CitationJet
installation. For full interconnect information, refer to Section 5, Interconnects. At the left
margin of each entry in Table 2--18 is a letter within parentheses. The meaning of each
letter follows:
Symbol Description
(S) Signal ground
Table 2--18. AZ--429 Air Data Sensor I/O

Connector
43
(R) +15 V DC EXCITATION VOLTAGE J1--A From IC--500 DGC
(S) DC GROUND J1--B To aircraft dc ground and
IC--500 DGC
(R) --15 V DC EXCITATION VOLTAGE J1--C From IC--500 DGC
(B) ARINC 429 (H) J1--U Low--speed ARINC 429 data to
IC--500 DGC
(B) ARINC 429 (L) J1--V Low--speed ARINC 429 data to
IC--500 DGC
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5. AA--300 Radio Altimeter System (Optional)

A. Radio Altimeter System Architecture
The SPZ--5000 IFGS has an option for a Radio Altimeter System that is made up of the
following:
 One RT--300 Radio Altimeter Receiver/Transmitter (RT)
 Two AT--222 Radio Altimeter Antennas.
The RT is a remote mounted unit; the two AT--222 antennas are mounted through the
skin on the underside of the aircraft. One antenna is for transmit; the other is for receive.
The system generates a dc output voltage that is proportional to the aircraft absolute
altitude above the terrain and a valid output that controls a failure warning flag. These
outputs are sent to IC--500 DGC for display on the EADI. The system can also generate
preset altitude trip outputs for other aircraft systems. These outputs supply a ground
potential at or below the preset altitudes of 50, 250, 500, and 1200 feet.
The following paragraphs describe each of the Honeywell units shown in Figure 2--13.
Figure 2--13. Single Radio Altimeter System Architecture

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B. RT--300 Radio Altimeter Receiver/Transmitter (RT)
The RT--300 Radio Altimeter Receiver/Transmitter (RT), shown in Figure 2--14, is a pulsed
radar using separate external transmit and receive antennas. It features self--contained
electronics, internal monitoring, and self--test capabilities. The electronics contain the
necessary power supplies, radio frequency transmitting and receiving circuitry, and timing
circuits with which to determine the aircraft absolute altitude. The system transmits radio
frequency pulses, measures the time until the reflection is received, and determines the
aircraft absolute altitude above terrain.
The RT generates a dc output voltage that is proportional to the absolute altitude. It can
also generate preset altitude trip outputs for other aircraft systems. These outputs supply
a ground potential at or below the preset altitudes of 50, 250, 500, and 1200 feet.
Leading particulars are given in Table 2--19.
Figure 2--14. RT--300 Radio Altimeter Receiver/Transmitter

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Table 2--19. RT--300 Radio Altimeter Receiver/Transmitter

Leading Particulars
Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.09 in. (104.0 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.56 in. (115.8 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.07 in. (281.2 mm)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 0.7 A
Transmitter Characteristics (nominal):
 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Short Pulse Modulation
 RF Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 GHz
 Peak Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5W
Receiver characteristics (nominal):
 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Superheterodyne
 IF Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 MHz
Mating Connectors:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3116F16−26S
 J2 -- TRANSMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TNC − Male(Straight) GRFF
4007−0002
 J3 -- RECEIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TNC − Male(Straight) GRFF
4007−0002 (GRFF Connectors,
GRFF Division, Solitron Devices, Inc)
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount
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C. AT--222 Radio Altimeter Antenna
One antenna radiates the transmitted signal; the other antenna converts the received
radio frequency energy to radio frequency voltage for the receiver circuitry. Figure 2--15
shows an AT--222 Radio Altimeter Antenna, while Table 2--20 gives the leading
particulars.
Figure 2--15. AT--222 Radio Altimeter Antenna
Table 2--20. AT--222 Radio Altimeter Antenna Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75 in. (19.05 mm)
 Width (along contoured mounting surface) . . . . . . . . 7.00 in. (177.8 mm)
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TNC -- Male
(Straight) GRFF 4007--0002
(Right Angle) GRFF 4100--0001
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flush mounted to aircraft skin
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D. Radio Altimeter Inputs and Outputs
Table 2--21 thru Table 2--23 give the major inputs and outputs for the radio altimeter
system. For full interconnect information, refer to Section 5, System Interconnects. At
the left margin of each entry in the tables is a letter within parentheses. The meaning of
each letter follows:
Symbol Description
(S) Signal ground
Table 2--21. Single Radio Altimeter Installation

Connector
20
(O) PRIMARY OUTPUT (H) J1--W To IC--500 DGC
(E) RADALT VALID J1--Y To IC--500 DGC (+28 V = Valid)
(D) TEST INPUT J1--T From IC--500 DGC (Ground = Test)
(D) OUTPUT TEST J1--E To 20J1--N for bench testing;
Must be ground for normal operation.
(S) OUTPUT COMMON (C) J1--N To IC--500 DGC
(S) ALT TRIP COMMON J1--P To power ground
(A) Transmit RF J2 Coax to transmit antenna
(A) Receive RF J3 Coax to receive antenna
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AT--222 Transmit Antenna I/O
Connector
(A) Transmit RF 21J1 Coax from RT--300

AT--222 Receive Antenna I/O
Connector
(A) Receive RF 22J1 Coax to RT--300
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6. Flight Guidance System (FGS)

The SPZ--5000 Flight Guidance System features a distributed processor architecture that
uses independent hardware elements to perform the aircraft control and monitor functions.
The monitor function is performed in the primary (EFIS/flight director) processor, while the
aircraft control function is performed in the secondary (autopilot) processors.
This approach provides a system that is fault--tolerant in response to software errors and
hardware faults. The architecture ensures that any single failure does not cause a condition
that would prevent continued safe flight and landing of the aircraft. In the event of a primary
processor failure, the secondary processor would become unavailable for use, since the
monitor functions are housed in the primary processor. However, in the event of a secondary
processor failure, the functions of the primary processor would still be available.
The flight guidance system can be subdivided into three separate functions:
 Flight Director
 Autopilot/Yaw Damper
 Autopilot Monitors.
The flight director computes pitch and roll steering commands based on data from a variety of
sensors, including the following:
 Air data
 Attitude
 Heading
 Long range nav (if installed)
 Navigation radio
 Pilot inputs
 Radio altimeter (if installed).
Flight director steering commands supply a key data point in the SPZ--5000 Display and Flight
Guidance System. These steering commands are output to the following subsystems:
 EFIS for pilot display
 Autopilot/Yaw Damper for automatic flightpath control
 Autopilot/Yaw Damper monitors.
The SPZ--5000 autopilot is a fail--passive design featuring digital attitude and servo loops.
The autopilot supplies yaw stabilization and tracking of pitch and roll steering commands from
the flight director. The autopilot is not aware of which flight director modes (if any) are active.
The autopilot simply tracks the pitch and roll steering commands as attitude changes. The
pitch wheel and turn knob inputs are processed by the flight director processor.
The yaw damper supplies yaw rate damping only; it makes no effort to control the flightpath of
the aircraft. Servo position reference is synchronized to zero at engagement and is constantly
washed out to ensure that steady--state rudder forces are zero. If the rudder trim position
changes due to pilot input or aircraft configuration changes, the rudder washes out the
steady--state force and allows rudder servo resynchronization.
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The autopilot/yaw damper monitors are capable of disengaging the autopilot and yaw damper
as an independent function. Data used in the autopilot/yaw damper computations are
processed consistent with autopilot flight--safety requirements while also maximizing autopilot
availability. The autopilot/yaw damper engage and disengage process is also monitored to
ensure that the actual engage situation at the servos correctly reflects the engage function
status in software.
A. FGS Architecture
As shown in Figure 2--16, the FGS portion of the SPZ--5000 is made up of the following
major components:
 IC--500 Display Guidance Computer
 AG--222 Normal Accelerometer
 RG--204 Rate Gyro
 SM--200 Aileron Servo Drive and Bracket
 SM--200 Elevator Servo Drive and Bracket
 SM--200 Rudder Servo Drive and Bracket
 Aircraft (electric) pitch trim system.
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Figure 2--16. FGC Architecture
The primary component of this system is the IC--500 Display Guidance Computer (DGC).
The IC--500 is a symbol generator, flight director, and autopilot/yaw damper integrated
into a single unit. Integrating the autopilot and flight director functions with the symbol
generator eliminates the interfaces between these computers. All aircraft sensors and
navigation sources are connected directly to the IC--500, since all flight control functions
reside inside this computer.
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Pilot input to the FGS is through the PC--400 Autopilot Controller and the MS--560 Mode
Selector. The PC--400 supplies attitude stabilization mode selection, annunciation for low
bank limit, and engagement of the autopilot and yaw damper functions. The MS--560
supplies lateral and vertical flight guidance mode selection and annunciation for the
following flight director modes:
Lateral Modes: HDG -- Heading select

NAV -- Lateral navigation
g
APR -- Lateral g
guidance for approach
pp
BC -- Back course localizer
Vertical Modes: VS -- Vertical speed hold
ALT -- Altitude hold
IAS -- Indicated airspeed
p hold
APR -- Vertical guidance for approach
Automatic Mode: ASE -- Altitude Preselect
L (not selectable via MS--560)
Multi--axis Mode: GA -- Go--around
Selection of a mode results in the display of the mode and the flight director command
bar(s) on the EADI.
The AG--222 Normal Accelerometer supplies information about the aircraft’s vertical
acceleration. Data from this sensor is monitored by the IC--500 to detect autopilot
malfunctions. When the acceleration data exceeds 0.6 g for more than 3 seconds, the
IC--500 disconnects the autopilot and yaw damper. Vertical acceleration is also used as a
damping term in some of the vertical flight director modes.
The RG--204 Rate Gyro senses actual aircraft yaw rate and provides this input to the
IC--500 DGC for control of the rudder in the yaw damper.
The autopilot uses SM--200 servo drives for surface control of the aircraft’s ailerons,
elevator and rudder. Servo amplifiers within the IC--500 supply pulse--width modulated
outputs to the servos. The servos translate these electrical inputs into a clutched
rotational mechanical output. Tachometer rate feedback from the servos close the
command loop. Each SM--200 Servo features the following:
 1 ampere rated DC torque motor

 Cable linkage to aircraft controls
 Motor tachometer
 Single clutch.
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The pitch trim function operates through the aircraft’s trim system and the trim servo
motor. The IC--500 controls trim by arm discretes (up/down) and command discretes
(up/down) to external relays. The IC--500 commands operation of the trim to alleviate the
need for the autopilot servo to maintain any sustained command. The elevator trim
indicators on the PC--400 autopilot controller annunciate an out--of--trim condition by
displaying UP or DN when a sustained signal is being maintained by the elevator servo.
The IC--500 supplies the control logic for light activation of the trim indicators and the AP
and YD engage indicators.
The trim system is fail--passive because a failure can be detected faster than
conventional trim rates can be employed. Trim rate is under processor control and can be
programmed as required as a function of altitude, airspeed, or aircraft configuration (flap
position, etc.).
The autopilot function inputs air data information and attitude/heading using dedicated
hardware, independent from the flight director. (Inside the IC--500, the flight guidance
portion transmits flight director mode annunciations, flight director air data references, and
flight director commands to its EFIS portion.) Primary attitude and heading information
are supplied by the VG--14A Vertical Gyro and C--14D Directional Gyro, respectively. A
secondary attitude gyro interface is used for comparison monitoring by EFIS. Data
derived from this input is used for monitoring purposes only and is not displayed.
Static pressure and impact pressure are supplied by the AZ--429 Air Data Sensor through
an ARINC 429 low--speed bus.
Navigation information is supplied by the Short Range Navigation (SRN) and Long Range
Navigation (LRN) systems. The prime radio navigation inputs are VOR bearing and DME
distance. The IC--500 receives lateral navigation data (roll steering commands) directly
from the LRN system. Lateral navigation occurs as a function of FMS navigation data
selection for display on the EHSI.
An analog Angle--Of--Attack (AOA) input and valid signal from an AOA computer supplies
the IC--500 outputs fast/slow command indicators for display on the EADI. The IC--500
uses an AOA error signal to bias the EADI fast/slow pointer. If the AOA valid is not
present, the IC--500 commands the fast/slow display to show a red X instead of the
fast/slow pointer.
The IC--500 also accepts information from various aircraft functions through analog
discretes. These discretes include the following:
 AP quick disconnect buttons
 Touch Control Steering (TCS) buttons
 Go--around switches
 Weight--On--Wheels (WOW) discretes.
The IC--500 also uses aircraft identification pins to determine the aircraft configuration
and provide the appropriate outputs. The IC--500 interfaces are detailed in Section 3,
Subsystem Operation.
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B. IC--500 Display Guidance Computer
The IC--500, shown in Figure 2--17, is a microprocessor--based digital computer of

modular design. This computer accepts both digital and analog inputs, performs digital
and analog computations and supplies both digital and analog outputs. The IC--500 also
transforms all incoming data into a video and deflection format, which is transmitted to the
electronic displays. Information displayed on EFIS is also used by the flight guidance
portion of the IC--500 for display of flight director modes. Leading particulars for the
IC--500 are given in Table 2--24.
Figure 2--17. IC--500 Display Guidance Computer -- FGS Function

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Leading Particulars
Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.47 in. (215.1 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.06 in. (128.5 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.38 in. (416.05 mm)
Power Requirements:
 Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 70 W
26 VAC, 1 W
 Maximum surge . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 420 W
Mating Connectors:
 J1, J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Cannon) DPX2MA--A106P--A106P--33B--XXXX
NOTE: 4 each Sunbank backshell required,
P/N J1560
Mounting Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 7017095--902
In addition to providing autopilot/yaw damper and flight director functions, this portion of
the IC--500 also performs the following tasks:
 Manages incoming sensor data (validation and selection)

 Monitors autopilot and yaw damper operation
 Computes selected vertical speed, altitude hold and air speed hold references.
Internally the IC--500 is designed so that no single fault within this computer causes a
hazard to the aircraft. Self--test for latent faults are built--in so that exposure to latent
faults is minimized.
The IC--500 uses two microprocessors: an INTEL 80960CA operating at 12 MHz for the
EFIS display and flight director functions, and an INTEL 80188 operating at 8 MHz for the
autopilot functions. This distributed microprocessor architecture separates the attitude
loops from the servo loops, allowing a dual processor--based monitoring structure. This
structure prevents top level hazards (i.e., autopilot hardovers) from occurring by ensuring
that failures in either processor are defeated or minimized by the monitors and/or limiters
in the other processor.
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The flight director portion of the IC--500 processes information about actual aircraft
attitude versus desired aircraft attitude as a function of selected flight mode to produce
pitch and roll commands for display on the EADI. (Flight director attitude commands
position the command bar on the EADI sphere.) The flight director also provides pitch
and roll mode commands to the autopilot when not in go--around.
The flight director only requires pitch or roll attitude for synchronizing the attitude
commands and for computing the command bar outputs. The IC--500 also outputs flight
director, autopilot, and touch control steering modes for annunciators on the EADI.
Basic flight director modes are initiated by manual selection through the MS--560 mode
selector. Once a mode is initiated, automatic transitions can occur from armed to active
status or to another mode if the transition initiation requirements are met. (The armed or
active modes are annunciated on the mode selector.) The armed mode states only
provide a visual indication of mode status relative to a manual selection of some guidance
modes, whereas active mode states provide both visual mode status indications and
pitch/roll steering commands to the EADI and/or autopilot.
The autopilot pitch/roll attitude modes are the basic autopilot default modes when the
autopilot is engaged. These defaults can be the result of either not engaging an active
flight guidance mode or a sensor failure. To prevent discontinuities of path control,
applicable IC--500 guidance modes are dropped when data valids are lost.
Data used to compute guidance commands are consistent with that displayed on the
EHSI. This data includes the following:
 Displayed heading and heading flag
 Course error
 Heading error
 Lateral and vertical path deviations and flags
 DME distance, tuned--to--nav, and TO--FROM status.
 Middle marker data
 NAV source identification (tuned--to--localizer, LNAV)
 Lateral steering commands and flags.
The autopilot/yaw damper portion of the IC--500 processes information about actual
aircraft attitude versus desired attitude as a function of selected flight mode to produce
pitch, roll, and yaw servo control outputs. In addition to the modes on the autopilot
controller, the IC--500 produces pitch and roll outputs for any flight director mode except
go--around.
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C. PC--400 Autopilot Controller
The PC--400 Autopilot Controller, shown in Figure 2--18, uses buttons for selecting low
bank limit and for engagement of the autopilot and yaw damper functions. The PC--400
also supplies the autopilot with TURN knob and PITCH wheel inputs. Leading particulars
are given in Table 2--25.
Pushing the buttons toggles the AP ENGAGE, YD ENGAGE modes, and BANK LIMIT
LOW on and off. The pilot may input roll commands with the turn knob or change pitch
attitude reference with the pitch wheel. Button data is transmitted through analog
discretes to the IC--500.
The TURN knob drives a center tap potentiometer and cam mechanism. The cam
mechanism provides a no command mechanical detent and command sensing (out of
detent) signal to the IC--500. The PITCH wheel drives a tachometer generator, which
provides a positive (CLIMB) or negative (DESCEND) dc voltage output proportional to the
rotation of the wheel.
Figure 2--18. PC--400 Autopilot Controller

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Table 2--25. PC--400 Autopilot Controller Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.625 in. (66.680 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.750 in. (146.05 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.150 in. (156.21 mm)
Power Requirements:
 Instrument Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 5 V ac or dc
 Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS--3116F20--41S
(blue filtered incandescent)
Bezel Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gray
 Replacement Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trade No. 7341 or equivalent
 TURN Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 337136--1
(1) AP ENGAGE Button
Pushing the AP ENGAGE button automatically engages the autopilot and yaw
damper. The autopilot may be engaged with aircraft in any reasonable attitude. The
autopilot couples to any modes selected on the MS--560 Mode Selector upon
engagement.
Pushing the AP button also activates the yaw damper if not already activated.
Manual deselection of the autopilot does not deselect the yaw damper. Deselection
and/or inhibit of the autopilot function occurs through the following:
 AP button (push--OFF)
 Go--around button (deselects AP)
 AP quick disconnect button (deselects AP)
 Attitude or heading data not valid (inhibits AP)
 Autopilot servo or trim failure (inhibits AP).
Whenever the AP is engaged, the AP button on the autopilot controller is lit. Upon
AP disengagement, the AP button is off. The IC--500 also activates a discrete that
drives an AP disengage light in the glare shield or instrument panel.
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(2) YD ENGAGE Button
When the autopilot is not engaged, the yaw damper may be used by pushing the YD
ENGAGE button.
(3) BANK LIMIT LOW Button
Pushing the BANK LIMIT LOW button reduces the flight director roll command bank
angle limit to 14 degrees for the Heading (HDG) select mode only.
NOTE: Above 34,000 feet MSL, the bank angle in the heading select mode is
automatically reduced to 14 degrees. Descents below 33,750 feet MSL
automatically returns the flight director to standard bank value (Refer to
Table 3--7).
(4) Elevator TRIM Indicator
The elevator automatic trim system engages when the autopilot is engaged. The
autopilot commands operation of the trim so as to alleviate the need for the autopilot
servo to maintain any sustained command. The elevator TRIM indicator shows
out--of--trim conditions by displaying UP or DN when a sustained signal is being
applied to the elevator servo.
(5) PITCH Wheel
Rotation of the PITCH wheel results in a change of pitch attitude proportional to the
rotation of the wheel and in the direction of wheel movement. The PITCH wheel
provides either rate limited pitch commands in pitch mode or vertical reference
alterations for vertical flight guidance modes. The PITCH wheel provides a
tachometer output which is applied to the IC--500.
(6) TURN Knob
Rotation of the TURN knob out of detent results in a roll command. The roll angle is
proportional to and in the direction of the TURN knob rotation. The TURN knob
controls a detent switch and potentiometer, which provide identical roll commands to
the IC--500. The TURN knob must be in detent (center position) before the autopilot
can be engaged. Rotation of the TURN knob cancels any lateral flight director mode
selected.
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D. MS--560 Mode Selector
The MS--560 Mode Selector, shown in Figure 2--19, supplies flight director (lateral and
vertical) mode selection and mode annunciators for the SPZ--5000 Integrated Flight
Guidance System. The MS--560 is a seven--button mode selector with mode activation
lights inside each button. Leading particulars are given in Table 2--26.
Momentary action buttons provide for mode selection. The following available modes are
automatically coupled to the autopilot if the button is in the arm or capture state:
 Heading (HDG)
 Navigation (NAV)
 Approach (APR)
 Back Course (BC)
 Altitude (ALT)
 Vertical Speed (VS)
 Indicated Airspeed (IAS).
Figure 2--19. MS--560 Mode Selector

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Table 2--26. MS--560 Mode Selector Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.125 in. (28.58 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.750 in. (146.05 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.380 in. (97.28 mm)
Power Requirements:
 Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac or dc
Mating Connectors:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M24308/2--283F with locking hardware
M24308/125--9 and hood
M85049146--2--3
Bezel Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gray
 Replacement Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trade No. 7341 or equivalent
(blue filtered incandescent)
(1) Heading (HDG) Select Mode Button
Pushing the HDG button cancels all previously selected lateral modes. The roll flight
director command is proportional to the heading select error as commanded on the
EHSI. The heading select error signal is gain programmed as a function of airspeed.
Once engaged in the heading mode, the roll command bar goes out of view if the
vertical gyro or compass signals become invalid.
(2) Navigation (NAV) Mode Button
Pushing the NAV button provides lateral flight director commands based on inputs
from various navigation systems.
(a) VOR Mode
Pushing the NAV button with the navigation receiver tuned to a VOR frequency
selects the VOR mode. When outside the VOR capture point, the roll flight
director command is a heading select command; the HDG mode and NAV ARM
annunciators are shown on the EADI. Upon reaching the VOR capture point, the
system automatically switches to the VOR mode to capture and track the VOR
beam.
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(b) Localizer Mode
Pushing the NAV button with the navigation receiver tuned to a localizer
frequency selects the localizer mode. Mode switching and annunciator operation
of the localizer mode is the same as the VOR mode described in paragraph
6.D.(2)(a).
(c) Lateral Navigation (LNAV)
The LNAV mode is used with FMS to supply a computed roll steering signal.
This mode is selected by pushing the NAV button with the LNAV source
displayed on EFIS.
(3) Approach (APR) Mode Button
(a) VOR Mode
The Very High Frequency Omnidirectional Radio Range (VOR) approach mode
is selected by pushing the APR button with the navigation receiver tuned to a
VOR frequency. Mode operation is identical to the VOR mode with the lateral
command gains optimized for operation within 10 miles of the VOR station.
(b) ILS Mode (APR)
Pushing the APR button arms both the localizer and glideslope modes when the
NAV receiver is tuned to an ILS frequency. The NAV and APR annunciators
are lit.
With glideslope armed, the flight director remains in any previously selected
vertical mode. When the glideslope capture point is reached, the system
automatically switches to the glideslope mode. The APR ARM annunciator goes
off and the APR CAP annunciation comes on the ADI. At capture, a command is
generated to asymptotically approach the glideslope beam. Capture can be
made from above or below the beam.
Glideslope capture is interlocked so the localizer must be captured prior to

glideslope capture.
(4) Back Course (BC) Mode Button
Pushing the BC button selects the BC mode. BC operates the same as the LOC
mode with the deviation and course signals reversed to make a back course
approach on the localizer. Glideslope capture is locked out when in the BC mode.
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(5) Altitude Mode (ALT) Button
Pushing the ALT button selects the barometric altitude hold mode. If the autopilot is
engaged while in the altitude hold mode, the system couples to the altitude error
signal and automatically holds altitude through the pitch axis. If the pilot chooses to
manually fly the ALT mode (the autopilot off), the pilot can do so by keeping the EADI
pitch command bar centered. To change the altitude reference, the pilot can
disengage ALT, fly to the new desired altitude, then re--engage ALT.
The pilot can also change altitude by pushing the TCS button, flying to the new
altitude, then releasing TCS.
(6) Indicated Airspeed (IAS) Mode Button
When IAS is engaged, the system holds the airspeed existing at the time of
engagement and any other existing vertical mode (ALT, VS, ALT SEL CAP, or ILS) is
canceled. The airspeed hold reference is displayed on the EADI as an air data
command.
Moving the PC--400 Autopilot Controller PITCH wheel slews the airspeed reference
at a rate proportional to the rate of PITCH wheel movement. Also, the IAS reference
may be synched through activation of the TCS switch by simply pushing TCS, flying
to the new airspeed, then releasing TCS.
(7) Vertical Speed (VS) Mode Button
The VS mode works the same in principle as the IAS mode described above. The
VS hold mode is integrated with the EFIS air data command display. The EADI
displays the vertical speed reference.
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E. AG--222 Normal Accelerometer

The AG--222 Accelerometer, shown in Figure 2--20, is a closed--loop, forced--balanced
device with a linear output proportional to the aircraft’s vertical acceleration. In the
SPZ--5000 IFGS, it is used as a damping term for some of the vertical flight director
modes and as a sensor input for autopilot monitoring. The AG--222 has self--contained
electronics. Leading particulars are given in Table 2--27.
Figure 2--20. AG--222 Accelerometer
Table 2--27. AG--222 Accelerometer Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.39 in. (60.7 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.03 in. (26.2 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.2 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.0 oz (127 gm)
Power Requirements:
 Excitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +15 and --15 V dc
Mating Connectors:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bendix JT06RE8--35S
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F. RG--204 Rate Gyro
The RG--204 Rate Gyro, shown in Figure 2--21, supplies a yaw rate signal proportional to
the angular displacement about the axis, which is perpendicular to the mounting surface.
In the SPZ--5000 IFGS, it is used as the sensor to move the rudder for the yaw damper.
Figure 2--21. RG--204 Rate Gyro

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Table 2--28. RG--204 Rate Gyro Leading Particulars

Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.82 in. (46.2 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.04 in. (51.8 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.32 in. (84.3 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 lb (0.45 kg)
Power Requirements:
 Excitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V ac
 Power (running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5 VA
 Runup Time (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 sec
 Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single
Sensor Polarity Positive
(input axis down, cw rate, viewed from top) . . . . . . . . . . . . .
User Serviceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ted Mfg B1700
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount
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G. SM--200 Servo Drive and SB--201 Bracket
The SM--200 Servo Drive, shown in Figure 2--22, translates electrical inputs into clutched
rotational mechanical output. This assembly, with a spline output on the clutch, mates
with the drum and bracket assembly. The tachometer rate signal is fed back to the
IC--500 servo amplifier to null the command signal. The SB--201 drum and bracket unit is
bolted to the aircraft structure and connected in parallel to the aircraft primary control
rigging through cables. Leading particulars are given in Table 2--29. Differences (gear
ratios) between servo dash numbers are given in Table 2--30.
Figure 2--22. SM--200 Servo Drive and SB--201 Bracket

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Table 2--29. SM--200 Servo Drive and SB--201 Bracket Leading Particulars
Item Specification
 Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.970 in. (100.8 mm)
 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.065 in. (128.8 mm)
 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.825 in. (224.3 mm)
Power Requirements:
 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 28 V dc
 Motor Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 28 V dc
 Synchro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V ac, 400 Hz, 1 VA
Stall Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up to 160 lb--in.
Mating Connector:
 J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PT06E--14--19S(SR)
Table 2--30. SM--200 Servo Drive Dash No. Differences

Synchro Gear
Dash No. Power Gear Ratio Ratio Clutch Hi Pin Clutch Hi Pin
--906 38.9:1 151.1:1 F J
--914 18.6:1 151.1:1 G H
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H. FGS Inputs and Outputs
Table 2--31 thru Table 2--36 describes major FGS inputs and outputs used in the
CitationJet installation. For full interconnect information, refer to Section 5, System
Interconnects. At the left margin of each entry in the tables is a letter within parentheses.
The meaning of each letter follows:
Symbol Description
(S) Signal ground
(V) Reference Voltage output
Table 2--31. IC--500 Display Guidance Computer I/O--FGS Function

Connector
190
(D) PRIMARY ATTITUDE 28 V VALID J1A--76 From VG--14A Vertical Gyro
(D) PRIMARY HEADING 28 V VALID J1A--77 From C--14D Directional Gyro
(I) PRIMARY VG PITCH X J1A--82 From VG--14A Vertical Gyro
(I) PRIMARY VG PITCH Y J1A--83 From VG--14A Vertical Gyro
(I) PRIMARY VG PITCH Z J1A--84 From VG--14A Vertical Gyro
(I) PRIMARY VG ROLL X J1A--85 From VG--14A Vertical Gyro
(I) PRIMARY VG ROLL Y J1A--86 From VG--14A Vertical Gyro
(I) PRIMARY VG ROLL Z J1A--87 From VG--14A Vertical Gyro
(I) PRIMARY HEADING X J1A--88 From C--14D Directional Gyro
(I) PRIMARY HEADING Y J1A--89 From C--14D Directional Gyro
(I) PRIMARY HEADING Z J1A--90 From C--14D Directional Gyro
(I) YAW RATE (+) J1A--104 From RG--204 Rate Gyro
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Table 2--31. IC--500 Display Guidance Computer I/O--FGS Function (cont)

