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The avionicsbusinessunitsformerlyowned by UNISYS Corp.andidentifiedwiththeSperryname or logohave been acquiredbyHoneywellInc.Publications,products,and componentsmarkedoridentifiedhereinwiththeSperryname orlogoarepublications,products,and componentsofHoneywellInc.AllreferencestotheSperryname orlogoshouldbe takenasreferringtoHoneywellInc.
ED-600ElectronicDisplayED-600Usedas an ElectronicAttitudeDirectorIndicator(EADI)ED-600Usedas an ElectronicHorizontalSituationIndicator(EHSI)CompositeDisplayEFISSelfTestED-600Usedas a MultifunctionDisplay(MFD)ED-600FunctionalOperationDC-811DisplayControllerRI-106SInstrumentRemoteControllerSG-605SymbolGeneratorMC-800MFDControllerMG-605MFD SymbolGenerator
7. FlightControlSystem
A. SP-200AutopilotComputerB. FZ-500FlightDirectorComputerc. MS-205ModeSelectorD. PC-500AutopilotControllerE. AG-222AccelerometerF. RZ-220RollRateMonitor- CitationV OnlyG. SM-200ServoDriveandSB-201Bracket
8. PRIMUS@650WeatherRadarSystem
A. WU-650AntennaandReceiver/TransmitterUnitB. WI-650WeatherRadarIndicator
A. MS-205ModeSelector,PC-500AutopilotController,RI-106SInstrumentRemoteController,DC-811DisplayController,MC-800MFDController,AV-850AAudioControlUnit,CD-800ControlDisplayUnit,andWC-650WeatherRadarController
B. VN-212VNAVComputer/Controller,VN-800VNAVControl/Display,and LU-850LightningSensorController
294
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401
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501
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701
701701701
702
702
702
22-14-00Contents(Page4)
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Section
8
Honeywell WR’AN’ECITATION n/V
TABLEOF CONTENTS(cent)
Paraqrar)h Sub.iect
Removal/ReinstallationandAd.iustment(cent)
5. ProcedureforSensorsandGyros
A. AG-222AccelerometerandRG-204RateGyroB. VG-14AVerticalGyroandC-14DDirectional
May25/90Use or dwclosure of Information on Ih!s page IS subject to the restrtctlons on the tttle pai e of this document
Honeywell MME’*NCECITATION n/V
m
I.-, ...
/.- 4C ‘=-----R-T-T-5A
ITEMNO. NOMENCLATURE
1 LEFT SIDE NOSE COMPARTMENT COMPONENTS:. SP-200AUTOPILOT COMPUTER. AZ-241 OR AZ-810 AIR DATA COMPUTER. C-14D DIRECTIONAL GYRO NO. 1● VG-14A VERTICAL GYRO. AG-222 ACCELEROMETER
(UNDER VG-14A)● RG-204 RATE GYRO. RNZ-850 INTEGRATED NAVIGATION UNIT NO. 1. RCZ-860 INTEGRATED COMMUNICATION
UNIT NO 1.
2 RIGHT SIDE NOSE COMPARTMENT COMPONENTS:. FZ-500 FLIGHT DIRECTOR COMPUTER. SG-605 SYMBOL GENERATOR. RZ-220 ROLL RATE MONITOR. C-14D DIRECTIONAL GYRO NO. 2. RNZ-850 INTEGRATED NAVIGATION UNIT NO. 2. RCZ-850 INTEGRATED COMMUNICATION
TheC-14DDirectionalGyroprovidesthree-wireheadingdatato theSP-200AutopilotComputerforuse inyaw axiscontrolandto t?eSG-605SymbolGeneratorforpositioningtheheadingdialon the ED-60’3EHSI. TherearedualC-14DDirectionalGyrosin thesystem.Undernormaloperationthepilot’sC-14DdrivestheED-600EHSIandthecopilot’slL-14DdrivestheRD-450HSI. Theheadinginputto the SG-605SymbolGeleratorandautopilotcanbe switchedbetweenthepilot’sor copilot’sC-14DwiththeremoteHDGREV switch.
The FX-220FluxValvedetectsthemagnitudeanddirecti~nof theearth’smagneticfieldforuse in aligningtheC-14Dto magneticnorth. TheCS-412DualRemoteCompensatorprovidessinglecycleN-S,E-Wcompensationforthefluxvalve.
B. ADZ-241AirDataSystemor OptionalADZ-81OAirDataSystem
TheFMSprovideslateralandverticalnavigationguidancefordisplayandcouplingto the IFCS. TheCD-800ControlDisplayUnit(CDU)providestheprimarymeansforpilotinterfacewiththe systemanddisplaystheselectedflightplandata.
TheNZ-61ONavigationComputercaninterfacewiththreelongrangesensors,oneviaan ARINC429busandtwoovertheASCBbus. EachNavigationComputercanalsoconnectto dualDME Receiversanda singleVORReceiver.The interfaceto theMFDand EFISis overtheAvionicsStandardCommunicationsBus (ASCB).The interfaceto theAZ-81ODADCandOZ-800RPU is overanARINC429bus. Thelinkto theCDU is overan RS-422private-lineinterface.Withlinksto theon-boardnavigationsensors,theNavigationComputerdevelopsan FMSpositionbasedon ablendor mixof thesensors.TheFMSdoesnotdirectlydisplaynavigationmapson theCDU;however,theFMS is the sourceof mapdataforothercockpitdisplayssuchas EFISor MFD. Displayof mapdataisachievedby theutilizationof the internaldatabaseandASCB1/0. Alargeportionof thenavigationdatabaseis subjectto updatingon a 28-dayinterval.TheDL-800DataLoaderisusedforthispurpose.
Thenavigationpartof the FMSmaybe consideredan areanavigationsystemor RNAV. Itsfundamentalpurposeis to providenavigationinformationrelativeto a selectedgeographicallylocatedpoint.Navigationmanagementwillallowthepilotto definea routefromtheaircraftpresentpositionto anypointin theworld. The systemwilloutputadvisoryinformationandsteeringsignalsto al”lowthepilotorIFCSto steertheaircraftalongthedesiredroute. Routesaredefinedfromthe aircraftpresentpositionto a destinationwaypointviaa directgreatcirclerouteor viaa seriesof greatcircleleg:,connectedbyintermediatewaypoints.
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Theradiosystemprovidescommunicationandnavigationinformationto theflightcrew. It is a dualsystemconfiguration,withsystemNo. 1 beingthepilot’ssideandsystemNo.2 beingthecopilot’sside.
Basicto theoverallsystemdesignareclustermodulesin theCOMandNAVremoteunits. Theclustermoduleis an interfacingelementwhichcollectsdatafromtheRSB,distributesthisdatato therespectivefunctionalmodules(ADF,DME,etc.)viaRCB,andalsocollectsdataviaRCBfromthefunctionalmodulesto be broadcaston theRSB.
The busisconnectedin a mannerthatoneprimarybusservesallof theradios.Twosecondarybuses,oneforeachside,servetheradioson thatsideonly. By connectingthebusesas shown,onlythreecontrolbusconnectionsthroughthepressurebulkheadareusuallyrequired.
TheRSBhasno buscontrollerscommandingusersto transmitdata. Usercomponentsknowwhentheyshouldtransmitby havingsynchronizedthemselvesto broadcastson thebusandarecontinuallydesynchronizingtheirclocksto validbroadcastson thebus. A validbroadcastisdefinedas a transmissionthathasthecorrecttransmitaddressandhasoccurredin a timeslotdefinedforthataddress.
Use or dkclosure of information on this page is sub)ect to the restrictions on the title page of thi: document.
Honeywell WR’AN’ECITATION V
1J21 ) F 5V, 400 Hz OUTPUT
26 V. 400 HZ OUTPUTI ) E
1 J2
c++-
,115 V,400HZINPUT POWER
<l,& 26VAC I
F+28VDC
1> D1
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I
I
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- +20VDCUNREGULATED
J*+10VDC
POWERSUPPLY +15VDC PRECISION
REFERENCE
J-~ POWERSUPPLY
–15Voc* B+(+13VOC)
——_r—— ‘-’-’”’”;
MONITORFLAGINTLK
AUTOPILOT INTLK
+10 Voc
POWER GN13 J
EXTERNALPECO INTLK
R
r-rL+28vDc!1-
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II
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EXTERNALPECO PITCHTOFKNJER
CONTROLFIELDAMPLIFIES
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NOTES:
1.ALLRELAYSARESHOWNINDE-ENERGIZEDPOSITION.
2. UNDERLINEDLETTERDESIGNATESA LOWERCASELETTER
3.PINS1J2.A,G K M AND~ARE TESTPOINTS#_, _,ANDARENOTNORMALLYCONNECTEOWHENTHEGYROISINSTALLEOINTHEAIRCRAFT.TESTPOlNTSlJ2-~ANDQ,NOTSHOWN,AREALSONOTCONNECTEDINTHEAIRCRAFT.
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Honeywell ~#!jJErANcECITATION V
SCREWDRIVERADJUSTMENTS
r —— —— -1 ~m
26 V, 400 Hz
INPUT POWER
I+6.6VDC
[?’
J1 (H)D
I
REGULATED
DC PDWER
~ l(c)) t
SUPPLY IE
IT -6.8 VDC>
II
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ICURRENT
LIMITING
RESISTORS
FLUX VALVEJ
III
I I
.— —
NO. 1J1 I
r!!iiE~~~’
F.
A.
DC
B< ; A BLOCKING
CAPACITORSc
I
L —— —— —— —— —— —.,.
NOTE, THE DUAL REMOTE COMPENSATOR CONTAINS TWO IDENTICAL COMIPENSATIONCIRCUITS. CIRCUITRY AND CONNECTIONS SHOWN ARE FORTHENUMBER ONESYSTEM THROUGH CONNECTORJ1. CIRCUITRY FOR THENUWBERTWO SYSTEMISIDENTICALTO SYSTEM NUMBER ONE, EXCEPT CONNECTIONS AREMADETHROUGH CONNECTOR J2.
2. D. FX-220Flux Valve (See Figures 2-7 and 2-8, and Table 2-4.)
The fluxvalvedetectsthemagnitudeanddirectionof theearth’smagneticfieldandconvertsitto electricalinformationwhichis used toalign the directional gyro to magnetic north.
The liqht illuminates to ctrovide avisualindicationwhentheaircraft-iswithin1000feetof thepreselectedaltitude,andextinguisheswhen the aircraft is within250 feet of the preselected altitude. After capture, the light willilluminate if theaircraftdepartsmorethan250feetfromtheselectedaltitudeandwillextinguishif theaircraftdepartsgreaterthan1000feetfromthepreselectedaltitude.
AltitudeCounter- The four-drumcounterdisplaysaltitudefromO to50,000feet. A negative(NEG) altitude shutter obscures the 10,000and 1000 digits of the counter to annunciate altitudes belowsea1evel. The “O”positionon theten-thousandsdrumis blackandwhitecrosshatchto alertthepilotto altitudesof lessthan10,000feet.
Altitudeis selectedby placingtheselectorswitchto ALTandslewingtothedesiredvalue,andtheALT SEL button selected on the ModeSelectorwillinitiatealtitudepreselect.To utilizetheVNAVcomputationcapability of the VNCC,thepilotmustsetthe stationelevation,to-fromdistance,andgo to the VANG position after selecting the desiredaltitude.
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The AZ-81ODigitalAir DataComputer(DADC)is a microprocessor baseddigital computer which accepts both digital and analog inputs, performsdigital computations, and supplies both digital and analog outputs. Itreceivespitot-staticpressuresandtotalairtemperatureinputsforcomputingthestandardairdatafunctions.The airdataequationsaresolveddirectlyusinga 16/32-bitarithmeticmicroprocessorunderthecontrolof an 8-bitgeneralpurposemicroprocessor.TheDADCprovidesoutputsfordrivingtheBaroAltitudeIndicator,transponder,flightrecorder,flightdirector,andautopilot,as well as other elements ofthe flight control system. It also provides the computation fortheVN-800VNAVControl/Display.
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Honeywell M!MY’”c’CITATION V
DIGITALRANGE
I
9< I10
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711
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+(AR!NC 419)
[DIGITAL BUS
.—BuS (TO SH2)
/\
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~SENSOR
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‘JIBVNAV
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1BARO DISASLE 38
SSEC DISABLE 39
mSELF TEST 52 ,
T,4T/SAT SEL 71
ALERTER SEL 93P]LOT/COPILOT SEL lm
@
ALT 55
PILOT ALT RATE 56HOLDENG AJS 57
MACH 58
PILOT SLEW ENG 59JIBmALT 55
COPILOT ALT RATE %HOLDENG .4,,s 57
MACH 58
COPILOT SLEW ENG 59
J3A
Ma101>D2
AIRCRAFT 103INTERLOCKKEYING 1~
105
106
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RANGE FORMAT 2.+
RANGE CORRECTION 65
RANGE VALl D S6a
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PROCESSINGUNIT(80851
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(RAM) Ii 1
.5ESIVNAV ARM 92
VNAV CAPTURE 92
WAYPOINT SELECT 90
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100
DISPLAY ’01SELECT 702
99
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COMTORQUE LOGIC IN 1 5
TOROUE LOGIC IN 2 6
TOROUELOGICTEST 7
. ANALOG OUT (FROM SH2)
MONITOR [FROM SH2)
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AZ-81ODiaitalAirDataComputer‘BlockDiagram -
Figure3-8 (Sheet1 of 2) 22-14-00
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Page140Mar15/89
onthispageIS sublecttotherestrictionson the title page of thm :Iocurnent
Honeywell W/W’””CITATION Ilfl
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77 PRESELECT ALT CRANK
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AZ-81ODigitalAirDataComputerBlockDiaqram
Figure3-8 (sheet2) 22-14-00Paae141/142“May25/90
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Honeywell WJE!ANC’CITATION V
Thispageis intentionallyleftblank.
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Honeywell MW!YANCECITATION V
3. E. VN-800VNAVControl/Display(SeeFigures3-9and3-10,andTab”le3-5.)
VN-800VNAVControl/DisplayFigure3-9
Dimensions (maximum):
Length........................................ 8.316 in. (211.23mm)Width.......................................... 3.275in. (83.19mm)Height......................................... 1.537in. (3$1.04mm)
Mounting................................. Clamp,MSP Inc,Part No 64321
VN-800VNAVControl/DisplayLeadingParticulars
Table3-5
The VNAVControl/Displayprovidesdisplaysfor altitude alerting,altitude preselect, and vertical navigation (VNAV) mode. Thecomputations foreachof thesemodesareperformedin theAZ-810AirDataComputer.
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Honeywell WRAN’ECITATION V
Altitudeis selectedby placingtheselectorswitchto AI.TSELandslewing to the desired value, and the ALT SELbuttonselectedon the ModeSelector willinitiatealtitudepreselect.To utilizetheVNAVcomputationcapabilityof theunit,thepilotmustsetthestationelevation,to-fromdistance,andgo to theVANGposition after selectingthe desired waypoint altitude.
TheWPT switchprovidesa meansforselectingthewaypointto bet)roarammedor disDlaYed.The PROFILE switch uroyidesa meansfor;tr;nging togeascent with no
Thedisplaywi”two seconds or
he;tietwoselectedwaypoints’fora multi-legdescentorlevel off between waypoints.
1 indicate dashes if poweris interruptedformore thanif the air data computer is not valid.
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Length ......................................... 11.07 in. (Z~l.Zmm)Width ........................................... 4.56 in. (115.8 mm)Height .......................................... 4.09 in. (104.0 mm)
Weight (maximum) ....................................... 4.51b(~.05 kg)
The RadioAltimeterReceiver/Transmitterprovidesa dc outputvoltagewhichis proportionalto theaircraftabsolutealtitudeaboveterrain.In addition,it providesradioaltitudetrippoints,an indicatorwarningflagoutput,andan auxiliaryradioaltitudeoutput.
The precision output is usedto drivethe EADIRADALTdisplay.Theauxiliaryoutputsuppliesabsolutealtitudeinformationto theflightdirectorsystem.
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HeadingWarningFlag- TheHDGflagis in viewwhentheheadingsignalfromthedirectionalgyrobecomesinvalid,primarypowertothe Indicatoris lost,or theerrorbetweentheheadingdisplayedandtheheadingsignalreceivedexceedsa specificthreshold.
VerticalWarningFlag- TheVERTflagis in viewwhuntheglideslopevalidsignalis lost.
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Honeywell IN!JRAN’ECITATIONV
5. A. (5)
(6)
(7)
(8)
(9)
(lo)
(11)
(12)
VerticalDeviationPointer- TheverticaldeviationpointerdisplaysGS deviation.Forglideslopeoperation,thepointeris in viewonlywhentheNAVis tunedto a localizerfrequency.The aircraft isbelow glidepath if the pointer is displaced upward, and each dotrepresents 75 microamps of glideslope displacement.
TO-FROMPointer- Thepointerconsistsof twoflags,180degreesapart. One alwayspointsthedirectionto thestationalongtheselectedVORradial.
CompassSyncAnnunciator- Theannunciatorconsistsof the symbol.or + (dotor cross)displayedin a window.Whenthecompasssystemis in the slavedmodeandsynchronized,thedisplaywillslowlyoscillatebetweenthe ● and+, indicatingthattherotatingheadingdialis synchronizedwiththegyrostabilizedmagneticheading.
AircraftSymbol- A fixedminiatureaircraftsymbolcorrespondstothelongitudinalaxisof theaircraftandlubberlinemarkings.Thesymbolshowsaircraftpositionandheadingwithrespectto therotatingheadingdial. It alsoshowstheaircraftpositioninrelationto a radiocourse.
NavigationWarningFlag- TheNAV flagis in viewwhenthenavigationvalidsignalis lost.
The ED-600 is a standard 4.6 x 5 inch display that uses a high resolutionCRTto displayADIandHSI information. A single EDZ-605systemiscomprisedof twoED-600ElectronicDisplaysthatareidenticalandinterchangeable,exceptwhenused as an ADI an inclinometeris attachedto the bezel. LeadingParticularsof theED-600arelistedinTable6-1.Paragraph6.B.describesthedisplayfeaturesof theED-600whenusedasanADI and paragraph 6.C. described HSI features.Paragraph6.D.describesthecompositedisplayforthe EDZ-605EFIS,Paragraph6.E.describesMFD features,andParagraph6.F.describesthefunctionaloperationof the ED-600.
Dimensions (maximum):
Length ........................................ 10.50 in. (266.70mm)Width......................................... 5.070in. (127.78 mm)Height........................................ 4.695in. (119.25mm)
Weight(maximum)....................................... 9.1 lb (4.14 kg)
Power Requirements:
Primary .......................................... 28 V dc, 65 WmaxLighting.................................... 5 V ac or dc, 1.2Wmax
(a) AttitudeSphere- The sphere moves with respect to symbolicaircraft reference to display actual pitch and roll attitude.Pitch attitude marks are in 5-degreeincrements.
(b) AttitudeSourceAnnunciator- Theselectedattitudesource isnot annunciated if it is the normal source for that indicator.As other attitude sources are selected, they are annunciated inwhiteat thetop leftside of the EADI. When the pilot andcopilot sourcesarethesame,theannunciationis amber.However,when the Citation V has onlyoneattitudesource,there willnot be anyattitudesourceannunciations.
(c) RollAttitudePointerandScale- The pointerdisplaysactualrollattitudewhenalignedwiththefixedinde,~referencemarksat O, 10,20,30,45,and60 degreeson the rollscale.
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Honeywell WM?ANcECITATIONn/V
6. B. (1) (d) FlightDirectorModeAnnunciators- Flightdirectorverticalandlateralmodes are annunciated along thetopof theEADI.Armedverticalandlateralmodes are annunciated inwhitetotheleftof thecapturedverticalandlateralmodeannunciators. Captured modeannunciatorsaredisplayedingreen and are located to the left of top center for lateralmodes and in the upper right corner forverticalmodes. As themodestransitionas specifiedbelow,a whiteboxis drawnaroundthecaptureor holdmodeannunciatorfor5 seconds.
LateralTransitions VerticalTransitions
NAVARM to NAVCAP VNAVARM to VNAVCAP
LOCARM to LOCCAP VNAVCAPto ALTVNAVCAPto IAS
BC ARM to BC CAP ASELARM to ASELCAP
VAPPARMto VAPPCAP ASELCAPto ALT
AZ ARM to AZ CAP ASELARM to ALTGS ARMto GS CAPGPARM to GP CAP
(e) Glideslope,VerticalNavigation(VNAV),or GlidepathDeviationPointer- Theglideslopepointerandscalearein viewwhentunedto an ILSfrequencyto displayaircraftdeviationfromglideslopebeamcenter.Aircraftis belowglidepathif pointeris displacedupward.Eachglideslopedot represents0.35degree(75-microamp)displacementfromthe beamcent~?rline.IftheVNAVmodeis selected,thepointerindicatestheVNAVcomputedpathcenterto whichtheaircraftisto be flown. IfMLS is selected,thepointerwouldindicatedeviationfromtheselectedglidepathangle.
The letterG, or V is annunciatedinsidethepointertoindicatethetypeof informationbeingdisplayed.Ifthe scaleindicationbecomessaturated,thescalepointerwillgo outofviewbuttheletterG or V willremainin viewat themaximumdeflectionpositionof thescale.As the signalcomesout ofsaturation,thepointerwillpickup the letterandcarryitinsidethepointeras itmovesaboutthe scale.
(k) Inclinometer- The inclinometergivesthepilota conventionaldisplayon aircraftslipor skid,andis usedas an aidtocoordinatedmaneuvers.A meansforlevelingthe inclinometeris provided.Levelinclinometerin accordancewithprocedurein Section8.
(1) ExpandedLocalizeror AzimuthPointer- Expandedlocalizerisdisplayedby thelocalizerpointerwhenevera validlocalizersignalis available.Rawlocalizerdisplacementdatafromthenavigationreceiveris amplifiedapproximately7-1/2timestopermitthelocalizerpointerto be usedas a sensitivereferenceindicatorof theaircraft’spositionwithrespecttothecenterof thelocalizer.It isnormallyusedforassessmentonly. Duringfinalapproach,thepointerservesasan indicatorof theCategoryIIwindow.Whentunedto otherthanan ILSfrequency,theexpandedlocalizerdisplayisreplacedby therate-of-turndisplay.WhenMLS is selected,theexpandedlocalizerpointerdisplaysdeviationfromtheselectedazimuthangle.
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Honeywell WWPCECITATIONn/V
6. B. (1) (m) Rate-Of-TurnDisplay - When tuned to other than an ILSfrequency, the rate-of-turn is displayed by a pointer and scaleat the same location as the expanded localizer. The rate-of-turn of the aircraft is indicated by the position of thepointer against scale indices. Themarksat theextremeleftandrightsidesof thescalerepresenta standardrateof turn(2-minuteor 3-degreeper second turn rate).
(n) DecisionHeightDisplay- Decisionheightisdisplayedby athreedigitdisplay.The setrangeis from10 to 990feetin10 footincrements.The DH displaymay be removedb.ysettingfullcounterclockwiserotationof thesetknob. Whenat orbelowdecisionheight,an amberDH willappearinsidethewhiteboxadjacentto radioaltitude.
NOTES:1.WHEN NOT TUNED TO AN ILSFREQUENCY,THE RATEOF
TURN POINTER AND SCALE IS PRESENT INPLACEOF THEEXPANDED LOCALIZERPOINTER.WHEN MLS ISSELECTED,THE EXPANDED LOCALIZERPOINTERDISPLAYSAZIMUTHDEVIATION.THECUE CAN BECHANGED TO CROSS POINTERSBYAPPLYINGA GROUND TO 115J1-7.A WHITEBOX ISDRAWN AROUND THE MODE ANNUNCIATORFOR5SECONDS WHEN AN AUTOMATICMODE TRANSITIONOCCURS.(INTHIS CASE ASEL ARM TO ALT.)
THE AIRSPEED DISPLAY IS ONLY AVAILABLE WHENUSINGTHEAZ-81ODADC.ITISCURRENTLY A NON-APPROVED OPTION.
+
LATERAL ARM(WHITE)
t .--u-.-. VAPPBC AZvOR LNAV
ED-600EADIDisplays andAnnunciatorsFigure6-1
22-14-00Page161/162
AIRSPEED=DISPLAY(NOTE4)
E[31 450 KTS J
LE!!UI-%KP-IVAPP LNAV VNAVVOR AZ ASEL VERTICALLOC HDG GS CAPTUREBC GP (GREEN)
GP VNAV
—F
1 lo— 10
+$(=-e[
lo— 10s —
nDECISIONHEIGHT(AMBER)
-KE4DEVIATION
● V FOR VNAVDEVIATION
● G FOR GPDEVIATION
I MARKER BEACON !
‘PsI1
AD-18383-R2
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Honeywell HiWJfPANcECfTATIONn/V
6. B. (2) ED-600EADIAmberCautionandFailureAnnunciations. .(See‘- - ‘-
(a)
(b)
(c)
(d)
(e)
(f)
(9)
(h),
(i)
(j)
(k)
Figure6-Z).
FlightDirectorFailure- An amber FD FAIL warning is displayedat the top left of the EADI in the event of a flight directorfailure. Also, the flight director cue and all FD modeannunciatorsareremoved.Duringself-test,if the FD modeannunciatortestis valid,the word TEST is annunciated inmagentaat thesamelocationas FD FAIL.
Excessive Deviation - Excessive glideslope/glidepath orlocalizer/azimuth deviation is indicated by changing therespective deviation scales and pointers to amber.
DecisionHeightFailure- In theeventof an openDHpotentiometer,or duringself-test,amberdasheswillreplacethenumericalvaluesof thedecisionheightdisplay.
AirDatafailure,specific
AirspeedComputer
CommandFailure- In theeventof an airdatacomputeramberdasheswillreplacethenumericalvalueof theairdatacommanddisplayed.
DisplayFailure- In theeventof an AZ-81OAir Datafailure,thedisplayis replacedwithamberdashes.
SG BackupAnnunciator- An amberMG is displayedat thetopleftof theEADIspherewhentheSG backupmodeis selectedandtheMG-605MFDSymbolGeneratoris beingusedin placeof afailedSG-605SymbolGenerator.
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Honeywell W!RFcECITATIONn/V
6. B. (3) ED-600EADIRedFailureAnnunciations(SeeFigures6-3 and6-4.)
(a) AttitudeFailure- In theeventof a failureof theattitudedisplay,thepitchscaleandrollpointerwill be removed, thesphere will be painted blue, and a redATT FAILwillbedisplayedin the middle of the sphere upper half.
(b) G1ideslope, VNAV or G1idepath, Expanded Localizer or Azimuth,Fast/Slow Command and Rate-of-Turn failures - In theeventof afailureof anyof thesesystems,thepointeris removedandared “X”isdrawnthroughthescale. TheletterG or V remainsat thezerodeviationpositionto identifythe invalidinformation.
(c) InternalFailure- In theeventof an internalfailurewithinthedisplaysystemitself,thedisplaywillbe blank Afailureof the symbolgeneratorinput/outputprocessorwillbeindicatedby a red “X”centeredon thedisplay,withannunciation“SGFAIL.”
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SGBACKUPANNUNCIATOR(WITHMFDONLY)
\
AIRSPEEDDISPLAY FAILURE-(AMBER DASHES)
AIR DATACOMMANDFAILURE(AMBER DASHES)-
~,~,s,oN/HEIGHTFAILURE(AMBER DASHES)
Honeywell !RWPAN’ECITATIONV
FD FAIL(AMBER)
/
\
fi~ ;
FD FAIL
20 — 20AOA ~ —
FG10 —lo o
0 —
“&4’ (5---
T
, /zi\ ,0
slo— 10
—
CMD 20 — 20/i---KTS H FMs MsG-–-DH ---RA
1’
~“~>
D
DE&SION
%RADIOALTITUDEFAILURE(AMBER DASHES)
HEIGHTWARNING(AMBER) AD-18384-RI
ED-600EADICautionandFailureAnnunciations(Amber)
Figure6-2 - “22-14-00
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FAST/SLOW ,FAILURE(RED)
Honeywell UNMIFPANCECtTATIONn/V
AOA
o
\NOTE: RATE OF TURN
FAILURE IS SIMILAR.
EXPANDED LOCALIZEROR AZIMUTH FAILURE(RED) (NOTE)
ED-600EADICautionandFailureAnnunciations(Red]
Figure6-3 ‘ ‘
,ATTFAILANNUNCIATOR(RED)
/ffi;;&YLFllEpATHFAILURE (RED)
AD-11436-RI
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Honeywell WitW’”c’CITATIONV
AO-5276
ED-600Internal System Failure (Red)Figure 6-4 22-14-00
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Honeywell M!URAN’ECITATIONn/V
6. C. ED-600UsedAs An ElectronicHorizontalSituationIndicator(EHSI)
The EHSI combines numerous displays to provide a map-like display of theaircraft position. The Indicatordisplaysaircraftdisplacementrelativeto VORradials,localizer,andglideslopebeam. At powerup,theEHSIpresentsa fullcompassdisplay.By pressingtheDC-811FULL~ARCor MAPbutton,thefullcompassdisplayis changedto a partialcompassformat.Also,ifweatherradarreturnsaredesired,pressingtheWX buttonon theDC-811changesthefullcompassdisplayto a partialcompassdisplayingweatherradarreturns.The EHSI,providesthefollowingfullandpartialcompassdisplayinformation:
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Honeywell !R!JRANCECITATIONV
6. C. (1) ED-600EHSIDisplaysandAnnunciators(SeeFigure6-5.)
(a) CourseSelect/DesiredTrackDisplay- A digitalreadoutindegreesof the course indicated by thecourseselectpointer.If longrangenavigationis selected,desiredtrack(DTRK)isdisplayed.
