APS-65 System PDF

installation manual APS-65 Autopilot and
FGS-65 Flight Guidance System
installation manual
Business and Regional Systems
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400 Collins Road NE
Cedar Rapids, IA 52498
319.295.1000

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APS-65 Autopilot and
installation manual
This publication includes:
General Information 523-0771863

Installation 523-0771864
Operation 523-0771865
Theory of Operation 523-0771866
Maintenance 523-0771867
Bulletins 523-0771869
Notice
Specialized sophisticated test equipment and extensive depot level repair training are required for testing the
equipment covered in this manual. Therefore, this manual may not be used to test or repair the subject equipment
unless the using facility has been specifically authorized by Rockwell Collins, Inc. to do so. This manual does not
need to be kept current if it is only used for reference purposes.

Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
Printed in the United States of America 523-0771862-00511A
© 1998 Rockwell Collins, Inc.
5th Edition, 15 August 1998
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WARNING
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information subject to the International Traffic in Arms
Regulation (ITAR) or the Export Administration Regulation (EAR) of 1979 which may
not be exported, released, or disclosed to foreign nationals inside or outside of the
United States without first obtaining an export license. A violation of the ITAR or EAR
may be subject to a penalty of up to 10 years imprisonment and a fine of up to
$1,000,000 under 22 U.S.C.2778 of the Arms Export Control Act of 1976 or section
2410 of the Export Administration Act of 1979. Include this notice with any reproduced
portion of this document.
CAUTION
The material in this publication is subject to change. Before attempting any

maintenance operation on the equipment covered in this publication, verify that
you have complete and up-to-date publications by referring to the applicable
Publications and Service Bulletin Indexes.
SOFTWARE COPYRIGHT NOTICE
© 1998 Rockwell Collins, Inc.
All Software resident in this equipment is protected by copyright.
We welcome your comments concerning this publication. Although every effort

has been made to keep it free of errors, some may occur. When reporting
specific problem, please describe it briefly and include the publication part
number, the paragraph or figure number, and the page number.
Send your comments to: Publications Department MS 106-124
Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
or by Internet E-Mail to:
BRSPUBS@COLLINS.ROCKWELL.COM
GENERAL ADVISORIES FOR ALL UNITS
Warning
Service personnel are to obey standard safety precautions, such as wearing safety glasses, to prevent
personal injury while installing or doing maintenance on this unit.
Warning
Use care when using sealants, solvents and other chemical compounds. Do not expose to excessive heat or
open flame. Use only with adequate ventilation. Avoid prolonged breathing of vapors and avoid prolonged
contact with skin. Observe all cautions and warnings given by the manufacturer.
Warning
Remove all power to the unit before disassembling it. Disassembling the unit with power connected is
dangerous to life and may cause voltage transients that can damage the unit.
Warning
This unit may have components that contain materials (such as beryllium oxide, acids, lithium, radioactive
material, mercury, etc) that can be hazardous to your health. If the component enclosure is broken, handle
the component in accordance with OSHA requirements 29CFR 1910.1000 or superseding documents to
prevent personal contact with or inhalation of hazardous materials. Since it is virtually impossible to
determine which components do or do not contain such hazardous materials, do not open or disassemble
components for any reason.
Warning
This unit exhibits a high degree of functional reliability. Nevertheless, users must know that it is not
practical to monitor for all conceivable system failures and, however unlikely, it is possible that erroneous
operation could occur without a fault indication. The pilot has the responsibility to find such an occurrence
by means of cross-checks with redundant or correlated data available in the cockpit.
Caution
Turn off power before disconnecting any unit from wiring. Disconnecting the unit without turning power off
may cause voltage transients that can damage the unit.
Caution
This unit contains electrostatic discharge sensitive (ESDS) components and ESDS assemblies that can be
damaged by static voltages. Although most ESDS components contain internal protection circuits, good
procedures dictate careful handling of all ESDS components and ESDS assemblies.
Obey the precautions given below when moving, touching, or repairing all ESDS components and units
containing ESDS components.
a. Deenergize or remove all power, signal sources, and loads used with the unit.
b. Place the unit on a work surface that can conduct electricity (is grounded).
c. Ground the repair operator through a conductive wrist strap or other device using a 470-kΩ or 1-MΩ
series resistor to prevent operator injury.
i
GENERAL ADVISORIES FOR ALL UNITS (CONT)
d. Ground any tools (and soldering equipment) that will contact the unit. Contact with the operator's hand
is a sufficient ground for hand tools that are electrically isolated.
e. All ESDS replacement components are shipped in conductive foam or tubes and must be stored in their
shipping containers until installed.
f. ESDS devices and assemblies that are removed from a unit must immediately be put on the conductive
work surface or in conductive containers.
g. Place repaired or disconnected circuit cards in aluminum foil or in plastic bags that have a layer of, or
are made with, conductive material.
h. Do not touch ESDS devices/assemblies or remove them from their containers until they are needed.
Failure to handle ESDS devices as described above can permanently damage them. This damage can cause
immediate or premature device failure.
SPECIFIC ADVISORIES FOR THE APS-65/FGS-65
Warning
Rockwell Collins, Inc. does not take the responsibility for certification of the APS-65 when used with
equipment other than those covered by the Collins Avionics safety analysis. The APS-65 Autopilot System
has been certified with a safety analysis based on the use of the 332D-11T attitude system. The use of any
other attitude system requires a new safety analysis to ensure that the safety requirements of the autopilot
system are met.
Warning
Make sure that the aircraft battery switch is turned off before installing any equipment or interconnect
cables. Installing of the equipment or interconnect cables with power applied is dangerous to life and can
cause voltage transients that can damage the equipment and the cabling.
Warning
The servo mount clutch adjustment procedure must be performed prior to installation of the servo mounts in
the aircraft. Failure to perform this adjustment procedure can result in hazardous operation of the aircraft.
Warning
Electronic control systems, such as autopilots, engine controls, fuel controls, temperature sensors, etc., used
for aircraft control can be susceptible to transmissions from communications transceivers, DME’s,
transponders, etc., that can interfere with aircraft operations. If such a situation occurs, discontinue
transmission or select a different frequency. If necessary, turn off the radio.
ii
BUSINESS AND REGIONAL SYSTEMS
INSTALLATION MANUAL
APS-65/FGS-65, PART NO 622-5796-299
RECORD OF TEMPORARY REVISIONS
NOTE: This Record of Temporary Revisions replaces the Record of Addendums originally published with the fifth edition of the APS-65
Autopilot and FGS-65 Flight Guidance System installation manual.
TEMPORARY DATE DATE

PAGE NUMBER BY BY
REV NO ISSUED REMOVED
1 2-86 14 Jan 00 Rockwell Collins
Temporary Revision 1 RTR-1

523-0771862-01511A Jan 14/00
APS-65/FGS-65 installation manual 523-0771862
RECORD OF ADDENDUMS
INSERTION
SECTION ED/REV DATE ADDENDUM DATE
DATE/BY
General Information 5/0 15 Aug 98 None
Installation 6/0 15 Aug 98 None
Operation 5/0 15 Aug 98 None
Theory of Operation 5/0 15 Aug 98 None
Maintenance 5/0 15 Aug 98 None
Bulletins 5/0 15 Aug 98 None
NOTE: Addendum sheets should not be removed from a manual unless otherwise specified.
Addendum information will be incorporated in the next edition of the manual.
iii/iv
523-0771863-005118

General Information
Table of Contents
Paragraph Page
1.1 INTRODUCTION .................................................................................................................................................... 1-1

1.2 PURPOSE OF EQUIPMENT.................................................................................................................................. 1-2
1.3 SYSTEM SPECIFICATIONS................................................................................................................................ 1-11
1.4 STORAGE .............................................................................................................................................................. 1-11
NOTICE: This section replaces fourth edition dated 2 April 1992.

List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.
Page No Issue
* Title ..........................................15 Aug 98
* List of Effective Pages..............15 Aug 98
* 1-1 thru 1-47 .............................15 Aug 98
* 1-48 Blank ................................15 Aug 98
RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.
REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED
1st Ed 1 Jul 83 None
2nd Ed 14 Dec 84 None
3rd Ed 10 Dec 86 None
4th Ed 2 Apr 92 None
5th Ed 15 Aug 98 None

section I
general information
1.1 INTRODUCTION
This installation manual contains the system specifications and description, installation instructions, operation
procedures, theory, and maintenance procedures required to properly install and service the Collins APS-65
Autopilot, FGS-65 Flight Guidance, or FYDS-65 Flight Guidance/Yaw Damper System in the aircraft.
Troubleshooting procedures are provided in the maintenance section to determine which unit in the system is at
fault should a failure occur. Additional maintenance information for each unit in the system is contained in the
unit repair manuals.
Figure 1-1 shows the major units used in a typical APS-65 system. Table 1-1 lists the type number, description,
and the Collins part number for each piece of equipment that may be supplied with a APS-65, FGS-65, or
FYDS-65 System. Table 1-2 lists associated Collins equipment. Table 1-3 provides a list of related publications.
Figure 1-1. APS-65 Autopilot System
Revised 15 August 1998 1-1

general information 523-0771863
1.2 PURPOSE OF EQUIPME NT
The APS-65 Autopilot System processes the outputs from various aircraft sensors and any pilot initiated com-
mands or mode selections to provide flight guidance commands for the ADI command bars and to automatically
position the aircraft control surfaces. The FGS-65 is similar to the APS-65 but lacks the autopilot panel, primary
servos, and associated servo electronics required to position the aircraft control surfaces. The FYDS-65 system
combines the flight guidance features of the FGS-65 with the yaw damper (rudder servo) feature of the APS-65.
The APS-65, FGS-65, and FYDS-65 systems provide the pilot with the following features:
• Attitude hold mode with synchronized steering.

