DO AVIONICS CORPORATION DIVISION CENTURY ILTIB & Wl Flight Systems Service. Manual 6ass4aTABLE OF CONTENTS SECTION PAGE 1 SYSTEMTHEORY. 2. 0-2-2 eee ee eee ee 1.1 CENTURY II BASIC OPERATION. 1.2 CENTURY III BASIC OPERATIO! 13 RADIOCOUPLER. ...... 1.4 GLIDESLOPE COUPLER... - 15 STABILIZER AND OMNITRACKER. |... | 5 : 16 AUTOMATIC TRIMSYSTEM. .. 22. 2 et oe 121 n FAUTOPILOL DATA SHEETS: gees tee tee se 2H WesG open bogdoodo od oodcunoodogdcbo ed AERO COMMANDER. » 2... 2. ee 2G) AMERICAN /AVIATIONS | 2 06: este a eee estet ee pee 2O BEECHCRAFT. . . 5 4 BELLANCA. 6 BRITTEN-NORMAN. CESSNA.. . DEHAVILLAN HELIO... lt 5 MAUL. Flt PIPER. 62... WREN. .” - m. ‘TEST EQUIPMENT IN AIRCRAFT TROUBLESHOOTING. ......... 34 30 GENERAL, «ee ee eee ee ee 31 31 GODI4ITESTSET.. Dia 32 CENTURY II TROUBLESHOOTING. © 222-2121! pee. Be 32.1 Quick Check, .. 0... 02... Beers ea a eeoo) 3.2.2 Checking the Century I! Console Amplifier 1C385 with the 66D141 Test Set. 3-4 3.23 Checking the Roll Servo... . 2. eee ee 37 32.4 Checking the Artifical Horizon, | Boda ee ee 38 32.5 Checking the Directional Gyro. - : 3.2.6 Checking the Radio Coupler. . | 3.3. CENTURY III TROUBLESHOOTING... ............. 348 33.1 Quick Cheds... 2.2... eee + 33 322 Gener. ee ee Fil. BA 33.3 Century Ill A+ Checks. | 2. Se ee saa 3.34 Roll Section Checks. 6... 2 Le Soa5uccob eet 3.3.5 Pitch Section Checks... DDL) Ba 3.3.6 Radio Coupler Checks. «1 D1 t seec lll d Bae 3.3.7 Glide Slope Coupler Checks. | 2 2) Badcudgdssaaqe 318 3.3.5) Amtornatie Pitch inane eee ses ee serene rere seo 4g wv. REPAIR ANDOVERHAUL........-......- ee a 41° GENERAL. 2... 5 ‘ 42 10385 CENTURY I! AND IiB CONSOLE/AMPLIFIER.” 421 (a) Century ll Theory... . ‘i 421 (b) Century 1B Theory... > 42.2. Century I! Console/Amplifier Tests. 4.23 Century IIB Console/Amplifier Tests. 43 1D395, 10515 AND 1515-1 & -2 AMPLIFIERS. ee An 43.1, Theory (1D395 Amplifier). . a6 Dillan 43.2 Theory (10515 Amplifier). Bo0ddcaacs Issued: Jan. 1973 Page iSECTION vi. DADADADDDARD BaD NNN Baba aaone bine weoasan wae Ro Theory (10515 -1 & -2 Amplifiers) Century. 111 10395 and 1C515 Ampiifier Tests. |<. Century II 10515 -1 &-2 Amplifier Tests. = 2 2. Ss ROLLSIGNALFILTER. ........---- PITCHSIGNAL FILTER... ee 2 RADIO COUPLERS es tee) fies fen af \Theeory: mee semein on) acme ree ee (a) 16388 Radio Coupler - Serial No. 6,000 and above. (b) 1€388 Radio Coupler - Serial No. 1,480 to 6,000. . (c)_ 1C388C and 1C388MC Radio Couplers... . Radio Coupler 1388 Tests (Serial No. 6,000 and above). Radio Coupler 10388 Tests (Serial No. GLIDESLOPECOUPLER. .....-. sTisory eevee eee ees 55 Glide Siope Coupler Tess. 222 2D TTD 4.8 TRIMAMPLIFIERS -79C54&79C53...........04 49 TRIMAMPLIFIERS- 106468 1671. 2 2. 4.10 TRIM AMPLIFIERS - 18369 & 1B389.. 2... 4.11 SYNCHRONOUS FILTERS... .. 2.0.0.5 a\t2|_ CHASE DETECTOR sje ef) taf WIRING DIAGRAMS. . 0... ee oot (See List of Illustrations for Contents) GROUND CHECKS AND FLIGHT ADJUSTMENTS... . . . A ee er ea 61 CENTURY IIANDIIBAUTOPILOTS.. 22. ll! 61 6.1.1 Ground Checks... 2-2-2. Oe tee era 6-1 (G12) Palit Checks: 2s eet en ee ee tn 62 62 CENTURYINAUTOPILOTS.. .....-...-.-5 se BS 6.2.1 GroundChecks. . 2... 2. gouccouads) 622 Ground Checks and Adjustment - Automatic Pitch Trim... 11.) 7 + 67 63 AUTOMATIC PITCH TRIMSYSTEMS. .. 2... 24.0.5. 68 G31 Gone... 2 ee ee ee le aes) 632 GroundChecks. ee ne s:) 64 FLIGHT ADJUSTMENTS FOR 1C515-( ) AMPLIFIERS... .. . . . 69 6.4.1 Roll Threshold (Rth) Adjustment. . 2... es OO 64.2 Pitch Threshold (Pth) Adjustment... sls te 610 65 FLIGHT ADJUSTMENTS- ALLCENTURY II... 22... . . . 610 65.1 Roll-NoRadioCouplr. ........2-.-000 te 610 65.2 Roll-With Radio Coupler... 2 2... Gobdnoadceaoe 6-11 6.63) Pitch tee Se ee ee 6-12 67_ GLIDESLOPECOUPLER. ................... 4 6-14 6.7.1 In-Flight Adjustment Procedure for 1C493 Glide Slope Coupler Without 66D94 TestBox. . 2... tt ee ONS 6.7.2 In-Flight Adjustment Procedure for 1C493 Glide Slope Coupler With 66D94 Test Box. .... eae tryemen ee erg 614 aFIGURE 11 12 13 14 15 16 17 18 19 1-10 11 pees eee SSQeek SREssezess S8eesearas ee ae ap 4aic 41D 42 43 44 44a 448 458 458 464 468 47 438 498 498 4100 4-108 411A 4.120 413A 4118 4128 4138 414 415 Issued: Jan. 1973. LIST OF ILLUSTRATIONS TITLE PAGE ‘THE CENTURY FAMILY OF AUTOPILOTS CENTURY II AND IIB CONSOLE/AMPLIFIER. .- . . . . - Pc ott DIRECTIONAL GYRO (52054)... . . Bees Dla AIRCRAFT TRIMEFFECTS.. . ee CENTURY II SYSTEM CONFIGURA’ BLOCK DIAGRAM - CENTURY II CONSOLE/AMPLIFIER. CENTURY IIICONSOLE. we ee CENTURY Ill SYSTEM CONFIGURATIONS... . BLOCK DIAGRAM - CENTURY III 1D395 AMPLIFIER. RADIO COUPLER. . . angeeenimee ses BLOCK DIAGRAM - RADIO COUPLER 1¢388, - | | BLOCK DIAGRAM - GLIDE SLOPE COUPLER 1C493, - WIND EFFECTS ON APPROACH. ....... +. STABILIZER/TRACKER SYSTEM, «os. BLOCK DIAGRAM - STABILIZER/TRACKER. BLOCK DIAGRAM - AUTOMATIC TRIM SYSTEM. . TYPICAL TRIMSENSORS. . 2. we TYPICAL TRIM SERVO AND AMPLIFIERS... . . TRIMTABOPERATION.... 2... Dt TRIM SENSOR IN “UP ELEVATOR” CONDITION... 2... TRIM SENSOR IN “DOWN ELEVATOR” CONDITION. - - ) . . : CANE Boo og ocean Gon peerieee ee ee os QUICK CHECKS CENTURY II TROUBLESHOOTING LOGIC CHART. |... 35 CENTURY Ii INTERCONNECT WIRING DIAGRAM... ... 0 2... 36 CENTURY Ill TEST SET-UP. Reem reiewe eee se nee stg QUICK CHECKS CENTURY lil TROUBLESHOOTING LOGIC CHART... 3-15 CENTURY III INTERCONNECT WIRING DIAGRAM. .......... 316 CENTURY III SCHEMATIC... . ee ce ol CENTURY II PRINTED CIRCUITBOARD. | 22 121.1! Booaoet) CENTURY IIBSCHEMATIC. ow bl ae CENTURY IIB PRINTED CIRCUITBOARD.. - 2. 22 2. fo Aon CENTURY IITESTSET-UP. ol a CENTURY I! & IIB CONSOLE ADJUSTMENTS. 222222222225 410 pial l ats CENTURY III CONSOLE SCHEMATIC... 2. 2 2... 10395 AMPLIFIER SCHEMATIC... se 5 1D395 AMPLIFIER PRINTED CIRCUIT BOARI os 1€515 AMPLIFIER SCHEMATIC... . . . . 1515 AMPLIFIER PRINTED CIRCUIT BOAR! 1€515 -1&-ZAMPLIFIERSCHEMATIC. Dt 424 1C515-1 & -2 AMPLIFIER PRINTED CIRCUIT pte. 426 CENTURY Ill AMPLIFIER TESTSETUP. ©... 222 D212 427 SELECTOR RESISTOR CHART. wt fate) 428 ROLL SIGNAL FILTER 18440 SCHEMATIC. |. 7 ee ee 4:30 ROLL SIGNAL FILTER PRINTED CIRCUITBOARD.. 2.) 2111 1) 431 PITCH SIGNAL FILTER SCHEMATIC... 2! et ec. PITCH SIGNAL FILTER PRINTED CIRCUITBOARD.. |) 12) 433 1€388 RADIO COUPLER SCHEMATIC -S/N6.000& ABOVE. ©) 2111 1 437 1€388 RADIO COUPLER SCHEMATIC - S/N 1,48006,000.. . . 1... 4-38 1€388 RADIO COUPLER SCHEMATIC -S/NUP TO 1,480... ° ) ) |.) | | 14.39 ‘1€388 RADIO COUPLER PRINTED CIRCUIT BOARD S/N 6,000 & ABOVE... | 1440 1€388 RADIO COUPLER PRINTED CIRCUIT BOARD S/N 1,480 TO 6,000. | 14-41 1€388 RADIO COUPLER PRINTED CIRCUIT BOARD S/N UP TO 1,480... | 14.42 1€388C RADIO COUPLER SCHEMATIC S/N 6,000& ABOVE... . . . | 4.43 1€388C RADIO COUPLER SCHEMATIC S/N 1480T06,000.. 22 2) 1). 4 444FIGURE 416 47 418 4198 4.198 420A 4-208 4200 4210 4218 4220 4228 4230 4.238 4240, 4.248 425 427 428 51 52 53 61 62 63 TABLES a 42 Poge iv TITLE PAGE CENTURY II RADIO COUPLER TESTSET-UP. .. 2.2... 2.25. AAaR CENTURY III RADIO COUPLER TESTSET-UP. . 22... tes AMM GLIDE SLOPE COUPLER TESTSET-UP. ... 2-22-22. 0: 4-50 GLIDE SLOPE COUPLER SCHEMATIC. ©... ee eee 451 GLIDE SLOPE COUPLER PRINTED CIRCUITBOARD.. .... 2... . 452 TRIM AMPLIFIER 79C54SCHEMATIC. . 2. 455 TRIM AMPLIFIER 79C54 PRINTED CIRCUITBOARD.. . 2... 1.) 4-56 TRIM AMPLIFIER 79C54-3 SCHEMATIC... . . 5 TRIM AMPLIFIER 79C53 SCHEMATIC... . .. TRIM AMPLIFIER 79C53 PRINTED CIRCUIT BOARD. TRIM AMPLIFIER 10646 SCHEMATIC... . . . TRIM AMPLIFIER 1C646 PRINTED CIRCUIT BOARD, TRIM AMPLIFIER 1C671 SCHEMATIC. . 2... TRIM AMPLIFIER 1C671 PRINTED CIRCUIT BOARD. TRIM AMPLIFIER 18369 & 1B389 SCHEMATIC... TRIM AMPLIFIER 18369 & 18389 PRINTED CIRCUIT BOARD. ... . . . 4-65 SYNCHRONOUSFILTER.. ee ee +. 466 ONEHALF CYCLE CONDITION. Fle 1 468 PHASE DETECTOR... ..-. - ee ee + 468 CENTURY 111 30D207 CABLE HARNESS. ...----- +--+ oo cds CENTURY 11 30B198 CABLE HARNESS. «|... | peste... Be GLIDE SLOPE COUPLER 300291 CABLE HARNESS... 2... 2... 53 CENTURY IIB CONSOLE/AMPLIFIER. CENTURY II! CONSOLE (1404). ‘i @6D94 TESTBOX. 2... ee LIST OF TABLES TITLE PAGE TRIM AMPLIFIER PARTS LISTCHART «0... 319 ‘TRIM AMPLIFIER TEST PROCEDURES AND CENTERING ADJUSTMENTS. | | 3.22 Issued: Jan. 1973tL) FIGURE 1-1 ‘THE CENTURY FAMILY OF AUTOPILOTSWW 1a SECTION | SYSTEM THEORY CENTURY II: BASIC OPERATION Operator's Manual Extracts - The Century I! Autopilot is an extremely simple, all electronic, two- axis autopilot system. It is called a two-axis system because it controls both Heading and Roll, Before discussing “How It Works”, sections of the Operator‘s Manual are extracted below to ac- quaint you with “How To Work It’. Roll (Aileron) Engagement- The Century I! incorporates a failsafe electrical engage and disengage ‘mechanism in the roll servo which is operated by an ON-OFF switch in the console (Fig. 1-2). When this switch only is engaged, the autopilot is responsive to only the roll axis outputs of the attitude gyro and the commands of the console roll/tumn control. Rall Command Knob - The roll command knob ~an be used to maneuver the aircraft through the roll axis without the D.G. Hdg. command. When the Heading mode switch is engaged the roll knob is removed from the autopilot and is ineffective. However; it should be left in the centered position, for convenience, in case the roll switch is engaged. Heading Mode - The heading mode switch is located to the right of the engage switch on the Cen- ‘tury console. It is the function of this Push On-Push Off Switch to remove the roll. command knob from the autopilot circuit and add the D.G. heading command and the optional coupler functions to the basic roll attitude control. Prior to, engagement of the heading mode, the D.G. course selector and coupler modes should be preset. rrr CENTURY I CONSOLE/AMPLIFIER CENTURY IB CONSOLE/AMPLIFIER FIGURE 1.2 Issued: Jan, 1973 Page 1-1Course Selector D.G. - The course selector D.G. (Fig. 1-3) replaces the standard directional gyro and provides a fully visible course indicator around the normal D.G. opening. The D.G. dial is marked in 5° intervals and numbered each 30° around its azimuth. A center indice is provided at the top to align selected heading. Additional indices are located each 45° to facilitate rapid heading selection without mental arithmetic. Any heading may be selected, either before or after engagement and turns up to 180° may be programmed directly, either right or left. If the course indicator is rotated beyond 180° from the D.G. dial heading, the course selector will command a revérsal on bank to reach the resultant selected heading in the shortest direction. The D.G. dial is normally set to the magnetic compass with the caging knob on the left in the usual fashion while the course selector indicator is rotated by the Hdg. Knob on the right. Direc- n of rotation of both the knob and indicator commands the same direction of turn. COURSE SELECTOR DIRECTIONAL GYRO (52054) FIGURE 1.3 Aircraft Tri imed wing down. Effects - An important axiom to remember is that if the airplane is properly iN Edo Avionics autopilot in heading mode will never fly the airplane with a This statement can be changed slightly to apply to an airplane without an autopilot; In order to fly a “trimmed” airplane on a constant heading, the wings must be held level. Consider the effect of rudder trim in Figure 1-4. Viewing the airplane from the rear, note that with left rudder applied the right wing must be lowered to offset the rudder effect and keep the heading constant, i. e., the left turn effect of the rudder is canceled by the right turn effect of ‘the bank. Since the autopilot is slaved to a heading this is exactly what it will do in order to maintain that heading when the rudder is out trim. ‘Thus when operating on autopilot heading mode with a wing down, rudder trim in the direction toward the low wing is required. Page 1-2 Issued: Jan. 1973112 ‘System Configuration - As can be seen from the Operator's Manual, the Century II is an easy system to operate. The most complicated Century 1 consists of only six parts (seven, consider- ing the interconnecting electrical cable harness) as illustrated in Fig. 1-5. They are as follows: 1. Console-Amplifier - The Console-Amplifier is the focal point of the Century Il autopilot. It is both the command console through which the pilot operates the autopilot, and the computer which provides the necessary mixing of signals and voltage amplification tc drive the autopilot servos. The Console-Amplifier provides reference excitation voltages to the Directional Gyro and ial Hori in turn supply the Console-Amplifier with the needed roll reference and directional command signal to fly the aircraft, 2. Artificial Horizon - The Artificial Horizon provides the roll reference signal for the system. It receives excitation from the console-amplifier and converts it to an attitude reference signal to tell the autopilot the roll attitude of the aircraft. Loss of this roll attitude signal will cause the autopilot to fly with its “eyes closed” and therefore it may fly at any bank angle—even upside down. 3. Directional Gyro - The Directional Gyro (D.G.) supplies “compass” information to the Cen- tury I. It also receives and controls the frequency of the reference excitation signal used by the system. The pilot, by selecting a heading on the D.C. (aligning “‘Heading bug"), directs the auto- pilot to fly that heading. 4, Roll Servo - The Roll Servo receives power from the console amplifier and applies force to the aircraft controls. A solenoid controls engagement to the controls and a force limiting clutch is provided to limit the maximum force the servo can apply. The setting of the clutch is deter- mined during F.A.A. certification and its maximum setting as contained in the servo data should never be exceeded, 5. Roll Signal Filter - The Roll Signal Filter is a “Rate circuit that plugs in line with the Artifi- cial Horizon. Its purpose is to tell the console-amplifier “how fast the aircraft is rolling in one direction or the other. The Roll Signal Filter is not used in all types of aircraft. Its need is deter- mined during the F.A.A, certification. In general, incorrect operation of the Roll Signal Fitter will cause “overshooting of bank angles or control wheel nervousness”. 6. Radio Coupler - The Radio Coupler is an option with all Century II systems except those with PN101’s, KPI-550, etc. The Radio Coupler plugs in line with the D.G. and pr radio coup- ling for navigation and approaches. When a PN101 or KPI-550 is used with the Century II, a special radio coupler, 1C388-C (Collins), must be used to provide correct matching of the heading datum synchro to the autopilot. LEFT RuDoER. ~ REAR View AIRCRAFT TRIM EFFECTS FIGURE 1-4 Issued: Jan, 1973 Page 1.3OPTIONAL // eh RADIO couPLeR RY D.G. CONSOLE/AMPLIFIER ROLL SERVO ‘Two axis autopilot with optional radio coupler Weight: Including gyros, 9 pounds Power: 24 Volt -1.5 Amp 12Volt-2 Amp Optional Radio Coupler weight, 1 pound CENTURY II SYSTEM CONFIGURATIONS = FIGURE 1.5 1.1.3 Basic Signal Flow - In the block diagram (Fig. 1-6) aircraft At power is supplied to the console amplifier where it is controlled by the ON-OFF switch on the console. After the switch, A+ goes ‘three ways: 1. To the servo ent 2. To the servo am 3. To the voltage regulator and then to the SKHz oscillator. ‘The Oscillator supplies the 5 KHz regulated excitation in a 27 +1 volt peak to peak square wave to: 1. Internal circuits of the console-amplifier. 2. The D.G. and Radio Coupler if installed. 3. The Artificial Horizon. The excitation is used in the console-amplifier to: 1. Generate the Roll Command Signal. 2. Control ti (synchronous 3. Supply regulated power. for amplifi Iters) (Phase detectors). The D.G. uses the excitation to generate a ‘‘Heading Error Signal“ that tells the autopilot how far _ the heading bugs from the “Lubber Line” on the gyro and which way it needs to turn to get the 2 bug back under the “Lubber Line”. The Radio Coupler uses the excitation for power and timing Page 1.4 Issued: Jan. 1973ob sano YldITaNW/310SNOO II AYN.LNIO - WYYOVIG 19078 Page 1.5, Issued: Jan. 1973Page 1-6 ‘The Artificial Horizon uses the excitation to generate an Attitude Reference Signal that tells the autopilot the attitude of the aircraft. If a roll signal filter is installed, it uses excitation for power. As you can seé, the excitation signal is very important and anything that disturbs the excitation signal will affect the autopilot though sometimes, the effect is very subtle. Signal Processing - The most important signal in the autopilot is the Attitude Reference Signal from the Artificial Horizon. Its signal is fed directly to the summing point in the console- amplifier which represents aircraft positior. (or position plus rate if a roll signal filter is use), With only this signal, the aircraft can fly straight and level if all adjustments are correct. To cause turns, the signal from the Roll Command knob is also supplied to the summing point at which time the aircraft will bank until the horizon signal cancels the command signal. It will stay banked until a different command is injected by the pilot. The D.G. Signal will also cause a bank in the same manner as the roll command knob, but as the aircraft nears the selected course, the command decreases until the aircraft rolls out on the select- ed heading. Bank limiting is provided by limiting the maximum amplitude of the command and D.G. signal. The Horizon Signal is not limited in any way. After signals are mixed at the summing point, they are amplified by the second AC amplifior, processed by the second synchronous filter and amplified by the third AC amplifier. They are ‘then transformer coupled to the phase detector, changed to DC, amplified by the driver and the servo output, and sent to the servo motor to move the aircraft controls. Some of the voltage to servo motor is tapped off and sent to the “Electronic Fullow-Up Circuit", which is an elec: tronic model of the servo motor. The output of this circuit is used to control ‘the servo amplifier and prevent oscillation. White this has been a rather brief explanation, a more detailed explanation of the theory of oper- ation of individual circuits may be found in’the repair and overhaul section under the specific component containing the circuit i This explanation has been provided to assist troubleshooters in understanding the role that each part plays in the system. For it is only through understanding that the system can be efficiently serviced, adjusted and faulty components located. ‘The Century IIB system is identical with the Century II and the console-amplifiers are inter- changeable except for the retaining clip. The Century 11B offers the following additional features: 1. Easier Operation. 2. Improved switches and heavy-duty internal components. 3. Adjustable roll threshold for “Fine Tuning” the electronic follow-up. 4, Smoother roll action. Issued: Jan. 197312 CENTURY II BASIC OPERATION 1.2.1. Operator's Manual Extracts - The Century III is a light weight (approximately 18 pounds), all electronic, three axis autopilot system. It is called a three axis system because it controls head- ing, roll and pitch. Note that the standard Century III, although referred to as a three axis sys- ‘tem, contains only two controls servos. Before discussing the general theory of operation of the Century III, itis necessary to know how ‘the system operates; therefore, the following extracts from the Century III Pilot's Operating Manual are provided. If you happen to have a copy of the Pilot's Operating Manual handy and are not familiar with the Century III, it would be helpful for you to read the entire manual. Command Console - The Century 111 console (Fig. 1-7) is designed to provide convenient finger- tip command of ali basic autopilot functions. Magnetic engage and mode switches are designed with logical interlocking features for operational ease and simplicity. The lucite face panel incor- orates optically engineered night lighting with provisions for dimming control through the stan- dard aircraft instrument rheostat. Roll (Aileron) Engagement - The Century II! is separated into two distinct systems, the Roll/ Heading and Pitch Altitude. Each is engaged separately by means of a fail-safe electric servo engage mechanism. ‘The Roll engage acts as an autopilot master switch as well as the roll engage switch. In this capa- 'y the roll must be engaged for all other engage and mode switches to become operative. With this roll switch only engaged, the autopilot is responsive only to the roll axis of the attitude gyro and the commands of the console roll/turn control. ay CENTURY II CONSOLE FIGURE 1-7 Issued: Jan, 1973 Page 1-7Roll_Command Knob - The roll command knob controls the roll axis of the aircraft when roll mode switch is engaged. It is useful in manuevering and will permit steeper bank angles (up to 30°) than those resulting from D.G. heading commands. When the heading mode switch is en- gaged, the roll knob is removed from the autopilot circuit and - be left in the centered position for convenience. NOTE: Do not use roll mode di configuration on twin engine aircraft as engine failure will result in excessive heading deviation. Heading Mode - The heading mode switch is lovated directly adjacent and to the right of the roll ‘engage switch. It is the function of the mode switch to remove the roll command knob from the autopilot circuit and add the D.G. heading command and coupler functions to the basic roll attitude control. ‘This switch is interlocked with the roll engage so that the rol function w bbe engaged simultaneously with the heading mode switch. Prior to engagement of the heading mode, the D.G. course selector and coupler modes should be set. (See sections on coupler opera- tion when optional coupler is installed). Course Selector D.G. - The course selector D.G. dial is marked in 5° intervals and numbered each 30° around its azimuth. A center indice is provided at the top to align selected heading. Addi tional indices are located each 45° to facilitate rapid heading selection without mental arithmetic. Any heading may be selected, either before or after engagement, and turns up to 180° may be programmed directly, either right or left. If the course indicator is rotated beyond 180° from the D.G. card heading, the course selector will command a reversal in bank to reach the resultant selected heading in the shortest direction. The D.G. dial is normally sot to the magnetic compass with the caging knob on the left in the usual fashion, while the course selector indicator is rotated by the heading knob on the right. Direction of rotation of both the knob and indicator commands the same direction of turn. ‘Trim Indicator and Pitch Command Wheel - Prior to engagement of the pitch axis, it is desirabl ‘to adjust the autopilot pitch to match the attitude being flown. In this way the pilot can transi tion from hand flight to autopilot smoothly during the climbout or other pitch maneuvering. ‘The pitch servo effort meter (label same error signal as the servo amplifier. Therefore, the effort mete tween the autopilot pitch command setting and the attitude of the ““Trim") to the left of the pitch control wheel receives the fates the difference be- aft. ‘Thus, if it is pointing upward prior to pitch mode engagement, it indicates that the aircraft can be expected to increase pitch upon engagement. Conversely a down needle indicates a decrease pitch attitude upon engagement. For a smooth transition, the needle should be centered manually by the pitch command knob before the pitch mode is engaged. After engagement, the needle will stay centered because the servo continously commands or flies the aircraft to null or zero out the error signal. ‘The pitch command wheel is in the autopilot circuit when the pitch mode switch only is engaged. It is removed from the circuit and becomes ineffective upon engagement of the altitude hold. During altitude hold operation it may be set to level or preprogrammed to produce a climb or descent upon altitude hold disengagement. Pitch (Elevator) Engagement - The pitch mode switch engages the autopilot pitch servo and makes the autopilot responsive to the pitch attitude of the artificial horizon and commands of the pitch command wheel. Pitch attitudes may be directed by rotating the command in the appropriate direction. The computor system in combination with optional automatic trim will maintain this constant attitude through power changes and during gear and flap position transitions. On ai craft not equipped with the Edo-Aire Mitchell automatic trim, it will be necessary to disengage the pitch and manually trim the airplane during attitude, airspeed, or gear flap transitions. (See section on automatic trim), Issued: Jan. 1973122 Altitude Hold - The altitude hold is a “‘command' type which requires no pitch command adjust- ment prior to engagement. Engagement of the altitude mode switch will remove the pitch com- mand wheel from the circuit and initiate a smooth transition to the pressure altitude at which it ‘was engaged. Barometric sensors provide precise altitude holding with nominal climb and dive limitations for operation in turbulence. Automatic Trim Operations - The Edo Avionics automatic trim provides full time automatic ‘trim with the autopilot on. The system is F.A.A. approved for full time use from take off to ‘touchdown, When the autopilot pitch is engaged, the trim system goes on full time and will correct aircraft trim to the attitude and airspeed changes that are called for by the autopilot pitch command, power changes, etc. When the autopilot is off, the trim button on the contro! wheel is depressed by the, pilot any time he wishes to relieve control forces. This will be particulary helpful during approaches when speed is being reduced and additional trim changes are required by the lowering of flaps and gea ‘The pilot can override the trim system at any time by manual operation of the aircraft trim con- trol. In addition, the circuit breaker switch labeled “Trim” on the instrument panel may be pulled to disconnect the electric trim system from the aircraft electrical system. ‘System Configuration - The basic Century III consists of seven components, not counting the ‘cable harness. With all of its options, the total system is made up of twelve components. These ‘components are illustrated in Fig. 1-8 and are as follows: 1. Console - The console is the link between the pilot and the electronic “brain of the auto- pilot. Through the console system At is controlled and all of the basic autopilot functions are commanded to the computer/amplifier. The console also contains the limit and centering potentiometers used during initial flight adjustments. These adjustments are located under the face plate. 