(b) Drift Angle Bug (INSonly) - Thedriftanglebugwithrespectto the lubberlinerepresentsdriftangleleftor rightof thedesiredtrack. Thedriftanglebugwithrespectto thecompasscardrepresentsaircraftactualtrack. The bugisdisplayedasa green triangle which moves around the outsicle of the compasscard (either partial or full).
(c) FMSApproachMessage- A blueAPP indicatesthatthe FMSis intheapproachmode.
(d) HeadingSourceAnnunciator- Thecurrentheadingsourceisdisplayedinwhitewhenthepilotandcopilotsourcesarenotthesame. If theheadingsourcesarethesame,theannunciationis in amber.
(e) HeadingSelectBugandHeadingSelectDisplay- Thenotchedblueheadingselectbug is positionedon the rotatingheadingdialby a remoteheadingknobto selectanddisplaypreselectedcompassheading.Thebugrotateswiththeheadingdial,thereforethedifferencebetweenthebugandtheforelubberlineindexis theamountof headingerrorappliedto theflightdirectorcomputer.A digitalheadingselectdisplayisprovidedforconveniencein settingthe headingbug.
(g) DistanceDisplay- Thedistancedisplayindicatesthenauticalmilesto theselectedDME stationor waypoint.Dependingonequipment,thedistancewillbe displayedin a.O-399.9or a O-3999nauticalmileformat.DMEHOLDis indicatedby an amber“H”adjacentto thedistancereadout.
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Honeywell MW!AN’ECITATIONn/V
6. C. (1) (h) HeadingDialandForeandAftLubberLines- Gyrostabilizedmagneticcompassinformationisdisplayedon theheadingdial,whichrotateswiththeaircraftthroughout360degrees.Theazimuthringisgraduatedin 5-degreeincrements.Fixedheadingmarksareat theforeandaftlubberlinepositionsandat 45-degreebearings.
(i) VerticalNavigation,Glideslope,or GlidepathDeviationPointer- TheverticalnavigationdisplayandannunciatorcomeintoviewwhentheVNAVmodeon theflightdirectoris selected.The deviationpointerthenindicatestheVNAV’Scomputedpathcenterto whichtheaircraftis to be flown.
TheglideslopedisplayandannunciatorcomeintoviewwhenaVHFNAV sourceis selectedon theEHSIandthatNAV sourceistunedto a localizerfrequency.Thedeviationpointerthenindicatestheglideslopebeamcenterto whichtheaircraftisto be flown.
The letterG or V is annunciatedinsidethepointerto indicatethetypeof informationbeingdisplayed.If thescaleindicationbecomes saturated, the scale pointer will go out ofview but the letter G or V will remain in view at the maximumdeflection position of the scale. As the signal comes out ofsaturation, the pointer will pick up theletterandcarryitinsidethepointeras it movesaboutthescale.
(j) Groundspeed,Time-To-Go,or ElapsedTimeDisplay- PressingtheGSPD/TTGbuttonon theDC-811DisplayControllerallowsgroundspeedor time-to-goto be alternatelydisplayed.Groundspeeddisplayedis thevaluecalculatedby thelongrangenavigationsystem(LRN)if an LRNis installedand itsoutputis valid. IftheLRNis invalid,theEFIScomputesgroundspeedusingDMEdistance.
PressingtheET buttonon theDC-811changesthedisplaytoelapsedtime. Whenin theelapsedtime(ET)mode,theETdisplaycanreadminutesandsecondsor hoursandminutes.Thehour/minutemodewillbe distinguishablefromtheminute/secondsmodeby an H on theleftof thedigitaldisplay.
AircraftSymbol- A fixedminiatureaircraftsymbolcorrespondsto thelongitudinalaxisof theaircraftandlubberlinemarkings.The symbolshowsaircraftpositionandheadingwithrespectto therotatingheadingdial. It alsoshowstheaircraftpositioninrelationto a radiocourse.
In ILSope~ation,fromcenterline(75indicatesdeviation
on the flightdirector,or whentunedto a localizerfrequencyandtheselectedcourseismorethan90°fromaircraftheading,thecoursedeviationis automaticallyreversedto provideproperdeviationsensingwithrespectto thecoursecenterline.Thecoursedeviationbaralwaysindicatesthelocationof thecoursecenterlinerelativeto thenoseof the aircraft.
NAVTo-FromAnnunciator- An arrowheadin thecenterof theEHSIindicateswhethertheselectedcourseis TO or FROMthestationor waypoint.TheTO-FROMannunciatoris not in viewduringlocalizeroperation.
CourseSelectPointer- Theyellowcoursepointeris positionedon therotatingheadingdialby a remotecourseknobto selecta magneticbearingthatcoincideswiththedesiredVORradialor localizercourse.Thecoursepointerrotates with therotating heading dial to provide a continuous readout of courseerror to the flight director computer.
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6. C. (1) (r)
Honeywell UiMfPANcECITATIONV
Whenlongrangenavigationis selected,thecoursepointernowbecomesa desiredtrackpointer.The position of the desiredtrack pointer is controlled by the long range NAV system. Adigital display of desired track (DTRK) is displayed in theupper left hand corner.
CompassSyncAnnunciator- Thecompasssyncannunciatorindicatesthestateof the compasssystemin the slaved mode.Thebarrepresentscommandsto thedirectionalgyroto slewtothe indicateddirection(+ forincreasedheadingandc fordecreasedheading).The syncannunciatoris removedduringcompassMANUALmodeand INSoperation.
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Honeywell WW!ANCECITATIONn/V
DRIFT;;:LE FMS
APPROACH
\
MESSAGECOURSE/DESIREDTRACK DISPLAY I
(HONEYWELFM~ f)NIY)
HEADING FORE HEADING
\\ .. ..\. L %:o~lAToR,:wERjHc;.:;,::::N
-,. , ,---
AND TILT ANNUNCIATOR- [ A
COURSE OR I M i“”’ “<T
BEARINGPOINTERSOURCEANNUNCIATOR
~,/
T“- /. ~. 0’; . I
~ DISTANCEDISPLAY
‘HEADING DIAL
VERTICALNAVIGATION
\g&.;;.:TH
DEVIATIONPOINTER
\ VORGANNUNCIATOR
HEAD{NG AIRCR’AFT AF? RECI>RCCAL BEA~lNG..—.SELECT- SYMBOL LUBBER COURSE POINTERSDISPLAY LINE POINTER
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Honeywell WJYANC’CITATIONn/V
6. C. (2) ED-600EHSIAmberCautionandFailureAnnunciations(SeeFigure6-6.)
(a) WaypointAlertAnnunciator- An amber WPT annunciation from alongrangeNAV system is displayed to indicate waypoint passagefor the longrangenavigationsystemdisplayedon theEHSI.
(b) SameHeadingor NavigationSource- Ifthepilotand copilothave selected the same heading or navigation source, theapplicable sourceis annunciatedin amber. Otherwise theannunciation is in white. ForSRNsources,if the pilot andcopilot have both cross switched to the other’s source, theannunciator would be amber even though they would be fromdifferent sources.
(c) DMEHoldAnnunciator- WhenDME is in theholdposition,anamber“H”is displayedto theleftof thenumericalDMEreadout.
(d) WeatherRadar(WX)Failure- An amberWX indicatesa failurewithintheweatherradarsystem.
(e) WeatherTargetAlertor VariableGain- Weatherradartar-getalerts are annunciated on the EHSI above the bearing sourceannunciation.GreenTGT indicatesan armedconditionwhileamberTGT indicatesan alertcondition.An amberVAR indicatestheradaris operatingin thevariablegainmode.
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Honeywell WEJANC’CITATIONn/V
WAYPOINT ALERT SAME HEADINGANNUNCIATOR OR NAV SOURCE(AMBER) (AMBER) (NOTE 3)
COURSE SELECT\ \ AFAILURE(AMBER DASHES) \
(NOTE2)
‘mI TGT VAR I
WEATHER RADAR-FAILURE (AMBER)
HEADING SELECT—FAILURE(AMBER DASHES)
‘r/-\–\
Ih“’ CRS MAGlfl WPT IL$l——- T A “.----M
m’.‘h
“o.RJ*’’’(X.Xt:
“/0—-—-
-aloonl=-
‘as+
“/@‘/ &
VOR2 /’/,$HDG
\A-O
!\:?o
c? @ \’\‘ftl,,\\\\\‘ GSPD
I --- KTS
““’~
zDME DISPLAYFAILURE(AMBER DASHES)(NOTE 4)
\ DME HOLDANNUNCIATOR(AMBER)
>GRouND SpEED
FAILURE(AMBERDASHES)(NOTE1)
NOTES:1.TTG AND ETFAILURESARE SIMILAR.2.DTRK FAILUREISSIMILAR.3.IFBOTH THE PILOTAND THE COPILOTSELECTTHE CROSS-SIDENAV SOURCE,THE NAVANNUNCIATORSARE AMBER.
NOTES:1.VNAV AND GLIDEPATHDEVIATIONFAILUREISSIMILAR,2.INTHE EVENTOF A HEADINGFAILURE,THE COURSE SCALEAND RED X WILLNOT BE DISPLAYEDAND THE CRS AND HDGREADOUTS WILLINDICATEAMBER DASHES.
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Honeywell tiirJfrANcECITATION11~
16. C. (3)
(4)
(b) CourseDeviation,GlideslopeDeviation,VerticalDeviation,AzimuthDeviation,or GlidepathDeviationFailure- A failureof anyof thesesystemsresultsin theremovalof thedeviationpointer,anda red“X”drawnthroughthescale.
(c) InternalFailure- Intheeventof an internalfailurewithinthedisplaysystemitself,thedisplaywillbe blank. Afailureof thesymbolgeneratorinput/outputprocessorwillbeindicatedby a red “X”centeredon thedisplay,withannunciation“SGFAIL.” (SeeFigure6-4.)
The partialcompassmodedisplaysa 90 degreearcof the compasscard. Pressing the FULL/ARC button once on the DC-811 DisplayController causes the heading dial to change to the partial compassformat.. Pressing the WX button on the Weather Radar Indicatorallows weather radar returns to be displayed on the partial compass.The followingfeaturesareavailableduringpartialcompassoperation:
(a)
(b)
(c)
Target Alert (TGT)and Variable Gain (VAR) Annunciator - Thetarget alert annunciator warns of level 3 targets. A green TGTindicatesan armedcondition,whilean amberTGT indicatesaweatheralertcondition.VAR indicatestheradaris operatinginthevariablegainmode.
/RANGE ANNUNCIATION(INNER RANGE IS 1/2 THERANGE SETTING OF THEWEATHER RADAR)
/
WEATHERRADARRETURN
RANGE7 RINGS
AD-18421-R2
ED-600EHSIPartialCompassDisplaysFigure6-8
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Honeywell M!WAN’ECITATIONV
6. C. (4) (d) WindVectorDisplay- Windvectorinformationisdisplayedleftof bottomcenter.Thewindis shownin Figure 6-9 withvelocity and direction or can be broken into head/tailcomponent and crosswind component as shown in Figure 6-8.Figure 6-8 shows a 25 knot tailwind and a 15 knot left cross-wind component. In bothcases,the arrow shows the directionand the number indicates velocity of the wind. The type ofdisplay is determined during installation. The windvectorsareavailablefromlongrangeNAV systems suchas VI..FandINS.
(g) WX ModeAnnunciator- Thisannunciatorindicatesthemodeofoperationof the radar.
(5) LongRangeNavigationMapMode(SeeFigure6-9.)
The EFIShasthecapabilityof displayingmultiplewaypotntsfromalongrangenavigation(LRN) system. Thesewaypointsmustbe presentin a distance/bearing format. The systemwillnotacceptmultiplewaypointsin a latitude-longitude format.
With an LRN programmed for multiple waypoints in distance/bearingformat, and WX radar range set to a range allowing displayofmultiplewaypoints,selectingtheMAPmodeon theDC-811withtheLRN selectedwillpermitthemultiplewaypointsto be di$playedonthe EHSI.
The EHSIcandisplayup to sixLRNwaypointsandtwoVORstationnavaidsymbolsat the sametime. ThisassumesallwaypointsandVORstationsarewithinthe selectedWX rangeandallarewithinthelimitsof the headingdisplayof theEHSIin theMAPmode.
Upon
(a)
(b)
selectionof theMAPmode, the following will occur:
The course select pointer and HSI-type coursedeviationbardisplayswill be removed.
Both bearing pointers will be removed.
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Honeywell M&wJ.rANcECITATION V
6. C. (5) (c) A digitalcourse deviation display will be present on thebottom of the EHSI display. This willshowthe positionof theaircraftwithrespectto thedesiredtrack.
(d) The multiple waypoints wil1 appear on the EHSI.
● Eachwaypointwill be identified by a number 01 through 99or when the LRN communicates by the GAMA standard busforalphanumericsthewaypointwillbe identified by name.
. The waypoint to which the aircraft is flying is magenta incolor. All other waypoints are white.
● A white track lineconnectswaypointto waypoint.
● If the EFISis receiving valid VORstation and DME distance,the navaids forthetwoVOR stations will be available fordisplay on the EHSI,no matterwhere the bearing selectorswitches are set. The blue navaid will be VOR 1 (NAV 1),and the greennavaidwill be VOR 2 (NAV 2)
(e) For convenience, the actual heading indicated by the headingdial is numerically displayed at the top of the EHSI.
(f) Thedesiredtrackannunciatoranda digitalreadoutof thedesiredtrackfrompastwaypointto thenextwaypointareshownintheupperleftcornerof the EHSI.
(g) ATo-From indication is displayed to the right of the desiredtrack digital readout. It will indicate TO when the aircraftis flying to the waypoint.
A digitalcoursedeviationdisplaywill be present on thebottom of the EHSI display. This will show the position of theaircraft in nauticalmilesto theleftor therightof thepresenttrack.
FormapswithVOR stationsin viewon the EFI$map a selectedcourse line is drawn through the displayed navigation source.Thesolidlinerepresentstheinboundselectedcourseto thestation.Thedashedlinerepresentstheselectedoutboundradialfromthe station.If available,a navsourceidentifiermay be displayedadjacentto thenavaidsymbol.Cross-sidenavaididentifiersarenotavailable.
FormapswithVOR stationsoutof rangeof theEFISmap,eithera solidmagentaline or dashed magenta line will appear ifwithinthe90°arc. A solidmagentalinewithan arrowindicatesthe inboundcoursenecessaryto flyto the station.A dashedmagentalineindicatestheoutboundradial.
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INBOUNDSELECTEDCOURSETOVOR STATIOP
Honeywell WURANC’CITATIONn/V
3
1
VOR1 ‘A
1;.5
VOR2HDG * GSPD022 14.7R 100 KTS
SRN (VOR)Map ModeFigure6-10
. OUTBOUNDRADIAL FROMVOR STATION
AD-18423-RI
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Honeywell UNWANCECITATIONn/V
6. D. CompositeDisplay(SeeFigure6-11.)
In the event of a display unit failure, the EADI/EHSI DIMcontrol on theDC-811 Display Controller is turned to the OFF position to display acomposite attitude and NAV format on the remaining good display head.Figure 6-11 defines the location and form of the compos~te displayelements. As in normal EADI and EHSI presentations, all elements are notdisplayed at the same time. The presence or absence of each displayelement is determined by flight phase, NAV radio tuning, selected flightdirector mode,absolutealtitude,etc. The failure,caution, and warningannunciations function is much the same as for the normal display mode.
To!FRofvf ROLL ATTITUDE ROLL NAVIGATION SOURCE DISTANCE
COURSE/DESIREDTRACK DISPLAY
HEADING~DISPLAY
HEADING SELECTDISPLAY
COURSE FORE LUBBER COURSEOR COURSEOR HEADINGTPPESELECT LINE AZIMUTH AZIMUTHPOINTER
DISPLAYDEVIATION BAR DEVIATION
NOTE: DISPLAY
WHEN VSOR IAS MODESARE SELECTED, AIR DATACOMMAND INFORMATIONREPLACES THE HDGSOURCE ANN. AD-I S424- RI
CompositeDisplaySymbolDefinitionFigure6-11
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Honeywell I&MY’”c’CITATIONn/V
6. E. EFISSelfTest
The EFISsystem is continuously testing itself and therefore a manuallyinitiated selftestis notrequiredas partof theaircraftpreflighttest. The manually initiated self test is provided forthefollowingreasons:
. The EFISmanuallyinitiatedtestsymbologyprovidesa convenientmethodforthepilotto familiarizehimselfwiththeformatusedforvariousfailuremodes.
. The radioaltimetersystemcanbe commandedintotestmodeusingtheEFIStestswitch.
The EFIScanbe manuallyselftestedusingtheDC-811DisplayControllerTestswitch.Thefollowingtestroutineisdisplayed:
~: Testof the EFISis onlyfunctionalon theground.Thd radio
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Honeywell ti2fJE~ANcECITATIONV
6. F. ED-600Used as a Multifunction Display (MFD)
(1) GeneralMDZ-605MFDSystemInformation
TheMDZ-605MultifunctionDisplaySystemhasthreemajorsub-functions.Oneof themostsignificantis itsabilityto backup EFISsymbolgeneratoror the EHSIdisplay.ShouldtheSG fail,thepilotcan selecttheMFDsymbolgeneratorto takeoveroperationof the failedEFISdisplayswithallfunctionsandoperationsunchanged.The EFIS DC-811 controller willcontinueto operatethedisplayformatsas before.TheMFDdisplaycanalsobe usedas abackupintheeventof an EHSIdisplayfailure.
TheMFD systemgreatlyexpandson thenavigationmappingcapabilitiesof theEFIS. This is primarily dueto thefactthattheMFDdisplayareacanbe usedexclusivelyformapformatswithouttheneedfortheessentialheadingandnavdatathi~tthe EHSIalsohasto contain.Someof theadditionalinformationthatcanbeaddedto thetraditionalmapdisplayof waypointlocationsincludeswaypointandVOR identifiers,aircraftpresentpositionin LAT/LONcoordinates,andthe “TO”waypointtimeto go or ETA,as wellasestimatedfuelremainingat the “TO”waypoint.Thisadditionaldatais suppliedby theoptionalFlightManagementSystemfordisplayontheMFD. TheMFDsystemalsohasa north-upplanfunctioninadditionto theusualheading-upmapdisplay.Bothformatsmakeuseof a designatorcontrolledby theMC-800controllerjoystick.Thepositionof thedesignatorcanbe automaticallytri~nsmittedto theFMSto be usedindefininga newwaypoint.
(2) MFDWeatherRadarMode
Theweatherradardisplayis identicalto theweatherradardisplayon the EHSIpartialcompassdisplayas shown in Figure6-8.
ColorweatherradarinformationfromthePRIMUSQ650Receiver-Transmitteris presentedin theformof an overlayby rastertechniqueson thestrokewrittendisplay.A whiteouterrangeringis provided.An innerrangeringis alsoprovidedwithitsassociatedlabelalsostrokewritteninwhitecharacterson therightside of the display. Weather intensity leve”ls aredifferentiated by the standard convention of red,yellow,green,andblueareas.
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Honeywell tiiWJfPANcECITATIONV
A targetalertannunciatoris providedabovethe mode annunciator towarn of level 3 targets 7.5 degrees on either side of the aircraftflight path. A green TGT annunciates this feature, changing to anamber TGT whenactive.Whenthegainis notcalibrated,an amberVAR annunciatorwillbe displayedinthetargetalertarea.
A weatherradarfailurewillremovetherasterweatherdisDlavandforcethemodeannunciatorto displayWX in amber
A magentaTX isdisplayedwhereWX is annunciatedradaris transmittingandweatherisnot selected
6. F. (3) MFDMap Mode(SeeFigure6-12.)
charac?,e;s.”
whentheweatherforMFD display.
Two formats of NAVmappingareselectableusingthe alternateactionMAP/PLANbuttonon theMC-800MFDController.TheMAP fc~rmatexpandsthetotallyindependentEHSImap by increasingthemaximumrangebeyondthenormalradarranges,andutilizesallthedataavailablefromselectablenavigationsources.TheMAP formatisalwaysorientedto theaircraftheadingwiththeaircraftpositionat lowercenterandthemaproutemovingtowardthe aircraft.Whencoupledto a compatibleLNAVor FMS, the NAV route with up to 6waypoints can be displayed to the range limit of 1200 miles, or thenext route segment can be displayed. When weather returns areselected, the maximum selectable range is slaved to the radar WI-650setting. With a compatible NAV source,suchas the Honeywell FMSwithstoreddatabase,otherpertinentnavigationdatabeyondroutemappingsuchas VORstationlocations,fuelremaining,andtime-to-goto thenextwaypoint,canbe selectedanddisplayed.Amovabledesignatorcanaidin relocatingthenextwaypoint.Whenthedesignatorismovedfrom“home”positionthe Lat-Londisplayreflectsthedesignatorpositionwhichthencan be automaticallyloadedas thenextwaypointintocompatibleLNAVor FMS sources.Themapmodedisplaysshownon Figure6-12aredescribedbelow.
6. F. (3) (e) RangeRings- Rangeringsaredisplayedto aid in the use ofradar returns and position of navaids. IfWX modeis selected,the outer range ring is the compass card boundary andrepresents the select range on the radar. Th[?rangeannunciation on the inner ring represents one half the rangesetting of the weather radar. The INC/DECswitchon theMC-800increasesor decreasestherangeif WX mode is notselected.
(9) WaypointandWaypointData- The number of available waypointsis dependent upon the LRN which is providing the data, whiletheselectedrangedeterminesthenumberof displayedwaypoints.Thewaypointto whichthe aircraftis flyingismagentain color. All otherwaypointsarewhite. TheDATbuttonon theMC-800willaddthefollowinginformationto thedisplayif it isavailablefromthelongrangeNAV system.
. Waypointidentification(eithernumberor rlame)
. Distanceto “TO”waypointin nauticalmile:
. ETAin GMTat the “TO”waypoint,if available,or TTG
(h) AircraftSymbol- The aircraftsymbolprovide!a visualcueasto theaircraftpositionin relationto thedesiredtrack.
(i) CrosstrackDeviation- Indicatesthedeviatiorlin nauticalmiles to the right (R) or left (L) of the desired track.
(j) DisplacementLine- Indicatesthepositionof thedesignatorrelativeto thenoseof the aircraft.
(k) Designator- Thepowerup homepositionof thedesignatoristheaircraftpresentposition.Thedesignator’slatitudeandlongitudeis continuouslydisplayedin the lower left corner ofthe presentation. Manipulation of the designator is controlledby the Joystick and the SKP,RCL,and ENT buttons on theMC-800. The designator’s latitude and longitude can betransmitted to the selected LRN as a map reference point.
(1) WX AntennaTiltAngle- The angletheweatherradarantennaispositionedis displayedin positivedegreesfclrup tiltandnegativedegreesfordowntilt.
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Honeywell !!fi~~f~””c’CITATION V
6. F. (3) (n) TargetAlert/VariableGain- A targetalertannunciatorisprovidedto warnof level3 targets7.5degrees on either sideof theaircraftflightpath. A greenTGT annunciates thisfeature, changing to an amber TGTwhen active. Whenthegainis notcalibrated,an amberVARannunciatorwillbe displayedin thetargetalertarea.
(o) VOR/DMESymbols- Thesesymbolsareaddeduponactuationof theVOR buttonon theMC-800. TheyrepresenttheVOR stationswhicharebeingusedby the LRN.
DISPLAC~MENT CRO&STRACK AIRCkAFTLINE DEVIATION SYMBOL
AD-1 8386
MFDMapModeFigure6-12
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Honeywell M!JR’”c’CITATION V
6. F. (4) MFD Plan
A unique
(5)
Mode (See Figure 6-13.)
NAV PLAN format features a “truenorth-up”orientationinwhich“theaircraftis positionedwithrespect to the NAV route andprogresses along the route, while the maximum range is depicted by acircle around the outer perimeter. Thenorth-uporientationenhancestheflightplanningfunctionandfurtherclarifiestheaircraftrelationshipto theprogrammedroute. Inthisdisplaythedesignatoris “homed”to the “TO”waypointandbothappearin thecenterof thedisplay.The aircraft symbol is still plotted atpresent position (if present position is on the display) and isoriented with respect to heading. If the designator is movedfromthe “TO”waypoint,thedesignatorsymbolwillremainin thecenterof thedisplaywhilethedesignatorcourse/distanceannunciationinthelowerrightcornerwillbe fromthewaypoint.Thedesignatorremainsin thecenterduringSKP and joystick operations. Weatheris not available in the PLAN mode so range is controlled solely fromthe MC-800. Other operations are the same as forMAPmode.
TheEMERbuttonon theMC-800providesentryintotheemergencychecklistdisplayfunction.Actuationof EMERresultsinthepresentationof thefirstpageof theemergencychecklistindexwiththeactiveselectionat thefirstchecklist.The SKP,RCL,PAG,andENT buttons and the joystick shall provide control of this functionand are described in paragraph6.K.(5). ThesecontrolsperformasdescribedforNORMwiththeexceptionof the action taken uponcompletion of the checklist. All checklist items are removed fromthe page and “EMERGENCY PROCEDURE COMPLETE” is written belowtheamberchecklisttitle. Thiswillbe clearedwhenthe indexisselected.
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Honeywell M!RI!ANC’CITATION V
SELECTED NAVSOURCE
I
“NORTH-UP”IDENTIFIER
DTRKLINE
WAYPOINT
LAT/LON
AIRCRAflSYMBOL
MFD PIan ModeFigure 6-13
DISTANCE TO“TO- WAYPOINT
TUNED VOR/’DME
DISPUCEMENTLINE
DESIGNATOR
DESIGNATORANNUNCIATIONSCOURSE FROMWAYPOINT
DISTANCE FROMWAYPOINT
“TO WAYPOINTIDENTIFICATION
TTGIN MIN
AD-10312-R1
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Honeywell WRANcECITATION V
6. F. (6) EFISBackupModes
Selection of EFIS backup by the MFD is accomplished by the rotaryMODE selector switch on the MC-800 MFD Controller. Normal MFDfunctions are available in the MFD position, and F.FISbackupmodesare obtained by selecting the HSI or SG positions.
. HSI- Selectionof thispositionwillresultin an HSIdisplayontheMFD. Compositionof theHSIwillbe determinedby theEFISDC-811DisplayController.
● SG- Selection of this position willresultin replacement of theEFIS symbolgeneratorby theMFD symbolgeneratorfortheEFISdisplays.In thiscasetheMFD CRT will be blanked. Compositionof the EFIS displays will be determined by the EFIS DC-811Display Controller.
G. ED-600FunctionalOperation(SeeFigure6-14.)
(1) Deflection System
The ED-600displayunitiscapableof operatingineitherrasterscanor strokewritingmodes. In thestrokewriting modethedeflectionamplifiersoperateas currentoutputpowerstages.Thedeflectionyokecurrentsaresampledandfedbackto the inputofthepowerstagesto providedeflectionamplificationfor each modeof operation. The deflection amplifier output stages,in boththeverticalandhorizontalaxes,areconstructedusingcomplementarypowerFETsforhighpowergain,hencereducedcomponentcount.Circuitryis containedwithinthedeflectionsystem to provideforthe “pincushion”linearitycorrectionrequiredby theCRTphysicalgeometry.
In orderto providethehighestpossibledatathroughoutfromthesymbolgeneratorto thedisplay,a “handshake”systemis used to
tellthesymbolgeneratorwhenthe displaydeflectionamplifiersarethroughslewingandreadyto write. Thisstrokereadysignalisgeneratedby a windowcomparatorwhichmonitorsthe input/outputstatusof thedeflectionamplifiers.All of thedisplayunitdeflectionsignalsarefedthrough a multiplexer. This allows thedisplay to be driven from two different symbol generators asrequired in thereversionarymode.
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Honeywell M!UEANCECITATION V
6. G. (2) VideoandDimmingSystem
The videosystemprovidesthe individualdrivesignalsto eachofthethree(red,blueandgreen) electron guns in the CRT. Amplitudeof thegundrivesareadjustedto providetherequiredcolorselectionmenu. Four bits of colorselectiondataareusedprovidingfora possible8 colors on both raster and strokeoperation (for a total of 16).
The overallintensityof thedisplayoutputis controlledin thevideosystemby a signalfromthe auto-dimmingsystem. In theauto-dimmingsystem,thepilotselectedintensity(fromthedimmingcontrolon theDC-811controller)ismodulatedby a controlsignalgeneratedfromtwostrategicallylocatedambientlightsensors.
(3) SystemMonitor
A system monitor is incorporated in the ED-600 to provide CRTphosphorprotectionanda systeminvalidsignalto thesymbolgeneratorwheneverthefollowingconditionsaredetected:
s Lossof deflection in eitheraxes. AbnormalpowersupplyoutputsQ ImproperCRT filament
The circuitryalsoprovidesa 5-secondtimedelaybetweenapplicationof CRTfilamentcurrentandhighvoltagepowerturn-on.Thisallowsthe systemto stabilizequicklyandalsoprotectstheCRTcathodesfromtheeffectsof excessiveinitialanodecurrent.
6. G. (4) PowerSupply
All powerrequiredby the ED-600displayunitis providedfrom theaircraft 28 voltsdc busvia a power supply subsystem located withinthe display unit. This power supply subsystem consists of a highefficiency switching regulator and a solid state high voltage powersupply.