Connector
(I) YAW RATE (--) J1A--105 From RG--204 Rate Gyro
(I) ALTIMETER ENCODER C4 J1B--21 From Encoding Altimeter
(I) ALTIMETER ENCODER B4 J1B--24 From Encoding Altimeter
(I) ALTIMETER ENCODER A4 J1B--27 From Encoding Altimeter
(I) ALTIMETER ENCODER D4 J1B--30 From Encoding Altimeter
(I) BARO SET (WIPER) J1B--32 From Encoding Altimeter
(D) AOA 28 V VALID J1B--41 From AOA Computer
(R) AOA DCVAR INPUT (+) J1B--42 From AOA Computer
(R) AOA DCVAR INPUT (--) J1B--43 From AOA Computer
(D) HDG ANNUN COMPASS SYNC (+) J1B--55 From C--14D Directional Gyro
(D) HDG ANNUN COMPASS SYNC (--) J1B--56 From C--14D Directional Gyro
(D) SECONDARY ATTITUDE 28 V VALID J1B--76 From copilot’s attitude source
(D) RATE GYRO VALID J1B--52 From RG--204 Rate Gyro
(D) SECONDARY HEADING 28 V VALID J1B--77 From C--14D Directional Gyro
(I) SECONDARY ATTITUDE PITCH X J1B--82 From copilot’s attitude source
(I) SECONDARY ATTITUDE PITCH Y J1B--83 From copilot’s attitude source
(I) SECONDARY ATTITUDE PITCH Z J1B--84 From copilot’s attitude source
(I) SECONDARY ATTITUDE ROLL X J1B--85 From copilot’s attitude source
(I) SECONDARY ATTITUDE ROLL Y J1B--86 From copilot’s attitude source
(I) SECONDARY ATTITUDE ROLL Z J1B--87 From copilot’s attitude source
(I) SECONDARY HEADING X J1B--88 From C--14D Directional Gyro
(I) SECONDARY HEADING Y J1B--89 From C--14D Directional Gyro
(I) SECONDARY HEADING Z J1B--90 From C--14D Directional Gyro
(P) DGC +28 V DC POWER J2A--1 Input from aircraft +28 V dc bus
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Connector
(G) DGC DC POWER GROUND J2A--4 DC power ground
(G) LAMP RETURN J2A--7 DC power ground
(S) DGC SIGNAL GROUND J2A--8 Signal ground
(S) DGC SIGNAL GROUND J2A--9 Signal ground
(I) 10 V RTN J2A--10 From Encoding Altimeter
(V) --10 V DC REF J2A--11 To Encoding Altimeter
(V) +10 V DC REF J2A--12 To Encoding Altimeter
(I) DECISION HEIGHT WIPER J2A--13 From DC--550 Display Controller
(B) PRIMARY DC/SG (H) J2A--15 From DC--550 Display Controller
(B) PRIMARY DC/SG (L) J2A--16 From DC--550 Display Controller
(B) ARINC 429 CH 0 (H) LRNA J2A--21 From LRN NAV unit
(B) ARINC 429 CH 0 (L) LRNA J2A--22 From LRN NAV unit
(B) ARINC 429 CH 6 (H) SRNA J2A--31 Primary bus input from SRN System
(B) ARINC 429 CH 6 (L) SRNA J2A--32 Primary bus input from SRN System
(B) ARINC 429 LRN OUT (H) J2A--39 To LRN NAV unit
(D) RADAR ALTIMETER 28 V VALID J2A--49 From Radio Altimeter
(B) RADIO ALTIMETER (+) J2A--50 From Radio Altimeter
(B) RADIO ALTIMETER (--) J2A--51 From Radio Altimeter
(B) ARINC 429 LRN OUT (L) J2A--52 To LRN NAV unit
(S) LEFT SIDE SELECT J2A--54 Signal ground
(D) FLAPS DEPLOYED J2A--60 From FLAP switch
(D) SPEED BRAKES DEPLOYED J2A--61 From SPEED BRAKE switch
(D) PRIMARY DG/MAG J2A--62 From FAST/SLOW switch
(D) SECONDARY DG/MAG J2A--63 ----
(D) WEIGHT ON WHEELS J2A--64 From WOW switch
(E) ALTITUDE ALERT HORN J2A--94 To Voice Alert
(E) DECISION HEIGHT WARN J2A--95 To decision height warn
(E) MASTER CMP MONITOR WARN J2A--96 To Master CMP MONITOR warn
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Connector
(E) TEST OUT GROUND J2A--97 To radio altimeter
(E) BANK ANNUNC J2A--98 To PC--400
(E) COUPLE ANNUNC J2A--99 Not connected
(E) BC ANNUNC J2A--100 To MS--560 Mode Selector
(E) VS ANNUNC J2A--101 To MS--560 Mode Selector
(E) IAS ANNUNC J2A--102 To MS--560 Mode Selector
(E) ALT ANNUNC J2A--103 To MS--560 Mode Selector
(E) APR ANNUNC J2A--104 To MS--560 Mode Selector
(E) NAV ANNUNC J2A--105 To MS--560 Mode Selector
(E) HDG ANNUNC J2A--106 To MS--560 Mode Selector
(P) SERVO +28 V POWER J2B--1 From aircraft +28 V dc bus
(P) SERVO DC POWER GROUND J2B--6 DC power ground
(E) NAV 2 SEL J2B--19 To DME hold relay (K3) coil
(B) ARINC 429 (H) J2B--23 Input from AZ--429 Air Data Sensor
(B) ARINC 429 (L) J2B--24 Input from AZ--429 Air Data Sensor
(B) ARINC 429 CH 7 (H) SRNB J2B--31 Secondary bus input from SRN
system
(B) ARINC 429 CH 7 (L) SRNB J2B--32 Secondary bus input from SRN
system
(E) ALTITUDE ALERT ANNUNC J2B--35 ----
(P) PRIMARY AC REF (+) J2B--36 ----
(S) PRIMARY AC REF (--) J2B--37 AC ground
(S) AP LAMP RETURN J2B--52 DC power ground
(D) BANK SELECT BUTTON J2B--56 From PC--400 Autopilot Controller
(V) +15 V REF J2B--59 To accelerometer and air data sensor
(V) --15 V REF J2B--60 To accelerometer and air data sensor
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Connector
(S) 15 V RETURN J2B--61 DC power ground
(O) NORMAL ACCEL J2B--64 From AG--222 Accelerometer
(D) MAN TRIM UP J2B--66 From pitch trim switch
(D) MAN TRIM UP J2B--67 From pitch trim switch
(I) PITCH WHEEL (+) J2B--68 From PC--400 Autopilot Controller
(I) PITCH WHEEL (–) J2B--69 From PC--400 Autopilot Controller
(D) TCS 28 V INPUT J2B--70 From pilot’s and copilot’s TCS
switches
(D) GO--AROUND SWITCH IN J2B--71 From pilot’s go--around switch
(D) TURN KNOB J2B--73 From PC--400 Autopilot Controller
(D) TURN KNOB OUT--OF--DETENT J2B--75 From PC--400 Autopilot Controller
SWITCH
(D) AUTOPILOT DISCONNECT J2B--76 From autopilot disconnect
switches S4/S5
(E) MOMENTARY HORN DISABLE J2B--77 To DC--550 Display Controller
(E) YAW DAMPER OFF ANNUNC J2B--78 To yaw damper OFF annunciator
(E) LIGHT AND HORN DISABLE J2B--79 To DC--550 Display Controller
(E) TRIM WARNING ANNUNC J2B--80 To trim warning light
(E) TRIM UP ANNUNC J2B--81 To PC--400 Autopilot Controller
(E) TRIM DN ANNUNC J2B--82 To PC--400 Autopilot Controller
(D) YD ENGAGE SELECT J2B--83 From PC--400 Autopilot Controller
(E) YD ENGAGE ANNUNC J2B--84 To PC--400 Autopilot Controller
(D) AP ENGAGE SELECT J2B--85 From PC--400 Autopilot Controller
(E) AP ENGAGE ANNUNC J2B--86 To PC--400 Autopilot Controller
(O) 28 V YD CLUTCH EXCITATION J2B--87 To SM--200 Rudder servo clutch
(O) 28 V AP CLUTCH EXCITATION J2B--88 Parallel with 190J2B--89
(O) 28 V AP CLUTCH EXCITATION J2B--89 To SM--200 Aileron and Elevator
Servo clutches
(D) AP DISCONNECT 28 V IN J2B--90 Parallel with 190J2B--76
(E) PITCH TRIM OUT (+) J2B--92 To pitch trim transfer relay K1
(E) PITCH TRIM OUT (--) J2B--93 To pitch trim transfer relay K1
(I) RUDDER SERVO TACH FB IN (+) J2B--95 From SM--200 Rudder Servo
(I) RUDDER SERVO TACH FB IN (--) J2B--96 From SM--200 Rudder Servo
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Connector
(O) RUDDER SERVO DRIVE (H) J2B--97 To SM--200 Rudder Servo Drive
(O) RUDDER SERVO DRIVE (L) J2B--98 To SM--200 Rudder Servo Drive
(I) AILERON SERVO TACH FB IN (+) J2B--99 From SM--200 Aileron Servo
(I) AILERON SERVO TACH FB IN (--) J2B--100 From SM--200 Aileron Servo
(O) AILERON SERVO DRIVE (H) J2B--101 To SM--200 Aileron Servo Drive
(O) AILERON SERVO DRIVE (L) J2B--102 To SM--200 Aileron Servo Drive
(I) PITCH SERVO TACH FB IN (+) J2B--103 From SM--200 Elevator Servo
(I) PITCH SERVO TACH FB IN (--) J2B--104 From SM--200 Elevator Servo
(O) PITCH SERVO DRIVE (H) J2B--105 To SM--200 Elevator Servo Drive
(O) PITCH SERVO DRIVE (L) J2B--106 To SM--200 Elevator Servo Drive
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Table 2--32. PC--400 Autopilot Controller I/O

Connector
11
(R) --15 V DC REF J1--A From IC--500 DGC
(O) TURN KNOB OUT OF DETENT J1--B ----
(R) +15 V DC REF J1--C From IC--500 DGC
(S) SIGNAL GROUND J1--D ----
(P) TURN KNOB DETENT +28 V J1--F ----
(O) TURN KNOB DETENT SWITCH (NC) J1--H To IC--500 DGC
(E) AP ENGAGE SELECT J1--L To IC--500 DGC
(E) YD ENGAGE SELECT J1--M To IC--500 DGC
(D) AP ENGAGE ANNUNC J1--P From IC--500 DGC
(D) YD ENGAGE ANNUNC J1--R From IC--500 DGC
(D) TRIM UP ANNUNC J1--S From IC--500 DGC
(D) TRIM DN ANNUNC J1--T From IC--500 DGC
(O) PITCH WHEEL (+) J1--U To IC--500 DGC
(O) PITCH WHEEL (--) J1--V To IC--500 DGC
(D) BANK LOW ANNUNC J1--W From IC--500 DGC
(E) BANK LOW SELECT BUTTON J1--X To IC--500 DGC
(S) SIGNAL GROUND J1--g ----
(G) CHASSIS GROUND J1--j ----
(I) O -- 28 V DC ANNUNC LIGHTING J1--m From aircraft dimming
(S) LIGHTING RETURN J1--n DC ground
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Table 2--33. MS--560 Mode Selector I/O

Connector
8
(S) LIGHTING/MODE SELECT GROUND J1--1 DC power ground
(P) +28 V DC BUS IN J1--2 From aircraft +28 V dc bus
(E) HDG SEL J1--3 To DC--550 Display Controller
(E) NAV SEL J1--4 To DC--550 Display Controller
(E) APR SEL J1--5 To DC--550 Display Controller
(E) BC SEL J1--6 To DC--550 Display Controller
(E) ALT HOLD SEL J1--7 To DC--550 Display Controller
(E) VS SEL J1--8 To DC--550 Display Controller
(E) IAS SEL J1--9 To DC--550 Display Controller
(D) HDG ANNUNC J1--10 From IC--500 DGC
(D) NAV ANNUNC J1--11 From IC--500 DGC
(D) APR ANNUNC J1--12 From IC--500 DGC
(D) BC ANNUNC J1--13 From IC--500 DGC
(D) ALT HOLD ANNUNC J1--14 From IC--500 DGC
(D) VS ANNUNC J1--15 From IC--500 DGC
(D) IAS ANNUNC J1--16 From IC--500 DGC
(P) 0 -- 5 V BACKGROUND LIGHTING J1--17 From pilot’s 5 V dimming
Table 2--34. AG--222 Accelerometer I/O

Connector
17
(P) +15 V DC POWER REF J1--1 From IC--500
(O) ACCEL SIGNAL OUTPUT J1--2 To IC--500
(G) SIGNAL GROUND J1--3 Signal ground, also to IC--500
(P) --15 V DC POWER REF J1--5 From IC--500
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Table 2--35. RG--204 Rate Gyro I/O

Connector
15
(O) RATE OF TURN (+) J1--4 To IC--500 DGC
(O) RATE OF TURN (--) J1--5 To IC--500 DGC
(O) 4.5 V RT VALID (+) J1--7 To IC--500 DGC
Table 2--36. SM--200 Servo Drive I/O

Connector
12, 13, 14
(I) MOTOR INPUT J1--A From IC--500 DGC
(I) CCW DRUM ROTATION J1--B From IC--500 DGC
(I) CLUTCH EXCITATION (+) J1--F From IC--500 DGC (aileron and rudder)
(I) CLUTCH EXCITATION (+) J1--G From IC--500 DGC (elevator)
(I) CLUTCH EXCITATION J1--J DC power ground
(O) TACHOMETER FEEDBACK (+) J1--L To IC--500 DGC
(O) TACHOMETER FEEDBACK (--) J1--N To IC--500 DGC

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Section Page
SECTION 3
SUBSYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--2
B. EFIS Display Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--2
(3) MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
(5) ED--600 Electronic Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
C. EFIS Sensor and Radio Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--6
(3) AOA Computer (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
(4) RT--300 Radio Altimeter (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
(5) KN--40 NAV Converter (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
(6) KN--63 DME Receiver (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
(7) KR--87 ADF Receiver (not Honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
D. ED--600 Electronic Display (used as an EADI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
(1) ED--600 EADI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
(2) EADI Comparator Monitor and Status Messages . . . . . . . . . . . . . . . . . . . . . . 3--18
(3) EADI Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--21
(4) System Failure Warning Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
E. ED--600 Electronic Display (used as an EHSI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--24
(1) ED--600 EHSI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--24
(2) EHSI Partial Compass ARC Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--31
(3) EHSI MAP Mode With VOR Selected for Display . . . . . . . . . . . . . . . . . . . . . . 3--32
(4) EHSI MAP Mode With FMS Selected for Display . . . . . . . . . . . . . . . . . . . . . . 3--33
(5) EHSI Full Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--35
(6) EHSI Partial Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--37
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Section Page
(7) Composite Mode Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--38
(8) DGC Manually Initiated Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--39
3. Attitude and Heading Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--40
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--40
(1) Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--43
(1) Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--44
(2) Slaved Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--45
(3) DG Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--45
D. FX--220 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--46
E. CS--412 Dual Remote Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--46
4. Digital Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--47
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--47
(1) Operational Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--49
(2) Warm--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--49
(3) Drift Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--50
5. AA--300 Radio Altimeter System (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--51
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--51
(1) Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--52
(2) AA--300 Test Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--52
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--53
(1) Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--53
(2) Autopilot/Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--54
(3) Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--54
B. Flight Guidance System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--55
(1) MS--560 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--61
(4) PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--61
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(6) SM--200 Servos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(7) Pilot’s Go--Around (GA) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(8) Touch Control Steering (TCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(9) AP Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(10) Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(11) RG--204 Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--62
(12) AG--222 Normal Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--63
(13) AZ--429 Air Data Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--63
C. Autopilot/Yaw Damper Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--64
(1) Yaw Damper Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
(2) Autopilot Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
D. Roll Channel Functional Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
(1) Roll Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--67
(2) Turn Knob Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--68
(3) Heading Hold Mode (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--69
(4) Heading Select (HDG) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--70
(5) Heading Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--70
(6) Heading Select Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--74
(7) Heading Select Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . 3--76
(8) VOR (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--77
(9) VOR Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--84
(10) VOR Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--84
(11) VOR Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--91
(12) Localizer (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--94
(13) Localizer (LOC), ILS Approach, and Back Course (BC) Mode Interface . . . 3--100
(14) Localizer, ILS Approach Mode Engage/Reset/Disengage Logic . . . . . . . . . 3--105
(15) ILS Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--107
(16) Back Course (BC) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--107
(17) Back Course (BC) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . 3--108
(18) Long Range Navigation (LRN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--109
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(19) LNAV Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--110
(20) LNAV Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 3--115
(21) Roll Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--116
E. Pitch Channel Functional Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
(1) Pitch Attitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
(2) Lift Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--124
(3) Pitch Attitude Hold Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--124
(4) Pitch Attitude Hold Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . 3--127
(5) Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--128
(6) Vertical Speed (VS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--129
(7) Vertical Speed (VS) Hold Mode Engage/Reset/Disengage Logic . . . . . . . . 3--132
(8) Indicated Airspeed (IAS) Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--133
(9) Indicated Airspeed (IAS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . 3--134
(10) Indicated Airspeed (IAS) Hold Mode Engage/Reset/Disengage Logic . . . . 3--137
(11) Altitude Preselect (ALT SEL) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--138
(12) Altitude Preselect (ALT SEL) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 3--142
(13) Altitude Preselect (ALT SEL) Mode Engage/Reset/Disengage Logic . . . . . 3--146
(14) Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--147
(15) Altitude Hold (ALT) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--148
(16) Altitude Hold (ALT) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . 3--151
(17) Instrument Landing System (ILS) Approach (APP) Mode . . . . . . . . . . . . . . . 3--152
(18) ILS Approach (APP) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--158
(19) ILS Approach (APP) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . 3--162
(20) Go--Around (GA) Mode (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--165
(21) Go--Around (GA) and Wings Level Mode Interface . . . . . . . . . . . . . . . . . . . . . 3--166
(22) Go--Around (GA) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . 3--167
(23) Pitch Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--168
F. Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--176
(1) Yaw Damper Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--176
(2) Yaw Damper Servo Loop Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--178
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Figure Page
Figure 3--1. EFIS Display Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--3
Figure 3--2. EFIS Sensor and Radio Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--7
Figure 3--3. ED--600 EADI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--13
Figure 3--4. Comparison Monitor and Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . 3--18
Figure 3--5. ED--600 EADI Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--21
Figure 3--6. System Failure Warning Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
Figure 3--7. ED--600 EHSI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--25
Figure 3--8. Partial Compass ARC Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--31
Figure 3--9. MAP Mode With VOR Selected For Display . . . . . . . . . . . . . . . . . . . . . . . . 3--32
Figure 3--10. MAP Mode With FMS Selected For Display . . . . . . . . . . . . . . . . . . . . . . . . 3--33
Figure 3--11. EHSI Full Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 3--35
Figure 3--12. EHSI Partial Compass Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . 3--37
Figure 3--13. Composite Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--38
Figure 3--14. Attitude Heading and Reference Interface . . . . . . . . . . . . . . . . . . . . . . . . . 3--41
Figure 3--15. Air Data Reference Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--48
Figure 3--16. Radio Altimeter System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--51
Figure 3--17. Flight Guidance System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--57
Figure 3--18. Autopilot/Yaw Damper Engage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--65
Figure 3--19. Roll Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--68
Figure 3--20. Heading Hold (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--69
Figure 3--21. Heading Hold/Heading Select Mode Interface . . . . . . . . . . . . . . . . . . . . . . 3--71
Figure 3--22. VOR ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--77
Figure 3--23. VOR (NAV) Mode Armed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--78
Figure 3--24. VOR Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--79
Figure 3--25. VOR (NAV) Mode Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--80
Figure 3--26. VOR Course Cut Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--81
Figure 3--27. VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--82
Figure 3--28. VOR Over Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--83
Figure 3--29. VOR Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--85
Figure 3--30. Localizer Arm Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--94
Figure 3--31. Localizer (NAV) Mode Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--95
Figure 3--32. Localizer Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--96
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Figure Page
Figure 3--33. Localizer Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--97
Figure 3--34. Localizer Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--99
Figure 3--35. Localizer, ILS, and Back Course Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 3--101
Figure 3--36. Long Range Navigation (LNAV) Mode Interface . . . . . . . . . . . . . . . . . . . . 3--111
Figure 3--37. Roll Axis Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--117
Figure 3--38. Pitch Attitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
Figure 3--39. Pitch Attitude Hold Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--125
Figure 3--40. Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--128
Figure 3--41. Vertical Speed (VS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 3--130
Figure 3--42. Indicated Airspeed Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--133
Figure 3--43. Airspeed (IAS) Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--135
Figure 3--44. Altitude Preselect Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--139
Figure 3--45. Prior to Descent -- Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--140
Figure 3--46. During Descent -- ASEL Armed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--141
Figure 3--47. Start of Flare -- ASEL Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--141
Figure 3--48. Level at New Altitude -- Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . 3--142
Figure 3--49. Altitude Preselect (ALT SEL) Mode Interface . . . . . . . . . . . . . . . . . . . . . . . 3--143
Figure 3--50. Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--148
Figure 3--51. Altitude Hold Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--149
Figure 3--52. ILS Approach Arm Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--152
Figure 3--53. ILS Approach Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--154
Figure 3--54. ILS Approach Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--155
Figure 3--55. ILS Approach (LOC) Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--156
Figure 3--56. ILS Approach (GS) Mode Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--157
Figure 3--57. ILS Approach Mode Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--159
Figure 3--58. Go--Around Mode (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--165
Figure 3--59. Go--Around and Wings Level Mode Interface . . . . . . . . . . . . . . . . . . . . . . . 3--166
Figure 3--60. Pitch Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--169
Figure 3--61. Yaw Damper Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--177
Figure 3--62. Yaw Damper Servo Loop Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--179
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List of Tables
Table Page
Table 3--1. Sensor Inputs ................................................. 3--19
Table 3--2. System Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--20
Table 3--3. VG--14A Vertical Gyro Performance Accuracy Table . . . . . . . . . . . . . . . . 3--44
Table 3--4. C--14D Directional Gyro Performance Accuracy Table .............. 3--45
Table 3--5. AZ--429 Performance Accuracy Table ............................ 3--50
Table 3--6. RT--300 Radio Altimeter Performance Accuracy Table . . . . . . . . . . . . . . 3--51
Table 3--7. Heading Select Mode Operating Limits ........................... 3--70
Table 3--8. VOR/VOR Approach Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--90
Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--105
Table 3--10. LNAV Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--114
Table 3--11. Roll Channel Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--122
Table 3--12. Pitch Attitude Hold Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--123
Table 3--13. Vertical Speed Hold Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--128
Table 3--14. Indicated Airspeed (IAS) Hold Mode Operating Limits .............. 3--133
Table 3--15. Altitude Preselect (ALT SEL) Mode Operating Limits ............... 3--142
Table 3--16. Altitude Hold (ALT) Operating Limits ............................. 3--148
Table 3--17. ILS Approach (APP) Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . 3--155
Table 3--18. Go--Around (GA) Operating Limits ............................... 3--165
Table 3--19. Pitch Channel Axis Operating Limits ............................. 3--175
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Blank Page
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SECTION 3
SUBSYSTEM OPERATION
1. General
This section describes the various display and flight guidance modes supported by the
SPZ--5000 subsystems. Block diagrams, figures, and tables are included throughout this
section as an aid to understanding subsystem operation and for use as a reference during
fault isolation.
Operation of the SPZ--5000 system is divided into the following paragraphs for ease of
discussion:
Subsystem Paragraph
Electronic Flight Instrument System (EFIS) 2.
Attitude and Heading Reference System 3.
Digital Air Data System 4.
AA--300 Radio Altimeter System (Optional) 5.
SPZ--5000 Flight Guidance System (FGS) 6.
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2. Electronic Flight Instrument System (EFIS)

A. Introduction
The EFIS presents Cathode Ray Tube (CRT) displays of pitch and roll attitude, heading,
course orientation, flightpath commands, and flight guidance mode and source
annunciators.
The primary features the EFIS brings to the cockpit are display integration, flexibility, and
redundancy. Essential display information from sensor, navigation, and caution--warning
systems is integrated into the pilot’s prime viewing area.
If a display fails, a composite attitude/heading display format can be shown on the

remaining CRT. The switching of displayed navigation sensor data is supplied
electronically. All comparison monitoring of critical display information is done within
the EFIS.
B. EFIS Display Interface
The following paragraphs describe the EFIS Display Interface, as shown in Figure 3--1.
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Figure 3--1. EFIS Display Interface

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(1) DC--550 Display Controller
The DC--550 lets the pilot control/change the display formatting (i.e., full or partial
compass display, or single cue/cross pointer flight director cues). It also provides a
data acquisition function for the RI--553 Instrument Remote Controller and MS--560
Mode Selector and transmits this data over a dedicated bus to the IC--500 Display
Guidance Computer (DGC).
(2) RI--553 Remote Instrument Controller
The RI--553 interfaces with the DC--550 as discussed in paragraph 2.B.(1). The
RI--553 gives the pilot a remote selection capability for selected heading, course, and
altitude.
(3) MS--560 Mode Selector
Although the MS--560 is part of the flight guidance system, it interfaces with the
DC--550 Display Controller. The MS--560 Mode Selector lets the pilot select the
desired lateral and vertical flight director modes. When a mode is selected, the
appropriate annunciator is displayed on the EADI.
(4) IC--500 Display Guidance Computer
The IC--500 is the focal point for the flow of information in this system. The EFIS
function of the IC--500 converts the information present at its input into video and
deflection formats required to form the EADI and EHSI displays. Control signals from
the DC--550 Display Controller, the RI--553 Remote Instrument Controller, and the
MS--560 Mode Selector are used to select display formats and sources of
information.
(5) ED--600 Electronic Displays
The ED--600 is a standard 4.6 x 5 inch display that uses a high resolution CRT to
display Attitude Director Indicator (ADI) and Horizontal Situation Indicator (HSI)
information. A single system is comprised of two ED--600 Electronic Displays that
are identical and interchangeable, except when used as an ADI and an inclinometer
is attached to the bezel.
The ED--600 is capable of operating in either the raster scan or stroke--writing

modes. The video system supplies the individual drive to the three (red, blue and
green) electron guns in the CRT. A total of 16 colors can be generated.
A system monitor is incorporated in the ED--600 to provide CRT phosphor protection.