• Heading mode.
• Navigation mode (VOR or localizer).
• Approach mode with automatic glideslope capture and track.
• Backcourse localizer mode.
• All angle adaptive capture for VOR, LOC, and B/C LOC.
• Altitude hold mode.
• Indicated airspeed hold mode.
• Vertical speed hold mode.
• Altitude preselect mode.
• Soft-ride (turbulence) mode.
• Half-bank mode.
• Computed steering display outputs.
• Mode selection controls and indicators.
• System integrity warning flag outputs.
Table 1-1. System Components.
TYPE DESCRIPTION BASE COMPUTER CONFIGURATION EQUIPMENT

NUMBER CPN MODULE CPN CPN
APC-65 Autopilot Computer for Shorts SD3-30 622-5796-299 634-3076-001 622-5796-001

APC-65 Autopilot Computer for Embraer EMB-120 622-5796-399 634-3076-002 622-5796-002
(converted to APC-65B by SB 25)
APC-65 Autopilot Computer for Commander 690B 622-5796-299 634-3076-004 622-5796-004
APC-65 Autopilot Computer for Gulfstream 1000 622-5796-299 634-3076-006 622-5796-006
APC-65 Autopilot Computer for Piper PA-42-1000 (Chey- 622-5796-399 634-3076-007 622-5796-007
enne IV) with IDC Preselector
APC-65 Autopilot Computer for Beech 200 with ADS-80 622-5796-199 634-3076-008 622-5796-008
Air Data System
Air Data System
APC-65 Autopilot Computer for Piper PA-42-720 622-5796-299 634-3076-010 622-5796-010
(Cheyenne IIIA)
APC-65 Autopilot Computer for Cessna 441 (Conquest II) 622-5796-399 634-3076-011 622-5796-011
APC-65 Autopilot Computer for Beech C90A 622-5796-299 634-3076-012 622-5796-012
APC-65 Autopilot Computer for Shorts SD3-60 622-5796-499 634-3076-013 622-5796-013
APC-65 Autopilot Computer for Shorts SD3-30 (EDSA) 622-5796-299 634-3076-014 622-5796-014
enne IV) with ADS-80 Air Data System


APC-65 Autopilot Computer for DeHavilland DHC-6 622-5796-399 634-3076-019 622-5796-019

Twin Otter
APC-65 Autopilot Computer for Beech 200T with ADS-80 622-5796-199 634-3076-033 622-5796-033
Air Data System and Service Bulletin 73 in-
stalled (left side)
APC-65 Autopilot Computer for Piper PA-42-1000 (Chey- 622-5796-399 634-3076- 107 622-5796- 107
enne IV) with IDC Preselector
Air Data Sensor (right side)
Air Data Sensor (right side)
enne IIIA) with EFIS
APC-65 Autopilot Computer for Shorts SD3-60 without 622-5796-499 634-3076-113 622-5796-113
yaw damper
Air Data System (does not clear vertical modes
when engaged) (left side)
Air Data Sensor (does not clear vertical modes
when engaged) (right side)
Air Data Sensor and EFIS mode annunciation
(does not clear vertical modes when engaged)
(left side)
APC-65A Autopilot Computer for Piaggio P-180 622-7890-099 827-4528-001 622-7890-018

APC-65A Autopilot Computer for Piaggio P-180 with CAT 622-7890-099 827-4528-002 622-7890-118
II operation
APC-65B Autopilot Computer for Embraer EMB-110-P1 622-8315-099 634-3076-023 622-8315-023

(K)/P2 and EMB-111A (EM)
APC-65B Autopilot Computer with Service Bulletin 48 for 622-8315-099 634-3076-123 622-8315-123
Embraer EMB-110-P1 (K)/P2 and EMB-111A
(EM)
APC-65B Autopilot Computer for Embraer Buffalo 622-8315-099 634-3076-029 622-8315-029
APC-65B Autopilot Computer for Embraer EMB-120 622-8315-099 634-3076-102 622-8315-102
(U.S. CAT II certification)
APC-65B Autopilot Computer for Embraer EMB-120 622-8315-099 634-3076-202 622-8315-202
(European CAT II certification)
APC-65B Autopilot Computer with Service Bulletin 48 for 622-8315-099 634-3076-302 622-8315-302
Embraer EMB-120 (European CAT II certifica-
tion)
APC-65B Autopilot Computer for Embraer 120ER (ex- 622-8315-099 634-3076-402 622-8315-402
tended range with European CAT II certification)
APC-65C Autopilot Computer for Casa/Nurtanio CN-235 622-8434-099 634-3076-003 622-8434-003
APC-65E Autopilot Computer for Dornier DO-228-200 622-9046-099 634-3076-022 622-9046-022

APC-65E Autopilot Computer for Harbin Aircraft Factory 622-9046-099 634-3076-025 622-9046-025
Y-12


APC-65E Autopilot Computer for Fairchild SA227-AC 622-9046-099 634-3076-026 622-9046-026

(Metro III) and SA227-AT (Merlin III)
APC-65E Autopilot Computer for Fairchild xxxxx-AC 622-9046-099 634-3076-034 622-9046-034
(Metro 23)
APC-65F Autopilot Computer for Casa CN-235 622-9267-099 634-3076-027 622-9267-027

APC-65F Autopilot Computer for Casa CN-235-200 622-9267-099 634-3076-035 622-9267-035
APC-65F Autopilot Computer with GPS for Casa CN-235 622-9267-099 634-3076-227 622-9267-227
APC-65G Autopilot Computer for LET-610G 622-9266-099 827-2953-031 622-9266-031
APC-65H Autopilot Computer for Beech 1900D 622-9724-099 634-3076-005 622-9724-005

APC-65H Autopilot Computer with Service Bulletin 81 for 622-9724-099 634-3076-105 622-9724-105
Beech 1900D
APC-65H Autopilot Computer with GPS for Beech 1900D 622-9724-099 634-3076-205 622-9724-205
APC 65H Autopilot Computer for Beech C90B 622-9724-099 634-3076-015 622-9724-015
APC 65H Autopilot Computer with GPS for Beech C90B 622-9724-099 634-3076-215 622-9724-215
APC-65H Autopilot Computer with ADS-80 preselector for 622-9724-099 634-3076-017 622-9724-017
Beech 1900C
APC-65H Autopilot Computer with standard 4 mV/foot 622-9724-099 634-3076-217 622-9724-217
preselector capability for Beech 1900C
APC 65H Autopilot Computer for DeHavilland DHC-6 622-9724-099 634-3076-119 622-9724-119
Twin Otter
APC 65H Autopilot Computer for Beech B300 (KA-350) 622-9724-099 634-3076-028 622-9724-028
APC-65H Autopilot Computer for Beech B300 (KA-350) 622-9724-099 634-3076-128 622-9724-128
with ADS-80
Beech B300 (KA-350)
Beech B300 (KA-350) with ADS-80
APC 65H Autopilot Computer for Beech B200 (KA-200) 622-9724-099 634-3076-030 622-9724-030
APC 65H Autopilot Computer with GPS approach for 622-9724-099 634-3076-130 622-9724-130
Beech B200 (KA-200)
APC-65J Autopilot Computer for Beech B300 (KA-350) 622-9724-099 634-3076-032 622-9724-032
with SVO-85B
APC-65J Autopilot Computer for Beech B300 (KA-350) 622-9724-099 634-3076-132 622-9724-132
with SVO-85B and ADS-80
APC-65J Autopilot Computer with Service Bulletin 81 for 622-9724-099 634-3076-232 622-9724-232
Beech B300 (KA-350) with SVO-85B
APC-65J Autopilot Computer with Service Bulletin 81 for 622-9724-099 634-3076-332 622-9724-332
Beech B300 (KA-350) with SVO-85B and ADS-80
APC-65J Autopilot Computer with GPS approach for 622-9724-099 634-3076-432 622-9724-432
Beech B300 (KA-350) with SVO-85B
APC-65J Autopilot Computer with GPS approach for 622-9724-099 634-3076-532 622-9724-532
Beech B300 (KA-350) with SVO-85B and ADS-80


FGC-65 Flight Guidance Computer for Shorts SD3-60 622-5952-099 634-2677-001 622-5952-001
FGC-65 Flight Guidance Computer (turbo-prop) 622-5952-399 634-2677-020 622-5952-020
FGC-65 Flight Guidance Computer with 10° go-around 622-5952-399 634-2677-120 622-5952-120
angle
FGC-65C Flight Guidance Computer for Casa/Nurtanio 622-8778-099 634-2677-003 622-8778-003

CN-235
FYD-65 Flight Guidance/Yaw Damper Computer for 622-9627-099 627-2875-005 622-9627-005

Beech 1900D
FYD-65 Flight Guidance/Yaw Damper Computer with 622-9627-099 627-2875-105 622-9627-105
Service Bulletin 81 for Beech 1900D
FYD-65 Flight Guidance/Yaw Damper Computer with 622-9627-099 627-2875-205 622-9627-205
GPS approach for Beech 1900D
FYD-65 Flight Guidance/Yaw Damper Computer for 622-9627-099 627-2875-017 622-9627-017
Beech 1900C
TYPE DESCRIPTION EQUIPMENT