2, Amplifier - The amplifier contains the computer logic circuits and amplifiers that provide the ‘command signals to the roll and pitch servos. Also, all reference signals such as those from the . horizon and all command signals from the console are mixed and processed the amplifier. ial horizon provides roll and pitch referonces for the system. It receives excitation from the amplifier and converts it to attitude reference signals which tell the autopilot the roll and pitch attitude of the aircraft. As with the Century 11 system, loss of the attitude signals would cause the aircraft to fly at any bank angle or at any pitch attitude. With out attitude reference, the autopilot is “blind” and therefore could not tell the difference between right side up or upside-down, 4. Directional Gyro - The Directional Gyro (D.G.) provides a “sense of direction” for the auto- pilot. The pilot, by selecting a heading on the D.G., directs the autopilot to fly that heading. This is accomplished through the excitation signal which the D.G. converts to a heading signal and applies to the amplifier. One other function of the D.G. in the Century III system is control- ling the system excitation frequency. The D.G. contains the tuned circuits for the exci cillator contained within the amplifier. 5. Altitude Hold Sensor - The Altitude Hold Sensor supplies the Century III with an altitude reference signal. The sensor will lock on to the indicated altitude when the altitude mode but- ton on the console is pressed. As long as the aircraft remains at that altitude, the sensor will sup- ply a nulled or zero signal to the amplifier. Any deviation in altitude causes a signal change ‘which is applied to the amplifier and processed to correct the altitude deviation. Issued: Jan. 1973 Page 1-96. Roll Servo - The Roll Servo provides the force to control the aircraft ailerons. It receives its Power from the amplifier. A solenoid controls engagement of the servo to the controls and a force limiting clutch is provided to limit the maximum force applied by the servo. ‘The setting of the clutch is determined during F.A.A. certification and its maximum setting as contained in the servo data should never be exceeded. 7. Pitch Servo - The Pitch Servo is identical to the roll servo except it controls the elevator or stabulator of the aircraft. It also receives its power from the amplifier. 8 Radio Coupler - The Radio Coupler is an optional unit which provides radio coupling for navigation and approaches when plugged in line with the system’s D. G. Three types of radio couplers are used with the system, depending on the aircraft's radio and navigation display system. The 1C388 coupler is used with all systems using a standard Omni/Localizer Converter and Edo Avionics 52D54 Directional Gyro as course and heading inputs. The 1C388-C coupler is required when the Century III is coupler to navigation systems such as the PN101, KPI-550, etc., and the 1388-2 Radio Coupler is used with Edo Avionics NSD-360 Navigation Situation Display. 9. Glide Slope Coupler - The glide slope coupler is an automatic analog computer that directs the autopilot to intercept and track the approach glide path. This unit, together with the Radio Coupler, provides a complete and automatic ILS intercept capability for the Century III auto- pilot. servo and sensor is provided in 10. Automatic Pitch Trim System - This system consists of a trim ampli h provides automatic trim corrections. A detailed discussion on its operati Paragraph 1.6 of this section. 11, Stabilizer and Omni Tracker Back-Up System -(Optional) - The stabilizer back-up system is yaw and roll axis stabilizer which is capable of performing short term heading as well as omni navigation course functions. Refer to paragraph 1.5 of this section for a complete description GLIDE SLOPE COUPLER, (orrens) po. coNsoLs Spurge SERVO Gotovale Meh Teim Open) Full three axis autopilot with optional radio coupler and automatic trim system, back-up system and glide slope coupler NOTE: Stabilizer back-up systems were discontinued after 1969, Weight: Including gyros, 19 pounds Power 24 Volt - 1.9 Amp 12Volt-3. Amp CENTURY II SYSTEM CONFIGURATIONS FIGURE 1.8 Page 1-10 Issued: Jan. 1973123 In the block diagram, systom. The Century III uses the same basic circ licates it to form the pitch section. Fig. 1-9) it can be seen that the Century 11! is an expanded Century II it as the Century I! in the roll section and dup- Aircraft power is applied to the system through the console. The “ROLL” mode switch on the console serves two functions: When engaged it applies A+ to the system and also places the auto- pilot under control of the Roll Command Knob. With A+ applied to the system, the 5 KHz oscillator within the amplifier is activated and supplies the system with a 5 KHz square wave excitation signal. This signal is virtually the “backbone” of ‘the Century III autopilot. As can be seen in Fig. 1-9, the excitation signal is routed to the D.G. (which is a part of the oscillator since it contains the tuned circuit for the oscillator), the artificial horizon, the console and the various synchronous fitters and phase detectors within the amplifier. The D.G. uses the excitation to generate a “Heading Error Signal’ or D.G. signal that tells the autopilot how far and in which direction the “heading bug” is from the gyro ““Lubber Line”. This signal is applied to the first AC amplifier in the roll section of the amplifier. It is switched in or out by a transistor switching circuit controlled by the tuil command signal. Whenever the roll command signal is present (i.e. when the console is in “ROLL” only mode) the switch is open and therefore the D.G. signal will not be passed into the amplifier. By pressing the Heading (HDG) mode on the console, the roll command signal is removed (within the console) and the D.G. ™ signal is allowed to pass into the amplifier. ‘The Artificial Horizon uses the excitation signal to generate the roll and pitch reference signals for the amplifier. These signals tell the autopilot what attitude the aircraft is in. ‘The console uses the excitation to generate the roll and pitch command signals. It also uses ation to generate the roll and pitch limit and threshold signals. These signals are controlled by six screw-driven potentiometers located in the lower right comer of the console, under the face plate excitation is also applied to the altitude sensor to generate the altitude hold signal. This signal is active whenever the ALT mode switch is pressed on the console. The altitude hold signal replaces the pitch command signal and therefore places the pitch section of the amplifier under guidance of the altitude hold signals. In this configuration, the autopilot will cause the aircraft to maintain whatever altitude was present at the time the ALT mode switch was pressed. ‘The excitation signals are also used by the rc coupler. and pitch signal filters and by the optional radio From this brief explanation, the important role the excitation signal plays in the system should be apparent. Further understanding of the 5 KHz excitation signal and its function will be relat - ed in the simplified theory of operation that follows. A more detailed explanation is provided in Section IV. Signal Processing - The roll and pitch reference signals originating from the arti vide the autopilot with aircraft attitude information. In fact, they aircraft is doing. These attitude signals are fed to summing points within the amplifier (See Fig, 1-9). When the 1D395 amplifier is used, the attitude signals may be first passed through a roll tch signal filter. These filters are actually rate circuits that tell the amplifier “how fast” an attitude change is occurring; therefore, they provide rate information to the autopilot. Note that a roll and pitch filter will never be used together with a 1D395 amplifier. (Design of the signal filters is such that only one may be plugged in line at a time.) (In the 1D515 and 1D515-1 ampli- fiers, both the roll and pitch sianal filters are built-in, ial horizon pro- II the autopilot what the Issued: Jan. 1973 Page 1-11YIAITAWY S6EGL Il AYN.LNAD - WWHOVIG 19078 eLaunold Page 1-12 Issued: Jan. 197313 131 132 With just the roll and pitch reference signals, the autopilot, if correctly adjusted, will keep the air- craft straight and level. To command a turn or climb, the roll command and pitch command knobs on the console may be used. When the roll knob is rotated, a roll command signal is applied to the summing point in the amplifier at which time the aircraft will bank until the roll raference signal from the hori- zon cancels the command signal. It will stay in a bank until a different command ijected {i. e, return of the roll command knob to center position). The pitch command knob and pitch reference signal produces the same effect, but of course, controls the pitch section of the ampli- fier. Depending on the mode of operation, roll and pitch command signals originate from the roll ‘command, D. G. signal, pitch command and altitude hold signal. Regardless of which is present, the result to the summing point is essentially the same. For example, in the HDG mode, a D. G. signal will be generated when the heading bug on the D. G. is not aligned with the lubber line. In this case, the aircraft will bank in a direction that will correct the “error”. In doing so, the D. G. signal will greadully decrease the bank and the autopilot will roll out the aircraft on the proper heading. Bank limiting of the aircraft is provided by limiting the maximum amplitude of the coramand signal. The bank and pitch limiting of command signals are provided for in this manner before they reach the summing point, The reference signals, however, are not limited in anyway. After the command and reference signals are mixed at the summing point, they are amplified by ‘the second AC amplifier, processed by the second synchronous filter and amplified by the third ‘AC amplifier. The synchronous filters throughout the amplifier serve to shape the command sig- nals into a more perfect square wave and filter out other signal components, such as noise. After ‘the third amplifier stage, the processed command (command + reference signal) signal is trans- former coupled, to the phase detector, changed to DC, amplified by the driver and sorvo output, and sent to the servo motor to move the controls. A portion of the servo output signal is fed back to the electronic follow-up circuit. The output of this circuit is used to control the servo amplifier and prevent oscillation. - ‘A complete and detailed theory of operation on the Century III is presented in Section IV of this manual. The primary objective in this presentation has been to familiarize you with a general knowledge of the parts which make up a Century Il and how they are interconnected to form the autopilot system. RADIO COUPLER One of the optional components which may be in...vanected with the Century III is the radio coupler (Fig. 1-10). This sevice permits guidance of the autopilot with a radio signal. Basic Operation - The radio coupler is installed in line with the directional gyro and receives its power and excitation from the amplifier. In principle, the radio coupler provides a heading sig- nal which corresponds to the direction of the course to be flown. This heading signal is coupled to a radio deviation signal in such a manner that any radio deviation will cause a proportional Signal Processing - In Fig. 1-11, the radio voupler is broken down into block diagram form to show how the radio and huading (D.G.) signals are mixed. Issued: Jan. 1973 Page 1-13‘The radio signal (standard ARINC 150 mv) is applied to a chopper where it is transformed into AC and amplified. It is then coupled, through an isolation transformer, and changed back into DC by the phase detector. The DC signal is limited to a value corresponding to 100% or full scale deviation of the omni/loc indica- tor. This function is part of the intercept capability of the radio coupler. However, before more is said about it, we will first track the D.G. signal's path. The D.G. signal is transformer coupled (for isolation purposes) in the radio coupler and changed ito a DC voltage by the phase detector. From the phase detector the signal is applied to two diodes and two potentiometers in parallel. This provides the necessary circuitry for establishing a crosswind capability (Ref. Fig. 1-11). The circuit is adjusted in such a manner that any D.G. signal which corresponds to 15° (approximately) of heading deviation or greater is passed. Assume that the aircraft is flying on a heading of 90° and the pilot wishes to track a radial on a course of 130°, He would set his omni course selector to 130° and set the D.G. course indicator ‘to match. This will generate a signal from the 0.G. which will be passed through one of the diodes since the deviation at this point is 40°. This D.G. signal is mi deviation signal at the summing point. Remember, the radio signal even though the actual deviation at this point is considerably greater. As the aircraft turns in re- sponse to the heading and radio command, the D.G. will be nulled by the limited radi {the radio signal is opposite in polarity to the D.G. signal). At this point the aircraft will be on a heading that will intercept the radial at a 45° angle. Since the limited radio signal corresponds to 100% of deviation, the autopilot always “thinks” itis just 100% off the selected radial. There- fore, it will always seek to intercept the radial at the same angle regardless of the actual deviation beyond 100%. When the aircraft approaches the active region of the radial (within 100% deviation) the radio signal will begin to decrease. This change causes the intercept angle to decrease. AAs the aircraft heading reaches 15° of the radial heading, the D. G. signal is blocked by the crosswind circui At this point the system is responding primarily to the radio deviation signal:. If the D. G. signal was not blocked, the system would not have a crosswing capability. In this situation, the D. G. and radio signal would null at one specific point or heading—the actual aircraft heading. If ‘a crosswind were present, the D. G. signal would prevent the aircraft from establishing any crab to compenstae for the corsswind; therefore, the radio course would have to be offset to compensate for the crosswind. By blocking the D. G. signal at 15° deviation, the radio deviation, signal is permitted to crab the aircraft an amount proportional to the crosswind (up to 159) in order to keep the aircraft on course. Short term variations in heading such as produced by turbulent air, are passed to the summing point through a high pass filter. Also a very small amount of steady state D.G. signal by-passes the filter to provide dampening. Dane 1-44 Issued: Jan. 1973S8€9L Y31dNOD OGVY - WYHDVIG 49078 LL aunold Page 1-15 Issued: Jan. 197314 GLIDESLOPE COUPLER (OPTIONAL) ‘The glideslope coupler is an automatic analog computer that directs the autopilot to intercept ‘and track the approach glide path. This unit together with the Radio Coupler, provides a com- plete and automatic ILS intercept capability for the Century III autopilot. 1.4.1 Basic Operation - In order for the glideslope coupler to operate, three conditions must be met. irst, the Radio Coupler must be set in the LOC NORM mode. Second, the console must be set in the ALT mode. Third, the glideslope deviation indicator must be deflected upward for a period of twenty seconds. This provides assurance that the glide path will be intercepted from below in the normal manner. With these three conditions met, the glideslope coupler will arm automatically after the twenty second peri ‘The arming function assures that approaches to the glideslope will occur in a safe manner. For example, the LOC NORM condition prevents inadvertent coupling when flying reverse course or tracking outbound on the front course. The ALT mode condition prevents coupling from a high rate of descent and the glideslope deviation indicator condition, requiring an up deflection for ‘twenty seconds, prevents coupling from above which could result in a very uncomfortable, if not dangerous, pitch down condition. 1.4.2 Signal Processing - Before the glideslope coupler can receive power, the LOC NORM mode must, bbe switched in on the Radio Coupler. This provides the circuit ground for the glideslope coupler’ electronics. After the ground is established, the glideslope coupier receives a 150 mv meter signal from the aircraft's glideslope receiver. This signal is chopped, amplified and transformer coupled to a phase detector as shown in Fig.1-42. From the phase detector, the glidestope signal is applied to the arm and engage logig switching circuits. The arm switching circuit requires a glideslope deviation signal which is equivalent to approxi- mately sixty percent full scale up needle deflection and a +DC altitude engage signal to activate. The sixty percent glideslope deviation signal must be present for at least twenty seconds before arming will take place. With arming, the arm switching circuit will allow the engage switching circuit to turn on as the Glideslope deviation signal reaches zero deviation. At this point, the engage switching circuit acti- vates relay K1. Before continuing with the function of relay K1, we will back-t glideslope signal beyond the point of the arm and engage logi 9 circuits. The signal at this point is split into two paths. One leads to a hi itegrator circui other (steady state path) leads to a chopper. During intercept, the steady state path, through the rate circuit, is the primary controlling signal. This signal is chopped and mixed with the pitch reference signal from the horizon at T2. At this point of intercept, when K1 activates, the shunt which had been across T2, and thus preventing mixing of the glideslope signal with the pitch reference signal, is removed. Therefore, the pitch reference signal, now being applied to the amplifier will be a composite of the glideslope signal and the pitch reference signal. Effectively, the autopilot will now be commanded by a varying hori7 sn pitch reference signal. k and follow the path of the When glidestope intercept takes place (an instant before center needle), a preset down command is also mixed with the glideslope/pitch reference signal. The command signal provides an auto- matic 3 degree pitch down command to the autopilot along with the rate circuit, helps prevent overshoot and places the aircraft on the proper glide angle. (Ail glideslopes are adjusted for ano wind 3° up angle of pitch from the ground.) Page 1-16 Issued: Jan, 1973‘€6P01 YITdNOD AdOTs 3GI19 - WYHOVIG 19078 ze-Launold Page 1-17 Issued: Jan. 1973Page 1-18 The integrator circuit mentioned earlier allows the autopilot to fly the glidestope regardless of the head or tail wind conditions. Basically, this circuit is a high gain amplifier which provides additional voltage to the glideslope signal. “The circuit also has a 200 MFD capacitor feedback which effectively keeps the output of the integrator from acting on short term deviations off center needle. Therefore the integrator will only provide an output when there is a constant deviation. Consider the following exampl ‘Assume that an autopilot without an integrator has intercepted the glideslope and is coupled. A. strong headwind is present and the autopilot, due to the headwind, cannot maintain center needle. Instead, some point slightly below conter is achieved. To understand this, refer to Fig. 1-13. In this illustration the path of the aircraft at a fixed ca ‘angle of descent is shown in a strong headwind condition as compared to a zero wind condition. (Remember that the aircraft is set to approximately 3° pitch down automatically upon glide- slope intercept. To the autopilot, this represents the correct attitude on the glideslope). It can be seen that with a strong headwind the aircraft would reach the ground at a much shorter di tance than under zero wind conditions. Thus it would undershoot the approach. The electroni of the autopilot together with the glideslope signal, of course, would not allow undershoot to degree. However, since the preset 3° pitch down command represents the correct attitude, this signal would continously oppose the glideslope signal which is telling the autopilot that itis below center glideslope. The result is an electronic averaging. This average command would place the aircraft slightly below center needle. Therefore, the aircraft would track the glideslope_ parallel but slightly below center. WIND EFFECTS ON APPROACH FIGURE 1.13 Issued: Jan. 197315 151 152 ‘The integrator prevents off center tracking by sensing any constant deviation of the glide slope signal. It allows approximately 10 to 15 seconds to pass before acting upon the signal. in this way short term deviations caused by rough air will not cause an output from the integrator. With long term deviation, however, the integrator provide an additional signal which is mixed with the glide slope signal. The resultant signal corrects the deviation and allows tracking of the glide slope without needle off-set. In Fig. 1-12, a push button switch is shown across the integrator circuit. This button is located on one end of the glideslope coupler and is used during flight adjustment. It effectively shorts ‘the. integrator while adjusting the pitch or glideslope angle. Also note that the integrator is shorted prior to intercept of the glideslope. This is accomplished through a set of contacts on relay K1 (not shown in Fig. 1-12). This assures that the integrator will not provide a false out- put at the point of intercept. STABILIZER SYSTEM AND OMNI TRACKER Description - The stabilizer system is a yaw and roll axis stabilizer which is capable of performing short term heading hold as well as omni navigation course functions. It may also be used asa stabilizer back-up option, providing a “standby” system to maintain the yaw and roll modes of flight with the Edo-Aire Mitchell Century I! and III autopilots. Its principal components are a rate gyro and servo amplifier combined, a small panel mounted on- off switch, a panel mounted azimuth trim switch, a control wheel mounted azimuth disconnect switch and an aileron servo assembly. See Fig. 1-14. Basic Operation - The rate gyro used in the stabilizer has only one gyro wheel. It is inclined at a 45° angle (with reference to the fore and aft center line of the fuselage) which permits sensing both the yaw and roll axis. The rotating gyro wheel is retained by a moveable gimbal which is centered by a pair of calibrated springs. A metal vane attached to the moveable ‘mnbal changes the flux gap of an electrical pickoff to provide gyro error signals, which are sent to the servo am- plifier. ‘The electronic gyro-amp accepts the error signals from the rate gyro and through the process of mixing and comparing like and unlike voltages determines the DC polarity and how much of the corrective signal shall be fed to the aileron servo motor. See Fig. 1-15. The servo motor is a geared, DC, electrically reversible motor, which is engaged or disengaged to 2 cable capstan by a solenoid operated idler gear. The cable capstan hata short length or aircraft control cable (commonly called a bridle), wrapped around it, usually one or more turns, ends mechanically fastened to the aircraft control cables. ‘Therefore, the rotational torque generated at the capstan is transmitted to the aircraft control cables. system which permits In course functions. ‘The same signal that is generated by the omni converter to move the course needle is used by the electronic acker. The processed omni signal is summed with the rate gyro signal in the servo amplifier to drive the aileron servo motor. This maintains the aircraft on an omni radial. See Fig. 1-14. When used as a stabilizer back-up option, a small relay changeover box is added to the installa- tion. This relay box is usually remotely located and contains the relay which automatically engages the stabilizer system when the autopilot system is in the “OFF” position and the back- up system switch is in the “ON” position. When installed as an autopilot back-up system, the stabilizer