A 14 kV high--voltage power supply ensures crisp colors and alphanumeric displays
under all lighting conditions.
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C. EFIS Sensor and Radio Interface
The following paragraphs describe the EFIS Sensor and Radio Interface, as shown in
Figure 3--2.
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Figure 3--2 (Sheet 1). EFIS Sensor and Radio Interface

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Figure 3--2 (Sheet 2). EFIS Sensor and Radio Interface

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(1) C--14D Directional Gyro
The C--14D Directional Gyro supplies the following outputs to the IC--500 Display
Guidance Computer for EFIS and flight director/autopilot functions:
 Two--wire heading sync annunciator output for EHSI display
 Three--wire Control Transformer (CT) output of magnetic heading for EHSI display,
comparison monitoring, and flight director/autopilot commands
 28 V dc valid primary and secondary input.
The VG--14A supplies the following outputs to the IC--500 Display Guidance
Computer for EFIS display and flight director/autopilot commands.
 Three--wire (synchro) roll attitude
 Three--wire (synchro) pitch attitude.
(3) AOA Computer (not Honeywell)
The Angle Of Attack (AOA) computer supplies a two--wire output to drive the
fast/slow display on the EADI.
(4) RT--300 Radio Altimeter (optional)
The RT--300 Radio Altimeter provides a two--wire output of absolute height above the
terrain that is used by the IC--500 processor to display radio altitude and act as a
comparison monitor for decision height annunciation and rising runway display. The
IC--500 flight guidance processor also uses the radio altimeter input to gain program
the localizer and glideslope signals as the aircraft descends below 1200 feet radio
altitude.
(5) KN--40 NAV Converter (not Honeywell)
Short range NAV data is supplied by a KN--40 navigation converter through two
GAMA Standard ARINC 429 data buses. The primary and secondary buses each
supply the following data:
 Tune--To--Localizer (TTL) logic (word label 34)
 Localizer deviation and valid (word label 173)
 Glideslope (GS) deviation and valid (word label 174)
 Very High Frequency Omnidirectional Radio Range (VOR) bearing/markers (word
label 222).
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(6) KN--63 DME Receiver (not Honeywell)
The DME interface into the IC--500 DGC is through two digital input ports (primary
and secondary), which can be configured for single or dual DME installations. Each
port contains a clock bus, data bus, DME enable discrete, and DME hold discrete.
The primary and secondary data buses each supply the following information:
 Distance to station
 Slant range groundspeed
 Time to station.
(7) KR--87 ADF Receiver (not Honeywell)
The Automatic Direction Finder (ADF) radio interface into the IC--500 DGC can be
configured for single or dual installations. ADF bearing is received in analog,
four--wire, dc resolver format. The four--wire resolver input supplies a differential sine
and cosine input. A 28 V dc ADF valid discrete is also provided to indicate the
current source of the bearing input.
D. ED--600 Electronic Display (used as an EADI)
The EADI combines the familiar true sphere--type attitude display with lateral and vertical
computed steering signals to supply the pilot commands required to intercept and
maintain a desired flightpath. The EADI supplies the following display information:
 Air data command
 Attitude source
 Comparison monitor annunciators
 Decision height
 Digital readout
 Expanded localizer or azimuth deviation
 Fast/slow AOA command
 FD mode annunciators
 Glideslope or elevation deviation
 Marker beacon annunciator
 Radio altitude
 Rising runway
 Status messages.
(1) ED--600 EADI Displays and Annunciators
The following paragraphs describe the ED--600 EADI Displays and Annunciators, as
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Figure 3--3. ED--600 EADI Displays and Annunciators

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(a) Flight Director Mode Annunciators

Flight director vertical and lateral modes are annunciated along the top of the
EADI. Armed vertical and lateral modes are annunciated in white to the left of
the captured vertical and lateral mode annunciators. Captured mode
annunciators are displayed in green and are located to the left of top center for
lateral modes and in the upper right corner for vertical modes. When a mode
changes from arm to capture, the annunciation moves from left to right on its
respective side.
For modes that transition from arm to capture as specified below, a white box is
drawn around the capture or hold mode annunciator for 5 seconds.
Lateral Transitions Vertical Transitions

VOR ARM to VOR CAP ASEL ARM to ASEL CAP
LOC ARM to LOC CAP ASEL CAP to ALT
BC ARM to BC CAP ASEL ARM to ALT
VAPP ARM to VAPP CAP GS ARM to GS CAP
(b) Roll Attitude Pointer and Scale

The pointer displays actual roll attitude when aligned with the fixed index
reference marks at 0, 10, 20, 30, 45, and 60 degrees on the roll scale. Roll
movement is 360 degrees, with 50 minutes accuracy.
(c) Altitude Preselect Display
The altitude preselect display is controlled by the Altitude Select (ALT SEL) knob
on the RI--553 Remote Instrument Controller. The set range is from --900 to
45,000 feet, with a 100--foot resolution. The ALT SEL box and numbers are
cyan in color under normal conditions. When the altitude alert light is on, the
ALT SEL box is amber. After power--up, the altitude select window is blank if the
AZ--429 ADS is valid, until the pilot rotates the ALT SEL knob. Rotating the
altitude set knob on the RI--553 sets the present barometric altitude.
(d) Attitude Sphere
The sphere moves with respect to symbolic aircraft reference to display actual
pitch and roll attitude. Pitch attitude marks are in 5--degree increments. Pitch
movement is hard limited to 90 degrees (accuracy 30 minutes).
(e) Glideslope Deviation Pointer
The glideslope pointer and scale are in view when tuned to an Instrument
Landing System (ILS) frequency to display aircraft deviation from glideslope
beam center. Aircraft is below glideslope if pointer is displaced upward. Each
glideslope dot represents 1/3 degree (75 ←⊥) displacement from the beam
centerline.
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The letter G is annunciated inside the pointer to indicate the type of information
being displayed. If the scale indication becomes saturated, the scale pointer
goes out of view but the letter G remains in view at the maximum deflection
position of the scale. As the signal comes out of saturation, the pointer picks up
the letter and carry it inside the pointer as it moves about the scale.
(f) Pitch and Roll Command Cue or Cross Bars
The cue displays computed steering commands to capture and maintain a
desired flightpath. Always fly the symbolic miniature aircraft to the flight director
cue. The cue goes out of view if an invalid condition occurs in the flight director
pitch or roll channel. To get the single cue into view, a lateral flight director mode
must be engaged.
The crosspointer flight director bars are flown just like the single cue. However, if
only a lateral or vertical flight director mode is active, then only that flight director
bar is in view.
For both single cue and crosspointer display, the following limits apply:
 Pitch command limit: 20 degrees
 Roll command limit: 30 degrees.
(g) Marker Beacon
Marker beacon information is displayed on the side of the EADI below the
glideslope scale. The markers are of the specified color of cyan for outer, amber
for middle and white for inner. A white box identifies the location of the marker
beacon annunciator after tuning to a localizer.
(h) Radio Altitude Display
The four--digit display indicates the aircraft’s radio altitude from –20 to 2500 feet.
The resolution above 200 feet of altitude is 10 feet; below 200 feet, the
resolution is 5 feet. The display is blanked for altitudes greater than 2500 feet,
depending on the output capabilities of the radio altimeter. When the radio
altitude data is invalid, the display indicates a dash in each of the digits.
(i) Rising Runway
For added backup during the critical approach phase of flight, absolute reference
above the terrain is displayed below 180 feet by the rising runway. The rising
runway appears at 180 feet and moves toward the miniature aircraft symbol as
the aircraft descends toward the runway, contacting the bottom of the symbolic
aircraft at touchdown. If radio altitude is invalid, the rising runway is out of view.
(j) Expanded Localizer Pointer
Expanded localizer is displayed by the localizer pointer whenever a valid
localizer signal is available. Raw localizer displacement data from the navigation
receiver is amplified approximately 7 1/2 times to permit the localizer pointer to
be used as a sensitive reference indicator of the aircraft’s position with respect to
the center of the localizer. It is normally used for assessment only.
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(k) Inclinometer
The inclinometer gives the pilot a conventional display on aircraft slip or skid, and
is used as an aid to coordinated maneuvers. A means for leveling the
inclinometer is provided. Level the inclinometer in accordance with the
procedure in Section 6, Removal/Reinstallation and Adjustments, of this manual.
(l) Decision Height Display and Annunciator
Decision Height (DH) is displayed by a three--digit display. The set range is from
0 to 200 feet in 5--foot increments and 200 to 990 feet in 10--foot increments.
The DH display may be removed by setting full counterclockwise rotation of the
set knob. When at or below decision height, an amber DH appears inside the
white box adjacent to radio altitude in the lower left corner of the EADI.
NOTE: For Weight--On--Wheels, there is no amber DH.
(m) Air Data Command Display
When selecting a flight director air data command function mode of either
Indicated Airspeed (IAS) or Vertical Speed (VS), the command reference
appears in the lower left corner. The autopilot pitch wheel may be used to
change the air data command reference. For other vertical modes, the air data
command display is removed.
Vertical speed display range is from --6000 to +6000 feet per minute, with a
100--foot resolution.
Indicated airspeed display range is from 80 to 400 knots, with a 1--knot

resolution.
(n) Aircraft Symbol
The symbol serves as a stationary representation of the aircraft. Aircraft pitch

and roll attitudes are displayed by the relationship between the fixed miniature
aircraft and the movable sphere. The miniature aircraft is flown to align the
command cue to the aircraft symbol to satisfy the commands of the selected
flight director mode.
(o) Fast/Slow Pointer
The pointer indicates relative approach airspeed provided by the AOA system.
The pointer deflects toward F when the aircraft is flying at more than the
approach AOA. The pointer deflects toward S when the opposite is true.
(p) Attitude Source Annunciator
The selected attitude source is not annunciated if it is the primary source for that
indicator. If the secondary source is available and selected, it is amber at the top
left side of the EADI. However, when the CitationJet has only one attitude
source, there are not any attitude source annunciations.
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(2) EADI Comparator Monitor and Status Messages
The following paragraph describes the comparator monitor annunciators shown in

Figure 3--4.
Figure 3--4. Comparison Monitor and Status Messages

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(a) Comparator Monitor Annunciators
The sensor inputs given in Table 3--1 are monitored within the IC--500 DGC for
reasonable value between on--side and cross--side data. (Selected pilot and
copilot input data is compared in the IC--500 DGC EFIS function.) The
out--of--tolerance symbol in the annunciator column is displayed if the signal data
exceeds the predetermined levels defined in the threshold column. When the
compared pitch and roll attitude or glideslope and localizer signals are
out--of--tolerance, a combined label (ATT or ILS) is displayed.
Table 3--1. Sensor Inputs

Annunciator Signal Threshold
ROL Roll Attitude 6 degrees
PIT Pitch Attitude 5 degrees
ATT Pitch and Roll As Stated
HDG Heading Bank Angle < 6 deg = 6 degrees
Bank Angle > 6 deg = 12 degrees
GS Glideslope GS CAP and below 1200 ft RA by a
difference of 50 μA GS deviation
LOC Localizer APP mode below 1200 ft RA by a
difference of 40 μA LOC deviation
ILS Localizer and Glideslope As shown above
NOTES:
1. If the radio altimeter is invalid, localizer and glideslope comparison
monitoring is activated as a function of glideslope capture.
2. LOC, GS, and ILS comparisons are only active during flight director localizer
and glideslope capture with both NAV receivers tuned to a LOC frequency.
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The following paragraph describes the system status messages shown in Figure 3--4.
(b) Status Messages
System status is determined by the IC--500 DGC and displayed in the lower
right--hand corner of the EADI under the appropriate conditions. System alerts
and/or warnings (listed below) are highlighted in AMBER. Autopilot engage is
highlighted in GREEN. The system status messages are given in Table 3--2.
Table 3--2. System Status Messages

Message Color Remarks
FMS MSG AMBER When installed, the FMS has displayed an LRN status
annunciation on the EHSI.
AP FAIL AMBER The autopilot has automatically disengaged or failed.
TRN KNB AMBER The autopilot controller turn knob is not centered in its
detent.
AP TEST AMBER This is annunciated during the automatic power--up
sequence.
AP ENG GREEN Autopilot is engaged.
TCS ENG AMBER The TCS button on the control column is pushed
while the autopilot is engaged.
IC HOT AMBER The IC--500 DGC internal temperature has exceeded
its limits.
IC FAN AMBER The IC--500 DGC internal fan has failed.
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(3) EADI Failure Annunciators

The following paragraphs describe the EADI Failure Annunciators, as shown in
Figure 3--5.
Figure 3--5. ED--600 EADI Failure Annunciators
(a) Flight Director Failure

If the flight director fails, an amber FD FAIL warning is displayed at the top left of
the EADI. The flight director cue and all FD mode annunciators are removed.
During self--test, the word TEST is annunciated in magenta at the same location
as FD FAIL.
(b) Attitude Failure
If the attitude fails, the pitch scale and roll pointer is removed, the sphere is
painted blue, and a red ATT FAIL is displayed in the middle/upper half of the
sphere.
(c) Glideslope, Expanded Localizer, and Fast/Slow Command Failures
If any of these systems fail, the pointer is removed and a red X is drawn through
the scale. The letter G remains at the zero deviation position to identify the
invalid glideslope information.
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(d) Radio Altitude Failure
If the radio altimeter fails, amber dashes replace the numerical values and the
rising runway is removed from the display, if it had been present.
(e) Decision Height Warning (If not WOW)
When the radio altitude is within +100 feet of the decision height, a white box
appears on the left side of the EADI. When at or below the decision height, an
amber DH appears inside the white box.
(f) Decision Height Failure
If the DC--550 fails, amber dashes replace the numerical values of the decision
height display.
(g) Air Data Command Failure
If the air data fails, amber dashes replace the numerical values of the air data
command display.
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(4) System Failure Warning Message
Certain internal system failures can occur that are not related to a power problem. If
this condition happens, a large red X is displayed on both the EADI and EHSI, along
with the message SYSTEM FAIL, as shown in Figure 3--6. A failure due to a power
problem leaves both the EADI and EHSI dark.
Figure 3--6. System Failure Warning Message

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E. ED--600 Electronic Display (used as an EHSI)
As shown in Figure 3--7 thru Figure 3--12, the EHSI combines numerous displays to
provide a map--like display of the aircraft position. The EHSI displays aircraft
displacement relative to VOR radials, localizer, and glideslope beam as well as LRN
cross--track deviation. At power--up, the EHSI presents a full compass display. Pushing
the DC--550 Display Controller FULL/MAP button changes the full compass display to a
partial compass ARC format. Pushing the FULL/MAP button again presents the partial
MAP display. The EHSI provides the following full and partial compass ARC display
information:
Full compass displays are as follows:

 Heading
 Course select
 Course deviation
 Distance
 Groundspeed
 To/From
 Desired track
 Bearing 1 and 2
 Heading select
 Glideslope deviation
 Time--To--Go
 Elapsed time
 Heading and NAV source annunciators
 Compass sync.
Partial compass displays only are as follows:
 Wind vector
 Navigation map (range annunciator and waypoints)
 Multiple waypoints
 Heading bug off--scale arrows.
(1) ED--600 EHSI Displays and Annunciators
The following paragraphs describe the ED--600 EHSI Displays and Annunciators, as
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Figure 3--7. ED--600 EHSI Displays and Annunciators

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(a) Heading Source Annunciator

The primary heading source is displayed in white. The secondary heading
source is displayed in amber.
(b) Heading Select Bug and Heading Select Display
The notched solid cyan heading select bug is positioned on the rotating heading
dial next to the heading select knob on the RI--553 Remote Instrument
Controller. The bug rotates with the heading dial; therefore, the difference
between the bug and the fore lubber line index is the amount of heading select
error applied to the flight director. A digital heading select display is provided for
setting the heading bug.
(c) Heading Dial and Fore and Aft Lubber Lines
Gyro stabilized magnetic compass information is displayed on the heading dial,
which rotates with the aircraft throughout 360 degrees. The azimuth ring is
graduated in 5--degree increments. Fixed heading marks are at the fore and aft
lubber line positions and at 45--degree bearings.
(d) FMS Status Annunciators
Depending on the installed FMS, some of its operational conditions are
annunciated as a cyan message in the upper left area of the EHSI and as an
amber message in the upper right area.
1 These annunciators are displayed as a function of the FMS on the left side
of the EHSI.
FMS Approach (APP) A cyan APP in the upper left display indicates
that the FMS is in the approach mode.
Crosstrack (XTK) A cyan XTK message appears when the FMS
has sent a crosstrack warning.
2 These annunciations are displayed as a function of the FMS on the right

side of the EHSI.
Waypoint (WPT) Alert A lateral waypoint crossover is annunciated by

an amber WPT
Dead Reckoning (DR) When in the dead reckoning (DR) mode, an
amber DR is annunciated in this field.
Degrade (DGR) When in the degrade (DGR) mode of operation,
an amber DGR is annunciated in this field.
For detailed information on these annunciators, refer to the FMS

manufacturer’s operating manual.
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(e) Distance Display
The distance display indicates the nautical miles to the selected DME station or
waypoint. Depending on equipment, the distance is displayed in a 0--399.9 or a
0--3999 nautical mile format. DME HOLD is indicated by an amber H to the left
of the distance readout.
(f) Navigation Source Annunciators
Annunciation of the navigation source is displayed in the upper right--hand

corner. Long range navigation source is displayed in cyan to distinguish it from
short range sources, which are annunciated in white if primary and amber if
secondary.
Navigation source annunciators are as follows:

 VOR 1--2
 ILS 1--2
 FMS.
(g) Bearing Pointers and Source Annunciators
The bearing pointers indicate bearing to the selected NAV aid. Two bearing
pointers are available and can be tuned to NAV aids or selected OFF from the
DC----550 Display Controller. The bearing source annunciators are symbol and
color coded with the bearing pointers. When the bearing pointer navigation
source is invalid or a localizer frequency is chosen, the respective bearing
pointer is removed. The annunciator symbols  and D and the pointers are
removed from the display if the bearing pointers are selected OFF.
(h) Course Select/Desired Track Pointer
The course/desired track pointer rotates with and about the center of the heading
dial to supply a continuous indication of course error.
When short range NAV is selected as the display source, the course pointer
(green) is positioned on the rotating heading compass dial by a remote course
select knob on the RI--553 Remote Instrument Controller to select a magnetic
bearing that coincides with the desired VOR radial or localizer course.
When long range NAV is selected, the course pointer (magenta) becomes a
desired track pointer. The position of the desired track pointer is controlled by
the long range NAV system. A digital display of Desired Track (DTRK) is
displayed int he upper left hand corner. When FMS is selected, the course
select data is supplied by the IC--600 IAC. If the FMS lets the pilot manually set
a track, the upper left hand corner displays that digital set value.
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(i) Glideslope Pointer
The glideslope display and annunciator come into view when a VHF NAV source
is selected on the EHSI and that NAV source is tuned to an ILS frequency. The
deviation pointer indicates the glideslope beam center to which the aircraft is to
be flown.
The letter G is annunciated inside the pointer to indicate the type of information
being displayed. If the scale indication becomes saturated, the scale pointer
goes out of view but the letter G remains in view at the maximum deflection
position of the scale. As the signal comes out of saturation, the pointer picks up
the letter and carries it inside the pointer as it moves about the scale. Pointer
deviation is 0.35 degrees from beam center = 1 dot.
(j) NAV TO--FROM Annunciator
An arrowhead in the center of the EHSI indicates whether the selected course is
TO or FROM the station or waypoint. The TO--FROM annunciator is not in view
during localizer operation.
(k) Elapsed Time (ET), Time--To--Go (TTG), or Groundspeed (GSPD) Display
The shared display and annunciators for ET, TTG, and GSPD are located at the
bottom of the HSI region, between the vertical speed scale and heading
compass.
The ET button on the DC--550 Display Controller replaces GSPD/TTG with a

digital clock display. When in the ET mode, the ET display can present minutes
and seconds up to 50:59. Leading zeros are displayed for values < 9 minutes.
It also displays hours/minutes up to 9:59. The hours/minutes mode can be
distinguished from the minutes/seconds mode by an H on the left of the digital
display. Leading zeros are not displayed for the hours/minutes mode.
Successive toggling of the GSPD/TTG button on the DC--550 Display Controller

lets groundspeed or time--to--go be alternately displayed. The display format for
groundspeed is knots and the range is 0--999, + 1 knot. If VOR/LOC is
displayed, the HSI displays groundspeed from the associated DME. If FMS is
displayed, groundspeed is calculated by the FMS.
The display format for TTG is minutes and the range is 0--399, + 1 minute.
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(l) Course Deviation or Cross Track Distance Bar
The course deviation bar represents the centerline of the selected VOR or
localizer course. The aircraft symbol pictorially shows actual aircraft position in
relation to this selected course. In VOR operation, each dot on either side of the
aircraft symbol represents 5--degree deviation from centerline (75 ←⊥). In ILS
operation, each dot represents 1--degree deviation from centerline (75 ←⊥).
When FMS is the selected navigation source, each dot represents 2.5 Nautical
Miles (NM) of crosstrack error. When the FMS APP annunciator is displayed,
each dot represents 0.625 NM of crosstrack error.
When the Back Course (BC) mode is selected on the flight director, or when the
selected course is more than 90 degrees from aircraft heading, the course
deviation is automatically reversed to provide proper deviation sensing with
respect to the course centerline. The course deviation bar always indicates the
location of the course centerline relative to the nose of the aircraft.
(m) Reciprocal Course/Desired Track Pointer
The pointer indicates 180 degrees from the course select/desired track pointer.
(n) Aircraft Symbol
A fixed miniature aircraft symbol corresponds to the longitudinal axis of the

aircraft and lubber line markings. The symbol shows aircraft position and
heading with respect to the rotating heading dial. It also shows the aircraft
position in relation to a radio course.
(o) Compass Sync Annunciator
The compass sync annunciator indicates the state of the compass system in the
slaved mode. The bar represents commands to the directional gyro to slew to
the indicated direction (+ for increased heading and ○ for decreased heading).
The sync annunciator is removed during compass MAN (DG) mode.
(p) Course Select/Desired Track/OBS Display
A digital readout (in degrees) of the course is indicated by the course select
pointer. If long range navigation is selected, Desired Track (DTRK) is displayed.
If the pilot selects the OBS mode of operation on the FMS, OBS is displayed.
(q) Drift Angle Bug
If available from the FMS, the drift angle bug with respect to the lubber line
represents drift angle left or right of the desired track. The drift angle bug with
respect to the compass card represents aircraft actual track. The bug is
displayed as a green triangle that moves around the outside of the compass card
(either partial or full).
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(2) EHSI Partial Compass ARC Format
The partial compass ARC format, as shown in Figure 3--8, displays the same
information as the full compass format, with the following exceptions:
 The partial compass mode displays a 90--degree arc (45 degrees) of the
compass card. Pushing the FULL/MAP button once on the DC--550 Display
Controller causes the heading dial to change to the partial compass format.
 Digital heading readout -- A display of the aircraft’s current heading is shown at the
top of the compass card.
 Drift angle bug -- The drift bug is displayed when FMS is the selected navigation
source. The drift bug indicates the angular difference between FMS calculated
track and aircraft current track.
 Wind vector display -- Wind vector information is displayed left of bottom center.
The wind is shown in Figure 3--8 with velocity and direction.
Figure 3--8. Partial Compass ARC Format

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(3) EHSI MAP Mode With VOR Selected for Display
In the MAP format, when VOR is selected, the normal ARC course select display
(pointer, scale, and deviation) is removed and replaced by the following (Figure 3--9):
 The VOR or VOR--DME station is displayed at its geographical position with the
corresponding symbol (if display range permits).
 The course information is indicated by a digital readout (same as ARC) and by a
course line centered on the VOR station. The TO information is represented by a
continuous line; the FROM information is represented by a dashed line.
 If the VOR station is out of the display range, an arrow is added to the course line
to indicate the direction of the selected course to be followed.
 The deviation is displayed as a digital cross--track distance readout.
 MAP range is controlled from the DC--550 Display Controller MAP RANGE button.
Figure 3--9. MAP Mode With VOR Selected For Display

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(4) EHSI MAP Mode With FMS Selected for Display
With the EHSI in the full compass format, pushing the FULL/MAP button twice on the
DC--550 Display Controller displays the partial compass MAP format as shown in
Figure 3--10. In this format, if the FMS installed has the capability, up to six
waypoints can be displayed, along with the desired track between waypoints. This
assumes that the displayed range has been selected with the range button on the
DC--550 Display Controller. The FMS must be able to transmit this data in a lat/lon
format. The range button toggle sequence in Nautical Miles (NM) is as follows:
5 --10 --25 --50 --100 --200 --300 REPEAT
Figure 3--10. MAP Mode With FMS Selected For Display

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(a) MAP Mode
Upon selection of the MAP mode, the following occurs:

 The course select pointer and HSI--type course deviation bar displays are
removed.
 Both bearing pointers are removed.
 A digital course deviation display is present on the bottom of the EHSI display,
which shows the position of the aircraft with respect to the desired track.
 The multiple waypoints appear on the EHSI.
 Each waypoint is identified by a number 01 thru 99; or when the FMS
communicates by the GAMA standard bus for alphanumerics, the waypoint is
identified by name.
 The waypoint to which the aircraft is flying is magenta in color. All other
waypoints are white.
 A white track line connects waypoint to waypoint.
 If the EFIS is receiving valid VOR station and DME distance, the NAV aids for
the two VOR stations are available for display on the EHSI, no matter where
the bearing selector switches are set. The cyan NAV aid is VOR 1 (NAV 1),
the green NAV aid is VOR 2 (NAV 2).
The actual heading indicated by the heading dial is numerically displayed at the
top of the EHSI.
The desired track annunciator and a digital readout of the desired track from past
waypoint to the next waypoint are shown in the upper left corner of the EHSI.
A TO--FROM indication is displayed to the right of the desired track digital

readout. It indicates TO when the aircraft is flying to the waypoint.
(b) Heading Select Bug Out--Of--View Arrow
Anytime the heading select bug is moved more than 45 degrees from the fore
lubber line, this arrow comes into view above the compass card boundary. The
arrow can be on the left or right side and indicates the closest direction to the
bug.
NOTE: While an ILS frequency is tuned as the EHSI navigation source, the
MAP format is inhibited. Toggling is allowed between FULL and partial
ARC formats only.
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(5) EHSI Full Compass Failure Annunciators
The following paragraphs describe the EHSI full compass failure annunciators, as
Figure 3--11. EHSI Full Compass Failure Annunciators
(a) Heading Failure
A failure of the heading system valid results in the removal of drift angle, bearing
pointers, TO--FROM arrow, select course pointer, selected heading bug, course
deviation pointer, and course scale. The digital select course and digital heading
select readouts are dashed, a red HDG FAIL is displayed at the top of the
heading dial, and the heading source annunciator indicates HDG1 or HDG2.
(b) Display Failures
When any of the following systems fail, the digital display is replaced by amber
dashes:
 Groundspeed (GSPD)
 Time--To--Go (TTG)
 Elapsed time (ET)
 Distance Measuring Equipment (DME)
 Heading Select (HDG)
 Course Select (CRS)
 Desired Track (DTRK).
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(c) Glideslope Deviation Failure
With an ILS frequency as the selected navigation source, a glideslope invalid

condition removes the glideslope pointer and paints a red X through the scale.
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(6) EHSI Partial Compass Failure Annunciators
The partial compass failure annunciators, as shown in Figure 3--12, are identical to
those of the full compass format, with the following exception:
Course Select/Desired Track Deviation Failure -- If this failure occurs, the deviation
bar is removed from the display and a red X is drawn through the scale.
Figure 3--12. EHSI Partial Compass Failure Annunciators

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(7) Composite Mode Symbols
If a display unit fails, the EADI/EHSI DIM control on the DC--550 Display Controller is
turned to the OFF position to display a composite attitude and NAV format on the
remaining display head. Figure 3--13 shows the location and form of the composite
display elements. As in normal EADI and EHSI presentations, all elements are not
displayed at the same time. The presence or absence of each display element is
determined by flight phase, NAV radio tuning, selected flight director mode, absolute
altitude, etc. The failure, caution, and warning annunciator functions are much the
same as for the normal display mode.
Figure 3--13. Composite Mode Display

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(8) DGC Manually Initiated Self--Test
The DGC can be manually self--tested by pushing the button marked TEST on the
DC--550 Display Controller. This test only works with Weight--On--Wheels (WOW). In
the air, only the radio altimeter tests (and then, only if glideslope is not capture).
The TEST symbols consist of the following:

 Course select, heading select, DH set, distance and GSPD/TTG digital displays
are replaced by amber dashes.
 ATT and HDG displays are flagged.
 All pointer/scales are flagged.
 All heading related bugs/pointers are removed.
 Command bars go out of view.
 Radio altimeter digital readout displays RADALT self--test value.
 Comparator Monitor annunciates ATT, HDG and ILS.
 TEST (in magenta) is annunciated in the FD LAT capture position.
 FD mode annunciators are removed.
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3. Attitude and Heading Reference System

A. Introduction
The SPZ--5000 IFGS contains a single VG--14A Vertical Gyro to detect actual aircraft
pitch and roll attitude, and a single C--14D Directional Gyro to detect actual aircraft
magnetic heading. The directional gyro also employs a CS--412 Dual Remote
Compensator and an FX--220 Flux valve. The flux valve detects the direction and
strength of the horizontal component of the earth’s magnetic field. It also applies a
correction factor to the directional gyro to keep the gyro’s rotor aligned to magnetic north.
The dual remote compensator corrects the flux valve signal for single--cycle errors
created by the aircraft and its electrical systems. See Figure 3--14 for Attitude and
Heading Reference interface information and Table 3--3 and Table 3--4 for performance
accuracy information.
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Figure 3--14. Attitude Heading and Reference Interface

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B. VG--14A Vertical Gyro
The VG--14A Vertical Gyro supplies three--wire synchro outputs that are electrical analogs
of actual aircraft pitch and roll attitudes for EFIS and flight director/autopilot/yaw damper
operation. The gyro also provides two--wire outputs of pitch and roll attitude data for
weather radar antenna stabilization. Pitch gimbal freedom is 80 degrees and roll
gimbal freedom is 360 degrees.
(1) Modes of Operation
(a) Initialization
When power is initially applied to the system, nominally it takes between 2 1/2
and 3 1/2 minutes to fully erect. During this time the attitude fail flag is displayed
on the ADI and the autopilot and yaw damper engage functions are inhibited.
When the gyro is fully erect, the attitude fail flag on the ADI goes out of view to
indicate gyro validity to the flightcrew. When the gyro is erected, it is within
0.25 degrees of vertical.
During the initialization cycle, the gyro has an internal monitor that considers the
following conditions for validity:
 Internal power supply voltages are good.
 Rotor wheel speed is at least 75% of full speed.
When these conditions are satisfied, a relay inside the gyro energizes, which
allows the ADI flag to pull and the autopilot to engage.
(b) Fast Erect Switch
With the gyro in normal operation, drift off of vertical is corrected at a rate of 2.5
degrees/minute. If the gyro has drifted considerably off of vertical and the pilot
wants to bring the gyro back to vertical quickly, the external panel mounted FAST
ERECT switch is used.
When this switch is activated, the gyro erects at a minimum rate of 20

degrees/minute. At the same time, the ADI displays the attitude fail flag. If the
autopilot is engaged, the autopilot disengages.
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Table 3--3. VG--14A Vertical Gyro Performance Accuracy Table