NUMBER CPN
ADS-65 Air Data Sensor, dual 622-5797-001
ADS-65C Air Data Sensor, single with internal power supply 622-6332-001
APP-65A Autopilot Panel with 1/2 bank and SR modes, black front panel, amber trim-in-motion annuncia- 622-6684-001
tor, 28 V dc annunciator voltage, and 5 V dc panel lighting
APP-65A Autopilot Panel with 1/2 bank and SR modes, black front panel, amber trim-in-motion annuncia- 622-6684-002
tor, 28 V dc annunciator voltage, and 28 V dc panel lighting
APP-65A Autopilot Panel with 1/2 bank and SR modes, gray front panel, amber trim-in-motion annunciator, 622-6684-003
28 V dc annunciator voltage, and 5 V dc panel lighting
APP-65A Autopilot Panel with 1/2 bank and SR modes, black front panel, white trim-in-motion annunciator, 622-6684-004
APP-65A Autopilot Panel with 1/2 bank and SR modes, black front panel, white trim-in-motion annunciator, 622-6684-005
APP-65A Autopilot Panel with 1/2 bank mode, gray front panel, white trim-in-motion annunciator, 28 V dc 622-6684-006
annunciator voltage, 5 V dc panel lighting, and 28 V dc non-dimming red AP and TRIM fail
annunciators.
APP-65A Autopilot Panel with 1/2 bank and SR modes, gray front panel, white trim-in-motion annunciator, 622-6684-007
APP-65A Autopilot Panel, same as APP-65A with CPN 622-6684-001 and revision G or later 622-6684-008
APP-65A Autopilot Panel, same as APP-65A, CPN 622-6684-001, without YAW ENG 622-6684-011
APP-65A Autopilot Panel with 1/2 bank mode, gray front panel, white trim-in-motion annunciator, 5 V dc 622-6684-106
annunciator voltage, 5 V dc panel lighting, and 28 V dc non-dimming red AP and TRIM fail
annunciators.
CWC-65 Comparator Warning Computer 622-6459-001
FCP-65 Flight Control Panel with black front panel, 5-V panel lighting, amber ARM annunciators, REV 622-5798-001
mode selection and annunciation instead of B/C, and without CLM and DSC modes (for flight
guidance system only)


NUMBER CPN
FCP-65 Flight Control Panel with black front panel, 5-V panel lighting, amber ARM and TRIM annuncia- 622-5798-002
tors, REV mode selection and annunciation instead of B/C, and without CLM and DSC modes
FCP-65 Flight Control Panel with gray front panel, 5-V panel lighting, amber ARM and TRIM annuncia- 622-5798-003
tors, and without CLM and DSC modes
FCP-65 Flight Control Panel with black front panel, 28-V dc panel lighting, amber ARM and TRIM annun- 622-5798-004
ciators, and without CLM and DSC modes
ciators, and without CLM mode
ciators, and without CLM and ALT SEL mode
ciators
FCP-65 Flight Control Panel with black front panel, 28-V dc panel lighting, white ARM and TRIM annun- 622-5798-008
ciators, ALT and ALT ARM instead of ALT SEL annunciation, VNAV and VNAV ARM instead of
SR annunciation, and ADC-80( )/VNI-80( ) interface
FCP-65 Flight Control Panel with black front panel, 5-V panel lighting, amber ARM and TRIM annuncia- 622-5798-009
tors, and without CLM mode
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with black front panel, 5-V panel lighting, and 622-5798-010
white ARM and TRIM annunciators
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with gray front panel, 5-V panel lighting, and 622-5798-011
white ARM and TRIM annunciators
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with gray front panel, 5-V panel lighting, white 622-5798-012
ARM and TRIM annunciators, and REV mode selection and annunciation instead of B/C
ARM and TRIM annunciators, SR annunciation instead of VNAV and VNAV ARM, and non-
dimming fail annunciators
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with black front panel, 5-V panel lighting, amber 622-5798-014
ARM and TRIM annunciators
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with black front panel, 28-V dc panel lighting, 622-5798-015
white ARM and TRIM annunciators, and without CLM, ALT SEL, VS, IAS, and DSC modes
ARM and TRIM annunciators, and without CLM, ALT SEL, VS, IAS, and DSC modes
ARM and TRIM annunciators, non-dimming fail annunciators, SR annunciation instead of VNAV
and VNAV ARM, and without CLM, ALT SEL, and DSC modes
ARM and TRIM annunciators, non-dimming fail annunciators, SR instead of DSC annunciator,
and VNAV instead of DSC mode
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with gray front panel, 28-V dc panel lighting, 622-5798-019
white ARM and TRIM annunciators, non-dimming fail annunciators, SR instead of DSC annuncia-
tor, and VNAV instead of DSC mode
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with gray front panel, 28-V dc panel lighting, 622-5798-020
white ARM and TRIM annunciators, non-dimming fail annunciators, SR annunciation instead of
VNAV and VNAV ARM, and without CLM, ALT SEL and DSC modes
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with black front panel, 5-V panel lighting, white 622-5798-021
ARM and TRIM annunciators, non-dimming fail annunciators, SR annunciation instead of VNAV
and VNAV ARM, and without CLM, ALT SEL and DSC modes


NUMBER CPN
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with black front panel, 28-V dc panel lighting, 622-5798-022
white ARM and TRIM annunciators, non-dimming fail annunciators, SR annunciation instead of
VNAV and VNAV ARM, and without CLM, ALT SEL and DSC modes
ARM and TRIM annunciators, non-dimming fail annunciators, and without CLM, ALT SEL, and
DSC modes
ARM and TRIM annunciators, and without CLM, ALT SEL, VS, IAS, and DSC modes
FCP-65 Flight Control Panel with black front panel, 5-V panel lighting, and amber ARM and TRIM annun- 622-5798-025
ciators
FCP-65 Flight Control Panel, same as CPN 622-5798-008 with black front panel, 5-V panel lighting, amber 622-5798-026
ARM and TRIM annunciators, REV annunciation instead of B/C, and without CLM, ALT SEL, and
DSC modes
ARM and TRIM annunciators, SR annunciation, non-dimming fail annunciators, and without ALT
SEL
FCP-65 Flight Control Panel with gray front panel, 28-V panel lighting, amber ARM and TRIM annuncia- 622-5798-028
tors, and without CLM and DSC modes
FCP-65 Flight Control Panel with gray front panel, 28-V panel lighting, white ARM annunciators, non- 622-5798-029
dimming red AP, YAW, YTRIM, and PTRIM fail annunciators, LVL CHG mode, and without REV
(B/C), ALT SEL, CLM and DSC modes
FCP-65 Flight Control Panel, same as CPN 622-5798-013 with 5-V annunciator lighting. 622-5798-113
FCP-65A Flight Control Panel with autopilot functions, black front panel and 28-V dc panel lighting 622-5953-001
FCP-65A Flight Control Panel with autopilot functions, black front panel and 5-V panel lighting 622-5953-002
FCP-65A Flight Control Panel with autopilot functions, gray front panel and 28-V dc panel lighting 622-5953-003
FCP-65A Flight Control Panel with autopilot functions, gray front panel and 5-V panel lighting 622-5953-004
MAP-65 Mode Annunciator Panel with black front panel 622-5799-001

MAP-65 Mode Annunciator Panel with gray front panel 622-5799-002
MAP-65 Mode Annunciator Panel with black front panel and VNAV annunciation 622-5799-003
MAP-65 Mode Annunciator Panel with gray front panel and VNAV annunciation 622-5799-004
MAP-65 Mode Annunciator Panel, same as CPN 622-5799-004 except REV annunciation instead of B/C 622-5799-005
MAP-65 Mode Annunciator Panel with black front panel and independent marker beacon annunciators 622-5799-101
MAP-65 Mode Annunciator Panel with gray front panel and independent marker beacon annunciators 622-5799-102
MAP-65 Mode Annunciator Panel with black front panel, VNAV annunciation and independent marker 622-5799-103
beacon annunciators
MAP-65 Mode Annunciator Panel with gray front panel, VNAV annunciation and independent marker bea- 622-5799-104
con annunciators
MAP-65 Mode Annunciator Panel, same as CPN 622-5799-104 except REV annunciation instead of B/C 622-5799-105
NAC-80 Vertical Accelerometer 229-0324-010
SSS-65 Slip/Skid Sensor 622-6019-001
SVO-65 Primary/Trim Servo with 20 to 60 lb·in output torque 622-5734-001

SVO-65 Primary/Trim Servo with 50 to 150 lb·in output torque 622-5734-002
SMT-65 Servo Mount with 2-in capstan for 0.06-in cable and 20 to 78 lb·in output torque 622-5735-001