uses the same roll (aileron) servo as installed with the autopilot and requires no additional servo. Issued: Jan. 1973 Page 1-19To WHEEL SWITCH ON/OFF SWITCH TRACKER STABILIZER STABILIZER/TRACKER SYSTEM FIGURE 1-14 sramuuzen joscitta BLOCK DIAGRAM - STABILIZER/TRACKER, FIGURE 1-15 Issued: Jan. 197316 1.62 AUTOMATIC TRIM SYSTEM Description - The automatic trim system provides an automatic means of positioning the control trim system to relieve the pilot or autopilot of pitch change pressures. When an aircraft is placed in a climb or descent configuration, or a power change is initiated, (and ‘on some aircraft as fuel is consumed), an attitude change occurs. This causes a deflection of the control surfaces into the moving slipstream, which creates a force that is fed back through the contro! column to the pilot. To relieve this control pressure, the pilot activates a trim sensor switch mounted on the control wheel which enables the automatic trim system to operate, there- by reducing the fatigue of the pilot. When the Century II! autopilot is “ON" (pitch mode), the automatic pitch trim system is in constant operation and no special manipulation is required by ‘the pilot. This provides another added bonus! When the autopilot is switched “OFF” it always hands the aircraft back to the pilot in a “Trimmed” condition. Basic Theory of Operé sensor, a pitch trim servo amplifier, and a pilot's wheel mounted control switch. Soe - The automatic pitch trim system consists of three basic units, a trim ig. 1-16. ‘The trim sensor is an assembly consisting of a fixed mounting plate with two adjustable contacts and a sliding or rotating bar with a common contact, which is attached to pulleys that ride on the “UP and “DOWN” elevator cables. Cable tension operates the moveable portion of the trim sensor which initiates appropriate trim action. See Fig. 1-17... Since both types of sensor assem- blies work by the same principle, only the sliding bar type, (the most common) will be used for the example. The pitch trim servo and amplifier are normally installed on the same mounting bracket. See Fig. 1-18. The pitch trim servo is a geared, DC, electrically reversible motor. The servo capstan thas a short length of aircraft control cable (bridle) wrapped around it with the ends mechanically fastened to the trim control cables. Therefore, the rotational torque generated at the servo cap stan is transmitted to the trim cables. The pitch trim amplifier supplies the operating power for the servo. It is a dual sided amplifier, one side of which runs the servo motor in a clockwise direction; the opposite side runs the servo” ‘motor in a counterclockwise direction. ‘The contacts on the trim sensor merely determine which side of the dual amp will operate, and for how long, thereby causing the servo motor to run in the desired CW or CCW direction and for the proper amount of time. The pilot's wheel mounted switch is usually installed in the left side of the contro! wheel and can be operated with the left thumb. The pilot uses this switch to trim out the control forces when the autopilot is not engaged. Since the trim sensor works on the principle of “Tension” on the control cables, an under- plies it by moving the control yoke fore or aft. This displaces the elevator or pitch control into the moving slipstream. This is perfectly normal and is the pilot's way of controlling or making the aircraft do what he wants. There are two contro! cables connected between the control yoke to the elevator or pitch con: trol. Both cables will be pulled respectively for “UP” or “DOWN” deflection of the elevator or Pitch control. Obviously, you can not push on a flexible cable and get any work out of the other end. Issued: Jan. 1973 Page 1-21BLOCK DIAGRAM - AUTOMATIC TRIM SYSTEM. FIGURE 1-16 When the pilot pulls the control yoke aft, the control cable is pulled that will deflect the trailing ‘edge of the elevator "UPWARD" into the slipstream. The slipstream immediately tries to return the deflected control surface to a neutral or “Streamlined” position, which it will do unless the pilot holds aft pressure (pulls) on the contro! column with an equal force that will maintain the control surface in its deflected condition. It is this pulling on the control cable which places it tunder tension, The opposite (down) control cable will not have tension on it, at this time, as it is not performing any work. In fact, under the above conditions, it could be removed however, when the situation is reversed, it will be needed for the downward pull. On long cross country flights, the continuous effort of constant pressure on the control column very tiring for the pilot. To minimize the fatigue problem and to aid in aircraft control, trim tabs are used. They are a small auxiliary control or portion of a primary control which is hinged and built into or mounted on the primary control. In this case, it will be used for pitch trim. It is the trim tabs that remove the “tension” from the aircraft control cables. The trim tabs work by the very same principle as the elevators. They are deflected into the slipstream by the pilot. However, they are not a free floating type of control. Onoa they are positioned by the pilot or the pitch trim servo, they will remain in that position until moved again by the pilot or auto- matic trim. They are not connected to the control yoke, but are usually operated by a small hhand wheel or orank and aircraft cables (trim cables). They cannot streamline themselves and must be manually operated both ways. Page 1-22 Issued: Jan. 1973comMON CONTACT CONTACT rien ELEVATOR CABLE ELEVATOR CABLE up ELEVATOR CABLE @ 3, common <= “DOWN” ELEVATOR CABLE TYPICAL TRIM SENSORS FIGURE 1-17 Issued: Jan. 1973 Page 1.23Page 1-24 TYPICAL TRIM SERVO AND AMPLIFIER FIGURE 1-18 Once the pilot deflects a trim tab, the slipstream immediately tries to streamline or neutralize ‘Not being free to rotate about its hinge or pivot point, it must move in an up or down direction striving to streamline itself. As it is mechanically attached to the trailing edge of the elevator, it is carried “UP” or “DOWN” by the trim tab’s action. As the trim tab is deflected more and more to the slipstream, the greater the “UP” or “DOWN” travel of the elevator. Just as an elevator or pitch contro! flies an aircraft up or down, a trim tab flies an elevator up or down. See Fig. 1-19. Therefore, a properly adjusted trim tab can “fly” the elevator into the desired deflected position and maintain it there. As the trim tab has now assumed the entire workload, it has removed the tension from the “pulled” elevator control cable and control yoke. Now that the principle of applying and removing tension to a control cable has been reviewed, it can be applied to the trim sensor. With the elevator surface in a neutral or streamlined po: both elevator control cables will have equal tension. In this position, the common contact and sliding bar assembly of the trim sensor will be in the “Neutral” position and no trim signal will be generated, See Fig.1-17(b) When the elevator is deflected upward, the moving slipstream tries to force it back into the neu- tral position. This force creates a greater tension on the ‘“UP” elevator cable which causes the sliding bar and its contact to slide upward, making contact with the fixed up command contact. See Fig. 1-20. ‘This energizes one side of the servo-amp causing it to energize the servo, which begins to move ‘the trim tab in the proper direction. The servo will continue to run until the trim tab is deflected sufficiently to relieve the tension on the up control cable. At this time the sliding bar and its contact will move back to its center or neutral position. This breaks the circuit to the servo-amp which also stops the servo and trim tab. Issued: Jan. 1973‘TRIM TAB OPERATION FIGURE 1-19 When the elevator is deflected downward, the same sequence of events occur. However, the down command and common contacts now energize the opposite side of the servo-amp and the servo runs in the opposite direction. See Fig. 1-21. Remember! When the autopilot is engaged, the automatic trim system is fully automatic and working 100% of the time. When the autopilot is off, the automatic trim system will not work until the pilot depresses his contro! wheel mounted tr ich. The pilot manually positions the control yoke to his desired position, then depresses his trim switch which now supplies the power for the automatic trim system, Once the power has been supplied, the system works exactly as before. When the con- trol forces have been neutralized, the pilot merely releases this trim switch. He can trim the air- Page 1-25aype: ELEVATOR CABLE “DOWN” LE TENSION ELEVATOR CABLE AGAINST UP CONTACT 9 ‘TRIM SENSOR IN “UP ELEVATOR” CONDITION FIGURE 1.20 S.-J “up” 1S TOR CABLE CABLE TENSION ELEVA CES BAR AGAINST DOWN CONTACT 4 gl \& “DOWN” ELEVATOR CABLE ‘TRIM SENSOR IN “DOWN ELEVATOR” CONDITION FIGURE 1-21 Page 1-26 Issued: Jan. 1973SECTION II AUTOPILOT INSTALLATION DATA The following section contains a parts description, nomenclature and location for each supplemental type certificate (STC) held by Edo Avionics for the Century II and III autopilots. This section is arranged alphabetically according to airframe man- facture and then numerical within a specific manufacture according to aircraft model. ‘An index of manufacturers is provided on the following page. In addition to the above mentioned information, the data sheets also contain servicing data which include servo clutch settings, trim sensor joint settings and bridle cable part numbers. At the top_ of each data page the aircraft manufacturers name, the system (Century I! or Century III), the autoy (AK) and STC numbers and the model(s) covered by the STC are listed. To the left of this page is an outline drawing of the listed aircraft. The circled numbers show location of the various autopilot components and correspond to the numbers in parenthesis under the LOCATION column on the data page.INDEX CU r—_— i AEROSTAR— —- —_- —_- — — Y AMERICAN AVIATION —_- — — — Y BEECHCRAFT- —_- —_- —- — — a BELLANCA—- —_- —_- —_- —_— — i BRITTEN-NORMAN- — -—- —- — i cEssNA- —- —- —- — — — , DEHAVILLAND —_- —_- —- —- — i HELIO- —_—- —- —_— —- — — ; OO ————=——— | Oe E————”rr—CCEC—Ci_CiCisCz | PPER- —- —- —- —_—_ — — | UG? =e Ge ae Ge = = | Issued: Jan. 1973 eyAERO COMMANDER 100/180 22 Issued: Jan. 1973AERO COMMANDER CENTURY It ims a STC SAT0B0SW AERO COMMANDER 100/180 PART DESCRIPTION ined NOMENCLATURE ‘CONSOLE-AMPLIFIER, 10385 (1) Instrument panel ARTIFICIAL HORIZON 52068 (1) Instrument Panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10363293 (3) Under floor; pilot's side, first bay aft of wing strut attach point. (MAIN CABLE HARNESS 30c198 RADIO COUPLER (OPT) 10388 (1) Instrument panel SERVICING DATA. itch Trim Servo Clutch Setting (Ibs): ‘rim Sensor Point Gap (in): Bridle Cable(s): Roll - 308221 Limitations Placard Part Number: 13A344-293AK221 AK353 AERO COMMANDER 500A, 500B, 500U, AND 500SAERO COMMANDER CENTURY HIT AK221 i STC SAgsosw AERO COMMANDER 500A, 5008, 500U, AND 500S PART DESCRIPTION ‘AND. LOCATION NOMENCLATURE ROLL SIGNAL FILTER 18440 (1) Under instrument pane! near artificial horizon CONSOLE 0404 (1) Lower portion of pedestal ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52084 (1) Instrument panel ROLL SERVO 10465-1-221F (3) Under inspection plate in center floorboard PITCH SERVO 10470-1-221P (4) Under canter floorboard, just aft of rol servo ALTITUDE HOLD 104071 (6) On forward cabin bulkhead above air duct, right side (middle) MAIN CABLE HARNESS 3002076 RADIO COUPLER 10388, (1) Instrument panel TRIM SERVO 10489-1221 *(7) Just forward of Station 252.0 in oft fuselage st top TRIM SENSOR 10365221 (8) Mounted at bulkheed station 198 at bottom of at fuselage, conter TRIM SWITCH 40845 Left side of pilot's control wheel AMPLIFIER 4C515-1 OR 10995 (2) Under floorboard between roll and pitch servos NOTE: AK353 SA1394SW with Command/Electric Trim SERVICING DATA Roll Servo Clutch Setting (Ibs): 35 + Pitch Servo Clutch Setting (Ibs): 20 # 2 Pitch Trim Servo Clutch Setting (Ibs): 20 + 2 “rim Sensor Point Gap (in.): .010 + .002 Sridle Cable(s): Roll - 308262. _ Pitch - 308263, Limitations Placard Part Number: See AFM Supplement 25AERO COMMANDER CENTURY IIL = a STG S200) ee ee eee ERO COMMANDER OSE ee eee ee PART DESCRIPTION LOCATION NOMENCLATURE ‘CONSOLE 10408 (1) Lower portion of pedestal ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL. GYRO 52084 (1) Instrument pane! BOLL SERVO 10465-1-270R (3) Under floor between pilot's seats PITCH SERVO 10470-1-270P (4) Under floor just aft of Station 178.812. Remove center floor panel in baggage compart. ALTITUDE HOLD 10407 (8) On forward cabin bulkhead on top of air duct, on right side of A/C C/L MAIN CABLE HARNESS. 300207-7 RADIO COUPLER 10388 (1) Instrument panel ‘TRIM SERVO 10469-1-270 (7) Aft of fuselage on A/C C/L, just forward of Station 328.0 at top of fuselage ‘TRIM SENSOR 1€365-270 (8) At bulkhead Station 254.0 at bottom of busaloge on A/C C/L, TRIM SWITCH 40845 Loft side of pilot's control wheel AMPLIFIER 10515 (2) Forward of Station 5.50, lower section right side in radar compartment SERVICING DATA Roll Servo Clutch Setting (Ibs): 354 5 Pitch Servo Clutch Setting (Ibs): 20 4 2 Pitch Trim Servo Clutch Setting (Ibs): 204.3 ‘Trim Sensor Point Gap {in.): .010 + .002 Sridle Cable(s): Roll - 308262 __ Pitch - 308263 Limitations Placard Part Number: See AFM Supplement 27AMERICAN AAS TRAVELER 28 Issued: Jan. 1973AK374 STC SA1486SW AMERICAN AVIATION CENTURY II AMERICAN AA-5 YANKEE PART DESCRIPTION ‘AND. NOMENCLATURE ‘CONSOLE-AMPLIFIER 10385 ROLL SIGNAL FILTER 18440 ARTIFICIAL HORIZON 52066 DIRECTIONAL GYRO 52054 ROLL SERVO 1€363-1-373R (MAIN CABLE HARNESS s0cte8 RADIO COUPLER (OPT.) 1¢386-M LOCATION (1) Instrument panel (1) Near artificial horizon (1) Instrument pane! (1) Instrument pane! (3) On lower end of control yoke support bracket, directly below fuel selector valve, on AIC CI, (1) Instrument pane! Roll Servo Clutch Setting Pitch Servo Clutch Settit itch Trim Servo Clutch «rim Sensor Point Gap (in. Bridle Cable(s): SERVICING DATA: 2043 (Us): ing (Ibs): Roll - 308200 Limitations Placard Part Number: 130344374 29wie “WNE ‘NE ‘8LH ‘S8L9 ‘00/6-S8L3 ‘TaVOH ‘DG¥OL ‘HSVOL "HS¥0 ‘9S¥0 ‘S8La ‘SBLC ‘981d “(S-NS)I-SPO.L ‘o-Bur Hoa38 Issued: Jan. 1973 210BEECHCRAFT: CENTURY II AK235 BEECH JRB.6, D18C, D188, £18S-9700, STC SA745SW G18S, H18, C-45G, C45-H, 'C-45H, TC4S-G and TC-45J (SNB-8)* PART Desc 1PTION LOCATION NOMENCLATURE ROLL SIGNAL FILTER 18440 CONSOLE 10404 ARTIFICIAL HORIZON 2067 DIRECTIONAL GYRO 52084 ROLL SERVO 10414-2368R PITCH SERVO 1€470-252P ALTITUDE HOLD 10407 MAIN CABLE HARNESS 300207-4 RADIO COUPLER, 1¢388-( ") GLIDE SLOPE COUPLER 10493 GS, COUPLER HARNESS 300291 ‘TRIM SERVO 1368-235 ‘TRIMSENSOR 1486-235 ‘TRIM SWITCH 908192 AMPLIFIER 10305 18-5011. ‘*Model RC45J when modified ptr Beech Drawing 404-001100 and 3N, 3NM and 3Tm when modified per Beech Drawing (1) Under instrument panel near artificial horizon (1) On pedestal benesth throttle quadrant tine a (1) Instrument panel (9) Just outboard ht engine at rib No.2 and forward of main spar (tax light inspection 1oor 14) Underneath floorboard on contertine, between first and second bulkhead ring aft of main spar {6) On forward cabin bulkhead of on angle brace, between instrument panel and forward ‘abin bulkhead, pilot's side (1) Instrument. panel (1) Behind instrument panel wit im 3 feet of artificial horizon (7) Under baggage compartment floor of A/C C/L, (8) Under baggage compartment floor with trim servo on A/C C/L Pilot's control wheel (2) On ai raft radio rack in nose section of aircraft Roll Servo Clutch Setting (Ibs) SERVICING DATA 5543 Pitch Servo Clutch Sottng (les: 803 Pitch Trim Servo Clutch Setting (Ibs): 20 + 6 ‘Trim Sensor Point Gap (in. .010 + 002 Bridle Cable(s): Roll -30B278. Pitch - 30B279 Limitations Placard Part Number:See AFM Supplement anBEECH MUSKETEER 19A, 1319, M19A, 23, A23A, B23, C23, A23- 19, A23-24, A24, A24R, A23 2412 Issued: Jan. 1973BEECHCRAFT- CENTURY I BEECH 19A, 1319, M19A, 23, AK342 : ‘A23A, B23, C23, A23-19, AZ3-24 cee ‘A24, A24R, AZ3 PART DESCRIPTION ice NOMENCLATURE CONSOLE-AMPLIFIER 10385, ROLE SIGNAL FILTER 18440 ARTIFICIAL HORIZON, 52086 DIRECTIONAL GYRO 52084 ROLL SERVO 10363-1-3418, MAIN CABLE HARNESS. 30c198 RADIO COUPLER (OPT.) 103884) eligible for this autopilot i Roll Servo Clutch Setting (Ibs): Pitch Servo Clutch Setting (Ibs): itch lutch Setting Trim Servo Ch Trim Sensor Point Gap (in.): * Aircraft Models 23,423 and 423A with aircraft serial numbers M-1 through M-962 and MA-1 through MA-27 must be ‘modified in accordance with lati (1) Under the throttle quadrant a (1) Under instrument panel near artificial horizon (1) Instrument panel (1) Instrument panel (2) Under floor and just aft of elevator trim pedestal. 8 1/2" forward of Station 126.75 left of C/L, (1) Instrument panel ‘Service News Letter, Volume XX No. 11 dated November 1967, before they are ion. SERVICING DATA. 30+5 Bridle Cables): Roll - 308383. Limitations Placard Part Number: 1334-342 213BEECH BONANZA and DEBONAIR 35-A33, 35-833, 35-C33 35C33A, £33, E33A, E33C, F83, F33A, F33C, G33 214 Issued: Jan, 1973BEECHCRAFT: CENTURY II AK311 BEECH MODELS 35-33, 35-833, 35.C33 STC SA1231SW 35-C33A, E33, E33A, E33C, F33, F33A, F33G 633,36 AND A36 PART DESCRIPTION ‘AND LOCATION : NOMENCLATURE CONSOLE-AMPLIFIER 10385 (1) Instrument pane! ARTIFICIAL HORIZON , 52066 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) tnstrument panel ROLL SERVO 10363-1-275R (9) Just aft of ltt ain gar jt forward of rar par and between the fst and second MAIN CABLE HARNESS 30c198 RADIO COUPLER (OPT.) 10388 (1) Instrument panet a SERVICING DATA. +5 4 Pitch Servo Clutch Setting (Ibs) ‘itch Trim Servo Clutch Setting (tbs): frim Sensor Point Gap (in.): le Cable(s): Roll - 308258 Limitations Placard Part Number: 13A344-311 215eea-ge ‘cove VZNVNOa = Hoga Issued: Jan, 1973BEECHCRAFT: CENTURY III AK264 STC SAB9GSW BEECH 35-33, 35A33 PART DESCRIPTION ORND LOCATION NOMENCLATURE ROLL SIGNAL FILTER 18440 (4) Under instrument pane! near artificial horizon CONSOLE 1¢104 (1) Instrument panel ARTIFICIAL HORIZON 52067 (1) tnstrument panel DIRECTIONAL GYRO 52054 (1) Instrument pnel ROLL SERVO 10363-1-264R (3) In front of rear spar, beneath center coats, left side PITCH SERVO 10508-1-264P (4) In first bay aft of the partition between baggage compartment and aft fuselage at C/L bottom ALTITUDE HOLD — | 10007 (6) Aircraft radio rack, pilot’ side, between instrument panel and firewall, left side MAIN CABLE HARNESS 300207-1 * GYRO-AMPLIFIER 10358 (9) Mounted to aft side of partition between baggage compartment and aft fuselage, top It. RADIO COUPLER 103884") (1) Instrument panel TRIM SERVO 10373-1-264 (7) In ate fuselage in second bay af of begga compartinent near Station 179.00 left of och. ‘TRIM SENSOR 10326-264 (8) At second bulkhead aft of the partition between baggage compartment and aft fuselage Station 207.00 center TRIM AMP 79C54-1 TRIM SWITCH 308192 Left side pilot's wheel AMPLIFIER 1395 (2) sireraft radio rack, pilot's side, between instrument panel and firewall ‘SWITCH BOX 18405 {10) On radio rack, between Instrument panel and firewall plot's side 10359 Gyro-Ampli with 1B405 Switch Box and 308184 Cable Assombly SER' IG DATA Roll Servo Clutch Setting (Ibs): 37 *3 Pitch Servo Clutch Setting (Ibs): “18.2 _~._ Pitch Trim Servo Clutch Setting (Ibs)! 355 Trim Sensor Print Gap (i ridle Cable(s): Roll -30B304 Pitch - 308276 Limitations Placord Part Number: 13A329-264 27AK347 STC SA1365SW BEECHCRAFT: CENTURY IL BEECH 36-C33, E33 AND F33 -— PART DESCRIPTION AND. NOMENCLATURE CONSOLE 1c404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52054 ROLL SERVO 10363-1-306R, PITCH SERVO 1050841-264P ALTITUDE HOLD 10407 MAIN CABLE HARNESS 300207:3, RELAY BOX 1526 RADIO COUPLER ica8e{ ") GLIDE SLOPE COUPLER 10493 GS, COUPLER HARNESS 300291 TRIM SERVO 103735-316 TRIM SENSOR 10854-316 ‘TRIM SWITCH 3084168 TRIM AMP. AMPLIFIER 10516-41 LocaTION (1) Instrument pone (1) Insteument pane (1) Ineteumene pana (2) aft of lett main landing gear well, forward of rer spar (4) First bay aft of partition between baggage compartment and aft fuselage on C/L (6) On aircraft radio rack, pilot's side between instrument panel and firewall (1) Under instrument panet (1) Instrument panel (1) Behind instrument pane! within 3 feet of artificial horizon (7) Second bay aft of baggage compartment in aft fuselage left of C/L (8) At second bulkhead aft of partition between baggage compartment and aft fuselage onC/L| Pilot's control wheel ‘Seoond bay aft of baggage compartment in aft fuselage left of C/L, | (2) On aircraft radio rack, pilot's side, between instrument panel and firewall LL. Roll Servo Clutch Setting (Ibs): SERVICING DATA 35410 Pitch Servo Clutch Setting (ibs): 18 + 2 ‘ch Trim Servo Clutch Setting (tbs): "26 +7 -im Sensor Point Gap (in.): .007 + .002 Bridle Cable(s):_ Roll-30B258 Pitch - 30B276 Limitations Placard Part Number: See AFM Supplement 249BEECHCRAFT- CENTURY III AK316 BEECH 35-C33A, E33A, STC SA1366SW E33C,F33A AND G33 PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION ‘CONSOLE 10404 (1) Instrument panel ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52084 (1) Instrument panet ROLL SERVO 10363.1-306R (3) Aftof left main gear well and just forward of rear spar PITCH SERVO 10508-1-316P (4) in frst bay aft of partition between baggage compartment and aft fuselage on G/L ‘ALTITUDE HOLD 10407 (6) On aireaft radio rack, plots side betwaen instrument panel and firewall MAIN CABLE HARNESS 900207-3 RELAY BOX 14526 (6) Under instrument panel RADIO COUPLER 1C388-M and MC (1) Instrument pane! GLIDE SLOPE COUPLER 10493 (1) Behind instrument panel within 3 fet of artificial horizon GS, COUPLER HARNESS 30¢291 TRIM SERVO 103735316 (7) im aft fuselage in second bay aft of baggage compartment Station 179,00, lft of C/L TRIM SENSOR 10654-316 (8) In ae fuselage in second bay aft of baggage compartment, Station 207.00 on C/L. TRIM SWITCH 208416 Pilot's control wheel TRIM AMP 10871 Imaft fuselage in second bay aft of baggage compartment, Station 179.00, left of G/L AMPLIFIER 1C515-1 (2) on sircratt radio rac, pilots side between instrument panel and firewall. SERVICING DATA. Roll Servo Clutch Setting (Ibs): 35+ 10 — Pitch Servo Clutch Setting (Ibs): 19+ 4 ch Trim Servo Clutch Setting (Ibs) 2647 - «sm Sensor Point Gap {in.): .007 + .002 Bridle Cable(s): Roll -30B258 Pitch - 308276 Limitations Placard Part Number: See AFM Supplement 221BEECHCRAFT: CENTURY II! ON ososw BEECH F33A S/N CE316 and UP —————— PART oe LOCATION NOMENCLATURE CONSOLE tone (1 strument panel ARTIFICIAL HORIZON ‘$2067 (1) Instrument panel DIRECTIONAL GYRO ‘62054 (1) Instrument pane! ROLL SenVO 40368-12008 (3) Aft of tft main ger wel and just forward or ee spar PITCH SERVO fosoB 315° (4) ast aft of Station 216 and near centrtne of sreratt ALTITUDE HOLD 10407 (6) On aircraft radio rack, pilot’s side between, instrument panel and firewall MAIN CABLE HARNESS Soar RELAY BOX tasze (5) Under instrument panel RADIO COUPLER 10388 (1) Instrument panel GLIDEsLoPE courten | REFER TO AK262 TRIM SERVO tearaeane (7) dus forward of second bulkhead (Station 207) at of rear baggage compartment door pont TRIM SENSOR yoee7-315 (0) Ate fuselage section at Station 292.5 near cenerin of airrtt lt side of C/L TRIM swrrcH oases Pilot's control wheel AMPLIFIER reste (2) Airrat radio rack, pilot's tide, bxtween insrument panel and firewall SERVICING DATA: Roll Servo Clutch Setting (Ibs): 35+ 10 Pitch Servo Clutch Setting (Ibs): 19 + 4 tch Trim Servo Clutch Satting (Ibs): 26+ 7 srim Sensor Point Gap (in): .007 + 002 Bridle Cable(s): - Roll-30B258. Pitch - 308407 Limitations Placard Part Number: See AFM Supplement 223BEECHCRAFT: CENTURY III AK202 BEECH J35, K35, M35, N35, STC SAgsESWw P36, S35 1 PART DESCRIPTION "AND. LOCATION NOMENCLATURE CONSOLE 10404 (1) Instrument pane! ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10363-202R (3) Just outboard of fuselage in loft wing forward of rear spar (landing gear wheel door) PITCH SERVO 10363202 (4) Under floor, in front of rear wing spar, left of A/C centerline ALTITUDE HOLD 10407 (6) aircraft radio rack, pilot's side between instrument panel and firewall MAIN CABLE HARNESS 300207.1 *GYRO-AMPLIFIER 10369 (©) On the partition betiveen baggage compartment and aft fuselage, copilot’ side RADIO COUPLER 10388 (1) Instrument panel TRIM SERVO 10373167 (7) Behind baggage compartment let side where trim cables go up from bottom of fuselage ‘TRIM SENSOR 1c318-194 (8) Underfloor, center, just aft of rear spar TRIMSWITCH 308204 Pilot's control whee! AMPLIFIER. 10395 (2) Aircraft radio rack, pilot's side between instrument panel and firewall ‘1369 Gyro-Amplifieroptiorpl with 18405 Switch Box and 308184 Cable Assembly SERVICING DATA Roll Servo Clutch Setting (Ibs): 32+ 3 Pitch Servo Clutch Setting (Ibs) Té6+3 ‘itch Trim Servo Clutch Setting (Ibs): 254 5 ‘Sensor Point Gap (in.):.014 + .002 Bridle Cabie(s): Roll - 308242 _ Pitch - 308241 Limitations Placard Part Number: 13A392-202 2:25BEECHCRAFT- CENTURY III AK260 BEECH VS5ATC & V35BTC WHEN STC SABB2SW MODIFIED PER STC SA1035WE PART DESCRIPTION LOCATION NOMENCLATURE CONSOLE 10404 (1) Instrument panel ARTIFICIAL HORIZON 52087 DIRECTIONAL GYRO 52084 ROLL SERVO 1€363-1-260R PITCH SERVO 1¢508-1-260P ALTITUDE HOLD 10407 MAIN CABLE HARNESS. 