Ata 22

ATA 22 Hawker 750/800/800XP/850XP/900XP
AUTO FLIGHT TRAINING MANUAL (B1/B2)
ATA 22
AUTOFLIGHT
For Training Purpose Only. 22-00-00 1|P a g e

Jan 2024 ISSUE 01 REV 00
GENERAL
• The FGS provides automatic flight control operations. It is part of the avionics sys-tem installation in the airplane. For aircraft
equipped with the Collins Pro Line 21 avionics system, the FGS system is a Collins FGS-3000 system.
• The system provides autopilot/yaw damper, flight director, automatic pitch trim, and Mach trim operations.
COLLINS FGS-3000 FLIGHT GUIDANCE SYSTEM

• The FGS system provides an integrated three-axis autopilot/yaw damper, flight director, automatic pitch trim, and Mach trim
functions.
• The system has dual flight directors and a single autopilot system.
• The FGS is part of the Pro Line 21 avionics system.
• The system is fail passive to prevent uncommand flight deviations in the event of an FGS system failure. The system consists of
the following components:
 Two identical flight guidance computers (FGC-3000)
 One flight guidance panel (FGP-3000)
 Three primary servos and servo mounts(SVO-3000) (SMT-65)
 One trim servo (334D-6A)
 External switches

COLLINS FGS-3000 FLIGHT GUIDANCE SYSTEM

• The FGCs use magnetic heading, radio data, acceleration, attitude, FGP, servo, and air data inputs to develop dual flight guidance, yaw damping,
autopilot, and automatic pitch trim functions.
• Primary control of the FGS is achieved through the flight guidance panel (FGP) together with the remotely mounted SYNC, AP DISC, and GA buttons.
• The FGP is used to select the lateral and vertical flight guidance modes. Pitch and roll hold modes are automatically selected unless lateral or vertical
modes are already activated.
• The FGS generates flight director steering commands and mode messages related to the currently active lateral and vertical flight guidance modes.
• Two flight guidance channels are available. Both primary flight displays (PFDs) show flight director steering commands from the coupled side, except
when GA and APPR. modes are active. In the GA and APPR modes each flight guidance computer (FGC) provides independent guidance to its on-side
PFD.
• The CPL (couple) switch on the FGP is used to select the left or the right side flight guidance channel.
• The SVOQ-3000 servos precisely move the airplane elevator, aileron, and rudder control surfaces in response to commands from the autopilot.

Flight Guidance System Components

Flight Guidance Computers

• The FGCs are in the integrated avionics processor system (IAPS) card cage.
• These computers provide independent flight director functions and operate together to provide three-axis autopilot, automatic pitch trim, and Mach
trim functions.
• Each computer can function independently as a flight director, but both computers are required for autopilot/ yaw damper/automatic trim/Mach trim
operation.
• For flight director operation, the FGC gathers the following:

 Flight director mode selection data from the FGP
 Attitude data from the attitude heading computer (AHC)
 Air data information from the air data computer (ADC)
 Navigation data from the PFDs or flight management system (FMS)

Flight Guidance Computers

• The FGC then calculates the lateral and vertical steering commands to track the selected flight director mode and provides the processed data to the
PFDs through the input/output concentrators (IOCs) in the IAPS.
• The PFDs display FGS flight director steering commands and FGS mode data.
• For autopilot operation, one of the FGCs is selected (coupled) as the computer to provide steering inputs to the autopilot functions.
• Both FGCs use this input to independently calculate command outputs and together apply redundancy monitored servo drive to the aileron and
elevator servos so the airplane physically tracks the flight director steering commands.
• The autopilot system can be operated with no flight director steering inputs, in modes call pitch and roll hold.
• The FGC yaw damper function applies servo drive inputs to the rudder servo for Dutch roll damping and turn coordination.
• The FGCs also generate pitch trim arm and command signals by monitoring the elevator servo torque and running the elevator trim servo to neutralize
the load on the elevators.
• The Mach trim function trims the elevator at airspeeds greater than 0.73 Mach with the autopilot not engaged.