NUMBER CPN
SMT-65A Servo Mount with flange drive and 20 to 78 lb·in output torque 622-6139-001
SMT-65A Servo Mount with flange drive and 20 to 177 lb·in output torque 622-6139-002
SMT-65B Servo Mount with sprocket drive and 20 to 78 lb·in output torque 622-6140-001
SMT-65B Servo Mount with sprocket drive and 20 to 177 lbin output torque 622-6140-002
SMT-65C Servo Mount with spline drive and 20 to 78 lb·in output torque (for low-torque servo) 622-6141-001
SMT-65C Servo Mount with spline drive and 20 to 78 lb·in output torque (for high-torque servo) 622-6141-002
SMT-65D Servo Mount with pulley drive for 0.06-in cable and 20 to 78 lb·in output torque (for low-torque 622-6411-001
servo)
SMT-65D Servo Mount with pulley drive for 0.06-in cable and 20 to 78 lb·in output torque (for high-torque 622-6411-002
servo)
SMT-65D Servo Mount with pulley drive for 0.09-in cable and 20 to 78 lb·in output torque (for low-torque 622-6411-003
servo)
SMT-65D Servo Mount with pulley drive for 0.09-in cable and 20 to 78 lb·in output torque (for high-torque 622-6411-004
servo)
SMT-65E Servo Mount with 4-in capstan for 0.06-in cable and 20 to 78 lb·in output torque (for low-torque 622-6412-001
servo)
SMT-65E Servo Mount with 4-in capstan for 0.06-in cable and 20 to 78 lb·in output torque (for high-torque 622-6412-002
servo)
SMT-65F Servo Mount with clevis drive and 20 to 78 lb·in output torque 622-6413-001
SMT-65F Servo Mount with clevis drive and 20 to 177 lb·in output torque 622-6413-002
UMT-13 Universal Mount for APC-65 or FGC-65 (preferred) 622-5213-001
332D-11T Vertical Reference 622-4565-001
YRS-65 Yaw Rate Sensor 270-0930-010
390R-20 Universal Mounting Kit for APC-65 or FGC-65 (Alternate) 622-1196-301

699K-3 Trim Adapter 622-9213-001
699K-4 Trim Adapter 622-9395-001

Table 1-2. Associated Equipment.
TYPE NUMBER DESCRIPTION
ADC-80/85 Air Data Computer

ADI-84( ) Attitude Direction Indicator
AHS-85 Attitude Heading System
EHSI-74 Electronic Horizontal Situation Indicator
HSI-70 Horizontal Situation Indicator
HSI-84 Horizontal Situation Indicator
MCS-65 Magnetic Compass System
PRE-80( ) Preselector/Alerter
RMI-36 Radio Magnetic Indicator
SVO-85B/SMT-85B Primary rudder/yaw servo (622-5027-001) and servo mount (622-5029-002) used with
APC-65J in certain applications.
VIR-30/32 Radio Navigation System
VNI-80( ) Vertical Navigation Indicator
Altitude preselector United Instruments or IDC

Table 1-3. Related Publications.
PUBLICATION COLLINS PART NO
Collins Installation Practices Manual 523-0775254

FCS-65 Flight Control System Pilot’s Guide 523-0772609
APS-65( )/FGS-65( ) Diagnostic Guide 523-0774287
ADS-65 Air Data Sensor Repair Manual 523-0771884
ADS-65C Air Data Sensor Repair Manual 523-0773490
ADS-80 Air Data System Installation Manual 523-0767654
AHS-85 Attitude Heading System Installation Manual 523-0772305
APC-65 Autopilot Computer/FGC-65 Flight Guidance Computer Repair Manual 523-0771868
APC-65A/G Autopilot Computer Repair Manual 523-0775755
APC-65B/C Autopilot Computer/FGC-65C Flight Guidance Computer Repair Manual 523-0775177
APC-65E Autopilot Computer Repair Manual 523-0775511
APC-65F/H/J Autopilot Computer/FYD-65 Flight Guidance/Yaw Damper Repair Manual 523-0776307
APP-65A Autopilot Panel Repair Manual 523-0771874
EHSI-74/74B Electronics HIS System Installation Manual 523-0772693
FCP-65/65A Flight Control Panel Repair Manual 523-0771879
FIS-70( ) Flight Instrument System Installation Manual 523-0769998
FIS-84 Flight Instrument System Installation Manual 523-0768867
CWC-65 Comparator Warning Computer Instruction Book 523-0772810
MAP-65 Mode Annunciator Panel Repair Manual 523-0772805
SSS-65 Slip/Skid Sensor Instruction Book 523-0771647
SVO-65 Primary Servo and SMT-65( ) Servo Mount Repair Manual 523-0771890
SVO-85 Primary Servo and SMT-85/86/87 Servo Mount Repair Manual 523-0772563
APS-85 Autopilot System Instruction Manual 523-0772076
MCS-65 Magnetic Compass System Installation Manual 523-0771835
NAC-80 Vertical Accelerometer Instruction Book 523-0766547
Pro Line II Comm/Nav/Pulse System Installation Manual 523-0772719
RMI-36 Radio Magnetic Indicator and BDI-36 Bearing Distance Indicator Instruction Book 523-0766802
UMT-( ) Mount and Thinline II Connectors Manual 523-0772277
VIR-30 Radio Navigation System Instruction Book 523-0764194
VIR-32 Navigation Receiver Instruction Book 523-0772819
VNI-80( ) Vertical Navigation Indicator Installation Manual 523-0771517
699K-1/2/3 Trim Adapter Instruction Book 523-0765324
699K-4 Trim Adapter Instruction Book 523-0775994

1.3 SYSTEM SPECIFICATIO NS
Table 1-4 lists the FAA certification categories for units of the APS-65 and FGS-65 Systems. Table 1-5 and
Table 1-6 list the applicable DO-160A and DO-160B environmental qualification specifications. Table 1-7
through Table 1-9 list the system weight and power requirements. Table 1-10 lists the system operational
capabilities. Table 1-11 lists gain settings for the FGC-65, CPN 622-5952-020. Table 1-12 through Table 1-28
list the specifications of all the system units.
1.4 STORAGE
All units in the system should be stored in their original packing materials and shipping containers. If a unit is
to be stored for a long period of time, put the unit in an airtight plastic bag with sufficient desiccant to absorb
moisture. At no time should the ambient temperature of the storage area fall below –55 °C (–67°F) or rise above
+85°C (+185°F). The relative humidity should never exceed 95 percent. If a unit is stored for an extended period
of time, retest the unit prior to returning it to service to ensure that possible component degradation has not af-
fected performance.
Table 1-4. Certification Categories.
TYPE NUMBER APPLICABLE SPECIFICATION
FAA TSO RTCA ENVIRONMENTAL SPECIFICATION
ADS-65 -C9c, -C52a DO-160A, category D2B/JY/XXXXXXZ/BZ/AZZ

ADS-65C -C52a DO-160A, category F2B/JY/E1XXXXXZ/BZ/AZZ
APC-65, -C9c, -C52a DO-160A, category F2A/JY/XXXXXXZ/BZ/AZZ
APC-65B/C/E/F/H/J
APC-65A/G -C9c, -C52a DO-160B, category F2B/JY/E1XXXXXZ/BZ/AZZ
APP-65A -C9c DO-160A, category F2B/PKS/XXXXXXZ/BZ/AZZ
CWC-65 -C4c DO-160A, category F2B/JY/XXXXXXZ/BZ/AZZ
FCP-65/65A -C9c, -C52a DO-160A, category F2B/PKS/XXXXXXZ/BZ/AZZ
FGC-65/65C -C52a DO-160A, category F2B/JY/XXXXXXZ/BZ/AZZ
FYD-65 -C9c, -C52a DO-160A, category F2A/JY/XXXXXXZ/BZ/AZZ
MAP-65 -C9c, -C52a DO-160A, category F2B/PKS/XXXXXXZ/BZ/AZZ
NAC-80 -C9c, -C52a DO-138, category AAJAAAXXXXXX
SMT-65( ) -C9c DO-160A, category F2A2/B/JY/XXXXXXXXXXX
SSS-65 -C9c, -C52a DO-160A, category F1B/JY/XXXXXXZZAZZ
SVO-65 -C9c DO-160A, category F2A2/B/JY/EXXXXXA/BZ/AZZ
YRS-65 -C3b DO-138, category AAJAAAXXXXXX
332D-11T -C4c DO-160, category D2XNXXXXXXXZXXX
699K-3 PMA
699K-4 -C9c, -C52a DO-160B, category F2B/JY/EXXXXXZ/BZ/AZZ
The DO-160A and DO-160B Environmental Specifications are summarized in Table 1-5 and Table 1-6.
The maintenance requirements for the equipment cover by this manual are provided in the maintenance section.