Parameter Unit of Measure Range
Roll Freedom degrees 360
Pitch Freedom degrees 80
Slow Erect degrees/minute 2.5
Fast Erect degrees/minute 20 minimum
Roll Output to IC--500 millivolt ac/degree 11.8 sin θ VRMS
(≈ 205 mV ac/deg)
Pitch Output to IC--500 millivolt ac/degree 11.8 sin θ VRMS
(≈ 205 mV ac/deg)
Roll Radar Output millivolt ac/degree 11.8 sin θ VRMS
(≈ 50 mV ac/deg)
Pitch Radar Output millivolt ac/degree 11.8 sin θ VRMS
(≈ 50 mV ac/deg)
C. C--14D Directional Gyro
The C--14D Directional Gyro provides three--wire synchro magnetic heading information
to the IC--500 Display Guidance Computer for EFIS display and flight director/autopilot
operation. The C--14D Directional Gyro has its own internal static inverter that receives
aircraft power of 28 V dc and supplies its own power source of 26 V ac, 400 Hz and
115 V ac, 400 Hz.
The C--14D Directional Gyro has three basic modes of operation: initialization, slaved,
and free.
(1) Initialization
When power is initially applied to the system, nominally it takes between 2 1/2 and
3 1/2 minutes to fully erect. During this time the heading fail flag is displayed on the
HSI and the autopilot and yaw damper engage functions are inhibited. When the
gyro is fully erect, the heading fail flag on the HSI goes out of view to indicate gyro
validity to the flightcrew. With the gyro erect and slaved, it is within 2 degrees of
magnetic heading.
During the initialization cycle the gyro has an internal monitor that considers the
following conditions for validity:
 Internal power supply voltages are good

 Rotor wheel speed is at least 75% of full speed.
When these conditions are satisfied, a relay inside the gyro energizes, which allows
the HSI flag to pull and the autopilot/yaw damper to engage.
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(2) Slaved Operation
In the slaved mode of operation, the inherent drift properties of the gyro are corrected
by the signal from the FX--220 Flux Valve. Combining the short--term accuracy of the
gyro with the long--term accuracy of the flux valve, the system supplies magnetic
heading accuracies between 65 degrees north and south latitudes. Combining the
gyro and flux valve signals, the drift caused by the earth’s rotation on its axis is
compensated.
(3) DG Mode Operation
The DG free mode of operation is activated by opening the panel--mounted

AUTO/MAN switch. When this switch is activated, the slaving amplifier circuit within
the gyro is disabled, removing the flux valve signal from the gyro. The gyro operates
without any magnetic correction and allows heading drifts between 15 and 24
degrees per hour. This mode is normally entered when flying above 65 degrees in
latitude or when the operator wants to slave the compass card on the HSI to a new
heading.
In the DG mode of operation it is possible to manually move the compass card on the
HSI to a new heading reference. This is a function of the panel--mounted manual
sync switch. Moving the switch to the + position moves the compass card Clockwise
(CW) at a rate of 30 degrees per minute. Moving the switch to the S position moves
the compass card Counterclockwise (CCW) at the same rate.
Table 3--4. C--14D Directional Gyro Performance Accuracy Table

Pitch Freedom degrees 85
Roll Freedom degrees 85
Vertical Freedom degrees 360
Slaved Accuracy degrees/hour 2
Free Drift degrees/hour 15 to 24
Slow Slave degrees/minute 2.5 to 5.0
Fast Slave degrees/minute 30
Heading Output to IC--500 millivolt ac/degree 11.8 sin θ VRMS
(≈ 200 mV ac/deg)
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D. FX--220 Flux Valve
The FX--220 Flux Valve detects the magnitude and direction of the horizontal component
of the earth’s magnetic field. It then converts this information to an electrical output that is
used to align the directional gyro’s rotor to magnetic north. Refer to Section 6,
Removal/Reinstallation and Adjustments, of this manual for flux valve installation and
indexing information.
E. CS--412 Dual Remote Compensator
The CS--412 Dual Remote Compensator corrects the flux valve for single--cycle errors
created by the aircraft and its electrical systems. It does this by inserting small dc
voltages into the flux valve to cancel the effects of the man--made magnetic fields. Refer
to Section 6, Removal/Reinstallation and Adjustments, of this manual for the proper
adjustment information for the directional gyro system.
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4. Digital Air Data System

A. Introduction
A digital air data system incorporating a single AZ--429 Air Data Sensor (ADS) is supplied.
The AZ--429 ADS supplies an ARINC 429 output to the IC--500 Display Guidance
Computer for autopilot and flight director functions only as shown in the digital air data
interface diagram, Figure 3--15. Refer to Table 3--5 for performance accuracy information.
The AZ--429 receives inputs of static and pitot air pressure that enable the AZ--429 to
produce an ARINC 429 output of static pressure and impact pressure data to the IC--500
Display Guidance Computer. Excitation voltage of 15 V dc for the AZ--429 is supplied
by the IC--500. The AZ--429 does not perform altitude encoding. It works with the
non--Honeywell encoding barometric altimeter signal in the IC--500 to produce
BARO--corrected air data information for the flight guidance system.
There is no built--in self test of this LRU.

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Figure 3--15. Air Data Reference Interface

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B. Modes of Operation
(1) Operational Range
The AZ--429 Air Data Sensor is capable of providing airspeed and altitude data over
the ranges below:
 Altitude: --1,000 to 45,000 feet

 Indicated Airspeed: 40 to 400 knots
(2) Warm--Up
The AZ--429 requires a warm--up period for stability and valid indications as follows:
 3 minutes after application of power at temperatures between +70 _C and +25 _C
 6 minutes after application of power at temperatures between +25 _C and --40 _C.
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(3) Drift Rate
The AZ--429 outputs stabilize within15 minutes after application of power when the
drift requirements specified below are achieved, based on fixed pressure and
temperature input.
Table 3--5. AZ--429 Performance Accuracy Table

Static Pressure 31.018 to 4.355 inHg 0.153 inHg
(--1,000 to 45,000 feet)
Impact Pressure 0.077 to 8.385 inHg V < 132 knots  0.0259 inHg
(40 to 400 knots) at 25 _C  0.077 inHg (--55 to +70 _C)
V > 132 knots  2 knots

at +25 _C  6 knots (--55 to +70 _C)
(a) Static Pressure Output
When converted to altitude (feet), static pressure output does not vary more than
10 feet during a 1--hour period, or 20 feet during a 2--hour period. This
applies to all altitudes throughout the operating range of the AZ--429.
(b) Impact Pressure Output
When converted to airspeed (knots), impact pressure output does not vary more
than 5 knots during a 1--hour period, or 10 knots during a 2--hour period.
This applies to all airspeeds throughout the operating range of the AZ--429.
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5. AA--300 Radio Altimeter System (Optional)
A. Introduction
The AA--300 series radio altimeter is a dual--antenna, short--pulse system designed to

provide the flightcrew with absolute height above the terrain information, from zero to
2500 feet. The system is designed for automatic continuous operation over wide
variations of terrain, weather, target reflectivity, and aircraft attitude.
Radio altitude information is displayed on the pilot’s and copilot’s Attitude Director
Indicators (ADI). If a failure occurs, an annunciator appears on the ADIs to alert the
pilots. The AA--300 system also provides preset altitude trip outputs to other aircraft
systems. See Figure 3--16 for AA--300 system interface information. Refer to Table 3--6
for performance accuracy information.
Figure 3--16. Radio Altimeter System Interface
Table 3--6. RT--300 Radio Altimeter Performance Accuracy Table

Parameter Gradient Accuracy
Precision Output --4.0 mV dc/ft 0--100 ft  3 ft
0 ALT = 0 volts 100--500 ft  3 %
500--2500 ft  4 %
Auxiliary Output per ARINC SPEC 552 0--100 ft  4 ft
0 ALT = +400 mV 100--500 ft  4 %
500--2500 ft  5 %
Altitude Trip Point 50 ft 4 ft
250 ft 10 ft
450 ft 16 ft
1200 ft 60 ft
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B. Modes of Operation
(1) Normal Operation
The AA--300 system is normally on and operating prior to takeoff. At altitudes within
the usable range, proper system operation is indicated by the absolute altitude (RAD
ALT) being displayed on the EADI. As the aircraft leaves the usable range
environment, the Radio Altimeter (RAD ALT) display is automatically removed from
the EADI.
The AA--300 also acts as the source for both the Decision Height (DH) annunciator
and the rising runway display on the ADIs. (These features are discussed in
paragraph 3--2 of this section, the EFIS operation section of this manual.)
(2) AA--300 Test Function
The test function for the radio altimeter is initiated by the test button on the DC--550
EFIS Display Controller. Initiating the test function causes the RAD ALT displays on
the ADIs to read 100 feet. The test function is inhibited when the flight guidance
system is in the glideslope capture or track mode of operation.
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6. Flight Guidance System (FGS)

A. Introduction
The FGS features an integrated avionics computer concept that combines the normal
EFIS display function with the flight guidance function. Flight guidance is defined as
autopilot, yaw damper, and flight director. The same processor is used for the EFIS and
flight director. This simplifies the interface requirements for the flight director function and
implies that if the EFIS is functional, the flight director is functional. Conversely, if the
EFIS fails, the flight director fails.
The FGS is a split--processor system. The primary processor is used for the EFIS and
flight director functions. The secondary processor supplies servo control of aileron,
elevator, rudder and elevator trim. The secondary processor is not aware of flight director
modes and does not change any gains as a function of flight director modes.
The SPZ--5000 flight guidance system is a fail--passive system that can be subdivided
into three separate functions:
 Flight director
 Autopilot/Yaw damper
 Monitors.
(1) Flight Director
The Flight Director (FD) supplies computed steering commands to the autopilot for
display on the EADI. If the autopilot is not engaged, the pilot can manually fly the
steering command. The flight director supplies both lateral and vertical steering
commands. One lateral and one vertical flight director mode can be active at the
same time. Other flight director modes can be armed to automatically become active
at the proper time.
The flight director looks at the following:
 What is the pilot’s desired reference?
 What is the aircraft’s actual reference?
 If there is a difference between desired and actual, the flight director supplies the
computed steering commands to the autopilot for display on the EADI.
The flight director only requires pitch or roll attitude for synchronizing the attitude
command and for computing command bar outputs. The pilot’s attitude data is used
for synchronization and command bar computations when modes are selected. The
EFIS function uses the flight director attitude command to position the command bar
on the attitude sphere.
The flight director can couple to either short range NAV or long range NAV sensors,
based on which is displayed on the EHSI.
The flight director uses the AZ--429 air data input for all vertical modes and for gain
programming. The altitude hold target, airspeed target, vertical speed target and
selected altitude are all computed by the IC--500 Display Guidance Computer.
The flight director receives encoded barometric corrected altitude directly from the
pilot’s altimeter.
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(2) Autopilot/Yaw Damper
The autopilot/yaw damper provides aircraft stabilization. The pilot can place the
aircraft into a desired pitch and roll attitude reference and engage the autopilot to
maintain the aircraft in this attitude against transient, short--term disturbances. As the
aircraft is moved away from this reference by a disturbance, the autopilot stops the
aircraft from moving away and returns it to its reference attitude.
The pitch--axis autopilot trim function works to maintain aircraft attitude against long--
term attitude disturbances (i.e., fuel burn and passenger movement). The autopilot
looks at the following:
 What is the pilot’s desired reference?
 What is the aircraft’s actual position?
 If there is a difference between desired and actual, correct for the difference and
control the speed at which the correction takes place.
The yaw damper supplies directional stability (yaw damping) and directional control
for turn coordination. While the yaw damper can be engaged without the autopilot
being engaged, the autopilot cannot operate without a functional yaw damper.
(3) Monitors
The autopilot/yaw damper monitors are contained in the primary IC--500 processor.
The monitors can disengage the autopilot and yaw damper independent of the
autopilot processor hardware. The disengage path is tested as part of the power--up
test to ensure proper monitor operation.
The distributed processor architecture of the SPZ--5000 IFGS is designed to prevent

hazards (i.e., autopilot hardovers). This protection is provided by ensuring that
failures in either processor are defeated or minimized by the monitors and/or limiters
in the other processor. In general, failures in the flight director processor do not
result in abrupt aircraft response (fail--passive).
Failures of the autopilot processor are detected by the monitors in the primary
processor and result in disengagement of the autopilot/yaw damper.
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B. Flight Guidance System Interface
The Flight Guidance portion of the SPZ--5000 system interface, as shown in Figure 3--17,
includes the following components:
 IC--500 Display Guidance Computer
 Parallel pitch, roll, and yaw servos (SM--200)
 Aircraft pitch trim system
 AG--222 Normal Accelerometer
 RG--204 Rate Gyro.
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Figure 3--17 (Sheet 1). Flight Guidance System Interface

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(1) MS--560 Mode Selector
The mode selector lets the operator engage/disengage flight director lateral and
vertical steering modes. The Mode Selector supplies button input data to the IC--500
Display Guidance Computer (DGC) through the DC--550 Display Controller. Mode
annunciator inputs are also received from the IC--500 DGC to illuminate the proper
annunciator when a mode is selected on, or armed.
(2) DC--550 Display Controller
The display controller is the primary controller for the EFIS cockpit displays. An
RS--422 serial (digital) bus supplies the interface between the DC--550 and the
IC--500 DGC. Flight director mode select engage/disengage commands are routed
through the DC--550 to be put on the digital bus interface to the IC--500. The
DC--550 also receives course select, altitude select and heading select inputs from
the RI--553 Remote Instrument Controller. These inputs are routed to the IC--500
DGC over the display controller digital bus.
(3) RI--553 Remote Instrument Controller
The remote instrument controller lets the pilot set or select the desired heading,
course and altitude. Rotating any one of the three knobs sets a three--wire input to
the DC--550 Display Controller. This signal is transmitted across the RS--422 bus to
the IC--500 DGC.
(4) PC--400 Autopilot Controller
The autopilot controller provides selection of AP and YD engagement, selection of

Low Bank mode, TURN knob control input, and PITCH wheel input.
The AP and YD engage buttons provide selection of engage status through discrete
inputs from the IC--500 DGC. The LOW BANK button provides selection of low bank
through a discrete input from the IC--500 DGC.
The trim annunciators warn of a temporary mistrim condition during normal operation,
which can result in a column bump if the autopilot is disconnected.
The turn knob is a potentiometer which receives excitation voltage from the IC--500
DGC. The turn knob supplies an analog output that is proportional to turn knob
rotation. The turn knob has a center detent position and must initially be in this
position for autopilot engagement. With the autopilot engaged, rotating the turn knob
out of the center detent position commands a turn through the autopilot and cancels
any lateral flight director mode that was active.
The pitch wheel is a DC tachometer that supplies an analog output to the IC--500
DGC. The pitch wheel lets the pilot change basic aircraft pitch attitude through the
autopilot. It also lets the pilot modify vertical speed or indicated airspeed targets
when these flight director modes are active.
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(5) IC--500 Display Guidance Computer

The display guidance computer is the heart of the SPZ--5000 system. It contains the
processors for EFIS and flight guidance functions in one LRU. The IC--500 receives
sensor inputs for flight guidance calculations and performs the calculations. The
IC--500 outputs a computed steering command for display on the EADI for flight
director only flight, and supplies a computed steering command to the autopilot for
automatic flightpath steering.
(6) SM--200 Servos
The servo translates electrical input signals into a clutched mechanical output. This
output is used to drive the respective flight control surface (elevator, aileron, or
rudder) in response to autopilot commands. The servo is connected in parallel to the
main aircraft rigging.
(7) Pilot’s Go--Around (GA) Switch
Activation of this throttle--mounted switch disconnects the autopilot and cancels all
vertical and lateral flight director modes except ASEL Arm. The go--around
command is wings--level in roll and a fixed nose--up pitch attitude. This attitude
represents the best angle of climb with an engine--out condition.
(8) Touch Control Steering (TCS)
Touch control steering lets the pilot interrupt the autopilot and manually fly the aircraft
to a new position. The TCS switches are located on the pilot’s and copilot’s control
wheels. When either switch is activated and held, the following occurs:
 Autopilot clutch disengages
 Autopilot pitch axis memory synchronizes to current aircraft position.
When the pilot completes the manual maneuver and releases the TCS switch, the
autopilot clutch re--engages and the autopilot holds the new pitch attitude reference.
(9) AP Disconnect Switches
These disconnect switches are located on the pilot’s and copilot’s control wheels.
Activating either switch causes the autopilot and yaw damper to disengage. These
switches are sometimes referred to as quick disconnect switches.
(10) Trim
The trim servo in the CitationJet is standard with the aircraft and is not a Honeywell
product. The SPZ--5000 system electrically interfaces with the servo to supply
autopilot pitch trim capability. If the manual electric trim switches are activated, the
autopilot automatically disengages.
(11) RG--204 Rate Gyro
The rate gyro senses actual aircraft yaw rate of change (heading change in degrees
per second). This is input to the IC--500 DGC for control of the rudder in the yaw
damper only.
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(12) AG--222 Normal Accelerometer
The normal accelerometer is used as a damping term in some of the vertical flight
director modes. If an acceleration term is combined with a rate of change and a
displacement term, the ability of the system to maintain the desired vertical flightpath
is increased. This term also minimizes aircraft overshoot and undershoot at altitude
capture.
(13) AZ--429 Air Data Sensor
The air data sensor is the air data reference unit for the flight guidance system. It
supplies ARINC 429 outputs of static pressure and impact pressure that the IC--500
DGC uses in computing TAS for gain programming. The AZ--429 also is the
reference for the vertical speed, altitude preselect, altitude hold, and indicated
airspeed hold flight director modes.
(14) C--14D Directional Gyro
The directional gyro supplies magnetic heading gyro reference for the flight director
lateral steering modes and autopilot heading hold mode.
The vertical gyro supplies angular reference in degrees for actual aircraft pitch and
roll attitude. This is required for the flight director, autopilot, and yaw damper
functions.
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C. Autopilot/Yaw Damper Engagement
The following paragraphs describe the Autopilot/Yaw Damper Engagement, as shown in

Figure 3--18.
The SPZ--5000 IFGS is a fail--passive system that requires a single C--14D directional
gyro valid and two valid vertical gyro sources for autopilot and yaw damper engagement.
The VG--14A vertical gyro is the primary source for the flight guidance system. The
copilot’s attitude source is a reference for system monitoring.
The TURN knob on the PC--400 Autopilot Controller must be in the center detent position
for autopilot engagement.
The autopilot is normally engaged once airborne. The yaw damper can be engaged
without the autopilot, but engaging the autopilot automatically engages the yaw damper if
it was not already on. Similarly, disengaging the autopilot leaves the yaw damper on, but
disengaging the yaw damper also disengages the autopilot.
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Figure 3--18. Autopilot/Yaw Damper Engage

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(1) Yaw Damper Engagement
To engage the rudder servo clutch, AND gate 4 must have a high output. To satisfy
this requirement, latch 2 must have its Q output high and AND gate 3 must have a
high output.
Latch 2 goes high by pushing the Yaw Damper (YD) engage button or the Autopilot
(AP) engage button on the PC--400 AP Controller.
AND gate 3 goes high as a function of the following:

 IC--500 monitors have not tripped
 AP DISC switch is not active
 Stick shaker is not active.
(2) Autopilot Engagement
To engage the aileron and elevator servo clutches, AND gate 2 must have a high
output. To satisfy this requirement, latch 1 must have its Q output high, AND gate 1
must have a high output, and TCS must not be active.
Latch 1 goes high by pushing the AP engage button on the PC--400 as long as the
following conditions exist:
 Stick shaker is not active
 A/P DISC switch is not active
 Go--around switch not active
 Turn knob is in the detent position
 Pilot’s and copilot’s VG--14A Vertical Gyro are valid
 IC--500 monitors have not tripped.
D. Roll Channel Functional Operation
(1) Roll Hold Mode
The roll hold mode, as shown in Figure 3--19, is active when the following conditions
are satisfied:
 Autopilot is engaged
 No lateral flight director mode is active
 The aircraft’s bank angle is greater than 6 degrees but less than 35 degrees
 Touch Control Steering (TCS) was used to initiate the roll maneuver.
When all these conditions are satisfied, the autopilot maintains the desired bank
angle. If TCS is released at bank angles greater than 35 degrees, the autopilot rolls
the aircraft to 35 degrees and maintains it.
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If TCS is released at bank angles less than 6 degrees, roll hold is canceled and the
autopilot reverts to wings level, then heading hold. There is no annunciator on the
EADI for the roll hold mode.
AD--61029@
Figure 3--19. Roll Hold
(2) Turn Knob Operation
The turn knob lets the pilot command the aircraft in a turn through the autopilot. The
turn knob must be in the center detent position to allow autopilot engagement. With
the autopilot engaged, moving the turn knob out of detent resets any active lateral
flight director mode and the aircraft follows the turn knob. Returning the turn knob to
the center position wings levels the aircraft and laterally, the aircraft is in heading hold
through the autopilot.
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(3) Heading Hold Mode (Wings Level)
The basic lateral mode of the autopilot is heading hold, as shown in Figure 3--20.
Heading hold is defined as follows:
 Autopilot is engaged
 Bank angle is less than 6 degrees
 No lateral flight director mode is active.
If the above conditions are satisfied, the autopilot rolls the aircraft to a wings level
attitude. When the aircraft’s bank angle is less than 3 degrees plus 3 seconds, the
heading hold mode is automatically engaged. This mode is not annunciated on the
EADI as it is the default mode of the autopilot when no lateral flight director mode is
active.
AD--61030@
Figure 3--20. Heading Hold (Wings Level)

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(4) Heading Select (HDG) Mode
The heading select mode intercepts and maintains a magnetic heading reference.
The mode is engaged by pushing the HDG button on the MS--560 Mode Selector.
HDG is annunciated on the EADI. Engaging the heading select mode resets all
previously selected lateral modes. Table 3--7 gives heading select mode operating
limits.
The heading bug on the EHSI is positioned around the compass card to the heading
the pilot desires to intercept, using the heading knob on the RI--553 Remote
Instrument Controller. The heading select error signal sent to the flight director
processor is the difference between the actual aircraft heading and the selected
aircraft heading. The flight director processor generates the proper roll command to
intercept and maintain the pilot--selected heading.
Selection of LOW BANK on the PC--400 Autopilot Controller results in bank angles
limited to 14 degrees.
The heading select mode is canceled by any of the following:

 Capture of any other lateral steering mode
 Selecting go--around
 VG or DG reversionary selections (if available)
 Pushing the HDG button on the MS--560 Mode Selector
 Moving the Turn Knob out of detent with the autopilot engaged.
NOTE: Above 34,000 feet MSL, the bank angle in the heading select mode is
automatically reduced to 14 degrees. Descents below 33,750 feet MSL
automatically return the flight director to standard bank value.
Table 3--7. Heading Select Mode Operating Limits

Mode Parameter Value
Heading Select Roll Angle limit 27.5 deg
Low Bank Angle 14 deg
Roll Rate Limit 3 deg/sec
(5) Heading Hold Mode Interface
The following paragraphs describe the Heading Hold Mode Interface, as shown in
Figure 3--21.
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Figure 3--21. Heading Hold/Heading Select Mode Interface

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(a) C--14D Directional Gyro
The directional gyro supplies the following outputs to the IC--500 Display
Guidance Computer for EFIS display and flight director functions:
 Three--wire Control Transformer (CT) output of magnetic heading for EHSI
display, comparison monitoring, and flight director commands
(b) VG--14A Vertical Gyro
The vertical gyro supplies the following outputs to the IC--500 Display Guidance
Computer for EFIS display and flight director functions:
 Three--wire roll attitude
 Three--wire pitch attitude.
(c) AZ--429 Air Data Sensor
The air data sensor supplies the IC--500 with an ARINC 429 input of pressure
altitude and impact pressure data. This data is used as the reference for the
vertical flight director modes of altitude hold, airspeed hold, and vertical speed
hold. The data is also used to create a pseudo--TAS signal in the IC--500 for
flight guidance gain programming. The response of the autopilot should feel the
same regardless of the aircraft’s airspeed and altitude. Since it requires less
flight control surface deflection at high speed and high altitude to complete a
maneuver than it does at low speed and low altitude, changing the size of the
signal as a function of TAS achieves the desired results. If the AZ--429 becomes
invalid, a fixed bias TAS of 120 knots is used in the IC--500.
(d) IC--500 Display Guidance Computer (DGC)
The DGC receives and processes actual aircraft heading information from the
C--14D Directional Gyro and synchronizes to this heading while the autopilot is
not engaged.
When the autopilot is engaged, the DGC memorizes the aircraft’s heading at the
time of autopilot engagement and compares this data to actual aircraft heading.
In the DGC, if there is a difference between actual and memorized heading, the
autopilot processor generates a roll command to bring the aircraft back to the
memorized heading.
The pilot can change the reference heading by using Touch Control Steering
(TCS).
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(6) Heading Select Mode Interface
The following paragraphs describe the Heading Select Mode Interface, as shown in
Figure 3--21.
The C--14D supplies the following outputs to the IC--500 Display Guidance
 Three--wire CT output of magnetic heading for EHSI display, comparison
monitoring, and flight director commands
The VG--14A supplies the following outputs to the IC--500 Display Guidance
The AZ--429 supplies the IC--500 with an ARINC 429 input of pressure altitude
and indicated airspeed data. This data is used to create a pseudo--TAS signal in
the IC--500 for flight guidance gain programming. The response of the autopilot
should feel the same regardless of the aircraft’s airspeed and altitude. Since it
requires less flight control surface deflection at high speed and high altitude to
complete a maneuver than it does at low speed and low altitude, changing the
size of the signal as a function of TAS achieves the desired results. Should the
AZ--429 become invalid, a fixed bias TAS of 120 knots is used in the IC--500.
(d) MS--560 Mode Selector
The mode selector lets the pilot engage/disengage the heading select mode. It
supplies button input data to the IC--500 Display Guidance Computer through the
DC--550 Display Controller. The MS--560 also receives mode annunciator
outputs from the IC--500 to illuminate the proper mode button for an armed or
capture condition.
(e) DC--550 Display Controller
The display controller is the primary controller for the EFIS cockpit displays. It
supplies an RS--422 digital bus interface between itself and the IC--500 DGC.
Flight director mode select engage/disengage commands are routed through the
DC--550 to be put on the digital bus interface to the IC--500. The DC--550 also
receives course select, altitude select, and heading select inputs from the
RI--553 Remote Instrument Controller. These inputs are routed to the IC--500
over the display controller digital bus.
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(f) RI--553 Remote Instrument Controller
The remote instrument controller gives the pilot the ability to set or select the
desired heading select modes. Rotating the heading knob is then transmitted
across the RS--422 bus to the IC--500 DGC.
(g) IC--500 Display Guidance Computer
When the heading select mode is activated, the flight director processor in the
IC--500 DGC compares actual aircraft heading against desired aircraft heading,
as determined by the position of the heading select bug on the EHSI. The
difference is the heading select error signal.
With the autopilot not engaged, the heading select error signal is presented on
the EADI command cue as a steering command for the pilot to bank the aircraft
and fly toward the heading bug. Roll attitude from the VG--14A Vertical Gyro
sums with the error signal in the flight director processor to center the command
cue when the proper bank angle has been achieved.
As the aircraft approaches the selected heading, the heading error signal gets
smaller in size and the roll attitude signal commands the pilot to roll the aircraft to
a wings level condition. With the aircraft flying the selected heading, the
 Heading select error is zero

 Command cue is centered
 Control wheel is centered
 Aircraft is maintaining the selected heading.
With the autopilot engaged, the flight director processor generates the
commands as stated above, then sends them to the autopilot for automatic flight
path steering. On the EADI the command cue may move a little out of center
and then return. With the autopilot satisfying the flight director steering
command, the command cue is centered.
(h) PC--400 Autopilot Controller
Pushing the BANK LIMIT LOW button on the PC--400 Autopilot Controller
reduces the flight director roll command bank angle limit to 14 degrees for the
heading select mode only. (LOW is lit on the BANK LIMIT switch.) The lower
bank limit is inhibited and LOW is turned off during NAV mode captures. If
heading select is again engaged, BANK LIMIT LOW is lit again. Pushing BANK
LIMIT LOW button whenever it is lit returns the autopilot to normal bank limits.
NOTE: Above 34,000 ft MSL, the bank angle in the heading select mode is
automatically reduced to 14 degrees. Descents below 33,750 ft MSL
automatically returns the flight director to standard bank valve.
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(7) Heading Select Mode Engage/Reset/Disengage Logic
(a) Engage Logic
Required valids:
 Flight director valid
 VG--14A valid
 C--14D valid.
With the above conditions good, pushing any of the following engages the
heading select mode:
 HDG button on the MS--560
 NAV button on the MS--560 with either a VOR or Localizer (LOC) NAV source
tuned
 APP button on the MS--560 with an ILS NAV source selected
 BC button on the MS--560 with a LOC NAV source tuned.
(b) Reset Logic
The heading select mode automatically resets if any of the following conditions
occur:
 Pushing the HDG button on the MS--560
 Any lateral flight director mode captured
 Moving the turn knob out of detent with the autopilot engaged
 Anytime the flight director system is powered up.
(c) Disengage Logic
The heading select mode automatically disengages if any of the following

conditions occur:
 Flight director not valid
 VG--14A not valid
 C--14D not valid.
NOTE: If the flight director or the C--14D go invalid, the command bars go out of
view. If the VG--14A goes invalid, the mode clears as well as the EFIS
display (attitude fail).
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(8) VOR (NAV) Mode
The following paragraphs describe the VOR (NAV) Mode, as shown in Figure 3--22
thru Figure 3--28.
The VOR mode allows automatic intercept, capture, and tracking of a selected
inbound or outbound VOR radial, using the selected navigation source displayed on
the EHSI. The navigation source displayed on the EHSI is a function of the NAV
source buttons on the DC--550 Display Controller. Before engaging the mode, the
pilot performs the following:
 Tune the navigation receiver to the desired VOR frequency
 Select NAV as the navigation source on the display controller
 Set the course pointer on the EHSI for the desired course to be flown
 Set the heading bug on the EHSI to the desired intercept heading for the selected
course.
With the aircraft outside the normal capture range of the VOR signal (typically the
CDI on the EHSI is greater than two dots), the pilot pushes the NAV button on the
mode selector. The HDG and NAV buttons annunciate. HDG in green and VOR in
white also annunciate on the EADI. The IC--500 Display Guidance Computer (DGC)
is now armed to capture the VOR signal and is generating a roll command to fly the
heading select mode.
Figure 3--22. VOR ARM Pictorial