The highvoltagepowersupplyis a ferro-resonantswitchingconverterandhighvoltagemultiplierassembly.Thissupplyfeatureswellregulatedhighvoltage(14kV) to preventintensityandsizevariationsin thepicturedueto loadvariationscausedbychangesin picturecontent.The high voltage portions of the powersupplyareencapsulatedas wellas theanodeandfocusleadassembly.Thisis requiredfor unpressurized environments.
Whenan ED-600displayunitis to be usedas an EADI,aninclinometeris attachedto the frontof thedisplay.Provisionshavebeenmadeto lightthe inclinometerfromthe standa)pdaircraft5 voltslightingbus.
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Honeywell WJ?ANCECITATIONV
28VDCAIRCRAFT
(:+-# I%JE% ;!INTERNAL HIGH VOLTAGE
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Honeywell WUWANCECITATION V
6. H. DC-811DisplayController(SeeFigures6-15and6-16,andTable6-2.)
AD-18425
DC-811Display ControllerFigure 6-15
Dimensions (maximum):
Lenath ........................................ 6.87 in. (174.50 mm)Wi(He
ng ............................................Unt ScrewFasteners
DC-811 Display Controller Leading ParticularsTable 6-2
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Honeywell INKY’””CITATION V
The DC-811DisplayControllerprovidesthemeansby whichthepilotcancontrolthe EADIand EHSIdisplayformatting.Alsoincludedon theDC-811 arethe bearingselectknobsanddisplaydimmingcontrols.Thefollowing paragraphs describe the controller functions.
6. H. (1) FULL/ARCButton- The FULL/ARCbuttonisusedto c:langetheEHSIdisplayfromfullcompassto partialcompassformat. In the fullcompass mode,360degreesof headingaredisplayed.In thepartialcompassmode,90 degreesof heading are displayed. Successivetogglingof the FULL/ARCbuttonchangesthedisplayback-and-forthfromthefullcompassto thepartialcompassdisplay.
(2) MAP Button- By pressingthe button,theful1 compass display may bechanged to the partial compass format allowing one waypoint foreachbearingpointerandVOR/DMEgroundstationpositionsto bedisplayed.The informationwillonlybe displayedifwithintherangeselected.If inWX mode,activationof the buttonwillselecttheMAP formatwithweatherradarinformation.
(3) Weather(WX)Button- TheWX button is usedto callup weatherradarreturnson thepartialcompassMAPdisplayof the EHSI. Ifthe EHSIis in thefullcompassMAPmodeinitially,pressingtheWX buttonchangesthedisplayto thepartialcompassMAPmodeanddisplaysweatherradarreturnsfromtheweatherradaror a weathertestpattern.If presently in MAP mode,activationof theWX buttonwillsuperimposeweatherradarinformationovertheMAP information.Asecond push of the WX button will remove the weather information.
(4) Groundspeed/Time-To-Go (GSPD/TTG) Button - By pressing the GSPD/TTGbutton, groundspeed or time-to-go willalternatelybe displayedinthelowerrightcornerof the EHSI.
(5) ElapsedTime(ET)Button- By pressingtheET button,elapsedtimeisdisplayed.Pressingthe ET buttonthefirsttimewillresetthedisplayedtimeto zero. Thetogglingsequenceof ‘:he“ET”buttonisreset,start,stop.
(6) Navigation(NAV)Button- By pressingtheNAVbutton,VOR/LOCinformationis selectedfordisplayon theEHSI.
(7) FlightManagementSystem(FMS)Button- By pressingthe FMSbutton,flightmanagementsystem(FMS)informationis selectedfordisplayon the EHSI.
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Honeywell WWANC’CITATIONV
6. H. (8) BearingSource Select Knobs - The EHSI has the capabilit~ ofdisplaying two independent bearing pointers. The selectable bearingsources for each pointer are as follows:
BRG O BRG <>
NAV 1 NAV 2ADF 1 ADF 2FMS1
(9) DimControls- Thedimmingsystememployedby the EFISis semi-automatic.Two inputscontributeto theoveralldisplaybrightnessof eachED-600ElectronicDisplay:
TheDIMpot setthenominalintensityforeachdisplay.Thephotosensorslocatedon eachED-600causethe lightoutp~tof eachdisplayto be modulatedaboutthenominalintensityas a functionofthelightincidenton eachdisplay.
(a) ADI DIMControl- The ADI DIM control dims the rastEr andstroke writing on the EADI. Turning the control to the OFFposition causes the EADI to go blank and the composite modetobe displayed on the EHSI.
(b) HSIDIMControl- The HSIDIMcontrol dims the raster andstroke writing on the EHSI. Turning the control to the OFFposition causes the EHSI to go blank and the composite mode tobe displayed on the EADI.
(c) WX DIMControl- TheWX DIMcontroldimsonlytherasteron theEHSIwhich contains weather radar information. Turning thecontrol to the OFFpositionremoves the weather radar display.If in thecompositemode on the EHSI, the WX DIM control isused to dim the attitude sphere intensity.
(10) DecisionHeight(DH)Knob- Rotationof the innerDH knob allows thedecision height displayed on the EADI to be adjusted between 10 and990 feet in 10-footincrements.By rotatingtheDH knob completelycounterclockwise, the decision height display may be remcved fromtheEADIdisplay.
(11) TEST(TST)Button - TheTST buttonallowsfortestingth~radioaltimeterand EFISwhen on the ground or the radio altimeter onlywhenin the air, if not in the GS capture mode. Refer tc paragraph6.E. for test procedure.
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Honeywell !NNJRANC’CITATION V
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Honeywell MNNJFANC’CITATION V
6. I. RI-106SInstrumentRemoteController(SeeFigures6-17and6-18,andTable6-3.)
The InstrumentRemoteControllerinterfaceswiththe symbolgeneratortoprovideheadingandcourse selection. Activation of the PULL SYNC switchcauses synchronization of the heading bugto present heading (lubberline). The PULLDIR switchallowsautomaticselectionof a TO directiondesired VORcoursehavingzerodeviation.
HEADING
a0;PULL(BJO SYNC
RI-106SInstrumentRemoteControllerFigure6-17
Dimensions(maximum):
Length .......................................... 2.75 in. (69.9mm)Width.......................................... 5.75in. (146.1mm)Height........................................ 1.50in. (38.1mm)
Use or disclosure ot information on this page is subject to the restrictions on the title pageof this document.
Honeywell M!MRANCECITATION V
The symbol generator is the heart of the EDZ-605 System. It receivesheading, attitude, and short and longrangenavigationsensorandweatherradarinputs.Italsoreceivesmodelogic inputs from the flightdirector. All inputs are processed and transmitted to the ED-600Electronic Displays as a function of the selections made on the DC-811Display Controller and RI-106S Instrument Remote Controller. In caseoffailureof thesymbolgenerator,backupis providedby theMFDSymbolGenerator.
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TheMC-800MFDControllerprovidesthemeansby whichthepilotcancontroltheMFDdisplaymodes and format. The followingparagraphsdescribethecontrollerfunctions.
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Honeywell hi!ilIE~ANcECITATION V
6. K. (1) MAP/PLANButton - TheMAP/PLANbuttonalternatelyselectstheheading up MAPdisplayor theNorthup PLANmodefor display.
(2) Weather(WX)Button- The WX button is used to call up weatherradarreturnson theMFDmap display. When weather is displayed, the maprange is controlled by the WI-650 Weather Radar Indicator Rangeswitch.
(3) Normal(NORM) Button - The NORM button provides entry into the MFD’snormal checklist display function. Thenormalchecklistis arrangedin theorderof standardflightoperations.Buttonactuationscausepresentationof thenormalchecklistindexpagethatcontainsthelowestorderincompleteandunskippedchecklistwiththeactiveselectionat thatchecklist.The SKP,RCL,PAG,and ENT buttons andthe joystick provide control of this function.
(4) Emergency(EMER)Button- The EMERbuttonprovidesentryintotheMFD’semergencychecklistdisplayfunction.Actuationof EMERresultsin thepresentationof thefirstpageof thehighestprioritycallupwiththeactiveselectionat thefirstitemon thepage.
The SKP, RCL, PAG,andENTbuttonsandthejoystickprovidecontrolof thisfunction.
(5) Skip(SKP),Recall (RCL), Page (PAG),and Enter (EtiT)Buttons andJoystick - These buttons (PAGforchecklistonly) andthejoystickare usedto controlthechecklistandoperationof thedesignatoronthemap. Paragraph(5)(a)describesthechecklistcontrolandparagraph(5)(b)describesthedesignatorcontrol.
(a) ChecklistControl
. SKP - actuationskipstheactiveselectionto thenextitem.If the item skipped is the last item, the active selectionis the lowest order skipped item.
. RCL- actuationresultsinpresentationof the pagecontainingthelowestorderskippeditemwiththeactiveselectionat thatitem.
● PAG- actuation advances the page count. The activeselectionisthelowestorderincompleteitemon thatpage.if thereareno incompleteitemson the page,theactiveselectionisthefirstitemon thepage.
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Honeywell WllR!’”c’CITATION V
. ENT- operation is dependent upon display if:
On an indexpage- actuationresultsin displayc]fthechecklistcorrespondingto the activeindexlineselection.Thechecklistis presentedat thepagecontainingthe lowestorderincompleteitemwiththe activeselection:Itthatitem. Ifthechecklisthadpreviouslybeencompleted,thesystemforcesall itemsinthe checklistto incompleteandpresentthefirstpageof thechecklistwiththeactiveselectionat the first item.
On a checklist page - actuation forces the active selectionto complete and advance the active selection to the nextincomplete item. If ENT is actuated with the activeselection at the last item in a checklist, the operationdepends upon the completion status of the checklist.
Ifthechecklistis notcomplete(oneor moreitemsskipped)the system presents the page containing the lowest orderincomplete item with the active selection at that item.
If thechecklistis complete(allitemscomplete)the systempresentsthe indexpagecontainingthe nexthigh~’rorderchecklistwiththeactiveselectionat thatchecl.list.
. Joystick- Thejoystickprovidesadditionalpagingandcursorcontrol.Eachactuationresultsin the actiondescribed:
- UP moves the active selection to the lower orcler item
. RCL - whenthedesignatoris not at itshomeposition.actuation of RCL recalls the designator to the homeposition.Actuationwiththedesignatorat itshomepositionrecallsthedesignatorto presentposition(alreadythere).
f not
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Honeywell WMI!AN’ECITATION V
. ENT - when the designator is offset, actuation of ENT causesthe LAT/LON of the designator to be transmitted to theselected LRN as a requested waypoint.
. Joystick - the joystick provides four direction control ofthe designator: up, down,left,andright. The courseanddistanceto thedesignatorfromitshomepositionisdisplayedin the lowerrightcornerof thedisplay.
6. K. (6) VHFOmniRange(VOR)Button- The VOR button is us~~dto addVOR/DMEsymbolsto themapandplandisplays.
(7) Data(DAT)Button- The DATbuttonis usedto add ‘longrangenavigationinformationto themapandplandisplay:;.
- EstimatedTimeof Arrival(ETAat the “TO”waypointif known;the “TO”waypoint.
in GreenwichMeanTime(GMT)otherwise,Time-To-Go(TTG)to
. Secondactuation- If no destination information is known, thisstep shall be to data OFF. However,ifdestinationidentification,ETA,or TTG is known,thisstepshallreplacethe“TO”waypointdataas describedabovewith the destination data.If some destination data is known but the waypoint identificationis not, the mnemonic “DEST” shall be used in placeof thewaypointidentification.
(9) Increase(INC)/Decrease(DEC)Range (RNG)Switch- Thisswitchincreasesor decreasestheselectedrange(5,10,25,50,100,200,300,600and 1200NM) if the weather radar (WX) mode is notselected. When WX is selected, the range is controlled by theWI-650 Weather Radar Indicator Range Switch.
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Honeywell WJNANC’CITATION V
6. K. (10) ModeSelector- Thisis a threepositionrotary switch usedtoselectthe following MFD modesof operation:
● MFD - normal MFD operation● SG - pilot SG-605 backup● HSI - HSI backup
(11) DimControl- ThisknobcontrolsoverallMFDCRTdimmingin additionto the ED-600automaticphotoelectricdimming.
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A. SP-200AutopilotComputer(SeeFigure218 (Section3), Figure7-1,andTable7-l.)
The Autopilot Computer processes information about the aircraft actualattitude versus a desired attitude as a function of selected flight modeto produce pitch, roll, and yaw control outputs. In addition to themodes selectable on the Autopilot Controller, the Autopilot will producepitch and roll outputs for any flight director mode except go-around.The computer also has torque switching, on the pitch and roll outputs, asa function of altitude.
I
SP-200 Autopilot ComputerFigure 7-1
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Weight(maximum)....................................... 7.0 lb (3.18 kg)
Power Requirements ................. 115V, 400 tlz,40 VA; 28Vdc, 100W
MatingConnector:
J1 ............................. CannonPart
Mounting ................................ Tray,
No. DPX2MA-67S67S-33B-OO01
Honeywell P?rt No. 4011646
SP-200AutopilotComputerLeading Particulars
Table 7-1
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Honeywell F&WRANcECITATION V
7. B. FZ-500FlightDirectorComputer(SeeFigures7-2 and7-3,andTable7-2.)
The Flight Director processesinformationaboutactualaircraftattitudeversusdesiredaircraftattitudeas a functionof selectedflightmodetoproducepitchandrollsteeringcommandoutputsto the EADI. It alsoprovides flight director pitch and roll mode steering information to theautopilot computer whennotinthego-aroundmode.
Mar 15/89Use or disclosure of reformation on this page is subject to the restrictions on the title pa~.e of thm document.
Honeywell W!URANCECITATIONV
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Honeywell UNlkPANcECITATIONV
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Figure7-3 (~heet2) 22-14-00Page198.35/198.36
Mar 15/89USe or dwclosure of lnfOrmatlOn on this pegeissubj@10 the restnctmnsOnthe Mle pageof Ihls documersl.
Honeywell INW’”c’CITATIONV
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-@l
22-14-00Page198.37/198.38
Mar 15/89Useordlscfosureofinformationonthis page IS subject fo fhe restrictionson the title page of Ihls document
Honeywell &!Af~f{ANcE
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22-14-00Page198.39/198.40
)-
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Honeywell !%W?ANCECITATION V
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22-14-00Page 198.41Mar 15/89
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Honeywell MMWANC’CITATION V
7. c. MS-205 ModeSelector (See Figures 7-4 and 7-5, and Table 7-3.)
The Mode Selector provides pushbutton lateral and vertical modeselection,andmodeannunciationforthe IntegratedFlightControlsystem.The FD OFF switch, whenpressed,appliesa groundto theFDCcausingtheremovalof FD commandson the EADI. The DIMcontrolprovidesdimmingfor the ModeSelectorannunciators.
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22-14-00Page198.46Mar 15/89Useor dsclosure of Information on this page is subject to the restrictions on the title page of this document.
Honeywell M?JE!ANCECITATIONn/V
The autopiyaw damperknob
7. D. (1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
andP
ot controllerprovidesthemeansof engagingtheautopilotandas wellas manuallycontrollingthe autopilotthroughtheTURNTCHwheel. Thefollowingparagraphsdescribeeachcontrol.
AP ENGAGESwitch- The ENGAGEswitchis usedto engagetheautopilot.Engagingthe autopilotautomaticallyengagestheyawdamper. Theautopilotmay be engagedwiththeairplanein anyreasonableattitude.The autopilotwillautomaticallycoupleto anymodesselectedon themodeselector,uponengagement.
YD ENGAGESwitch- Whentheautopilotis notengaged,theyawdampermay be utilizedby theYD engagemode.
SOFTRIDESwitch- TheSOFTRIDEON switchreducesautopilotgainswhile still maintaining stability in rough air. Thismode may beused with any flight director modeselected.
ElevatorTRIMIndicator- TheelevatorTRIMindicatorshowsout-of-trimconditionby displayingUP or DNwhena susta$nedsignalisbeingappliedto theelevatorservo.
TESTEACHFLTButton- The TEST EACH FLT button provides a test forthe torque limit monitors. Also, on the Citation V theaccelerometer and roll rate monitors are tested. After engaging theautopilot, pressing the TEST button will cause the autopilot todisengage by simulating a failure in the monitors. THIS TEST SHOULDBE PERFORMEDPRIORTO EACHFLIGHT.
PITCHWheel - Rotation of the PITCH wheel results in a change ofpitch attitude proportional to the rotation of the wheel and in thedirectionof wheelmovement.Movementof thewheel,withtheautopilotengaged,willcanceltheALTholdmode.
Miy 25/90Use or disclosure of reformation on this page K subject to the restnct!ons on the title pag,, of thm document.
Ho
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lltii!!!~
~~’”c
’CITATIONV
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BlockDiagram
Figure7-7
22-14-00Page198.49/198.
50
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This page is intentionally left blank.
22-14-00Page 198.51
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Honeywell Ml!!f?’”c’CITATION V
7. E. AG-222Accelerometer(SeeFigure7-8and7-9,andTable7-5.)
The Accelerometer is a closed loop, forcebalanceddevicewitha linearoutputproportionalto aircraftverticalacceleration.It hasself-containedelectronicsand incorporatesself-testcapabilities.
Power Synchro Clutch ClutchDashNo. GearRatio GearRatio Hi Pin Hi Pin
-906 38.9:1 151.1:1 F J-914 18.6:1 151.1:1 G H
SM-200ServoDriveDashNo.Differences
Table7-8
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Honeywell INKY’””CITATION V
r ——— ——— ——— ..—, SERVO ORIVE ASSEMBLY POWER LOOP 1.
II
F*CLUTCHEXCITATION
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(CONTROLLED BYAUTO PILOT IENGAGE ANO/OR
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SM-200ServoDriveBlockDiagramFigure7-13
AD.202
22-14-00Page198.61Mar 15/89Useordisclosureofinformationonthispage!ssub}ecttothe restrictions on the title pag ! of this document.
Honeywell WJE”ANCECITATION V
8. PRIMUS@ 650 Weather Radar System
A. WU-650 Antenna and Receiver/Transmitter Unit (See Figures 8-1 and 8-2,and Table 8-l.)
TheWU-650Antenna and Receiver/Transmitter Unit generates andreceivesX-bandradiofrequencyenergy forthepurposesof weatherdet~ctionandgroundmapping.The9345i30MHztransmittedsignalsaresentdirectlyto theantennafromtransmittercircuitrymountedon therearof theantenna.Echo signals received by the antenna are applied directly to thereceiver which is also mounted directly to the antenna. The IF,video,and processing system processes these signals by encoding them into oneof four levels depending on their intensity, scan converts th~m, andoutputs the scan converted data to the various display systems.
84-88-14
WU-650Antenna and Receiver/Transmitter UnitFigure 8-1
22-14-00Pacle198.62~ar 15/89
Use or disclosure of information on this page IS subject to the restrictions on the title page of th!s jocument.
Honeywell tii~;?’””CITATION V
Dimensions (maximum):
Base Diameter ................................. 10.00 in. (254.0mm)Height(Antennaflat).......................... 9.00in.(228.6mm)Height(Antennafullac) ...................... 13.20in. (335.3mm)
Use or disclosure of Intormatlon on this page is subject to the restrictions on the tllle page of this document.
Honeywell WKPANcECITATION V
The indicator provides all control functions fortheweatherradarsystemanddisplaysscanconverteddata,processedby theWU-650on a 5-inchdiagonalcolorCRT. Colors provided are red, green,blue.yellow,cyan,magenta,white,andblack. Thefunctionof eachcontrolon the indicatoris listedinTable8-3.
Single-turnrotarycontrolwhichvarie:iantennatiltbetween15degreesup and 15 degreesdown. The rangebetween +5 degrees and -5 degrees is expanded for easeof setability. When pulled, stabilization inputs aredisabled and pitch and roll are assumed to be zero.
Single-turn rotary control which varie:; the RTA receivergain. Control is active when pulled, andwhen pushed,receiver gain is preset and calibrated Selection ofRCToverrides the variable gain setting causing receivergainto be fixedandcalibrated.CW positionproducespresetgain.
Momentary pushbutton which selects the ground mappingdisplay mode.
Momentary pushbutton which selects the weather displaymode.
Two-pushbuttonrangeselectionsystemwhichpermitsrangeselectionfrom5 to 300 NM full scale ‘n the ONMode or 5 to 1000 NM full scale in the Flighl. Plan Mode.The “uparrow”pushbuttonselectsincreasingrangeswhile the “downarrow”pushbuttonselectsdecreasingranges.Thelastrangeis rememberedwhen switchingbetween ON and FP.
Upon reaching maximum or minimum range, further pressingof the pushbutton causes the range to rollover tominimum or maximum range, respectively. If f’SBY iswired to a weight-on-wheels switch, the unit will be inForced Standby on the ground unless both RANGEpushbuttons are pressed simultaneously.
Momentary alternate-action pushbutton which permitsdisplaying and removing azimuth marks from the display.
Alternate-action pushbutton which selects either fullazimuth scan angle (120 degrees)or sectorazimuthscanangle(60degrees).
IndicatorControlFunctionsTable8-3 (cent)
22-14-00Paqe198.68Mar 15/89
Use or disclosure of information on this page is subject to the restrictions on the Iltle page of this I Iocument.
An annunciatorcenteredon theloweredgeof thepanel.Thisannunciatoris usedin a dualcontrollerinstallationandlightswheneverthiscontrolleris intheOFFmodeandtheoppositesidecontrolleris in anymodeexceptOFF.
WC-650ControlFunctionsTable8-5
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May 25/90UseordisclosureofInformationon this page is subject to the restrictions on the title pay 1 of this document.
Honeywell WURANCECITATIONn/V
Control Function
RADAR
OFF
STBY
Wx
GMAP
FP
TEST
GAIN
Range
RCT
STAB
Six position rotary switchmodes.
Removespower from system.
Standby. Places system in
which selects primary radar
nonoperational mode.
Selectsthe
Selectsthe
Selectsthemode.
Selectsthe
Sinqleturn
weatherdisplaymode.
groundmapmode.
system flight plan (navigation) display
system self test mode.
rotary control which varies the RTA receivergai~. Receiver g~in is calibrated in the PRESETposition. CCW provides minimum receiver gain.Selection of REACT overrides the gain contro~ setting,causing the receiver gain to be fixed and ca~ibrated.
A two-pushbutton range selection system which permitsrange selection from 50 to 300 NM full scale in the ONmode or 5 to 1000 NM full scale in the Flight Plan mode.The “uparrow”selectsincreasingrangeswhile the “downarrow”selectsdecreasingranges.
Momentaryalternateactionpushbuttonwhichpermitsdisablingstabilizationinputs.Whendisabled,the“OFF”conditionis annunciatedabovethe switch, andpitch and rollinputsareassumedto be zero,
WC-650ControlFunctionsTable8-5 (cent)
22-14-00Page198.70.4
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Weight (approximate) ................................... 14.8 lb (6.71 kg)
PowerRequirements ...................................... 28 V dc, 65 W
Mating Connector:
J1 ........................... Cannon Part No. DPX2-67S-I06P-33B-O089
Mounting ..................................... Tray, Part No. 7003272-903
NZ-61ONavigationComputerLeadingParticulars
Table9-1
The NZ-61ONavigationComputerprovidesbothlateralandverticalnavigationguidance.The navigationcomputerhasa l12kbyteinternalnavigationdatabasethatis usedforstorageof waypoints,navaids,routes,airports,andotherNAVdataforeasyaccessby thepilot. The navigatior~ computer caninterface with three long term sensors via ARINC 429 busesandtheASCB.Eachnavigationcomputercanalsoconnectto dualDME receiversanda singleVOR receiver. The interfaceto theSG-605(EFIS),andMG-605(MFD),is overtheASCBandthelinkto the CDU is over an RS-422 ‘private-line’ interface.With links to the on-board navigation sensors, the navigatic~n computerdevelops an FMSposition based on a blend or mixof the sensors.The FMSdoesnotdirectlydisplaynavigationmapson the CDU; howev~r,theFMS is thesource of map data forothercockpitdisplayssuch as EFIS. Display of mapdata is achieved by the utilization of the internal data base and ASCB1/0.Thenavigationdatabaseis subjectto updatingon a 28 day interval.TheDL-800 data loader is used for this purpose.
The navigation functions of the system include accurate computations ofaircraft position and groundspeed. Navaid selection and tuning of the VORand DME receivers can also be accomplished through the FMS. Aircraftposition is computed using data received from the radios (VORand/or DMEand/or Omega). The navigation computer calculates groundspPed using radioinputs.
22-14-00Page198.73
Mar 15/89UseordisclosureofInformationonthispageE subjecttothe restrictions on the title pag 1 of thm document.
Honeywell WKFANCECITATION V
Thenavigationcomputerselectsfrequenciesfor tuning the VORanca directedscanDMEor twosinglechannelDME’s. However, the NAV radios car be tunedby either the navigation computer supplied frequencies or a frequencytransmitted by the VHF NAVcontrol head. When in autotune,theVCIR/DMEislisteningto thenavigationcomputerfor selection of the VORfrequencyandas manyas threeDMEfrequencies.In themanualposition,theVOF./DMEislisteningto theVHF NAV control head which can select a VORand/cr DMEstation for display on the EHSI.
The aircraft position is computed as a function of logicswitchescallednavigationupdatemodes. The fourpositionupdatemodesareradic/inertial,radioonly, inertial onlyanddeadreckoning.Thenavigationmod~hierarchyis a functionof sensoranddataavailability.
. A valid true airspeed is available from the air data computer.
A dead reckoning position is calculated from the last known aircraft positionusing the track and distance traveled along that track. Heading, ADC trueairspeed, and the last known wind areusedto estimateaircraftgroundspeedandtrack. Thedeadreckoningpositionupdatemodeis annunciatedon theCDU . The annunciator is automatically cleared whenthe positionupdatemodetransitionsoutof deadreckoning.
22-14-00Page198.74Mar 15/89
Use or chclosure of Information on this page is subject to the restrictions on the title page of thts I ‘ocument.
GMTCLOCK
CouINTERFACE
DATALOADER
DATA ❑ASEE2 PROM
PROGRAMEPROM
RAM
Honeywell WNR’”c’CITATION V
1 I
ARINC
429— XMIT
RS422
RCVRS
RS422XMIT
DISCRETES P
OISCRETES
NZ-61ONavigationComputerBlockDiagramFigure9-2
22-14-00Page 198.75
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Honeywell MINJEPANCECITATION V
9. B. CD-800ControlDisplayUnit(SeeFigures9-3 and9-4,andTab”e9-2.)
PHOTO PHOTOSENSOR ANNUNCIATORS SENSOR
/ / I
CRTDISPLAY~
LEFTLINESELECT\KEYS
SCRATCHPA~
MODE KEYS —
ALPHA-NUMERICKEYS
-1El 34a o 4.ONM
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CD-800 Control Display UnitFigure 9-3
22-14-00Paqe 198.76Mar 15/89
Use or disclosure of reformation on this page IS subject to the restrictions on the title page of Ihls cocumenl.
Mounting .......................................... Unit Screw Fasteners
CD-800ControlDisplayUnitLeadingParticulars
Table9-2
TheCD-800ControlDisplayUnit(CDU) is the pilot interface with theFMS. TheCRTdisplays relative flight information to the pilot. Thepilotenters alphanumeric data into the system via the full alphanumerickeyboard. This data appears inthescratchpadto be lineselectedto theappropriatepositionon theCRTdisplay. The CDUfunction controls aredescribed in thefollowingparagraphs:
9. B. (1) CRTDisplay - A monochrome CRT is usedto displaydataon theCDU.The displays consist of 9 lines, each line containing 24 characters.The first line is a title line and the ninth line is the scratchpad.The intermediate lines and scratchpad are available fordatadisplayandentry.
(2) PhotoSensorsandBrightnessControl- CRTbrightnesscontrolisprovidedin orderto maintainreadabilityunderdim lightas wellasdirectsunlight.This is accomplished in two ways:
22-14-00Paqe198.77
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Honeywell WMR’AN’ECITATION V
9. B. (2) (a) Manuallyby thebrightnessknob- The brightnessknobisprovidedto manuallyvarythe intensityof the CRT display fora given ambient light level.
(b) Automatically by the photo sensors - The photosensors sensethe ambient light and adjust the CRT brightness automaticallyto maintain the relative brightness set by the brigiltness knob.
(3) Annunciators - Thesixannunciatorslocatedat thetopo-ftheCDUkeyboardpaneloperateindependentlyfromtheCRT and keyboard.Lighting of the annunciators is initiated by the Navigation Computervia the RS422 serial data link. The twocolorsusedforannunciations are white and amber. White indicates an advisory typeannunciation, and amber indicates an alerting type annunciation.The followingparagraphsdescribeeachannunciator:
(a) Display(DSPLY)Annunciator- TheDSPLYannunciatoris anadvisorytype(white)thatlightswhentheCDU isdisplayingapagethatis notrelativeto theverticalflightpath. The DSPLYthe followingconditions:
. Whendisplayinga flightplan
current aircraft l;~teralOFannunciatorwilllightunder
page other than Page 1.
. Whendisplayinga storedflightplanpage.
● Whendisplayingthe ‘CHANGEACTIVELEG’ message.
. When defining the ‘Intercept’ waypoint on the ac”:ive leg.
(b) Dead Reckoning (DR)Annunciator - The DR annunciator is analerting type (amber) that lights whenthe FMSis ni~vigatingviatheDR modewhichis definedto be the lossof radioupdatingandthelossof allpositionsensors.TheDRannunciatorwilllightunderthe followingconditions:
. When the FMShas beenoperatingin theDR modeforlongerthan3 minutes.