300207-1 * SYRO-AMPLIFER jC359 RADIO COUPLER 10388 TRIM SERVO 10373260 ‘TRIM SENSOR 1€318-260 AMPLIFIER, 10395 SWITCH BOX 18405 1260 Gyro-Amifer (Stabile Optional with 18406 Switch Box and 208184 Cable Astemy. — ——— a (3) In front of rear sper, under center seats lft side (4) In first bay aft of partition between baggage compartment and aft fuselage right C/L. ‘on bottom (6) On aircraft radio rack, pilot's side between instrument panel and firewall! (8) Mounted to aft side, right bottom of pertition between baggage compartment and aft fuselage (1) Instrument panel (7) In aft of fuselage where trim cables go up from bottom of aircraft, left side (8) Just aft of second bulkhead, aft of partition betwaen baggage compartment and ‘ft fuselage (2) On aircraft radio rack, pilot's side, between instrument panel and firewall (10) On radio rack between instrument panel and firewall, left side SERVICING DATA Roll Servo Clutch Setting (Ibs): 32+ 3 Pitch Servo Clutch Setting (Ibs): 24 +. Pitch Trim Servo Clutch Setting (Ibs: 010 + 002 “rim Sensor Point Gap (it 4 2045 Sridle Cable(s): Roll -308304 Pitch - 308302 Limitations Placard Part Number:13A329-260BEECHCRAFT- CENTURY II AK245 STC SAB00SW BEECH MODEL 35 PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION CONSOLE-AMPLIFIER 10385 (1) Instrument pane! i ARTIFICIAL HORIZON 52008 (1) Instrument panel DIRECTIONAL GYRO 52084 (1) Instrument panet ROLL SERVO 10363226R (3) Forward of rear spar just outboard of fuselage, left side (lft goer door) MAIN CABLE HARNESS 30c198 RADIO COUPLER (OPT.) 10388) (1) Instrument panel SERVICING DATA. Roll Servo Clutch Setting (Ibs): 4545 itch Servo Clutch (Ibs) ‘Trim Sensor Point Gap (in. Bridle Cable(s): Roll - 308242, Limitations Ptacard Part Number: 13A344.245, 229SEA pue ges ‘Sed ‘SEN ‘SEW ‘SED ‘ger "SEH ‘Se9 ‘Se ‘SE3 ‘SEQ ‘sE9 ‘sea ‘sev vZNVNOS Hoaaa Issued: Jan. 1973 230BEECHCRAFT- CENTURY II AK248 BEECH MODEL 35 SERIE! STC SAB24SW ‘A35, B35, C35, D35, £35, F35, G35, H35 4435, K35, M35, N35, P35, S35 PART DESCRIPTION AND. LOCATION NOMENCLATURE CONSOLE-AMPLIFIER, 10386 (1) Instrument panel ARTIFICIAL HORIZON a 2067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10363-202R (3) Just outboard of fuselage in left wing forward of rear spar (landing gear wheel door) | MAIN CABLE HARNESS: 30c198 RADIO COUPLER (OPT.) 1¢388 (1) Instrument panel bp SERVICING DATA. Roll Servo Clutch Setting (Ibs) ~~. Pitch Servo Clutch Setting (Ibs): itch Trim Servo Clutch Setting (Ibs): Trim Sensor Point Gap (in.): Bridie Cable(s): Roll - 30B242 Limitations Placard Part Number: 13A344-248 3243 231BEECHCRAFT- CENTURY I AK263 BEECH MODELS V35, V35A, ‘STC SAG25SW ‘358. PART DESCRIPTION nice NOMENCLATURE CONSOLE-AMPLIFIER, 10385 (1) Instrument panel a (1) Instrument panel ARTIFICIAL HORIZON, 52066 DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 1€363-1-260R (3) in front of rear sper, under conter seats, left side —_ | MAIN CABLE HARNESS. soci9a RADIO COUPLER (OPT.) 10388-M (1) Instrumeit panel SERVICING DATA Roll Servo Clutch Setting (Ibs): 32+ 3 —~ Pitch Servo Clutch Setting (Ibs): ‘itch Trim Servo Clutch Setting (Ibs): rim Sensor Point Gap (in. Bridle Cable(s): Roll - 308304 Limitations Placard Part Number: 13A344-263 233BEECH BONANZA 234 Issued: Jan, 1973AK346 STC SA1360SW Al NOMENCLATURE CONSOLE 10404 ARTIFICIAL HORIZON 52087 DIRECTIONAL GYRO 52084 ROLL SERVO 10363-1-306R PITCH SERVO 105081-346P ALTITUDE HOLD 10407 MAIN CABLE HARNESS 300207-3 (ELAY BOX 10626 RADIO COUPLER 103881") GLIDE SLOPE COUPLER 10493 GS. COUPLER HARNESS 300281 ‘TRIM SERVO 103735318 ‘TRIM SENSOR 10647315 TRIM SWITCH 308416 TRIM AMP 1¢871 AMPLIFIER 105164 PART DESCRIPTION ND BEECHCRAFT: CENTURY III BEECH 36 AND A36 LOCATION (1) Instrument panel (1) Instrument panel (1) Instrument panel (3) Aftof left main gear well and just forward of rear spar (4) Just aft of Station 216 near centerline of aircraft {6) On aircraft radio rack, pilot's side between instrument panel and firewall (6).Under Instrument panel (1) Instrument panel Behind instrument panel within 3 feet of artificial horizon (7) Just forward of second bulkhead left of C/L, aft of rear baggage compartment door Post (remove Sth and 6th seats) (8) Aft fuselage at station 233.6 near centerline of aircraft Pllot’s contro! wheel Just forward of second bulkhead left of C/L, aft of rear baggage compartment door post {remove Sth and 6th seats) (2) On aircraft radio rack, pilot's side, between instrument panel and firewall SERVICING DATA Roll Servo Clutch Setting (Ibs) 35+10 Pitch Servo Clutch Settir 30*3 ‘ch Trim Servo Clutch (ths) 26 + 7 -cim Sensor Point Gap (in.): .007 + 002 idle Cable(: Roll -30B258 Pitch - 308407 Limitations Placard Part Number: ‘See AFM Supplement 2.38BEECHCRAFT- CENTURY II AK337 BEECH DS50A, D50B, STC SA1334SW D50C, D50E PART DESCRIPTION erry NOMENCLATURE ‘CONSOLE-AMPLIFIER 10385.24 (1) Instrument panel ARTIFICIAL HORIZON 52066 (1) Instrument panel * DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10470-265R (3) Under floorboard in center cabin section, aft of main spar MAIN CABLE HARNESS s0c188 RADIO COUPLER (OPT.) 10388-M (1) Instrument panel *10405-1-225R (60 + 4) for DS0q -Same locstion as 10470-256R SERVICING DAT) Roll Servo Clutch Setting (Ibs): 60+ 4 Pitch Servo Clutch Setting (Ibs) ‘itch Trim Servo Clutch Setting (Ibs): Trim Sensor. Point Gap (in.): Bridle Cable(s): : Roll -30B425 , 308200 Limitations Placard Part Number: — 13A344-337 237BEECH TWiN BONANZA DB0E 2:38 Issued: Jan. 1973BEECHCRAFT- - CENTURY III AK255 STC SAsa7Sw BEECH D50E PART Lette LOCATION NOMENCLATURE ‘CONSOLE 10404 (1) instrument panel ARTIFICIAL HORIZON 52067 (1) Instrument pane! DIRECTIONAL GYRO 52084 (1) Instrument pane! ROLL SERVO 10870-2665R (3) Just aft of mai PITCH SERVO 10502-256P (4) Under floorboard, in second bay aft of rear main spar, eft tide ALTITUDE HOLD 10407 (6) On bulkhead ring, left side, between instrument pane! and forward bulkhead MAIN CABLE HARNESS: 300207-3 RADIO COUPLER 1C388-M (1) Instrument panel ‘TRIM SERVO 1368-255, (7) Just aft of the aft baggage compartment bulkhead, on A/C left side, bottom ‘TRIM SENSOR 10326-265 (8) Just aft of the second bulkhead, aft, of the aft baggage compartment, bottom on G/L. AMPLIFIER 10396 (2) On bulkhead ring between instrument panel and forwarcnulkhead, left side spar under floorboard, left side SERVICING DATA Roll Servo Clutch Setting (Ibs): 60+ 4 Pitch Servo Clutch Setting (Ibs): 18 + 2 — _. Pitch Trim Servo Clutch Setting (Ibs): 21+ 2 Trim Sensor Point Gap (in.): .014 + .002 Bridle Cable(s): Roll -30B200 Pitch - 30B267 Limitations Placard Part Number: See AFM Supplement 239BEECHCRAFT- CENTURY III AK292, BEECH BARON 95-55,95-A55, 95-B55, ‘STC SA1173SW 95B-55B, 95C-55, D55, D554, E55 AND ES5A. f DESCRIPTION - PART DESO LOCATION NOMENCLATURE PITOH SIGNAL FILTER 1B440-1 (1) Under instrument pane! near artificial horizon (For 1D395 only) CONSOLE Toso (1) Upper portion radio panel [ARTIFICIAL HORIZON 2067 (1) Instrument panel DIRECTIONAL GYRO. s2054 (1) instrument panel ROLL SERVO To1G5 3098 (9) Under coner sats, forward ede of rear spar, right sde of A/C i PITCH SERVO j Toavos-252P (4) Aftof rer baggage compartment betwee fist and second bulkheads ALTITUDE HOLD 10407 (0 Aira star between ow cat ntuple forward bin bulked on copilot de MAIN CABLE HARNESS Soozor GYRO-ANPLIFIER 10358 (9) Beneath aft baggage floor, pilot's side RADIO COUPLER tewem (0 tastrument panel TRIM SERVO 1469-1208 (7) In aft fuselage behind baggage compartment, eft of C/Liot AIC TRIM SENSOR 10647-303 (8) Second bulkhead aft of the rear baggage compertment, C/L of A/C AMPLIFIER (24V) 10996 or 10Si51 (2) Aftcomer of nose baggage compartment, co-pilot’ sie or forward side of forward cabin bulkhead or radio rack in nose baggage compartment. swrrci Box 1B40524 (10) Any available space within 8 inches of the rol servo INVERTER aac? (1) Under instrument panel, copilot’ sie, and forward cabin bulkhead or on rao rack orwerd nose Baggage compatimentof forward side of forward cain bulkhead +5 SERVICING DATA Roll Servo Clutch Setting (Ibs): 45 * Pitch Servo Clutch Setting (Ibs) 13+ itch Trim Servo Clutch Setting (it): 'S*? 25 +5 Trim Sensor Point Gap (in.):.007 + .002 ia * Bridle Cable(s): Roll -30B221 Pitch 308263, Limitations Placard Part Number: See AFM SupplementBEECH BARON 95-55, 95-A55, 95-B55, 95-C55, 95-B55B, 55, DBA, E55, ESSA, 56TC and AGETC a2 Issued: Jan. 1973BEECHCRAFT: CENTURY II AK408 BEECH MODELS 95.55, 95-A55, 96-855, STC SA1565SW ‘95B55B, 95-C55, D55, E55, 56TC and A56TC PART DESCRIPTION Toneaanl NOMENCLATURE _— Console-Amplif 1038624 (1) instrument panel Z Artificial Horizon 52068 (1) tnstrument panel Directional Gyro 52084 (1) Instrument panel Roll Servo 10465-1-194R, (8) In front of rear spar, under floor, beneath center seats, co-pilot’s side ‘Main Cable Harness s0c188 Radio Coupler (Opt.) 10368-M (1) Instrument panel ‘Subilizer (Opt.) 10360 (8) Beneath aft baggage floor, either side of aircraft ‘Switch Box 18405-24 (10) Under floor, just forward of rear spar, left side Inverter 4ga17 (1) Right side of throttle control pedestal. a ‘SERVICING DATA: Roll Servo Clutch Setting (Ibs): 43.47 Pitch Servo Clutch Setting (Ibs): Pitch Trim Servo Clutch Setting (Ibe): Trim Sensor Point Gap (in Bridle Cable(s): Roll - 308221 “ Limitations Placard Part Number: 1334-196 243BEECHCRAFT: CENTURY II AK194 STC SA617SW BEECH S6TC AND AS6TC oo PART DESCRIPTION ‘AND, LOCATION NOMENCLATURE PITCH SIGNAL FILTER. 1844041 GONSOLE 10404 ARTIFICIAL HORIZON, 52067 DIRECTIONAL GYRO 52084 ROLL SERVO 1C466-1-194R PITCH SERVO. 1047-194 ALTITUDE HOLD, 10470 MAIN CABLE HARNESS 3002074 GYRO-AMPLIFIER 10359 RADIO COUPLER 1C388-M ‘TRIM SERVO 10469-1-194 ‘TRIM SENSOR 10318194 AMPLIFIER 10395 SWITCH BOX 1840524 INVERTER 48ci7 Roll Servo Clutch Setting (Its) Pitch Servo Clutch Setting (Ibs): Pitch Trim Servo Clutch Setting (tbs) ‘Sensor Point Gap (in.): (1) Under instrument panel near artificial horizon (vo rere pe a (1) fostrument panel (1) instrument panel (3) In front of rear spar underfloor, olor’ side (4) In fron of rear spar, plows side (6) Lower center of instrument panel and forward cabin bulkhead, co-pilot’s side (9) Beneath eft baggage floor, left side (1) instrument panel (7) In aft fuselage behind baggage compartment, pilot's side | (8) Under floor aft of rear wing spar, pilot's side (2) Co-pitot’s side, aft comer of nose baggage compartment or forward side of forward cabit bulkhead or radio rack in nose boggage compartment (10) Under floor in front of rear spar, near pitch servo, pilot's side (11) Under instrument panel and forward cabin bulkhead or on radio rack forward nose baggage compartment or forward side of forward cabin bulkhead, co-pilot’s side SERVICING DATA 014+ 002 Bridle Cables): Roll -308221 "Pitch - 308222 Limitations Placard Part Number: 13A329-194 2.45BEECHCRAFT: CENTURY 111 AK303 STC SA1175SW BEECH 58 and 588 T DESCRIPTION PART AND LOCATION NOMENCLATURE CONSOLE to108 (1) Upper portion of radio pane! ‘ARTIFICIAL HORIZON 52067.M (1) tnstrument pane! DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO ‘1CA65-1-303R (3) Underfloor, forward edge of rear spr, right side of A/C. PITCH SERVO 10470-4-303P (4) Aftof rear baggage compartment betwoen second and third bulkheads on C/L ALTITUDE HOLD 10107 (6) Between lower center of instrument panel and forward cabin bulkhead, copilot’ side —~ | MAIN CABLE HARNESS | 300207-4 RELAY 60x 1526-1 (6), Under instrument panol RADIO COUPLER 1c388-M (1 Instrument panel GLIDE SLOPE COUPLER 10193 (1) Under instrument panel within 3 feet of artificial horizon | GS, COUPLER HARNESS | soca i Tamm SERVO 1¢469-1.303 (7) Aftof rear baggage compartment at Station bulkhead 207, right side of C/L TRIM SENSOR 1¢847-203 (8) At second bulkhead aft ofthe rear baggage compartment, on C/L of A/C TRIM SWITCH 30a364 Pilot’ control wheel | TRIM AMP { 1064628 ‘Aft of rear beagage compartment at Station bulkhead 207, right side of G/L AMPLIFIER 1515.1 (2) Att comer of nose baggage compartment co-ilat's side, or forward side of forward cabin bulkhed, or the radio rack in nose baggage compartment SERVICING DATA. — Roll Servo Clutch Setting (Ibs); a5*B ‘itch Servo Clutch Setting (Ibs) 24 itch Trim Servo Clutch Setting (Ibs)25*3° “4 ‘Trim Sensor Point Gap (in.): .007 + 002 Bridle Cable(s): Roll -30B221 _ Pitch - 308263 Limitations Placard Part Number: See AFM Supplement. 247AK305 BEECH BARON Issued: Jan. 1973BEECHCRAFT- CENTURY IT AK305 STC SA1199SW BEECH 58 AND 584, PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION oe oe —— fess (0) unt nn ea rn ARTIFICIAL HORIZON 52066 (1) instrument panel DIRECTIONAL GYRO 52084 (1) Instrument panel ROLL SERVO 10466-1-303R (3) Forward edge of rear spar, right side, beneath canter seats, MAIN CABLE HARNESS soct98 RADIO COUPLER (OPT.) 10388.M (1) Instrument panel UL SERVICING DATA. Roll Servo Clutch Setting (Ihs): 45, +5 Pitch Servo Clutch Setting (Ibs): 4° - Pitch Trim Servo Clutch Setting (Ibs): ‘Trim Sensor Point Gap (ir Bridle Cable(s): Roll - 308221 Limitations Placard Part Number: 13A344-305 249BEECHCRAFT- CENTURY Sr¢ Sat008sw BEECH 60 AND AGO PART DESCRIPTION ‘AND, NOMENCLATURE LOCATION ‘CONSOLE 10404 OR *10404-1 (1) In canter pedestal, immediately below throttle quadrant, ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10465412918 (3) In aft wing spar box just left of aircraft centerline PITCH SERVO 104704-201P (4) Just forward of bulkhead at Station 2140, under floor, on centerline ALTITUDE HOLD 1c407 (6) On instrument panel support, directly forward of mixture levers MAIN CABLE HARNESS 300207-4 RADIO COUPLER 10388.M (1 instrument panel TRIM SERVO 10489-1-291 (7) In aft fusolage, just aft of Station 265.0; ight side ‘TRIM SENSOR 10474291 (8) In aft fuselage, aft of Station 288.0 on C/L of Aircraft | AMPLIFIER, 1 tests4 (2) Under instrument panel, just aft of firewall, right side * 10404-1 CONSOLE specially bpit for BEECH Factory only. (Has additional pigtail connection) SERVICING DATA Pitch Servo Clutch Setting (Ib) itch Trim Servo Clutch Setting (Ibs): 37 Trim Sensor Point Gap (in. 010% 003 Bridle Cable(s): Roll - 308383 Pitch - 308350 Limitations Placard Part Number: See AFM Supplement 261BEECH QUEENAIR 65, AGS, 65-80, 65-A80, 65-A80-8800 65-880, AG5-8200, 70 cod Issued: Jan, 1973AK239 STC SA767SW BEECHCRAFT: CENTURY III BEECH 65, A65, 65-80, 65-A80 65-A80-8800, 65-B80 AND AG5-8200 & 70 PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION CONSOLE, 10404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52054 ROLL SERVO 10465-1-230R PITCH SERVO 10465-1-230P ALTITUDE HOLD 10407 MAIN CABLE HARNESS: 300207-2 RADIO COUPLER, 10388. ‘TRIM SERVO 10469.1-239 ‘TRIM SENSOR 10365.239 AMPLIFIER 10398 (ono (1) Instrument panel —— i (3) Inside first access hole aft of main spar, pilot's side of aircraft (4) Instated in next bay, aft of roll servo, pilot's side (6) Mounted to floor under pilot's seat (1) Instrument panel (7) Under floor i first compartment forward of passenger compartment door, pilot's side (8) In round access hole just forward of door between seat tracks, pilot's side (2) On third inspection plate, pilots side, att of main spar Roll Servo Clutch Setting (Ibs) ich Servo Clutch Setting (Ibs): 22 4 2 tch Trim Servo Clutch Setting (Ibs): 21+ 3 Trim Sensor Point Gap (in. SERVICING DATA 55+5 010 + .002 Bridle Cable(s): Roll - 308252 Pitch - 308253 Limitations Placard Part Number: See AFM Supplement254BEECHCRAFT- CENTURY IIL .651SW BEECH 65-88 Queenair PART DESCRIPTION ‘AND, NOMENCLATURE LOCATION ‘CONSOLE e404 (1) In center pedestal ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52084 (1) Instrument penet ROLL SERVO 1414.206R (3) Inside PITCH SERVO 1414-206 (4) In next bay sft of roll serv, pilot's side ALTITUDE HOLD 1007 (6) On floor beneath pilot's sat MAIN CABLE HARNESS 300207-2 GYRO-AMPLIFIER 10389 (9) Beneath center walkway just aft of rear spar RADIO COUPLER 10386-M (1) Instrument panel TRIM SERVO 10457-206 (7) On bulkhead, aft sie of oblong acces hole, plo’ side, pax entrance TRIM SENSOR 1¢365-206 (8) Round access hole just forward of door between seat track, pilot's side AMPLIFIER 10395 (2) On third inspection plate aft of main spar, pilot's side SWITCH BOX 1840524 (10) Beneath floor above roll evo, pilot's side INVERTER 48ci7 (11) On forward cabin bulkhead, co-pilot’ side st access hole aft of main spar, pilot's side SERVICING DATA Roll Servo Clutch Setting (Ibs):55 + 5 Pitch Servo Clutch Setting (Ibs) :22 + 2 Pitch Trim Servo Clutch Setting (Ibs: 2143 Trim Sensor Point Gap (in.):.010 + .002 Bridle Cable(s): Roll -30B252 Pitch - 30B253 Limitations Placard Part Number: See AFM SupplementBEECHCRAFT- CENTURY III Ste Sarersw BEECH 65-90 and 65A90 PART DESCRIPTION faecal NOMENCLATURE PITCH SIGNAL FILTER 1B440-1 (1) Under instrument pone! CONSOLE ‘10404 (1) In conter pedestal ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10414-206R (3) Inside first access hole, aft of main sper on pilot’s side PITCH SERVO 10414-238P “{4) Next bay aft of roll servo, on pilot's side ALTITUDE HOLD 10407 (6) To floor beneath pilot's seat MAIN CABLE HARNESS 3002072 RADIO COBPLER 1C388.M (1) tnstrument panel TRIM SERVO 1467-206 (7) On bulkhead, aft side of oblong access nole, pilot's side, ‘TRIM SENSOR, 1¢366-238 (8) Same access hole with pitch trim servo AMPLIFIER 10395 (2) Mounted on third inspection plate, pilot's side, aft of main spar SERVICING DATA Roll Servo Clutch Setting (Ibs): 55 + 5 Pitch Servo Clutch Setting (Ibs): 16+ 2 Pitch Trim Servo Clutch Setting (Ihs) ‘Trim Sensor Point Gap (in Bridle Cable(s Limitations Placard Part Number: See AFM Supplement 257BEECHCRAFT- CENTURY III AK318 : ‘STC SA1456SW BEECH B90 AND C90 King Air ———— |PTION oul ono L LOCATION NOMENCLATURE CONSOLE 10404 (1) On canter pedestal ARTIFICIAL HORIZON 52067 (1) tstrument panel DIRECTIONAL GYRO 52064 (1) instrument panel ROLL SERVO 1C465-1-318R {3) Under floor, first bay aft of main spar left side of A/C PITCH SERVO 1oa7o--s10P (4) Second bay af of mainspar af sda of bulkhead, Station 176.50, underfloor, lef side ALTITUDE HOLD . too (6) On forward cabin pressure bulked Station 84.0 right side _— | Main casLe HARNESS 5002072 RELAY BOX TAs261 (8) Under instrument panel RADIO COUPLER 1¢388 (1) Instrument panel GLIDE SLOPE COUPLER 1e493 (1) Behind instrument panel, within 3 feet of artificial horizon G.S, COUPLER HARNESS sez TRIMseavo 1e46e-18 (7) Second bay forward of forward cabin door post underfloor, left side, Station 216.00 * TRIM SENSOR: iess5-318 (81 Under flor, et side just forward of bulkhead station 216.00 AMPLIFIER 1515-1 (2) On third inspection plate aft of main spar, pilot’s side SERVICING DATA. _~ Roll Servo Clutch Setting (Ibs): 354.5 "itch Servo Clutch Setting (Ibs): 23 +2 ‘itch Trim Servo Clutch Setting (Its) WH2 i Bracket No. 2: .010 *(CD-100) 010 *(CD-41) Limitations Placard Part Number: See AFM Supplement Bridle Cable(s): Roll -30B442 Pitch - 30B253BELLANCA CRUISEMASTER 14-193, 14-19-3A, 17-30, 17-30A, 17-31A, 17-31TC, 17-31ATC, 17-31 2-60 Issued: Jan. 1973BELLANCA CENTURY II AK215 BELLANCA 14-19-3A, 17-30, 17-31, 17-31TC, STC SAG45SW 17-30A, 17-31A, 17-31ATC TS PART DESCRIPTION ‘AND. | LOCATION NOMENCLATURE Console-Amplifier 10385 (1) Pilot's side instrument panel Roll Signat Fitter 18440 (1) Under instrument pane! near artificial horizon Artificial Horizon a0 (1) tretrument panet i Directional Gyro 52084 (1) Instrument panel Roll Servo | 1486.215R (3) Under rear seat, on center line Main Cable Harness soctes Radio Coupler (Opt.) 10388 (1) Instrument panel NOTES: 14-19-34, 17-20, 17-3DA, 17-31 and 17-314 ‘Manual Electric Trim[AK276 L Roll Servo Clutch Setting (ibs): 355 Pitch Servo Clutch Setting Pitch Trim Servo Clutch ‘Seton (Us): ‘Trim Sensor Point Gap (in.): Bridle Cable(s}: Roll - 308251 Limitations Placard Part Number: 13A344-215 SERVICING DATA 261BELLANCA CRUISEMASTER VIKING AND SUPER VIKING 14-19-3, 14-19-3A, 17-30, 17-30A, 17-31A, 17-31TC, 17-31ATC, 17-31 262 Issued: Jan. 1973AK233 ‘STC SABsaSW SIC SA 1236SW {17-30 models and up). BELLANCA CENTURY IIL BELLANCA 14-19.3A, 17-30, 17-31 17-31TC, 17-304, 17-314 and 17-31 ATC PART DESCRIPTION ‘AND NOMENCLATURE LOCATION ROLL SIGNAL FILTER 18440 ( if using 10385) CONSOLE 1c404 ARTIFICIAL HORIZON 2067 DIRECTIONAL GYRO 52054 ROLL SERVO 10363-1.233R, PITCH SERVO 10508-1.233P ALTITUDE HOLD 10407 (MAIN CABLE HARNESS 30020711 RELAY BOX 18405, GYRO-AMPLIFIER, 10359 RADIO COUPLER 10388 ‘TRIMSERVO 10373.3.233 ‘TRIM SENSOR 1C501 TRIM SWITCH 304204 AMPLIFIER 10395 OR 1¢515-1 {On cross tube brace behind instalation panel) (1) Instrument panel (1) instrument panel (1) Instrument pane! (1) instrument panel (2) Under rar set on cantatne i (4) Under baggage floor, pilot's side (6) Under instrument panel, pilots side (10) Under rear seat near roll servo ‘Aft of beggage compartment floor, center (1) Instrument panel (7) Aft fuselage just beneath forward portion of vertical fin (8) Beneath baggage compartment on centerline Pilot's contro! wheet (2) Under baggage compartment or under instrument panel co-pilot’s side SERVICING DATA Roll Servo Clutch Setting (Ibs): 3545 43 Pitch Servo Clutch Setting (It om Trim Servo Clutch Setting (Ibs): 1444 Sensor Point Gap (in.): ‘850002 Bridle Cable(s): Roll 30B251 Pitch - 308242 Limitations Placard Part Number: See AFM SupplementBRITTEN-NORMAN ISLANDER BN-2, BN-2A, BN-2A-6 264 Issued: Jan. 1973BRITTEN—NORMAN CENTURY SeSarsr2sw ISLANDER BN-2, BN-2A AND BN-2A-6 eee PART DESCRIPTION ‘AND, NOMENCLATURE LOCATION CONSOLE 10404 (1) Lower lefr portion of instrument panet ARTIFICIAL HORIZON 62067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10468.1-336R, (2) Above passenger door on left (pilot's side) of A/C, approximately 10" ft rear spar PITCH SERVO 1067841-336" (4) Between Station 219.26 and 265.25 just aft of baggage compartment ALTITUDE HOLD 10407-1 (6) Forward of instrument panel to bulkhead at Station 46,00, co-pilot’ side MAIN CABLE HARNESS 3002074, RELAY BOX 1A526-1 (5) Under instrument panel RADIO COUPLER, 10388 (1) Instrument panel GLIDE SLOPE COUPLER 10493 (1) Behind instrument pane! within 3 feet of artificial horizon G.S. COUPLER HARNESS 300291 ‘TRIM SERVO 10469-5-336 (7), Between two bulkheads at Stations 312,45 and 352.40 ‘TRIM SENSOR 10878-1-336P {8} Between Stations 219.25 and 265.26 just aft of baggage compartment ‘TRIM SWITCH 308416 ‘On pilot’s control whee! AMPLIFIER a 1€616-2 (2) Forward of instrument pane! to bulkhead at Station 46,00, co-pilot’s side SERVICING DATA Roll Servo Clutch Setting Pitch Servo Clutch Setting (Ibs)37 +4 Pitch Trim Servo Chute, Sorting ibs): mas rim Sensor Point Gap (in.): Bracket No. 1: Bracket No. p Gnd (048 © 008 (cD-41) 020 + ,008 (cD-100) Limitations Placard Part Number: "See AFM Supplement Bridle Cable (s): Roll -30B383 Pitch - N/A 2-65AK191 172D, 172E, 172F, 172G, 172H, 1721, 172K, 172 2-66 Issued: Jan. 1973CESSNA CENTURY I AK191 CESSNA 172D, 172E, 172F, 172G, 172H, STC SAGO3SW 1721, 172), 172K and 172. ————— PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION ‘Console-Amplifier 10385 (1) Instrument Panel Artificial Horizon 52086 (1) Instrument Panel Directional Gyro (1) Instrument Panel 52084 Roll Servo *10363-191R, 10481-229R (3) In left wing, just outboard of flap Main cable harness socisa repent! | hme E = ‘Stabilizer Gyro-Amplifier (Opt) 10359 (9) Aft of baggage compartment at top left side ‘Stabilizer Harness s0Bt84 ‘Switch 308204 Pilot's control wheel (Stabilizer install.) Switch Box 18405 (10) *(1) At instrument panel with ext. cable to rll servo. NOTE: + 10363-191R Roll Servo used i earlier installations. “(0 Field nsataen oponal. fer behind instrument panel with 262 inch extension cable to rll sev, or tol servo, SERVICING DATA Roll Servo Clutch Setting (Ibs): 50+ 5 Pitch Servo Clutch Setting (Ibs): Pitch Trim Servo Clutch Setting (Ibs) ‘Trim Sensor Point Gap (in.): Cable(s): Roll 308218 Limitations Placard Part Number: 13A344-191 267182, 182A, 1828, 182C, 1820 268 Issued: Jan. 1973AK241 STC SA795SW ne CESSNA CENTURY II CESSNA 182, 182A, 1828, 182C, and 1820 PART DESCRIPTION ‘AND, NOMENCLATURE LOCATION CONSOLE-AMPLIFIER, 10386 ARTIFICIAL HORIZON 52086 DIRECTIONAL GYRO 52084 ROLL SERVO 10481-2290 MAIN CABLE HARNESS. soctes RADIO COUPLER (OPT.) 10388 STABILIZER (OPT.) 10369 SWITCH BOX 18405 Roll Servo Clutch Setting (Ibs): Pitch Servo Clutch Setting (Ibs): ‘Trim Servo Clutch Setting (Ibs): Pi ‘Trim Sensor Point Gap (in.): (1) Instrument panel (1) Instrument pane! (1) Instrument pane! (3) Letewing just outboard of flap, aft of rear spar (1) Instrument panel a (9) Just aft of the beggage compartment and the aft fuselage C/L st top (10) Used with Stabilizer Option only. ‘On pilot's side of A/C betwoen instrument panel and firewall above aileron cat ie SERVICING DATA. 50+5 Bridle Cable(s): Roll 308218 Limitations Placard Part Number: 1334-241 2-69AK199 182E, 182F, 182H, 182J, 182K, 182L, 182M, 182N 270 Issued: Jan. 1973CESSNA CENTURY II! AK197 CESSNA 182H, 182J, 182K, STC SA24sW 182L, 182M AND 182N PART DESCRIPTION ‘AND, NOMENCLATURE LOCATION ‘CONSOLE 1¢404 (1) Lower portion of radio cut out ARTIFICIAL HORIZON 2067 (1) Instrument panel DIRECTIONAL GYBO 52084 (1) Instrument panel ROLL SERVO 103634-197R, (3) Loft wing just outboard of flap and just aft of rear spar PITCH SERVO 10363-1-197P (4) Under floor just aft of aft door post, pilot's side ALTITUDE HOLD. 10407 (6) Behind instrument panel on rudder tab support, co-pilot’ side MAIN CABLE HARNESS 300207-2, RELAY 60x 14526 (5) Under instrument pane! i GRYO-AMPLIFIER 10359 (8) Just aft of portition between baggage compartment and aft fuselage, left side RADIO COUPLER, 10388 (1) Instrument pane! ‘TRIM SERVO 10373-1-197 (7) Aft of partition between baggage compartment and aft fuselage, lft side ‘TRIM SENSOR 1366-197 (8) In aft fuselage just aft of radion rack, on centerline of A/C AMPLIFIER 1305 (2) On aircraft radio rack across aft section of fuselage ‘TRIM SWITCH 308192 182 "L” only, pilot's control wheel ‘TRIM SWITCH 30A364 Pilot's control wheel ‘SWITCH BOX . 