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AD--61031@
AD--61032@
Figure 3--23. VOR (NAV) Mode Armed

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When reaching the Lateral Beam Sensor (LBS) trip point, the system automatically
drops the heading select mode and switches to the VOR capture phase. The
following is observed on the EADI:
 The white VOR annunciator turns off
 The green HDG annunciator turns off
 A green VOR is annunciated and is enclosed in a white box for 5 seconds to
emphasize the capture phase of operation.
The IC--500 DGC now generates the proper roll command to bank the aircraft to
capture and track the selected VOR radial.
Figure 3--24. VOR Capture Pictorial
When the course select pointer was set on the EHSI using the course knob on the
remote instrument controller, the course select error signal was established. This
signal represents the difference between the actual aircraft heading and the desired
aircraft course.
The radio signal is routed from the navigation receiver to the display guidance
computer, where the radio signal is processed and lateral gain programmed.
Lateral gain programming is performed as a function of DME distance to the station

(if available) and TAS. This gain programming adjusts for the aircraft either coming
toward or moving away from the VOR station.
NOTE: If possible, avoid operating in DME hold during VOR capture and tracking
operation. When in DME hold, the computer cannot use DME distance for
gain programming.
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AD--61033@
AD--61034@
Figure 3--25. VOR (NAV) Mode Capture

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When flying a VOR intercept, the optimum intercept angle should be less than
45 degrees. If the intercept angle is greater than 45 degrees, course cut limiting may
occur.
The course cut limiter functions primarily when approaching the desired VOR radial at
an intercept angle greater than 45 degrees and at a high rate of speed. Its function
is to limit steering commands to 45 degrees, which forces a flight path to get on the
selected radial sooner to prevent overshooting the VOR beam center. Typically, the
roll command makes an initial heading change, levels out and flies toward the beam,
then makes a second heading change to line up on the center of the selected radial.
Figure 3--26. VOR Course Cut Limiting
When the aircraft satisfies VOR track conditions, the course error signal is not
removed from the lateral steering command. This leaves Navigation on Course
(NOC) and DME gain programming (if available) to track the VOR signal and
compensate for beam standoff in the presence of a crosswind. The system
automatically compensates for a crosswind of up to 45 degrees course error.
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AD--61035@
AD--61036@
Figure 3--27. VOR Track

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As the aircraft approaches the VOR station, it enters a zone of unstable radio signal.
This zone of confusion radiates upward from the station in the shape of a truncated
cone. In this area, the radio signal becomes highly erratic. It is desirable to remove it
from the roll command. The Over Station Sensor (OSS) monitors entry into the zone
of confusion and removes radio deviation from the roll command. The system also
uses the collocated DME signal (if available) to adjust tracking gains.
When over the VOR station (Figure 3--28), the system accepts and follows a course
change of up to 90 degrees.
The navigation mode is canceled by any of the following:

 Pushing the NAV button on the MS--560 Mode Selector
 Selecting another lateral mode active
 NAV source change (radio frequency or selected NAV)
 Moving the TURN knob out of detent with the autopilot engaged
 Displayed heading invalid
 Displayed NAV source invalid.
Figure 3--28. VOR Over Station

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(9) VOR Approach Mode
The VOR approach is set up and flown in a manner similar to VOR tracking.
However, instead of selecting the mode with the NAV button on the mode selector,
the APP button is pushed. The NAV button annunciator lights and VAPP is displayed
in white on the EADI. The flight director computer applies the gains appropriate for
an approach. Upon capture of the selected course, the EADI displays VAPP in
green.
(10) VOR Mode Interface
The following paragraphs describe the VOR Mode Interface, as shown in

Figure 3--29, while Table 3--8 gives the operating limits.
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Figure 3--29 (Sheet 1). VOR Mode Interface

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Figure 3--29 (Sheet 2). VOR Mode Interface
The C--14D supplies the following outputs to the IC--500 Display Guidance

 Three--wire Control Transformer (CT) output of magnetic heading for EHSI
display and flight director commands
The VG--14A supplies the following actual aircraft data to the IC--500 Display

The AZ--429 provides the IC--500 with an ARINC 429 input of pressure altitude
and impact pressure data. This data is used to create a pseudo--TAS signal in
the IC--500 for flight guidance gain programming. The response of the autopilot
size of the signal as a function of TAS achieves the desired results. If the
AZ--429 becomes invalid, a fixed--bias TAS of 120 knots is used in the IC--500.
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The mode selector lets the operator engage/disengage the VOR mode. It
outputs from the IC--500 to light the proper annunciator when a mode is selected
on or armed.
also supplies an RS--422 digital bus interface between itself and the IC--500
DGC. Flight director mode select engage/disengage commands are routed
DC--550 also receives course select and heading select inputs from the RI--553
Remote Instrument Controller. These inputs are routed to the IC--500 over the
display controller digital bus.
The remote instrument controller allows the pilot to set or select the desired
course to or from the VOR station. Rotating the course knob sets a three--wire
input to the DC--550 Display Controller. This signal is transmitted across the
RS--422 bus to the IC--500 DGC. The VOR intercept heading is set with the
heading knob as previously discussed in the heading select mode of operation.
(g) NAV Receiver and DME Receiver
The Navigation (NAV) receiver supplies two ARINC 429 outputs of VOR
deviation data. The DME receiver supplies two outputs as well as a DME enable
and DME Hold discrete.
(h) IC--500 Display Guidance Computer
When the VOR mode is armed, the flight guidance processor compares actual
aircraft heading against selected aircraft course, as determined by the position of
the course select pointer on the EHSI. The difference is the course error signal.
The Lateral Beam Sensor (LBS) computes when to capture the VOR beam. At
VOR capture, the heading select mode is dropped and the flight director
processor generates a command to bank the aircraft and align on the VOR beam
center.
With the autopilot not engaged, the VOR error signal is presented on the EADI
command cue as a computed steering command for the pilot to bank the aircraft
and fly toward the course pointer. Roll attitude from the VG--14A computes with
the error signal in the flight director processor to center the command cue when
the proper bank angle has been achieved.
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the aircraft approaches the selected course, the course error signal becomes
smaller in size and the roll attitude signal commands the pilot to roll the aircraft to
a wings level condition. With the aircraft flying the selected course, the following
conditions exist:
 Course select error is appropriate to maintain VOR beam center
 Radio deviation is zero
 Aircraft is tracking the selected VOR radial.
commands as stated above, but sends them to the autopilot for automatic flight
path steering. On the EADI, the command cue may move a little out of center
and then return. With the autopilot satisfying the flight director steering
As the aircraft flies over the VOR station, the flight director processor monitors
for entry into the zone of confusion above the VOR station. With DME valid,
when the aircraft is NAV on Course (and DME = barometric altitude/cosine of
30 degrees), the system goes into over station sensing and ignores the radio
input.
With DME not valid or not available, the system monitors beam deviation and
beam rate for the OSS function. Beam deviation must be > 75 mV and beam
rate of change > 7.5 mV/sec. When radio deviation drops below 75 mV, a 20
second clock is started (4 seconds in VAPP). At the end of this time, the radio
input is again made part of the VOR equation. The time delay is to ensure the
aircraft has cleared the zone of confusion.
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Table 3--8. VOR/VOR Approach Operating Limits

VOR Capture:
Beam Intercept Angle Up to 90 deg
Capture Point Function of beam deviation, beam closure
rate and course error. MIN Trip Point: 15
mV dcMAX Trip Point: 200 mV dc
Roll Angle Limit  27.5 deg
Roll Rate Limit 3.0 deg/sec
Course Cut Limit 45 deg during capture
VOR NOC Roll Angle Limit 13 deg
Crosswind Correction Up to 45 deg course error
Over Station:
Course Change Up to 90 deg
Roll Angle Limit 27.5 deg
VOR APP Capture:
rate and course error.
MIN Trip Point: 15 mV dc
MAX Trip Point: 200 mV dc
Roll Angle Limit 27.5 deg
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(11) VOR Engage/Reset/Disengage Logic
(a) VOR ARM Engage Logic
Required Valids:
 C--14D valid
 VG--14A valid.
With the above conditions good and VOR selected as the NAV source on the
DC--550 Display Controller and not tuned to a localizer frequency, pushing the
NAV button on the MS--560 arms the VOR mode.
(b) VOR Arm Reset Logic
VOR arm automatically resets if any of the following conditions occur:

 VOR is captured
 NAV source change
 Any other lateral flight director mode active
 Pushing the NAV button on the MS--560
(c) VOR Arm Disengage Logic
The VOR arm mode automatically disengages if any of the following conditions
occur:
 C--14D not valid
 Tuned to a localizer frequency.
display (attitude fail). If the NAV sensor fails, the mode stays selected
but not operational and the command bar goes out of view.
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(d) VOR Capture Engage Logic
Required Valids:
 C--14D valid
 VG--14A valid
 NAV source valid.
With the above conditions good and the VOR mode is armed plus 1 second and
the LBS trips, the VOR mode automatically transition from arm to capture.
(e) VOR Capture Reset Logic
VOR capture automatically resets if any of the following conditions occur:

 Any other lateral mode active
 Pushing the APP button on the MS--560
 Anytime the flight guidance system is powered up.
(f) VOR Capture Disengage Logic
The VOR mode automatically disengages if any of the following conditions occur:
 Tuned to a localizer frequency
 NAV source not valid.
(g) NAV On Course (NOC) Logic
For VOR, NOC is defined as follows:

 LBS has tripped
 Course error < 22 degrees
 Bank angle < 6 degrees
 Beam deviation < 75 mV.
When all the above conditions have existed simultaneously for 8 seconds, NOC
is latched. As a function of NOC latching, the flight director processor starts
cross wind correction.
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(h) VOR OSS Engage Logic
Required Valids:
 C--14D valid
 VG--14A valid
With the above conditions good and VOR is NOC, the flight director processor
monitors the following:
 Beam deviation > 75 mV
 Beam rate of change > 7.5 mV/second, or
 (Barometric altitude/cosine of 30 degrees) with DME valid.
If either of these conditions exist at the same time, the flight director processor
assumes the aircraft is overstation and inhibits the radio input.
(i) VOR OSS Reset Logic
The following conditions reset the VOR OSS mode:

(j) VOR OSS Disengage Logic
The following conditions disengage the VOR OSS mode:

 Tune to a localizer frequency
 NAV source not valid.
NOTE: The logic for the VOR Approach mode is identical to the logic for the
VOR mode.
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(12) Localizer (NAV) Mode
The following paragraphs describe the Localizer (NAV) Mode as shown in

Figure 3--30 thru Figure 3--35, while Table 3--9 shows the mode operating limits.
The localizer mode provides for automatic intercept, capture, and tracking of the front
course localizer beam to line up on the centerline of the runway in use. Before mode
engagement, the pilot performs the following.
 Tune the navigation receiver to the published front course localizer frequency for
the runway in use.
 Push the NAV button on the DC--550 Control Panel to select ILS as the navigation
source.
 Set the course pointer on the EHSI for the inbound runway heading.
 Set the heading bug on the EHSI for the desired heading to perform a course
intercept.
The EHSI displays the relative position of the aircraft to the center of the localizer
beam and the desired inbound course. With the heading bug set for course
intercept, the heading select mode is automatically used to perform the intercept.
Outside the normal capture range of the localizer signal, pushing the NAV button on
the MS--560 Mode Selector causes the EADI to annunciate HDG in green and LOC
in white.
The aircraft is now flying the desired heading intercept and the system is armed for
automatic localizer beam capture.
Figure 3--30. Localizer Arm Pictorial

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AD--61037@
AD--61038@
Figure 3--31. Localizer (NAV) Mode Arm

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With the aircraft approaching the selected course intercept, the LBS monitors
localizer beam deviation, beam rate, and TAS. At the computed time, the LBS trips
and captures the localizer signal. The flight director processor drops the heading
select mode and generates the proper roll command to bank the aircraft toward
localizer beam center. When the LBS trips, the following is observed on the EADI:
 The green HDG annunciation turns off

 The white LOC annunciation turns off
 The green LOC annunciation comes on.
Figure 3--32. Localizer Capture Pictorial
The IC--500 flight director processor now generates the proper roll command to bank
the aircraft to capture and track the selected localizer signal.
NOTE: When flying a localizer intercept, the optimum intercept angle is 45 degrees.
If the intercept angle is greater than 45 degrees, course cut limiting can
occur as previously described in the VOR mode of operation.
When the course select pointer was set on the EHSI using the course knob on the
RI--553 Remote Instrument Controller, the course select error signal was established.
This signal represents the difference between actual aircraft heading and desired
aircraft course.
Lateral gain programming is required to adjust the gain applied to the localizer signal
due to the aircraft approaching the localizer antenna and beam convergence caused
by the directional properties of the localizer antenna. The lateral gain programmer is
controlled by the change in radio altitude when the aircraft is below 2400 ft radio
altitude and the radio altimeter is valid. If the radio altimeter is not valid or not
installed, gain programming occurs as a function of localizer beam sensing.
NOTE: In later installations, with the radio altimeter invalid, gain programming starts
as a function of the landing gear being extended.
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R
O
L
AD--61039@
AD--61040@
Figure 3--33. Localizer Capture

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The localizer mode is canceled by any of the following:

 Pushing the NAV button on the MS--560 mode selector
 Changing navigation sources
 Displayed NAV source invalid
 VG or DG reversionary switching (if available)
 Moving the TURN knob out of detent with the autopilot engaged.
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AD--61041@
AD--61042@
Figure 3--34. Localizer Track

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(13) Localizer (LOC), ILS Approach, and Back Course (BC) Mode Interface
The following paragraphs describe the Localizer (LOC), ILS Approach, and Back
Course (BC) Mode Interface as shown in Figure 3--35, while Table 3--9 shows the
operating mode limits.
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Figure 3--35. Localizer, ILS, and Back Course Interface

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The directional gyro supplies the following outputs to the IC--500 Display

The vertical gyro supplies the following outputs to the IC--500 Display Guidance

The air data sensor provides the IC--500 with an ARINC 429 input of pressure
altitude and indicated airspeed data. This data is used to create a pseudo--TAS
signal in the IC--500 for flight director gain programming. The response of the
autopilot should feel the same regardless of the aircraft’s airspeed and altitude.
Since it requires less flight control surface deflection at high speed and high
altitude to complete a maneuver than it does at low speed and low altitude,
changing the size of the signal as a function of TAS achieves the desired results.
If the AZ--429 becomes invalid, a fixed--bias TAS of 120 knots is used in the
IC--500.
The mode selector lets the operator engage/disengage the Localizer (LOC),
Approach (APP), and Back Course (BC) modes. It supplies button input data to
the IC--500 Display Guidance Computer through the DC--550 Display Controller.
The MS--560 also receives mode annunciator outputs from the IC--500 to light
the proper annunciator when a mode is selected on or armed.
DC--550 also receives course select and heading select inputs from the RI--553
Remote Instrument Controller. These inputs are routed to the IC--500 over the
display controller digital bus.
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The remote instrument controller lets the pilot set or select the desired course to
maintain runway centerline. Rotating the course knob sets a three--wire input to
the DC--550 Display Controller. This signal is transmitted across the RS--422
bus to the IC--500 DGC. The Localizer intercept heading is set with the heading
knob as previously discussed in the heading select mode of operation.
(g) NAV Receiver
The navigation receiver provides two ARINC 429 outputs of localizer deviation
data.
(h) RT--300 Radio Altimeter (Optional)
The radio altimeter supplies a two--wire output of absolute height above the
terrain, which is used by the IC--500 flight guidance processor to gain program
the localizer signal as the aircraft descends below 2400 ft radio altitude.
(i) IC--500 Display Guidance Computer
When the localizer mode is armed, the flight director processor compares actual
aircraft heading against selected aircraft course, as determined by the position of
the course select pointer on the EHSI. The difference is the course error signal.
The Lateral Beam Sensor (LBS) computes when to capture the localizer beam.
At localizer capture, the heading select mode is dropped and the flight director
processor generates a command to bank the aircraft and align on the localizer
beam center.
With the autopilot not engaged, the localizer error signal is presented on the
EADI command cue as a computed steering command for the pilot to bank the
aircraft and fly toward the course pointer. Roll attitude from the VG--14A
computes with the error signal in the flight director processor to center the
command cue when the proper bank angle has been achieved.
As the aircraft approaches the selected course, the localizer error signal gets
smaller in magnitude and the roll attitude signal commands the pilot to roll the
aircraft to a wings level condition. With the aircraft tracking the localizer beam,
the following conditions exist:
 Course select error is appropriate to maintain localizer beam center
 Aircraft is tracking the localizer beam.
commands as stated above, but now sends them to the autopilot for automatic
flight path steering. On the EADI, the command cue may move a little out of
center and then return. With the autopilot satisfying the flight director steering
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When the BC button is pushed on the MS--560 mode selector, a logic input to the
IC--500 Display Guidance Computer reverses the course error and radio
deviation inputs to fly a back course approach.
Mode Operating Limits
LOC, BC or APP LOC or BC Capture:
rate and localizer course error.
MIN Trip Point: 50 mV dc
MAX Trip Point: 150 mV dc
Roll Angle Limit  27.5 deg
Course Cut Limit 45 deg during capture
LOC or BC Track:
Roll Angle Limit 13 deg
Crosswind Correction Up to 45 deg course error
Gain Programming Function of radio altitude, if installed
NOTE: On BC, a gear down discrete initiates down gain programming when RAD
ALT is invalid or not installed.
(14) Localizer, ILS Approach Mode Engage/Reset/Disengage Logic
(a) LOC ARM Engage Logic
Required Valids:
 C--14D valid
 VG--14A valid.
With the above conditions good and NAV selected as the NAV source on the
DC--550 controller and tuned to a localizer frequency, pushing the NAV or APP
button on the MS--560 Mode Selector arms the LOC mode.
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(b) LOC Arm Reset Logic
LOC arm automatically resets if any of the following conditions occur:

 LOC is captured
 Pushing the BC button on the MS--560 Mode Selector
(c) LOC Arm Disengage Logic
The LOC arm mode automatically disengages if any of the following conditions
occur:
 Not tuned to a localizer frequency.
display (attitude fail). If the NAV sensor fails, the mode stays engaged,
but the command bar goes out of view.
(d) LOC Capture Engage Logic
Required Valids:
 C--14D valid
 VG--14A valid
With the above conditions good and the LOC mode is armed plus 1 second and
the LBS trips or deviation < 35 mV, the LOC mode automatically transitions from
arm to capture.
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(e) LOC Capture Reset Logic
LOC capture automatically resets if any of the following conditions occur:

 Pushing the NAV button on the MS--560 mode selector
 Pushing the HDG or BC buttons on the MS--560 Mode Selector
(f) LOC Capture Disengage Logic
The LOC mode automatically disengages if any of the following conditions occur:
 Not tuned to a localizer frequency
 Selected NAV source not valid plus 5 seconds.
(15) ILS Approach Mode
The ILS approach mode, as shown in Figure 3--35, is set up and flown identically
to the localizer mode, with the following differences:
 On the MS--560 Mode Selector, the APP button is pushed instead of the NAV
button. This arms both the localizer and glideslope modes for automatic
capture to fly a fully coupled ILS approach.
 The system is interlocked such that glideslope capture is inhibited unless
localizer capture occurs first.
(16) Back Course (BC) Mode
The back course mode as shown in Figure 3--35, is set up and flown identically to the
localizer mode, with the following differences:
 On the RI--553 Remote Instrument Controller, the heading knob is turned to set
the back course localizer heading intercept.
 On the MS--560 mode selector, the BC button is pushed.
When back course is selected as the active lateral mode, glideslope arm and capture
is automatically inhibited.
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(17) Back Course (BC) Mode Engage/Reset/Disengage Logic
(a) BC ARM Engage Logic
Required Valids:
 C--14D valid
 VG--14A valid.
With the above conditions good, and NAV selected as the NAV source on the
DC--550 Display Controller and tuned to a localizer frequency, pushing the BC
button on the MS--560 Mode Selector arms the BC mode.
(b) BC Arm Reset Logic
BC arm automatically resets if any of the following conditions occur:

 BC is captured
 Pushing the BC button on the MS--560 Mode Selector
(c) BC Arm Disengage Logic
The BC arm mode automatically disengages if any of the following conditions

occur:
 Not tuned to a localizer frequency.
NOTE: If the Flight guidance system or the C--14D go invalid, the command
bars go out of view. If the VG--14A goes invalid, the EFIS displays
attitude fail. If the NAV sensor fails, the mode stays engaged up to 5
seconds then disengages, but the command bar goes out of view.
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(d) BC Capture Engage Logic
Required Valids:

 C--14D valid
 VG--14A valid
With the above conditions good, and the BC mode is armed plus 3 seconds and
the LBS trips or deviation < 35 mV, the BC mode automatically transitions from
arm to capture.
(e) BC Capture Reset Logic
BC capture automatically resets if any of the following conditions occur:
 Pushing the HDG or BC buttons on the MS--560 Mode Selector
(f) BC Capture Disengage Logic
The BC mode automatically disengages if any of the following conditions occur:

 Not tuned to a localizer frequency
 Selected NAV source not valid plus 5 seconds.
(18) Long Range Navigation (LRN)
If the pilot selects the LRN source on the DC--550 Display Controller, the NAV mode
is flown similarly to the VOR mode. Depending on the installed LRN, the SPZ--5000
FGS can provide a variety of capabilities. They are as follows:
 Automatic arm and capture of LRN supplied track

 Immediate capture of the LRN supplied track
 Omni Bearing Select (OBS) mode.
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Some common characteristics include:

 Instead of using course error and radio deviation from the IC--500 DGC’s EFIS
function, a composite lateral steering command is used from the LRN computer.
 The DGC’s EFIS function supplies the flight control function with the required
steering commands.
 This lateral steering command is lateral gain programmed in the long range
computer and therefore is not gain programmed again in the DGC.
(a) Automatic LRN Arm/Capture
Pushing the NAV button on the MS--560 causes the HDG mode to annunciate
ON. LNAV is armed. At the proper point, the flight director captures the LRN
supplied track and LNAV is annunciated in green on the EADI.
(b) Immediate LRN Capture
Pushing the NAV button on the MS--560 causes the flight director LNAV mode to
annunciate in green. The flight director function of the DGC is now captured and
directs the aircraft to a track intercept. Once the course deviation is centered,
the desired track is achieved.
(c) Omni Bearing Select (OBS) Mode
The OBS selection is made on the LRN. The pilot selects the desired track using
the course knob on the RI--553 Remote Instrument Controller. The new track is
shown on the EHSI. Pushing the NAV button on the MS--560 (depending on
whether the installed LRN has automatic or immediate capture capability) causes
one of the two sequences described above to occur.
(d) The LNAV mode is canceled by the following:

 Selecting another navigation source on the DC--550 Display Controller
 Selecting another heading source (if source reversion available)
 Selecting another lateral mode active
 Moving the turn knob out of detent with the autopilot engaged.
(19) LNAV Mode Interface
The following paragraph describes the LNAV Mode Interface, as shown in

Figure 3--36, while Table 3--10 shows the mode operating limits.
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Figure 3--36. Long Range Navigation (LNAV) Mode Interface

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The C--14D supplies the following outputs to the IC--500 DGC for EFIS display
and flight director functions:

The VG--14A supplies the following outputs to the IC--500 DGC for EFIS display
and flight director functions:

The AZ--429 supplies the IC--500 with an ARINC 429 input of pressure altitude
and indicated airspeed data. This data is used to create a pseudo--TAS signal in
the IC--500 for flight director gain programming. The response of the autopilot
size of the signal as a function of TAS achieves the desired results. If the
AZ--429 becomes invalid, a fixed--bias TAS of 120 knots is used in the IC--500.
The MS--560 Mode Selector lets the operator engage/disengage the FMS
(LNAV) mode. It supplies button input data to the IC--500 DGC through the
on or armed.
The DC--550 Display Controller is the primary controller for the EFIS cockpit
displays. It also supplies an RS--422 digital bus interface between itself and the
IC--500 DGC. Flight director mode select engage/disengage commands are
routed through the DC--550 to be put on the digital bus interface to the IC--500.
The DC--550 also receives course select and heading select inputs from the
RI--553 Remote Instrument Controller. These inputs are routed to the IC--500
over the display controller digital bus.
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The RI--553 Instrument Remote controller allows the pilot to set or select the
desired course (for the OBS mode of operation) and the intercept heading for the
desired track. Rotating the course knob sets a three--wire input to the DC--550
Display Controller. This signal is transmitted across the RS--422 bus to the
IC--500 DGC. The LNAV intercept heading is set with the heading knob as
previously discussed in the heading select mode of operation.
(g) Encoding Altimeter
The encoding altimeter, along with the AZ--429 Air Data Sensor, lets the IC--500
DGC compute BARO--corrected pressure altitude and TAS. This data is
transmitted over an ARINC 429 bus from the IC--500 DGC to the installed LNAV
unit.
(h) IC--500 Display Guidance Computer
When the LNAV mode is active, the flight director processor in the IC--500 DGC
receives computed steering commands from the LNAV unit over an ARINC 429
bus. These commands let the flight director fly the active flight plan as displayed
on the LNAV Control Display Unit (CDU).
On the EADI the course select pointer is now a desired track pointer and is
positioned automatically by the LNAV. In the OBS mode of operation, the pilot
manually sets the course pointer for the desired track.
Table 3--10. LNAV Mode Operating Limits

LNAV Capture:
Capture Point Function of groundspeed and the
angular difference between actual and
desired track.
Roll Angle Limit 32 deg
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(20) LNAV Mode Engage/Reset/Disengage Logic
(a) LNAV Engage Capture Logic
Required Valids:
 C--14D valid
 VG--14A valid
With the above conditions good, and the LNAV mode is armed and the aircraft is
at the computed desired track intercept point, the LNAV mode automatically
transitions from arm to capture.
(b) LNAV Capture Reset Logic
LNAV capture automatically resets if any of the following conditions occur:

(c) LNAV Capture Disengage Logic
The LNAV mode automatically disengages if any of the following conditions

occur:
 Selected NAV source not valid.
NOTE: If the flight guidance system or the C--14D go invalid, the command bars
goes out of view. If the VG--14A goes invalid, the EFIS displays attitude
fail. If the NAV sensor fails, the mode disengages.
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(21) Roll Axis Autopilot Servo Loop
The following paragraphs describe the Roll Axis Autopilot Servo Loop, as shown in
Figure 3--37.
The roll axis autopilot servo loop is the same for all lateral steering modes. Since
there is only one autopilot system and one servo in the roll axis, it does not matter if
the steering command is heading select or localizer; the path to the servo is the
same. The autopilot servo loop is connected in parallel to the aircraft’s primary
control rigging through cables.
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Figure 3--37. Roll Axis Servo Loop