. WhentheAPRCHannunciatoris illuminatedandpositionupdatingfromallsourcesis lostformore than 30 secondsand the radio is not procedure tuned.
. When the APRCH annunciator is illuminated and positionupdating from all sources is lost formore than 5 secondsandtheradiois proceduretuned.
22-14-00Paqe198.78Mar 15/89
Useordisclosureofreformationonthispage IS subject to the restrictions on the title page of this document.
Honeywell MFJEPANCECITATION V
9. B. (3) (c)
(d)
(e)
(f)
I)egraded (DGRAD) Annunciator - The DGRAD annunciator is anadvisory type (white) that lights whentheFMShasenteredadegradednavigationmode. Thedefinitionof degradediswhenthe FMScannot guarantee the required accurac:f forthepresentsegmentof flight.TheDGRADannunciatorwilllightunderthefollowingconditions:
IftheDEGRADannunciatoris on whentheDR annunciatoristurnedon,theDEGRADannunciatorwillbe turnedoff.
Message(MSG)Annunciator- TheMSG annunciatoris an advisorytype(white)thatlightswhentheFMSis disp”!ayinga messagein thescratchpadto theflightcrew. Theannunciatorshallextinguishafterthemessage(s)havebeencleared from thescratchpad.
OFFSET Annunciator - TheOFFSETannunciatoris an advisorytype(white)thatlightswhen a laterally offset path has beenentered into the FMSusing the progress page. Theannunciatorturnsoff whentheoffsethas been removed. If there is anoffset when the APRCH annunciator is lighted, the offset willbe removed and the annunciator turned off.
Use or disclosure of reformation on this page IS subject to the restrictions on the title pag? of this document.
Honeywell WNFANcECITATION V
9. B. (4) LineSelectKeys- Therearefourlineselectkeyson eachsideoftheCRT display. Forreference,thekeysaredefinedonethroughfourfromtopto bottomon eithersideof theCRT. A leftandrightis alsoassignedto definethe sideof theCRTon whichthekeyislocated.Forexample,lineselectkey ‘IL’is thetopleftlineselectkey.
In thecaseof an indexdisplay,thelineselectkeyscanbe usedtoselectsub-modeswithinthemajormodes. In displays otoer thanindex, the lineselectkeys4L and4R arePrimarilyused fordirectaccessto othermodesin~he FMS. Datacanbe cop~edto thescratchpadthroughtheuseof a lineselectkey,andonesdatahasbeenenteredintothescratchpad,eithervialineselec:manualkeyboardentry,itmay be selectedto anyof thelineselectfieldson a givenpage. Thiscanbe accomp”by depressingthe keyadjacentto thelineinwhichyouscratchpaddatato be inserted.
(a) Previous(PREV)andNEXTPageKeys- Thenumberof pagesin aparticularmodeor menudisplayare shownintheupperrighthandcornerof thedisplay.The formatis ‘AA/BB.’‘AA’sicinifies the number of the current page that is displayed.‘BE’signifies the total number of pag;s that are available forpilotviewing/modification.Pagechangesshallbe donebyselectingthe PREVandNEXTkeys. Whenin thePLANmode,thesekeyswillincrementor decrementthemapcenterwaypoint.
(c) Delete(DEL)Key - Whenthereis no messagein the $cratchpadandtheDELkeyis pressed,a “*DELETE*”willappearin thescratchpad.Thismaynowbe lineselectedto deletewaypointsandotheritemsdisplayedon theCDU. Whenthereis a messagedisplayed,thedeleteoperationwillbe inhibited.
22.14-00Paae198.80
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Honeywell YA!YRANCECITATION V
9. B. (6) Mode Keys - There are fivemode keys, and the funczion of each isdescribed in the following paragraphs:
(a) Performance (PERF) ModeKey- Pressingthe PERFmode key shallenable the pilot to access the performance page(s). Thepilotmay selector entertheapplicableinformationthroughtheuseof thelineselectkeys.
(b) Navigation (NAV) Mode Key - Pressing the NAVr~odekeyshallenablethepilotto accesstheNAV indexpage The pilot mayselect any of the sub-modesby pressingthelineselectkey.
(d) Progress(PROG)ModeKey- Pressingthe PROGmodekeyshalldisplaythefirstpageof theprogresspages. The purposeofthismode is to show the current status of the flight. Thisfirst progress page shall display the ‘to’ waypoint, thedestination, the navaids that are currently tuned for radioupdating, and the update status of each navigation computer.
(8) Scratchpad- The scratchpadprovidesa workingareaforthepilottoenterdataand/orverifythedatabeforelineselectingit to thedesiredposition.The scratchpadalsoprovidesadvisoryandalertingmessagesto be displayedto thepilot. Datashallberetainedin thescratchpadthroughoutallmodeandpagechanges.
22-14-00Page198.81/198.82
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NAVCOMPUTER
PERFORMANCE
COMPUTER
5VLIGHTING J< ‘: + KEYBOAROLIGHTINGCOMMON 0< I - LIGHTING
CLEAR
. .I I
{ El‘ (H)
MOATABUS OUT
N(c)
RS422
{
(H) OUTDATATERMINAL pREAOYBUSOUT ~ (c)
OATABUSIN(
TO SEND BUS IN
{
CLK BUS IN(
(H)
[c)
~ , (H)
:a
RS422(c) INPUT
(H)
(c)
I
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f(c) INPUT
(
9(H)
CLK BUS INh
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{
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MTA BUS OUTz
(c)
RS422
{
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WTA TERMINAL aREAOY BUS OUT ~ (c)
I
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I 1
G1 FOCUS
VIDEORAM A
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CONTROLLER CONTROLLER
HEATER
VIDEORAM B
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BRIGHTIDIMDISCRETE VANNUNCIATOR- * KEYBOARD
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2bV ANN POWER (L) ANNUNCIATORH - POWER/
.1 OIM CONTROL
ANN INTENSITY CONTROL‘~
CHASSISGND G
%
CD-800ControlDisplay610ck DiagramFigure 9-4
AOI 1970
Unit
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Honeywell tii~if~’”c’CITATION V
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Honeywell M!!WANCECITATION V
9. c. DL-800DataLoader(SeeFigures9-5 and9-6,andTable9-3.)
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Honeywell W!Wi!ANcECITATION V
TheDL-800DataLoaderis used-totransfernavigationrelateddatato theNZ-61ONAV computer. TheDL-800hasthecapacityto transferin excessof320kbytesstoredon a 3-1/2inchmini-diskette.It hasan RS-422interfacewiththe NAV computer.
9. c. (1) Navigation Data Base Loading - TheDL-800DataLoaderprovidestransferof dataderivedfromtheJeppesendataba~efroma 3-1/2inchfloppydiskto theNZ-61ONAV Computer local IIEPROMmemory.This data includes navaids, waypoints, airports, airport runways,airport procedures, and jet routes organized in regionalpartitionsof theentireJeppesendatasource. Thedatabaseis updatedevery28 days. Thedatatransferrateis 312kbaud. Thetotaltimerequiredto loada fulldatabaseis approximately3 minutes.
(2) F1ightPlanLoading- TheDL-800DataLoaderalsohasthecapabilityof interfacingwitha groundbasedLockheedJet Plancomputerorequivalent.It is capableof transferringan optimizedflightplanfromthegroundbasedcomputerto thenavigationcomputerviaa3-1/2 inch floppy disk. Foreachflightplan,th~~followingdatawillbe stored:lateralwaypoints,origin,destin(ition,windsandtemperaturesat eachwaypoint.
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Honeywell MWPANC’CITATION V
{:~
DATA 3US IN GJ1 (Cl
● CENTRAL PROCESSING UNIT (CPU)FROM NAV
COMPUTER H(H) –Zao CPU
—8K B~ES RAM
{[i
CLKBUSIN J(c) —32 K BYTES EPROM
FROM NAV —RS422 INTERFACE
COMPUTER K(H)
—RS232 TEST INTERFACE
I
I
I
I r 7
(c) J1 S
‘c}
DATA BUS OUT(H)
TTO NAV COMPUTER
{ =3(L)
28VCICPOWER B(H) ●
c
LOADER
{
(R)INSTALLED DDISCRETEFROM E (L)rJAvCOMPUTER
POWER SUPPLY CARD
–-5 VDC
—z12 VDC ~
—DISCRETES FOR CPU
J
EEl-El- 4S11%S
DL-800DataLoaderBlockDiagramFigure9-6
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Honeywell MNRAN’ECITATION V
9. D. OZ-800ReceiverProcessorUnit(SeeFigures9-7and9-8,andTable9-4.)
TheOZ-800ReceiverProcessorUnit(RPU)receivesandprocessesdatafromthegroundbasedOMEGA/VLFstationsto providelatitude,longitude,N-Svelocity,E-Wvelocity,andstationinformationto theflightmanagementsystem.The antennareceivestheOMEGA/VLFsignalsandconvertsthemforprocessing by the RPU. All signals from or to the RPU are transmitted overan ARINC 429 data bus. The RPUalsosuppliestheantennawitht12voltsdcpower.
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Honeywell
9. E. AT-801H-FieldBrickAntenna(See
MAINTENANCEMANUALCITATIONV
Figure9-9andTable!1-5.)
The AT-801 Antenna receives the OMEGA/VLFsignalsandconvertsthemforprocessingby theOZ-800RPU. Theantennaalsoincorporatesbuilt-intestcircuitryto monitoritsownoperation.
Mar 15/89UseordisclosureOfIntormatlononthispage is subject to the restrictions on the title page of Ihts ::ocument.
Honeywell tiiWJEPANcECITATION V
The RNZ-850IntegratedNavigationUnitis a completeself-containednavigationsystem. ItcontainstheNV-850VHF NAV Receiver module, theDF-850 Automatic Direction Finder (ADF) module and a stix-channelscanning DM-850 Distance Measurement Equipment (DME) module. Alsowithinthenavigationunitis a clustermodulewhichcontainsthecircuitrynecessaryto handleallof thedigitaloutputsof thenavigationunitmodulesandplacethemon thedigitalaudioandradiosystem buses. Another function of the cluster module ;s an MLSInterface.Theclustermodulehascircuitryanddriversto feedtheinformationcomingfromthe RSB to the ML-850 MLS Receiver in the samemanner as it feeds information to one of the internal modules.ThismakestheexternalMLS,in effect,a moduleof the NAV unit; however, itis housed separately so it may be used forindependentapplicationswherea fullNAV unit is not needed.
Eachoneof themoduleshas itsownindividualtemperature sensor,andanymodulecancallforcoolingairby notifyingthec-lustermodule,whichcontrolsthecoolingfanlocatedon themountingrackat therearof theunit. When the temperature within the unit has droppedadequately to satisfy the conditions, the cluster module willdeactivatethe fan. The fanoperationismonitoredfullyby theclustermoduleandis testedeachtimepoweris appliedto theunitas we-nas beingverifiedthatit is runningduringthenecessaryoperatingperiods.
TheVORportionof theNAVreceiveris usedto in+:ercepta VORradialintheradiofrequencyrangeof 108.00to 117.95MHz onchannelsspaced50 kHzapart. The VOR receiver provides radiodeviation, To-From, bearing, and flag outputs to zhe EFIS SymbolGenerator for display on the EHSI and to the FZ-500 Flight DirectorComputer forautomaticcaptureandtrackingof the selectedVORradial.
Thelocalizerreceiveris usedforprocessingrawlocalizerdataforuse in liningup theaircrafton thecenterlineof therunway.Thelocalizerfrequencyrangeis 108.10to 111.95MHzon channelsspaced50 kHzapart. The localizerdeviationoutputisdisplayedon the EADIandEHSIandis appliedto the FZ-500FlightDirectorComputerforuse in automaticcaptureandtrackingof thelocalizerbeam.
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Honeywell H!JR’”c’CITATION V
The glide slope receiver is used for processing glide slope datafor use in guiding the aircraft down to the runway in a lineardescent. The glide slope frequency range is 329.15 to 335.00 MHzon channels spaced 150 kHz apart. The glide slope deviation outputis displayed on the EADI and EHSI and is applied to the FZ-500Flight Director Computer for use in automatic capture and trackingof the glide slope beam. The 75 MHz marker beacon receiver detectsthe three tones of the marker beacons and provides audio and lampdrive outputs to annunciate on the EADI the outer marker (blue),middle marker (amber), and inner marker (white).
The navigation receiver has extensive built-in test circuitry.This BITE operation includes a self-test signal generator andmodulator built into the unit. When energized by flight crew orpower-up command, the injected signal is identical to a VOR/ILSsignal and starts the testing at the earliest possible stages ofthe various receivers, just after the antenna. BITE commands anextensive check of the various circuitry within the NAV receiverand will cause the various outputs to move in a very specified andregular sequence, allowing the pilot to confirm that the entirenavigation receiver is operating properly. Additionally, there areother maintenance monitor and signal monitors associated with theNAV module which continuously check for proper operation and validsignals within the unit. These circuits continuously watch overthe operation of the unit and, should any operating parameter moveoutside of its nominal range, this condition will be stored innonvolatile memory for subsequent maintenance readout.
The NV-850 also has its own self-contained power supply which isfed from a dedicated pin on the main connector of the unit allowingfor independent application of aircraft supply voltages to the NAVreceiver.
10. A. (2) DM-850 DME
The DM-850 Distance Measuring Module is a six-channel scanning DMEthat simultaneously tracks four selected DME channels for distance,ground speed, and time to station as well as tracking twoadditional channels for the IDENT functions. This gives the systemthe capability of tracking four channels and having the decodedidentifier readily available from two additional channels. Theunit dedicates two of its four channels to a Flight ManagementSystem when installed. Thus with an FMS, the flight crew has tworemaining channels to control and display IDENT, distance, time tostation, and ground speed. The IDENT only channels will havedecoded IDENT ready, so when the crew selects the preset VORchannel, the instant search capability of its DME will allow thefunctionality of 4 full-time channels for the crew.
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Honeywell W%P’”c’CITATIONn/V
The ranging capability of the DME is up to 300miles,groundspeedcapabilityup to 1000knots,andtime-to-stationcapabilityup to999minutes.ThesesignalsaresentfromtheDME in severalformats,oneof whichis thenormalradiosystem+ormatappearingon thedigitalbusviatheclustermodule,anothe]-is an RS-422format.Alsoprovidedis an ARINC-568standardoutputof sixwireson whichdata,syncandclockareprovidedto outputthedistance.In additionto thedigitaloutputs,a 40 millivoltspernauticalmileanalogoutputandaudiocapableof drivingtwo600-ohmaudioloadswiththe IDENTsignalis alsoprovided.Selftestingisaccomplishedviaa builtin signalgeneratorwhichis pulsedtoprovidea completeendto enddistanceverificationcheckof theDMEunit.
The RCZ-850IntegratedCommunicationUnitcontainstheTR-850VHFCommunicationTransceivermoduleandtheXS-850ModeS Transpondermodule. Also within the RCZ-850 is a cluster module that providestheinterfacebetweentheTR-850andXS-850andotherunitsof theintegratedradiosystem.Coolingis providedthesameas theRNZ-805IntegratedNavigationUnit.
10. B. (1) TR-850VHFCommunicationTransceiver
The TR-850 VHF COM Transceiver module provides air-to-ground andair-to-air voice and data communications in theradiofrequencyrangeof 118.00to 136.975MHz (or from 118.00 to 151.975 MHz inextendedfrequencyrange)on channelsspaced25 k’dzapartandutilizesamplitudemodulation.
Thesynthesizerportionof theCOM is similarin functionto otherfrequencysynthesizersin thatchannelsareselectedviatheRSBandclustermodule.The synthesizergeneratesthe internalRFsignalsnecessaryforchannelingof theCOMunit. Oneof theoptionalfeaturesof theCOM is thatwhenit receivesa channelchange,itwillputouta toneindicatingthatthe frequencyhaschangedintheCOMreceiverif thefunctionhasbeenselectedbythestrapoptions.
The audio circuitry of the COM provides a noise squelchandacarrierlevelsquelch,allowingit to operatein lconjunctionwithmulti-carriernetworks.Also, it has outputs forSELCAL,theselectivecallingsysteminwhichan individualaircraftmay beaddressedviatonesacrossa COMchannel.The audio circuitry hasan output of 100 milliwatts into a 600 ohmloadwhich is theconventional standard. It also has an isolated sidetoneoutputsothatthereceiverandtransmitteraudiooutputsmay be routed, asappropriate, to existing analog type audio systems. Thetransmitter sidetoneis derivedby actuallydetectingtheCOMtransmitter output. This provides a full checkof themodulatorandtransmitterportionsof theCOM.
The COM transmitter poweroutputis a nominal20 watts,aguaranteedminimumof 16watts,andis applicableacrosstheentirefrequencyrangeof 118.000to 151.975MHz. The receiversensitivityof theCOM is a nominal2.5 (hard)microvolt.
10. B. (2) XS-850ModeS Transponder
TheXS-850ModeS transpondermoduleworks with the Air TrafficControl Radar Beacon System (ATCRBS) to provide enhancedsurveillance and communication capability required for airtrafficcontrolautomation.TheModeS Transpondermoduleuses1030MHztoreceiveinterrogationsand 1090MHzto transmitreplies.It isfullyfunctionalwithATCRBSModesA andC andcapableof providingBasicModeS operation.ModeS allowsdigitaladdressingofindividualaircraftandthecommunicationof messagesbackandforthbetweentheairandthegroundand is a fundamentalportionof the FAAproposedTCAScollisionavoidancesystem.
Whenthetranspondersensesa changein the replycodecommandedbythecontrolhead,itwillholdthecurrentreplycodeuntilthenewcodehasremainedconstantforapproximately3 seconds.Thenitwillbeginto usethenewlyselectedreplycode. This is doneinan effortto avoidtransmittingfalsealarmsandfalseemergencysignalswhentheemergencycodesareinadvertentlyused during theprocess of tuning.
As with all the other radio units, the transponder has its ownbuilt-in self-test circuitry and its own maintenance log andmaintenance monitoring circuitry. The self-testcircuitryiscomposedof oscillatorsandpulsegeneratingcircuitrywhichwillinjectsimulatedinterrogationsintothetransponderreceivercircuitryverycloseto theantennasystemandwillcompletelycheckthetranspondercode,processing,andallof theRF circuitryby actuallysimulatinga knownsignalcomingfromtheground.
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Honeywell M!J?ANC’CITATION V
TheML-850MLSReceiverdecodes and processes data fronl an MLSgroundstationandprovidesan accurateindicationin bothazimuth(equivalentto localizer)andelevation(equivalentto glideslope)of thedeviationfromthedesiredflightpath. Thedeviationdatais displayedon theEADIandEHSIand isoutputto the FZ-500FlightDirectorComputerforuse intheapproachmodeof operation.
TheML-850operatesin thefrequencyrangeof 5031.0tc 5090.7MHz on200 channels spaced 3000 kHzapart. Selectionof thedesiredazimuthandelevationangleandtuningis accomplishedwiththeRM-850RMU. Inits operation, the ML-850 is fully integrated with the RNZ-850Integrated Navigation Unit and may be though of as simply another modulefor the RNZ-850.
TheML-850providesARINC429digitaloutputs(Table10-4)thatconformto thedatastandardsof ARINCcharacteristic727forNILSreceivers.Also provided is a digital DC MorseCodeoutputfor usc with a digitalaudio system.
Azimuth DeviationGlidepath DeviationSelected Azimuth AngleMaxSelectableGlidepathAngleSelectedGlidepathAngleBasic Data Word 1Basic Data Word 2Basic Data Word 3Basic Data Word 4Basic Data Word 5Basic Data Word6AbsoluteGlidepathAngleAbsoluteAzimuthAngleLocalizerDeviationGlideSlopeDeviationSelectedBackAzimuthAngleBackAzimuthAbsoluteAngleBackAzimuthDeviationGroundStationIdentification1GroundStationIdentification2DiscretesAV Equipment IdentificationSpecific Equipment Identification
Mounting .......................... Clamp, Honeywell Part No. 7[100066-11MSP PartNo.64557
RM-850RadioManagementUnitLeadingParticulars
Table10-5
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Honeywell WMR’”c’CITATION V
The RadioManagementUnit(RMU)isthecentralcontrolunitfortheentireradiosystem.Itprovidescompletecapabilityforcontrollingtheoperatingmode, frequencies, and codes within all ‘:heunits of theRadio System. Additionally, the RMU has the capability to switch itsoperation from its primary radio system to the cross-side system. TheRMU is a colorCRTbasedcontrollerfeaturingtheprovenconceptofselectinga functionby pushinga lineselectkeyadjacentto theparameterthatisto be changed.Any selectableparameter,suchas aVOR frequency,maybe changedby pressingthecorrespondinglinekeynextto thedisplayedparameterandthenrotatingthecontrollertuningknob.
Foreaseof operation,theRMUscreenis dividedintofivededicatedwindows. Eachwindowgroupsthedataassociatedwitha particularfunctionof theradiosystem.The five windows (COM,NAV,Transponder,ADF, and MLS)eachprovideforcompletecontrolof frequencyand/oroperatingmode of the associated function. The RMU also has otherdisplay modes,calledpages,whichperformadditional-Featuresandfunctionsforthecontrolof theradiosystem.
The RMUis alsotheinputto theradiosystemforexternalFMStuninginthatdigitalsignalsfromthe FMScomeintothe RMUwheretheyactinmuchthesamemanneras if thefronttuningknobwas beingoperated.ThisallowstheFMSto enterintothesystemin an organizedmanner,andwillappearto thesystemas iftheflight crew is tuning the receiver.
As a safetyfeature of the RMU, should any of the components of theradio system fail to respond to commands from the RMU, the frequenciesor operating commands associated with that particular Cunction will beremoved from the RMU and replaced with dashes. This willalertthecrewto thefactthattheradiosystemoperationis notnormal.
The followingparagraphsdescribeeachcontrolon theRMU:
10. D. (1) PhotoSensor- Thephotosensorsensesthe ambientlightandcausestheCRT brightnessto be automaticallyadjustedto compensateforvaryinglevelsof lightas theaircraftmaneuversin the sunlight.
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Honeywell WMF’”c’CITATION V
10. D. (3) Line Select Keys- Thefirstpushof the lineselectkeymovestheyellow cursor to surround the data field associated with thatparticular line select key. This then electronically connects thatdata field to the tuning knobs so that frequency or modemay bechanged.Forsomefunctions,additionalpushesof the ~ineselectkeywilltogglemodesor recallstoredfrequencies.The lineselect key, if held forcertainfunctions,allowsADF andATCmemories to be recalled, and to enter and exit direct tune modefortheCOMandNAV.
(4) Tuning Knobs - The tuning knobs are used to modify the data fieldenclosedby thecursor. Thismay be frequencyor modedependinguponthedatafield.
(5) FunctionKeys
(a)
(b)
(c)
(d)
(e)
Squelch (SQ) Key - Pressing the SQ key causes the COM radio toopen its squelch and allowanynoiseor signalpresentin theradioto be heardin the audiosystem. The squelch key isstrictly a toggle. Pressing the key toggles SQ. ‘rhelettersSQ are annunciated along the top line of theCOMwindowwhenthesquelchis opened.
Cross-Side(1/2)Key - PressingthiskeytransferstheentireRMUoperationanddisplayto thecross-sidesystem Thelegend color changes from white to magenta whenone systemisbeingcontrolledby theRMUassociatedwiththecross-sidesystem.
Store(STO)Key - PressingtheSTO keycausesa temporary(TEMP)COM/NAVpreselectfrequencyto be storedinmemoryandassigneda numberedlocation,providedthecursorhasfirstbeenplacedaroundthatfrequency.TheADFandATC each haveone memory location. Pressing the STO key causes the currentADF or ATCchannelto be storedin memory,providedthecursorhasfirstbeenplacedaroundthatfrequency.
Identification(ID)Key - Pressingthe ID keyplacesthetransponderin the identificationresponsemode. The IDsquawk terminates after 18 seconds.
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Honeywell WW’”c’CITATION V
10. D. (5) (f)
(9)
(h)
Page(PGE)Key - Pressingthe PGE key once willchange the RMUdisplay to the COM preset frequency memory page. Pressing ita secondtimewillmovethedisplayto theNAVpresetfrequenciespage. KeyingPGE a third time calls up thediscrete RADIOON-OFFpage,which is the last page of the RMUprogram. A fourth push of the PGEkeywill return the displayto the Main Page. All of thesebackpagesassigna “Return”functionto thelowerleftlineselectkey. Pressingthiskeywillbringbackthe “Front”page.
Test (TST) Key - Pressing the TST keycausesthecomponentassociatedwiththeyellowcursor’spresentpositiontoactivateitsinternalself-testcircuitsfora completeend-to-end test of the function. Hold the TST keydownforthedurationof thetest,about2 secondsforCOMtransceiver,5to 7 secondsforDME,ATC, ADF, and about 20 seconds forNAV(VOR/ILS).Releasing the TST key at any time immediatelyreturns the function to normal operation.
DME Key - TheDME keydeslavestheDME fromthe active VORfrequency, and allows tuning of a different DMEchannelwithout changing active VOR. Successivepressesof theDMEkeyenabledisplayandselectionof theDMEchannels in VHFandTACANformats.
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Honeywell WiKRANcECITATIONV
10. E.
TheAV-850AAudioControlUnit(AudioPanel)is usuall;yinstalledin adualsystemconfiguration,withsystemNo. 1 beingthepilot’sor leftside,andsystemNo.2 beingthecopilot’sor rightside. Communicationandnavigationinformationfortheflightcrewis receivedfromtheremoteunitsas digitizedaudioviatwo highspeeddigitalaudiobuses.The two high speeddigitalbusesconsistof Bus1 forthepilot’sdigitalaudioand Bus 2 for the copilot’s digital audio. Bus 1 input isderived from the COM1, NAV 1 andADF 1 radiofunctions,as applicableto systemoperation,andBus2 inputfor COM 2, NAV 2 and ADF 2 radiofunctions. Each Audio Panel then selects the appropriate channels fromthis digital audio busandreconstitutesheadphoneandspeakersignals.This allows the system to provide the capability to individually selectthe radio function the crew member desires to hear.
Having the audio digitized offers the advantage that when recovering theanalog information from the digital, each volumecontrolmay beindependentlysetby eachcrewmember. For instance, ‘thepilot maywishto haveCOM 1 veryloudandCOM2 very soft in his headset while thecopilot desires the VORto be loud,COM 1 to be softandCOM 2 to bemoderate.This is easily set at the audio panels simplyby adjustingthe volumes to their own-
Thefollowingparagraphsfunctions:
(1)
(2)
(3)
(4)
Micro~honeSwitches
desire.
describetheAudioPanelswitchandcontrol
- TheseswitcheswhenPressed automaticallyselectthe desired microphone and at the same time enable the ~udioassociated with that microphone, regardless of the setting of theCOM audio on/off controls that are located under the switch.
CABIN Switch - When the CABIN switch is pressed, a cabin speakeramplifier is enabled. Allotheraudios,exceptwarningaudios,aremutedduringcabinaddressoperation.
t’sheadphone. Thesystemmay be wiredtosingleNAV audio to headphones. When EMERvolume is controlled by the master headphoneectroniccircuitryis eliminatedin the EMERsodisablesallotheraudiopanelmodes.
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Honeywell WWMCECITATIONn/V
10. E. (5) ID/VoiceSwitch- The ID/Voiceswitchis operatedby settingarotaryswitchand is used to filter the VORandADFaudiosignals.In the IDmode(CCWposition),theVOR orADF audio is filtered insucha way as to enhancetheMorseCodeidentification.IntheVOICEmode(CWposition),theaudiois filteredto reducetheMorseCodesignalforreceivedADF andVOR/ILSaudio. IntheBOTH(centerposition),theVORandADF signalsarenotsubjectedto anyfilteringin theaudiofrequencyband.
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Honeywell MW!ANC’CITATION V
TheCD-850ClearanceDeliveryCDU provides an alternat~ or emergencybackuD capability for tuninq the remote mounted VHF Communicationstrans~eiver and/~r VHFRadio System Bus (RSB)wishesto override the
TheCD-850can be usedwith low powerdrain.back-upthirdcontrol.selectedby eitherthe
Navi~ationReceiverinthe eventthattheprimarytuningis notavailable,or if thepilot/operatorbustuningforanyreason.
beforeenginestartforinitialcommunicationsIt canactas a stand-alonecontrolunitor aTheCD-850hasseveraloperatir~gmodeswhicharemodeknobor by installationstrai)pinqon the
rear conne;tor. The modes selected by installation st~appin~are:
(5) Emergency(EMRG)ModeAnnunciator- ThisannunciatorindicateswhentheCD-850hasbeenplacedin theemergencyback-LpmodewhichlocksoutallotherCOMandNAVtuningsourcesfor the sidetowhichit is connected.TheCOMandNAVarenowtl:nedexclusivelyby theCD-850.Thisannunciatoris notrelatedtr the emergencyfrequencyof 121.5.
(8) NAVAUDIOOn/OffSwitch- Thisalternateactionpl.shbuttonis usedto toggleNAVaudioON or OFF.
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Honeywell W!JR’”c’CITATION V
10. F. (9) Squelchusedto
(10) Tuning
(SQ)On/OffSwitch- ThisalternateactionpushbuttonistoggletheCOM squelchON or OFF.
Knobs - Thetuningknobsareusedto change the frequencyindicated by the tuning cursor.