Primary Servos
• The primary servos physically position the air-plane control surfaces in response to commands from the FGCs.
• The servo assembly consists of the SVO-3000 servo on the SMT-65 servo mount.
• The servo contains the following:

 DC electric motor
 Dual tach generator
 Reduction gear train
 Engage clutch assembly
• The servo mount consists of a capstan drum with a slip clutch to allow manual override of the servo if mechanically locked.
• Each FGC provides half the motor voltage and, by adjusting the voltage levels with respect to one another, precise control of motor speed and torque
can be achieved. The dual tach generator provides rate feedback signals to each FGC to allow monitoring of servo response to commands.
• The servos are connected to the appropriate control surfaces by cables. The servos are connected one each to the aileron control system, the rudder
control system, and the elevator control system to control the airplane in the roll, yaw, and pitch axis.

TRIM SERVO
• The 334D-6A trim servo drives the elevator trim tab in response to commands from the FGCs during automatic trim operations and Mach trim
operations.

AILERON SERVO
• The aileron servo is under the copilot seat.
• Control cables connect from the servo capstan/drum to the aileron pulley
drum under the right flight deck floor. The drum has a split pulley assembly.
• Tension adjustment bolts for each half of the split pulley adjusts the servo cable tension.
ELEVATOR SERVO

• The elevator servo is in the aft fuselage just to the right side of the aft fuselage access door.
• Control cables connect from the servo capstan/drum to the autopilot drum on the circular and elliptical pulley, which is forward of the servo.
• Turnbuckles connecting the control cables adjust cable tension.
RUDDER SERVO
• The rudder servo is in the tail cone aft of the rudder quadrant.
• Control cables connect from the servo capstan/drum to the rudder quadrant.
• Cable tension is adjusted with the threaded ends of the servo cable where they attach to the rudder quadrant.
For Training Purpose Only. 22-00-00 10 | P a g e


CONTROLS AND INDICATIONS

Flight Guidance Panel and Control Yoke


AP DISC Button
• The AP DISC button is on the outboard horn of each control wheel. Push the button to disengage the autopilot and yaw damper.
• Push the button again to cancel the flashing and aural disengage warnings.
SYNC Button
The SYNC button is on the inboard horn of each control wheel. On the uncoupled side, push the SYNC button to synchronize the flight director vertical and
lateral references to those currently being flown.
The SYNC button does not function when the autopilot is engaged.
PITCH TRIM Switch

The SYNC button is on the inboard horn of each control wheel. On the uncoupled side, push the SYNC button to synchronize the flight director vertical and
lateral references to those currently being flown.
The SYNC button does not function when the autopilot is engaged.

GA Buttons
• There are two GA buttons on the aircraft both operate the same.
• The buttons are located:
• One on the outboard side of the left throttle handle
• One on the outboard horn of each control wheel
• Push either button to disengage the autopilot (but not the yaw damper) and clear all of the flight guidance modes.
• If the airplane is on the ground when GA is selected, the flight di-rector generates fixed pitch-up, wings level command until GA to cancelled or until GA is
reselected when in the air.
• If the airplane is in the air when GA is selected, the flight director generates pitch-up, heading hold commands until GA is cancelled.
Flight Guidance Panel

• The FGP controls autopilot, yaw damper, and flight director operations.
• The FGP is at the center top of the glare shield. The buttons and knobs are grouped for autopilot operation, and lateral and vertical flight director
modes of operations.
• The FGP controls engagement of the autopilot and yaw damper. It monitors the YD/APDISC bar on the panel, engage status from the FGCs, and
external switches.
• In addition, when the required conditions are met, it provides 28VDC to the autopilot servo engage clutches.

FD Button
• Two FD buttons are on the FGP to turn on and off the flight director displays when the autopilot is not engaged.
• The pilot (No. 1) button applies to the No. 1 (PFD) flight director; the copilot is the No. 2 (PFD) flight director.
• At power-up, both flight directors are off. The selected flight director automatically comes on when the autopilot is engaged or when a vertical or
lateral mode is selected.
• Push either FD button to alternately turn the related flight director on and off. The FD button of a coupled flight director is not functional.
Flight Director Mode Controls