18405 (10) On dust cover, pilot's side, between instrument panel and firewall SERVICING DATA Roll Servo Clutch Setting (Ibs): 50 +. Pitch Servo Clutch Setting (Ibs): 35+ Pitch Trim Servo Clutch Setting (Ibs):26 +5 Trim Sensor Point Gap (in.): 910 + 002 Bridle Cable(s):__ Roll -30B238-1 “Pitch - 308242 imitations Placard Part Number: 13A329-197 273CESSNA STATIONAIR 206, P206, P206A, P206B, U206, U206A, U206B, TU206A, TU206B, TP206A, TP206B 278 Issued: Jan. 1973,CESSNA CENTURY II AK199 CESSNA 182E, 182F, 182G, 182H, 1825 STC SAG5ESW. 182K, 182L, 182M, and 182N PART DESCRIPTION ‘AND, LOCATION NOMENCLATURE Console-Amplifier 10385 (1) Pilot's reach, instrument pane! Artificial Horizon 52066 (1) Instrument panel Directional Gyro 52054 (1) Instrument panel Roll Servo 10363-1-1918 (8) Left Wing just outboard of flap, just aft of rear spar Main cable harness s0cts, Radio Coupler (Opt.) 10388 (1) Instrument panel . i * Seabitizer (Opt.) 10359 (9) Aft of partition between the baggage compartment and aft fuselage, left side ‘Suitch Box: 18405 (10) Pilot’s side, between instrument panel and firewall, above aileron cable r Kit No. AK204 STC No, SA7B0SW SERVICING DATA Pitch Trim Servo Clutch Setting (ibs): ‘Trim Sensor Point Gap {in.): Bridle Cable(s): Roll - 308238-1 Limitations Placard Part Number: 1334-199 2m182H, 182J, 182K, 182L, 182M, 182N 292 Issued: Jan. 1973CESSNA CENTURY III AK218 CESSNA 206, P206, PZ06A, TP206A, STC SAG69SW TU206A, U206, U206A, P2068, TP206B, TU2068, U206B IPTION Lull ep : LOCATION NOMENCLATURE CONSOLE 0104 (1) Lower portion af radio ut out area ARTIFICIAL HORIZON e067 (0) instrument pane DIRECTIONAL GYRO 054 (1) tstramont paral ROLL SERVO Tose 218R (2) night wing jst outboard ot wing ib at wing tation 118.00, forward of rear spar FuTCH SERVO ncaa 21a (8) Aft of partition between Baoaage compartment and aft ful on forward side ftnlage Sution 122 ih oe ALTITUDE HOLD 10407 (6) On the top instrument -panel inspection plate, right side MAIN CABLE HARNESS maoz072 GYRO-AMPLIFIER 10359, (8) Mounted to aft side of baggage compartment partition top left side RADIO COUPLER tees (9 Instrument panel ‘TRIM senvo yeavera18 (7) Under begnge compartment flor, ft on A/C entertne ‘TRIM SENSOR | Teaopzi8 (8) Aft flee, second bey at of began compertment parton {ner fusage Station 10840) onset Ct ow AMPLIFIER 10308 (2) On irate radio rack nat section aft of baggage compartment switcH Box iaaoe {10} On bukheed, coils sie betwen instrument ane and ews | ! 1 | SERVICING DATA Roll Servo Clutch Setting (Ibs): 405 Bich Servo Chatch Setting (ba): | 28 + 3 Pitch Trim Servo Clutch Setting (lbs): 25 + 5 Trim Sensor Point Gap {in.):_ 010 + 002 le Cable(s): Roll -308244-1 “Pitch - 308261 Limitations Placard Part Number: 13A329-218 275CESSNA 206, P206, P206A, P206B, U206, U206A, U206B, TU206A, TU2068, TP206A, TP206B. Issued: Jan. 1973CESSNA CENTURY II AK231 CESSNA 206, P206, P206A, P206B, U206, STC SA727SA U206A, U206B, TU206A, TU206B, TP206A and TP2068 1 PART DESCRIPTION ‘AND. LOCATION NOMENCLATURE Console-Amplifier 10386 Antficial Horizon 52066 Directional Gyro 52054 Roll Servo 1€363-1-200R Main Cable Harness s0c188 Radio Coupler 10388 Gyro-Amplifier 10358 | Switch Box 4 18405, | Trim switch 300204 TT — (1) Instrument panel (1) Instrument Panel (1) Instrument Panel (3) In right wing, just outboard of wing rib at Station 118,00 ee z (8) Top of bulkhead at aft portion of baggage area, (10) On bulkhead, co-pilot’ side between instrument pane! and firewall. Pilot's control whee! Roll Servo Clutch Setting (Ibs): Pitch Servo Clutch Setting (Ibs) SERVICING DATA. 40+5 Pitch Trim Servo Clutch Setting (tbs): ‘Trim Sensor Point Gap (in.): Bridle Cable(s): Roll - 308244 Limitations Placerd Part Number: 13344231 27P206C, P206D, P206E, U206C, U206D, U206E 278 Issued: Jan. 1973CESSNA CENTURY II ‘AK368 CESSNA P206C, P206D, P206E, U206C, ‘STC SA1431SW U206D, AND U206E PART DESCRIPTION Tacarionl NOMENCLATURE CONSOLE 10404 (1) Instrument panel ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52067 ROLL SERVO 103631-357R PITCH SERVO 10508-1-368P ALTITUDE HOLD 10807 MAIN CABLE HARNESS 300207-2 RELAY BOX A526 RADIO COUPLER 1C3BB-M or 10388-MC ‘GLIDE SLOPE COUPLER 10493 GLIDE SLOPE COUPLER HAR- NESS” 30¢291 TRIM SERVO 10373-1-368 ‘TRIM SENSOR 1€365-218 ‘TRIM SWITCH 304384 AMPLIFIER, 1051541 (1) Instrument panel (1) Instrument panel (3) In right wing outboard of wing rib Station 118,00.forward of rear spar (4) Aft of baggage compartment partition and aft fuselage, forward Station 162.2 right side of C/L (6) Under instrument panel next to firewall, above pilot's rudder pedals. (6) Should be located between i {rument panel and forward cabin bulkhead (1) Instrument panel (1) Behind instrument panel within 3 feet of artificial horizon (7) Aft of baggage compartment on pilot's side. Remove aft baggage compartment (8) Aft fuselage, second bay aft of baggage compartment partition on G/L Pilot's control wheel (2) Under baggage compartment floor, co-pilot’s side Roll Servo Clutch Setting (Ibs) Pitch Servo Clutch Setting (Ibs): 24" Pitch Trim Servo Clutch Setting (Ibs):25 + 2 010 + .002 ‘Trim Sensor Point Gap (in.): SERVICING DATA Bridle Cable(s): Pitch - 308261 Roll - 308244-2 Limitations Piacard Part Number: 13A682=368 30B244-3 279Issued: Jan, 1973 280CESSNA CENTURY II AK369 CESSNA U206C, U206D, U206E, P206C, STC SA1449SW P206D AND P206E PART DESCRIPTION ‘AND, NOMENCLATURE LOCATION CONSOLE-AMPLIFIER 10385 (1) In Radio Panel ROLL SIGNAL FILTER 18440 (1) Under instrument panel near artificial horizon ARTIFICIAL HORIZON 52086 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10963-1.357R (3) In ight wing just outboard of wing rib at Station 118.00, forward of rear spar MAIN CABLE HARNESS soctes i RADIO COUPLER 10388 (1) instrument panel ' SERVICING DATA Roll Servo Clutch Setting (tbs): 38 * 2 Pitch Servo Clutch Setting (Ibs): >itch Trim Servo Clutch Setting (Ibs): Trim Sensor Point Gap {in.): Bridle Cable(s): Roll - 3082442, 3082443 Limitations Placard Part Number: 13A344-369 281CESSNA SKYWAGON 282 Issued: Jan. 1973CENTURY! AK357 STC SA1402SW CESSNA 207 PART DESCRIPTION iocanca NOMENCLATURE CONSOLE-AMPLIFIER 10385 ARTIFICIAL HORIZON 52066 DIRECTIONAL GYRO 2084 ROLL SERVO 10369-1.357R MAIN CABLE HARNESS sociss RADIO COUPLER Standard - 1C388-M Collins or King - 16388-MC NOTES: Command Electric Tr (1) Instrument panel (1) Instrument panel (1) Instrument panel (8) Right wing, outboard of rib at Station 118; forward of rear spar (1) Instrument panel ‘AK361 ~ STC SA14045W L SERVICING DATA. + Roll Servo Clutch Setting (Ibs): 38 3 Pitch Servo Clutch Setting (tbs): : Pitch Trim Servo Clutch 1g (bs) = ‘Trim Sensor Point Gap (in.) Bridle Cable(s): Roll -308244-2 Limitations Placard Part Number: 13A344-357 CESSNA 2-83CESSNA CENTURION 210D, 210, 210F, T210F 2.84 Issued: Jan. 1973AK212 STC SAG75SW CESSNA CENTURY I CESSNA 2100, 210, 210F AND T210F PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION Console-Ampl 10385 Artificial Horizon 52066 Directional Gyro 52054 Roll Servo 1363-209R, Main Cable Harness sects Radio Coupler (Opt) 10388 ‘Stabilizer Gyro-Ampli 10388 Switch Box 18405 (1) Instrument panel (1) Instrument panel (1) Instrument panel (3) Forward of right rear spar, outboard of rib at Station No. 124,00, ust inboard of aileron (9) Aft side of baggage compartment bulkhead, top left. (10) On bulkhead between instrument panel and firewall, pilot's side. SERVICING DATA Roll Servo Clutch Setting (Ibs): 40 + 5 Pitch Servo Clutch Setting (Ibs): Pitch Trim Servo Clutch Setting (Ibs): ‘Trim Sensor Point Gap (in Bridle Cable(s): Roll - 308244-1 Limitations Placard Part Number: 13A344-212 2857210, 210FCESSNA CENTURY III 209 Ste Saca7sw CESSNA T210F AND 210F RIPTION aad er LOCATION NOMENCLATURE —a CONSOLE 10404 (1) Instrument pane! ARTIFICIAL HORIZON 2067 (1) strument panel DIRECTIONAL GYRO 52054 (1) Right instrument panel ROLL SERVO 10363-208R (3) Forward of rear spar, outboard of rib station 124.00, just outboard of aileron area PITCH SERVO 110363-208P (4) Under floorboard, second bay aft of door, co-pilot’s side (behind seats) ALTITUDE HOLD 10407 (6) Top instrument panel inspection plate, right side of C/L of A/C MAIN CABLE HARNESS 3002072 GYRO-AMPLIFIER 10359 (9) Aft side of baggage compartment bulkhead, cop left RADIO COUPLER 10388 (1) Instrument pane! TRIM SERVO 10363-170 (7) Just aft of beggage compartment floor, center of A/C. ‘TRIM SENSOR 1¢318-209 (8) Behind rear seats where cables go up from the floor, center of A/C TRIM SWITCH 308182 Pilot's control wheel AMPLIFIER 10395 (2) Op areata rack, ft ston, a behind aft begepe compartment partion, leftor right side ‘SWITCH BOX 18405, (10) On bulkhead on left side of aircraft between instrument pane! and firewall (ee SERVICING DATA 2545 002 Bridle Cae: Roll -308293 Pitch - 308243 Limitations Placard Part Number: 13A329-209 287AK254 STC SA829SW CESSNA CENTURY III CESSNA 2106, 210H PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION CONSOLE e404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52056 ROLL SERVO 10363-2548, PITCH SERVO 10363-209P ALTITUDE HOLD 10807 MAIN CABLE HARNESS 300207-2 GYRO -AMPLIFIER, 10359 RADIO COUPLER 1C388-M TRIM SERVO 10373-170 ‘TRIM SENSOR 10318209 ‘TRIM SWITCH 308192 AMPLIFIER, 10395 | switch Box 18408 (1) Instrument panel (1) Instrument panel (1) Instrument panel (3) Mounted in right wing on outboard side of rib between Station 148,00 and 172.00, aft of main spar near oblong inspection hole (4) Under floor, board, second bay aft of door, copilot’ side (behine seat) (6) Top instrument panel inspection plate right side of C/L (9) Mounted to aft side of baggage compartment, bulkhead top left (1) Instrument panel (7) Just aft of baggage compartment floor, center of A/C (8) Behind rear seats where cables go up from the floor, centar of A/C Pilot's control wheo! (2) Aircraft radio rack aft section, just behind aft baggage compartment partition, left (or right side (10) On bulkhead on co-pilot side between instrument panel and firewall Roll Servo Clutch Setting (Ibs): Pitch Servo Clutch Setting (Ibs) Pitch Trim Servo Clutch Setting (Ibs Trim Sensor Point Gap (in,): SERVICING DATA 4545 2442 2545 010 + 002 Limitations Placard Part Number: 13A329-254 2-89CESSNA 210G, 210H, T2106 290 4 Issued: Jan. 1973CESSNA CENTURY II AK258 CESSNA 210G, 210H and T210G STC SAB50SW PART DESCRIPTION Roecaonl NOMENCLATURE 10386, 52066 52054 ROLL SERVO 10363-2548 s0c198 1¢388.M 10369 SWITCH BOX 18405 ‘CONSOLE-AMPLIFIER ARTIFICIAL HORIZON DIRECTIONAL GYRO MAIN CABLE HARNESS RADIO COUPLER (OFT) STABILIZER (OPT,) (1) instrument panel (1) Instrument panel (1) Instrument panel aft of main spar near oblong inspection hole (1) Instrument panel {9) Mounted to bulkhead at aft top portion of baggage area, lft side (10) Used with Stabilizer Option only. (On bulkhead on pilot's side of SERVICING DATA Roll Servo Clutch Setting (Ibs): 45+ 5 Pitch Servo Clutch Setting (Ibs) Pitch Trim Servo Clutch Setting (Ibs): Trim Sensor Pc Bridle Cable(s): Gap (in.): Ri 308293 Limitations Placard Part Number: 13A344.258 12) Mounted in right wing on outboard side of rib between Station 148,00 and 172.00, ‘raft between instrument panel and firewall 291210K, T210K oo Issued: Jan. 1973CESSNA CENTURYIIT AK 331 CESSNA STC SA1325SW ‘210K AND T210K PART DESCRIPTION AND LOCATION NOMENCLATURE CONSOLE 10404 (1) Lower portion of radio cutout ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10506-1-331R (3) In right wing outboard of rib Station 155.00 PITCH SERVO 10508-1-331P (4) Aft fuselage at Station 180.6 on bottom ALTITUDE HOLD 10407 (6) Under instrument panel at firewall abowe pilot's rudder pedals MAIN CABLE HARNESS. 300207-14 RELAY BOX A526 (8) Under instrument pane! RADIO COUPLER 10388 (1) Instrument panel GLIDE SLOPE COUPLER 1c493 (1) Under instrument pane! within 3 feet of artifical horizon G.S. COUPLER HARNESS 30C201 TRIM SERVO 10373-4-331 (7) Att of baggage compartment approximately 8 inches on bottom ‘TRIM SENSOR 10476-331 (8) Aft of baggage compartment between fuselage Station 180.6 and 194.8 TRIM SWITCH 304364 Piiot’s control whee! AMPLIFIER | 105151 (2) In first targe inspection hole right wing at Station 25.25 t SERVICING DATA Roll Servo Clutch Setting (Ibs): 27+ 7 4 Pitch Servo Clutch Setting (Ibs) 30td Pitch Trim Servo Clutch Setting (Ibs):25 + 2 ‘Trim Sensor Point Gap (in.):.014 + .002 Bridle Cable(s): Roll -30B293 Pitch - 308243 Limitations Placard Part Number: See AFM Supplement 2.93210), T2105, 210K, T210K 2.94 Issued: Jan. 1973CESSNA CENTURY II AK334 CESSNA ‘STC SA1326SW 210J, T2104, 210K, T210K. PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION ‘CONSOLE-AMPLIFIER, 10385 (1) Instrument panel ARTIFICIAL HORIZON 52066 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 1€508-1-331R (3) Mounted to rib by oblong inspection hole in right wing at Station 156.00, forward rear spar. MAIN CABILE HARNESS. soctos RADIO COUPLER (OPT.) 10388 (1) Instrument panel STABILIZER SWITCH Pilot's control wheel 30A204 GYRO-AMPLIFIER 10369 (6) To bulkhead at the aft top portion of baggage area, left side ‘SWITCH BOX 18405 (10) On bulkhead, pilot's side, between instrumant panel and firewall, SERVICING DATA. Roll Servo Clutch Setting (Ibs) 2747 Pitch Servo Clutch Setting (Ibs): Pitch Trim Servo Clutch Setting (Ibs): ‘Sensor Point Gap {in.): Bridle Cable(s): N/A Limitations Placard Part Number: 134344334 2952.96 310D, 310G, 310H, 3101, 310J, 310K, 310L, 310N, 320D, 320E, 320F Issued: Jan. 1973CESSNA CENTURY II AK201 CESSNA: 310D, 310G, 310H, 3101, 310J, STC SA737SW 310K, 310L, 310N, 320E and 320F and 320D PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION Console-Amplifier 10386-24 (1) Pedestal Roll Signal Fiter 18440 (1) Under instrument panel near artificial horizon Artificial Horizon 52068 (1) Instrument panel Directional Gyro 52084 (1) Instrument panel Roll Servo 10414-198R (3) Under floor just forward of rear spar, pilot's side Main Cable Harness soci98 Radio Coupler (Opt.) 10388 (1) Instrument Panel Stabilizer Gyro-Ampli (9) Aft of baggage compartment aft partition, on floor, co-pilot’ side 10389 Switch Box: 18405-24 (10) Under floor just forward of rear spar, pilot's side Inverter 48ci7 (11) On radio rack in nose section, centerline of A/C to right side SERVICING DATA. Roll Servo Clutch Setting (1s Pitch Servo Clutch Settitg (Ibs): Pitch Trim Servo Clutch Setting (Ibs): ‘Trim Sensor Point Gap (in.): Bridle Cable(s): Roll - 308221 Limitations Placard Part Number: 13A344-201 4545 297CESSNA CENTURY III AK222 CESSNA 310D, 310G, 310H, ‘STC SA 667SW 310J, 3101, 3260 PART oe LOCATION NOMENCLATURE CONSOLE to4os (1) On pedestal beneath throttle controls ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52064 ROLL SERVO 10465-1-222R PITCH SERVO 10470-1-222P ALTITUDE HOLD 10407 MAIN CABLE HARNESS 3002074 RELAY BOX 1526-1 RADIO COUPLER i SLOPE COUPLER SOUPLER HARNESS. fais 1¢469-1222 ‘TRIM SENSOR 1326-198. AMPLIFIER 1C516-4 STABILIZER (OPTIONAL) 10359 ‘SWITCH BOX 18405 INVERTER 4gci7 Roll Servo Clutch Setting (Ibs): 43 +3 Pitch Servo Clutch Setting (Ibs): (1) Instrument panel (1) Instrument pane! (3) Under aircraft floorboard, just forward of rear wing spar, pilot's side (4) Under siferatt floorboard, just aft of rear wing spar, pilot's side (6) Angle brace, under instrument panel, pilot's side omnes i (1) Ref. AK262 (7) Slightly lft of conterline at Station 132.00 bottom, just aft of baggage compartment. (8) Under floorboard in the first bay aft of rear wing spar; at first bulkhead aft of flap motor] near C/L of A/C just forward of Station 89.26 (2) Aircraft radio rack in center nose section of A/C. (9) Just'aft of partition between baggage compartment and aft fuselage, co-pilot’ side (10) Under aircraft floorboard, Just forward of reer wing spar (near roll servo) pilot's side (11) Aircraft radio rack in center nose section of aircraft SERVICING DATA Pitch Trim Servo Clutch Setting ibs): 25 4.8 oF Trim Sensor Point Gap (in. O14 + Bridle Cable(s): Roll -30B221 Pitch - 308276 Limitations Placard Part Number: 13A388-222 299CESSNA CENTURY III AK198 GESSNA 310K, 310L, 310N, STC SA621SW 320E AND 320F PART DESCRIPTION rr NOMENCLATURE ROLL SIGNAL FILTER 18440 CONSOLE 1¢404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52084 ROLL SERVO 1D414-198R. PITCH SERVO 1414-198 ALTITUDE HOLD 10107 MAIN CABLE HARNESS: 300207-4 RELAY 80x 18405 GYRO-AMPLIFIER 10359 RADIO COUPLER 10388 TRIM SERVO 1368-190 ‘TRIM SENSOR 10326-198 TRIM SWITCH 3081982 AMPLIFIER 10395 INVERTER 48C17 Roll Servo Clutch Setting (Ibs): Sitch Servo Clutch Setting (Ihs): Trim Sensor Poirrt Gap (in.): (1) Under instrument panel, near artificiat horizon (1) In pedestal beneath throttle controls, (1) Instrument pone! (1) Instrument panel (3) Under floor, just forward of rear sper, pilot's side (4) Under floor, just aft of rear spar, pilot's side of A/C 's side (6) On angle brace of instrument panel, mount pit (10) Under floor, just forward of rear spar, pilots side (9) Aft of baggage compartment, rear partition, co-pilot’s side (1) Instrument panel (7) Just aft of baggage compertment, partition on bottom, centerline of A/C {8) Under floor, first bay aft of rear spar, at first bulkhead aft of flap motor on C/L of A/C Pilot's control whee! (2) On aircraft radio rack in nose section of alrraft, center to right side (11) On aireratt radio rack, nose section, centerline of A/C to right side SERVICING DATA: Roll- 308221 Pitch - 308276 2401CESSNA CENTURY III AK300 CESSNA 310P, 3100, STC SA1142SW ‘T310P AND T3100, PART DESCRIPTION ‘AND: NOMENCLATURE CONSOLE 10404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO (1) In podestal below throttle controls (1) Instrument panel 52064 (1) Instrument panel ROLL SERVO 10465-1-300R (3) Just forward of aft spar, at Station 58.75 outboard of stringer on left side, under floor PITCH SERVO 110470-1-300P (4) Just aft of Station 69.203 (rear spar) and left of flap motor, under floor, left side ALTITUDE HOLD 10407-1 {6) On forward cabin bulkhead right of center fine of A/C MAIN CABLE HARNESS. 300207-4 a beter E rst — GLIDE SLOPE COUPLER 10493 G.S. COUPLER HARNESS 30c201 ‘TRIMSERVO 10469-1-300 (1) Under instrument panel within 3 feet of artificial horizon (7) Just aft of baggage compartment at Station 132.00 at bottom of fuselage and left of AIC C/L ‘TRIM SENSOR 1€326-300 AMPLIFIER 10396 OR 10615 OR 105154 (8) Under floor, aft of rear spar at Station 89.25 near conterline (2) On aircraft radio:rack, conter = f +7 SERVICING DATA: Hl Servo Clutch Setting (Ibs) Bs Sitch Servo Clutch (ba): ~® 2444 itch Trim Servo Clutch ing (Ibs): 2541 ‘Trim Sensor Point Gap (in.): .012 + .002 Bridle Cable(s): Roll -30B221 Pitch - 308276 Limitations Placard Pert Number: SEE AFM SUPPLEMENT 2-103CESSNA SKYMASTER 337A, 337B, 337B, 337C, T337C, 337DCESSNA CENTURY I AK244 CESSNA 337A, 3378, T3378, STC SA801SW 337C, T337C, AND 37D PART DESCRIPTION ‘AND. LOCATION NOMENCLATURE CONSOLE-AMPLIFIER, 10385.24 (1) Instrument panel ROLL SIGNAL FILTER 18440 (1) Under instrument. ARTIFICIAL HORIZON 52066 (1) Instrument panel DIRECTIONAL GYRO 2084 (1) Instrument panel _ ROLL SERVO 10470-210R (3) tn right wing aft ai ‘of Station 177.00 MAIN CABLE HARNESS. soctes RADIO COUPLER (OPT) 10388 (1) Instrument panel es panel near artificial horizon leron bellerank assembly, forward of rear spar, 7 inches outboard SERVICING DATA. Roll Servo Clutch Setting (Ibs) Pitch Servo Clutch Setting (Ibs) Pitch Trim Servo Clutch Setting (Ibs): ‘Trim Sensor Point Gap (in.): Bridle Cable(s): Roll - 308308 or 308259 Limitations Placard Part Number: 13A344-244 4045 24105AK210 CESSNA SKYMASTERCESSNA CENTURY II AK210 STC SAGE8SW CESSNA 337A PART DESCRIPTION RT END LOCATION NOMENCLATURE ROLL SIGNAL FILTER 18440 (1) Under instrument panel near artifical horizon ‘CONSOLE 10404 (1) Lower portion of pedestal ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10470-2108, (3) In ight wing, aft of aileron belleank assembly, forward of rear spar, 7 inches outboard ‘of Station 177.00 PITCH SERVO 1€470-210P (4) In eft tall boom 7.5 inches forward of Station 124.50, at large inspection hole ALTITUDE HOLD 10407 (6) Above pilot’s control wheel shaft and just aft of the forward firewall MAIN CABLE HARNESS 300207-4 RELAY BOX 1840624 (10) Just forward of aft cabin firewall, betwoen headliner and A/C top skin, on C/L.on ‘yro-emplifier mounting bracket GYRO-AMPLIFIER 10388 (8) Just forward of aft cabin firewall, between headliner and A/C top skin, on G/L. RADIO COUPLER 10388 Instrument pene! TRIMSERVO 10368-190, (7) Under instrument panel, ust aft of forward firewall left side of C/L of A/C TRIM SENSOR 10365210 (6) In eft til boom at small inspection hole, near Station 153.25, TRIM SWITCH 308192 Pilot's control wheel AMPLIFIER 10305 (2) Above pilot’ control wheel shaft and just aft of forward firewall on altitude hole ‘mounting bracket INVERTER 48a17 (11) On forward firewall in cabin compartment above trim servo, left side of C/L of A/C SERVICING DATA, Roll Serve Clutch Setting (Ibs): 40+ 5 Pitch Servo Clutch Setting (Ibs): 20 + 2 Pitch Trim Servo Clutch Setting (Ibs): 25 + 5 ‘Trim Sensor Point Gap 008 + .002 Bridle Cable(s): Roll -30B308 Pitch - 308260 Limitations Placard Pert Number: 13A329-210 2.107CESSNA SKYMASTER 337B, T337B, 337C, T337C Issued: Jan. 1973AK252 STC SABa2sw CESSNA CENTURY 111 CESSNA 3378, T337B, 337¢ AND T337C | PART DESCRIPTION ‘AND. NOMENCLATURE ROLL SIGNAL FILTER ‘18440 (used only with 1305 Amplifier) CONSOLE 10404 ARTIFICIAL HORIZON 52067 DIRECTIONAL HORIZON 52084 ROLL SERVO 10470-2528 PITCH SERVO 1€470-210P ALTITUDE HOLD 10470 MAIN CABLE HARNESS. 300207-1 RELAY BOX 1B405-24 GYRO-AMPLIFIER 10369 RADIO COUPLER, 10388 ‘TRIM SERVO 10368252 ‘TRIMSENSOR 1€385-210 AMPLIFIER. 