(11) Normal/EmergencyMode Switch - This rotary switch knob providesalternate selection of the Normal and Emergency modes when theCD-850 is strapped for operation as a clearance delivery head.This switch is non-operating in the COM only or NAV on~y modes.
(12) TransferKey - Intheclearancedeliverymode,thetransferkeyalternatelyselectseithertheCOMfrequency(top)or I;heNAVfrequency(bottom)to be connectedto thetuningknobs
IntheNAVonlyor COMonlyconfiguration,thetransferkeytogglestheactive(top)frequencywiththepreset(bottom)frequency.In addition,holdingthe transferkey down for twoseconds will remove the preset frequency and place the CD-850 inthedirecttuningmode. To returnto theactive/presettuningmode,holddownthetransferkeyfortwo seconds.
The DMEdigitaldisplayis separatedintotwowindowsof liquidcrystaldisplays.The window on the left continuously displays distance innauticalmiles,andthewindowon therightdisplayseitherstationidentifier,groundspeedin knots,or time-to-goin minutes.
RMUFrequencySelectAnnunciator- The annunciationNAV isdisplayedwhentheDME is associatedwiththeactiveNAVchannelselectedon theRMU. Ifthepresetchannelis selected,theannunciationis PRE.
Pilot’s/Copilot’s(1/2)Annunciator- The 1 or 2 isannunciateddependingon whetherthepilot’sside(1)or the copilot’s side(2)channelis selectedas determinedby thechannel(CH)selectbutton.
ParameterDisplayandSelect- TheDMEstationidentifier,thecomputedgroundspeedof theaircraftin knots,o- time-to-go(timeto reachthegroundstation)inminutesisdisplayedas a functionof theparameterselect(SEL) button. The KTS/MINannunciatoridentifieswhichparameteris beingdisplayed.EachtimetheSELbutton is pressed, the display changes as follows:
DMEChannelSelect- TheCH buttonselectswhichIIMEchanneltodisplay.At powerup,thesamechannelis displayedthatwas beingdisplayedat power down. IfMLS is not selected, the buttontoggles between NAV 1, NAV2, PRE1, andPRE2.
DMEHoldAnnunciator- HLDis annunciatedif the DME frequency issplit from the VOR.
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Honeywell iNU?ANcECITATION V
DATA
CLOCK DISPLAY
ENABLE _
PRIMARYRSB lNPUT~ RSE +
SELECT +RSB
RECEIVER- PROCESSOR
SECONDARY~ SWITCHRS8 INPUT
[ DATA
tCLOCK
ENABLE
ONIOFF FROM NAV EPOWER
28 VDC INPUT POWER~SUPPLY
— ‘;: H
ww=g%:c~
AO-1.%Z&Rl
DI-851DME IndicatorBlockDiagramFigure10-14
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Honeywell MI!WANCECITATION V
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Honeywell IWR!ANCECITATION V
10.H. AT-860 ADF Antenna (See Figures 10-15 and 10-16,
~+
AO-14 150
AT-860ADFAntennaFigure10-15
Dimensions (maximum):
Length ......................................... 18.3 in. (~14.8Width .......................................... 8.33 in. (211.6Height ......................................... 1.51 in. [38.3
Mounting .................................. Hard mount using fourNo. 10steelsocketheadscrews
AT-860 ADF AntennaLeadingParticulars
Table10-9
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Honeywell INJR’”c’CITATION V
The AT-860 ADF Antenna performs the functions of reception,amplification, and combination of RF signalsso as to yieldlowfrequencyreceptionanddirectionalinformation.Normal reception of AMsignals is performed by the E-field element, or vertically polarizedantenna; while bearing information is provided by H-field antennas inthe formof a pairof loopantennasmountedat rightanglesto eachother. By carefullycombiningtheamplifiedsignals,bearing
information is obtained in the form of phase modulation on the received
RF whichis demodulatedandprocessedin thereceiver.
The antennaalsocontainsa selftestcircuitwhichradiatesa 120kHzsignalintothesenseandloopantennas.ThischeckstheoperationofboththeAT-860ADFAntennaandtheDF-850ADFReceive’Module. Properoperationis indicatedby a 1 kHztoneanda bearingindicationof 135degrees.
Cx >: .LOOP Cos CosANTENNA
BAIANCEDLOOPAMPL MODUUTOR
SINLOOP
SIN 50OHMAMPL OUTPUT
790DEGPHASE
EQUALIZER
120 KHZSELF TEST < TESTHAL OSC
AO-14S22-RZ
AT-860ADFAntennaBlockDiagramFigure10-16
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Honeywell M?;?’”c’CITATION V
10. I. AT-851MLSAntenna(SeeFigure10-17,andTable10-10.)
TheAT-851MLSAntennais a verticallypolarizedC-bandantennaoperatingin the5.0to 5.1GHzfrequencyrangewitha maximumVWSRof2:1. The antenna is omnidirectional in azimuthandcosinusoidalinelevation.
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Thispageintentionallyleftblank.
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11. O~tionalLSZ-850LiqhtninqSensorSystem
A. LP-850LightningSensorProcessor(SeeFigures11-1.)
11-1and 11-2,andTable
LP-850LightningSensorProcessorFigure11-1
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The Processorreceivessignalswhicharenaturallygeneratedbylightningactivity,anddeterminestheirrangefromthisenergydistribution.At thesametime,bearingiscomputedby meansof Antennacrossedloopsin a mannersimilarto anADF.
Theoutputdatais convertedto an ARINC429low-speedarchitecturefordisplayon the EHSIor MFD. However,labelassignmentsdo notconformto ARINC429. Thedatastreamcontainsrange,bearing,andseveritydataforup to 50 cells. The429datacontainsalldataavailablefora360degreeareawitha radiusof 125NM aroundtheaircraft,and it isthetaskof thedisplaydeviceto determinewhichcellsfallwithinitsdisplayarea.
May25/90Use or disclosureof Information on this page IS subject to the restrictions on the title page of this document.
Honeywell #il!iEPANcECITATION V
SECTION3SYSTEMOPERATION
1. General
This section describes the operation of the System by separating it intothree subsystems: Flight Director Functional Description, paragraph 3;Autopilot Functional Description, paragraph 4; and Compass System FunctionalDescription, paragraph 5. Paragraph 6 describes the port connections and theprogramming pin functions of the EDZ-605 EFIS and the optional MDZ-605 MFDSystem. A table listing the system limits is contained in paragraph2.
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Honeywell MMRANCECITATION V
2. SvstemPerformance/O~eratinqLimits
The systemperformance/operatinglimitsfortheSystemarepresentedinTable201. All limitslistedhavea toleranceof f10percent.
Mode Controlor Sensor Parameter Value
Y/D Y/DEngage
A/P A/P Engage
BasicA/P Tcs
TurnKnob
PitchWheel
HeadingHold
Heading HeadingSELKnobSelect
VORor CourseKnob,VORAPR NAVReceiver,and
DMEReceiver
EngageLimit
EngageLimit
RollControlLimit
PitchControlLimit
RollAngleLimit
RollRateLimit
PitchAngle
PitchRateLimit
RollAngleLimit
RollRateLimit
RollAngleLimit
RollRateLimit
VORCapture:
Up to 45 degLeftor RightBank
Roll:Up to f45degPitch: up to f30degYaw: up to t45deg
Up to t45degRoll
Up to f20degPitch
5.5degjsec
*15deg Pitch
Variable
f35.5 deg.
&5.5 deg/sec
?27.5deg,t12degwithPC-500BankLimitSwitch
3 deg~sec
UD to ~ 90 deqBeamInterceptAngle ‘(HDGSEL)
SystemPerformance/OperatingLimitsTable201
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o to 50,000 ftt6 dego to 10,000ftt99,9milesfromVOR/TACorwaypoint
w kn deg/secTAS(MaxRate= 2deg/see)
SystemPerformance/OperatingLimitsTable201 (cent)
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Honeywell U!KR’”c’CITATION V
3. Fliqht Director Functional Description
A. General
Paragraph 3.B. discusses conditions and functions that are referred to inthediscussionsof eachmodeof operationin paragraph3.C. Paragraph3.C.discussesthesignalflowthroughtheflightdirectorcomputerforeachflightpathmode. Figures203through214aresimplifieddiagramsthatshowtheunitsignalpathand interconnectwiringfortheapplicableselectedmode. Theyareusedin conjunctionwithFigures201and202whicharesimplifieddiagramsof themodeselectionlogicandtheFD OFFlogic,respectively.Figure215is a simplifieddiagramforthewarningflagsandbarbiaslogic.
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Honeywell WNRANC’CITATION V
3. B. (3) OverStationSensor(0SS)
The0SS sensesthebeamratenoisein thezoneof confusionovertheVOR station. After the NOC submode is established, the 0SS submode
is armed. In theVORmode,if the beamdeviationratereachesapredeterminedlevel(8mV of deviationpersecondwithd~viationgreaterthan75 mV),the0SStrips. 0SSremovestheradiobeamdeviationfromtheflightdirectorrollcommandoutput. In theVORmode,the beamdeviationis removeduntilthebeamdeviationhasdecreasedbelowthetrippointfor20 seconds.In theVCIRAPl&mode,if theDME is validandlessthan1.5nauticalmilesand if 0SS,thebeamdeviationratemustreach4 mV/secwitha deviationgreaterthan30 mV forthe0SSto trip. Thedeviationis removecluntilthebeamdeviationhasdecreasedbelowthetrippointfor4 ~econds.IftheDME is notvalid,0SS is the sameas theVORmode.
Theverticalbeamsensoris armedwhentheradiois tuneclto a LOCfrequency,the LOCreceiveris valid,andthe LBS has tripped. TheVBStripsas a functionof verticalspeed,TAS,andglideslopedeviation.Whentheverticalrateis zeroandTAS is 15(Iknots,theVBSwilltripat 30 mV of glideslopedeviation.Thiswillresetthepreviouslyselectedpitchmodeandchangeaircraftattitudetosmoothlycapturetheglideslopebeam.
Inthebackcourse(BC)mode,theVBS is lockedoutwhenBC isselected.
Whencapturingfromabovethebeam,theaircraftmustbe descendingat a ratethatwillcreatea suitableinterceptangle.
(6) LocalizerGainProgramming(LOCII)
ForfrontcourseILSapproaches,thissubmodeis armedaftertheLBShastrippedandNOC is engaged.Witha validradioaltimeter,LOCII engageswhentheradioaltitudeis lessthan1200feet. Ifthealtimeteris notvalid,LOC II engagesat approachcapture.Ifthealtimeterisnotvalidandan approachmodehasnot beenselected,LOCII startsas a functionof NOC andTTL.
Forbackcourseapproaches,thissubmodeis armedafterI.BShastrippedandNOChasbeenestablished.Witha validradioaltimeter,operationis as describedforfrontcourseapproach.If theradioaltimeteris notvalid,LOC II startswhenNOChasbeenestablished.
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An approximationof TAS iscalculatedas a functionof altitudeandindicatedairspeed.Thisfunctionis usedto programheadingselecterror,courseselecterror,airdatacommands,verticalbeamsensor,pitchratelimit,and ILSgainprogrammers.If theairdatacomputeris notvalid,theTAS programmer reverts tr~ a fixedairspeed.
Distance Measuring Equipment (DME) Gain Programmer
This function optimizes VORor VORAPR operationby changingthegainof theradiosignalas a functionof DMEdistar]ceto theVORTAC station.TheDMEprogrammerrevertsto a fixedgainlevelandremainsthereif theDMEis invalid,DME is placedin theDMEHOLDconfiguration,or the RNAVmodeis selected.
EADISingleCue
Whena commandsignalis appliedto thecue input,thecuewillmoveCW or CCW (roll)or up or down(pitch).Thisprovidestherequiredcommandto allowthepilotto maneuvertheaircraftin theproperdirectionto reachthedesiredflightpath.
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Honeywell IWFANCECITATION V
If the informationrequiredto flythedesiredflightpathbecomesinvalid,thecue is biasedfromview.
A rollmodemustbe selectedbeforethe singlecuewillbe in-view.If onlya rollmodeis selected,pitchcommandwillbe pitchattitudehold.
c. FlightDirectorModeFlowDescription
(1) HeadingSelectMode(SeeFigure207.)
The headingselectmodeis selectedby pressingtheHDGbuttononthemodeselector.TheHDGbuttonilluminateswhenthemodeisengagedandHDG is annunciatedon theEADI. Headingselectwilloverrideandresetotherpreviouslyselectedlateralmodes. Theheadingerrorsignalrepresentsthedifferencebetweenthefixedheadingindexandtheselectedpositionof theheadingbugon theEHSI.
The errorsignalfromtheSG-605SymbolGeneratoris appliedto theflightdirectorcomputer,demodulated,programmedto increasegainas a functionof increasingTASandappliedto thebankanglelimiter.Thenormalbankanglelimitis 27.5degrees.PressingtheBANKLIMITswitchon thePC-500AutopilotControllerappliesagroundto 7J1A-93to changethebankanglelimitto 12 degrees,whenin theHDGmode.
The headingselecterrorsignalis limitedto a 3-degree-per-secondrollrateandsentas rollcommandto the autopilotcomputer.Thissignalis alsosummedwitha demodulatedrollsignalfromtheverticalgyro. The resultantcommandfromthissummationis appliedto theSG-605to positiontherollcueof theEADI. Thisis thesignalusedby thepilotto flyto thedesiredheading.Ifthesignalsourcesof thecommandsignalbecomeinvalid,rollbarbiasis appliedto biastherollcommandcueoutof view.
WhenpassingovertheVORstation,the0SScircuitremovestheradiodeviationsignalfromtheflightdirectorcommandoutputuntilthedeviationsignalis no longererratic.Whileoverthestation,coursechangesaremadeby selectinga newcourseon theEHSI. IftheNAVdataisnotvalidpriorto thecapturepoint,theLBSwillnot tripandthesystemremainsin theHDGmode. Aftercapture,iftheNAVdata,compassdata,or verticalgyrogoesinvalid,therollcommandcuewillbiasfromview. Theflightdirectorcomputerwillremainin theNAVmode. A momentarylossof NAVUnitvalidwillcauseNAVCAPto turnoffon themodeselectorandVOR (green)toturnoffon theEADI. WhentheNAVvalidsignalis restored,NAVCAP andVOR (green)areagainannunciated.Withthelossof NAVCAP,lateralmodelogicis removedandtheautopilotrevertstoautomaticwingsleveling.WhenNAVCAP is restored,theautopilotwillagainflytherollcommand.
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3. c.
B
I
(4) VOR ApproachMode(SeeFigure208.)
TheVORapproachmodeis selectedby pressingtheAPR buttonon theflightdirectormodeselectorwiththeRNZ-850NAVUnittunedto aVOR frequency.OutsidetheLBStrippoint,HDGandNAV ARM are
illuminated on themodeselectorandHDG (green)andVApp(white)areannunciatedon theEADI. At capture,-HDGandNAVCAP illuminateson themodeselector.VAPP(green)is annunciatedon the EADI. ThepreviouslydescribedfortheVORmode. Gainsapproach,crosswindwashoutismuchfasterincoursecut limitis reducedto 30 degrees.
The localizermodeis selectedby pressingtheNAVbuttonon theflightdirectormodeselector.TheRNZ-850NAVUnitis tunedto alocalizerfrequencyandtheEHSIcourseselectis setto thepublishedfrontcourseforthe ILS. Operationoutsidethe LBStrippointbeforebeamcaptureis as describedfortheVORmode exceptLOC (white)is annunciatedon the EADI. At theLBStrippoint,NAVCAP is illuminatedon themodeselectorandtheHDGandN.4VARMannunciatorsareoff. On the EADI,HDGturnsoffandLOC (green)isannunciated.
The courseerrorsignalisgainprogrammedas a functionofcalculatedtrueairspeedandsummedwithradiodeviationfromthelateralgainprograminer.Theresultantsummedcourseerrorandradiodeviationsignalis coursecutlimitedto 30 degreesandr[ratelimited.The crosswindcorrectedcourseerrorandradiodeviationsignal,beforesummationwithrollattitude,is routedthe autopilotcomputer.
At NOC,bankanglelimitis reducedto 12 degrees,rollratelimremainsat 5.5degreespersecond,andadditionalfilteringis
11
to
t
providedto minim;zetrackingbeamnoise. Courseerroriswashedout at a muchfasterratethantheVORmodeto quicklyeliminateanysteady-statecourseerrorin thepresenceof crosswind,thuspreventingbeamstandoff.Signaloutputsfromtheratelimiterfunctionas describedabove.
Gainprogrammingis controlledby the LOCII submode.WhenLOC IIis established,gainis reducedfrom100to 50 percentas a functionof timeandairspeed.Also,at LOC II,laggedrollis summedwiththe signalsto improvelateralcontroldamping.
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Honeywell M!R’”c’CITATION V
3. C. (6) LocalizerApproachMode(SeeFigures209and210.)
along with the NAVARM andAPRARMannunciatorson themodeselector.HDG (green),LOC (white),andGS (white)areannunciatedon the EADI. Whenreachingthelateralbeamsensortrippoint,thesystemautomaticallyswitchesto theAPRmode,HDGandNAVARMannunciatorsextinguish,andNAVCAP illuminateson themodeselector.HDGextinguishesandLOC(green)andGS (white)areannunciatedon the EADI.
The courseerrorandradiodeviationsignalsareprocessedthesameas previouslydescribedforthelocalizermode.
(7) BackCourseMode(SeeFigure209.)
Thismodeis selectedby pressingtheBC buttonon theflightdirectormodeselectorwiththeRNZ-850NAVUnittunedto alocalizerfrequency.Outsidethe LBS trip point, the heading select
modeis engagedwithbackcoursearmed. The HOGandBC ARMannunciatorsareilluminatedon themodeselectorandHDGandBC(white)areannunciatedon theEADI. The EHSIcourseselectis setto thepublishedfrontcourseforthe ILS. Selectionof backcoursereversesthecourseerrorandradiodeviationsignalsforproperbackcourseapproachresponse.At beamcapture,HDGandBC ARM turnoff andBC CAP illuminateson themodeselector.On theEADI,HDGturnsoffandBC (green)is annunciated.
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Honeywell WJ!F’”c’CITATION V
The verticalgyroinputsignalis synchronizedbeforeanymodeisengaged.When onlya lateralmodeis selected,thesynchronizerretainsthepitchattitudeto providethepitchholdfunction.Theoutputsignalis appliedto thepitchlimiterandis thensummedwiththeverticalgyrosignal.At engagement,thesesignalscanceleachotherso thecuegoesto thenullpositionon the EADI. If theaircraftchangesattitude,an errorsignalis appliedto theEADItocommanda returnto theoriginalattitude.
Whena pitchmodeis selected,thesynchronizationcircuitoperatesas a pitchattitudewashout.Thiseliminatesstandofffromdesiredpositiondue to long-termattitudechanges.
3. c. (9) AltitudeHoldMode(SeeFigure211.)
Thismodeis selectedby pressingtheALTbuttonon the flightdirectormodeselector.SelectingALTwillresetanypreviouslyselectedpitchmodes. ALT is illuminated on the modeselectorandALT (green)is annunciatedon theEADI. Onceengaged,themodewillbe resetif theairdatacomputeris notvalid. ThepitchcuewillbiasfromviewiftheVG is notvalid.
WhenALT is selected,a logicgroundis suppliedfromtheflightdirectorcomputerto theairdatacomputerto engagethemode.Afterengagement,anydeparturefromtheengagedaltituderesultsinan errorsignalfromtheairdatacomputer.Thiserrorsignalisprogrammedto decreasethegainor ratelimitas a functionof TAS.Thissignal,outof theratelimiter,is sentto theautopilotcomputer.It is alsosummedwiththewashedoutverticalgyrosignal,displacementlimited,summedwiththeverticalgyrosignal,amplified,andsentto theSG-605to drivethepitchcueof theEADI.
An absoluterollsignalis appliedto theversinecircuitstoprovideaccelerationcompensationin turns. Thisversinesignalcancelstheradialaccelerationoutputof thenormalaccelerometer.The resultantsignalis summedwiththealtituderatedampingsignalfromtheairdatacomputer.Thissignal(IVV)is scaledforproperresponseon a givenaircraftandsummedwiththealtitudeerrorsignal.
WhenTouchControlSteering(TCS)is activated,theversineanddampeningsignalsareremoved,ratelimiteris shortedout,verticalgyrowashoutis synchronizedto theexistingattitude,andthealtitudeholdmodein theairdatacomputerdesynchronizesto thenew altitude.AnyerrorsignalexistingwhenTCS is pressediswashedout in about5 seconds.WhentheTCSbuttonis released,thesystemoperatesas previouslydescribed.
If theADC becomesinvalid,theTASgainprogrammerrevertsto afixedairspeed.If theBAROsettingon thebarometricaltitudeindicatoris changed,a commandisgeneratedto flytheaircraftbackto theoriginalaltitudereference.
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Honeywell M!JR’”c’CITATION V
3. C. (10) VerticalSpeed Hold Mode(SeeFigure211.)
Thismodeis selectedby pressingtheVS buttonon theflightdirectormodeselector.This action will reset any previouslyselected pitch mode. VS is illuminated on the mode selector and VS
(green)is annunciatedon theEADI. Onceengaged,themodewillberesetif theairdatacomputerisnotvalid. The pitchcue willbias from viewif theverticalgyroisnotvalid.
WhenVS is selected,a logic ground is supplied from the flight
director computer to the air data computer to engagethemode. Iftheaircraftdepartsfromtheengagedverticalspeed,an errorsignalis sentto theflightdirectorcomputer.Thissignalfollowsthepathdescribedforthealtitudeholdsignalwithoneexception.In theVS mode,thealtituderatedampingsignalsarenot used.
Anytimethepilotdesiresto modifyhisexistingverticalspeed,pressingtheTCSbuttonwilloperatein the samemanneras theAltHoldmode. Whentheautopilotisengaged,the pilotcancommandanewVS by movingthepitchwheelon theautopilotcontroller;theEADIairdatacommanddisplaywillchangeas a functionof pitchwheelmovement.
(11) IndicatedAirspeedHoldMode (See Figure 211. )
Thismodeis selectedby pressingthe IASbuttonon the flightdirectormodeselector.Thisresetsanypreviouslyselectedpitchmode. IAS is illuminatedon themode selector and IAS (green)isannunciatedon theEADI. Onceengaged,themodewillresetiftheairdatacomputeris notvalid. Thepitchcuewillbiasfromviewif theverticalgyrois notvalid.
this point, the signal path is thesameas previous-lydescribedintheALTmode. The airspeedcommandedvalueon the EADIairdatacommanddisplaycanbe changedby thepilotby movingthe pitchwheelon theautopilotcontrollerwhentheautopilotis engaged.
(12) G1ideslopeApproachMode(SeeFigure212.)
Thismode is selected by pressing the APRbuttonon theflightdirectormodeselectorwiththeRNZ-850NAVUnittunedto alocalizerfrequency.Glideslopecaptureis inhibiteduntilthelocalizerhasbeencaptured.WhenAPR is selected,localizercapture,andtheVBShasnotbeentripped,APRARM andanypreviouslyselectedpitchmodeis illuminatedon themodeselector.ThepreviouslyselectedpitchmodeandLOC (green)andGS (white)areannunciatedon theEADI. Afterthelocalizerhas been captured,
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Honeywell WW!!AN’ECITATION V
thesystemautomaticallycapturestheglideslopebeamwhen the VBStrips. At thattime,APRARM andpreviouslyselectedpitchmodes
areresetandAPRCAP illuminateson themode selector. On the
EADI, any previously selected pitch modesareresetand LOC(green)andGS (green) are annunciated. If the glideslope data is not valid
prior to capture, the vertical beam sensorwill not trip and the
system will remain in thepitchmode. Aftercapture,if theglideslopedataor verticalgyrobecomesinvalid,thepitchcommandcuewillbiasoutof view. A momentarylossof glideslopevalidwillturnofftheAPR CAP annunciator on themodeselectclr.Whenthevalidsignalreturns,APR CAP is again annunciated.
Theglideslopedeviationsignalis appliedto the GS gairprogrammer.Theoutputof theGS gainprogrammerismaximum(100percentgain)at beamcapture.GlideslopecaptureisdeterminedbysummingtheGS deviationsignalwithTAS and IVV siqnals._ TAS andIVVareappliedfor15 secondsthroughswitchGSOC+15EOFF. Whenthesumof thesesignalsequalszerotheVBS trips. Duringthis15-secondduration,theTASand IVVsignalsprogramthe(S deviationcommandingtheaircraftto transitionfromlevelfliqhtto flyingtheglideslopebeam. After15 seconds,theGSOC+15EOFFswitchopensandbothGSOC+15EO switchescloseto increasethegainof theGS deviationsignalfromthecaptureto thecontrolphaseandto adda dampingsignalto improveglideslopetracking.Thiscombinedsignalis thenprogrammedto decreasetheratelimitas a functionof increasingTAS. Fromtheratelimiter,a displacementandintegralsignalissuppliedto theautopilotcomputer.Theotheroutputfromtheratelimiteris summedwithwashedoutverticalgyroto eliminateanytendenciesforbeamstandoffdue to steady-stateattitudechanges,displacementlimited,summedwithvertical gyro,
amplified, and applied to theSG-605to drivethe pitchcueof theEAD1. Thisprovidesa commandto smoothlytracktheglideslopebeam.
At LOCII,theglideslopedeviationsignalis first-stagegainprogrammedas a functionof timeandTAS,andstartsat the1200-footradioaltimeter(RA)trippointwiththeRA valid. Thegainisreducedfrom1 to 0.33. If theRA is invalid,glideslopegainprogrammingis initiatedafterglideslopecaptureandNOC.
The secondstageof glideslopegainprogrammingbeginsat analtitudeof 250feetwhentheradioaltimeteris valid. Theglideslopesignalis programmedto a gainof zeroat zeroradioaltitude. Thisis a linearreductionfromgainof 0.33at 250feetof radioaltitude.If theradioaltimeteris invalid,thesecond-stagegainprogrammingis triggeredby themiddleImarkersignal. In thiscase,thegainreducesfrom0.33to 0.13andremainsat the0.13level. The rateof gainreductionforbothstagesis controlledby timeandtrueairspeedin additionto theradioaltimeteror middlemarkerinputsignals.
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Honeywell WWANC’CITATION V
3. C. (13) Go-Around Mode (See Figure 212.)
Whenthego-aroundmodeis initiatedby pressingtheGA buttononthethrottlehandle,theGA logicswitcheschangestate. This opensthesignalpathfromthepitchratelimiter,disablesthepitchattitudewashoutcircuitandinsertsa voltagerepresentinga fixedpitchup command.Thissignal,appliedto theSG-605to drivethepitchcueon the EADI,commandsthepilotto pullthenoseof theaircraftup to thefixedgo-aroundangle.
Whenreachingthebracketaltitude,thesystemautomaticallyswitchesto ALT SELCAP andthepreviouspitchmodeis cancelled.At thistime,ALT SEL CAP is illuminated on themodeselectorandASEL (green) is annunciated on theEADI. As the aircraftreachestheselectedaltitude,ALTSELCAP is cancelledandALT is engaged.TheALT SELCAPon themodeselectorandASELannunciatoron theEADIareturnedoff;thenALT is illuminatedon the mode selectorand ALT (green) is annunciated on theEADI. If the air data
computer is not valid, the altitude preselect modecannotbeselected.The commandcuewillbiasoutof viewif theverticalgyrois notvalid.
Theerrorsignal,representingthedifferencebetweenselectedandactualaltitude,is appliedto theflightdirectorcomputerfromtheVNAV. The bracketdetectoris armedby a groundfromtheVNAV.Whenthebracketdetectortrips,theerrorsignalis appliedto theTAS programmer and the gain is decreased as a function of increasing
TAS. Theerrorsignalis summedwiththe altituderatedampingsignalsbeforebeinggainprogrammed.Theprogrammeroutputisratelimitedas a functionof TASandappliedas an outputto theautopilotcomputer.It is alsosummedwithwashedoutpitchattitudeanddisplacementlimited.Thenit is summedwiththeverticalgyrosignal,amplified,andappliedto the SG-605to drivethepitchcueon theEADI. Thisprovidesthecommandto capturetheselectedaltitude.
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Honeywell UWUYANCECITATION V
3. C. (15) VerticalNavigationMode(VNAV)(SeeFigure214.)
To utilizetheVNAVcapabilityof theVNAVComputer/Controller(VNCC),the pilot must set selected altitude, station elevation, and
TO-FROMoffsetfromthestation.
The altitude is selected by placing the selector switch t~ ALT and
slewing the display to the desired altitude. TheSTAELswitchpositionis selectedandthe stationelevationis seton thedisplayby rotatingthesetknob. Resolutionis 100feet. TheTCIor FRposition is selected and the distance ahead of, or beyond the VOR
(along track offset) is set. Resolution is 0.1 nautical mile. Theverticalangle(VANG)positionis selectedandthecomputedverticalpathangleto thedesireddestinationis displayed.The pilotmayobservethe continuouslycomputedflightpathangle(anglecomputemode)untilthedesiredangleis displayedandthenpress the VNAVbutton on the flight director modeselector.Thiswillfreezetheangleandcapturetheverticalpath,or thesetknobmay be usedtopreseta desiredverticalangle(fixedanglemode). ThenpressingtheVNAVbuttonwill arm the system to capture the selected vertical
path angle. Should the VNAV button not be pressed before theselected angle is reached, theVNCCwillrevertto theanglecomputemode,continuouslydisplayingthecomputedangleto thedesireddestination.