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(a) SM--200 Aileron Servo Drive and Bracket
The aileron servo drive and bracket translates electrical input signals into a
clutched mechanical output. This output is used to drive the aileron in response
to roll axis autopilot commands. A description of servo functions follows.
1 Servo Clutch
The servo clutch is engaged as a function of autopilot engagement or

release of TCS if the autopilot was previously engaged. The clutch
disengages anytime the autopilot is disconnected or the TCS switch is
pushed and held.
2 Servo Torque Motor
The servo torque motor receives dc current from the IC--500 DGC roll axis.
With the servo clutch engaged, the torque motor output drives a power gear
train through mechanical coupling. The gear train output supplies the drive
to move the aileron to the desired position. With the autopilot not engaged,
any input drive to the servo motor is not coupled to the aileron.
3 DC Tach Generator
The DC tach generator is mechanically connected to the servo torque motor

and provides an output back to the IC--500 anytime the servo torque motor
drives. The DC tach generator has two functions:
 Provides a rate of travel feedback signal to the IC--500. This signal is
used as a damping term. When the aileron is commanded to a position,
we want it to reach that position smoothly and stop still, not move or hunt
about that position.
 In the IC--500 the DC tach generator signal is also integrated to derive
aileron position feedback. This signal ensures that the aileron torque
motor has driven the aileron as properly commanded.
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(b) IC--500 Display Guidance Computer
The display guidance computer receives sensor data and command inputs and
processes this data in accordance with any lateral steering mode that is active.
Since this is a digital computer, the processing is accomplished through software.
To supply a current to drive the servo torque motor, this digitally--processed
signal must be changed
For safe operation, certain functions and values of certain parameters are
monitored in the IC--500 to ensure that the autopilot is automatically
disconnected if a safety--critical malfunction occurs. A description of the IC--500
roll axis autopilot servo drive follows:
1 Roll Axis Attitude Loop
The roll axis attitude loop processes roll attitude and roll rate of change to
derive a corresponding roll rate term. Both roll attitude and roll rate terms
are gain programmed as a function of IAS.
The flight director roll command is limited to 35 degrees and rate limited to
7 degrees per second. The rate limited roll attitude reference command is
an input to the aileron servo loop.
2 Aileron Servo Loop
The aileron servo loop uses the roll attitude loop command to compute an
aileron servo pulse width command with the autopilot engaged. If the
autopilot is not engaged, the aileron servo pulse width is zero.
Aileron servo position is derived by integrating the aileron servo DC tach

generator feedback signal. The DC tach generator signal is also used as a
damping term in positioning the ailerons. Aileron servo current is passed
through a current limiter and servo driver before being sent to the servo
amplifier.
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3 Servo Amplifier
The servo amplifier acts as a switch to supply drive current to the servo
torque motor. Servo enable is applied as a function of autopilot
engagement. The servo requires 1--ampere current drive capability. The
servo amplifier supplies a 480 Hz pulse--width--modulated 28--volt bipolar
output. The pulse width command output is compared with a 480 Hz
saw--tooth signal to generate the pulse width control for the servo driver.
The servo loop software executes at 240 Hz so the servo amplifier output is
the same for two complete duty cycles.
The primary processor provides a discrete output that enables the aileron
servo amplifier. If this discrete is not available, the servo amplifier is forced
to a zero duty cycle. Also, a latched heartbeat monitor and a latched power
supply monitor (both not shown) are required to enable the servo amplifier
driver.
For the primary processor servo amplifier enable to be active, the following
must occur:
 All monitors must be valid.
 Both attitude sources must be valid.
 Communications with the secondary processor must be valid.
 All internal processor valids must be valid.
4 Tach Integrator
The servo tach generator provides an aileron rate of travel signal as a

damping term. This same rate signal is integrated to derive aileron servo
position feedback. If rate is integrated over time, distance travelled or
position is derived.
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5 Current Limiter
Current limiting is performed on the servo command signal to ensure that the
proper servo drive values are established.
Table 3--11. Roll Channel Operating Limits

Autopilot MAX Bank Limit 35 deg
MAX Rate Limit 7.0 deg/sec
Limit After 35 deg If the aircraft is rolled to an angle > 35 deg
Engagement using TCS, the autopilot rolls the aircraft
to 35 deg and maintains.
Heading Hold Bank Angle < 3_ plus 3 seconds
Roll Hold Bank Angle The bank angle is held if the
bank is > 6 deg but < 35 deg and the bank
was initiated using TCS.
Turn Knob Bank Angle 30 deg
Rate Limit 3.0 deg/sec maximum
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E. Pitch Channel Functional Operation
(1) Pitch Attitude Hold
The following paragraphs describe the Pitch Attitude Hold, as shown in Figure 3--38,
while Table 3--12 shows the operating limits.
The pitch attitude hold mode is the basic vertical flight director mode. It is activated
when a flight director lateral (roll) mode is selected without an accompanying vertical
(pitch) mode. There is no annunciator for pitch hold mode. The pitch command on
the EADI gives the pilot a pitch reference corresponding to the pitch attitude existing
at the moment the lateral mode was selected. This pitch reference can be changed
with the TCS button on the pilot’s and copilot’s control wheel.
Pitch attitude hold is canceled by selecting any vertical mode or automatic capture of
a vertical mode.
AD--61043@
Figure 3--38. Pitch Attitude Hold Mode
Table 3--12. Pitch Attitude Hold Operating Limits

Autopilot Limit After Engagement 20 deg
TCS 20 deg
Pitch Thumb Wheel 20 deg
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(2) Lift Compensation
As pilots must keep the nose of the aircraft up when making a turn, the autopilot must
have the same ability for the same reason. When banking an aircraft to turn, lift is
lost as one wing is lowered. This loss of lift results in the aircraft losing altitude. To
compensate for this manually, the pilot applies a small amount of back pressure to
the control wheel as he banks the aircraft. This action keeps the nose of the aircraft
up and eliminates the loss of altitude in a turn.
The autopilot accomplishes this through lift compensation, which is a function of roll
attitude. By subtracting the cosine of the bank angle from 1.0, a term is derived that
is sent to the autopilot pitch channel to provide the proper amount of nose up
compensation for the aircraft bank angle.
(3) Pitch Attitude Hold Interface
The following paragraphs describe the Pitch Attitude Hold Interface, as shown in
Figure 3--39.
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Figure 3--39. Pitch Attitude Hold Interface

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(a) AZ--429 Air Data Sensor
The air data sensor supplies the IC--500 with an ARINC 429 input of static
pressure and impact pressure data. This data is used to create a pseudo--TAS
IC--500.
The vertical gyro supplies actual aircraft pitch attitude data to the IC--500 DGC
for EFIS display and flight director commands.
(c) MS--560 Mode Selector
The mode selector lets the operator engage/disengage a lateral flight director
mode. It supplies button input data to the IC--500 DGC through the DC--550
Display Controller. The MS--560 also receives mode annunciator outputs from
the IC--500 to light the proper annunciator when a mode is selected on or armed.
(d) DC--550 Display Controller
DC--550 also receives course select, altitude select, and heading select inputs
from the RI--553 Remote Instrument Controller. These inputs are routed to the
IC--500 over the display controller digital bus.
(e) PC--400 Autopilot Controller
The autopilot controller changes the pitch attitude hold reference with the
autopilot engaged by moving the PITCH wheel. Movement of the PITCH wheel
inputs a two--wire tachometer signal into the IC--500 to change the pitch attitude
reference memory.
(f) IC--500 Display Guidance Computer
1 Flight Director Only
When only a lateral flight director mode is active, the IC--500 memorizes the
pitch attitude of the aircraft at the time the lateral mode was selected. This
becomes the pitch attitude reference displayed on the EADI. Pitch attitude
can be changed by pushing and holding the TCS switch and maneuvering
the aircraft to a new position. Releasing the TCS switch causes the IC--500
to memorize this new attitude reference.
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2 Autopilot Engaged
When the autopilot is engaged and no vertical flight director mode is active,
the IC--500 again memorizes the pitch attitude of the aircraft at the time the
autopilot was engaged. If no flight director modes are active, there is no
flight director command bar in view on the EADI.
The pitch reference can changed e by TCS as described above or by

movement of the pitch wheel on the PC--400 Autopilot Controller.
(4) Pitch Attitude Hold Mode Engage/Reset/Disengage Logic
(a) Engage Logic
Required Valids:
 VG--14A and cross--side VG valid
 C--14D valid.
With the above conditions good, selecting a lateral flight director mode only or
engaging the autopilot with no vertical flight director mode active places the
aircraft in the pitch attitude hold mode of operation.
(b) Reset Logic
The pitch attitude hold mode is automatically reset if any of the following
conditions occur:
 No vertical flight director mode active and the autopilot is disengaged
 No lateral flight director mode active and the autopilot is disengaged
 Selecting any vertical flight director mode active
(c) Disengage Logic
The pitch attitude hold mode automatically disengages if any of the following
conditions occur:
 VG not valid
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(5) Vertical Speed (VS) Hold Mode
The following paragraphs describe the VS Hold Mode, as shown in Figure 3--40,
while Table 3--13 shows the operating limits.
AD--61044@
Figure 3--40. Vertical Speed (VS) Hold Mode
Table 3--13. Vertical Speed Hold Operating Limits

VS Hold VS Engage Range 0 to +6000 ft/min
0 to --8000 ft/min
VS Hold Engage Error 150 ft/min
Pitch Limit 20 deg
Pitch Rate Limit 0.2 g maximum
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The VS hold mode automatically maintains the aircraft at a pilot-- selected vertical
speed reference. To initiate the mode, the pilot maneuvers the aircraft to the desired
climb or descent attitude, establishes the vertical speed reference, and engages the
mode. The reference vertical speed can be changed by pushing the TCS button on
the control wheel and maneuvering the aircraft to a new vertical speed reference,
then releasing the TCS button. If the autopilot is engaged, the vertical speed
reference may also be changed by the PITCH wheel on the PC--400 Autopilot
Controller.
When the vertical speed mode is engaged, the following occurs:

 VS in green is annunciated on the EADI.
 The vertical speed target is displayed in the lower left corner of the EADI.
When the VS reference is changed by using the PITCH wheel on the autopilot
controller, the EADI indicates the commanded VS reference. Actual aircraft vertical
speed is displayed on the vertical speed indicator. When VS is selected, it resets all
previously selected vertical modes. The VS mode is canceled by pushing the VS
button, selecting another vertical mode active, or selecting go--around.
NOTE: Due to system design, the aircraft can deviate from the selected vertical
speed target by as much as 150 feet per minute.
(6) Vertical Speed (VS) Hold Mode Interface
The following paragraphs describe the VS Hold Mode Interface, as shown in

Figure 3--41.
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Figure 3--41. Vertical Speed (VS) Hold Mode Interface

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pressure and impact pressure data. This data is used as the reference for the
VS mode in the IC--500.
The vertical gyro supplies actual aircraft pitch attitude data to the IC--500 Display
Guidance Computer for EFIS display and flight director commands.
The mode selector lets the operator engage/disengage the vertical speed mode.
It supplies button input data to the IC--500 DGC through the DC--550 Display
Controller. The MS--560 also receives mode annunciator outputs from the
IC--500 to light the proper annunciator when a mode is selected on or armed.
The autopilot controller changes the vertical speed hold reference with the
autopilot engaged by moving the pitch thumb wheel. Movement of the thumb
wheel inputs a two--wire tachometer signal into the IC--500 to change the vertical
speed reference memory. With the vertical speed mode engaged, the reference
vertical speed is displayed on the EADI.
1 Air Data
The air data receives static pressure information from the AZ--429 Air Data
Sensor. This data is differentiated in the flight director processor to obtain
altitude rate of change (VS) information. The IC--500 DGC also supplies the
required sensor excitation voltages for the AZ--429.
When the Vertical Speed mode is engaged and the autopilot is off, vertical
speed steering commands are presented to the pilot on the EADI command
bar. By flying the miniature aircraft symbol to the command bar, the pilot
satisfies the flight director command.
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3 Autopilot Engaged
With the autopilot on and the vertical speed mode engaged, vertical speed
steering commands are sent to the autopilot for automatic flight path
steering.
The vertical speed reference can be changed by TCS or by movement of the

pitch wheel on the PC--400 Autopilot Controller.
If TCS is pushed and held, the air data command dashes and displays the
current vertical speed reference when TCS is released. If the pitch wheel on
the PC--400 is moved with the vertical speed mode engaged and the
autopilot engaged, the air data command changes with pitch wheel motion.
(7) Vertical Speed (VS) Hold Mode Engage/Reset/Disengage Logic
(a) Engage Logic
Required Valids:
 VG--14A Vertical Gyro valid
 AZ--429 Air Data Sensor valid.
With the above conditions good, pushing the VS button on the MS--560 Mode
Selector turns the VS hold mode on.
(b) Reset Logic
The VS mode is automatically reset if any of the following conditions occur::

 Pushing the VS button on the MS--560
 Selecting any other vertical mode active
(c) Disengage Logic
The VS hold mode automatically disengages if any of the following conditions

occur:
 AZ--429 Air Data Sensor not valid.
NOTE: A failure of the air data sensor causes the command bar to go out of
view.
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(8) Indicated Airspeed (IAS) Hold Mode
The following paragraphs describe the Indicated Airspeed (IAS) Hold Mode, as
shown in Figure 3--42, while Table 3--14 shows the operating limits.
AD--61045@
Figure 3--42. Indicated Airspeed Hold Mode
Table 3--14. Indicated Airspeed (IAS) Hold Mode Operating Limits

IAS Hold IAS Engage Range 80 to 265 knots
IAS Hold Engage Error 10 knots
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Pushing the IAS button on the MS--560 Mode Selector automatically commands the
flight director to maintain the present IAS. The reference airspeed can be changed
by using the TCS button on the control wheel and maneuvering the aircraft to the
desired value. If the autopilot is engaged, the reference airspeed can also be
changed by using the PITCH wheel on the PC--400 Autopilot Controller.
When the airspeed mode is engaged, the following occurs.

 IAS is annunciated in green on the EADI.
 The IAS target is displayed in the lower left corner of the EADI.
When the IAS reference is changed using the PITCH wheel on the autopilot
controller, the EADI indicates the commanded IAS reference. Actual aircraft IAS is
displayed on the airspeed indicator. When the IAS mode is selected it resets all
previously selected vertical modes. The IAS mode is canceled by selecting the IAS
button, selecting another vertical mode, or selecting go--around.
NOTE: Due to aircraft installation, the aircraft may deviate from the selected
indicated airspeed by as much as 10 knots.
(9) Indicated Airspeed (IAS) Hold Mode Interface
The following paragraphs describe the Indicated Airspeed (IAS) Hold Mode Interface
as, shown Figure 3--43.
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Figure 3--43. Airspeed (IAS) Hold Mode Interface

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The air data sensor supplies the IC--500 with an ARINC 429 input of impact
pressure data. This data is used as the reference source for the IAS flight
director mode. TAS gain programming is not done on this signal since it does
not lend itself to gain adjust IAS as a function of TAS.
The mode selector lets the operator engage/disengage the IAS hold mode. It
on or armed.
The autopilot controller changes the IAS hold reference with the autopilot
engaged by moving the PITCH wheel. Movement of the PITCH wheel inputs a
two--wire tachometer signal into the IC--500 to change the IAS reference
memory. With the IAS mode engaged, the reference IAS is displayed on the
EADI.

1 Air Data
The IC--500 DGC receives an input of impact pressure information from the
AZ--429 Air Data Sensor. This data is memorized by the flight guidance
processor as the IAS reference when the IAS mode is engaged.
When the IAS mode is engaged and the autopilot is off, the IAS steering
command is presented to the pilot on the EADI command bar. This steering
command represents the error between actual aircraft IAS and the desired
(reference IAS). By flying the miniature aircraft symbol to the command bar,
the pilot satisfies the flight director command.
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3 Autopilot Engaged
With the autopilot on and the IAS mode engaged, IAS steering commands
are sent to the autopilot for automatic flight path steering.
The IAS reference can be changed by TCS or by moving the pitch wheel on
the PC--400 Autopilot Controller.
If TCS is pushed and held, the air data command dashes and displays the
current IAS reference when TCS is released. If the pitch wheel on the
PC--400 is moved with the IAS mode engaged and the autopilot engaged,
the air data command changes with pitch wheel motion.
(10) Indicated Airspeed (IAS) Hold Mode Engage/Reset/Disengage Logic
(a) Engage Logic
Required Valids:
 AZ--429 Air Data Sensor valid.
With the above conditions good, pushing the IAS button on MS--560 Controller
turns the IAS hold mode ON.
(b) Reset Logic
The IAS mode automatically resets if any of the following conditions occur:
 Pushing the IAS button on the MS--560
 Anytime the flight guidance system is powered up.
(c) Disengage Logic
The IAS hold mode automatically disengages if any of the following conditions
occur:
 AZ--429 Air Data Sensor not valid.
NOTE: If the air data sensor fails, the command bar goes out of view.
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(11) Altitude Preselect (ALT SEL) Mode
The following paragraphs describe the Altitude Preselect (ALT SEL) Mode as shown
in Figure 3--44 thru Figure 3--48, while Table 3--15 shows the operating limits.
The ALT SEL mode is used in conjunction with another vertical mode to achieve
automatic capture, flare, and level off onto a preselected altitude. Using the ALT SEL
knob on the RI--553 Remote Instrument Controller, the desired barometric altitude is
entered in the altitude alerter display window on the EADI. The ALT SEL mode arms
automatically when the aircraft climbs or descends toward the desired altitude and
when the following conditions are met:
 ALT SEL altitude is more than 250 feet from current altitude
 Computed vertical speed is greater than actual vertical speed
 Vertical speed is greater than 100 FPM for 3 seconds
 The aircraft is moving toward the target altitude.
The ALT SEL mode is canceled in Altitude (ALT) hold or after glideslope capture.
The ALT SEL ARM mode is armed as described above and is annunciated on the
EADI. VS, IAS, or PITCH HOLD can be used to fly to the selected altitude. When
reaching the bracket altitude, the system automatically switches to the ALT SEL CAP
mode and the previous pitch mode is canceled. A command is then generated to
asymptotically capture the selected altitude.
ALT SEL capture is annunciated on the EADI by a green ASEL at the vertical capture
annunciation location. To indicate the transition to capture, ASEL is enclosed in a
white box for 5 seconds.
The aircraft remains in the ALT SEL capture mode until one of the following
conditions exists:
 ALT error is less than 20 feet
 VS is less than 300 FPM.
At this time, the ALT SEL mode is dropped and the system is automatically placed in
the altitude hold mode.
The ALT SEL cap mode is dropped and ALT SEL arm is automatically reselected
following an ALT SEL knob motion or a pitch wheel rotation.
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Figure 3--44 illustrates a descent from 18,000 feet using the ALT SEL mode.
Figure 3--44. Altitude Preselect Mode
The events described below reference the circled numbers in Figure 3--44.
Figure 3--45 thru Figure 3--48 illustrate how the aircraft is flown to a preselected
altitude using the ASEL mode:
[1] Pilot/Copilot sets selected altitude in the EADI altitude preselect

window and engages the VS or IAS mode to descend toward the
selected altitude. (See Figure 3--45.)
[2] Altitude preselect is automatically armed and annunciated.
(See Figure 3--46.)
[3] The altitude flare point (ALT SEL CAP) is dependent on vertical speed.
(See Figure 3--47.)
[4] ALT SEL capture is dropped and ALT HOLD is automatically engaged.
(See Figure 3--48.)
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The ALT SEL capture submode is canceled by:

 Moving the ALT SEL set knob
 Moving the PITCH wheel on the PC--400 Autopilot Controller
 Any other vertical mode selected on or captured
 Selecting a new ASEL altitude.
AD--61046@
Figure 3--45. Prior to Descent -- Altitude Hold Mode

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AD--61047@
Figure 3--46. During Descent -- ASEL Armed Mode
AD--61048@
Figure 3--47. Start of Flare -- ASEL Capture

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AD--61049@
Figure 3--48. Level at New Altitude -- Altitude Hold Mode
Table 3--15. Altitude Preselect (ALT SEL) Mode Operating Limits

ALT SEL ALT SEL Capture Range --900 to 45,000 ft
ALT Capture Error 100 ft
(12) Altitude Preselect (ALT SEL) Mode Interface
The following paragraphs describe the Altitude Preselect (ALT SEL) Mode Interface
as, shown in Figure 3--49.
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Figure 3--49. Altitude Preselect (ALT SEL) Mode Interface

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(a) AG--222 Normal Accelerometer
The normal accelerometer measures acceleration forces in the vertical plane. It

supplies an analog output to the IC--500 DGC that is used as a damping term in
the ALT SEL mode. This term minimizes porpoising (overshooting and
undershooting) as the aircraft is flared onto the desired altitude.
In the IC--500 DGC, the accelerometer signal is combined with derived altitude
rate (VS) to generate a term called Instantaneous Vertical Velocity (IVV). The
IVV term is used in the control law in conjunction with actual aircraft vertical
speed to determine when the ALT SEL mode should capture the selected
altitude and command the aircraft to start the flare maneuver onto the selected
altitude. The accelerometer excitation is supplied by the IC--500 DGC.
(b) AZ--429 Air Data Sensor
IC--500.
The AZ--429 output of uncorrected pressure altitude is also used in the IC--500
DGC to compute altitude alert and capture functions. Excitation for the AZ--429
is supplied by the IC--500 DGC.
(c) VG--14A Vertical Gyro
(d) Encoding Altimeter (not Honeywell)
The encoding altimeter supplies a ten--wire output of baro corrected pressure

altitude to the IC--500 DGC. It also supplies a baro correction potentiometer that
the IC--500 DGC uses to compute barometric altitude from encoded altitude.
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(e) RI--553 Remote Instrument Controller
The remote instrument controller lets the pilot set or select the desired altitude.
Rotating the Altitude (ALT) knob sets a three--wire input to the DC--550 Display
Controller. This signal is transmitted across the RS--422 bus to the IC--500 DGC.
(f) DC--550 Display Controller
DGC. The DC--550 receives the altitude select input from the RI--553 Remote
Instrument Controller. This input is routed to the IC--500 over the display
controller digital bus.
The IC--500 DGC receives inputs of uncorrected pressure altitude, baro

corrected pressure altitude and pilot selected altitude. The flight guidance
processor combines the pressure altitude inputs through complimentary filtering
to obtain more precise barometric altitude data. In the IC--500 DGC, the
difference between actual aircraft altitude and selected aircraft altitude is defined
as the altitude error signal.
The altitude error signal is converted into a commanded altitude rate signal.
When this signal is less than the IVV signal, the flight guidance processor
captures the selected altitude and commands the flare maneuver. (IVV is a term
generated by the IC--500 DGC based on vertical speed and normal acceleration
of the aircraft.) After ALT SEL capture, the flight director processor automatically
transitions from ALT SEL capture to Altitude Hold.
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There is no button to select the ALT SEL mode on the MS--560 controller. ALT
SEL automatically arms when the following conditions exist simultaneously:
 Decreasing altitude error
 Commanded altitude rate greater than vertical speed
 Autopilot engaged or flight director active
 Not altitude hold
 Glideslope not capture or track.
With the ALT SEL mode armed, the EADI presents a vertical steering
command of whichever other vertical mode is in use. When ALT SEL
transitions from arm to capture, a vertical steering command is presented to
the pilot to flare the aircraft onto the selected altitude.
2 Autopilot Engaged
With the autopilot on and the ALT SEL mode captured, steering commands
are sent to the autopilot for automatic altitude capture.
(13) Altitude Preselect (ALT SEL) Mode Engage/Reset/Disengage Logic
(a) Engage Logic
Required Valids:
 AZ--429 Air Data Sensor valid
 Encoding altimeter valid.
With the above conditions good, and all of the following conditions good, the ALT
SEL mode automatically arms:
 Decreasing altitude error
 Commanded altitude rate greater than vertical speed
 Autopilot engaged or flight director active
 Not altitude hold
 Glideslope not capture or track.
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(b) Reset Logic
The ALT SEL mode automatically resets if any of the following conditions occur:
 Altitude select capture
(c) Disengage Logic
The ALT SEL mode automatically disengages if any of the following conditions
occur:
 AZ--429 Air Data Sensor not valid
 Encoding altimeter not valid.
NOTE: If the air data sensor or the encoding altimeter fail, the command bar
goes out of view.
(14) Altitude Hold (ALT) Mode
The following paragraphs describe the Altitude Hold (ALT) Mode, as shown in
Figure 3--50, while Table 3--16 shows the operating limits.
The altitude hold mode is a vertical axis flight director mode used to maintain a
barometric altitude reference. The vertical command for altitude hold is displayed on
the flight director pitch command cue on the EADI. To fly using altitude hold, the pilot
does the following:
 Establishes the aircraft in straight and level flight
 Pushes the ALT button on the MS--560 Mode Selector.
At this time, the green ALT annunciator is displayed on the EADI while altitude hold is
active. The vertical axis of the flight director maintains the barometric altitude at the
time of mode engagement. The reference altitude can be changed by using TCS to
maneuver to a new altitude, then releasing the TCS button. Selecting the ALT mode
on cancels any other previously selected vertical mode.
The ALT hold mode is canceled by any of the following:

 Moving the PITCH wheel on the PC--400 Autopilot Controller
 Pushing the ALT button on the mode selector
 Selecting any other vertical mode on
 Selecting go--around.
NOTE: Due to aircraft installation, the aircraft may deviate from the selected altitude
by as much as 100 feet.
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AD--61050@
Figure 3--50. Altitude Hold Mode
Table 3--16. Altitude Hold (ALT) Operating Limits

ALT ALT Capture Range --900 to 45,000 ft
ALT Hold Capture Error 100 ft
(15) Altitude Hold (ALT) Mode Interface
The following paragraphs describe the Altitude Hold (ALT) Mode Interface, as shown
in Figure 3--51.
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Figure 3--51. Altitude Hold Mode Interface

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supplies an analog output to the IC--500 DGC that is used as a damping term in
the ALT hold mode. This term minimizes porpoising (overshooting and
undershooting) as the aircraft is flared onto the desired altitude.
In the IC--500 DGC, the accelerometer signal is combined with derived altitude
rate (VS) to generate Instantaneous Vertical Velocity (IVV). The IVV term is
used in the control law in conjunction with actual aircraft vertical speed to
generate the damping term.
IC--500.
The AZ--429 output of uncorrected pressure altitude is also used in the IC--500
DGC to compute altitude alert and capture functions. Excitation for the AZ--429
is supplied by the IC--500 DGC.
(d) Encoding Altimeter (not Honeywell)
The encoding altimeter supplies a ten--wire output of pressure altitude and a
baro correction term to the IC--500 DGC.
through the DC--550 to be put on the digital bus interface to the IC--500.
(f) MS--560 Mode Selector

The mode selector lets the pilot engage/disengage the Altitude hold (ALT) mode.
It supplies button input data to the IC--500 Display Guidance Computer through
the DC--550 Display Controller. The MS--560 also receives mode annunciator
on or armed.
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The display guidance computer receives inputs of uncorrected pressure altitude

and baro corrected pressure altitude. The flight director processor combines the
pressure altitude inputs through complimentary filtering to obtain more precise
barometric altitude data for the altitude alert function. In the IC--500 DGC, the
difference between actual aircraft altitude and the altitude at which the mode was
engaged is the altitude error signal.
The altitude error signal is combined with the IVV term in the flight guidance
processor to command the aircraft back onto its reference altitude, should
wandering occur.
With the ALT hold mode engaged, the EADI presents a vertical steering
command to the pilot to fly the aircraft back onto the reference altitude.
2 Autopilot Engaged
With the autopilot on and the ALT hold mode engaged, steering commands
are sent to the autopilot for automatic flightpath steering.
(16) Altitude Hold (ALT) Mode Engage/Reset/Disengage Logic
(a) Engage Logic
Required Valids:

 AZ--429 Air Data Sensor valid
 Encoding altimeter valid.
With the above conditions good, pushing the ALT button on the MS--560 Mode
Selector engages the altitude hold mode.
(b) Reset Logic
The ALT mode automatically resets if any of the following conditions occur:
 Altitude select arm

 Moving the PITCH wheel on the PC--400 controller
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(c) Disengage Logic
The ALT mode automatically disengages if any of the following conditions occur:
 AZ--429 Air Data Sensor not valid
 Encoding altimeter not valid.
NOTE: If the air data sensor or the encoding altimeter fail, the command bar
goes out of view.
(17) Instrument Landing System (ILS) Approach (APP) Mode
The following paragraphs describe the ILS Approach (APP) Mode, as shown in
Figure 3--52 thru Figure 3--56, while Table 3--17 shows the operating limits.
Figure 3--52. ILS Approach Arm Pictorial
The glideslope portion of the approach mode is used for the automatic intercept,
capture, and tracking of the glideslope beam. The beam is used to guide the aircraft
down to the runway in a linear descent. Typical glideslope beam angles vary
between two and three degrees, dependent on local terrain. When the glideslope
mode is used as the vertical portion of the localizer approach mode, it lets the pilot fly
a fully coupled ILS approach. The mode is interlocked so that glideslope capture is
inhibited until localizer capture has occurred.
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With the localizer captured and outside the normal glideslope capture limits, the EADI
and mode selector annunciate the following modes:
 LOC in green
 GS in white
 Any other vertical mode in use at this time is also displayed.
As the aircraft approaches the glideslope beam, the Vertical Beam Sensor (VBS)
monitors TAS, vertical speed, and glideslope deviation to determine the correct
capture point. At glideslope capture, the flight director processor drops any other
vertical mode that was in use and automatically generates a pitch command to
smoothly track the glideslope beam.
At this time the EADI annunciates LOC in green and GS in green (this annunciator is
enclosed with a white box for 5 seconds).
The NAV and APP mode selector buttons on the MS--560 are annunciated.
NOTE: The autopilot must be disengaged before reaching 100 feet Above Ground
Level (AGL).
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AD--61051@
AD--61052@
Figure 3--53. ILS Approach Arm