10516 or 10395 INVERTER 48ci7 LOCATION (1) Under instrument panel near artifical horizon (1) Lower portion of instrument pane! (1) Instrument panel (1) Instrument panel (3) In right wing aft of aileron bellerank assembly, forward of rear spar 7 inches outboard of Station 177.00 (4) In eft tall boom, 7.5 inches forward of station 124.60, at large inspection hole (6) Above pilot’s contro! wheel shaft and just at of the forward firewall. (10) Just forward of aft cabin firewall, between headliner and A/C top skin, on C/L on ‘gyro-amplifier mounting bracket (9) Just forward of aft cabin firewall, between headliner and A/C top skin on C/L, (1) instrument pane! (7) Under instrument panel, just aft of forward firewall, left side of C/L of A/C (8) In left boom at small inspection hole,near Station 183.25; (2) Above pilot’s control wheel shaft and just aft of forward firewall, on altitude hold ‘mounting bracket (11) On forward firewall in cabin compartment above trim servo, left side of C/L of A/C eee Roll Servo Clutch Setting (Ibs): ech Servo, Cuutch Setting (ih ing Pitch Trim Servo Clutch Trim Sensor Point Gap (in.) Bridle Cable (5): Roll - 308259 Limitations Placard Part Number: SERVICING DATA. Ibs): 3045 008 + .002 Pitch - 308260 13A329-252CESSNA SKYMASTER 337E, 337F Issued: Jan. 1973CESSNA CENTURY HI Ste $Arazs sw CESSNA 337E AND 337F PART DESCRIPTION LOCATION NOMENCLATURE CONSOLE 10404 ARTIFICIAL HORIZON 62067 DIRECTIONAL GYRO (1) Lower portion of podestal (1) Instrument panel ‘52054 (1) instrument panel ROLL SERVO 1C466-1-345R (3) In right wing, approximately 7 inches outboard of Station 17.00, forward of rear spar PITCH SERVO 10470-1-345P (4) in let tail boom, approximately 7.5 inches forward of Station 124.60, at large Inspection hole ALTITUDE HOLD 10407 (6) Above pilot's control wheel shaft and just ft of forward firewall MAIN CABLE HARNESS 300207-1, ACCELEROMETER 1741-1 (12) Betwoun instrument panel and torward cabin bulkhead (approximately 6 3/4 inches RADIO COUPLER forward of instrument panel right side.) 1388 (1) Instrument panel GLIDE SLOPE COUPLER 10493 GS, COUPLER HARNESS 300291 (1) Behind instrument pane! within 3 feet of artificial horizon TRIM SERVO 1069-345, (7) Approximately 1/4 inch forward of Station 124.60 in right tail boom, at large inspection hole "RIM SENSOR, 10742-3485, {8) In small inspection hole at Station 153.24 in left tail boom ‘TRIM SWITCH 3084162 Pilot's control wheel TRIM AMP 10871-4 (7) In tight taim boom at Station 110.60 AMPLIFIER 105154 (2) Mounted on altitude hold bracket above pilot's control wheel shaft and aft of forward firewall SERVICING DATA Roll Servo Clutch Setting (Ibs): Pitch Servo Clutch Setting (Ibs): Pitch Trim Servo Clutch Setting (\bs): ‘Trim Sensor Point Gap ( Bridle Cable (s): Roll - 30B308-1 Pitch - 308260 Limitations Placard Part Number: 240CESSNA CENTURYIII AK302 206sWw CESSNA 401, 401A, 4018, 402 Ste Sat 402A AND 4028 PART DESCRIPTION ‘AND NOMENCLATURE LOCATION ROLL SIGNAL FILTER 118440 (1395 ONLY) CONSOLE 10404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52054 ROLL SERVO 10465-1-240R PITCH SERVO 10465-1-240P ALTITUDE HOLD 10407 RELAY BOX ‘A526 MAIN CABLE HARNESS 3002074 RADIO COUPLER 10388 GLIDE SLOPE COUPLER 10193 G.S, COUPLER HARNESS 300201 (1) In pedestal below throttles (1) Instrument panel (1) Instrument panel (3) Under floor in bay just aft of station 118,85 and under pilot and co-pilot seats (4) Just aft of bulkhead at Station 213,60, between floorboard and lower skin, right side (6) Forward of instrument panel on co-pilot’ side (6) Under instrument pane! a {1) Instrument pane! (1) Behind instrument panel within 3 feet of artificial horizon ‘TRIM SERVO 10469-1-302 ‘TRIM SENSOR 10476-302 TRIM SWITCH 30354 AMPLIFIER 10395 OR 10516 OR 1516-1 (7) At first bulkhead aft of baggage compartment at Station 289,94 near C/L or A/C (8) Under the floor, forward of bulkhead Station 237.00, near C/L of A/C. Pilot's control wheel (2) Mounted on aircraft radio rack top center or loft side SERVICING DATA Roll Servo Clutch Setting (Ibs): 45+ 5 Pitch Servo Clutch bs): 27 + 2 Pitch Trim Servo Clutch Setting (Ibs): 19+ 2 ‘Trim Sensor Point Gap {in.): .014 + 002 Bridle Cable (s): Roll 30B258 Pitch - 308268 Limitations Placard Part Number: See AFM Supplement 2.413CESSNA CENTURY III AK216 STC SABBISW CESSNA 411 AND 411A, PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION ROLL SIGNAL FILTER 18440 (1D395 ONLY) (1) Under instrument panel near artifical horizon “CONSOLE 10404 (1) In pedestal under throttle contr ‘is ARTIFICIAL HORIZON ~ 52067 (1) Instrument pane! DIRECTIONAL GYRO 52054 (1) lestrument pane! ROLL SERVO 1Dat4zieR (3) Under the floor betwoon pilot and co-pilot seats PITCH SERVO 1Datazier (4) Under floor just aft of alrstair door forward butt. + in center ALTITUDE HOLD 10807 (6) Forward of instrument panel on co-pilot’s side of aircraft MAIN CABLE HARNESS 300207-4 RELAY BOX 1840524 (10) On rott Serve mounting bracket GYRO-AMPLIFIER - 10369 (9) Under ftoor, pilots side, forward side of bulkhead just forward of cabin entrance RADIO COUPLER 10388 Instrument panel ‘TRIM SERVO 1368-159 (7) At fist bulkhead aft of baggage compartment in til section, let side TRIM SENSOR 10476216 (8) At aft airstair door post bulkhead in center of aircraft TRIM SWITCH 308192 Pilot's control wheel AMPLIFIER, 10395 (2) Mounted on forward sioratt radio rack in nose section, right side or center INVERTER aeci7 (11) On forward nose radio rack right side or canter SERVICING DATA Roll Servo Clutch Setting (Ibs): 454.5 Pitch Servo Clutch Setting (Ibs): 23 +2 Pitch Trim Servo Clutch Setting (Ibs): 33Min. 33Max ‘Trim Sensor Point Gap (in.): 014+ .002 Bridle Cable (s):_Roll-308321 Pitch - 308268 Limitations Placard Part Number: See AFM Supplement 2415CENTURY III AK308 ‘STC SA12195W PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION CESSNA CESSNA 414 ‘CONSOLE 10404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO (1) In pedestal beneath throttle controls (1) Instrument panel 52054 (1) Instrument panel ROLL SERVO 10466-1-308R (3) Under cabin floor just aft of Station 176,60 left side PITCH SERVO 10470-1-308P on C/L of A/C ALTITUDE HOLD 10407 MAIN CABLE HARNESS 3002074 RELAY BOX 1A526-1 RADIO COUPLER, 10388 ‘TRIM SERVO 10469-1-308 (6) Under instrument panel on the right (5) Under instrument panel (1) Instrument panel of AIC 10515 OR 1516-1 (2) Under instrument panel, right with altitude hold (4) Under floor, opposite the cabin door opening, between Stations 212.60 and 225.50 (7) Under floor, in first bay in front of the forward cabin door bulkheed, on centerline ‘TRIM SENSOR, 10476279 {8) Under the floor, un the forward side of bulkhead Station 238.13 on A/C C/L TRIM SWITCH 304364 Pilot's control wheel AMPLIFIER SERVICING DATA Roll Servo Clutch Setting (Ibs): 43 + 7 Pitch Servo Clutch Setting (Ibs) 22 +5 Pitch Trim Servo Clutch Setting (Ibe):20 + 5 ‘Trim Sensor Point Gap (in.): 014 + .002 Bridle Cable (s): Roll - 308329" "Pitch -30B218 Limitations Placard Part Number: SEE AFM SUPPLEMENT. 2117CESSNA CENTURY III AK279 STC SAg6ESW CESSNA 421 AND 4218 PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION i CONSOLE 10404 (1) In pedestal beneath throttle controls ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panet ROLL SERVO 10470-1-279R (3) Under cabin floor just at of Station 176.50 on left side PITCH SERVO 10470-1-279P (4) Under cabin floor, on centerline, opposite eabin door opening ALTITUDE HOLD 10407 (6) On co-pilot’s side of a MAIN CABLE HARNESS 3002074 raft, forward of instrument panel RELAY BOX 18405.24 (10) Mounted on roll servo mounting bracket GYRO-AMPLIFIER 10359 (9) Under floor, pilot's side, in first bay aft of forward cabin door bulkhead, RADIO COUPLER, 10388 (1) Instrument pane! ‘TRIMSERVO 10469-1-279 (7) Under flo ‘TRIM SENSOR 10476 (8) Under floor on centerline forward side of bulkhead Station 238.13 TRIM SWITCH 304204 Pilot’ control wheel AMPLIFIER 10515 (2) in nose section of aircraft on centerline directly forward of forward pressure bulkhead INVERTER 48ci7 (11) In forward nose radio rack first bay in front of forward cabin door bulkhead, in center of A/C. 42 SERVICING DATA 533 +2 243 Roll Servo Clutch Setting (Ibs): Pitch Servo Clutch Setting (Ibs) Pitch Trim Servo Clutch Setting (Ibs):23* 3 Trim Sensor Point Gap (in.): 014 + .002 Bridle Cable (s): Roll -30B329 Pitch - 308268 Limitations Placard Part Number: See AFM Supplement 2119DEHAVILAND DOVE DH-104-64 2-120 Issued: Jan, 1973DEHAVILLAND CENTURY II AK219 ‘STC SA676SW DEHAVILAND DH-104-6A DOVE PART Caen LOCATION NOMENCLATURE ROLL SIGNAL FILTER 18440 (1) Under instrument pane! near artificial horizon CONSOLE 10404 (1) Instrument pane! ‘ARTIFICIAL HORIZON 52067 (1) Instrument pane! DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 1CAGE-1-219R (3) Forward outboard comer of left main gear retraction hole, just aft of main spar PITCH SERVO. 10465-1-219P (4) Under floor just aft of main spar, right side ALTITUDE HOLD 10407 (6) On radio. rack in forward nose, pil MAIN CABLE HARNESS 3002074 RADIO COUPLER 10388 (1) Instrument panel TRIM SERVO 10469-1-219 (7) Just forward of second bulkhead, aft of baggage compartment, right side TRIM SENSOR 1474-219 (8) Through access door No. 6 on right side under aft baggage compartment floor TRIM SWITCH 308192 Pilot's control whee! AMPLIFIER 1395 (2) On radio rack in forward nose, center 's side SERVICING DATA Roll Servo Clutch Setting (Ibs): 50 + 5 Pitch Servo Clutch Setting (Ibs): 28 + 2 Pitch Trim Servo Clutch Setting tn Sensor Point Gap (in.):.010 + .002 2542 Bridle Cable (s): Roll - 308258 Pitch - 308257 ‘See AFM Supplement 2.121A ) 2122 Issued: Jan, 1973CENTURY HII AK256 ‘STC SABE0SW HELIO H-250 AND H-295 HELIO PART DESCRIPTION RT OEND LOCATION NOMENCLATURE ROLL SIGNAL FILTER 18440-1 (1) Under instrument panel, near artificial horizon CONSOLE T0404 (1) Instrument panet ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO of main spar PITCH SERVO ‘1C506-256P (4) Under floor just aft of pilot's seat ALTITUDE HOLD MAIN CABLE HARNESS 3002073, RADIO COUPLER 10388 (1) Instrument pane! ‘TRIM SERVO ‘TRIM SENSOR ‘TRIM SWITCH 308192 Pilot's control wheel AMPLIFIER 10396 (2) Mounted on radio rack beneath pilot's or corpilot’s seat 1C456-256R (3) In right wing at second rectangular inspection hole, outboard from fuselage, forward 10407 (6) Just forward of instrument panel, under top cowling to right of defroster, pilot's side 10360.178 (7) Mounted to rear of first bulkhead aft of baggage compartment, top center 10377178 (8) Mounted beneath baggage compartment floor, left side st bottom SERVICING DATA Roll Servo Clutch Setting (Ibs): 45 + 5 Pitch Servo Clutch Setting (Ibs): 17 + 3 Pitch Trim Servo Clutch Setting (tbs) ‘Sensor Point Gap {in.): .010 + .002 lle Cable (s): Roll -30B221 Pitch - 308260 Limitations Placard Part Numbe 18A329-256 10+2 “2123M4, MAC, MAS, M-4T, M4-210, M4-.210C M4-2108, M4-210+ Issued: Jan. 1973AK223 STC SAGO3SW PART DESCRIPTION ‘AND. NOMENCLATURE MAULE CENTURY II MAULE: M-4, M-4C, M-4S, 4.47, M.4-210, M-4-210C, M-4-210S and M-4-210T LOCATION Console-Amplifier 10386 Rol! Signal Filter 18440 Artificial Horizon 52068 Directonal Gyro 52084 Roll Servo = 104562238, Main Cable Harness 30C198 Radio Coupler (Opt.) 10388 Stabilizer Gyro-Amplifier 10389 ‘Switch Box 1B405 Trim Switch 304204 (1) Instrument pane! (1) Under instrument panel, near artificial horizon (1) Instrument panel (1) Instrument pane! (3) In right wing, inboard of third rib, outboard from fuselage. (1) Instrument pane! (8) On brace on aft side of baggage compartment partition and aft fuselage, left side (10) On aft, side of baggage compartment partition, left side, near 1359 Gyro-Amplifier Pilot's control wheel Le SERVICING DATA: —~ Roll Servo Chutoh Setting (bs): 40 + 6 Pitch Servo Clutch Settir Pitch Trim Servo Clutch ing (Ibs): Trim Sensor Point Gap (in.): Bridle Cabel (s): Roll - 308269, Limitations Placard Part Number: 13A344:223 2426AK242 PIPER AZTEC PA-23-236, PA-23-250, PA-E23-250 2-126 Issued: Jan. 1973PIPER CENTURY It AK242 STC SA9Z1SW PIPER PA-23-235, PA;23-250 and PA-E23-260 PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION ‘CONSOLE 1404 (1) Lower loft instrument panel ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52054 (1) Instrument panel ROLL SERVO 10363-1-161R (3) In right engine nacelle, just forward of main spar PITCH SERVO 10508-1-242P (4) Just aft of main spar, under floor and center seats ALTITUDE HOLD 10407 (6) Under instrument panel, pilot's side MAIN CABLE HARNESS 3002074 RADIO COUPLER, 10388) (1) tnstrument panel ‘TRIM SERVO 10360 (7) At top of baggage compartment, right side TRIM SENSOR, 1365-151 (8) Under floorboard and middle seats, pilot’ side TRIM SWITCH 308192 Pilot's control wheel AMPLIFIER 10305 (2) Alreratt radio rack in nose section of aireraft in canter | SERVICING DATA Roll Servo Clutch Setting (Ibs): 39 +5 Pitch Servo Clutch Setting (Ibs): 20 + 3 ~ Bitch Trim Servo Clutch Setting (Ibs): 254.5 ‘Trim Sensor Point Gap (in.): .010 + .002 Bridle Cable (s): Roll 308207 Pitch - 308210 Limitations Placard Part Number: 13A388:242 2427PIPER COMMANCHE PA-24-250, PA-24.260 Issued: Jan. 1973‘AK220 STC SABG2SW PIPER CENTURY II PIPER PA-24-250, PA-24-260 AND PA.30 PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION ‘CONSOLE 10404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52054 ROLL SERVO 10363-1-161R PITCH SERVO 10363-1-186P ALTITUDE HOLD 10407 MAIN CABLE HARNESS: 300207-2 RELAY 80x 18405 GYRO-AMPLIFIER 10369 RADIO COUPLER 1c388 TRIM SERVO 10363-1-220 ‘TRIM SENSOR 10366-162 ‘TRIM SWITCH 304204 AMPLIFIER. 10395 (1) Instrument panel (1) Instrument panel (1) Instrument (3) Forward of rear spar under baggage compartment floor, left side (4) Under floor beneath pilot's rudder pedals, left side (6) Under top cowl cover, behind instrument panel, pilot's side (10) Approximately 6" forward of rear spar, right centerline, Under baggage compartment floor with gyro-amplitier {8) Under baggage compartment floor, approximately 6” forward spar right centerline (1) Instrument panel (7) Between fuselage Station 167 and 184 at top center (8) Just aft of mein spar below floor and rear seat, let side Pilot's control wheel (2) Radio rack aft section of aircraft middle left side Roll Servo Clutch Setting (Ibs) Pitch Servo Clutch Setting (Ibs): SER} 3945 1543 Pitch Trim Servo Clutch Setting (Ibs): 25+ 5 Trim Sensor Point Gap (in.): 010 + .002 Bridle Cable (s):_ Roll-30B199 Pitch - 308212 Limitations Placard Part Number: 13A329-220 2429PIPER COMANCHE and TWIN COMANCHE —PA-24-180, PA-24-250, PA-24-260, PA-30 2.130 Issued: Jan, 1973PIPER CENTURY II AK236 PIPER PA-24, PA-24-250, PA.24-260 STC SA756SW AND PA-30 — — PART DESCRIPTION ‘AND. LOCATION NOMENCLATURE CONSOLE-AMPLIFIER, 10385 (1) Instrument panel ARTIFICIAL HORIZON 52066 (1) Instrument panel DIRECTIONAL GYRO 52084 (1) Instrument panel ROLL SERVO 1363-161, {8) Under baggage compartment floor, forward of roar wing spar, left centerli MAIN CABLE HARNESS. soctsa RADIO COUPLER (OPT) 1c388 (1) Instrument panel i i | I { L J SERVICING DATA, Roll Servo Clutch Setting (bs): 95 + 5 Pitch Servo Clutch Setti Patch Trim Sarvo Clutch Setting (ie): ‘Trim Sensor Point Gap ( Bridle Cable (s): Roll - 308199 Limitations Placard Part Number: 1334-236 2131PIPER CHEROKEE PA-28-140, PA-150, PA-28-160 PA.28-180 2492 Issued: Jan. 1973CENTURY II PIPER AK217 PIPER PA-28-140, PA-28-150, STC SA707SW PA-28-160 AND PA-28-180 PART DESCRIPTION AND. LOCATION NOMENCLATURE CONSOLE reaoa (1) Instrument panel ARTIFICIAL HORIZON 52067 (1) Instrument panel DIRECTIONAL GYRO 52058 (1) Instrument pane! ROLL SERVO 16363-1698 (3) Underfloor and book seat, pilot's side PITCH SERVO eee 10263-217P (4) Underfloor and rear seat, just aft of main spar, right side ALTITUDE HOLD 10407 (6) Behind instrument panel lft side MAIN CABLE HARNESS moo2072 RELAY BOX 1406 (10) On roll servo mounting bracket, under floor, and back set, plot's side GYRO-AMPLIFIER seas (8) Underfloor and beek seat, just aft of main spar, on centerin of A/C RADIO COUPLER: rear cae (1) Instrument pane! TRIM SERVO 1360 (7) On bulkhead just aft of baggage compartment at top TRIM SENSOR 10310-1668 (8) Under floor and rear seat, co-pilot’ side TRIM switcH 308192 Pilot's control wheel AMPLIFIER 10296 (2) Airerat radio rack, left section of arraft switcn spAz04 Pilot's control whee! L SERVICING DATA Roll Servo Clutch Setting (Ibs): 47%3 4. 4 Pitch Servo Clutch Setting (Ibs): 32*3 Pitch Trim Servo Clutch Setting (Ibs):26+5 _ Trim Sensor Point Gap (in.) 002 Bridle Cable (s): Roll -308200 Pitch - 308270 Limitations Placard Part Number:13A329.217 2433AK253 PIPER CHEROKEE PA-28-235 ae Issued: Jan. 1973AK253 STC SAB22SW CENTURY II PIPER PA.28.235 PIPER PART DESCRIPTION ‘AND, NOMENCLATURE LOCATION CONSOLE: ‘e404 ARTIFICIAL HORIZON 52067 DIRECTIONAL GYRO 52054 ROLL SERVO 10363-1838 PITCH SERVO 10363-217P ALTITUDE HOLD 10407 MAIN CABLE HARNESS 300207-2 RELAY 80x 18405 GYRO-AMPLIFER 10359 RADIO COUPLER 10388 TRIM SERVO ‘1¢500 TRIM SENSOR 1310-168 TRIM SWITCH 308192 AMPLIFIER 10395 SWITCH 30A204 (1) Instrument panel (1) Instrument pane! (1) Instrument panel (3) Under floor and backe seat, pilot's side (4) Under floor and rear seat, just aft of main spar, right side (6) Behind instrument panel left side (10) On roll servo mounting bracket, under floor and back sest, pilot's sidé (8) Under floor and back seat, just aft of main spar. on centerline of A/C (1) Instrument pane! (7) On bulkhead just aft of baggage compartment at top (8) Under floor and rear seat, co-pilot's side Pilot's control whee! (2) Aircraft radio rack left section of aircraft Pilot's control wheel SERVICING DATA Roll Servo Clutch Setting (Ibs): 47 + 3 Pitch Servo Clutch Setting (Ibs): + 3 Piten Trim Servo Clutch Setting (Ibs):25 28 ~ 3 Trim Sensor Point Gap (i Br 010 + 002 le Cable (s): Roll- 308200 Pitch - 308200 Limitations Placard Part Number: 13A329-253PIPER CHEROKEE PA-28-140, PA-28-150 PA-28-160, PA-28-180 PA-28-235, PA-32-260 2.136 Issued: Jan. 1973AK234 STC SA757SW CENTURY II PIPER PIPER PA-28-140, PA28-150, PA28-160, PA.28-180, PA-28-235 and PA.32-260 PART DESCRIPTION ‘AND. NOMENCLATURE LOCATION CONSOLE-AMPLIFIER, 10385 ARTIFICIAL HORIZON 52066 DIRECTIONAL GYRO 52054 ROLL SERVO 10363-183R. MAIN CABLE HARNESS. soctes RADIO COUPLER (OPT.) 10388 (1) Instrument panel (1) Instrument panel (1) Instrument panel {S! Under floor and rear seat, pilot’ side (1) tostrument panel Roll Servo Clutch Setting Pitch Servo Clutch Setting (Ibs): SERVICING DATA: Pitch Trim Servo Clutch Setting (Ibs): ‘Trim Sensor Point Gap (in.] Bridle Cable (s): Roll - 308200 Limitations Placard Part Number: 13A344-234 2.137460H, 460), 460K Pry Issued: Jan. 1973a CENTURY II WREN 460H, 460J AND 460K WREN AK243 CESSNA 182F, 182, 182H, 182) STC SA791SW AND 182K PTION PART DESCRIPTI LOCATION NOMENCLATURE ‘CONSOLE-AMPLIFIER 10385 (1) lnstrument panel ARTIFICIAL HORIZON 52066 (1) Instrument panel DIRECTIONAL GYRO 52084 (1) Instrument pane! ROLL SERVO roar spar MAIN CABLE HARNESS. 30¢198 RADIO COUPLER (OPT.) 10388 (1) Instrument panel NOTE: ROLL SIGNAL FILTER} (1) Under instrument pane! near artificial horizon 18440 SERVICING DATA Roll Servo Clutch Setting (Ibs): 45 +5 —~ Pitch Servo Clutch Setting (ths) Pitch Trim Servo Clutch Setting (Ibs): Trim Sensor Point Gap (in.): Bridle Cable (s): Roll - 308242 Limrtations Placard Part Number: 13A344-243 10363-2438 (3) In laft wing 105 inches outboard from fuselage at existing inspection hole aft of 2.1393.0 34 Issued: SECTION 11 TEST EQUIPMENT IN-AIRCRAFT TROUBLESHOOTING GENERAL This section is designed as a quide in troubleshooting the Century II and III autopilots within the aircraft. It is basically divided into three sub-sections: Test Equipment, Troubleshooting the Century It and Troubleshooting the Century III. Each of the sub-sections on troubleshooting are divided into two levels or degrees of trouble- shooting. First is quick checks. This consists of general operational checks such as turning the autopilot on and confirming servo engagement through visual observation of the control surfaces as the Roll or Pitch Command Knobs are turned, The object is to search for the obvious area of difficulty before proceeding with detailed tests. ‘The second level of testing in-aircraft tests requires use of the 66D141 Test Sat. Through use of the quick checks it should have been possible to determine the probable trouble area within the autopilot system. Additional tests through use of the Test Set should narrow down the spa unit within the autopilot system which has malfunctioned. Although the Century I! and II! autopilots are “Open Loop” systems (systems requiring the dy- namics of the aircraft in flight), most troubleshooting can be performed under static conditions ‘on the ground. This is made possible by use of the 66D141 Test Set described in the following paragraphs. Please note that the following (3.1 Test Equipment) is strictly a description of the equipment and does not contain operational procedures. Therefore, if you are familiar with the 66D141 Test Set, proceed to paragraph 3.2. 66D141 TEST SET The 66D141 Test Set (Fig. 3-1) is designed to fa autopilot systems on a substitution basis. Provisi system any major component except the amplifier in the Century 111 and the console amplifier in the Century Il. The Test Set consists of four major sections plus necessary connecting cables. These sections are as follows: A, 66D141-1 Gyro Substitute [Fig. 3-1(a)} - Horizon can be replaced (simultaneously) with substitute signal sources. The D.G. signal is va able in steps to provide outputs corresponding to 0, + 10, and + 45 degrees of deviaiton from the selected headings. The zero position is used to provide an accurate zero signal so that the roll centering adjustment can be accurately set or checked for range of control. The 10° outputs are used to check the heading sensitivity of the amplifier command channel and by means of com- parison to determine whether or not the D.G. in question provides a signal usable for operation within the system. The 45° outputs are provided primarily for the purpose of checking Radio Coupler intercept angles. section both the D.G. and Artificial B. 66D141-2 Power Section [Fig. 3-1(b)] - With this equipment, amplifier output and servo performance of either axis can be observed. Two connectors are provided so the cable to either ‘servo can be intercepted. A pilot light is provided to indicate the presence of solenoid voltage. A voltmeter is provided to monitor the signal actually being applied to the servo motor. A selector ‘switch is provided so that (1) normal operation (amplifier drive into the servo load) can be ob- Jan. 1973 Page 3-13.2 3.2.1 Page 3-2 served, (2) amplifier drive into a dummy load can be observed and (3) bi-directional drive direct- ly from the aircraft electrical system can be applied to the servo. To make possible operation with 14 or 28 volt supplies, a selector switch is provided. €. 66D141-3 Console Substitute (Fig. 3-1(c)] - Electrically this console is interchangeable with the standard autopilot console for test purposes. Using the substitute console it is possible to determine rapidly if the combination of signal sources and amplifier can be brought usable limits by means of the adjustments provided on the standard console. Also, it serves as a substi- tute to aid in determining whether or not the installed console or altitude hold is defective. D. 66D141-4 Radio Coupler Tester [Fig. 3-1(d)] - The Coupler Tester contains a simulated radio signal source and intercepts the coupler output to provide direct. monitoring of coupler performance. When used with the 66D141-1 Gyro Substitute described in the previous section and with an autopilot amplifier as a source of power a complete static testing of coupler perfor- mance is possible. E, Test Cables - With the 66D141 Test Kit, a complete complement of cables is furnished. The 1g will allow units of the Test Kit to be “plugged quickly determine the operational status of the questioned component. Test Kit are: 1, 30C198 Cable Harness, Century II. 2. 30A266 Radio Coupler Extension Cable. 3. 30A265 D.G. Extensions (2). 4, 30A211-36RP Servo Extensions (2). 6. 30A367 Console Extension (CD-20). 6. 30C207-5 Cable Harness, Century I!I. 7. 30B271 Test Lead Assembly 8. 30A226-1 CD-34 Extension. (Male to female). CENTURY II TROUBLESHOOTING Quick Checks - Fig. 3-2 is a troubleshooting logic chart which is designed to help locate a defec- fe unit or isolate a problem area. The chart provides rapid troubleshooting of the autopilot system without necessitating disassembly of the system or aircraft. When additional trouble- shooting becomes necessary, consult paragraph 3.2.2, Additional references to this paragraph are also noted in the troubleshooting chart. Insight as to where a problem exists in the system can be obtained through in-flight checks or comments from the pilot. Listed below are a few problems which can occur but are easily cured through flight adjustments. Therefore, before troubleshooting the system, be sure the following checks and adjustments have been made. (Reference Section VI Ground Checks and Flight Ad- justments, if necessary.) Wing rock - This is a condition where the aircraft tends to oscillate or rock back and forth in smooth air. In the Century IIB, wing rock can normally be corrected with the roll threshold adjustment. See Section VI, paragraph 6.3 for adjustment procedure. Wing rock may also be caused by @ looze isle sable on the savo or incrreciyscued r08 signal fier (18440). Incorrect Bank Limit - In the Roll mode the Century II should allow a maximum roll bank or 30° when the Roll Command is rotated full left or right. In the HDG mode the maximum bank angles are 20°. Consult Section VI of this manual for bank limit adjustments. Roll Centering - If the aircraft fails to maintain a selected heading (+ 2°), a roll centering adjust- ment may be required. Consult Section V1, paragraph 6.3.2 or 6.3.3. Issued: Jan. 1973Issued: Jan. 1973 66D1414 RADIO COUPLER TESTER 66D141-2 POWER SECTION 66D141-3 CONSOLE SUBSTITUTE 66D141-1 GYRO SUBSTITUTE TEST CABLE SET FIGURE 3-41 66D141 TEST SETIntercept Angles (Radio Coupler Option)-When the Century II contains the optional Radio Coupler an additional adjustment of intercept angles may be required. Normally the Radio Coupler a will provide @ 45° intercept angle to a selected radial whenever the Omni needle is at full scale deflection. Anything less than full scale deflection will cause a proportionally smaller intercept angle. See Section VI, paragraph 6.3.3 for adjustment procedures. 3.2.2 Checking the Century I! Console Amplfier 1C385 With the 66D141 Test Set - The 66D141 Test Set does not provide a substitute for the 10385 Console Amplifier. Therefore, troubleshooting of this unit is basically a process of elimination. First, in this process, is checking for A+ to the Console Amplifier. NOTE: When wiring checks are called for, see Fig. 3-3 for system inter- ‘connect diagram. A. Checking for A+ 1. Disconnect the large 15 pin connector from the rear of the Console Amplifier. 2. Switch on aircraft master power. Check Century Il circuit breaker is pushed in. 3. Read aircraft voltage from pin “N‘ on connector to ground. 4. If zero, check wiring and circuit breaker. 5. If OK, remove Century I! Console Amplitior from instrument panel. Locate red wire leading to rear of ON-OFF toggle switch (Century II) or push button (Century 113). This is the A+ lead from the printed circuit board plug. Plug the connector into the = Console Amplifier and read A+ from rear of switch (red wire) to ground, If zero, defective Console Amplifier internal harness. 7. If OK, switch Century I console on. Read A+ through switch on terminal with blue wire. If zero, defective switch. 8. If OK, but system appears dead, perform Console AmpI ‘output checks. 19 Console Am jer Output 1. Disconnect CD-47 behind the Console Amplifier. CD-47 is the short section of cable branching out from the main cable harness at the Console Amplifier plug. 2. Connect the male CD-47 to the amplifier receptacle on 660141-2 Power Section. Con- ect the female connector to the servo plug. Set the selector knob on the Power Sec- tion to AMPL-RES and voltage to match aircraft voltage. 3. Switch the Century Ion, 4, The Solenoid lamp on the 66D141-2 Power Section should light. If not, check con- tinuity from pin “A” on male CD-47 plug to pin ““M" on the main connector to the Console Amplifier. lf OK, defective Console Amplifier. See Fig. 3:3 for wiring dia- gram. 5. Rotate the Roll Command Knob left and right and observe Power Section meter. Reading should range from left 11 volts to right 11 volts. If the Artificial Horizon is tilted beyond 30° (45° for example), the meter will read 11 volts in the direction op- Page 3-4 Issued: Jan. 1973QUICK CHECKS CENTURY II TROUBLESHOOTING LOGIC CHART FIGURE 3.2 [Check Century 1. Hdg. Off Roll Knob Centered Circuit Breaker Trips 1. Check 2. Servo 3._Console Amplifier ing, Check At to Console Amplifier Ref: Par. 3. 