Whena verticalpathhas been selected by pressing the VNAV button
on the modeselector,theverticaldeviationwithrespectto theselectedverticalpathis displayedon the EADI and EHSI. Pressingthe VNAV button willcausethe aircraftto capturetheverticalpathimmediatelyif in theanglecomputemode. Thiswillcancelanypreviouslyselectedpitchmode. VNAVCAP is illuminatedon themodeselectorandVNAV(green)is annunciatedon the EADI. IftheVNAVbutton on the modeselectoris pressedbeforethepresetangleisreachedin thefixedanglemode,theVNAVARM andpreviouslyengagedpitchmodeare illuminatedon themodeselector.Thepreviouslyselectedpitch modeandVNAV(white)is annunciatedon theEADI.Whentheselectedangleis reached,VNAVCAP illuminates on the modeselector,VNAVARM andthepreviouslyselectedpitchmodeturnoff.On the EADI,VNAV(green)turnson andthepreviouslyselectedpitchmodeis turnedoff.
Whenthe aircrafthasreachedtheselectedaltitude,ALT is
illuminatedandVNAVCAP is turned off on the mode selector. ALT isannunciated and VNAV is turned offon theEADI.
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Honeywell WUWANCECITATION V
As the aircraft passes the selected point or the desired altitude,
the vertical path problem will be cancelled. This replacesthevaluesin STAEL, TO, FR,andVANG with dashes. This prevents use of
erroneous VORTAC data for a subsequent problem. Furthermore, should
the computed angle reach a preset maximum, the provision forvertical path navigation will be cancelled in the samemanner.Thisautomaticcancellationwillbe precededby flashingof theVANGdisplayforthelastdegreeof computerverticalpathangle.
The signalrepresentingVANG/verticalerroris suppliedto theflightdirectorcomputerfromtheVNAVComputer/Controller.Intheanglecomputesubmode,theflightdirectorsynchronizesto theconstantlychangingangle.WhenVNAVis selectedandimmediatelycaptured,the synchronizerbecomesan angleholdci~cuit.Anydeviationfromtheengagedangleprovidesan errorsignalintotheTASprogrammer.
Theerrorsignalis gainprogrammedandpitchrate‘limitedas afunctionofTAS. It isthensentto theautopilotcomputer.Insidethe flight director computer, it is summed with a washed outvertical gyro signal, displacement limited, summed with the verticalgyro, amplified, and applied to the SG-605 to drive the pitch cue onthe EADI.
A sampleproblemis diagramedin Figure215. At the instantshown,the aircraft is 1000 feet above and 13.0 range miles from a VORstationwhichhasan elevationof 1500feet. The pilotdesirestogo to 10,000feetat a point10milespasttheVOR station.Iftheproblemvariables(STAEL,ALT,TO-FRM)hadalreadybeenput intothe
VN-212andthepilothadpressedtheVNAVbuttonon themodeselectorat the instantshown, the aircraft would climbto thedesiredpointat a 3-degreeangle.
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1 ALL LOGIC BLOCKS PROVIDE A GROUND OUTPUT TO LIGHTMODE ANNUNCIATORS ON MS.205
3 A LOGIC LOW IS APPLIED TO THE REIAY WHEN FMS ISSELECTED WHICH DISABLES THE FD APR MODE
2 THE LOGIC GROUND OUTPUT TO THE SYMBOL GENERATOR IS
Use or disclosureof informationon this page is subject 10 the restrictionson the title page of this document.
Honeywell M?R!ANCECITATION V
IQ)‘ )CATEGORY I I CAT II :
2600’ RVR (RUNWAY VISUAL RANGE) AT 200’.14M ICATEGORY IllA(700’ RVR)
40
ILOCALIZER CATEGORY II GATE I I
t 35 JIA ,—.
LOCALIZER TRANSMITTERTHE LOCALIZER TRANSMITTER. OPERATING ON ONE OF THE 40 ILSCHANNELS WITHIN THE FREQUENCY RANGE OF 108.1 MHz TO 111.95MHz, RADIATES ABOUT 100 WATTS, IS HORIZONTALLY POLARIZED,AND HAS MODULATION FREQUENCIES OF 90 AND 150 Hz. CODEIDENTIFICATION (1020 Hz} ANO VOICE COMMUNICATION AREPROVIDED ON THE SAME CHANNEL.
Xk~ARKER / l+3&’-i*.. ----- ------ .“,... ..—
DECISION ALTITUDES
GLIDE SLOPETRANSMITTER
/THE GLIDE SLOPE TRANSMITTER, OPERATING ON ONE OF THE 40 ILSCHANNELS WITHIN THE FREQUENCY RANGE OF 329.15 MHz TO
/GLIDE SLOPE
\
Q
.. .
IMIDDLE MARKER
w“ ,--
LIGHT COLOR - PURPLE LIGHT CCIDENTIFICATION - TWO DASHEStSECONDCONTINUOUS IDENTIFICATION - ALTERNATE
MODULATION -400 HZ MUUULAIIUN - 1.SUU MZ
OLOR - AMBERDOTS AND OASHES
——— ——. — .— (95 DOTiDASH COMBINATIONS PER MINUTE)—m—m—m— ● —* —*— O —
CAT I I CATEGORY II I CATEGORY ill A(700’ RVR), 6(150’ RVR), C(O’ RVR).—. —
MIDDLEMARKER ~ ~’ooo””~%%<z
InstrumentLandingSystem(ILS)DiagramFigure210
22-14-00
335.0 MHz. RADIATES ABOUT 5 WATTS, IS HORIZONTALLY POLARIZED,AND HAS MODULATION FREQUENCIES OF 80 AND 150 Hz. THE GLIDEPATH IS ESTABLISHED NOMINALLY AT AN ANGLE OF 2.5 TO 3.0DEGREES, DEPENDING ON LOCAL TERRAIN.
m MPASS LOCATOR TRANSMITT*COMPASSLOCATOR TRANSMITTERS ARE OFTEN SITUATED AT THEMIDDLE AND OUTER MARKER SITES. THE TRANSMITTERS HAVE APOWEROF LESSTHAN 25 WATTS, A RANGE OF AT LEAST 15 MILES,AND OPERATE BETWEEN 200 AND 415 kHz. THE 1020 HZ IDENTIFICATIONCODE IS KEYED WITH THE FIRST TWO LETTERS OF THE ILSIDENTIFICATION ON THE OUTER LOCATOR AND THE LAST TWOLETTERS ON THE MIDDLE LOCATOR. AT SOME LOCATORS,SIMULTANEOUS VOICE TRANSMISSIONS FROM THE CONTROL TOWERARE PROVIDED.
RATE OF DESCENT CHARTIf eat per minute)
ANGLESPEED
(KNOTS) 2112’3 23140 P
80 400 440 475
110 485 535 565
130 575 630 690
150 665 730 795
160 707 778 849AD-923
Page243/244Mar 15/89
Use or dmclosureof informationon thm page is subject to the restrictionson the ttle pege of this document,
Honeywell WR’’AN’ECITATION n/V
r
—.— .AGZ22 NORMAL
L17J1
ACCELEROMETER—— ——— ——— — ——— ——— —————— —— ——
%?.s00 FLIGHT DIRECTOR COMPUTER15VDCw vc nOLL An WNAL‘JIA+ (~ ‘) F- FKL 20s USED TO~lA.1 (w v) CDUPENSATE FW THE
ROLL COUPONE51 GF +721EACCELE~EtERSIGNALr!+1 5 Vcc AT ml
WithQ1 on, 28 voltsfrom1OJ1A-5areroutedthroughtheENGseriesswitchanda diodeto 1OJ1B-33.These28 voltsdc areroutedthroughtheVG validswitchpathto 1OJ1B-3Oto latchQ1 on aftertheAP ENGAGEbuttonis released.WithTCSnotselected,the28 voltsdc from1OJ1A-5arealsoroutedthroughthe ENG and TCS seriesswitchesto 1OJ1A-3toengagethe aileronandelevatorclutchesandareroutedto llJ1-ctolighttheAP ENGAGEbutton,whichindicatesthattheautopilotisengaged.
TheYawDamperis alsoengagedwhentheAP ENGAGEbuttonis pressed.The28 voltsat 1OJ1B-3OthatturnQ1 on areroutedthrough;idiodeto turnQ2 on. WithQ2 on,28 voltsat 1OJ1B-13areroutedthroughtheENGseriesswitchto 1OJ1B-12to engagetherudderservoclutch.Thisvoltageis alsoroutedthrougha diodeto latchQ2 on andto llJ1-RtolighttheYD ENGAGEbuttonwhichindicatesthattheyaw damperisengaged.
TheYawDampercanalsobe engaged,withouttheautopilotbeingengaged,by pressingtheYD ENGAGEbuttonon thePC-500AutopilotController.TransistorQ2 is thenturnedon by 28 voltsappliedto 1OJ1B-35,Theyawdamperengagecircuitrythenoperatesthesameas previouslydiscussed.
The autopilotwilldisengageif any of the following conditions exist:
. Pressingthepilot’sor copilot’sAP disconnect switch● Pressing the go-around switch. Pressing the pilot’s or copilot’s TCS switch. Using manual electric trim. Lossof theVG or DG valid. InternalAP Computerpowersupplyfailure. Highservotorquecurrent. AP Test. Verticalaccelerationgreaterthan1.6gor lessthanO.Og(CitationV
only)● Rollgreaterthan40 degrees(CitationV only). Rollgreaterthan30 de reesandrollrategreaterthan20 degreesper
second(CitationV only7 22=14-00Page259May 25/90
Use or disclosure of information on thm page is subject to the restrictions on the t!tle page of this document.
Use or dwclosure Of information on this page IS sub!ect to the restrictions on the title page of this dc :ument.
Honeywell WWANCECITATION V
synchronizer to be coupled into the roll rate limiter. Prior to
engagement or whenothermodesareengaged,thissignaloutputiszero. If the aircraft departs from the synchronized heading, an
error signal is applied to therollratelimitcircluit.
Therollratelimiterderivestherateof thecommanderrorsignal.Theratesignalis clippedby a diodelimiterandthen applied tothe integrator. Iftheratesignalrisesto a leve”lthatwouldcommandmorethan5.5degreespersecond,thediodescliptheerrorsignalintothe integrator,thuslimitingthe integratoroutputto5.5degreespersecond.Whentheratesignaldecreases to a level
that commands less than a 5.5 degrees per secondro’11rate,thissignaldrivesthe integratorat thatrateandthediodelimitershaveno effecton theerrorsignal.Errorcommandsignalsfromtheratelimitercircuitareappliedto therollsynchronizer.Becausetheautopilotis intheheading-holdmode,thecommandsignalpassesthroughtheROLLHOLDswitchto the integratorinthe rollsynchronizer.Whentheauto~ilotis engagedandTC:Sisnotselected,theA/P ENG ● TCS”SELswitchis closed, adding a resistor
to the feedback path around the integrator. This converts theintegrator into a lag circuit.
Thecommandsignalfromthelagcircuitis appliedto a bankanglelimiter.Thiscircuitlimitsthesignaloutputfortheheadingholdmode. The limiteris removedfromthecircuitwhentheautopilotisdisengagedor whentheTCS buttonis pressedto allowsynchronization.Intheheading-holdmode,theA/P ENG ● TCS SEL
switch is closed, placing the limiter in therollcommandcircuit.
Theservoamplifieroutputis limitedby theelectronictorquelimiter.Intheeventof a failureof thetorquelimiter,themonitorcircuitwoulddisengagethe autopilotwhenservotorqueexceededa predeterminedlevel. The clutchis engagedso theservomotorwilldrivetheaileron.As themotordrives,a ratedampingsignalfromtheservotachometeris fedbackas a dampingsignaltostabilizetheservoloop. A positionsignalis alsofedbacktoopposethecommandsignal.Deflectingthe aileronwillbanktheairplanetowardtheheadingthatexistedwhentheaJtopilotwasengaged.As theairplanebankanglechanges,theo~tputof the
22-14-00Page261Mar 15/89
Use or disclosure of information on this page IS subject to the restrictions on the title page of this document.
Honeywell WY’””CITATION V
4. B. (3)
vertical gyro reflects the change. The inputfromthegy~oopposestheerrorsignal,thusreducingtheresultingerrorto theservodrive. As theairplanebankstowardthedesiredheading,theerrorfromthe headingsynchronizerwill be reduced. As this e-rordecreasesthecommandsignalsthroughoutthe axis will begin to rolltheairplanetowardwings-level.The final result will be a null at
the servo output with the airplaneflyingwings-levelon theheadingthatexistedat thetimeof autopilotengagement.
TouchControlSteering(TCS). WhentheTCS switchon thecontrolwheel is pressed, the error signal into the roll synchronizer is
reduced to zero because the inputswitchesto therollratelimiterareallopened,removingallcommandinputsto thesesummingpoints.Theaileronservodriveclutchisdisengaged,allowingthepilottoplacethe airplanein thedesiredrollattitude.As the attitudechanges,theoutputto therollservosumwillchange.Thisoutputrepresentsthedifferencebetweenairplaneattitudeandtlesignallevelat theoutputof therollsynchronizer.Theoutputto theservosum is fedbackintotherollsynchronizerkeepingtheservosuminputat a null.
The amplifiederrorsicmalis fedbackto therollsynchronizerthroughtheclosedA/P ENG+ TCSSEL switch.At thistirwtheA/PENG. TCS SELswitchopens,removingtheresistorfromthaoutputoftheintegrator.Withtheresistor’seffectremoved,thesynchronizeractsas an integrator,notas a lagcircuit.Theerrorsignalis appliedthroughthe ROLLHOLDswitchto drivet~eintegrator.The integratordrivesuntilitsoutputis eqJal to the
WhentheTCS switchis released,thefeedbackpathfortheamplifiederrorsignalis openedby theA/P ENG+ TCSSEL switch. ReleasingtheTCS switchalsoclosestheA/P ENG ● TCSSEL switch,convertingthe integratorintoa lagcircuit.If no lateral modes are selected
in theflightdirectorcomputerandthebankangleis lessthan6degreeswhenTCS is released,theautopilotwillreturnto headinghold. When thebankangleis greaterthan6 degreesat TCSrelease,theROLLHOLDswitchopensandtheairplanemaintainstheselectedbankangle. Anydeviationfromthisbankanglewillgeneratean errorsignalto drivetheaileronservoto returntheairplaneto thedesiredbankangle. Thisbankangleis maintaineduntila new attitudeis selectedwithTCS. If theautopilotwascoupledto the flightdirectorwhen TCS was used,uponreleaseoftheTCS switch,theautopilotwillcoupleto theengagedflightdirectormode.
22-14-00Paqe 262Mar”15/89
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Honeywell tifivl”’”c’CITATION n/V
4. B. (4) TURNprev.
HOLD
Knob. WhentheTURNknobis rotatedoutof detent,anyously coupled roll modeis uncoupled.TheROLLCPL and IDG ~switches areopen,removingallinputsignals,TheTK ● AP ENG
(7) TorqueSwitching.(SeeFigure219or 219.1.) The rollandpitchtorquelimitersandtorquemonitorsareswitchedas a functionofbarometricaltitudefromtheairdatacomputer.Thenominaltorqueswitchpointin theautopilotcomputeris 13,400i 1,100feetofbarometricpressurealtitude.Abovethisaltitude,thepitchandrolltorquelimitersandmonitorsareswitchedto a lowtorqueregime.
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Honeywell MM!’’””CITATION V
An aneroidprovidesan independentsecondsourceof altitudeinformationformonitoringtheairdatatorqueswitching.If thetorque has notbeenswitchedto lowtorqueabove16,000t 1,000feet,as determinedby theaneroid,a TORQUEWARN light willannunciatethecondition.TheTORQUEWARNfunctionis testedby theTESTEA FLTbuttonon theautopilotcontroller.
At an air data barometric altitude of about 19,000 feet, ‘themonitor
circuitry cross checkstheaneroidlogic. If the aneroid has not
switched from ground to +15 volts dc before this altitude, the
TORQUE WARN light will annunciate this condition.
Lossof the air data valid will cause the system to reverl: to the
low torque regime.
4. c. PitchAxis(SeeFigure218,sheets3 and4.)
The pitch axis of the autopilot receives signals from the following
Glideslopedeviation signal from the flight director computer.
(1) Synchronization. Synchronization in the pitch axisis achievedwhenthenetsignalto thepitchservosum iszero. Priorto autopilotengagement,theglideslope,airdata,andPITCHwheelsignalsareblockedby the open GS CPL,ADCCPL,andPW switches.
Pitchattitudefromtheverticalgyroisdemodulatedand issummedwiththeoutputof thepitchintegrator.Duringsynchronization,theoutputof the integratorfollowspitchattitudecausingtheoutputof thepitchdisplacementamplifierto be zero. Iftheairplaneattitudechanges,the sumof theintegratorand ~erticalgyrosignalsis an errorsignal. The error signal is applied to the
pitch displacement path and through the closedAP ENG+ TCSswitchandtheclosedPITCHHOLDswitchto drivethe integrator.Theintegratoris drivenuntilitsoutputisequalto the verticalgyrosignalandthenetpitchdisplacementsignalis zero.
Prior to engagement of the autopilot, the servo drive clutch is not
engaged to the central surface; thus, the servo loop followsup onthe input command synchronizing to zero motor rotation. Atengagement, the servo is at a null position corresponding to the
input command.
22-14-00Paqe264Mar-15/89
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Honeywell W’URANCECITATIONV
4. c. (2) PitchHold. Aftertheautopilotis engaged,ifno verticalmodeisengagedon theflightdirectorandthePITCHwheelis notrotated,theautopilotis in thepitch-holdmodeand the pitch integrator
holds the pitch attitude reference signal. Theoutputof theintegratormaintainsthe airplanepitchattitudethatexistedat thetimeof engagement.Any changein pitchattitudehillproduceanerrorsignal,andtheservodrivemotorisdrivenin thedirectionto returntheairplanepitchattitudeto thatwhichexistedat thetimeof engagement.The servodrivedeflectstheelevatorcontroltabbecausetheservodriveis coupledby theservoclutchafterautopilotengagement.The errorsignalsdrivetheservoandelevatorto returntheairplaneto thedesiredattitude.Whenthisattitudeis achieved,theelevatorwillbe at theneutralpositionandthe servosumoutputwill be at a null.
(3) RateDamping.Dampingof theaircraftcentralresponse is provided
by pitch rate. Pitch rate is derived from pitch attitude in thepitchratetaker. This signal is applied as a damping signal forpitch attitude control.
(4)
(5)
LiftCompensation.AbsoluterollsignalfromtherollaxisisshapedbeforepassingthroughtheQ-switchingandsoft-ridecircuitry.Theliftcompensationfunctiongeneratorcircuitryproducesa liftcompensationsignalwhosemagnitudeis proportionalto sec~-l,where$ is the airplanebankangle. Thissignalpitchestheaircraftup whenmakinga bankturnto compensateforthe lossof liftin a turn. Thismaintainstheaircraftneara constantaltitudein a turn. If the autopilot is in the airspeed hold mode,theliftcompensationsignalis removedcompletelyto preventtheliftcompensationandairspeedholdcommandsignalsfromopposingeachotherandcausingairspeedholdmodecontrolproblems.
TouchControlSteering(TCS). WhentheTCS switchon thecontrolwheel is pressed, the autopilot disengaged synchronization paths are
established. A feedback path is provided from the pitchdisplacementinverterintothe pitch integrator through A/P ENG+TCSandPITCHHOLDswitches.The servoclutchisdisengagedandthepilotfliestheairplaneto a desiredpitchattitude.The autopilotwillsynchronizethepitchintegratorto thenewairplanepitchattitudeandthenetservosumoutputwillbe at a null.
WhentheTCSswitchis released,thefeedbackpatharoundthepitchintegratorisopenedandthe integratorretainsthepitchattitudesignalexistingat thetimetheswitchis released.If the airplane
deviates from the synchronized pitch attitude, an error signal
appears at the integrator output and is usedto positionthe servomotorto drivetheairplanebackto thesynchronizedpitchattitude.
22-14-00Page265Mar-15/89
Use or disclosure of information on thm page is subject to the restrictions on the title page of this document.
Honeywell MI!MPANC’CITATIONV
4. c. (6) PITCHWheel. WhenthePITCHwheel is rotated and IASandVS modes
are not selected, the PM switch closes, allowing the output of thePITCHwheeltachometerto be applied.The PW switch remains closedas long as thePITCHwheel is being rotated. It opens when the
PITCHwheel movement stops. Rotating the PITCH wheel will close the
PITCH HOLD switch (applying the PITCH wheel signal to the pitch
integrator). If the GS is coupled, the PITCH wheel operation will
be inhibited. The rate of PITCH wheel rotation (tachometer output)
is integrated by the pitch integrator producing an attitudedisplacement command since integrated rate is displacement. If the
output of the integrator is changed, by the PITCH wheel, this upsets
the balance of the integrator and vertical gyro inputs. Ihe error
signal is routed through the displacement path to the servoamplifier, the servo drive moves the elevator and changes the
airplane attitude. The airplane attitude will be changed until the
vertical gyro signal is equal to the pitch integrator output. At
this time the airplane will be at the new commanded attitude.
(7) Air Data Modes(Altitude, Airspeed, or Vertical SpeedHold!). WhentheALT,IASor VS mode is selected in the flight director computer
with the autopilot engaged, a ground is supplied from the flight
director computer to pin 1OJ1B-38, -40, or:~l. These ground
signals control the switches labeled ALT ● PW, IASor VS. TheALT,IASor VS error signal corresponding to the mode selected isprovided from the flight director~omputer to the air director
computer input through the ALT ● PW, IASor VS and ADC CPL switches
into the pitch integrator and the pitch command amplifier, Thecombination of the pitch command and integral signals are summedwith the vertical gyro signal.
If the summation of the error and gyro signals is not zero, theerror signal will be used to drive the servo drive motor and change
the elevator control tab position in the direction to get the
airplane back on the selected air data reference. As the airplane
changes pitch attitude to obtain the desired air data reference, the
vertical gyro signal changes and the air data error signa”l
decreases. The net signal will continue to drive the servo to
change airplane attitude until the air data error signal ~rom theflight director computer is zero and the net signal is zero. The
airplane is then at the desired attitude.
The servo amplifier output is limited by the electronic torque
limiter. In the event of a failure of the torque limiter, the
monitor circuit would disengage the autopilot when servo torque
exceededa predeterminedlevel. The clutch is engaged so the servo
motor willdrivetheelevatorcontroltab. As themotordrives,arate damping signal from the servo tachometer is fed back as a
damping signal to stabilize the servo loop. A position signal is
also fed back to oppose the command signal.
If in the IASor VS modes, rotation of the PITCHwheel changes theIASor VS reference.If in the ALT holdmode, rotation of the PITCHwheel cancels the mode.
22-14-00Paae266Mar-15/89
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Honeywell KWUHANC’CITATION V
4. c. (8)
(9)
Glideslope.Glideslopeinformationis appliedthroughtheGS CPLswitches. Prior to glideslope capture, the GS CPL switches are
open, blocking the glideslope signals from the flight directorcomputer. At that time the autopilot will be flyj~]g the pitch holdor airdatamode. IftheALT,IAS,or VS mode is selected, the ADCCPL switches are closed, supplying error signals. When the glide
slope beam is captured, the air data mode is disengaged, the ADC CPLswitchesareopened,andtheGS CPLswitchesareclosed,andtheglideslopecommandsignalsareapplied.
(1) YawAxisSynchronization.Theyaw axisof theautopilotissynchronizedpriorto engagement.Beforetheyawdampermodeisengaged,allheadingratesignalsareblockedby theYD ENGAGEswitch,whichgroundstheoutputof theheadingratewashoutamplifier.Theservoamplifierandservodrivemakeup theservopositionservoloop. A signalat theyawservosumis amplifiedbythe servoamplifieranddrivesthetorquemotorto commanda surfaceposition.Thepositionfeedbacksynchrofeedsbacka 400-Hzsignalthatisdemodulatedandopposestheerrorsignal.Whenthe surfaceis at the position commanded, the input to the servo amplifier willbe at a null. A rate damping signal is fedbackas a dampingsignalto stabilizetheservoloop.
Priorto engagementof theautopilot,theservodrive clutch is notengaged to the central surface; thus, the servoloopfollowsUp on
the inputcommandsynchronizingto zeromotorrotation.Atengagement,theservois at a nullpositioncorrespondingto theinputcommand.The servoamplifierincludesa torquelimiterandmonitor.Thetorquelimiterlimitsthemaximumcurrentsuppliedtothemotor,andthus,limitsthemaximumtorqueoutputof themotor,sincemotortorqueis proportionalto motorcurrent.Themonitordisengagestheautopilotandyaw damperifthetorquelimiterfails,preventinga failurewhichwouldresultinno torquelimiting.
Duringthe synchronizationmodeanduntiltheheading-holdmodeisengaged,theheadingsynchronizeris inthefollow-uporsynchronizationmode. Thisheadingsynchronizeris an electronicunit,not a mechanicaldevice. In orderto achieveelectronicheadingsynchronizationandelectronicyawratecircuitoperation,a3-wire-to-2-wireconvertercircuitis employedin theyaw axisoftheautopilot.Three-wireinformationfromthedirectionalgyroisappliedto SW1andSW2andto the logicswitchingcircuitsthatactuallyperformthe3-wire-to-2-wireconversionby openingandclosingelectronicswitches.
ThedirectionalgyroX andY informationis appliedto SW1andSW2.One of theseswitcheswillalwaysbe closed,andat timesbothareclosed.The switchesareclosedwhentheirwaveformvoltageis zeroandopenwhenthewaveformis at 5 volts. The signalfromSW1andSW2 isdemodulatedandthenappliedto thelinevoltagecompensationcircuit.Anyerrorsignalsinducedby voltagechangeson the115-voltsac linewillbe eliminatedat thispoint. A signalrepresentingdynamicairplaneheadingis summedwitha signalfromthe integratorof theheadingsynchronizer.Ifthesesignalsarenotequal,theresultanterrorsignalis invertedandappliedto theintegratorthroughtheHDGHOLDswitch.The integratorwillbedrivenuntilitsoutputis equalto theairplaneheading.
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Honeywell WJRAN’ECITATION V
4. D. (2) HeadingHold. If the autopilot is engaged and the airplane is
flying wings-level with no other modesselected,theheading-holdmodeis engaged.TheHDGHOLDswitch into the heading synchronizeropens. If theairplanechangesheading,an errorsignalisdeveloped.It is invertedandappliedthroughtheNORMor INVswitchto providea headingerrorsignalto the rollaxiscircuitsto returntheairplaneto thedesiredheading.Whentheheading-holdmodeis engaged,a logicinputto the3-wire-to-2-wireconverterlocksup theconverterto maintainexistinglogicoutputs.Thislockup is necessaryto preservetheheading-holdreferenceinformation.
The crossoverholdcircuitoutputis appliedto theheadingratewashoutcircuit.Thisoutputsignalrepresentsthechangesof~amic headingrate. Whentheyawdampermodeis engaged,the~ENGswitchwillbe open,removingthegroundfromtheheadingratewashoutcircuitoutput.Thissignalwillbe appliedto theyawservosumto drivetherudderservo. The servoamplifieroutputislimitedby theelectronictorquelimiter.In theeventof a failureof thetorquelimiter,themonitorcircuitwoulddisengagetheautopilotwhenservotorqueexceededa predeterminedlevel. Theservodriveclutchis engagedso thattherudderis drivento dampoutthe changingdynamicheadingratesignals.If theairplanerollrateexceeds7 degreespersecondor if theairplanebankangleexceeds45 degrees,theheadingratesignalis removedby groundingtheoutputof theheadingratewashoutcircuit.Whentheserateandbankanglesignalsarereducedbelow7 degreesper secondandthebankangleis lessthan45 degrees,theswitchopens,removingthegroundandrestoringthecommandsignal.
The headingratesignalfromtheheadingratewashoutcircuitisgainswitchedby theMID-Qswitchto maintainuniformairplaneresponseacrosstheairspeedrangeof theairplane.
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Figure217(Sheet1 of 2) 22-14-00Page271/272‘Ma~25/90
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Honeywell WUFANCECITATION 11~
28 VDC AP PWR —
rPC.= AT —-
llJICONTROLLER
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c+15 VDC
‘FROM 1OJIA-1
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ROLLRATEMONITORTESTBOARD
14
2
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JJl -%-l’-7 $-l Itil
‘1L A A I 1 I
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-———— ———4 28 VDCAP ENG
———~P-~ APCOMPUTER728 VDC AP ENGSELECT
I1I
AP ENG
INTLK II
r——— ——— —
RZ-220ROLLRATEMONITOR 1FROMllJ1-P
II.
11
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NOTE.
RZ-220 ROLL RATEMONITOR RELAY K1IS SHOWN IN THENORMAL ENERGIZEDPOSITION THE CONDITIONSTO THE OR GATE CAUSETHE RELAY TO DE-ENERGIZEAND THE AUTOPILOT TODISENGAGE.
TNEC%412 COF4TNNS TWO IDENTICALCGMPENSA7SON CIRCUITS. CONNECTIONS “’A”ED”ooEc’@’o’~SNOWR ARE TNE NUMSER ONE SYSTEMTHROUGH EM. TNE CIRCUITS FOR TNENUMSEH TWO SYSTEM ARE COF6NECTE0TNROUGH SJ3.
TNE HEAOIF40 INPUT TO 7NE AP COMPUTERIS RELAY SWZTCNEO SETWEEN TNE PILOTSANO COPILOT% C-140 AS SNGWN ONFIG, 218, SNEET 5.