Table 1-5. DO-160A Environmental Qualifications.
CHARACTERISTIC CATEGORY QUALIFICATION LEVEL
Temperature and Altitude A2

Temperature –15 to +70 °C (+5 to +158°F)
Operating –55 to +85 °C (–67 to +185 °F)
Storage Certified for installation in a partially controlled temperature and pressurized
Altitude location where pressures are no lower than an altitude equivalent of 4600 m
(15 000 ft) msl.
Temperature and Altitude D2

Temperature –55 to +70 °C (–67 to +158 °F)
Storage Certified for installation in a unpressurized and uncontrolled temperature loca-
Altitude tion in an aircraft that is operated at altitudes up to 15 200 m (50 000 ft) msl.
Temperature and Altitude F1

Storage Certified for installation in a unpressurized but controlled temperature location
Altitude in an aircraft that is operated at altitudes up to 16 800 m (55 000 ft) msl.
Temperature and Altitude F2

Storage Certified for installation in a unpressurized and uncontrolled temperature loca-
Altitude tion in an aircraft that is operated at altitudes up to 16 800 m (55 000 ft) msl.
Humidity A Certified for a Standard Humidity Environment.
Humidity B Certified for a Severe Humidity Environment - Level I.
Vibration J Certified for fuselage mounting in a fixed wing turbojet or turbofan aircraft.
Vibration K Certified for panel, console, or vibration isolated equipment rack mounting in a
fixed wing turbojet or turbofan aircraft.
Vibration P Certified for panel, console, or vibration isolated equipment rack mounting in a
piston or turbine rotary wing aircraft.
Vibration S Certified for panel, console, or vibration isolated equipment rack mounting in
piston or turboprop fixed wing aircraft.
Vibration Y Certified for fuselage mounting in a piston or turbojet rotary wing aircraft.
Explosion Proofness E Certified for installation in a location where an explosive atmosphere may occur
as a result of leakage or spillage.
Explosion Proofness X Certified for installation in aircraft locations where the probability of an explo-
sive atmosphere existing is so low that it can be disregarded. This equipment is
not hermetically sealed and not contained in cases designed to prevent flame and
explosion propagation.
Waterproofness X Certified for installation in locations not subject to falling water (including con-
densation), rain water, or sprayed water.
Fluids Susceptibility X Certified for installation in locations not exposed to fluid contamination from
fuel, hydraulic fluids, oil, solvents, etc.
Sand and Dust X Certified for installation in locations not subject to blowing sand and dust.
Fungus Resistance X Fungus resistance test not performed.
Salt Spray X Salt spray test not performed.
Magnetic Effect A Unit causes a 10 deflection of an uncompensated compass at a distance between

0.3 m (1.0 ft) and 1.0 m (3.3 ft).

Table 1-5. DO-160A Environmental Qualifications.
CHARACTERISTIC CATEGORY QUALIFICATION LEVEL
Magnetic Effect X Magnetic effect test not performed.
Magnetic Effect Z Unit causes a 10 deflection of an uncompensated compass at a distance less than
0.3 m (1.0 ft).
Power Input B Certified for use on aircraft electrical systems where primary power is from en-
gine driven alternator/rectifiers or dc generator where a significant capacity bat-
tery is floating on the dc bus at all times.
Power Input Z Certified for use on aircraft electrical systems not applicable to any other cate-
gory. For example, a dc system from a variable range generator where a small
capacity or no battery is floating on the dc bus.
Voltage Spike A Certified for installation in systems where a high degree of voltage spike protec-
tion is required.
Audio Frequency Susceptibility Z Certified for use on aircraft electrical systems not applicable to any other cate-
gory. For example, a dc system from a variable range generator where a small
capacity or no battery is floating on the dc bus.
Electromagnetic Compatibility Z Certified for operation in systems where interference-free operation is required.
Table 1-6. DO-160B Environmental Qualifications.
CHARACTERISTIC DO-160B QUALIFICATION LEVEL

PARA NO
Temperature and Altitude 4.0 Category F2:

Low Operating Temp 4.5.1 –55 °C (–67 °F)
High Operating Temp 4.5.3 +70 °C (+158 °F)
Low Storage Temp 4.5.1 –55 °C (–67 °F)
High Storage Temp 4.5.2 +85 °C (+185 °F)
Altitude 4.6.1 Category F2:Certified for installation in a unpressurized and uncontrolled tempera-
ture location in an aircraft that is operated at altitudes up to 16 800 m (55 000 ft) msl.
Temperature Variation 5.3 Category B: Certified for installation in a controlled or uncontrolled temperature loca-
tion in the aircraft.
Humidity 6.3.2 Category B: Certified for a Severe Humidity Environment - Level I.
Shock 7.0
Operational 7.2.1 Tested at 6 g peak
Crash Safety 7.3.1, 7.3.2 Tested at 15 g (11 ms duration)
Vibration 8.3 Category J: Certified for fuselage mounting in a fixed wing turbojet or turbofan air-
craft.
Category Y: Certified for fuselage mounting in a piston or turbojet rotary wing air-
craft.
Explosion Proofness 9.0 Category E1: Certified for installation in aircraft locations where the probability of an
explosive atmosphere existing is so low that it can be disregarded. This equipment is
not hermetically sealed and not contained in cases designed to prevent flame and ex-
plosion propagation.
Waterproofness 10.0 Category X: No test required. Certified for installation in locations not subject to fal-
ling water (including condensation), rain water, or sprayed water.
Fluids Susceptibility 11.0 Category X: No test required. Certified for installation in locations not exposed to fluid
contamination from fuel, hydraulic fluids, oil, solvents, etc.
Sand and Dust 12.0 Category X: No test required. Certified for installation in locations not subject to
blowing sand and dust.

Table 1-6. DO-160B Environmental Qualifications.
CHARACTERISTIC DO-160B QUALIFICATION LEVEL

PARA NO
Fungus Resistance 13.0 Category X: Fungus resistance test not performed.
Salt Spray 14.0 Category X: Salt spray test not performed.
Magnetic Effect 15.3 Category Z: Unit causes a 10 deflection of an uncompensated compass at a distance
less than 0.3 m (1.0 ft).
Power Input 16.5.2 Category B: Certified for use on aircraft electrical systems where primary power is
from engine driven alternator/rectifiers or dc generator where a significant capacity
16.5.4 battery is floating on the dc bus at all times.
Category Z: Certified for use on aircraft electrical systems not applicable to any other
category. For example, a dc system from a variable range generator where a small ca-
pacity or no battery is floating on the dc bus.
Voltage Spike 17.3 Category A: Certified for installation in systems where a high degree of voltage spike
protection is required.
Audio Frequency Suscep- 18.3 Category Z: Certified for use on aircraft electrical systems not applicable to any other
tibility category. For example, a dc system from a variable range generator where a small ca-
pacity or no battery is floating on the dc bus.
Induced Signal Suscepti- 19.3 Category Z: Certified for operation in systems where interference-free operation is re-
bility quired.
RF Susceptibility 20.4 Category Z: Certified for operation in systems where interference-free operation is re-
20.5 quired.
Emission of RF Energy 21.3 Category Z: Certified for operation in systems where interference-free operation is re-
21.4 quired.
Lightning 22.0 Category L: Certified for installation in a severe electromagnetic environment.
Table 1-7. APS-65( ) Autopilot System Weight and Power Requirements.
SYSTEM COMPONENT WEIGHT KG 28-V DC 400-HZ 5-V 28-V QTY

(LB) POWER POWER MAX LIGHTING LIGHTING
MAX POWER POWER
BASIC 3-AXIS SYSTEM.
APC-65/65( ) 2.68 (5.9) 1.2 A 1

APP-65A 0.36 (0.8) 0.28 A 0.92 A 0.16 A 1
ADS-65 0.86 (1.9) 0.24 A 1
FCP-65 0.45 (l.0) 0.55 A 0.80 A 0.14 A 1
SVO-65 0.86 (1.9) 1.0 A 4
SMT-65 0.64 (1.4) 4
332D-11T 3.27 (7.2) 60 VA start, 1
35 VA run at
115 V
UMT-13 0.23 (0.5) 1
Total basic system 13.85 (30.5) 6.27 A 60 VA start, 1.72 A 0.3 A
35 VA run at
115 V

Table 1-7. APS-65( ) Autopilot System Weight and Power Requirements.

MAX POWER POWER
OPTIONAL COMPONENTS
ADS-65C 1.36 (3.0) 0.32 A 1

CWC-65 0.14 (0.3) 2 W at 26 V 1
MAP-65 0.27 (0.6) 0.55 A 1
SSS-65 0.23 (0.5) 0.18 A 1
NAC-80 0.30 (0.7) * 1
YRS-65 0.45 (1.0) 10 W start, 1
7 W run at 26 V
ALTERNATE COMPONENTS
FCP-65A 0.45 (l.0) 0.55 A 0.80 A 0.14 A

SMT-65A 0.59 (1.3)
SMT-65B 0.68 (1.5)
SMT-65C 0.68 (1.5)
SMT-65D 0.64 (1.4)
SMT-65E 1.09 (2.4)
SMT-65F 0.59 (1.3)
390R-20 0.23 (0.5)
*Input power provided by APC-65( ).
Table 1-8. FYDS-65 Flight Guidance/Yaw Damper System Weight and Power.

MAX POWER POWER
BASIC SYSTEM
FYD-65 2.00 (4.4) 1.2 A 1

ADS-65 0.86 (1.9) 0.24 A 1
FCP-65 0.45 (l.0) 0.55 A 0.80 A 0.14 A 1
SVO-65 0.86 (1.9) 1.0 A 1
SMT-65 0.64 (1.4) 1
332D-11T 3.27 (7.2) 60 VA start, 1
35 VA run at
115 V
UMT-13 0.23 (0.5) 1
35 VA run at
115 V

Table 1-8. FYDS-65 Flight Guidance/Yaw Damper System Weight and Power.

MAX POWER POWER
OPTIONAL COMPONENTS
ADS-65C 1.36 (3.0) 0.32 A 1

CWC-65 0.14 (0.3) 2 W at 26 V 1
MAP-65 0.27 (0.6) 0.55 A 1
SSS-65 0.23 (0.5) 0.18 A 1
NAC-80 0.30 (0.7) * 1
YRS-65 0.45 (1.0) 10 W start, 1
7 W run at 26 V
FCP-65A 0.45 (l.0) 0.55 A 0.80 A 0.14 A

SMT-65A 0.59 (1.3)
SMT-65B 0.68 (1.5)
SMT-65C 0.68 (1.5)
SMT-65D 0.64 (1.4)
SMT-65E 1.09 (2.4)
SMT-65F 0.59 (1.3)
390R-20 0.23 (0.5)
*Input power provided by FYD-65( ).
Table 1-9. FGS-65 Flight Guidance System Weight and Power.