2.2A Check Consol Amplifier Output Ref: Par. 3.2. 2B Rotate Roll Command] Knob to Stop or Null Contro! Wheel Movement Control Wheel Movement Null Start engine if necessary to errect gyro Ref: Par. 3. 2. 2B 3.2.4 [Controt Wheel stops but will not reverse direction jwhen roll command] is rotated beyond null point + In the roll mode the roll command knob provides the equivalent of 30° left or right bank command to the system. If the artificial horizon is tilted more than 30° during ground checks it will be impossible Il control wheel movement whenever the Century I is switched on. NOTE: Some tilt in the horizon may be helpful in determining proper operation of the system. For example if the horizon indicated 20° right bank the roll command knob, will need to be rotated nearly full right to obtain a null. This indicates the presence of both a horizon and command signal. Issued: Jan. 1973 PAGE 3.54,HDG Mode Checks ‘Switch Century 11 to Hdg. If Radio Coupler installed switch to Hdg. also ‘On D. G. Rotate It may be necessary course selector ‘to null Control Wheel. greater than 20°. If the horizon tilt is greater than 20° the contro! wheel continously try to ‘move in the opposite direction of the heading command 1. Possible defective Hdg. Switch. If rotation of roll command knob stops wheel movement, replace Hdg. switch or control amp. 2. Possible wiring or D. G. problem, Refer to Radio Coupler Checks Tune aircraft radio to local VOR and ‘obtain center needle ‘on omni bearing indicator It is necessary that the artificial horizon be level for the following checks. Therefore start aircraft engines if not level. PAGE 3-5B Issued: Jan. 1973[Switch Century II to Hdg. and Radio Coupler Rotate the course selector on the D. G. ‘to null control wheel movement Verify presence of D. G. signal through Radio Coupler by switching off VOR receiver. Control wheel should stop when heading ‘bug is within 3° of heading Re-check D. G. if OK, perform radio coupler checks Ref: Par. 3.2.6 ‘Switch Radio Coupler to NAV Mode Issued: Jan. 1973 PAGE 3.5CFIGURE 3:3 CENTURY I INTERCONNECT WIRING DIAGRAM Issued: Jan. 1973 Page 3-6posite of the indicated horizon bank. If the horizon is tilted at 30°, the meter will indicate approximately zero when the Roll Command Knob is rotated to its limit in ‘the direction of indicated bank. This characteristic illustrates the fact that the Roll Command Knob is capable of commanding 30° banks. Failure of the system to res- ‘manner normally indicates a defective horizon, roll signal filter (if used) or faulty wiring. 6. If the output of the Console Amplifier is zero in all of the conditions outlined in step 5 above a continuity check from CD-47 to the Console Amplifier receptacle should be made. Check as follows: cp47 to Console Amplifier Receptacle Pin B eo 5 Pin C Pin D. 7. _ If readings in step 5 range from 11 volts left to 11 volts right when the Roll Command Knob is rotated full left to full right and zero when the Roll Command Knob is center ‘ed even though the Artificial Horizon is tilted beyond 30°, a defective Artificial Hori- zon is indicated. Check continuity from CD-18 (rear of horizon) to Console Amplifier receptacle. Also see Section 3.2.4 Artificial Horizon Test. 8. Press HDG switch on Console Amplifier “ON” and verify by observing Power Section meter that rotation of Roll Command Knob on console has no affect on output. 9. If output is affected, the HDG switch on the Console Amplifier is defective. 10. Rotate the Course Selector on the Directional Gyro (D.G.) so that the heading “bug” is aligned with the heading index. This will produce zero output as indicated on the Power Section provided the Artificial Horizon is level. A tilt in the Artificial Horizon will cause the output to vary in a similar manner as outlined in step 5. In the HDG mode the Course Selector has command authority up to 20° bank. This means that if the Artificial Horizon is tilted beyond 20°, it will be impossible to null or zero the Console Amplifier output. Remember in the Roll mode (Roll Command Knob), roll authority was 30°. 11. If, in step 10, rotation of the Course Selector has no affect on the output, the system may have @ defective Directional Gyro, wiring or Radio Coupler (if installed). See paragraph 3.2.6 for Radio Coupler Checks. 12, Switch the Century I “OFF”. Disconnect the 66D141-2 Power Section and re-connect 047. 3.2.3 Checking the Roll Servo 1. Disconnect CD-47 at the roll servo. Connect the male CD-47 to the amplifier recep- tacle on the 66D141-2 Power Section. Connect the Servo extension cable (30A211- ‘36R) supplied with the 66D141 Test Set between the roll servo and the servo plug on ‘the Power Section. 2. Set the 66D141-2 Power Section to AMPL-MTR. 3. Switch the Century II “ON’. The roll servo should engage. If not, check for solenoid voltage by observing Solenoid light on 66D141-2 Power Section. If lamp is not illumi- Issued: Jan. 1973 Page 3-73.24 Page 3.8 Checking nated check continuity from servo cable CD-47 back to Console Amplifier plug (Pin A of CD-47 to Pin M on Console Amplifier plug). If lamp is illuminated the problem is in the roll servo solenoid. This can be verified by checking Pin A of CD-47 on the servo to ground with an ohmmeter. Resistance should be less than 400 ohms but not less than 30 ohms on 14 VDC systems. Infinity would indicate an open solenoid. Zero ohms ites a short which would be apparent as soon as the Century II system is switched on (the circuit breaker will trip). ‘Some other problems which could occur are mechanical. For example, electrically, the solenoid could be operating properly. However, due to dirt, age, etc., the solenoid could stick and therefore not engage the servo. On the older systems (Mitchell servo), this can be easily seen since the servo and solenoid mechanism are not covered. In the newer systems, using globe servos, the black, plastic case must be removed for exar nation purposes. If the servo engages but the roll servo fails to run the problem is in one of three places: the Console Amplifier - See Test 3.2.2, Checking Console Amplifier Output; the wiring- check wiring; or the roll servo, The roll servo may be checked by connecting the 66D141-2 Power Section as described in step 1. Switch the Century I! “ON” and set the selector on Power Section to “OFF”. The solenoid lamp should be illuminated. ‘Switch the selector to BAT. R-UP. The servo should drive the ailerons right. Switch- ing to BAT. L-DN should drive the ailerons left. If the servos fail'to operate, it is de- fective and must be replaced. the Artificial Horizon Loss of the roll reference signal from the Artificial Horizon will immediately be noted by the pilot. In the roll mode full rotation of the Roll Command Knob causes the a craft to roll in the direction of command and establish and maintain a 30° bank angle. However, without a roll reference signal the command would cause the aircraft to con- tinue rolling until it was upside-down if the pilot did not stop it Basically, th ‘the Roll Command Knob but it would require continuous manipulation since returning the Roll Command Knob to the center position would not return the aircraft's ailerons to neutral. Remember, the Century II autopilot is an open loop system. The only reference the autopilot has as. to the position of the aircraft's controls is the attitude in which the aircraft is flying. craft could still be flown with onl Loss of the Artificial Horizon roll reference signal can be narrowed down to four causes: defective Artificial Horizon; defective wiring (CD-18 to amplifier); defe Console Amplifier; or a defective Rolll Signal Fitter. ‘The Roll Signal Filter can be checked by simply disconnecting it from the system and reconnecting CD-18 directly to the Artificial Horizon. Perform the Quick Checks in Fig. 3-2. If system now responds correctly, Roll Signal Filter defective. Check pins A, B, C and D of CD-18 to pins B, C, H and D respectively on the Console Amplifier plug for continuity. See Fig. 3-3 for wiring diagram. If wiring is OK, check operation of Console Amplifier by connecting the 66D141-1 gyro substitute to the system. Disconnect CD-18 from the Artificial Horizon and con- ect it to the CD-18 plug on the gyro substitute. Set the gyro substitute vernier dial to O degrees and the slide switch to Roll. Issued: Jan. 1973‘Switch the Century I on and verify it is in the Roll mode. Center the Roll Command Knob to stop aircraft control wheel movement. Rotate the gyro:substitute vernier to 15° left (LT). The control wheel will instantly start moving to the left. Rotate the Roll Command Knob to the left to stop wheel movement. Repeat to the right. If, in Steps 5 and 6, the system fails to respond as noted, the Console Amplifier is de- fective. Additional checks on the Console Amplifier may be made using the gyro substitute. For example, checking the bank limits is accomplished by setting the gyro substitute to 30° left. Rotate the Roll Command Knob on the Console Amplifier to the left until ‘the contro! wheel movement is nulled. If the roll bank limits are set properly wheel movement will stop when the Roll Command Knob is near or at its mechanical limit. This is just a general check on the bank limit function. Detailed adjustment procedures are contained in Section VI. Checks to the right aro made in the same manner. At this point wiring and operation of the Console Amplifier have been checked using the gyro substitute. Additional verifi be determined by bench testing. 3.2.5 Checking the Directional Gyro Issued: Jan. 1973 ‘The Directional Gyro supplies heading information to the system via CD-33, Loss of this signal will resutt in the system’s failure to respond to heading commands. Assume that the Century II, being in the HDG mode, suddenly lost the heading si from the D.G. The aircraft would slowly drift off heading. The pilot would not realize ‘the loss signal until he noted the heading drift or attempted to select anew heading. If he attempts to select a new heading he will find that rotation of the course selector will have no effect on the aircraft heading. To eliminate the Radio Coupler remove from system and reconnect CD-33 from main cable harness directly to D.G. Perform Quick Checks. Check wiring (without Radio Coupler) by performing continuity checks from CD-33 to the Console Amplifier plug. Check as follows: 0.33 Pin A. Pin B . Pinc . Pin D.. Pin F. With system using a Radio Couper, continuity checks should be made first with the Radio Coupler removed as indicated in Step 3. If OK, perform checks with Radio Coupler installed. Place Radio Coupler in HDG mode. Check from CD-33 (short lead from Radio Coupler) to Console Amplifier. Check as follows: Page 3-93.2.6 Page 3-10 5. cp-33 to Console Amplifier -Pin A + Pin D Pi L J ++ Pin F Mimination of the wiring and Radio Coupler indicates that the D.G. is defective. To confirm, disconnect CD-18 from rear of the Artificial Horizon and connect to CD-18 on the 66D141-1 gyro substitute. Set the vernier knob on the 66D141-1 to 10° left roll and the slide switch to Roll. Set the Directional Gyro so that the heading “bug” is 10° to the left of the heading in- dex (10° off heading). Switch the Century II on and place in the HDG mode. If the D.G, is functioning properly the control wheel movement will be slow. With small manipulation of the course selector knob on the D.G. it should be possible to stop control wheel movement completely. At this point the D.G. heading offset should be 10° + 2°. Repeat to the right. If the system failed to respond as stated in Step 6, the D.G. is likely defective. An additional check should be made to ascertain that the Roll Excitation signal from the Console Amplifior is being generated. To check, disconnect CD-33 from rear of D.G. ‘and connect to CD-33 on the 66D141-1 gyro substitute (leave connectors and settings called out in Steps 5 and 6). ‘Set the D.G. selector on the gyro substitute to 10° left and note control wheel stops It may be necessary to adjust the Attitude Gyro vernier slightly to completely stop ‘contro! wheel movement. If the system fails to respond in the manner described, re- check wiring. If the wiring checks and other portions of the system operate properly, ‘the Console Amplifier is likely defective, not the D.G. In some cases the HDG switch will not engage or is defective. In this instance the Roll Comgand Knob will still have affect even though the HDG button is pressed. Or, both the HDG and Roll modes will open in which case only the attitude reference signal from the horizon will be present. Checking the Radio Coupler 1 For the following checks the gyro substitute (6D141-1) should be connected in place of the Artificial Horizon as shown 3-5. Set the roll vernier to 0° and the pitch/ roll switch to roll. To check the heading circuitry: a. Install servo test box 66D141-2 in line with servo (See Fig. 3-5). Set voltage switch to the appropriate voltage and selector to AMPL-RES position. b. Switch Radio Coupler to HDG mode and null the power section meter out with the course selector knob on the Directional Gyro. Turn NAV Radio off. ‘Switch the Radio Coupler to OMNI mode and note servometer stays nulled + 3V. Any deviation would indicate a malfunction in the heading or omni circuitry and Issued: Jan. 1973To check the crosswind circuits displace the heading bug 5° to the left. Note that within 2 minutes the output indicated on the servo meter drops to 3 Volts or less. peat the test to the right. If the output fails to decrease there is a problem in the cross- wind circuitry. The coupler should be removed for repai a, The radio circiutry tests require stable radio information from a V. O. T. or close omni station. If none is available connect a CD-34 extension cable from €D-34 on the Radio Coupler to CD-34 on Coupler Tester Box 66D141-4 (See Fig. 35). b. Center the needle on either the Coupler Tester or the OBI, Center the heading bug on the D.G. The power meter should show a null + 3V. Remember the rate circuitry may cause the output to slowly decrease to a null. If the output stays greater than + SV with everything centered, there is a problem in the radio circuitry which should be corrected. ‘the Coupler Tester Box or the OBI, dial a full scale needle deflection (100%) to the right. The power meter will show a full output in the same direction. Can- cel the output by moving the heading bug on the D.G. to the left. The heading bug should be off center 40° to 50° to the left. This is the intercept angle the autopilot will establish when intercepting a radial. You should obtain the same angle by moving the radio needle to the left full scale and the heading bug to the left. If the intercept angles are not within the tolerance they should be adjusted in ight to 45° with the adjustment pots on the side of the Radio Coupler. See Sec- tion VI, Paragraph 6.3.3 for adjustment procedure d. Any wiring problem that would show up in the radio checks can be eliminated by using the Coupler Tester Box. If you used the substitution box to check the Radio Coupler, re-connect it to the aircraft harness and see that the autopilot fol- lows radio signals, If the autopilot does not react to aircarft. radio signals, check the wiring from CD-34 to the aircraft radio converter as follows: 0.34 Pin Aw... + Radio + right PinB.. - Radio + left clade NOTE: Check radio manuals for pin numbers. Issued: Jan. 1973 If the wiring to the radio converter is good have the converter checked. This completes the radio coupler ground checks. Page 3-11ge aunold Jan. 1973 Issued: Page 3-1233 33.4 332 333 334 CENTURY Ill TROUBLESHOOTING ‘Quick Check - Fig. 3-6 is the troubleshooting logic chart for the Century III autopilot. As with the Century II chart the most basic requirements for autopilot operation are checked first. The more advanced modes such as the Omni mode are checked after Roll and Heading Mode. When any check in the troubleshooting chart fails, consult the unit checkout procedure to isolate ‘the defective component. In most cases the logic chart will be referenced to a portion of the unit check out procedures to assist you in locating a defective component. General - Troubleshooting of the Century II! is basically divided into two parts: Roll Checks and Pitch checks. This is done to simplify the following procedures. Also, it is a logical division since ‘the Century III's electronics are such that the roll and pitch sections operate independently and therefore, can fail independently. This portion of troubleshooting is designed as a follow-up to the quick check logic chart (Fig, 3-6). It will outline use of the 660141 Test Set as a means of substituting various compo- nants of the systam to locate the defective component. Set up procedures for the 660141 test ‘equipment are called out as the need arises , General information on how the Test Set is connect- ed to the system is illustrated in Figures 3-9 through 3-12. Century II! A+ Checks - Check A+ to the console and from the console to the amplifier whenever the system appears to be dead. In a situation where the ROLL button will not engage and hold, ikely the aircraft voltage is not reaching the console. In this case check as follows: 1. Check for aircraft voltage across protected side of autopilot circuit breaker. 2. Disconnect CD-20 from rear of console and check for A+ from pin 1 of CD-20 to air- frame graund. (Complete wiring schematic is shown in Fig. 3-7.) 3. If A+ is reaching the console but not the amplifier all of the mode selectors will engage when pressed. However, rotation of the ROLL command or pitch command knobs will be ineffective since the roll and pitch servos will not engage. The point to remem- ber is that the console will operate when the amplifier is disconnected, or in the case of a wiring problem, or open A+ line between the console and amplifier. 4, Check A+ to the amplifier by disconnecting the amplifier plug. §. Switch on aircraft master power and press “ROLL on the console. 6. Check for A+ between airframe ground and pin N in the amplifier plug. Roll Section Checks - The following tests check operation of the Century III in the lateral modes (ROLL and HDG). These tests use components of the 66D141 Test Set as a means of substitut- ing components of the system whenever a problem becomes apparent. Before beginning with Step 1, check position of the Artificial Horizon. It should not be tumbled beyond 20° pitch. If the horizon is tilted beyond these limits it will be neces- sary to start aircraft engine(s) and erect the gyro. In many cases after the engine is switched off the gyro will run down and remain within the correct position provided the aircraft is not moved. 1, Tum on aircraft master switch and center the roll and pitch knobs. 2. Push Roll rocker switch ON. If it does not stay on, perform A+ checks (Para- graph 3.3.3). 3. Note movement of contro! wheel in the direction of the Artificial Horizon. Turn Roll ‘knob full left and right end note control wheel responds to command. 4. Hf command wheel does not respond to commands or a gyro signal, rock the control Issued: Jan. 1973 Page 3-13,Page 3-14 1 to see if roll servo is engaged. In either case insert a Power Section Test Box 141-2 Set (See Fig. 3-10) to the A/C voltage and AMPL-MTR positions. NOTE: It may be easier at this time to remove the amplifier and bench check. Turn the autopilot back on and observe the Power Section solenoid pilot light is on. This will indicate the presence of solenoid voltage and the solenoid should be engaged. Command left and right turns and observe the meter for left and right amplifier out- put. If there is no solenoid voltage or amplifier output the problem is either in the wiring or the amplifier. (Check the servo if the solenoid voltage and amplifier output is present on the Power Section. See paragraph 3.2.3, Test 3,) Check the wiring from €D-47 to the amplifier as follows: 0.47 to Amplifie- Plug Pin A. Pin M Pin R Pin E Pin D if wiring checks, the problem is likely within the amplifier. 5. With the Roll knob centered the control wheel should turn in the direction of any no- ‘iceable offset in the Artificial Horizon. If it does not use the gyro substitute 66D141-1 set on roll. Simiulate left and right roll. If the contro! wheel follows these errors the Artificial Horizon should be checked for electrical output. If there is not action from ‘control wheel there may be a wiring problem or a defective amplifier. Check wiring to Artificial Horizon as follows: cD.18 to Amplifier Plug Pin A.... Pin B -Pin 8 6. Press HDG ON. Verify the Radio Coupler is in the HDG mode if installed. Rotate Roll knob and see that it has no affect on amplifier output. If not, proceed to Step 8. 7. If both the Roll Command knob and the Directional Gyro (D.G.) Course Selector have an effect on the control wheel the amplifier is probably defective. If the heading “bug” has no affect on the contro! wheel but the Roll knob has, use the Console Sub- stitute 66D141-3 to see if the console is defective. See Fig. 3-11 for Console Substitute Test Setup. NOTE: To check the D.G. in the aircraft the Artificial Horizon should be level. If it is not level, erect the gyro or use the Gyro Substitute set at 0° and Roll. It is helpful to use a Power Section in line with the servo, but not necessary. Amplifier output will be seen Issued: Jan. 1973QUICK CHECKS CENTURY II TROUBLESHOOTING LOGIC CHART FIGURE 3-6 Switch on aircraft Master and check Autopilot circuit breaker} Center Roll and Pitch Command knobs on console ‘Check tilt of artific Circuit breaker trips 1. Check wiring 2. Amplifier to the system, If the artificial horizon fe tilted more than 30° during ground checks it will be impossible ‘to obtain a null. This indicates the presence of both a h control wheol movernent whenever the Century II is switched on. NOTE: Some tilt in the horizon may be helpful in determining proper operation of the system. For example icated 20° right bank the roll command knob, will need to be rotated nearly full right ;on and command signal. If the horizon is tilted more than approximately 5° in pitch the servo will drive in one direction continuously making complete tests impossible. Issued: Jan. 1973 PAGE 3-154,Wheel continues to move] in one direction. 1. Check amplifier Par. 3.3 Check console Par. 3.3.3 PAGE 3-158 Issued: Jan. 1973hdg. “bug” on D..G. aligned with] index only if horizon is level . Possible defective Hdg. switch. See if rotation of roll command knob will have any effect on control wheel movement. Check amplifier or console. See Par. 3.3.3 2. Possible wiring or D. G, problem. 3. Possible radio coupler problem if installed. Par. 3.3.6} Radio Coupler Checks ‘Switch radio coupler to omni mode. (check| radios off) Siwtch NAV radio to local VOR or VOT station. Rotate OBS to center deviation needle and then deflect needle left and right and note control follows needle ‘Control whee! moves| in direction of OBI needle deflection Issued: Jan. 1973 PAGE 3-15C‘Switch radio coupler to NAV mode and note that the control wheel is slower to react to OB! needle deflection (less sensitive) Radio coupler] [defective ‘Switch radio coupler to LOC and note control wheel response is faster than in the ‘omni mode Par. 3.2.6 (On autopilot console press pitch on and turn pitch control wheel full up. Verity control surfaces move up and pitch! trim meter indicates up. ‘Tur pitch contro! wheel full dows Check horizon pitch less ‘than 5°. 2. No movement - check console: Paragraph 3.3.5. 3. Check ampli Paragraph 3.3.5. Verify control surfaces move down and pitch trim moter (on the console indicates down. * On some aircraft the elevator control surfaces are too heavy for the pitch servo. = -—~ to raise. Pull the elevator up to a neutral position before engaging the autopilot. PAGE 3-15D Issued: Jan. 1973NOTE: The only accurate way to check irection of any output of altitude hold is to offset in the remove and check on the bench. artificial horizon “The glide slope coupler cannot be checked without inserting test equipment or by using a glide slope ramp generator. Refer to Paragraph 3.3.7 for these tests. Automatic pitch trim should engage when manual pitch is engaged. Note: Elevator control surfaces may have to be blocked for trim tests. 1. Check trim C. B. 2, Check for friction in trim controls. NOTE: The trim servo solenoid should lock trim controls when pitch portion of autopilot is on. Observe trim centering and delay in both directions. Pull up on. ‘control column} Issued: Jan, 1973 PAGE 3-15E00207 CABLE HARNESS FIGURE 3-7 CENTURY II INTERCONNECT WIRING DIAGRAM cee) Issued: Jan. 197333.5 Issued: ‘through contro! whee! movement as well as the Power Section, if connected. Keep in minid that + 3 Volts is about the point where the servo starts to run, 8. Rotate the Course Selector on the D.G. so the heading bug is aligned with the zero in- dox. This will produce a zero output as indicated on the Power Section or no move- ment in the control wheel. The Course Selector has a command authority of up to 20° in roll. With the HDG bug set beyond 45° off course, it should be possible to cancel the output of the amplifier with 20° of roll + 5°. Set 20 + 5 of roll on the Gyro Sub- titute in the of course deviation and note control wheel movement stops. If the rotation of the Course Selector fails to produce the reactions as described, likely that the D.G. signal is not reaching the amplifier. 