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Gain programming is performed on the glideslope signal to compensate for the

aircraft closing on the glideslope antenna, and beam convergence caused by the
directional properties of the glideslope antenna. Glideslope programming is normally
accomplished as a function of radio altitude.
If radio altitude is not valid or not available, GS gain programming is a function of

middle marker and vertical speed.
The approach mode is canceled by any of the following:
 Pushing the APP or NAV buttons on the MS--560 Mode Selector

 Loss of ILS glideslope data
 Selecting HDG or BC on the mode selector
 Selecting any other vertical mode active.
Figure 3--54. ILS Approach Capture Pictorial
Table 3--17. ILS Approach (APP) Mode Operating Limits

APP Glideslope Capture <150 mV glideslope deviation
Capture Point Function of GS deviation, vertical
speed and TAS
Pitch Command Limit +10 deg, --15 deg
(--3 deg after GS CAP)
Pitch Rate Limit 0.2 deg/g maximum
Gain Programming Function of radio altitude, TAS GS
deviation
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AD--61053@
AD--61054@
Figure 3--55. ILS Approach (LOC) Capture

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AD--61055@
AD--61056@
Figure 3--56. ILS Approach (GS) Mode Track

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(18) ILS Approach (APP) Mode Interface
The following paragraphs describe the ILS Approach (APP) Mode Interface, as
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Figure 3--57. ILS Approach Mode Interface

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supplies an analog output to the IC--500 DGC, which is used as a damping term
in the APP mode. This term helps to minimize aircraft wandering on the
glideslope.
IC--500.
(d) RT--300 Radio Altimeter (if installed)
The radio altimeter provides a two--wire output of absolute height above the
terrain that is used by the IC--500 flight guidance processor to gain program the
glideslope signal as the aircraft descends below 1200 ft radio altitude. This gain
programming is required to compensate for the directional properties of the
glideslope antenna and for the aircraft closing on the antenna.
(e) NAV Receiver
The navigation receiver supplies two ARINC 429 outputs of glideslope deviation
data.
When the glideslope mode (APP) is armed, the flight guidance processor
considers TAS, vertical speed, and glideslope deviation to determine when to
capture the glideslope. This is accomplished by the VBS. When the glideslope
is captured, the flight guidance processor automatically drops whichever other
vertical mode was engaged and starts tracking the glideslope signal. If the
localizer signal is lost for any reason, the APP mode is also dropped.
With the autopilot not engaged, the glideslope error signal is presented on the
EADI command cue as a computed steering command for the pilot to raise or
lower the aircraft nose and fly back to glideslope beam center. Pitch attitude
from the VG--14A computes with the glideslope signal in the flight director
processor to center the command cue when the proper pitch attitude has been
achieved.
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As the aircraft approaches the glideslope beam, the glideslope signal gets
smaller in size and the pitch attitude signal commands the pilot to return the
aircraft to its landing attitude. With the aircraft tracking the glideslope beam, the
 Aircraft is tracking the glideslope beam.
commands as stated above, but now sends them to the autopilot for automatic
flight path steering. On the EADI, the command cue may move a little out of
center and then return. With the autopilot satisfying the flight director steering
(19) ILS Approach (APP) Mode Engage/Reset/Disengage Logic
(a) ILS Arm Engage Logic
Required Valids:
 VG--14A valid
 NAV source valid
 C--14D valid.
With the above conditions good, and the NAV source tuned to an ILS frequency,
pushing the APP button on the MS--560 Mode Selector arms the ILS approach
mode.
(b) ILS Arm Reset Logic
ILS arm is automatically reset if any of the following conditions occur:

 Pushing the BC button on the MS--560
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(c) Disengage Logic
The ILS arm mode automatically disengage if any of the following conditions
occur:

 Not tuned to an ILS frequency
NOTE: If the ILS sensor fails, command bar goes out of view.
(d) ILS Approach Capture Logic
Required Valids:

 VG--14A valid
 C--14D valid.
With the above conditions good, glideslope is armed plus 0.25 seconds, and the
VBS has tripped, the ILS approach mode automatically transitions from arm to
capture.
(e) ILS Capture Reset Logic
ILS capture is automatically reset if any of the following conditions occur:
(f) ILS Capture Disengage Logic
The ILS capture mode automatically disengages if any of the following conditions
occur:

 NAV source not valid for 5 seconds.
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(g) ILS Track Engage Logic
Required Valids:
 VG--14A valid
 C--14D valid.
With the above conditions good, glideslope is captured and localizer is track and
radio altitude < 1200 ft, the ILS mode automatically transitions from capture to
track.
(h) ILS Track Reset Logic
ILS track automatically reset if any of the following conditions occur:

 Selecting Go--Around
(i) ILS Track Disengage Logic
The ILS track mode automatically disengages if any of the following conditions
occur:
 NAV source not valid
 Localizer not capture or track.
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(20) Go--Around (GA) Mode (Wings Level)
The following paragraphs describe the Go--Around (GA) Mode (Wings Level) as
shown in Figure 3--58, while Table 3--18 shows the operating limits.
The GA mode is normally used to transition from an approach to a climb--out

condition when a missed approach has occurred. The pilot selects GA by pushing
the GA button located on the pilot’s throttle handle. With GA selected, all flight
director modes are canceled and the autopilot is disengaged.
Laterally, the pilot sees a wings level command on the EADI.
Vertically, a 10--degree climb angle is presented on the EADI.
AD--61057@
Figure 3--58. Go--Around Mode (Wings Level)
Table 3--18. Go--Around (GA) Operating Limits

GA Pitch Up Command +10 deg
Wings Level In Roll 0 deg
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(21) Go--Around (GA) and Wings Level Mode Interface
The following paragraphs describe the Go--Around (GA) and Wings Level Mode
Interface as shown in Figure 3--59.
Figure 3--59. Go--Around and Wings Level Mode Interface
(a) VG--14A Vertical Gyro
The VG--14A supplies actual aircraft pitch and roll attitude data to the IC--500
Display Guidance Computer for EFIS display and flight director commands.
The GA pitch angle command is supplied by the aircraft manufacturer and

represents the best climb angle to maintain for single--engine performance.
When the pilot’s GA switch is pushed, the following occurs.

 The autopilot disengages.
 All flight director modes are reset.
 The EADI command bars present a wings level in roll and 10 degrees nose up
pitch attitude command.
To satisfy the GA command, the pilot rolls the aircraft to wings level and raises
the nose of the aircraft. When the GA pitch angle is satisfied, the command bars
are centered.
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(22) Go--Around (GA) Mode Engage/Reset/Disengage Logic
(a) Engage Logic
Required Valids:
 VG--14A valid.
With the above conditions good, pushing the GA button on the pilot’s throttle
engages the GA mode.
(b) Reset Logic
The GA mode is automatically reset if any of the following conditions occur:

 Engaging the autopilot
 Pushing TCS
(c) Disengage Logic
The GA mode automatically disengages if any of the following conditions occur:

 VG not valid.
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(23) Pitch Axis Autopilot Servo Loop
The following paragraphs describe the Pitch Axis Autopilot Servo Loop, as shown in
Figure 3--60.
The pitch autopilot servo loop is the same for all vertical steering modes. Since there
is only one autopilot system and one servo in the pitch axis, it does not matter if the
steering command is altitude hold, vertical speed hold, or ILS Approach; the path to
the servo is the same. The autopilot servo loop is connected in parallel to the
aircraft’s primary control rigging through cables.
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Figure 3--60 (Sheet 1). Pitch Servo Loop

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Figure 3--60 (Sheet 2). Pitch Servo Loop

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The SM--200 translates electrical input signals into a clutched mechanical output.
This output is used to drive the aileron in response to roll axis autopilot
commands. A description of servo functions follows.
1 Servo Clutch
The servo clutch is engaged as a function of autopilot engagement, or

release of TCS if the autopilot was previously engaged. The clutch
disengages anytime the autopilot is disconnected or the TCS switch is
pushed and held.
The servo torque motor receives dc current from the IC--500 DGC pitch axis.
train through mechanical coupling. The gear train output in turn supplies the
drive to move the elevator to the desired position. With the autopilot not
engaged, any input drive to the servo motor is not coupled to the elevator.
3 DC Tach Generator
The tach generator is mechanically connected to the servo torque motor and
supplies an output back to the IC--500 anytime the servo torque motor
 Provides a rate of travel feedback signal to the IC--500. This signal is

used as a damping term. When the elevator is commanded to a position,
it should reach that position smoothly and stop still, not move or hunt
about that position.
 In the IC--500 the DC tach generator signal is also integrated to derive
elevator position feedback. This signal is used to ensure that the elevator
torque motor has driven the elevator as properly commanded.
The IC--500 receives sensor data and command inputs and processes this data
in accordance with any vertical steering mode that is active. Since this is a
digital computer, this processing is accomplished through software. To supply a
current to drive the servo torque motor, this digitally processed signal must be
changed into analog form.
Additionally, to ensure safe operation, certain functions and values of certain

parameters are monitored in the IC--500 to ensure that the autopilot is
automatically disconnected if a safety--critical malfunction occurs. A description
of the IC--500 pitch axis autopilot servo drive follows.
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1 Pitch Axis Attitude Loop
The pitch axis attitude loop processes pitch attitude and pitch rate of change
to derive a corresponding pitch rate term. Both pitch attitude and pitch rate
terms are gain programmed as a function of IAS.
The flight director pitch command is limited to 25 degrees and rate limited
to 0.3G. The rate limited pitch attitude reference command is used as an
input to the elevator servo loop.
2 Elevator Servo Loop
The elevator servo loop uses the pitch attitude loop command to compute
an elevator servo pulse width command with the autopilot engaged. If the
autopilot is not engaged, the elevator servo pulse width is zero.
Elevator servo position is derived by integrating the elevator servo Display

Controller (DC) tach generator feedback signal. The DC tach generator
signal is also used as a damping term in positioning the elevator. Elevator
servo current is passed through a current limiter and servo driver before
being sent to the servo amplifier.
3 Servo Amplifier
torque motor. Servo enable is applied as a function of autopilot
servo amplifier supplies a 480 Hz pulse--width modulated 28--volt bipolar
saw--tooth signal to generate the pulse width control for the servo driver.
The primary processor supplies a discrete output, which enables the

elevator servo amplifier. If this discrete is not available, the servo amplifier is
forced to a zero duty cycle. A latched heartbeat monitor and a latched
power supply monitor (both not shown) are required to enable the servo
amplifier driver.
must be true.
 All monitors must be valid.

 Both attitude sources must be valid.
 Communications with the secondary processor must be valid.
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4 Tach Integrator
The servo tach generator supplies an elevator rate of travel signal as a

damping term. This same rate signal is integrated to derive elevator servo
5 Current Limiter
6 Autopilot Pitch Trim
Autopilot pitch trim is used to reduce the electric loading of the elevator
servo to maintain the elevator in position for long term displacement, such
as fuel burn and shifts in center of gravity.
Servo current is applied to a trim threshold sensor and an up/down sensor.

The up/down sensor is polarity sensitive and causes trim to run in the proper
direction. When the trim threshold is exceeded, the trim drive signal is
applied to a time delay. This is to ensure that a true long--term condition
exists and trim is really required. If the time delay requirement is satisfied,
the trim motor driver is activated and a trim drive signal is sent to the trim
servo.
The trim motor driver is pulse--width modulated at a 0.625 Hz rate. This

28 V dc signal is duty cycle programmed as a function of airspeed. As trim
runs and physically positions the elevator trim tab, the elevator is held in
place through aerodynamic loading and elevator servo current is reduced.
When this current drops below the threshold value, trim stops running.
7 PC--400 Autopilot Controller Trim Annunciations
When the up/down sensor allows an output, an internal clock runs for
10 seconds. If a trim malfunction has occurred and the trim servo has not
run (reducing elevator servo current), the other trim threshold sensor allows
an output to annunciate a trim UP or trim DOWN condition. This
annunciation tells the pilot there is a trim problem and what direction to
manually trim the aircraft. If this condition occur, the pilot should manually
take control of the aircraft, disengage the autopilot and retrim the aircraft.
When the aircraft is properly trimmed, the annunciation goes out.
Table 3--19. Pitch Channel Axis Operating Limits

AP Pitch Limit 20 deg
TCS Pitch Limit 20 deg
Pitch Wheel Pitch Limit 20 deg
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F. Yaw Damper
(1) Yaw Damper Interface
The following paragraphs describe the Yaw Damper Interface, as shown in

Figure 3--61.
The yaw damper has two functions in the aircraft: yaw damping for transient wind
gust conditions and turn coordination with the autopilot roll axis.
The yaw damper is typically engaged on the ground by the YD ENGAGE switch
located on the PC--400 Autopilot Controller. Engaging the autopilot with the yaw
damper off automatically engages the yaw damper. Disengaging the yaw damper
automatically disengages the autopilot.
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Figure 3--61. Yaw Damper Interface

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signal in the IC--500 for flight guidance gain programming. The response of the
IC--500.
(b) RG--204 Rate Gyro
The rate gyro senses actual aircraft yaw rate of change (heading change in
degrees per second). This is input to the IC--500 DGC for control of the rudder.
The vertical gyro supplies the roll attitude data to the IC--500 Display Guidance
Computer for use as a damping term in the generating of the yaw command
signal.
(d) PC--400 Autopilot Controller
The YD Engage/Disengage switch is located on the PC--400. The yaw damper

can be engaged without the autopilot, but the autopilot cannot be engaged
without the yaw damper.
(e) IC--500 Display Guidance Computer
The display guidance computer receives roll attitude, TAS, and yaw rate and
processes this data to provide a rudder servo command.
(2) Yaw Damper Servo Loop Interface
The following paragraphs describe the Yaw Damper Servo Loop Interface, as shown
in Figure 3--62.
The yaw damper servo loop is independent from the autopilot in that it can be
engaged without the autopilot. The yaw damper is connected in parallel to the
aircraft’s primary control rigging through cables.
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Figure 3--62. Yaw Damper Servo Loop Interface

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The aileron servo drive and bracket translates electrical input signals into a
clutched mechanical output. This output is used to drive the rudder in response
to yaw axis commands. A description of servo functions follows.
1 Servo Clutch
The servo clutch is engaged as a function of yaw damper or autopilot

engagement. The clutch disengages only as a function of yaw damper
disengagement.
The servo torque motor receives dc current from the IC--500 DGC yaw axis.
train through mechanical coupling. The gear train output supplies the drive
to move the rudder to the desired position. With the yaw damper not
engaged, any input drive to the servo motor is not coupled to the rudder.
3 DC Tach Generator
The DC tach generator is mechanically connected to the servo torque motor

and supplies an output back to the IC--500 anytime the servo torque motor
 Provides a rate of travel feedback signal to the IC--500, which is used as
a damping term. When the rudder is commanded to a position, it should
reach that position smoothly and stop still, not move or hunt about that
position.
 In the IC--500 the DC Tach Generator signal is also integrated to derive
rudder position feedback. This signal is used to ensure that the rudder
torque motor has driven the rudder as properly commanded.
The display guidance computer receives sensor data and command inputs and
processes this data in accordance with the yaw damper being engaged. Since
this is a digital computer, this processing is accomplished through software. To
supply a current to drive the servo torque motor, this digitally--processed signal
must be changed into analog form.
To ensure safe operation, certain functions and values of certain parameters are
monitored in the IC--500 to ensure that the yaw damper is automatically
disconnected if a safety--critical malfunction occurs. A description of the IC--500
rudder axis servo drive follows.
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1 Yaw Axis Attitude Rate Loop
The yaw axis attitude rate loop uses a computed yaw turn coordination rate
term as a reference and yaw rate of change from the rate gyro as a
feedback term to derive a corresponding yaw rate term. Roll rate and limited
TAS are used to generate the yaw coordination rate term.
The output of the yaw attitude rate loop is the input for the rudder servo
loop.
2 Rudder Servo Loop
The rudder servo loop uses the yaw attitude rate loop command to compute
a rudder servo pulse width command with the yaw damper engaged. If the
yaw damper is not engaged, the rudder servo pulse width is zero.
Rudder servo position is derived by integrating the rudder servo DC tach

generator feedback signal. The DC tach generator signal is also used as a
damping term in positioning the rudder. Rudder servo current is passed
through a current limiter and servo driver before being sent to the servo
amplifier.
3 Servo Amplifier
torque motor. Servo enable is applied as a function of yaw damper
servo amplifier supplies a 480 Hz pulse--width modulated 28 V bipolar
saw--tooth signal to generate the pulse--width control for the servo driver.
The pulse--width command limiter has a built in authority limit to prevent the
rudder command from exceeding 2 degrees. This is controlled by the
autopilot/yaw damper processor and is to protect against unflagged rate
gyro failures that would result in large yaw rates.
The primary processor supplies a discrete output that enables the aileron
servo amplifier. If this discrete is not available, the servo amplifier is forced
to a zero duty cycle. Also, a latched heartbeat monitor and a latched power
supply monitor (both not shown) are required to enable the servo amplifier
driver.
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must occur:
 All monitors must be valid
 Both attitude sources must be valid
 Communications with the secondary processor must be valid
4 Tach Integrator
The servo tach generator supplies a rudder rate of travel signal as a

damping term. This same rate signal is integrated to derive rudder servo
5 Current Limiter
6 Rudder Washout
The yaw damper is primarily responsive to short--term rate signals. Since

the servo loop is an electromechanical operating system, it is possible that
the yaw rate attitude loop command and servo feedback signals do not
exactly cancel. To eliminate this standoff condition, any long--term output of
the servo amplifier is fed to the rudder washout integrator. The output of the
integrator is inverted and sent back into the servo loop to eliminate the
standoff condition. The rudder washout integrator can accommodate
2 degrees of rudder surface deflection.
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Section Page
SECTION 4
SYSTEM MONITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
2. Autopilot Monitor Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
A. System Response to Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
B. Monitor Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
(1) Pitch Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
(2) Roll Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
(3) Yaw Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3
(4) Trim Axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3
C. Primary Processor Heartbeat Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3
D. Gyro Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
E. Attitude Processing Comparator Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
F. Power Supply Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
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None
List of Tables
Table Page
None
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SECTION 4
SYSTEM MONITORS
1. General
This section supplies information that is general in nature as to some of the monitor functions
within the SPZ--5000 Integrated Flight Guidance System. The information contained in this
section is intended to give a closer look at how the design of the system ensures the integrity
and accuracy of the information being processed.
System monitoring includes functions performed by both IC--500 DGC hardware and software.
Hardware, internal to the IC--500 DGC, is used to monitor the system microprocessors.
Software includes a comprehensive set of tests designed to monitor processor execution and
I/O (input/output) signal validity to ensure proper system operation. Based on the results of
these Built--In--Tests (BIT), software determines if the SPZ--5000 IFGS is capable of supplying
proper FD, AP, and YD mode control and/or mode annunciation. Software also determines
the proper failure annunciation based on the results of these tests. System monitoring is
active in all modes of operation. All BIT capabilities are executed by the processor (in
software).
2. Autopilot Monitor Architecture

The autopilot monitors are supplied by the IC--500 DGC primary processor. The primary
processor uses independent hardware for sensor input data and for servo feedback data used
in the monitors. This separation ensures that hardware failures do not affect the autopilot
control function and the monitor at the same time.
The primary processor supplies dedicated disconnect hardware for the monitor function. This
architecture allows either processor to force a disconnect of the autopilot and yaw damper.
All automatic disconnects, which result from monitor trips, result in the event being stored in
the Nonvolatile Memory (NVM) for later recall during the ground maintenance test.
The monitors use computed True Airspeed (TAS) and Indicated Airspeed (IAS) to model the
gain programmers and pitch g limit. If the air data input is not valid, the following default
speeds are used:
 TAS = 300 knots
 IAS = 220 knots.
A. System Response to Failures
If there is an autopilot processor fault, the monitor disconnects the autopilot before any
significant aircraft response can occur. Pilot recovery is made up of recognition of the AP
OFF warn annunciator and a small maneuver to return the aircraft to its original flightpath.
Significant levels of elevator mistrim under this circumstance are very improbable.
The need for pilot recognition and recovery due to malfunctions is limited to failures in the
flight director processor. In these circumstances the autopilot responds within its normal
maneuvering limits and the aircraft is in trim at disengagement.
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B. Monitor Description
(1) Pitch Axis
(a) Servo Position Monitor (Primary)
The pitch servo position monitor models the pitch attitude loop and servo loop
and generates a predicted elevator servo position. The predicted servo position
is compared against actual position feedback. The actual servo feedback is
generated by lagging the servo tachometer feedback into the monitor processor.
The monitor trip level is programmed with IAS to allow a somewhat uniform
aircraft response exposure. Any failure that results in exceeding the monitor trip
level for a time period exceeding 0.25 seconds results in an automatic
disconnect of the autopilot and yaw damper.
(b) Normal Acceleration Monitor (Secondary)
The normal acceleration monitor gives a secondary means of detecting autopilot

malfunctions. The sensor input for this monitor is supplied by a remote--mounted
normal accelerometer. The monitor disconnects the autopilot and yaw damper if
normal acceleration exceeds 0.6 g’s for more than 0.4 seconds.
(2) Roll Axis
(a) Servo Position Monitor (Primary)
The roll servo position monitor models the roll attitude loop and servo loop and
generates a predicted aileron servo position. The predicted servo position is
compared against actual position feedback. The actual servo feedback is
generated by lagging the servo tachometer feedback into the monitor processor.
The monitor trip level is programmed with IAS to allow a somewhat uniform
aircraft response exposure. Any failure that results in exceeding the monitor trip
level for a time period exceeding 0.56 seconds results in an automatic
disconnect of the autopilot and yaw damper.
(b) Roll Rate Monitor (Secondary)
The roll rate monitor gives a secondary means of detecting autopilot

malfunctions. The monitor disconnects the autopilot and yaw damper if actual
roll rate exceeds 12 degrees per second for more than 0.5 seconds.
(3) Yaw Axis
Servo Position Monitor -- The yaw servo position monitor models the yaw rate loop
and servo loop and generates a predicted rudder servo position. The predicted servo
position is compared against actual position feedback. The actual servo feedback is
generated by lagging the servo tachometer feedback into the monitor processor. The
monitor trip level is programmed with IAS to allow a somewhat uniform aircraft
response exposure. Any failure that results in exceeding the monitor trip level for a
time period exceeding 0.56 seconds results in an automatic disconnect of the
autopilot and yaw damper.
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(4) Trim Axis
(a) Trim Runaway Monitor
The trim runaway monitor detects any condition that results in the autopilot
processor commanding trim, while the elevator servo current does not indicate a
need for elevator trim. The trim runaway monitor disconnects the autopilot and
yaw damper 0.5 seconds after detecting a trim runaway condition.
(b) Trim Inoperative (INOP) Monitor
The trim inoperative monitor provides a warn annunciator in view of the pilot to
indicate that the elevator is not trimmed properly. This monitor does not
disconnect the autopilot, since disconnecting into a mistrim condition could result
in an aircraft disturbance.
C. Primary Processor Heartbeat Monitor
The activity of the primary processor is monitored by a heartbeat monitor. This monitor is
a hardware device and is powered entirely by a power source that is isolated from main
computer power. The power isolation ensures that the heartbeat monitor remains
operational if there is a power supply failure that could potentially disable both processors
(control function and monitor).
The main processor is expected to write to the heartbeat monitor within a specific time
window. The heartbeat monitor features both a minimum and maximum update
threshold. If the monitor does not receive the write pulses within the expected window,
the heartbeat monitor resets the primary processor, disconnects the autopilot and yaw
damper servo clutches, and shuts off the servo amplifiers.
The heartbeat monitor is tested for proper operation during the power--up test. Both the
minimum and maximum thresholds are tested to verify processor resets.
The heartbeat monitor output to the autopilot processor is latched in a failed condition
anytime the heartbeat monitor detects a failure condition. The latch can only be reset by
the primary processor after the heartbeat monitor has returned to a valid state.
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D. Gyro Monitor
One monitor compares the primary pitch and roll (No. 1 VG) with the cross--side pitch and
roll (No. 2 VG). This monitor incorporates an equalizer to minimize the effects of the long
term offsets between the vertical gyros, but still detect rapid differences. This monitor is
designed to detect attitude errors induced by the vertical gyro.
A trip of the pitch or roll comparator monitor prevents autopilot and yaw damper
engagement and causes a latched disengage if the autopilot and yaw damper were
engaged at the time of the monitor trip.
If the pitch comparator exceeds the 5 degrees threshold, the monitor trips. If the roll
comparator exceeds the 6 degrees threshold, the monitor trips.
E. Attitude Processing Comparator Monitor
The second monitor compares the primary pitch and roll (No. 1 VG) with computed pitch
and roll by the autopilot processor. The autopilot processor transmits this data to the
primary processor on an internal ARINC 429 bus. This monitor is designed to detect any
errors in the attitude processing done by the autopilot processor.
F. Power Supply Monitor
The primary power supply in the IC--500 is monitored by a hardware power supply
monitor. The power supply monitor continuously monitors the, +15 V, --15 V, and +5 V, for
both over--voltage and under--voltage conditions. If the power supply voltages exceed
the monitor thresholds, the monitor trips and resets the primary processor.
The power supply monitor is fully tested at power--up to ensure that processor resets
occur for both over-- and under--voltage conditions.
The power supply monitor output to the autopilot processor is latched in a failed condition
anytime the power supply monitor detects a failure in the power supply. The latch can
only be reset by the primary processor after the power supply has returned to a valid
state.
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SECTION 5
SYSTEM INTERCONNECTS
This section provides interconnect information (Table 5--1) as an aid in troubleshooting the system.
This interconnect information contained in this section is based on a typical SPZ--5000 installation
and is not intended to replace or supersede CESSNA avionics drawings. For specific information
refer to the aircraft avionics wiring diagrams.
NOTICE
Procedures in Table 5--1 are based on Honeywell Engineering Bulletin EB7017237, Revision H.
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Table 5--1. Interconnect Information
Table of Contents
Para Page
1. (Deleted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5
2. (Deleted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5
3. (Deleted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5
4.0 ELECTRICAL INTERCONNECT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--6
4.1 General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--6
4.2 Interconnect Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--10
5.0 HIGH INTENSITY RADIATED FIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--65
5.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--65
5.2 Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--65
5.3 Shielding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--68
5.4 Wire Routing Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--70
5.5 Wire Bundling Concerns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--70
5.6 Wire Routing for HIRF Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--70
5.7 Pickup Loop Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--70
6.0 AZ--429 OFFSET ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--72
APPENDICES:
A. INSTALLATION WITH DUAL DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--75
B. INSTALLATION WITH DUAL ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--77
C. INSTALLATION WITH DUAL DME/ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--79

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Table 5--1. Interconnect Information (cont)
List of Figures
Figure 4--1. Pilot’s 28 V dc Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--49
Figure 4--2. Edge Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--50
Figure 4--3. (Sheet 1) AC Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--51
Figure 4--3. (Sheet 2) Pilot’s AC Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--51
Figure 4--4. Engage/Trim Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--52
Figure 4--5. AP/TCS AP/YD Off Warn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--53
Figure 4--6. AOA/Speed Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--54
Figure 4--7. Weight on Wheels Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--55
Figure 4--8. Decision Height Warn/Altitude Alert System . . . . . . . . . . . . . . . . . . . . . . . . . . 5--56
Figure 4--9. Go Around Switch Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--57
Figure 4--10. DME Hold Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--58
Figure 4--12. Flaps/Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--59
Figure 4--13. 15 V dc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--60
Figure 4--14. 10 V dc Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--60
Figure 4--15. FTSU/RS--232 Cabin Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
Figure 4--16. Long--Range NAV Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--62
Figure 4--17. Discrete Annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--63
Figure 5--1. LRU Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--71
List of Tables
Table 4--1. System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--64

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1. (DELETED)
2. (DELETED)
3. (DELETED)
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Section Page
SECTION 6
REMOVAL/REINSTALLATION AND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
2. Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
3. Procedure for Electronic Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--2
4. Procedure for Selectors and Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--2
5. Procedure for Sensors and Gyros . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--3
6. Procedure for IC--500 DGC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--7
7. Procedure for AZ--429 ADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--8
8. Procedure for SM--200 Servo Drive and SB--201 Drum and Bracket Assembly . . . . 6--12
9. Procedure for RT--300 Radio Altimeter Receiver Transmitter . . . . . . . . . . . . . . . . . . . . 6--14
10. User Serviceable Parts Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--15
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Figure Page
None
List of Tables
Table Page
Table 6--1. QC Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--10
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SECTION 6
REMOVAL/REINSTALLATION AND ADJUSTMENTS
1. General
This section provides instructions for removing, reinstalling, and adjusting the display and
flight guidance system units that have been previously installed in the system. If any
INSTALLATION CRITICAL cases arise with the reinstallation of any unit, be sure to comply
100 percent with the instructions.
CAUTION: TO PREVENT COMPONENT DAMAGE, TURN AIRCRAFT POWER OFF WHEN

REMOVING OR INSTALLING COMPONENTS.
NOTE: No adjustment is required unless stated otherwise.
After reinstallation of any unit, check unit operation in accordance with applicable GROUND
CHECK procedure.
2. Equipment and Materials

No special equipment or materials other than those commonly used in shops are required for
reinstalling and adjusting the system.
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3. Procedure for Electronic Displays

A. Remove Electronic Displays.
NOTE: If new shelf--type clamp is used, only the top two screws need to be loosened.
(1) Loosen screws on panel at each corner of unit.
(2) Slide unit out of panel and disconnect cable connector(s).
CAUTION: AVOID TOUCHING CRT DISPLAYS WITH BARE HANDS OR FINGERS. CRT
DISPLAYS ARE EASILY SCRATCHED OR DAMAGED. WEAR CLEAN RUBBER
GLOVES OR FINGERCOTS.
CAUTION: DO NOT APPLY EXCESS PRESSURE TO THE SENSORS ON THE ELECTRONIC

DISPLAYS. SENSORS ARE HELD TO THE BEZEL WITH RTV ADHESIVE.
B. Reinstall Indicators or Displays.
(1) Mate unit connector(s) with cable connector(s) and slide unit into panel.
(2) Tighten screws on panel at each corner of unit.
C. ADI Inclinometer Level Adjustment.
(1) Loosen two screws on cover.
(2) Adjust inclinometer or lever on right side until inclinometer is level and tighten screws.
4. Procedure for Selectors and Controllers

These procedures apply to the MS--560 Mode Selector, PC--400 Autopilot Controller, RI--553
Remote Instrument Controller, and the DC--550 Display Controller.
A. Remove unit.
(1) Loosen unit screw fasteners.
(2) Slide unit out of panel and disconnect cable connector.
B. Reinstall unit.
(1) Mate unit connector with cable connector and slide unit into panel.
(2) Tighten unit screw fasteners.