MAX POWER POWER
BASIC SYSTEM
FGC-65/65C 1.68 (3.7) 1.0 A 1

ADS-65 0.86 (1.9) 0.24 A 1
FCP-65 0.45 (l.0) 0.55 A 0.80 A 0.14 A 1
332D-11T 3.27 (7.2) 60 VA start, 1
35 VA run at
115 V
UMT-13 0.23 (0.5) 1
35 VA run at
115 V

Table 1-9. FGS-65 Flight Guidance System Weight and Power.

MAX POWER POWER
OPTIONAL COMPONENTS
CWC-65 0.23 (0.5) 2 W at 26 V

MAP-65 0.27 (0.6) 0.55 A 1
NAC-80 0.30 (0.7) * 1
390R-20 0.23 (0.5)
*Input power provided by FGC-65( ).
Table 1-10. System Operational Capabilities.
MODE PARAMETER VALUE
Attitude hold (engaged with no modes Pitch command limit +25, –10°
selected)
Pitch rate command limit 3.5 °/second
Pitch hold accuracy ±0.25°, smooth air
Roll command limit 30 ±3°
Roll rate command limit 5 ±20/second
Roll hold accuracy ±1°, smooth air
Heading hold (HDG) Roll angle limit 25 ±2.5°

Roll rate command limit 5 ±2 °/second
(Defined by status)
Accuracy ±1°, smooth air
Navigation (NAV) Beam intercept angle Selectable

Roll angle limit 25 ±2.5°
Roll rate command limit 5 ±2 °/second
(Defined by status)
VOR track submode Roll angle limit 10 ±1°
Crosswind correction Up to ±30°
Approach (APPR)
LOC capture submode, (greater than Beam intercept angle Selectable
10 nmi)
Roll angle limit 25 ±2.5°
Roll command rate limit 5 ±2 °/second (Defined by status)
LOC on course submode Roll angle limit 15 ±1.5°
Crosswind correction Up to ±30°
Localizer beam tracking Category I limits

Table 1-10. System Operational Capabilities.
MODE PARAMETER VALUE
GS submode Pitch command limit 6 ±1°

GS beam tracking Category I limits
Go-around (GA) Pitch-up command limit Defined by status

Pitch hold accuracy ±1°, smooth air
Roll hold accuracy ±1°, smooth air
Altitude preselect (ALT SEL) Engage range –1000 to 43 000 ft

Engage vertical speed limit ±3000 ft/min
Altitude hold (ALT) Engage range –1000 to 50 000 ft

Engage vertical speed limit ±500 ft/min
Accuracy ±50 ft max dev at sea level in smooth air
Pitch command limit 6 ±1°
Altitude increment step ±25 ft (±50 ft with 622-5796-099)
Altitude increment range ±1000 ft
Indicated airspeed hold (IAS) Engage range 60 to 300 knots

Accuracy ±4 knots, smooth air
Airspeed increment step ±1 knot
Airspeed increment range ±10 knots
Vertical speed hold (VS) Engage range ±6000 ft/min

Vertical speed increment step ±200 ft/min
Vertical speed increment range ±1000 ft/min
Climb mode (CLM) Engage range 60 to 300 knots

Accuracy ±4 knots, smooth air
Airspeed increment step ±1 knot
Airspeed increment range ±10 knots
Descent mode (DSC) Engage range ±6000 ft/min

Vertical speed increment step ±200 ft/min
Vertical speed increment range ±1000 ft/min
Vertical navigation mode (VNAV) VNAV command limit 6 ±1°

Table 1-11. FGC-65 (CPN 622-5952-020, 120) Gain Settings and Optional Features.
BASIC MODE FEATURE GAIN SETTING
Lateral modes Bank limits ±25.0° roll

Roll rate command limit 5.0 °/s
Heading Heading gain 0.75° roll/0 HDG at 100 kn
Heading TAS program gain 2.8° roll/0 HDG at 300 kn
NAV External roll steering gain 1.25° roll/0 command
LOC rate gain 3.5° roll/0 command
Vertical modes Pitch up limit 20°

Pitch down limit 10°
Pitch rate command limit 3.5 °/s
Go-around Pitch up angle 7° (10°, -120)
ALT hold Vertical gain at 100 kn TAS 0.045° pitch/ft
Vertical rate gain 0.05 ft/fpm
VS hold Vertical gain at 100 kn TAS 0.46° pitch/ft/s
IAS hold Vertical gain 0.525° pitch/kn
ALT PRE SEL mode Vertical gain at 100 kn TAS 0.16° pitch/ft/s
SELECTED OPTIONAL FEATURES

IDC/UNITED INSTRUMENTS PRESELECTOR
UNUSED OPTIONAL FEATURES

ADS-80
NAC-80
UNUSED OPTIONAL MODES

INCREMENTAL HDG HOLD
CLIMB
DESCENT
VNAV

Table 1-12. ADS-65/65C Equipment Specifications.
CHARACTERISTIC SPECIFICATION
Related documents
FAA TSO -C9c, -C52a
Environmental
ADS-65 DO-160A, categories D2B/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
ADS-65C DO-160A, categories F2B/JY/E1XXXXXZ/BZ/AZZ (Refer to Table 1-5)
Physical
Size
Height 85.0 mm (3.35 in) max
Width 217.0 mm (8.54 in) max, measured from end mounting brackets
Length (ADS-65) 111.7 mm (4.40 in) max
Length (ADS-65C) 137.4 mm (5.41 in) max
Weight (ADS-65) 0.86 kg (1.9 lb) max
Weight (ADS-65C) 1.23 kg (2.7 lb) max
Mounting Surface mount with moveable mounting flanges.
Mating connectors J1 and J2
ADS-65 Cannon shell DBC-25S-FO (CPN 371-0922-030), 2 required
Cannon contacts D110238-35 (CPN 371-0946-060) or Cannon contacts 030-1953-000
(CPN 371-0946-040), 50 required
Latch and hood Positronics MD37-000-J-VL-464.3 (CPN 371-0399-260), 2 required
Keying kit (CPN 629-8381-001), 2 required.
ADS-65C Cannon shell DBMA-25S-A183-FO (CPN 371-0213-030), 2 required
Cannon contacts 031-1007-067 (CPN 371-0213-110), 27 required
Latch and hood Positronics MD37-000-J-VL-464.3 (CPN 371-0399-260), 2 required
Keying kit (CPN 629-8339-001), 4 required.
Maintenance requirement On condition
Electrical
Power inputs +28 V dc, 0.24 A nominal (ADS-65)/0.32 A, nominal (ADS-65C)
Number 1
+ (J2-23)
– (J2-15)
Number 2 (ADS-65 only)
+ (J2-3)
– (J2-7)
+12 V dc (J2-13) (ADS-65 only) +/–1.2 V dc supplied from APC-65( )/FGC-65( )
–12 V dc (J2-25) (ADS-65 only) +/–1.2 V dc supplied from APC-65( )/FGC-65( )
Chassis ground (J1-8, J2-14)
Analog outputs
Indicated airspeed 2-wire dc polarity reversing at 20 mV dc/kt. Load impedance 1 kilohm.
Number 1
+ (J1-10)
– (J1-11)
Number 2
+ (J2-11)
– (J2-12)

Table 1-12. ADS-65/65C Equipment Specifications.
Coarse (65C only) 2-wire dc polarity reversing at 12.5 mV dc/kt. Load impedance 1 kilohm.
+ (J2-19)
– (J2-20)
Pressure altitude 2-wire dc polarity reversing at 120 µV dc/ft. Load impedance 1 kilohm.
Number 1
+ (J1-12)
– (J1-13)
Number 2
+ (J2-9)
– (J2-10)
Coarse (65C only) 2-wire dc polarity reversing at 100 µV dc/ft. Load impedance 1 kilohm.
+ (J2-17)
– (J2-18)
Fine (65C only) 2-wire dc polarity reversing at 1 mV dc/ft. Load impedance 1 kilohm.
+ (J2-21)
– (J2-22)
Vertical speed 2-wire dc polarity reversing at 600 µV dc/ft/min at sea level decreasing nonlinearly to
+ (J1-18) 150 µV dc/ft/min at 40000 ft. Load impedance 1 kilohm.
– (J1-19)
Vertical error 2-wire dc polarity reversing. Load impedance 1 kilohm.