9, Loss of D.G. signal can normally be attributed to a defective D.G., console, Radio Cou- pler or wiring. a. To eliminate the D.G. as a possibility, substitute the 66D141-1 Gyro Substitute in placa of the D.G. See Fig. 3-9 for test set-up. b. To eliminate the Radio Coupler, simply disconnect CD-33 from rear of coupler and connect it directly to the D.G. c. Check wiring from CD-33 to the amplifier plug as follows: 0-33 to Amplifier Plug Pin-A... see ePin A PinB..... Pin D PinC ..... Pin B PinD.. Pin L PinE.. oe Pin ds Pin F.. + +-Pin Pin H.. oe Pin F Checks on the console are made by substitution as noted in Step 7. Pitch Section Checks - On some aircraft the elevator control surfaces are too heavy for the pitch servo to raise. It may be necessary to pull the elevator up and hold a neutral pressure while checking the pitch portion. In aircraft equipped with automatic pitch trim, be careful not to run the trim to its limits, Pull the trim circuit breaker if necessary. 1. Before engaging the pitch portion watch the trim meter on the console as you com- mand an up and down with the Pitch Command Wheel. The trim meter will indicate the direction commanded. The circuitry for the tr works except for the icator is contained in the console. If the pitch system icator the problem is probably in the consol 2, Press “Pitch” on. Check solenoid engaged. Command an up and down and see that elevator follows. If the solenoid does not engage use the Console Substitute 66D 141-3 (Fig. 3-11) to eliminate the console as a problem. If the console checks, insert a Power Section (Fig. 3-10) in line with the pitch servo (CD-16). If the solenoid pilot lamp lights, solenoid voltage is present at CD-16. The problem is in the pitch servo. If there is not solenoid voltage at CD-16 there is a wiring problem between CD-66 pin A and CD-20 pin 3. Jan, 1973 Page 3-1733.6 337 3. If there is no amplifier output (servo drive) and the trim meter on the console is operating normally, in most cases the amplifier is defective. It may be easier to bench check the amplifier at this point than to get to the pitch servo. If not, use a Power Section connected to CD-16 to check for amplifier output. 4, Press “Alt. Hold” on. The trim meter and the servo will drive in the direction of any offset in Artificial Horizon. The Pitch Command Whee! should have no affect on amplifier output. Most switching problems will be in the console so use the Console Substitute to eliminate the console as the cause of any problem. There is no way to check the output of the Altitude Hold accurately in the aircraft. It should be removed and checked on the bench. Radio Coupler Checks - Checks on the Radio Coupler are identical to those described in para- graph 3.2.6 (Century I! Troubleshooting). Slope Coupler Checks: 1, Remove aircraft harness connector CD-58 from Glide Slope Coupler cable. Connect test cable 30A300 CD-58 to Glide Slope Coupler Harness. Connect plug CD-34 on '30A300 test cable to CD-34 on 66D141-4 coupler tester. Attach 304300 ground clip to ground. See Fig. 3-10. NOTE: Connection of clip to ground eliminates the requirement of the Radio Coupler being in the “LOC NORM" position. 2. Start engine to erect gyro or use Gyro Substitute set on 0°, Pitch. 3, Rotate Radio Substitute on Radio Coupler Testor to 100% up (blue). 4. Push “Roll on and rotate Roll Command Knob to stop any aileron movement. 5. Push “Alt” on. 6. Wait at least 30 seconds, then slowly decrease Radio Signal Substitute to zero on Cou- pler Tester meter. 7. The Glide Slope Coupler should lock on at 0 + 10% of Radio Substitute. The green “Lock On" light should illuminate. 8. Rotate Radio Signal Substitute knob to 100% up and observe control column moves nose up. Rotate knob to 100% down and control column should move nose down. Again on some aircraft it may be necessary to manually assist control column. 3.3.8 Automatic Pitch Trim Page 3-18 The importance of automatic pitch trim in the autopilot Pitch or Alt. modes cannot be over- emphasized. Many problems reported in the autopilot modes may be the result of a mal function in the trim system, such as a trim sensor imbalance or no time delay in one direction. ‘The best test procedure is to follow the trim system ground checks in Section VI (6.2) for the type of trim system in the aircraft. Identify exactly which type of trim system is in the aircraft by referring to Section II under the aircraft model and S. T. C, number and identify the pitch ‘trim servo part number or trim amplifier part number. The following chart will identity the ‘rim amplifier part number and the methods used to test the trim system as well as other parts used on the trim servo, Issued: Jan, 1973TRIM AMPLIFIER PARTS CHART SERVO RPM ACTUATOR 14v. 1€491-3 (3) 10491-3 (3) 10491-2 (6) 10491 (30) 10491 (30) 1491 (30) 1€491-1 (10) 10491-2 (6) 104913 (3) 10491-3 (3) 1€491-2 (6) 104912 (6) 10491-2 (6) 1€491-1 (10) 1€491-(30) 10491-1 (10) 10491-2 (3) 1¢491-(30) 1€491-1 (10) 1¢491-1 (10) 10491-2 (3) 10491-2 (6) 10491-2 104913 Issued Jan, 1973 ‘SWITCH Pos. WIRING ‘SCH. o D> P >>> D> D> > > > dD dD > > wD D CAPSTAN CLUTCH AMPLIFIER ITEM = SETTINGS ITEM LBs. 49A26-1 49A26-1 49A26-1 444108-1 44A108-1 S 4926-1 7954-1 44A108-1 79C53-1 49A26-1 10646-14 49026-1 79054-1 4926-1 79C54-1 49A26-1 7954-1 49A26-1 49A26-1 49A26-1 49A26-1 49A26-1 49A26-1 440108-1 49026-1 49026-1 4926-1 4963-1 49026-1 49A63-1SERVORPM SWITCH WIRING CAPSTAN CLUTCH AMPLIFIER ACTUATOR Pos. SCH. ITEM SETTINGS 1TeEM 28v. 1492-2 (6) 1492-1 (10) 1¢492-2 (6) 1¢492-1 (10) 10492-2 (6) 104922 (6) 49A26-1 4926-1 4926-1 49026-1 49A26-1 49A26-1 1492-1 (10) 49A26-1 mp ppernae 10491-1 (6) 49A26-1 10492-2 (6) " 49A26-1 10492-2 (6) 490261 104924 (30) 1492-2 (6) 49A26-1 49A26-1 790542 10492-2 (6) 49A26-1 10646-28 1€492-1 (10) 49A26-1 79C54-2 10492-2 (6) 49A26-1 79C54-2 104922 (6) 49A26-1 10646-28 10492-1 (10) 49035-1 10671-1 10492 (20) 49A35-1 rpepoprer poe 1€492 (20) 49A26-1 10492-3 (3) 10492 (20) 49A26-1 49A26-1 1¢492-2 (6) 49026-1 10492-1 (10) 49A26-1 1492-1 (10) 49A26-1 epee aD 104922 (6) 49A26-1 Page 3-20 Issued Jan. 1973[SERVO © SERVO RPM Ne ACTUATOR 104924 (30) 10492.3 (3) 110492-1 (10) 10345-184 10345-1-184] 1045-1 10345-5-184 1€345-1.298 103454321 10463 10463-1187 10463-2.187 10463-1-290 10463-1 Issued Jan. 1973 10491 (30) 10491 (30) 16491 (30) 10491 (30) 1¢491 (30) 10491 (30) 10491 (30) 10491 (30) 16491 (30) 10491 (30) 10491 (30) zav. 10492 (20) 10492 (20) 10492 (20) 1¢492 (20) ‘SWITCH POs. WIRING — CAPSTAN ITEM 49A26-1 490261 49A26-1 49A26-1 49A26-1 490261 49A26-1 CLUTCH SETTINGS AMPLII EM. 79C53-1 10671 7953-1 Page 3-21TABLE 4-2 ‘TRIM AMPLIFIER TEST PROCEDURES & CENTERING ADJUSTMENTS JAMPLIFIER| SWITCH | TESTPROCEDURE | CENTERING ADJUSTMENTS | (SENSOR TYPE) Rocker Type Push Button Push Button Rocker Type Page 3.22 6.3.2 Step 3 63.2 Step 1 62.2 6.3.2 Step 3 622 63.2 Step 3 6.2.2 Step 5 63.2 Step 1 6.2.2 Step 5 SCHEMATIC. 8 FOR MANUAL TRIM ONLY wuite SCHEMATIC. A GREEN wHiTe cLureH ‘4001 uy waite BLACK SWITCH SHOWN IN R POSITION. Single Point Contact Single Point Conta Single Point Contact| Dual Point Contact Dual Point Contact Issued: Jan, 19734a 42 421 (a) Issued: SECTION IV REPAIR AND OVERHAUL GENERAL This section contains theory, schematics and bench test procedures for each major component of tiie Century II and III Autopilot systems. Each component is listed under a sub-section number such as 4.2, Century | Console Amplifier; 4.3, 1D395 Amplifier; etc. By referring to the table of contents, the appropriate test ahd rélated information (i.e. schematics) for any component can quickly be found without paging through a lot of unrelated data, Paragraph 4.10 and 4.11, at the rear ot this section, discuss the fundamental theory of phase de- ‘tectors and synchronous filters as they are applied within the Century {I and Ill Autopilots, ‘These sub-sections are intended as a supplement to the individual component theory. Both of ‘these circuits are used throughout the Century series autopilots. Therefore, understanding their operation will be of great importance when troubleshooting. 1€385 CENTURY II AND IIB CONSOLE AMPLIFIER Century Il Theory - The Century II Console/Amplifier may be divided, for the purpose of discus- sion, into two sections with one consisting of the oscillator and the other, the lateral control circuits. In figure 4.1 (a), Century II Schematic, the reference oscillator is shown in the lower left side of ‘the schematic and is composed primarily of 0-15, Q-16, CR-7 and T-1. ‘A(+) {pin N) is applied to the oscillator from the console/amplifier master through R-42 (and R40 in a 2BV system); 0-19 and CR-7 regulate the supply voltage to +11VDC. The frequency of the oscillator is determined by the series tuned circuit in the Directional Gyro. This tuned circuit, excited by a secondary winding on T-1 (pins 2 & 3) provides a square wave ‘trigger of opposite phases to the base of each oscillator transistor (Q-15 and Q-16). 0-15 and 0-16 conduct alternately inducing a 5KHo square wave in the primary of T-1. Roll excitation (28 VP-P + 10%), is taken from the secondary of T-1 across the yellow and red leads. Roll excitation is used to excite the artificial horizon and the synchronous filters in the amplifier. Excitation for the phase detector is also taken from the secondary of T-1 (from pins) 6, 7 and 8). A portion of the secondary from the green and orange lead is rectified by CR-14 and filtered by C-12 to provide a D. C. supply to the signal amplifiers and synchronous filters. ‘The lateral control circuits begin with Heading Switch. In the roll mode, the roll signal from R-3 is applied to the first aynchronous filter (A-2 and Q-3) through R-38. In the Heading Mode, the DG signal from the Directional Gyro is amplified by Q-1 and then applied to the first synchronous filter through R-6. R-8 provides a roll (or heading) centering signal to the first synchronous filter. ‘The first synchronous filter introduces bank angle li by R-10 and R-14 limiting the max- imum signal across the filter. For a detailed description of a synchronous filter, refer to Paragraph 4-11. ‘The output of the first filter across R-16 from the Artifi to the base of Q4, Q4 amplifies this signal and apy synchronous filter Q-5 and Q6. applied across R-15 to be summed with the roll position signal | Horizon (Roll Signal at pin H). The resultant signal is applied it through R-19 to the second Jan. 1973 Page 4-142.1(b) Page 4-2 The second synchronous filter introduces a form of feedback from an analog circuit made up of CRB, CR-9 and C-8. This circuit, often called the electronic follow-up, takes the place of a control surface follow-up element on a short term basis. The back-to-back diodes duplicate the lost motion inherent in the servo motor drive as it responds to the amplifier output. One diode conducts when the output of the servo amplifier reaches about + 3 volts or that amount required to start the servo motor. ‘The D. C. signal from the diodes is applied across C-8 (and increases as C-8 charges) to the syn- chronous filter which chops the signal into a square wave and sums it with the signal across the Synchronous filter i an error signal repreienting an imblence between Command signal and Roll signal. ‘The error signal causes aileron movement to roll the aircraft toward the null or satisfy the com- mand signal at the summing point of Q-4. The follow-up signal has only enough authority to help stop or neutralize aileron movement to keep the aircraft from overshooting the commanded attitude or to prevent a roll oscillation around that attitude. ‘The output of the second filter is applied through R-22 to the base of Q-7. Q-7 amplifies the signal and transformer couples it to the phase detector. From the phase detector, a proportional D.C, signal is applied to the servo amplifier which drives the roll servo, For a detailed discussion of the phase detector refer to paragraph 4.12. Century 1B Theory - A+, is applied through the master switch to the oscillator regulator through R-61 (and R-53 in a 28V amplifier). CR-16 and 0-22 regulate the oscillator supply voltage to +11 VDC. See figure 4-1 (C). The frequency of the oscillator BKHZ is determined by the series tuned circuit in the Directional Gyro. This tuned circuit, excited by a secondar ing of T-1 (2-3) provides a square wave trigger of opposite polarity to the base of each oscillator transistor (Q-20 and 0-21). 0-20 and 0-21 conduct alternately inducing a SKHZ square wave in the primary of T-1. Roll excitation (27vp-p + 1V) is taken from the secondary of T-1 across the yellow and red leads. Roll excitation is used to excite the foll pick-off in the artificial horizon and the syn- chronous filters in the amplifier. Excitation for the phase detector is also taken from the secondary T-1, (from pins 6, 7 and 8). A portion of the secondary from the green and orange leads to rectified by CR-8 and filtered by C-18 to provide a D. C. supply to the signal amplifier and synchronous filters. The roll section begins with the Directional Gyro signal switch Q-1. In the HDG mode Q-1 is turned off allowing the Directional Gyro (D. G.) signal from pin A of the amplifier plug to be applied to the base of Q-2, amplified and applied to the first synchronous filter. In the Roll mode the command signal from R-4 provides a D..C. path through R-1 to bias Q-1 on. With Q-1 turned on, the voltage across R-5 will cause Q-2 to go into saturation, blocking the D. G. signal. The Roll command signal will be applied to the first synchronous filter through C-1 and R-20. ‘The first synchronous filter Q-5 and Q-6 introduces bank angle limiting. R-16 and R-18 will limit the amplitude of left or right commands indivudually across the filter. Roll.centering is also applied to the filter from R-10 through R-9. Across the collectors of 0-5 and Q-6 is a lag filter (0-3 and Q-4) that limits the rate of change in the command signals. Fora detailed description of synchronous filters refer to paragraph 4.11. The output of the first filter is applied across R-21 and summed with the Roll signal from the Artificial Horizon (Roll signal at pin R-22). The resuttant signal is amplified by Q-7 and applied to the second synchronous filter (0-8 and 0-9). Issued: Jan. 1973422 ‘On one side of the second synchronous filter (0-9) feed-back is introduced from the non-linear follow-up circuit. Like the non-linear diodes in the Century I! amplifier, 0-12 and Q-13 control the follow-up signal to the synchronous filter. This network was introduced in place of the non- Tinear diodes because it can be adjusted to match the autopilot more closely with the dynamics of each aircraft. R-43 is the Threshold adjustment. Varying R-43 will vary the bias on the base of both transistors changing the level at which they will conduct. 0-12 (NPN) and 0-13 (PNP) will conduct with opposite polarity signals from the servo amplifier. When Q-12 is forward biased, Q-13 will be reverse biased and cut off. Q-12 will conduct when the putput of the servo r reaches approximately 3 volts, depending on the threshold adjustment. When O-12 across the second filter and the gain of the amplifier. 0-13 will act on opposite polarity signals. ‘The output of the second filter through R-22 is applied to the base of 0-10. From the collector of Q7, the amplified signal is transformer coupled to the phase detector. From_ the phase detector, a D.C. signal proportional to the input is applied to the D. C. amplifier. The putput of the D. C. amplifier is applied to the roll servo through pins D and E on the amplifier plug. For a detailed discussion of the phase detector, refer to paragraph 4-12. Century I Console/Amplifier Tests - A. Test Equipment Required: 1, 66D141 Test Kit 2. Oscilloscope 3. Regulated Power Supply NOTE: Refer to Figures 4-1 and 4-8 as necessary. B. Test Set-Up: 1. Connect test equipment as shown in Fig. 4-2 Gyro Substitute Roll-Pitch Switch in Roll. Set D.G. and horizon to 0. Power Section Tester in AMP-RES position. Voltage selector switches sat to power supply voltage. Turn system on. C, Oscillator and Regulator Checks: 1, Sat oscilloscope as follows: {a) Horizontal sweep time - 50u/sec. (b) Vertical input to 10 volts per cm. {c)_AC-DC to D.c. 2. Monitor roll excitation pins B and C with oscilloscope. 3. For 14V units, vary the power supply from 12 to 15 vde. For 28V units, vary the Power supply from 24 to 30 vde. Scope presentation should be 28 + 2.8v p-p. oa YN 4, Disconnect scope. Bank vs. Heading Command: 1. Set D.G. and horizon to 0. (66D141-1), 2. Engage HDG on Console/Amplifier. 3. Set D.G. to 10° left. Roll horizon should null output at 10° +2/ -1 left. (Output is 4a read on Power Section Meter.) a. to 10° right. Roll horizon should null output at 10° +2/-1 right. (See Fis Issued: Jan, 1973 Page 4-3,. Tiweshold Sensitivity: 1, Set D.G. to 0. 2, Offset the horizon vernier enough to produce 2 volts output in Power Section Meter. Record setting. 3. Reverse the horizon to produce 2 volts in the opposite direction. The difference be- ‘tween the two settings shall not exeed 2.5°. F, Bank Limiting: 1. Set left and right benk adjustments on the console to minimum limit (CCW). 2. Set D.G. to 45° left. No more than 15° left horizon shall be required to null output on Power Section. (See Fig. 4-8). 3, Set D.G. to 45° right. No more than 15° right horizon shall be required to null out- put. 4, Set left and right bank adjustments on the console to maximum limit. (CW.) 5. Leave D.G. at 45° right. No less than 24°right horizon should be required to null out- put. 6. Set D.G. to 45° left. No less than 24° left horizon should be required to null output. 7. Set bank adjustments so 20° left and right horizon will produce a null output with 45° of left and right D.G. input. 8. Set D.G, to 0. G. Trim Range: 1, Turn centering pot to full CW. Null output with horizon vernier. Record ‘ing. 2. Turn centering pot to full CCW. Null output with horizon vernier. The rence be- ‘tween the two settings should be 6° or more. 3. Set horizon to 0 and null output with centering pot. H, Manual Bank Limiting: 1. Push HDG Switch off. 2. Turn Command Knob full CW. Horizon should not exceed 30° right to null output. 3. Turn Command Knob full CCW. Horizon should not exceed 30° left to null output. NOTE: Bank limiting must be set at 20° in HDG mode. 42.3 Century IIB Console/Amplifier Tests A. Test Equipment Required: 1. 66D141 Test Kit 2. Oscilloscope 3. Regulated Power Supply NOTE: Refer to Figures 4-1 and 4-8 as necessary. B. Test Set-Up: 1, Connect test equipment as shown on Fig. 4-2. 2, Set Gyro Substitute Roll-Pitch Switch to Roll. Set D.G. and horizon to 0. Power Section Tester in AMP-RES position. 5. Voltage selector switches set to power supply voltage. 6. Turn system on. C. Oscillator and Regulator Checks: 1, Set oscilloscope as follows: (a) Horizontal sweep time - 50u/see (b) Vertical input to 10 volts per cm. (ce) AC-DC to D.c. Page 4-4 Issued: Jan. 1973CIOAMGTOGS PERRGREe COOCOOCOOCOOCOCOOOOOOOOOOO® CODON MOAT FIGURE 4.1B CENTURY II CIRCUIT BOARD Issued: Jan. 1973 Page 4-6GQERSIOD Gae CAPACITORS TRANSISTORS AND DIODES FIGURE 4-1D CENTURY IIB CIRCUIT BOARD Issued: Jan. 1973 eaeRESISTORS e 2 $ S a + w « 5 i Issued: Jan. 1973 Page 4-88Issued: 4 Monitor roll excitation at pins B and C with oscilloscope. For 14V units, vary the power supply from 12 to 15 vdc. For 28V units, vary the ‘power supply from 24 to 30 vde. Scope presentation should be 274 1v p-p. Transients should be less than 7 volts plus and 4 volts minus. Disconnect scope. D. Bank vs. Heading Command: E, Threshold Sensitivity: Set D.G. and horizon to 0. (66D141-1,) Engage HDG on Console/Amplifier. Set D.G. to 10° left. Roll horizon should null output at 10° +2/-1 left. (Output is read on Power Section Meter.) Set D.G. to 10° right. Roll horizon should null output at 10° +2/-1 right. (See Fig. 48) Set D.G. and horizon to 0. Null output with centering pot. (See Fig. 4-3.) Adjust threshold sensitivity (left pot) full CCW. Set horizon to 1° left bank. Output to Power Section should be 1.5 to 2.0 vde. Ad- just threshold sensitivity to full CW. Output should be 3.2 to 3.7 vde on Power Sec- tion. ity to produce 2V. Reverse horizon to 1° right. Output should Set left and right bank adjustments on the console to minimum limit (CCW). (See Fig. 43.) Set D.G. to 45° left. No more than 15° left horizon shall be required to null output ‘on Power Section. (See Fig. 4-8.) Set D.G. to 45° right. No more than 15° right horizon shall be required to null output. Set left and right bank adjustments on the console to maximum limit (CW). Leave D.G. at 45° right. No less than 24° right horizon should be required to null out- put. Set D.G. to 45° left. No less than 24° left horizon should be required to null output. Set bank adjustments so 20° left and right horizon will produce a null output with 45° of left and right D.G. input. Sot D.G. to 0. 1se238 on 285 COUSOLE AMrLiFHER 0c201 senvo Jan. 1973 FIGURE 4.2 CENTURY II TEST SET-UP‘Trim Range: 1. Turn centering pot to full CW. Null output with horizon vernier. Record setting. 2. Turn centering pot to full CCW. Null output with horizon vernier. The difference be- tween the two settings should be 6° or more. 3. Set horizon to 0 and null output with centering pot. H. Manual Bank Limiting: 1. Push HDG Switch off. 2. Turn Command Knob full CW. Horizon should not exceed 30° right to null output. 3. Turn Command Knob full CCW. Horizon should not exceed 30° left to null output. (See Fig. 4-8.) NOTE: Bank limiting must be set at 20° in HDG mode. ROLL COMMAND KNOB \_ ON/OFF 6 LEFT BANK ADJUSTMENT RIGHT BANK ADJUSTMENT CENTERING ADJUSTMENT iG CENTURY Il CONSOLE/AMP ROLL COMMAND KNOB ‘THRESHOLD ADJUSTMENT. LEFT BANK ADJUSTMENT RIGHT BANK ADJUSTMENT CENTERING ADJUSTME: CENTURY I1B CONSOLE/AMP FIGURE 4.3 CENTURY II & IIB CONSOLE ADJUSTMENT Issued: Jan. 197343 43.1 10395, 10515 AND 1C515-1 & -2 CENTURY II AMPLIFIERS ‘Theory (1D395 Amplifier) - Aircraft supply voltage enters the amplifier on Pin N of the amplifier plug (Refer to Fig. 4-4). A+ (14V or 28V) is applied to the primary centertap of T-1 and T-2. It is also applied to a voltage regulator on the plate of the amplifier that supplies @ regulated reference voltage to the oscillator. The regulator consists of CR-1, 0-26 and voltage divider network R-64 and R-66. Switch S-1 adjusts for 14V or 28V input. The regulator is set by CR-1 to produce an output 11 volts below the A+ input level. This is 11 volts below 14 volts in a 14 volt system or 11 volts below 28 volts in a 28 volt system. The reference voltage is applied to the emmitter junction of the oscillator transistors 0-22 and Q-23. The combination of a sories resonant circuit in the Directional Gyro with C:31 and R-60 in the amplifier form a resonant circuit that tunes the oscillator to be 5khz. The secondaries of T-1 provide Roll and Pitch excitation and the input to a square wave ‘amplifier 0-24 and Q-26 known as the driven oscillator. The amplifier output (T-2) supplies the roll and pitch phase detectors with referenced A. C. and roll and pitch supply which is tectified to provide D. C. to the roll and pitch circuits. ‘The roll section begins with the DG signal switch. This switch consists of O-1 which controls ‘the bias on Q-2. In the HDG mode, O-1 is off and O-2 acts as a normal A. C. amplifier to the DG signal across R-1 and applies it to the first synchronous filter. In the Roll mode there is a D. C. path through R-2 to the roll command pot in the console. Current flow through R-67 and R-2 will cause Q-1 to conduct. The voltage developed across R-3 drives Q-2 into saturation blocking the D. G. signal. The roll command signal is applied to the first synchronous filter through C-6 and R-65. ‘The first synchronous fitter will introduce bank angle limiting by limiting the maximum left or Fight command signals individually (Heading or Roll modes). ‘The output of the first filter across R-11 is summed with the roll signal from the Artificial Horizon at the junction of R-11 and R-12. This composite signal is amplified by Q-5 and fed to the second synchronous filter through R-16. ‘The second synchronous filter introduces feedback from an analog circuit (often called the elec- tronic follow-up) takes the place of a control surface follow-up element on’a short term basis. ‘The diodes simulate the lost motion inherent in the servo motor drive as it responds to the reaches about 3 volts (the amount required to start the servo motor). A feed-back signal from the diodes is applied across C-8, an integrating element, to the synchronous filter. Feedback increases as C-8 charges reducing the signal across 0-6 and 0-7. The output of O-6 and Q-7 is amplified by O-8 and transformer coupled to the roll phase detector. Refer to paragraph 4.11 and 4.12 for a detailed description of synchronous filters and phase detectors. ‘The output of the phase detector‘is a D. C. signal of a polarity and amplitude proportional to the input. This D. C. signal is applied to the roll servo motor amplifier, completing the roll portion of the amplifier. NOTES: The effect of the follow-up diodes can be seen graphically at the output of the pitch or roll phase detectors. With an oscilloscope set on 2V /cm vertical deflection monitor ‘the output of the phase detector while slowly rotating the command knob around the center. The signal will move rapidly between about 4 volts positive and negat Beyond these points, the output will rise more slowly as feed-back is introduced. Issued: Jan. 1973 Page 4.11