• Flight director modes are selected by push on/push-off buttons. When a mode selects, in compatible modes automatically clear. A divider line
separates the lateral and vertical modes.
• Vertical flight director mode controls include:
• ALT
• VS
• VNAV
• FLC
• The ALT select knob, SPEED knob, and vertical speed/pitch wheel are also part of the vertical mode operation.
• Lateral flight director mode controls include:
• NAV
• HDG
• APPR
• 1/2 BANK
• The HOG knob and CRS knobs are also part of the lateral mode controls. Roll is also a lateral mode.
• The GA button is a lateral and vertical mode.
ALT Button
• The ALT button alternately selects or deselects the altitude hold mode. When selected, ALTS annunciates on the PFDs. The FGC generates commands
to maintain the pressure altitude that exists when ALT mode is selected.
• When not engaged, push the remote SYNC button to synchronize the altitude reference to the current altitude. The altitude hold mode automatically
selects if the preselect altitude setting (ALT knob) is changed while in the altitude preselect track mode.

VS Button
• The VS button alternately selects or deselects the vertical speed mode.
• VS and the vertical speed reference value annunciate on the PFD. An up arrow also annunciates for positive VS a down arrow annunciates for negative
VS.
• The FGC generates commands to maintain the vertical speed (reference), which exists when the VS mode is selected.
VNAV Button
• The VNAV button alternately arms or clears the vertical navigation mode. VNAV annunciates on the PFDs.
• The FMC determines the VNAV capture point. After capture (VNAV annunciates in green), the FMC applies the vertical steering commands to the FGC.
• The VNAV mode automatically cancels when the vertical waypoint is reached.
FLC Button
• The FLC ( flight level change) button captures and tracks an IAS or Mach reference airspeed.
• The mode recognizes the need to climb or descend to bring the airplane to the preselected altitude or VNAV altitude depending on which is active and
the airplane ability (i.e., thrust level) to accomplish the maneuver. Turn the SPEED knob on the FGP to adjust the airspeed reference. It is synchronized
by the FGC or adjusted by the FMS when in the VNAV modes.

ALT Select Knob

• The ALT knob selects the desired preselect altitude mode. Turn the ALT knob to change the preselect altitude shown on the PFD.
Turn the ALT knob clockwise to increase the preselect altitude. Push the (center) PUSH CANCEL switch to cancel the aural and
visual altitude alerts.
• In the altitude preselect mode, the operator selects a desired altitude and the FGC generates commands to fly to and maintain
that altitude.
• The altitude preselect mode automatically arms when the ALT knob is turned, when go around is cleared, or when the flight
director is turned on (except for over speed or go-around mode). ALTS annunciates in white on the PFD.
• Altitude preselect capture occurs when the airplane altitude nears the preselect altitude. The capture point depends on the
closure rate. ALTS CAP annunciates in green on the PFD. If the ALT knob is turned during the capture maneuver, the pitch mode
selects and the altitude preselected mode rearms. If ALTS CAP has been annunciated and then is cleared with out going to the
arm or track mode, an ALTS annunciation flashes amber for 10 seconds to show altitude abort.
• Altitude preselect tracks after the airplane be comes established at the preselected altitude, ALTS annunciates in green on the
PFD. If the ALT knob is turned during track, the altitude hold mode selects and the altitude preselected mode returns.
SPEED Knob
• The SPEED knob changes the IAS or Mach reference value. This value shows by the IAS or MACH mode annunciation on the PFD.
• Turn the SPEED knob clockwise to increase the airspeed or Mach speed reference.

VS/PITCH WHEEL
• The VS/pitch wheel changes the vertical reference value used by the vertical speed and pitch modes. This wheel is not functional
when glideslope is captured.
• In the VS mode, turning this wheel changes the vertical speed reference value. When not in the VS mode, turning the wheel
applies a pitch "take-command" function.
• When the pitch mode is selected, any active vertical mode ( except GS capture) clears. Turn the wheel to change the pitch
reference value. Move the wheel for ward to command pitch down or backward to command pitch up.
NAV Button
• The NAV button alternately selects or deselects the navigation mode. The FGC/FMC generates lateral commands to fly the active
navigation course. The navigation source is selected from the PFD NAV SOURCE menu.
• The (active course) NAV identifier annunciates on the PFD (FMS, VOR I, VOR 2, etc.).
• The NAY mode arms when the button is pushed and automatically captures when the capture conditions are met. Before
capture, the system operates in a heading select sub mode.
• If the FMS is the active NAV source, the FMC determines the capture point. After capture, the FMS applies lateral bank
commands to the FGC. [f the FMS is not the active NAV source, the FGC does an all-angle adaptive capture. After capture, the
FGC generates commands to maintain the NAV course. Use the CRS knob to change the course.