+ (J1-15) IAS: 200mV dc/kt
– (J1-16) ALT: 4mV dc/ft
VS: 2 mv dc/ft/min
Logic output
ADS monitor (valid) +18 to +30 V dc valid, 0 to +3.5 V dc invalid. 1 mA load
(J2-5)
Logic/mode inputs +18 to +30 V dc indicates mode selected/valid, +3.5 V dc indicates mode not
selected/valid. Impedance is 20 kilohms
VS mode (J1-1)
IAS mode (J1-2)
ALT mode (J1-3)
Test switch (J1-17)
Strut switch (J1-6) (ADS-65C
only)

Table 1-13. APC-65 and FGC-65 Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Environmental
APC-65 DO-160A categories F2A/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
FGC-65 DO-160A categories F2B/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
Physical
Size 1/2 ATR, short, dwarf
Width 128.9 mm (5.08 in) max
Length 353.8 mm (13.93 in) max
Weight (APC-65) 2.68 kg (5.9 lb) max
Weight (FGC-65) 1.68 kg (3.7 lb) max
Mounting Remote mounted in UMT-13 (preferred) or 390R-20 mount
Mating connectors Collins 1/2-height Thinline II
APC-65 connector kits
UMT-13 Mount CPN 634-1021-001 (3 required)
390R-20 Mount CPN 634-3160-002 (1 required)
*FGC-65 connector kits
Electrical Refer to Table 1-26 for detailed electrical input/output specifications.
* A mating connector for P2 is required if the RNAV function on the FGC-65 is used. Use the same mating connector kits as
listed for the APC -65.

Table 1-14. APC-65A/G Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Environmental DO-160B categories F2B/JY/E1XXXXXZ/BZ/AZZ (Refer to Table 1-6)
Physical
Weight 2.68 kg (5.9 lb) max

Table 1-15. APC-65B/C and FGC-65C Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Environmental
APC-65B/C DO-160A categories F2A/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
FGC-65C DO-160A categories F2B/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
Physical
APC-65B/C connector kits
*FGC-65C connector kits
* A mating connector for P2 is required if the RNAV function on the FGC-65C is used. Use the same mating connector kits as
listed for the APC -65B/C.

Table 1-16. APC-65E Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Environmental DO-160A categories F2A/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
Physical

Table 1-17. APC-65F/H/J and FYD-65 Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Environmental DO-160A categories F2A/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
(F2A/JY/XXXXXXZ/BZ/AZB for APC-65J without Service Bulletin 72)
Physical
Weight APC-65F/H/J: 2.59 kg (5.7 lb) nominal
FYD-65: 2.00 kg (4.4 lb) nominal
APC-65F/H/J connector kits
*UMT-13 Mount CPN 634-1021-001 (3 required)
**390R-20 Mount CPN 634-3160-001 (1 required)
FYD-65 connector kits
*UMT-13 Mount CPN 634-1021-001 (2 required)
**390R-20 Mount CPN 634-3160-002 (1 required)
* Each kit contains one connector, connector keying, and mounting hardware.
** Each kit contains a special connector plate with 2 (-002) or 3 (-001) connectors, connector keying, and mounting hardware.

Table 1-18. APP-65A Equipment Specifications.
Related documents
FAA TSO -C9c
Environmental DO-160A categories F2B/PKS/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
Physical
Size
Weight 0.36 kg (0.8 lb) nominal
Mounting Mounted in Dzus rails with captive quarter-turn fasteners
Mating connector Cannon shell DCC-37S-FO (CPN 371-0922-040), Cannon contacts D110238-35 (CPN
371-0946-060) or Cannon contacts 030-1953-000 (CPN 371-0946-040), latch and hood
MD37-000-J-VL-464.4 (CPN 371-0399-270), and keying kit (CPN 629-8381-001).

Table 1-19. CWC-65 Equipment Specifications.
Related documents
FAA TSO -C4c
Environmental DO-160A categaries F2B/JY/XXXXXXZ/BZ/AZZ (Refer to Table 1-5)
Physical
Size
Length 99.1 mm (3.90) max
Mounting Surface mount.
Mating connector Cannon shell DCC-25S-FO (CPN 371-0922-030), Cannon contacts D110238-35
(CPN 371-0946-060) or Cannon contacts 030-1953-000 (CPN 371-0946-040), latch and
hood MD25-000-J-VL-4643 (CPN 371-0399-260), and keying kit (CPN 629-8381-001).
Electrical inputs
Power input 26 +1.6/–2.5 V ac, 400 Hz, 2 watt maximum
H (P1-15)
L (P1-16)
Sine roll differential 0- to 13-V ac, 400 Hz resolver from ADI
H (P1-1)
L (P1-2)
Cosine roll differential 0- to 13-V ac, 400 Hz resolver from ADI
H (P1-4)
L (P1-5)
Sine pitch differential 0- to 13-V ac, 400 Hz resolver from ADI
H (P1-7)
L (P1-8)
Cosine pitch differential 0- to 13-V ac, 400 Hz resolver from ADI
H (P1-10)
L (P1-11)
Cancel +28 +/– 5 V dc valid, 0 +/– 3 V dc invalid. Input impedance is 10 kilohms
H (P1-18)
L (P1-20)
Test +28 +/– 5 V dc valid, 0 +/– 3 V dc invalid. Input impedance is 10 kilohms
H (P1-19)
L (P1-20)
Chassis ground (P1-22)
Electrical outputs
Nonflashing output (P1-25) Supplies ground to turn on warning annunciator. 300 mA maximum.
Flashing output (P1-23) 1-Hz ground pulses for approximately 8.0 seconds to flash warning annunciator.
300 mA maximum.

Table 1-20. FCP-65/65A Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Physical
Size
Length 87.4 mm (3.44 in) without mating connector, 143.3 mm (5.64 in) with mating connector
Mounting Mounted in Dzus rails with captive quarter-turn fasteners
Mating connectors Cannon shell DCC-50S-FO (CPN 371-0922-050), Cannon contacts D110238-35
(CPN 371-0946-060) or Cannon contacts 030-1953-000 (CPN 371-0946-040), latch and
hood MD25-000-J-VL-464.5 (CPN 371-0399-280), and keying kit (CPN 629-8281-001).

Table 1-21. MAP-65 Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Physical
Size
Length 76.8 mm (3.01) max
Mounting Panel mounted
Mating connector Cannon DBMA-25S-A183-FO (CPN 371-0213-030), Cannon #20 AWG contacts
031-1007-067 (CPN 371-0213-110) (25 required), Positronics strain relief and latch
MD25-000-J-VL-464.3 (CPN 371-0399-260), and keying kit (CPN 629-8339-001) (2 re-
quired at pins 1 and 25.
Electrical
Power input 28 V dc, 0.55 A nominal
+ (P1-2)
– (P1-3)
Serial receive data (P1-6, P1-7) 2-wire serial input data from APC-65/FGC-65. Logic 1 = not less than 2.1 V dc and logic
0 = not more than 0.7 V dc.
Discrete annunciator inputs
IM (inner marker) (P1-13) 5 V ac = annunciator lit, 0 V ac = annunciator off
MM (middle marker) (P1-12)
OM (outer marker) (P1-11)
AP FAIL (P1-8) Ground = annunciator lit, Open = annunciator off
TRIM FAIL (P1-9)
Spares (P1-10, P1-22, P1-23, +4.0 V dc = annunciator lit, 0 V dc = annunciator off
P1-24)
Annunciator power
DC lighting power +28 V dc, 0.7A maximum
+ (P1-16)
– (P1-17)
AC lighting power 0 to 5 V ac, 400 Hz, variable
Input
H (P1-5)
L (P1-21)
Output Variable ac input is converted to variable +28 V dc output (15.625 kHz signal at a 25% to
(P1-15) 85% duty cycle). When ac lighting is used, P1-15 is strapped to P1-16 (dc lighting power
input).
Chassis ground (P1-14)

Table 1-22. NAC-80 Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Environmental DO-138, categories AAJAAAXXXXXX (Refer to Table 1-5)
Physical
Size
Weight 300 g (10.6 oz) max
Mounting Hard mounted to metal surface, along aircraft horizontal plane.
Electrical
Power input
+ (P1-A) +11 to +16 V dc
– (P1-B) –11 to –16 V dc
Ground (P1-F) Input power ground and signal common. Must be grounded in the aircraft interconnect.
Acceleration output (P1-D) 2.5-V dc/g analog output

Table 1-23. SSS-65 Equipment Specifications.
Related documents
FAA TSO -C9c, -C52a
Environmental DO-160A categories F1B/JY/XXXXXXZ/AZZ (Refer to Table 1-5)
Physical
Size
Height 43 mm (1.7 in) max
Width 91 mm (3.6 in) max
Length 102 mm (4.0 in) max
Mounting Surface mounted
Mating connector PT06A-10-6S (SR) (CPN 371-6361-000) or
MS3126F-10-6S (CPN 359-0301-010)
Electrical
Power 28 V dc +/– 2.8 V dc, 175mA maximum
+ (P1-A)
– (P1-B)
Analog output 19.32 V dc per G +/–31%
H (P1-C)
L (P1-D)
Output range –2.5 ft/s2 to +2.5 ft/s2
Output impedance Less than 100 ohms
Interlock (P1-E, P1-F) Up to 5A short circuit