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5. Procedure for Sensors and Gyros

A. AG--222 Accelerometer and RG--204 Rate Gyro.
NOTE: Before removing accelerometer, note direction of arrow to ensure unit is

reinstalled properly. Acceleration in the direction of the arrow produces a
positive output.
(1) Remove Accelerometer or Rate Gyro.
(a) Disconnect cable connector from unit.
(b) Remove hardware securing unit to airframe.
(2) Reinstall Accelerometer or Rate Gyro.
(a) Secure unit to airframe with applicable hardware. Ensure that arrow on
accelerometer is pointed in proper direction.
(b) Mate unit connector with cable connector.
B. VG--14A Vertical Gyro and C--14D Directional Gyro
CAUTION: A GYRO MAY BE DAMAGED BY MOVING IT AFTER ELECTRICAL POWER IS

REMOVED BUT BEFORE THE GYRO ROTOR STOPS. THE GYRO ROTOR
WILL NOT COME TO A STOP FOR APPROXIMATELY 15 MINUTES AFTER
ELECTRICAL POWER IS REMOVED. GENTLY REMOVE OR INSTALL A GYRO
FROM OR TO ITS MOUNT. USE NO QUICK MOTION. DO NOT TWIST THE
GYRO IN ITS ISOLATOR SHOCK MOUNTS. ANY EXCESSIVE TWIST CAUSES
THE GYRO TO REMAIN OFFSET FROM ITS NEUTRAL POSITION FOR A
SHORT PERIOD OF TIME.
(1) Remove Gyro.
(a) Disconnect cable connector from gyro.
(b) Remove hardware securing gyro to airframe.
(2) Reinstall Gyro.
(a) Secure gyro to airframe with applicable hardware.
(b) Mate gyro connector with cable connector.

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C. FX--220 Flux Valve.
NOTE: Whenever a flux valve is removed and replaced, a compass swing must be done
to maintain desired heading accuracy.
(1) Remove flux valve.
(a) Gain access to flux valve by removing wing access panel.
(b) Remove cover from flux valve and disconnect six wires from flux valve terminals.
(c) Remove three screws securing flux valve to mounting bracket.
(2) Reinstall flux valve.
NOTE: Do not use magnetic type screws to mount the flux valve.
(a) Install flux valve in mounting bracket and secure with three 6--40 x 3/8--inch,
round head, nonmagnetic machine screws, Honeywell Part No. 319011.
(b) Connect applicable wires to flux valve terminals and install cover on flux valve.
(c) Perform compass swing calibration procedures.
(3) Compass Swing Calibration.
(a) Energize the compass system and allow several minutes for the gyro to reach
operating speed and for the system to slave to the magnetic heading.
NOTE: The aircraft should be in its normal flight position with the electrical
system and radio equipment operating.
(b) Position the aircraft on a compass rose and turn it to each of the four cardinal
headings.
(c) Allowing sufficient time for the heading indicator to settle, record the differences
in readings between the heading indicator and the compass rose at each
cardinal heading as plus or minus, depending on whether the dial readings are
greater or less than the compass rose readings.
NOTE: Instead of the compass rose, a magnetic sighting compass can be

used. To take a reading, the compass is located at a considerable
distance fore and aft of the aircraft and is moved back and forth from
the line of sight coinciding with the plane. When a sight is taken facing
aft, add or subtract 180 degrees from the sighting compass reading.
When facing fore, the compass reads directly.
(d) Add the errors algebraically and divide by four. The result is the index error.
(e) Loosen the screws holding the flux valve flange to its mounting surface and
rotate the flange of the unit to cancel out the index error. If the error is positive,
the flange should be rotated in the counter--clockwise direction (giving a minus
reading on the flange) as observed from above the unit.
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(f) If the error is negative, rotate the flange in the clockwise direction (giving a plus
reading on the flange). The amount of rotation should equal the index error.
(g) Tighten the mounting screws and recheck the readings at the four cardinal
headings. Recalculate the index error to make sure it is zero.
(h) If the index error is not zero, readjust the flux valve flange until this error is
cancelled.
(i) Any remaining errors in excess of 1 degree that are caused by extraneous
magnetic fields should be counteracted by readjusting the compensator. Refer
to paragraph 5. NO TAG (3).
D. DS--412 Dual Remote Compensator
(1) Remove Compensator.
(a) Disconnect cable connector(s) from unit.
(b) Remove hardware securing unit to airframe.
(2) Reinstall Compensator.
(a) Secure unit to airframe with applicable hardware.
(b) Mate unit connector(s) with cable connectors.
(c) Perform compensator adjustment procedures.
(3) Compensator Adjustments.
NOTE: Before making the following adjustments to the dual remote compensator,
perform flux valve index error adjustment described in paragraph 5. C.
(a) Remove the compensator cover and adjust the compensation potentiometers to
their center position.
(b) Using a compass rose, place the aircraft on a north heading and allow compass
dial to settle.
(c) Compensate for any difference between actual heading and compass dial
indication by loosening locking nut and adjusting N--S (North--South)
potentiometer on compensator. Tighten locking nut.
(d) Place the aircraft on an east heading and allow compass dial to settle.
(e) Compensate for any difference between actual heading and compass dial
indication by loosening locking nut and adjusting E--W (East--West)
potentiometer on compensator. Tighten locking nut.
(f) Place the aircraft on a south heading and allow compass dial to settle.
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(g) Compensate for half of any difference between actual heading and compass dial
indication by loosening locking nut and adjusting N--S potentiometer on
compensator. Tighten locking nut.
(h) Place the aircraft on a west heading and allow compass dial to settle.
(i) Compensate for half of any difference between actual heading and compass dial
indication by loosening locking nut and adjusting E--W potentiometer on
compensator. Tighten locking nut.
(j) The compensator should now be fully adjusted for proper compensation. As a
check, swing the aircraft on 30--degree increments and note readings on
compass dial. All readings should be within 1 degree of the actual heading. If
errors are greater than 1 degree, repeat index error adjustment and above
adjustments for greater accuracy.
NOTE: MC--1 or MC--2 Magnetic Compass Calibrator Set can be used for index
error and compensator adjustment in lieu of the above procedure.
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6. Procedure for IC--500 DGC

A. Remove Unit.
(1) Loosen mounting tray holddown assembly knob.
(2) Slowly pull forward on unit handle to separate unit and tray connectors and slide unit
out of tray.
CAUTION: DUE TO THE NATURE OF THE FILTER PIN CONNECTOR IN THE IC--500, A
BROKEN (OR EVEN BENT) PIN REQUIRES REPLACEMENT OF THE
ENTIRE CONNECTOR. THIS APPLIES EVEN IF THE PIN IS NOT
CONNECTED IN THE AIRCRAFT. FAILURE TO COMPLY COULD RESULT
IN INTERMITTENT SHORTS, OPENS, AND/OR LACK OF PROPER UNIT
FILTERING.
B. Reinstall Unit.
(1) Verify that the bottom of the unit is clean in the area that contacts the grounding
fingers. Also verify that floating connector in tray is not stuck. Slide unit into
mounting tray.
(2) Carefully apply firm pressure until unit connector is mated with connector receptacle
on mounting tray.
CAUTION: DO NOT FORCE FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND
CHECK FOR CONNECTOR PINS THAT MAY BE BENT OR OUT OF
ALIGNMENT. ALSO CHECK THE ALIGNMENT OF THE RECEPTACLE IN
THE MOUNTING TRAY.
(3) Insert mounting tray holddown assembly knob into hook on front of unit and tighten
holddown knob.
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7. Procedure for AZ--429 ADS

A. Remove ADS.
(1) Disconnect PITOT and STATIC lines from unit.
(2) Disconnect cable connector from unit.
(3) Remove hardware securing unit to airframe.
B. Reinstall ADS.
(1) Secure unit to airframe with applicable hardware.
(2) Connect PITOT and STATIC lines.
(3) Mate cable connector to unit.
(4) Perform pitot/static leak check.
(5) Perform AZ--429 offset adjustment. The procedure for this adjustment is found in
paragraph 7. C.
NOTES:
1. Use this procedure to match the Qc output of the air data sensor with the
aircraft’s pneumatic Airspeed Indicator (ASI) for IAS mode.
2. Field use of this procedure is necessary only if either the ASI or AZ--429 are
replaced or repaired. This procedure is not intended to correct for an
out--of--tolerance ASI.
C. AZ--429 Offset Adjustment
(1) Test Equipment — Pitot/static tester such as the Honeywell ADT--222 or equivalent.
(2) Conditions.
(a) All avionics are installed and powered on.
(b) The ASI that is to be delivered with the aircraft is installed. This ASI must be
operating within specified limits.
(3) Set the air data tester to the following:
Altitude = 0 feet
Airspeed = 200 knots.
(4) Read and record the ASI’s airspeed.
(5) Push the IAS mode on the flight director controller and read the speed in knots on
the EADI lower left corner.
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(6) If the ASI’s airspeed and the IAS mode on the EADI agree, go to paragraph 7.C.(10).
If they do not agree, go to paragraph 7.C.(7).
(7) Note the difference between the AZ--429 and the ASI.
NOTE: If the AZ--429 is greater than the ASI, the output has to be decreased. If it is
less than the ASI, it has to be increased.
(8) Open access cover.
NOTE: There is a moveable plate on the sensor that gives access to a 4--switch dip
pack. This plate is located above the static port connection.
(a) Loosen both screws. The plate swings down around the left screw. (The
4--switch dip pack should be visible.)
(b) Make sure all the dip switches are set for 0.0 kts offset correction. Switch
numbers are from the left starting with no. 1. These are set to give the
necessary offsets given in Table 6--1.
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Table 6--1. QC Offset

Switch No.
1 2 3 4 KTS Offset At 200 KTS
G G G G 0.0
G G G 0 1.5
G G 0 G 3.1
G G 0 0 4.6
G 0 G G 6.1
G 0 G 0 7.6
G 0 0 G 9.1
G 0 0 0 10.5
0 G G G --12.5
0 G G 0 --11.2
0 G 0 G --9.5
0 G 0 0 --7.9
0 0 G G --6.2
0 0 G 0 --4.7
0 0 0 G --3.1
0 0 0 0 --1.6
NOTE: G = ground (switch pushed in on top), O = open (switch pushed in on
bottom)
Example 1: ASI reads 203 knots and AZ--429 reads 198 knots.
There is a 5 knot offset between the two. The AZ--429 needs to be increased 5 knots.
Look at the table and find the nearest offset. This is 4.6 knots. Switches 1 and 2
would be grounded. Switches 3 and 4 would be opened.
Example 2: ASI reads 201 knots and AZ--429 reads 204 knots.
There is a 3 knot offset between the two. The AZ--429 needs to be decreased 3
knots. Look at the table and find the nearest offset. This is --3.1 knots. Switches 1,
2, and 3 would be opened. Switch 4 would be grounded.
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(9) Recheck airspeed match at 200 knots.
(10) Check airspeed match at 150, 200, and 250 knots.
(11) If there is a split greater than 3 knots at any of these airspeeds, average the offset
between the three points and rerun correction procedure at 200 knots.
(12) Recheck all three points again.
(13) When finished with correction procedure, make sure to reposition the access plate
and tighten screws.
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8. Procedure for SM--200 Servo Drive and SB--201 Drum and Bracket
Assembly
A. Servo Drive Assembly
(1) Remove Servo Drive Assembly.
(a) Disconnect cable connector from servo drive.
(b) Cut safety wire securing four screws on rear of servo drive; remove screws.
(c) Slide servo drive out of drum and bracket assembly.
(2) Reinstall Servo Drive Assembly.
(a) Slide servo drive into rear of drum and bracket assembly and secure with four
screws, Honeywell Part No. 4011086. Safety wire all four screws.
(b) Mate servo drive connector with cable connector.
B. Drum and Bracket Assembly
(1) Remove Drum and Bracket Assembly.
(a) Remove servo drive in accordance with paragraph 8.A.(1).
(b) Release bridle cable tension.
(c) Cut safety wire on four screws securing retaining plate; remove screws and
retaining plate.
(d) Remove four cable keepers, Honeywell Part No. 2518330.
(e) Cut safety wire and remove two screws securing swagged cable terminals
to drum.
(f) Unwrap bridle cables from drum.
(g) Remove four bolts securing drum and bracket assembly to airframe.
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(2) Reinstall Drum and Bracket Assembly.
(a) Mount drum and bracket assembly rigidly to airframe with four 1/4--inch diameter
bolts of sufficient length and four suitable lock washers and nuts.
(b) Wrap bridge cables around servo bracket drum. Secure swagged cable
terminals to servo bracket drum with two 0.138--32--NC--2A stainless steel drilled
screws, Honeywell Part No. 2554911--1. Safety wire screws through adjacent
holes in drum with Low Mu Monel wire, 0.020 inch diameter and 4 inches long.
INSTALLATION CRITICAL
TO MAKE SURE OF CABLE TERMINAL CAPTURE, USE ONLY SCREW,

HONEYWELL PART NO. 2554911--1. STANDARD FILLISTER HEAD SCREWS
MAY NOT PROPERLY RETAIN THE CABLE TERMINAL.
(c) Adjust control system and bridle cables to proper tension. Cable tension vary
with aircraft. Refer to Type Certificate, Supplementary Type Certificate, or
aircraft manual as applicable to determine proper cable tensions.
(d) Install two of four cable keepers, Honeywell Part No. 2518330, on the servo
bracket at points of cable tangency to drum. The other two cable keepers shall
be located at 90 degrees from the first two.
(e) Install retaining plate, Honeywell Part No. 2518332, on the slotted end of the
cable keepers using four 5/16--inch long, No. 8--32, drilled fillister head screws.
Safety wire these four screws with Low Mu Monel wire, 0.032--inch in diameter
and 4 inches long.
INSTALLATION CRITICAL
TO MAKE SURE THAT THE CABLE CANNOT JAM BETWEEN THE DRUM AND
KEEPERS, THE DISTANCE BETWEEN THE KEEPERS AND DRUM SHALL BE
MEASURED AFTER THE KEEPERS AND RETAINING PLATE ARE INSTALLED.
THE DISTANCE BETWEEN THE DRUM AND KEEPERS SHALL NOT EXCEED
0.040--INCH AND NOT BE LESS THAN 0.005 INCH. THE 3/32--INCH CABLE
DIAMETER SHALL BE VERIFIED. THESE ARE CRITICAL INSTALLATION
REQUIREMENTS.
(f) Reinstall servo drive in accordance with paragraph 8. A.(2).

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9. Procedure for RT--300 Radio Altimeter Receiver Transmitter

A. Remove Radio Altimeter Receiver Transmitter.
(1) Disconnect cable and antenna connectors.
(2) Remove mounting hardware on front of unit and loosen mounting hardware on back
and remove unit.
B. Reinstall Radio Altimeter Receiver Transmitter.
(1) Slide unit into mounting location and secure with applicable hardware.
(2) Mate unit connectors with applicable antenna and cable connectors.
C. Radio Altimeter Display Zero Ground Adjustment.
NOTE: On the radio altimeter receiver transmitter, the zero adjust potentiometer is
accessible through hole above connector on front of unit.
Apply power and adjust potentiometer for zero foot display indication on the
ED--600 EADI.
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10. User Serviceable Parts Replacement

A. Bulb Replacement
This procedure applies to the PC--400 Autopilot Controller.
(1) Grasp the button caps of switches and pull out and down.
NOTE: The button caps on the switches are hinged and hang down when
pulled out.
(2) Replace the bulbs with trade type No. 7341 or equivalent.
(3) Gently close the button caps.
B. TURN Knob Replacement
(1) Remove TURN knob from PC--400 Autopilot Controller.
(a) Loosen two setscrews on TURN knob. (Turn setscrews counter--clockwise.)
(b) Remove knob from shaft of switch.
(2) Install TURN knob.
(a) Gently press knob onto shaft of switch.
(b) Adjust for a 0.030  0.020 inch (0.762  0.508 mm) clearance between knob
and panel.
(c) Tighten setscrews on TURN knob. (Turn setscrews clockwise.)

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SECTION 7
SHIPPING/HANDLING AND STORAGE
Refer to manual Honeywell Pub No. 09--1100--01, for detailed procedures for preparing all
system components for storage or shipment.
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Section Page
SECTION 8
HONEYWELL SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
1. Worldwide Exchange/Rental Program for Corporate Operators . . . . . . . . . . . . . . . . . . 8--1
A. Exchange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
B. Rental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
C. Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
D. Warranty Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
E. Routine Repair Piece Part Orders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
F. Exchange and Rental Ordering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
(1) Telephone Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--2
(2) Ordering Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--3
(3) Return Shipping Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--4
2. Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--5
3. Customer Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--5
4. Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--6
5. Honeywell Support Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--6
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Figure Page
None
List of Tables
Table Page
None
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SECTION 8
HONEYWELL SUPPORT
1. Worldwide Exchange/Rental Program for Corporate Operators
Honeywell’s SPEXR program is a worldwide exchange/rental service for corporate operators.

It provides an extensive service for LRU end--item products, complementing our worldwide
support center network. An inventory of more than 8000 spare components ensures that your
Honeywell equipped aircraft will be returned to service promptly and economically. This
service is available both during and after warranty.
A. Exchange
Upon receipt of an exchange request, Honeywell ships a fully certified unit. The SPEX
provided unit becomes the property of the customer. The customer returns the faulty unit
in exchange, to the designated Honeywell Support Center, where it becomes the property
of Honeywell. All exchange units are updated with the latest performance reliability
MODs on an attrition basis while in the repair cycle.
B. Rental
Upon receipt of a rental request, Honeywell ships a fully--certified unit. The customer
then ships the faulty unit to an authorized support center for service. When the faulty unit
has been serviced and installed, the rental unit is returned to the designated Honeywell
Support Center.
C. Warranty
The SPEX 12--month warranty commences upon the purchase of an exchange unit by
the customer at catalog list price.
Any exchange or repair action taken during the New Product or SPEX warranty period
does not extend or otherwise affect the warranty expiration date.
Services provided for a failed unit under New Product warranty include:
 Free repair and/or free rental (during repair of unit), or

 Free exchange.
Services provided for a failed unit under SPEX warranty include:
 Free repair and billable rental, or

 Free exchange.
Services provided for a failed unit under repair warranty includes free rental if the
customer paid for a billable rental during the initial repair of the failed unit.
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D. Warranty Statement
Honeywell warrants that any article provided under the SPEX program , at the time of
delivery, conforms to all applicable specifications and drawings, and is free of defects in
material and workmanship. Honeywell’s obligation under this warranty, however, shall be
limited to repair of, or at Honeywell’s option, replacement of any article which is returned
to Honeywell within the stipulated twelve--month warranty period.
For further information regarding exchange or rental units, refer to Honeywell Pub. No.
A65--8200--001 or visit our Web site at http://www.cas.honeywell.com and then select
Business and Commuter Aviation Systems. From the Quick Reference menu, select
Support and Sales Directory.
E. Routine Repair Piece Part Orders
Customers desiring to place routine repair piece part orders, determine order status,
upgrade an existing order, or request price and delivery for piece parts should contact the
Customer Service Representative in Phoenix, Arizona at:
 Telephone Number . . . . . . . . (602) 436--2166
 Fax Number . . . . . . . . . . . . . . (602) 436--1500.
F. Exchange and Rental Ordering
(1) Telephone Numbers
Place an order by calling one of the following numbers:

 Inside U.S.A., Dallas, TX 1--800--872--7739
 Outside U.S.A., Dallas, TX (214) 402--4300
 Canada, Ottawa, ONT 1--800--267--9947
 United Kingdom, Basingstoke 44--1256--51111
 France, Toulouse 33--6171--9662
 Germany, Gauting 49--89--89317--226
(After normal working hours: 49--89--850--3695)
 Singapore 65--542--1313
 Australia, Tullamarine 61--3--330--1411
 Brazil, Sao Paulo 55--11--535--0513.
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(2) Ordering Information
When placing an order, Honeywell needs the following information:

 Part number with dash number of faulty unit
 Serial number of faulty unit
 Aircraft type, serial number, and registration number
 Aircraft owner
 Reported complaint with faulty unit
 Service requested (Exchange or Rental)
 Shipping address
 If faulty unit is in warranty
-- Type of warranty (New or SPEX)
-- Date warranty started
 If faulty unit is NOT in warranty, provide billing address
 If faulty unit is covered under a maintenance contract
-- Type of contract
-- Contract I.D. number
 Purchase order number.
NOTES:
1. Units are shipped same day or within 24 hours.
2. Shipments within the U.S.A. are shipped “Next Day Air, P.M. Delivery”,
unless otherwise specified.
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(3) Return Shipping Procedures
(a) Shipping Container
All components returned to Honeywell must be packed in the same (or

Honeywell approved equivalent) container in which the component was received.
Components which are received in IMPROPER containers may be subject to
DAMAGE charges.
NOTE: Please ship the return unit to the support center indicated on the
document provided. Include completed multi--page exchange & rental
tag attached to unit, and any additional information, if required.
(b) Shipping Instructions
1 For North America Customers:
Ship via Federal Express Standard Air, two--day delivery. If not served by
Federal Express, ship via airline direct airfreight, not via a freight forwarder.
Shipment via a surface carrier may result in assessment of LATE RETURN
CHARGES.
2 For Europe and Africa Customers
Return unit to the Honeywell Customer Support Center which issued the
replacement or with prior arrangement to any one of the following
addresses:
 Honeywell Aerospace
1, Rue Marcel Doret
31700 Blagnac
c/o SCAC Air Service
6, Allee Henri Potez
31702 Blagnac
 Honeywell Avionics Systems Ltd.
c/o Burlington Air Express
Unitiair Centre, Great South West Road
Feltam, Middlesex TW 14 8NT
England, U.K.
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3 For Other International Customers
Return unit to the Honeywell Customer Support Center which issued the
replacement. Shipments returning to the United States should be via
Burlington Air Express. If you are not served by Burlington Air Express, ship
via Emery Airfreight or by direct airline airfreight. Consign shipments to:
Honeywell Inc.
c/o F. H. Kaysing Co.
U.S. Customs House Broker
Mid Continent Airport
Wichita, Kansas 67209
U.S.A.
NOTE: Do not insure or declare an insurance value on the bill of lading.

Honeywell is self--insured.
2. Test Equipment
Specialized test equipment is not required for normal flight line maintenance of Honeywell
avionics. Certain standard, commercially available avionics aids such as ramp (signal)
checkers, oscilloscopes, meters, etc., may be useful for more detailed troubleshooting. A
breakout box can also be helpful for certain equipment and availability of this item can be
discussed with a Honeywell Customer Engineer.
3. Customer Engineering
A key element in Honeywell’s corporate operations support is our worldwide customer
engineering organization. The members of this group are strategically located around the
world. These individuals have earned an excellent reputation within the avionics industry as
the result of their high level of education, experience, dedication and responsiveness.
Customer engineering is ready to provide corporate operators with on--site technical

assistance, provisioning consultation, training and regulatory agency coordination. In
addition, customer engineers provide engineering interface assistance for other interrelated
equipment on the aircraft, and support your maintenance engineers and technicians.
Continuing assistance is provided through telephone consultation, or at your facility, as
requirements dictate.
For the name, address, and telephone number of the Honeywell customer engineer nearest to
your facility, please call (602) 436--8981 or your nearest Honeywell support center.
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4. Training
Honeywell’s dedicated customer training staff is available to assist corporate operators in
acquiring the technical skills and knowledge needed to operate and maintain Honeywell
products.
Customer training conducts formal courses on corporate aircraft systems/products at

Honeywell’s Customer Training Center in Phoenix, Arizona, and at selected locations
worldwide. Courses are scheduled annually based on customer interest and new aircraft
delivery projections. A regularly updated Honeywell Customer Training Schedule brochure
gives full details of all training courses offered.
Honeywell offers the following level of training courses:

 Flight Crew Familiarization
 Line Maintenance Familiarization
 Component Level Repair.
For full details, and information on Honeywell training courses, or a copy of the Honeywell
Customer Training Schedule, contact the Customer Training Department in Phoenix, Arizona
at:
 Tel: (602) 436--8972
 Fax: (602) 436--8310.
5. Honeywell Support Centers

For a complete listing of all Honeywell Support Centers, refer to the Corporate Operators
Customer Support and Sales Directory, Pub. No. 60--7390--17 or visit our Web site at
http://www.cas.honeywell.com/cs/supportcenters/suptcntr.htm.
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SECTION 9
SYSTEM TEST AND FAULT ISOLATION
Refer to manual, Pub. No. A15--1146--076, for SPZ--5000 Integrated Flight Guidance System test
and fault isolation procedures.
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RELEASED FOR THE EXCLUSIVE USE BY: HONEYWELL EMPLOYEE AMERICAS

Business and Commuter Aviation Systems

TO HOLDERS OF SYSTEM MAINTENANCE MANUAL, PUB. NO. A15--1146--060,

REVISION NO. 2, DATED 30 JUL 1999

Business and Commuter Aviation Systems

TITLE PAGE T-1

TITLE PAGE T-2

MATERIALS HAZARD RATING CODE

Hazard Code Symbol

POSITION 1: HEALTH HAZARD POSITION 2: FIRE HAZARD

HEALTH HAZARD RATING IN POSITION 1

Rating Description Effect of Exposure

3 Dangerous health Short exposures could cause DANGEROUS TEMPORARY OR

1 Irritant May cause IRRITATION on exposure. Only SMALL REMAINING INJURY

FIRE HAZARD RATING IN POSITION 2

Rating Description Effect of Exposure

2 Moderately Materials that must be warm or in an area open to high temperatures

1 25 Jun 1995 25 Jun 1995 HI

2 30 Jul 1999 30 Jul 1999 HI

LIST OF EFFECTIVE PAGES

Subheading and Page Revision Subheading and Page Revision

F indicates right foldout page with blank back.

Subheading and Page Revision Subheading and Page Revision

F indicates right foldout page with blank back.

Subheading and Page Revision Subheading and Page Revision

Subheading and Page Revision Subheading and Page Revision

Subheading and Page Revision Subheading and Page Revision

Subheading and Page Revision Subheading and Page Revision

F indicates right foldout page with blank back.

List of Illustrations (cont)

List of Illustrations (cont)

List of Tables (cont)

Handling, Storage, and Shipping Procedures Instruction Manual for A09--1100--01

3. How This Manual Is Organized

I. Section 9 -- System Test and Fault Isolation

4. Critical Items Compliance

5. Weights and Measurements

6. Acronyms and Abbreviations

Acronyms and Abbreviations Table

Acronyms and Abbreviations Table (cont)

EADI Electronic Attitude Director Indicator

Acronyms and Abbreviations Table (cont)

MSB Most Significant Bit

OBS Omni Bearing Select

Acronyms and Abbreviations Table (cont)

TAS True Airspeed

TABLE OF CONTENTS -- SECTION 1

Figure 1--1. System Flow Diagram

Table 1--1. System Components

Table 1--2. Optional Subsystem Components

Table 1--3. Equipment Required but not Supplied by Honeywell

Figure 1--2. SPZ--5000 Component Locations

 Attitude and Heading Reference System (AHRS)

System organization is centered around an Integrated Avionics Computer (IAC), which

NOTE: Refer to SECTION 4 for details about system monitoring.

A. Attitude and Heading Reference System (AHRS)

B. ADZ--429 Air Data System

C. AA--300 Radio Altimeter System (Optional)

The AA--300 Radio Altimeter System is made up of the following components:

The EFIS is made up of the following components:

E. Flight Guidance System (FGS)

The flight guidance system is made up of the following components:

3. Electronic System Maintenance