HDG Button
• The HDG button alternately selects or deselects the heading mode. HDG annunciates on the PFD. The FGC generates commands
to capture and maintain the selected heading. This value is marked on the PFDs and multi function displays (MFDs) by a heading
bug and can be changed by the HDG knob.
HDG Knob
• The HOG knob changes the selected heading shown on the PFDs and MFDs. It simultaneously controls the heading bug on both
the pilot and copilot displays. Turn the HOG knob clockwise to increase the selected heading angle. Push the (center) PUSH SYNC
button to synchronize the heading bug to the current airplane heading as read under the lubber line. This switch synchronizes
the heading bug on the pilot (No. 2) display.
APPR Button
• The APPR button alternately selects or deselects the approach mode. The type of approach is determined by the active
navigation source and annunciates on the PFD (APPR LNV, APPR VOR 1<APPR LOC 2, etc.).
• The APPR mode arms when the button is pushed and automatically captures when the capture conditions are met. Before
capture, the system operates in a heading select submode.
• In an FMS approach, the FMC computer deter mines the capture point. After capture, the FMS applies lateral bank commands to
the FGC. In a non-FMS approach, the FGC does an all angle adaptive capture. The FGC arms for the glideslope capture (if GS is
valid) after a front course localizer capture. After the glideslope capture the FGC generates commands to maintain flight on the
glide path.

1/2 BANK Button

• The 1/2 BANK button alternately selects or de selects the half-bank mode. This mode draws a white arc above the roll scale
representing ±15° and limits the maximum bank angle to half the normal value.
• The half-bank mode automatically selects as the airplane climbs through 18,500 feet pressure altitude or if the airplane is above
this altitude when the flight director is turned on.
• The half-bank automatically clears as the airplane descends through 18,500 feet.
CRS Knobs
• The CRS 1 knob changes the No. 1 active navigation course shown on the pilot PFD. The CRS 2 knob changes the No. 2 active
course on the copilot PFD.
• To increase the selected course angle, turn either course knob clock wise. Push a (center) PUSH DIRECT switch to zero the course
deviation and automatically select a course directly to the tuned NAY station.
• FGC generates commands to maintain the pitch (reference) angle, which exists when the pitch mode is selected.
• Turn the VS/pitch wheel to change the pitch reference to the cur rent pitch angle. Turn the VS/pitch wheel to change the vertical
speed reference value. When not engaged, push the remote SYNC button to synchronize the VS reference to the current vertical
speed.

Roll Mode (No Selection Needed)

• Roll mode is the basic lateral operating mode and occurs automatically when no other lateral mode is active and the flight
director is on. ROLL annunciates on the PFD.
• If the roll attitude is more than 5 ° from level when the roll mode is selected, the FGC generates commands to maintain the roll
angle. If roll attitude is less than 5 ° (level), the FGC generates commands to maintain the heading.
• When not engaged, push the remote SYNC button to synchronize the roll reference to the current angle (or heading). The SYNC
buttons are on the inboard horn of the pilot and copilot control wheel.
YD Engage Button
• The YD button engages/disengage the yaw damper. The yaw damper can be disengaged without the autopilot being engaged. If
the AP button is pushed, the autopilot and yaw damper are both engaged. When the yaw damper is disengaged the autopilot is
also disengaged.
AP Engage Button
 The AP engage button engages the autopilot. The autopilot engages if the AP DISC bar is raised, no unusual attitudes/rates exist,
and if the FGC monitoring does not detect any autopilot faults. When engaged, the autopilot flies flight director commands from
the left side FGC.
YD/AP DISC Bar
• Manually lower the YD/AP DISC bar to disengage the autopilot. When the bar is down, a red band indicates the disengage
position. Manually raise the bar to engage the autopilot (the bar is not held by a solenoid and stays where last positioned).
IAS/MACH Switch
• Push the (center) IAS/MACH switch to select the Mach mode from the IAS (indicated air speed) mode or to select the IAS mode
from the Mach mode. Refer to the SPEED button description.
CPL Button
• The CPL buttons elect which flight guidance channel, left or right, supplies attitude commands to the autopilot. Except when in
the GA and APPR mode, where guidance is independent, the FGP CPL switch also controls which channel supplies steering
commands to the PFDs. When the right guidance is selected, the FGS is considered transferred.
• The selected FGC provides the servos. Both FGCs provide the actual servo drive. At each power-up, on the ground or in the air,
the pilot (No. 1) flight guidance channel is coupled. An arrow pointing to the coupled side is shown continuously in the FGS mode
field on the PFD.