LEFT HAND
6
7NE MZJtdTOR 0S60 FROM TNE AP COMPUTER MANUAL SVNC 6W WIPER ●
Synchronizationbetweenthefluxvalveandtheactualheadingof the aircraftis indicatedby thecompasssynchronizationannunciatorof the EHSI. Whenthe+ is in viewon theannunciator,theheadingdialis rotatingin thecounterclockwisedirection(actualheadinggreaterthanindicated).Whenthe
is in view,theheadingdialis rotatingin theclockwisedirection~actualheadinglessthanindicated).Whensynchronized,the annunciatorslowlyoscillatesbetweenthe+ andthe..
6. EDZ-605EFISandOptionalMDZ-605MFDSystem
A. AttitudePortInterconnects(SeeFigure221.)
Theconfigurationshownin Figure221consistsof oneVG-14AVerticalGyro. It provides3-wirepitchandrollattitudeto theSG-605forusein drivingthe EADIattitudesphere.If theattitudevalidappliedto65J1A-85is lost,a redATT FAILis annunciatedon the EADI. Pin65J1B-92isgroundedto preventAFCS?frombeingdisplayedon the EADI.Sincethereis onlyoneattitudesource,theATT sourceandtoggleprogrammingpinsarenotapplicable.The attitudesignalsarealsoconnectedto theoptionalMG-605forusewhentheMG-605is backingup afailedSG-605SymbolGenerator.
Headingphasingforthepilot’sport2 is identifiedby the openorgroundconditionon 65J1B-30.Whenthispin is open,thedemodacreferenceexcitationto headingport2 sourceis fromthepilot’sac bus.A groundon pin65J1B-30wouldidentifythattheheadingport2 sourceisbeingexcitedby thecopilot’sac bus.
Headinginformationis appliedto the specificSG-605headingports. Thetogglesequenceof theHDGREVswitchdetermineswhichattitudeportissupplyingtheheadingindicationson the EHSI. Theheadingsourceisannunciatedon theEHSIinwhiteif thepilotandcopilotare usingdifferentsourcesandin amberif the samesourceis used. Iftheheadingvalidappliedto theSG-605is lost,a redHDGFAILisannunciatedon theEHSI.
Thecopilot’sC-14DDirectionalGyronormallydrivestheheadingdialontheRD-450HSI. WhenHDGREV is selected,a 3-wireoutputfromtheRD-450HSIthatis appliedto HDGport2 of theSG-605is usedto drivetheheadingdialon the EHSI.
Thepilot’sC-14Dheadingsignalsarealsoconnectedto the optionalMG-605forusewhentheMG-605is backingup a failedSG-605SymbolGenerator.
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Honeywell W!!FANC’CITATION n/V
6. C. Short Range Navigation (SRN) Port Interconnects (See Figure 223.)
Programpins65J1B-13and -14determinethegroundspeeddatasourcewhenan LRN is notselectedfordisplay.Withpin -13groundedand -14open,theVOR/DMEwouldbe thesourceused.
Programpins65JlB/C65JlB-70and-71identifythetogglingsequenceof theDc-811LRNpushbutton.Withbothpinsopen,therewouldbe no togglingsequencesinceonlyoneLRNsourceis used.
The LRNoutputis alsoconnectedto theoptionalMG-605forusewhentheMG-605is backingup a failedSG-605SymbolGenerator.
E. RadioAltimeterPortInterconnects(SeeFigure225.)
TheSG-605symbolGeneratorhastwo radioaltimeterports. If a singleradioaltimeteris installed,as shownin Figure225,it is connectedtotheprimaryport. Thedisplayedradioaltitudeinformationcomesfromtheprimaryinput. The secondaryinputis onlyusedforradioaltitudecomparisonmonitoring.
Open Open HoneywellAA-300Ground Open CollinsALT-50Open Ground ARINC552Ground Ground CollinsALT-55
RadioAltimeterIdentificationTable202
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Honeywell MI!XYANC’CITATION V
TheTESTOUTpin65J2B-76is an open/grounddiscreteoutputthatgoestogroundwhenthe EFIStestmodeis initiated.Thegroundoutputisconnectedto the primaryradioaltimeterso thatradioaltitudetestisautomaticallyselectedwheninthe EFIStestmode.
TheDH OUT pin 65J2B-75 is an open/ground discrete output that goesactive (ground) whenever radio altitude is less than the decision heightvalue displayed on the EADI. Allradioaltitudesignalsarealsoconnectedto theoptionalMG-605forusein theSG backupmode.
6. F. WeatherRadarPortInterconnects(SeeFigure225.)
Theweatherradarinformationto theSG-605SymbolGeneratoristransmittedon twoseparatedigitaldatabuses. One highspeedbus (MXVIDEO)is usedto transmitthepartiallyscanconvertedweatherradarvideo. A secondlowspeedbus (WXCONTROLDATA)is usedto transmittheradarstatusandcontrolinformation.
TheNAVSELECTEDpin65J2B-82is a 28 V de/Opendiscreteoutputwhichgoesto 28 V wheneitherMLS isthe selectednavigationsource. It isusedto activatea relaywhichswitchestheDMEreceivertuninginputfromtheSRNcontrolheadto theMLScontrolhead,allowingtheMLStotunetheDME.
TheMLSsignalis alsoroutedto theoptionalMG-605foruse in theSGbackupmode.
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Use or disclosure of information on this page is subject to the restrictions on the title page of this dccument.
Honeywell WMEANC’CITATION V
6. K. EFISBackupMode
Selectionof EFISbackupby theMFD is accomplishedby therotaryMODselector switch on the MC-800 MFD Controller. Normal MFD functions areavailable in theMFD position,andEFISbackupmodes are. obtained by
selecting the HSI or SG positions.
● HSI- Selectionof thispositionwill result in an HSIdisplayon theMFD. Compositionof theHSIwillbe determinedby ttleEFISDC-811DisplayController.
~: EFIS/MFDusesAC powerfortheDC-811SynchroExcitation,theSG-605/805andMG-605/805DemodReferences.AllotherEFIS/MFDpowerrequirementsare28 V DC. Panelandpedestalmountedunitscanbeorderedinconfigurationsfor5 V or 28 V lighting.
4.1.1 AC Power- Theaircraftac powersupplymustbe singlephase,115t 5volts,400t 20 Hz sinewavewitha maximumtotalharmonicdistortionof5 percent.Underallloadconditions,amplitudemodulationof thepowersupplyshallnotexceed2 percentat anyfrequency.(Percentmodulationisdefinedas one-halfof thepeak-to-peakmodulationenvelopedividedby thecarrieramplitudeandmultipliedby one hundred.)Withinitsloadrating,thepowersupply’soutputimpedanceshallbe lessthan.3ohmforsinusoidalloadvariationsat allfrequenciesbelow10 Hz.
4.1.2 DC Power- Theaircraftdc powersupplymustbe 28 voltst 10 percent.
The interconnect cabling shall be routed to minimize coupling withhigh voltage and high current circuits suchas the+28voltsdc powerfromthesymbolgenerators.
4.1.3.2InterconnectFormat
Eachconnectionis typicallyshown as indicated in FigureI-1. Wireterminationsprefacedby theletter“C”indicatethecopilot’ssideinthedualinstallation.
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~: Intheaboveexampletheshieldcanbe groundedat eitherend (butnot at both ends).
InterconnectFormatFigureI-1
1.1.3.3Grounds
GOODGROUNDSAREA KEYFACTORINA GOODINSTALLATION.Eachgroundshouldbe runas a separatewire and terminated at one central point.The followingspecialrequirementsshallbe met:
A. Chassisgroundsshallbe terminatedto theframeof theaircraftfromthematingconnectorwiththeminimumwirelength.Ifchassisgroundsextendbeyond18 inches,theyshouldbemadeusinga shieldedwire.
B. ALLSHIELDEDWIRESshallhavetheshieldstiedat oneendonlytothenearestaircraftframepoint. Shieldgroundreferencesareshown only on critical functions. All other shields should begrounded at the Transmit endof theshield. (Neverat bothends).DO NOTconnectDigitalshieldsandanalogshieldstogether.
C. Twistedwiresshallhaveat leasttwofullturnsperfoot.
D. Alldc powergroundsshallbe tiedtogether,allac power groundsshall be tied together, all signal grounds shall be tied together,all discrete returns shall be tied together and all lightinggrounds shall be tied together. DC power,AC power,signaldiscreteandlightinggroundgroupsarethentiedtogetherat asinglepointandconnectedto theairframe.Insuregroundblockconnectionto theairframehascapabilityto maintaingroundreferenceundermaximumcurrentconditions.Thediagrambelowillustratesthisgroundingmethod.
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Honeywell MKRANCECITATION V
Itis veryimportant that this grounding technique be adhered to.Do not tie the various ground wires to multiple aircraft frame-and depend on the aircraft structure itself to provide alow impedance path for the individual grounds. ONLY chassisgrounds and shield grounds are grounded at multj~points in theaircraft.
E. If ground blocks are not adjacent to the unit and ground wires areseveral feet long, it may be necessary to splice larger gauge wireto the ground wire outputs to reduce voltage drop in these longgroundwires. Voltagedropson allgroundwiresfromLRU’Stoaircraftframeshallbe lessthan1.0volts.
F. Pin1OJ1A-4oftheautopilotandpins 12,13,and:.4J1-Cof theservosmustbeterminatedat onecommonpointwhichisalsotiedto aircraftground.The wire used to connect 10JIA-4to thecommon point must be of sufficient gauge to maintain less than 1/4ohm resistance in this path.
r——
I
I
CENTRALAIRCRAFT
IGNDBLOCKS
IL ——
— ——— ——. —— —— .— —
DISCRETERETURN
DC PWR AC PWR
I :
SIGNAL .IGHTING
GNDS GNDS GNDS GNDS GNDS
— — — -,.
‘1
I
I
I
–-l
TOVARIOUSAIRCRAFT LOCATIONSAD-3647
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Honeywell YAWJRANCECITATION V
4.1.3.4SpecialCabling
A. TheED-600/800Color,Video,FlybackRaster/Stroke,andStrokeReadysignalsconsistof8 twistedshieldedpairs. The maximumlength of these cables is 40 feet.
B. TheED-600/800secondaryColor,Video,Raster/StrokeandFlybacksignalsconsistsof 7 twistedshieldedpairs. Themaximumlengthof thesecablesis40 feet.
c. Theweatherradarcableto theSG-605/805andMG-605/805shallmeettheelectricalcharacteristicsof Table4-1.
Mar 15/89Useordisclosureofinformationonthjspagew subjecttotherestrictionsonthetitlepageofthisdocument.
Honeywell WMRANC’CITATION V
[.2 Interconnect Requirements
1.2.1 Polarities - Installing the systemin accordancewiththe interconnectinformationthephasingbetweentheautopilotsensors and aircraftcontrols willbe as follows:
o Rollright CW drumrotationviewedfromdrumend
● Pitchup CW drumrotationviewedfromdrumenci
o Yawright CW drumrotationviewedfromdrumend
If it is impossibleto maintaintheaboverelationships,servodrivedrumrotationdirectioncanbe changedby interchangingtheconnectionsto pin “A”withpin“B”andpin “L” withpin“N”on theappropriateservo. Ifthe trim servo polarity must be changed the connections topin ‘B” and pin “C” are reversed.
,.2.3ServoDriveElectricalKeying- The engage clutch of the servo drive iselectrically keyedas a functionofpowergearratioto preventthewrongservofrombeinginstalled.
.2.4 PitchWheelGain- A resistorinstalledintheaircraftwiringbetween1OJ1B-28andllJ1-Uprovidedfor controlling the gain of the pitch wheel- thedegreeof pitchwheelchangeperdegreeof pitchattitudechange.
4.2.6 AutopilotOffAnnunciator- Thecircuitshownin Figure4-11canbe usedto annunciateinadvertentautopilotdisengage.If theautopilotdisengagesforanyreasonotherthanusingthedisengageswitches,the“autopilotoff” light will illuminate. Pressing the disengage buttonwill reset the annunciator. Everytimetheautopilotdisengagesthehornwill give a 1 sec warning.
4.2.10RNAV/RNAVApproachModeGrounds- When in theRNAVAPPROACHmode,bothRNAVandRNAVapproach(7J1A-47,48)groundsareto be applied.TTLgroundis notto be appliedin RNAVmodes.
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Honeywell I!NKYANCECITATION V
).2.11 Aircraft Relays
Ifthe requirement existsforaircraftrelaysto be drivenin parallelwiththeannunciatorlightsinthe FD/AP ModeSelector,diodeisolationis required.Suppressiondiodes should be installed across the relay
coil and a diodemustbe installedin serieswiththemodeselectorasshownbelow. Failureto installthediodesmayresultin unselectedmodeslightingas a functionof dimmingtheannunciatorlighting.
—— —
.IRECTOR~~El8-28VDCFPOMFLIGHT
7J1A-9
L —— — -1~ REM~~TEANN”NCIAT~R 1
——— —
———
1
OIODES IFDCOMPUTER REQUIRED 5VDCOR28VDC
I
IINAIRCRAFT
‘*’ ‘ ‘ <
s
‘ DIMMING
I1SUPPLYi
I
I I 1- ——— — JI $1L .—— J AD-1429 @
———‘FD/APMODE SELECTOR=
R$;:R0MLQ5L’>7J1A-9
L -J+221VDC
———
:L
——— —
DIODEI
7———1
REQUIREDFDCOMPUTER
lRCRAFT I
I‘+!7’ ‘: <
I RELAY
II
I I 1-————JIL
v——— J AD-1429 ~
AircraftRelayDiodeIsolation
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Honeywell WVFAN’ECITATION V
5.0 AVIONICSSTANDARDCOMMUNICATIONSBUS (ASCB)
TheASCBistheprimarycommunicationpathbetweensymbolgeneratorsandthsSperryFMSsystem.Physically,itconsistsof twomulti-pointserialsynchronousdigitalcommunicationsnetworks,eachelectricallyisolatedfrcmtheother,andeachcapableof maintainingfullinter-systemcommunicationin the event of a failure on the other. TheASCBcomplieswithRTCADocumentDO-160Awhichrequiresthatthefollowinginstallationrequirementsbe met:
A. Therearetwo independentASCB’Sdenoted“A”and“B”,eachconsistingof twowirepairsdenoted“Data”and“Clock”.
B. TheASCBtransmissionlinesshallbe Raychem2524E0114withathermoradjacketor Fillotex63247.
c. EachASCBtransmission line pair shall have a characteristic impedanceof 125 ohmst 5 ohms. Thecharacteristiccapacitanceshallbe 12 t 2picofarads/foot.
: -92 (24)-------------- 1RNAV IAS/MACH -93 ------NCASC GND INPUT -94 ------NCVERT STRG VAL -95 ------NCLNAV SEL INPUT -96 ------NCG/S OC +10TEST POINT -97 ------NCVNAV COMMAND TEST POINT -98 ------NCSPARE -99m -1oo ------NCEXT GND FOR ACCEL DAMPING -101(24)------------------ SIG GNDGND FOR ALTALERTER -102 ------NC-10 REF TEST POINT -103 ------NCVERT STRG TO TERN -104 ------NC
NORMAL ACCEL TEST POINT -105 ------NC
VERT CHANGE “7J1B-106 ------NC
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AIL SYNCHROEXC H -29(22)----------------+28V A/P ENGSELECTSYNCHRO -30(24)----------------RUDDERSYNCHROEXC C -31(24)----------------RUDDERSYNCHROEXC H -32 (24)----------------+28V A/P ENG INTERLOCK -33(24)----------------
MINLOAD5,000OHMS + FROM -31(24)---v-----------65J2B-12RANGE FROM R-NAV GND -32 ------NC+V RANGE VALID MIN 16J1-33(24)-----------------FIG.4-17LOAD 5,000 OHMS
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Honeywell W!UN’”c’CITATION V
Function
+28 VDC
+28 VDC RTNLIGHT GND+28 V LIGHTS+5 V LIGHTSMASTER FAULTCTRL BUS HICTRL BUS LOSHIELD GNDREMOTE ONPICTURE BUS HIPICTURE i3USLOPICTURE BUS SHIELDFSB1FSB2SPARESPARECHASSIS GNDRESERVEDRESERVEDSPARE
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Honeywell IM!E!!ANCECITATION V
PILOT’S WEATHER RADAR INDICATOR (cent)
WI-650
Function Connector Pin ConnectsTo
HORIZ REF HI 63J2-L ------NCHORIZ REF LO -A ------NCVERT REF HI -M ------NCVERT REF LO -K ------NCDC RTN -G ------NCSTBY -N ------NCBLUE VIDEO INPUT HI -T ------NCBLUE VIDEO INPUT LO -D ------NCGREEN VIDEO INPUT HI ------NCGREEN VIDEO INPUT LO x ------NCRED VIDEO INPUT HI ------NCRED VIDEO INPUT LO :: ------NCSHIELD COMMONRANGE CODE OUTPUT RO :: :-----NCRANGE CODE OUTPUT RI -P ------NCRANGE CODE OUTPUT R2 -B ------NC
RANGE CODE OUTPUT R3 -v ------NCVIDEO SEL (P) -H ------NCVIDEO SEL(N) 63J2-R------NC
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Honeywell MUFF*””CITATION V
PILOT’S SYMBOL GENERATORSG-605/805
Function Connector Pin Connects To
ADI VIDEO (+) 65J1A-1I
(24)q~-- ~~~~~-jl=~~ ;:;-;;ADI VIDEO (-) ~$ (24)-1-1--ADI VIDEO SHIELD GND (24)-~Z 1ADI COLOR O (+) ~~ (24)---4-;----------- 3J1-50ADI COLOR O (-) (24) ----------------- 3J1-51ADI COLOR O SHIELD GND ~; (24)--Y ‘ADI COLOR 1 (+)
7(Z4)-Zt- ----------- 3J1-46
ADI COLOR 1 (-) ~~ (24)--1-1------------- 3J1-47ADI COLOR 1 SHIELD GND (24)--Y ~ADI COLOR 2 (+) -lo (24)-T~l-i----------- 3J1-42
ADI COLOR 2 (-) -11 (24)-A-’------------- 3J1-43ADI COLOR 2 SHIELD GND -12 (24)--Y ‘ADI COLOR 3 (+) -13 (24)--=;----------- 3J1-38ADI COLOR 3 (-) -14 (24)-J-1------------- 3J1-39ADI COLOR 3 SHIELD GND -15 (24)--YADI FLYBACK (+)
ADI SR (-) I i- 3J1-8-24 (24)---------------~-- 3J1-3fj
ADI CS SR (+) -25 ------NCADI CSSR (-) -26 ------NC
ADI CS VALID -27 ------NC
HSI VIDEO (+) -28 (24)--a--1
----------- 2J1-54HSI VIDEO (-) -29 (24)-J-1------------- 2J1-55HSI VIDEO SHIELD GND -30 (24)--VHSI COLOR O (+)
t-31 (24)--= ----------- 2J1-50
HSI COLOR O (-) -32 (24)-~-l------------- 2J1-51HSI COLOR O SHIELD GND -33 (24)--YHSI COLOR 1 (+) -34 (24)--~
+----------- 2J1-46
HSI COLOR 1 (-) -35 (24)-J-!------------- 2J1-47HSI COLOR 1 SHIELD GND -36 (24)--~#HSI COLOR 2 (+) 65J1A-37 (24)-l~T------------- 2JI-42
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Honeywell WNRANCECITATION V
Function
HSI COLOR 2 (-)HSI COLOR 2 SHIELD GNDHSI COLOR 3 (+)HSI COLOR 3 (-)HSI COLOR 3 SHIELD GNDHSI FLYBACK (+)HSI FLYBACK (-)HSI FLYBACK SHIELD GNDHSI VALIDHSI R/S (+)HSI R/S (-)HSI R/S SHIELD GNDHSI SR (+)HSI SR (-)
HSI CS SR (+)HSI CS SR (-)HSI CS VALID
ADI X DEF OUT (+)ADI X DEF OUT (-)ADI X DEF SHIELD GNDADI Y DEF OUT (+)ADI Y DEFOUT (-)ADI Y DEF SHIELD GNDHSI X DEF OUT (+)HSI X DEF OUT (-)HSI X DEF SHIELD GNDHSI Y DEF OUT (+)HSI Y DEF OUT (-)HSI Y DEF SHIELD GNDDC811 DATA (+)DC811 DATA (-)
Use or disclosure of mformatlon on this page IS subject to the restrictions on the title pa~; e of this document.
Honeywell M!WANCECITATION Ilfl
PILOT’S SYMBOLGENERATOR(cent)SG-605/805
Function ConnectorPin ConnectsTo
MFDDME TTN DIN 65J2A-94 ------NC
MFDMIDMARKDIN (5V) -95 ------NC
MFD PW MOVEDIN -96 (24)------------------ DCGND
MFDV/LDEVDC IN (-) -97 ------NC
MFDV/LDEVDC IN (+) -98 ------NC
MFDGS DEVDC IN (+) -99 ------NC
MFD LRNLAT IN -1oo ------NC
MFDDME IN (-) -101 ------NC
MFDDME IN (+) -102 ------NC
MFDCRS ERR (+) IN -103 ------NC
MFDCRS ERR (-) IN -104 ------NC
MFDHDG ERR (+) IN -105 ------NC
MFDHDG ERR (-) IN 65J2A-106 ------NC
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Honeywell W!W!ANCECITATIONV
Function
DIN 112 SPL SEL ODIN 113 SPL SEL 1DIN 114 SPL SEL 2DIN 115 SPL SEL 3DIN 116 SPL IN ODIN 117 SPL IN 1DIN 118 SPL IN 2DIN 119 SPL IN 3FD LP.TDC OUT (-)SG PWR ONFD TO/FR DC OUT (+)FD TO/FR DC OUT [-)SHIELD GiWlCROSS SIIIEAC REF (+)
CROSS SIDE AC REF (-)
#2 PITCHX#2 PITCHY#2 PITCHZ .#2 ROLLX#2 ROLLY#2 ROLLZ#2 HDG X#2 HDG Y#2 HDG ZSYS ASCB B DATA (+)SYS ASCB B DATA (-)
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Honeywell M!MEI!ANCECITATIONV
Function
ARINC O SYNC (+)ARINC O SYNC (-)SHIELD GNDARINC O CLK (+)ARINC O CLK (-)SHIELDGNDARINC 1 DATA (+)ARINC 1 DATA (-)SHIELD GNDARINC1 SYNC (+)ARINC1 SYNC (-)SHIELD GNDARINC1 CLOCK (+)ARINC1 CLOCK (-)SHIELD GNDARINC2 DATA (+)ARINC2 DATA (-)SHIELD GNDARINC3 DATA (+)ARINC3 DATA (-)SHIELD GNDARINC4 DATA (+)ARINC4 DATA (-)SHIELD GNDARINC5 DATA (+)ARINC5 DATA (-)SHIELD GNDARINC6 DATA (+)ARINC6 DATA (-)SHIELD GND
FIG.4-1BACKAZ SELECTED -6-------NCMLS OFF -7-------NCANALOGVIDEO -8-------NCMORSEAUDIOHI -9-------NC
AZ DEVIATIONLO -lo------NC
EL DEVIATIONHI -11------NC
EL LOWLEVELFLAG -12------NCSPARE -13------NCEL HIGHLEVELFLAG -14------NCBACKAZ AVAILABLE -15------NCFRONTPREAMPPRESENT -16 (24)-------------------lMJI-36
SPAREDIG IN -------NCON/OFF PAGE DELETE ~? (24)-------------------- 144J1-DSPARE DIG IN -Z-------NCSPARE 144J1-a-------NC
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Honeywell MKMRANCECITATION V
INSTALLATIONBULLETINFORP.EMOTERADIOS
PILOT’SRMURM-85C(cent)
Function Connector Pin Connects To
SIDE SELECT BO 144J11~ ~j$------------------- 144J1-USIDE SELECT B1 -------------------- 144JI-USIDE SELECT EV PARITY -d (24)--------------------144J1-U
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Honeywell M!JEPANcECITATION n/V
INSTALLATION BULLETIN FOR REMOTE RADIOS
PILOT’S NAV UNIT RNZ-850 (cent)
Function Connector Pin Connects To——
ADF +15 VDC 164J1B-1-------------------------- 158J1-GSEE NOTE 3 FOR SHLD INFO
CLU FAN HI -2 (24)-------------------- FAN Rt:DCLU SPARE -3-------NCCLU SPARE -------NCCLU SPARE STAT I (DIG AUD) &----NCCLU SPARE STATRTN (DIG AUD) -6-------NCV/I SYNC COMP IN X -7-------NCCLU ACH +28 VDC -8-------NCV/I OBS D,G -9-------NCV/I OBS F -10------NCV/I OBI OSIN -11 (24)
NAV AUDIO INPUT LOWROTORMODFILTERINPUT0/300DEG.ELECTINPUTVSMA7.9V/11.8VWX INPUTPOSTFAILANNUNOUTPUTtijcOM/NAVSELECT+SQUATSWITCHINPUTLIGHTINGCOMMON28 V DC LIGHTINGINPUTAUDIOOUTPUTHIGHAUDIOOUTPUTLOWNAVAUXOUTPUTBUSSHLDGND
EL LOWLEVELFLAG -12------NCSPARE -13------NCEL HIGHLEVELFLAG -14------NCBACKAZ AVAILABLE -15------NCFRONTPREAMPPRESENT -16(24)-------------------C116J1-36
fiar 15/89Use or disclosure of mformatlon on this page IS subject to the restrtctlons on the title pag: of this document.
INSTALLATION BULLETIN FOR REMOTE RADIOS
COPILOT’SAUDIOPANEL AV-850 (cent)
Function Connector Pin Connects To
WARSING5 AUDIO C160J2-A-------NCWA&;;lNG1 LO -B-------NCSPL<EGND -c-------NCSHL2GND -D-------NCRESSRVED -------NCSPP;?E ~~-------NCWA2X;NGAUDIO2 LO -G-------NCCAE;NDISABLEWA?.:iINGAUDIO3 LO
-H-------NC
-J -------NCRES;$UIED -K-------NCMA~;:~R SE~S -------NCSTERO MUTE ~i-------NCSPA2: -N-------NCSERVICE PHONE LO
CLUAUD AUX XMT -45------NCCLUSPARE -46------NCV/ISYNCCOMPINZ -47-------NCV/IOBSA -48(24)-------------------C2J1-DDV/IOBS E C164J1B-49(24)-------------------C2J1-AA
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Use or disclosure Of mformatlon on this page IS subject to the restrictions on the ftle pagti of thm document,
Honeywell W!WANcECITATION V
PILOT’S SYMBOL GENERATOR (cent)SG-605/805
Function Connector Pin Connects To
ROLL CMD (-) k65J2A-76 (24)------------ --!-!-
Y
7J1A-30,125J3A-61
1
-- SHIELD GNDRATE OF TURN (+) -77 (24)----------- --r~r- 15J1-4,
125J3A-62RATE OF TURN (-) -78 (24)----------- --!-~- 15J1-5,
Y125J3A-63
I
-- SHIELD GNDAIR DATA CMD (+) -79 (24)-------------~r- 9J1-39,
125J3A-64AIRDATACMD (-) -80 (24)-----------------
Y
9J1-33,7J1B-37125J3A-65
-- SHIELDGNDSTEER IN (+) -81 ------NCSTEER IN (-) -82 ------NCMFD LRN SEL VALIN (P-ID2) -83 (24)------------------ 125J1B-83MFD LAT STEER VALIN -84 (24)------------------ 125J1B-84MFD NAV SEL VALIN (IDO) -85 (24)------------------ 125J1B-85
MFD V/L DEV VALIN -86 (24) ------------------ 125J1!3-86
MFD GS DEV VALIN -87 (24------------------- 125J1B-87
DC POWER GNDSC/CP PBELAPSED TIME PBREV PBCOURSE SYNC PBADC REV SWHEADING SYNC PBSPARE PBRESERVEDHDG REV PBATT REV PBRESERVED
NAV REV PB
FLIP PBRESERVEDSPARESPAREWX PBTESTCS REV SWSPARESPARERESERVEDHDG SW1HDG SW2ATT SW1ATT SW2SPAREDC/SG BUS (H)DC/SG BUS (L)SHIELD GNDDC/MG BUS (H)DC/MG BUS (L)SHIELD GND
Use or disclosure of reformation on this page IS subject to the restrictions on the title page of this c~}cument.
Honeywell tifi!iifi!!ANcECITATION ii/V
MG-605/805 (SYMBOL GENERATOR) (cent)
Function Connector Pin Connects To
+28 VOLT DC POWER 125J2B-1 (20)---------------- :& IL~T128V,
+28 VOLT DC POWER }:$ (20)---------------- CIRiUI+ BREAKERSPARE28 VOLT DC RETURN -4 (20)---------------- DC PWRGND28 VOLT DC RETURN ~~ (20)---------------- DC PWRGNDSPARERESERVEDDC OUT (+) -----NCRESERVEDDC OUT (-) :: -----NC
‘Mar 15/89Use or disclosure of mlormatlon on Ih(s page IS sub!eti to the restrictions on the title pagl of this document.