PFD (Primary Flight Display)

• The PFD displays flight director steering commands, flight director mode messages, and autopilot operation messages.
• The steering commands are shown as a flight director command bar that appears on the attitude display. The FGS messages
appear above the attitude display.
• Autopilot/yaw damper engage/disengage messages are shown on the PFD along with an arrow to indicate the coupled flight
director.
• A TRIM fail warning annunciator can appear on the PFD to alert the crew if the pitch (elevator) automatic trim function fails.
• The autopilot does not disconnect when the TRIM warning annunciator appears. The PFD can also show miss trim annunciators
indicating that a sustained load is occurring on that particular control surface; a boxed E with direction arrow for elevators and a
boxed A with direction arrow for ailerons.

• FGS System Circuit Breakers

FGS OPERATION
• Each FGC generates pitch and roll flight director commands. The pilot (No. 1) flight director commands are computed in the left
FGC with sensor data from the various left side sensors. The copilot (No. 2) flight director commands are computed in the right
FGC with sensor data from the various right side sensors. Both FGCs work together to provide redundant computations as the
dual FGCs make sure the copilot flight guidance functions are isolated.
• Only one set of computations can be used in the flight deck at any time.
• Automatic pitch trim is given by the FGCs, when the FGS is engaged. The FGS gives commands to drive the airplane pitch trim
system to relieve elevator servo forces. Automatic pitch trim is disabled if an automatic pitch trim fault is sensed. A fault
detected after FGS engagement does not disengage the FGS. A fault detected before FGS engagement stops the engagement of
the FGS. A red boxed TRIM annunciates on the PFD to indicates a failure.
• When the FGS is disengaged, the Mach trim function gives stability augmentation when in the active Mach trim region. The
FGCs, in conjunction with the ADCs and the horizontal stabilizer motor and its controller, supply the Mach trim function. Mach
trim is automatically enabled in the Mach trim region if no failures have been detected in the automatic pitch trim system. If
there is a Mach trim failure, an amber MACH TRIM FAIL annunciator shows on the master warning system (MWS) panel.
• Push the YD button on the FGP to activate the yaw damper Engage the yaw damper to couple the yaw damper commands to the
rudder (yaw) servo.
• There is no PFD annunciation to show that the yaw damper is engaged. When the yaw damper is disengaged, a flashing amber
YD shows on the PFD. If the disengagement is manually induced, the flashing amber YD changes to steady white after 2 seconds.
If the disengagement is automatically induced, the flashing amber YD changes to a steady white after 5 seconds.
• The circuit breakers listed below protect the FGS system.

DIAGNOSTICS
• The FGS has built-in self-diagnostics. Nearly all flight control functions and malfunctions can be monitored and diagnosed
through the built in diagnostics. The FGS diagnostics are in volatile memory, which means when electrical power is removed all
data is lost. However, the primary fault diagnostic information is sent to the maintenance diagnostic computer to allow retrieval
of faults that have occurred in flight.

ELECTRIC ELEVATOR TRIM

DESCRIPTION
• The electric elevator trim system can be operated in three different modes:
• Manual electric trim
• Autopilot electric trim
• Mach trim operation
• The system consists of :
• Collins 334D-6A trim servo driving the pitch trim cables through a servo mount/gearbox assembly
• Trim servo controller
• Split trim switches
• Inputs from the flight guidance system
• The 334D-6A servo consists of a DC electric motor driving reduction gearing to the output shaft. On the output shaft, an engage
clutch and a slip clutch are in a removable clutch capstan assembly.
• The trim servo also contains two power amplifier sections to drive the motor from control signals sent from the manual trim
switches or from the FGS and Mach trim system. A tach generator also provides trim servo rate signals to the FGS when the
servo is running. The trim servo interfaces with the flight guidance computers (FGC-3000) for both autopilot electric trim and
Mach trim operations.

• The trim servo speed varies based upon the flap handle position. The trim servo controller (voltage regulator) varies the voltage
to the trim servo to adjust the speed of the servo. With the flap handle up, voltage to the servo power amps is approximately 14
VDC for low speed operation. With the flap handle selected to 15 ° or greater, the voltage to the servo power amps is increased
to approximately 18 VDC for a higher speed of trim operation.

OPERATION

Manual Electric Trim

• Manual electric trimming of the elevators is used when the autopilot is not engaged to re duce load on the elevator
controls. Operation of the manual electric trim with the elevator engaged disconnects the autopilot.
• The trim switches on the control yoke are spring-loaded off, split-element switches incorporating a guard to ensure both
elements move in unison. When the control yoke trim switch is moved to the UP or the DN position, 28 VDC from one half
on the split switch and a ground from the other half of the switch is applied to the trim servo.
• The trim servo amps are activated by these inputs to drive the elevator trim in the selected direction. The 28 VDC input
from the switch is also routed to the trim servo clutch to engage the servo to drive the elevator trim tabs.
• Both halves of the spilt-element switches must be activated together to allow manual electric trim operation.

OPERATION
Autopilot Electric Trim
• Autopilot electric trimming is available and active whenever the autopilot is engaged.
• The FGCs monitor the load (torque) on the elevator servo and then generate trim commands to drive the trim servo to unload
the elevator servo. The tach generator provides a trim rate signal to the FGCs when the trim servo runs.
• The FGCs each independently monitor the elevator servo load and each computer provides one half of the trim drive. One
computer generates an arm output (28 VDC steady) either up or down as required.
• The other computer generates the up or down command output (pulsing ground). Each of these outputs activate the power
amps in the servo to drive the motor in the required direction.
• To engage the trim servo clutch, each FGC energizes an internal trim engage relay. The two re lays are connected in series to
direct 28 VDC to the trim servo clutch and engage it. Both computers function together providing the arm and command outputs
in the same direction along with the clutch voltage to run the trim servo.




Mach Trim System

• A Mach trim system in the Hawker Pro Line 21 aircraft helps stabilize the airplane during high-speed manually controlled flight.
The Mach trim system compensates for a change in location of the wing aerodynamic center of pressure as the velocity
increases by biasing the elevator trim tab position.
• Acceleration of the airplane causes an aft movement of the wing aerodynamic center of pressure, causing a pitch down moment.
To compensate for this, the Mach trim function trims the airplane nose-up for increasing Mach number and nose-down for
decreasing Mach number during manual flight.
• The Mach trim system automatically engages at Mach 0.69 and starts actively trimming the airplane at Mach 0. 73. As the
airplane slows down, the Mach trim system automatically disengages. If the autopilot is engaged, the autopilot automatic trim
operation controls the trim tab position (Mach trim is not active).
• The Mach trim system is a built-in function of the FGCs, which are part of the IAPS.
• For Mach trim operations, the computer re quires the following:
• Mach speed information
• Elevator trim tab position
• Manual electric elevator trim active input
• Manual hand wheel trim active input

• The Mach speed input is used to identify when to engage Mach trim and determine how much trim movement to apply based
on Mach speed. The trim tab position is monitored to determine how much Mach trim tab movement has been applied for
feedback, and to allow an equal amount of tab movement be removed as the air plane slows down. The manual trim switches or
trim wheel inputs are monitored to disengage Mach trim operations and allow manual trimming to occur (Figure 22-11). Mach
trim automatically reengages after manual trimming.
Mach Trim System

• The Mach speed is received as digital data from the ADC. Trim tab position is from two gear-driven AC synchros driven by the
elevator trim system.
• Manual electric trim operation inputs are from the 28 VDC control wheel trim switch contacts.
• The manual trim wheel operation inputs are from two switches on the manual trim mechanism, which opens if the pilot applies
force in either direction to the manual trim wheel. The mechanism ensures the switches activate first before rotation of the trim
wheel occurs. This results in play in the trim wheel on initial movement. The switches relax when the trim wheel is released.
• The Mach trim system indicates detected failures by illuminating a MACH TRIM FAIL annunciator on the MWS. The annunciator
illuminates for:
• The trim monitor detects a failure.
• Trim motion is detected without a change in Mach number and the manual trim is not active.
• Ln operative trim (no trim when trim is required).
• The DCUs are turned off (FGC is not receiving valid data from the DCUs).