Honeywell M?K?’”c’CITATION V
PILOTS SIDE
AOA ERROR
{
}+ ~:;:::;, ‘PDDEV (H)
}]- ~ :E’, ‘p” “V(L)
PILOT’SDISPLAY
AOA VALID 65J1A-75
}
SPD DEV VLD125J2B-25 J
AD-16223
AOA/Speed CommandFigure A-5
Interconnect Information
Table 501 (cent)
22-14-00Page 598,136
‘Mar 15/89Useordlsclosufeoftntormatton on !hls page IS subject to the restrictions on the title page of thts jocument
Honeywell M!JEANCECITATIONV
RKVDC---b=’=S5..2A I
PRIMARY CIUTPUT(HI
Pi ‘;’ 1’ ‘ t, ‘~
w
II ==OUTPUT
COMMON (C)N
7J1B
AUX OUTPUT (H) x 18
E
~lLOT’S FD
uOUTPUT TEST E 1
RAD ALT
IQ - lNPuT
II~ f, RA VALID IN
,. .,. 11 RA VALID Y> , ,
1:
., izw==?
Ill ~< 25-P RA TEST IN 1
I NC~215
d
C RA TEST OUT125J2B
NC~5:! C RA “ALID IN I
NC+l”’ a}H CoPILOT’SRA13 ALT
NC+ 18 L INPLJT
AD-16224
Radio Altimeter InterfaceFigure A-6
Interconnect Information
Table 501 (cent)22-14-00
Paqe 598.137‘Mar 15/89
Use or disclosure of mformatlon on thw page IS subject to the restrictions on the Iltle pag ! of thts document
Honeywell WJEFCECITATIONn/V
—.—. —,=lB%0 SYU80L GENERATOR
T
II
1
rlmym-m— — — -SG SACKUP
I7J1A
I
AP ENG 46
L—————JSGBACKUP
——-— — -——— -1
paimpri~l- – –
mJm ~mLm COMPUTER
●2SV AP ENG ICONTROLLER
I
llJ1 115.0 44
I
PITCH WHEELINPUT
I
I I
———— — A
AmOPILOT+ ENGAGE -28V
.,~=.y,r – – 1
II I l-” 1.1 .
I-IdL-————a
———— —E6JIB PILOT’SSYMBOLGENERATOR W3A
46 VSMODE GND so
47 IAE MOOE GND 79
———— — d I
‘w
1
33 L Ax
39 H CM”
JIII
1——-— —
,J,e PILOT FZ-EOO 7J1B I
t b 76 VS MODE GND 3s= HOLD I(b77IASMODE GND 37 ~ ERROR
L I-———— .—————A——.——~,%LOTMB-ZDS1t I!2sw.M===.=== 1
x IASMOOE GNDI
1h z VS MODE GNOI I
——-— — A l~!AI
70 MS MOOE GN:
Ea VS MOOE GNC I
———— - JG1-
AirDataCommandB1ockDiagramFigureA-7
InterconnectInformationTable501 (cent)
22-14-00Paqe 598.138‘May25/90Use or disclosure of mformatlon on this page IS subject to the restrictions on the title page of this {! ~cument
Honeywell M!UN’”c’CITATION V
~~::1,wow 125J2A-34
Weight On WheelsSwitchFigure A-8
WI-650
SG-605/805
MG-605f805
AD-16226-RI‘
Interconnect Information
Table 501 (cent)
Use or disclosure of information on this page w subject 10 the restrictions
22-14-00Page 598.139
Mar 15/89on the t!tle page of this document.
Honeywell M!KWANCECITATION V
r———
PILOl%SSYMBOLGENERATOR
II “AIuIIIIII
127 fl 1270 127 fl 127 fl
—— ————65J2A 125J2A MFDSYMBOL
{ ‘
H 24
“ }
GENERATOR
‘{
17 1+DATA
c 25DATA
18 c
{ }}
.,A,H 26
CLOCK19 H
c 27CLOCK
20 c
I 65J2E 125J2B
I
{ 7“
H 24 17 H
I
{
DATA
“ }
DATA
c 25 18 c,“6
I{ -
‘ }}
“’B’H 26
CLOCK
19 H
c 27CLOCK
L
4 ~ 20 c
——. —— ——.. —
*
127 (l 127’0 127 n 127 f)
ASCB Bus ConfigurationFigure A-9
—1
III
I1IIIIIII
—J
AD-16227
Interconnect Information
Table 501 (cent)22-14-00
Page 598.140Mar 15/89
Use or disclosure of information on this page IS subject to the restncttons on the title page of thm <ocument.
Honeywell M!MFANcECITATIONn/V
APP SEL,8J1-f
~’l!—7J1 B-53,7J1A-59
-f,
INC
DME
DME
NC I
I
I
-f
I
I
VALID,65J2B-88 I 16J1-33
GROUNDRANGE
AD-20072
VNAV DisableFigure A-10
InterconnectInformationTable501 (cent)
22-14-00Page 598.141‘May25/90
Use or disclosure of mformatlon on this page IS subject to the restrictions on the title pagd, of thts document.
Honeywell W!NFANcECITATION ii/V
III I I II I II II
I I I IIII
I I LRN B _ NcI LRN A _NcI 1°
“J2B-8~12w’B-’~ ‘5J2B-8~ AD-21X175
EFIS Display Select Discrete OutputsFigure A-n
Interconnect InformationTable 501 (cent)
22-14-00Page598.142
May 25/90Use or dwclosure of Information on thts page IS subject to the restrictions on the title page of !h!s ~ocument.
smw
-llnA. A.
6JI
<
10J1B
ENG INTLK ‘< 28 ;w~:”:_Q-FE-LrlC6J !
PILOl”S C-14D IDIR GYRO NO. 1
=}
DG2 II I
r —.. 1 RMI IvALID I
I I I
I6J 1 I
I
HDG 2 STATOR X ~ I 10J1A II
I 48 HEADING X II HOG 2 STATOR Y ~ I
I 4 I 47 HEAOING Y
I I
IHDG 2 STATOR Z z
I
4I I
L d
48 HEADING Z
——.
~? I
COPILOT% C-14DDIR GYRO NO. 2
r ——— 1 ~}RMI 2
1&l r
I H’=’G2sTAToRxI ~ H
111I I
! ‘DG2sTAT0Ry.I+=m ___l
10.JIB
40 HOG RATE DISABLE
PILOTS HOG REV
IIF I ———— -
I I
Honeywell WJFANCECITATIONn/V
APPENDIX B
FMZ-800 FLIGHT MANAGEMENT SYSTEM INSTALLATION
Use or disclosure of Information
Interconnect InformationTable 501 (cent)
onthispagek sub!ecttotherestrictions
22-14-00Page598.142.2
May25/90onthe!Jtlepageofthis[ocumenl.
Honeywell !NNJNANCECITATION V
APPENDIX B
FMZ-800 Flight Management System Interconnect
B1. SCOPE
This Appendix defines the installationrequirements for the HoneywellFMZ-800 Flight ManagementSystem.Thisinterconnectinformationisstand-alone.TheFMZ-800interfaceswiththeEDZ-605/805systemviatheASCBdatabus.
B2. ELECTRICALINSTALLATION
TheelectricalinstallationrequirementsfortheFMZ-800FlightFlanagementSystemaredefinedin paragraph 4 in themainbodyof thisTable.
Thefollowingprogrammingpinschangesarerequiredon the EFISSG andtheMFD SG. Theseprogrammi-ngpinsallowtheSG andMG to communicatewiththeFMZ-800viatheASCB.
Use or disclosure of mformatlonon thm page IS subject to the restnct!ons on
the title page of th!s d]cument.
Function
5 VDC TEST POINT
.28 VOC)IMMING CONTROL
;PAREJAYPOINT 2
)ISPLAY DATA - DD6t12VDC TEST POINT
HI
ICGND~15VDC TESTPOINTdAYPOINT 1IISPLAY DATA - DD4IISPLAY DATA - DD5SPARE91SPLAY DATA - DD2DI$PLAY DATA - DDOSLEW CONTROL HISLEW CONTROL LODISPLAY DATA - DD3DISPLAY DATA - DD1LAMP TESTDISPLAY SELECT COMSPAREWAYPOINT/PROFILESELECT
AILSYNCHROEXC H -29 (22)----------------+28V A/P ENGSELECTSYNCHRO -30 (24)----------------RUDDERSYNCHROEXC C -31 (24)----------------RUDDERSYNCHRO EXC H -32 (24)----------------+28 V A/P ENGINTERLOCK -33 (24)----------------
May25/90useordisclosure Of lnfOrmatlOn on this page is subject to the restrictionson the Mle pag~ of this document.
Honeywell tijWJ5iANcECITATION n/V
PILOT’S 28 V DC
115 V AC
AP
~Bus— . — —IOJIB-3 AP (1OOW)
NIGHTr— lflJ1-E~
OC Power RequirementsFigure E-1
AP
—! >6
t- llJ1-h !
t ‘;WDAY J
‘AP DISCONNECT
400 HZ— 1A
I 1
AC Power “RequirementsFigure E-2
AD-20227
AP (17 VA)
PILOT’S 5V DC DIMMINGI
llJ1-gAP CONT (3 VA)
AD-20229
Edge LightingFigure E-3
.
Use or disclosure of information
Interconnect InformationTable 501 (cent)
22-14-00Page 598.194
May 25/90on Ihm page IS sub!ect to the restrictions on the t!tle page of th)s ltocument.
Honeywell WRANCECITATIONn/V
::::iNMT&....%01 lz-3aD
I
L
1= &_Jq 44 23 wH IPITCH WHEEL I
n“)llll 1 ~4sl I AZI LOI I
——— —— A
1-17’
1111 :%111 Ilr’”m .I
171111 -Cl “
“-yQw%J&iiP’=’v -. ==2=;DC SLEW
y ~:s
a
SLEW ENGAGE ~GND)
1
- 37I
II L-- ——-A II IP ———- —
S5J1B ‘1- SYMBOL G3NERATOR &J~ i4- 4sVS MOOE GND m
4 I47 lAS MODE GND 7s
. ———— — I—-—-—7J1E I1W 7s VS MODE GND 36 I
( 77 1- MOOE GNO alI
. ———.— — ———. — A
. ——-— —~, Ptwl ms-2Qs 1
1I
W&4 MFr=M70LzN~~T~ 1
x IAS MOOE GNO 1
- z VS MOOE GNOI I
———— — a l~lAI
70 IAS MODE GND1
———— — Jm.!-
Air DataCommandBlock DiagramFigure E-4
Interconnect InformationTable 501 (cent)
22-14-00Paqe 598,195‘May 25/90Useordisclosureofmformatlonon th!s page IS subject to the restrictions on the title pag( of this document.
Honeywell WEPANC’CITATIONn/V
Engage/Trim InterlockFigure E-5
Interconnect InformationTable 501 (cent)
22-14-00Page598.196‘May 25/90
Use or disclosure of mformatlon on this page IS subject to the restrictions on the title page of thm d )cument
H
ar+m22
0-o-sm=
(DUlnat+
>.
NN
6J }
<
10J1B
ENG INTLK .—< 28“%*a’’-z~~~~L~~~~
C6J i C6JI
PILOllS C-14Dh<+)
I
DIR GYRO NO. 1I
, i I I.10❑; ““’v” ‘
II I I
—...- ..-.
r--–%v
I .f3G2sTATof4x tL4LlI.
I ‘DG2sTAT0Ry I B ~
II ‘DG2sTAT0RzH--L ——— -J
COPlLO13 C-14D
T::3i’RM’2 -1II - d
–)
II -lI ‘DG2sTAT0RyIBPm4
IHEAOING X
I
IHEADING Y
I
I
I+7’HEADING Z
i= 1n I I
10J1B
I
+
46 tlDG RATE OISABLE
I II
~ - ——— JI
J( F
JUNCTION
+-l+
Box
IPILOT’S HDG REV
~
L1
II
AD 17928.R2
Honeywell MiW&NANcECITATIONn/V
. .
(AP CONT) llJ1
+28 V DCL—> PENG SEL
710J1B lJ1+28 V DCENG INTLK-> 33; ~ p <_/o—;:>—:&:’~ ;?
LATCH VG VALID
AD-20Z30-R1
Autopilot Engage Select and VG Valid SwitchingFigure E-7
Interconnect InformationTable 501 (cent)
22-14-00Page 598.198
May 25/90UseordisclosureofmformatlononthispageIS subjecttotherestrictionsonthetitlepageofIhls:ocumenl
Honeywell WK!ANC’CITATIONn/V
FEET ALT AD-783-R3
Aneroid Switch WiringFigure E-8
-+::<1FLAPS DN
+15VOC-> 1AD.-?~
Flap Transition SwitchFigure E-9
WARN
AD-785
Torque Warn Annunciator
Figure E-10
Interconnect InformationTable 501 (cent)
22-14-00Page 598.199/598~2~0
May 25/90Use or disclosure of Information on this page IS sub!ect to the restnct!ons on the t!tle pagr of this document,
Honeywell !#i~!f~ANc’CITATION V
-.
SECTION 7
SYSTEM SCHEMATICS
Information normally contained in overall system schematics has been incorporated
in the mode flow diagrams (Section 3) and the interconnects (Section 6);
therefore, this section has been omitted.
22-14-00Page 601/602
Mar 15/89Use or disclosure of mformatlon on thw Page IS sub!ect to the restncttons on the Mle pag~> of th~s document.
Honeywell WM?ANcECITATION V
SECTION 8REMOVAL/REINSTALLATIONAND ADJUSTMENT
1. General
2
3
This section provides instructions for removing and reinstalling, and
adjusting each unit of the Integrated Flight Control System that has been
previously installed in the system. Should any INSTALLATION CRITICAL cases
arise with the reinstallation of any unit, be sure to comply 100 percent with
the instructions.
CAUTION: TO PREVENT COMPONENT DAMAGE, TURN AIRCRAFT POWER OFF WHEN REMOVING
OR INSTALLING COMPONENTS.
~: No adjustment is required unless states otherwise.
After reinstallation of any unit, check unit operation in accordance with
applicable GROUND CHECK procedure.
Equipment and Materials
No special equipment or materials other than those commonly used in shop are
required for reinstalling and adjusting the System.
Procedure for All Indicators and Electronic Dis~lavs (Exce~t WI-650 Weather
Radar Indicator
A. Remove Indicators or Displays.
(1) Loosen screws on panel at each corner of unit.
NOTE : If new shelf-type clamp is used,only the top two screws need
to be loosened.
(2) S1 ide unit out of panel and disconnect cable connector(s).
B. Reinstall Indicators or Displays.
(1) Mate unit connector(s) with cable connector(s) and slide unit into
panel .
(2) Tighten screws on panel at each corner of unit.
c. ADI Inclinometer Level Adjustment
(1) Loosen two screws on cover.
(2) Adjust inclinometer or lever
level and tighten screws.on right side until inclinometer is
22-14-00Page 701
Mar 15/89Use or disclosure of Information on this page IS sublecf to the restrictions on the ttle page of this document
Honeywell lNi&WANcECITATIONn/V
4. Procedure for Selectors and Controllers
A. MS-205Mode Selector, PC-500 Autopilot Controller, RI-106S Instrument
I
Remote Controller, DC-811 Display Controller, MC-800 MFD Controller,AV-850A Audio Control Unit, CD-800 Control Display Unit, and WC-650Weather Radar Controller
(1) Remove unit.
(a) Loosen unit screw fasteners.
(b) Slide unit out of panel and disconnect cable connector.
(2) Reinstall unit.
(a) ~:::lunit connector with cable connector and slide unit into.
(b) Tighten unit screw fasteners.
I B. VN-212 VNAV Computer/Controller,VN-800 VNAV Control/Display, and LU-850Lightning Sensor Controller
(1) Remove unit.
(a) Loosen screws on panel at each corner of unit.
(b) Slide unit out of panel and disconnect cable connector.
(2) Reinstall Unit.
(a) ~;;glunit connector with cable connector and slide unit into.
(b) Tighten screws on panel at each corner of unit.
5. Procedure for Sensors and Gyros
A. AG-222 Accelerometer and RG-204 Rate Gyro
NOTE: Before removing accelerometer, note direction of arrow to ensureunit is reinstalled properly.
(1) Remove Accelerometer or Rate Gyro.
(a) Disconnect cable connector from unit.
(b) Remove hardware securing unit to airframe.
22-14-00Page702
May 25/90Use or disclosure of mformatlon on this page IS sub!ect to the restrctlons on the title page of this d]cument
Honeywell !iNK?’””CITATION V
5. A. (2) Reinstal1 Accelerometer or Rate Gyro.
(a) Secure unit to airframe with applicable hardware. Ensure thatarrow on accelerometer is pointed in proper direction.
(b) Mate unit connector with cable connector.
B. VG-14A Vertical Gyro and C-14D Directional Gyro.
CAUTION: A GYRO MAY BE DAMAGED BY MOVING IT AFTER ELECTRICAL POWER ISREMOVED BUT BEFORE THE GYRO ROTOR STOPS. THE GYRO ROTOR WON’TCOME TO A STOP FOR APPROXIMATELY 15 MINUTES AFTER ELECTRICALPOWER IS REMOVED. WHEN REMOVING OR INSTALLING A GYRO FROM ORTO ITS MOUNT, DO SO GENTLY WITH NO QUICK MOTION. THE GYROSHOULD NOT BE TWISTED IN ITS ISOLATOR SHOCK MOUNTS. ANYEXCESSIVE TWISTING WILL CAUSE THE GYRO TO REMAIN OFFSET FROMITS NEUTRAL POSITIONFORA SHORTPERIODOF TIME.
(1) Remove Gyro.
(a) Disconnect cable connector from gyro.
(b) Remove hardware securing gyro to airframe.
(2) Reinstall Gyro.
(a) Secure gyro to airframe with applicable hardware.
(b) Mate gyro connector with cable connector.
(c) For VG-14A Gyros Only, any adjustment necessary to the ROLL andPITCH gradients will be determined by performing the applicableGROUND CHECK procedure.
c. FX-220 Flux Valve
~: Whenever a flux valve is removed and replaced, a compass swingmust be performed to maintain desired heading accuracy.
(1) Remove flux valve.
(a) Gain access to flux valve by removing wing access panel.
(b) Remove cover from flux valve and disconnect six wires from fluxvalve terminals.
(c) Remove three screws securing flux valve to mounting bracket.
22-14-00Paqe 703
Mar-15/89Use or disclosure of mformatlon on thw page is sub~ecl to the restrictions on the title pag ? of fhm document.
Honeywell WVF’”c’CITATION V
5. c. (2) Reinstall flux valve. “
(a) Install flux valve in mounting bracket and secure with three6-40X3/8-inch, round head, nonmagnetic machine screws,Honeywell Part No. 319011.
NOTE: Do not use magnetic type screws to mount the flux valve.
(b) Connect applicable wires to flux valve terminals and instal 1
cover on flux valve.
(c) Perform compass swing calibration procedures.
(3) Compass Swing Calibration
(a) Energize the Compass System and allow several minutes for thegyro to reach operating speed and for the system to slave tothe magnetic heading.
~: The aircraft should be in its normal flight position with theelectrical system and radio equipment operating.
(b) Position the aircraft on a compass rose and turn it to each ofthe four cardinal headings.
(c) Allowing sufficient time for the heading indicator to settlerecord the differences in readings between the headingindicator and the compass rose at each cardinal heading as p’or minus, depending on whether the dial readings are greaterless than the compass rose readings.
usor
NOTE : Instead of the compass rose, a magnetic sighting compass may
be used. To take a reading, the compass is located at a
considerable distance fore and aft of the aircraft and is
moved back and forth from the line of sight coinciding withthe plane. When a sight is taken facing aft, 180 degreesmust be added or subtracted from the sighting compassreading. When facing fore, the compass reads directly.
(d) Add the errors algebraically and divide by four. The result is
the index error.
(e) Loosen the screws holding the flux valve flange to its mountingsurface and rotate the flange of the unit to cancel out theindex error. If the error is positive, the flange should berotated in the counterclockwise direction (giving a minusreading on the flange) as observed from above the unit.
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Mar”15/89Use or disclosure of reformation on this page is subject to the restrictions on the title page of this cocumenl.
Honeywell W!URANCECITATION V
5. c. (3) (f)
(9)
(h)
(i)
If the error is negati~e, rotate the flange in the clockwise
direction (giving a plus reading on the flange). The amount of
rotation should equal the index error.
Tighten the mounting screws and recheck the readings at the
four cardinal headings. Recalculate the index error to make
sure it is zero.
If the index error is not zero, readjust the flux valve flangeuntil this error is cancelled.
Any remaining errors in excess of fl degree which are caused byextraneous magnetic fields should be counteracted byreadjusting the compensator. Refer to paragraph 5.D.(3).
D. CS-412 Dual Remote Compensator
(1) Remove Compensator.
(a) Disconnect cable connector(s) from unit.
(b) Remove hardware securing unit to airframe.
(2) Reinstall Compensator.
(a) Secure unit to airframe with applicable hardware.
(b) Mate unit connector(s) with cable connectors.
(c) Perform compensator adjustment procedures.
(3) Compensator Adjustments.
NOTE : Before making the following adjustments to the dual remotecompensator, perform flux valve index error adjustment.
(a) Remove the compensator cover and adjust the compensationpotentiometers to their center position.
(b) Using a compass rose, place the aircraft on a north heading andallow compass dial to settle.
(c) Compensate for any difference between actual heading and
compass dial indication by loosening locking nut and adjusting
N-S (North-South) potentiometer on compensator. Tighten
locking nut.
(d) Place the aircraft on an east heading and allow compass dial to
settle.
22-14-00Paqe 705
Mar-15/89Use or disclosure of Information on this page IS subject to the restrictions on the title pagf of fhm document.
Honeywell Will!’””CITATION n/V
5.
6.
I
D. (3) (e)
(f)
(9)
(h)
(i)
(j)
Compensate for any difference between actual heading andcomDass dial indication b.vlooseninq lockinq nut and adiiustinqE-W’(East-West) potentiom~ternut.
Place the aircraft on a southsettle.
on coiiipensato;. Tighten lockin~
heading and allow compass dial to
Compensate for half of any difference between actual headingand compass dial indication by loosening locking nut andadjusting N-S potentiometer on compensator. Tighten lockingnut.
Place the aircraft on a west heading and allow compass dial tosettle.
Compensate for half of any difference between actual headingand compass dial indication by loosening locking nut andadjusting E-W potentiometer on compensator. Tighten lockingnut.
The compensator should now be fully adjusted for propercompensation. As a check, swing the aircraft on 30-degreeincrements and note readings on compass dial. All readingsshould be within 1 degree of the actual heading. If errors aregreater than 1 degree, repeat index error adjustment and aboveadjustments for greater accuracy.
NOTE: MC-1 or MC-2 Magnetic Compass Calibrator Set can be usedfor index error and compensator adjustment in lieu ofthe above procedure.
Procedure for SP-200 AutoDilot. FZ-500 Fliaht Director, NZ-61O Navigation andAZ-241/AZ-810 Air Data ComDuters, SG-605/MG-605 Symbol Generators, OZ-800Receiver Processor unit. RNZ-850 NAV Unit, RCZ-850 COM Unit, ML-850 MLSReceiver, and LP-850 Liqhtninq Sensor Processor
A. Remove unit.
(1) For air data computers, disconnect pitot and static lines.
(2) Loosen mounting tray holddown assembly knob.
(3) Slowly pull forward on unit handle to separate unit and trayconnectors and slide unit out of tray.
B. Reinstall unit.
(1) Slide unit into mounting tray.
(2) Carefully apply firm pressure until unit connector is mated withconnector receptacle on mounting tray.
22-1 4=00Page 706
May 25/90Use or disclosure of Information on this page IS subject to the restrictions on the title page of this (Iocument.
Honeywell W!JRANCECITATION V
CAUTION: DO NOT FORCE FIT.-” IF MATING IS DIFFICULT,REMOVE THE UNIT AND CHECK FOR CONNECTOR PINSTHAT MAY BE BENT OR OUT OF ALIGNMENT. ALSOCHECK THE ALIGNMENT OF THE RECEPTACLE IN THEMOUNTING TRAY.
6. B. (3) Insert mounting tray holddown assembly knob into hookon front ofunit, and tighten holddown knob.
(4) For air data computers, connect pitot and static l-nes and performpitot/static leak check.
7. Procedure for SM-200 Servo Drive and SB-201 Drum and Bracket Assembly
A. Servo Drive Assembly
(1) Remove Servo Drive Assembly.
(a) Disconnect cable connector from servo drive.
(b) Cut safety wire securing four screws on rear of servo drive,and remove screws.
(c) Slide servo drive out of drum and bracket assembly.
(2) Reinstall Servo Drive Assembly.
(a)
(b)
B. Drum and
Slide servo drive into rear of drum and bracket assembly andsecure with four screws, Honeywell Part No. 4011086. Safetywire all four screws.
Mate servo drive connector with cable connector.
Bracket Assembly
(1) Remove Drum and Bracket Assembly.
(a) Remove servo drive in accordance with paragraph 7.A. (1).
(b) Release bridle cable tension.
22-14-00Paqe 707
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7. B. (1) (c) Cut safety wire on fou~ screws securing retaining plate, andremove screws and retaining plate.
(d) Remove four cable keepers, Honeywell Part No. 2518330.
(e) Cut safety wire and remove two screws securing swagged cableterminals to drum.
(f) Unwrap bridle cables from drum.
(g) :;~;;:m~our bolts securing drum and bracket assembly to
.
(2) Reinstal 1 Drum and Bracket Assembly.
(a) Mount drum and bracket assembly rigidly to airframe with fourl/4-inch diameter bolts of sufficient length, and four suitablelock washers and nuts.
(b) Wrap bridge cables around servo bracket drum. Secure swagged
cable terminals to servo bracket drum with two, 0.138-32-NC-2A
stainless steel drilled screws, Honeywell Part No. 2554911-1.Safety wire screws through adjacent holes in drum with Low MuMonel wire, 0.020 inch diameter and 4 inches long.
m
TO ENSURE CABLE TERMINAL CAPTURE, USE ONLY SCREW, HONEYWELL PART NO.2554911-1. STANDARD FILLISTER HEAD SCREWS MAY NOT PROPERLY RETAINTHE CABLE TERMINAL.
(c) Adjust control system and bridle cables to proper tension.Cable tension will vary with aircraft. Refer to TypeCertificate, Supplementary Type Certificate, or aircraft manualas applicable to determine proper cable tensions.
(d) Install two of four cable keepers, Honeywell Part No. 2518330,on the servo bracket at points of cable tangency to drum. Theother two cable keepers shall be located at 90 degrees from thefirst two.
(e) Install retaining plate, Honeywell Part No. 2518332, on theslotted end of the cable keepers using four, 5/16-inch long,
No. 8-32, drilled fillister head screws. Safety wire thesefour screws with Low Mu Monel wire, 0.032-inch in diameter and4 inches long.
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Honeywell WWANCECITATIONV
INSTALLATION CRITICAL
TO ENSURE THAT THE CABLE CANNOT JAM BETWEEN THE DRUMAND KEEPERS, THE DISTANCE BETWEEN THE KEEPERS AND DRUMSHALL BE MEASURED AFTER THE KEEPERS AND RETAINING PLATEARE INSTALLED. THE DISTANCE BETWEEN THE DRUM ANDKEEPERS SHALL NOT EXCEED 0.040-INCH AND NOT BE LESSTHAN 0.005 INCH. THE 3/32-INCH CABLE DIAMETER SHALL BEVERIFIED. THESE ARE CRITICAL INSTALLATIONREQUIREMENTS.
(f) Reinstall servo drive in accordance with paragraph 7.A. (2).
8. Procedure for RT-300 Radio Altimeter Receiver Transmitter
A. Remove Radio Altimeter Receiver Transmitter.
(1) Disconnect cable and antenna connectors.
(2) Remove mounting hardware on front of unit and loosen mountinghardware on back and remove unit.
B. Reinstall Radio Altimeter Receiver Transmitter.
(1) Slide unit into mounting location and secure with applicablehardware.
(2) Mate unit connectors with applicable antenna and cable connectors.
c. Radio Altimeter Display Zero Ground Adjustment.
~: On the radio Altimeter Receiver Transmitter, the zero adjustpotentiometer is accessible through hole above connector on frontof unit.
Apply power and adjust potentiometer for zero foot display
indication on the ED-600 EADI.
9. Procedure for RZ-220 Roll Rate Monitor
A. Remove Monitor.
(1) Disconnect cable connector from unit.
(2) Remove hardware securing unit to airframe.
B. Reinstall Monitor.
(1) Secure unit to airframe with applicable hardware.
(2) Mate unit connector with cable connector.
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Honeywell WIRANCECITATION V
10. Procedure for WU-650 Antenna and Re~eiver/Transmitter Unit
A. Remove Antenna and Receiver/Transmitter Unit.
(1) Disconnect cable connector from unit.
(2) Remove hardware securing unit to airframe.
B. Reinstall Antenna and Receiver/Transmitter Unit.
(1) Secure unit to airframe with applicable hardware.
(2) Mate unit connector with cable connector.
(3) Perform test and adjustment in accordance with procedures inPRIMUS@ 650 System Description and Installation Manual, Pub. No.A09-3941-01.
11. Procedure for WI-650 Weather Radar Indicator
A. Remove Indicator.
(1) Using a 7/64 allen wrench, turn two screws (access holes are nearlower edge of Indicator front panel) counterclockwise to disengagetwo locking pawls holding Indicator to mounting tray.
(2) Slide Indicator out of instrument panel, andconnector P101 and connector P102, if used.
B. Reinstall Indicator.
(1) Turrt two screws (access holes are near lower
disconnect aircraft
edqe of Indicator. .front panel) counterclockwise so that locking p~wls will travelrearmost.
(2) Connect Indicator to aircraft mating connector P101. If used,connect mating connector P102.
(3) Slide Indicator, connector-end first, into tray, and engage twospring-loaded guide pins at rear.