Mach Trim System

• The FGCs, in conjunction with the ADCs, the pitch trim motor, and the controller provide the Mach trim function. Both
computers must function together to operate the Mach trim.
• Each computer receives inputs from it onside ADC, onside tab position, and onside manual trim activation switches.
• The dual AC synchro position signal is converted by the on side data concentrator unit (DCU) from an AC synchro signal to a DC
voltage that the FGCs interface with. The DCUs also provide a ground output to activate the MACH TRIM FAIL annunciator upon
receiving a digital fail message from the onside FGC.


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ATA 22 Hawker 750/800/800XP/850XP/900XP

AUTO FLIGHT TRAINING MANUAL (B1/B2)

For Training Purpose Only. 22-00-00 1|P a g e

COLLINS FGS-3000 FLIGHT GUIDANCE SYSTEM

For Training Purpose Only. 22-00-00 2|P a g e

COLLINS FGS-3000 FLIGHT GUIDANCE SYSTEM

For Training Purpose Only. 22-00-00 3|P a g e

Flight Guidance System Components

For Training Purpose Only. 22-00-00 4|P a g e

Flight Guidance Computers

• For flight director operation, the FGC gathers the following:

For Training Purpose Only. 22-00-00 5|P a g e

Flight Guidance Computers

For Training Purpose Only. 22-00-00 6|P a g e

• The servo contains the following:

For Training Purpose Only. 22-00-00 7|P a g e

For Training Purpose Only. 22-00-00 8|P a g e

For Training Purpose Only. 22-00-00 9|P a g e

For Training Purpose Only. 22-00-00 10 | P a g e

For Training Purpose Only. 22-00-00 11 | P a g e

CONTROLS AND INDICATIONS

For Training Purpose Only. 22-00-00 12 | P a g e

For Training Purpose Only. 22-00-00 13 | P a g e

PITCH TRIM Switch

For Training Purpose Only. 22-00-00 14 | P a g e

• The buttons are located:

• One on the outboard side of the left throttle handle

• One on the outboard horn of each control wheel

Flight Guidance Panel

For Training Purpose Only. 22-00-00 15 | P a g e

Flight Director Mode Controls

For Training Purpose Only. 22-00-00 17 | P a g e

For Training Purpose Only. 22-00-00 18 | P a g e

ALT Select Knob

For Training Purpose Only. 22-00-00 19 | P a g e

For Training Purpose Only. 22-00-00 20 | P a g e

For Training Purpose Only. 22-00-00 21 | P a g e

1/2 BANK Button

For Training Purpose Only. 22-00-00 22 | P a g e

Roll Mode (No Selection Needed)

For Training Purpose Only. 22-00-00 24 | P a g e

PFD (Primary Flight Display)

For Training Purpose Only. 22-00-00 25 | P a g e

• FGS System Circuit Breakers

For Training Purpose Only. 22-00-00 26 | P a g e

For Training Purpose Only. 22-00-00 27 | P a g e

For Training Purpose Only. 22-00-00 28 | P a g e

ELECTRIC ELEVATOR TRIM

For Training Purpose Only. 22-00-00 29 | P a g e

For Training Purpose Only. 22-00-00 30 | P a g e

For Training Purpose Only. 22-00-00 31 | P a g e

Manual Electric Trim

For Training Purpose Only. 22-00-00 32 | P a g e

For Training Purpose Only. 22-00-00 33 | P a g e

For Training Purpose Only. 22-00-00 34 | P a g e

For Training Purpose Only. 22-00-00 35 | P a g e

For Training Purpose Only. 22-00-00 36 | P a g e

Mach Trim System

For Training Purpose Only. 22-00-00 37 | P a g e

Mach Trim System

For Training Purpose Only. 22-00-00 39 | P a g e

Mach Trim System

For Training Purpose Only. 22-00-00 40 | P a g e