Table 1-24. SVO-65/SMT-65 Equipment Specifications.
Related documents
FAA TSO -C9c
Environmental
SVO-65 DO-160A categories F2A2/BJY/EXXXXXA/BZ/AZZ (Refer to Table 1-5)
SMT-65( ) DO-160A categories F2A2/BJY/XXXXXXXXXXX (Refer to Table 1-5)
Physical
Size Height Width Length Weight
mm (in) mm (in) mm (in) kg (lb)
SVO-65 95.25 (3.75) 93.2 (3.67) 122.2 (4.81) 0.86 (1.9)
SMT-65 95.25 (3.75) 93.2 (3.67) 57.7 (2.27) 0.64 (1.4)
SMT-65A 95.25 (3.75) 93.8 (3.69) 50.8 (2.00) 0.59 (1.3)
SMT-65B 95.25 (3.75) 93.8 (3.69) 62.4 (2.46) 0.68 (1.5)
SMT-65C 95.25 (3.75) 93.8 (3.69) 84.3 (3.32) 0.68 (1.5)
SMT-65D 95.25 (3.75) 105.4 (4.15) 57.7 (2.27) 0.64 (1.4)
SMT-65E 127.0 (5.00) 127.0 (5.00) 60.2 (2.37) 1.09 (2.4)
SMT-65F 95.25 (3.75) 108.5 (4.27) 61.2 (2.41) 0.59 (1.3)
Mounting
SVO-65 Secured to servo mount with four 10-32 UNF-2A nuts (MS21044-N3, CPN 333-1270-000)
and flat washers (AN960-10, CPN 310-9001-000)
SMT-65( ) Secured to aircraft mounting surface with four 10-32 UNF-2A nuts (MS21044-N3, CPN
333-1270-000) and flat washers (AN960-10, CPN 310-9001-000)
Mating connector MS3116F12-10S (CPN371-8280-000) or MS3126F12-10S (CPN 359-0301-050) or
PT06A-12-10S(SR) (CPN 371-6411-000). Contact M39029/32-259 (CPN 359-0032-020)
Maintenance requirement
SVO-65 On condition
SMT-65( ) Perform routine maintenance checks concurrent with aircraft major overhaul or control
rigging maintenance. Perform the in-aircraft slip clutch test procedure described in sec-
tion 5 of this manual every 12 000 flight hours or at the maintenance interval nearest to
12 000 flight hours.
Electrical
Power requirements Total 45 watts (1.6 A at +28 V dc)
Motor (P1-A, P1-B) +22 to +31 V dc, 1 A full load
Engage clutch +21.5 to +31 V dc, 0.6 A maximum:
-001 (P1-C/E) low torque
-002 (P1-C/D) high torque
Interlocks Provided by engage clutch pin assignments on rear connector and by mechanical pin and
socket between servo and servo mount.

Table 1-25. 332D-11T Equipment Specifications.
Related documents
FAA TSO -C4c
Environmental DO-160, categories DZXNXXXXXXXZXXX (Refer to Table 1-5)
Physical
Size
Mounting Mount to horizontal surface through three isolators shimmed to level flight. PATH OF
FLIGHT arrow specifies fore and aft positioning.
Mating connector Bendix Pigmy MS3112E-18-32P (mates with MS3116E-18-32S)
Electrical
Power input
H (P1-H) 105 to 125 V ac, 400 Hz single phase at 550 mA maximum
L (P1-G)
Synchro output 204 mV/degree +/–10%, 3-wire, 400 Hz synchro outputs
Roll axis (J1-D/E/F)
Pitch axis (J1-A/B/C)

Table 1-26. APC-65( )/FGC-65( )/FYD-65 Input/Output Specifications.
POWER INPUTS SPECIFICATION
28 V dc (P3-3)/power ground (P3-7) +22 to +31 V dc (28 V dc nominal) from aircraft +28-V dc bus. Cur
rent requirement is 1.2 A for the APC-65( ) and 0.83 A for the
FGC-65( ) and FYD-65.
26 V, 400 Hz reference (P1-26, P2-41) 26 ±2.6 V, 400 ±40 Hz at 5 mA. Must be in phase with the 400-Hz
(The reference at P2-41 is required by the FGC-65( ) only when power applied to the heading and attitude sources.
the RNAV input at P3-36/32 is used.)
APC Servo power +28 V dc at 1 A per servo
Pitch (P2-1, P2-5) APC-65( ) only
Roll (P2-2, P2-6) APC-65( ) only
Elev trim (P2-3, P2-7) APC-65( ) only
Yaw (P2-4, P2-8) APC-65( ) and FYD-65
Chassis ground (P1-42, P2-25, P2-32, P3-30)
ANALOG INPUTS APPLICABLE SOURCE FORMAT SCALE ZERO LOAD

UNITS
Roll data II All Vertical gyro or ADI 3-wire Zero roll angle 10 kΩ
X (P1-2) synchro
Y (P1-3)
Z (P1-23)
Roll data I APC, FYD Vertical gyro or ADI 2-wire 11.8 V rms times sine of Zero roll angle 10 kΩ
X (P2-50) roll angle
Y (P2-46)
Pitch data II All Vertical gyro or ADI 3-wire Zero pitch an- 10 kΩ
X (P1-10) synchro gle
Y (P1-38)
Z (P1-59)
Pitch data I APC, FYD Vertical gyro or ADI 2-wire 11.8 V rms times sine of Zero pitch an- 10 kΩ
X (P2-45) pitch angle gle
Y (P2-49)
Heading error All HSI 2-wire 300 mV ac/deg HDG bug un- 40 kΩ
H (P1-7) der lubber line
C (P1-6)
Course datum All HSI 2-wire 300 mV ac/deg Course arrow 40 kΩ

H (P1-34) under lubber
C (P1-30) line
Glideslope deviation All Glideslope receiver 2-wire dc 300 mV dc/deg Center of 10 kΩ

+UP (P3-41) or polarity glideslope
+DN (P3-44) GPS receiver (APC- reversing beam
65F (-227), H (-205/
-215), J (-432/-532),
FYD-65 (-205)
VOR/LOC deviation All Glideslope receiver 2-wire dc VOR: 15 mV dc/deg Center of 10 kΩ

+RT (P3-53) or polarity LOC: 60 mV dc/deg VOR/LOC
+LT (P3-54) GPS receiver (APC- reversing beam
65F (-227), H (-205/
-215), J (-432/-532),
FYD-65 (-205)
RNAV command All except FMS/LRN system 2-wire 350 mV dc/deg Zero bank 40 kΩ
(External bank APC-65A/E/G ac/dc po- or command
command) larity re- 393 mV ac/deg
H (P3-36) versing (Gain programmable
from 0 to 1.6 during
C (P3-32) certification)


UNITS
RNAV command APC-65A/E/G FMS/LRN system 2-wire 350 mV dc/deg Zero bank 40 kΩ
(External bank ac/dc po- or command
command) larity re- 393 mV ac/deg
+ (P3-32) versing (Gain programmable
from 0 to 1.6 during
– (P3-36) certification)
Radio altitude All Radio altimeter 2-wire dc 0 to 500 ft: 20 mV dc/ft –20 ft 40 kΩ
+ (P3-16) single po- 500 to 2500 ft: 3 mV altitude
– (P3-20) larity dc/ft
Vertical acceleration All Vertical accelerome- 2-wire dc 2.5 V dc/g 1g 20 kΩ

+ (P1-54) ter polarity
– (P1-58) reversing
Vertical error All ADS-65 2-wire dc ALT hold: 4 mV dc/ft Vertical sync 20 kΩ
+ (P1-50) Air Data Sensor polarity VS hold: 2 mV dc/ft reference
– (P1-31) reversing IAS hold: 200 mV dc/kn
Vertical error All except ADS-80 2-wire dc ALT hold: 11.1 mV dc/ft Vertical sync 20 kΩ
+ (P3-45) APC-65A/G Air Data System pulse den- VS hold: 2.43 mV dc/ft reference
– (P3-48) sity IAS hold: 187 mV dc/kn
Vertical speed All Air data sys tem 2-wire dc 586 µV dc/ft/min 0 ft/min 20 kΩ
+ (P3-17) pulse den-
– (P3-21) sity
Pressure altitude I APC, FYD ADS-65 2-wire dc 120 µV dc/ft 0 ft alt. 20 kΩ

+ (P2-33) Air Data Sensor polarity
Pressure altitude II All ADS-65 2-wire dc 120 µV dc/ft 0 ft alt. 20 kΩ

Indicated airspeed I APC, FYD ADS-65 2-wire dc 20 mV dc/kn 0 kn 20 kΩ

Indicated airspeed II All ADS-65 2-wire dc 20 mV dc/kn 0 kn 20 kΩ

Alt preselect error All Altitude preselector 2-wire dc 4 mV dc/ft On preselect 20 kΩ

+ (P1-47) single po- altitude
– (P1-22) larity
Alt preselect error All except ADS-80 2-wire dc 1.464 mV dc/ft On preselect 20 kΩ
+ (P3-29) APC-65A/G Air Data System pulse den- altitude
– (P3-24) sity
VNAV command All except VNI-80 2-wire 50 mV/degree 0 pitch com- 20 kΩ

+ (P3-37) APC-65A/G polarity mand
Slip/skid signal APC, FYD SSS-65 Slip/Skid 2-wire dc 17.21 V dc/g 0 lateral accel- 20 kΩ
+ (P2-56) Sensor polarity eration
Engine diff FYD and all Engine pressure sen- 2-wire diff 36 mV dc/psi equal engine 20 kΩ
+ (P2-28) APC except - sors pressure
– (P2-44) 199 and -299
Turn knob APC, FYD APP-65A Auto pilot 2-wire dc proportional to move- Center detent 20 kΩ
+ (P1-19) Panel polarity ment of turn knob position of
– (P1-46) reversing turn knob


UNITS
Yaw rate signal APC, FYD YRS-65 Yaw Rate 2-wire dc 200 mV dc/deg/s 0 heading 20 kΩ
+ (P2-48) Sensor polarity change
Pitch rate APC, FYD AHS-85 (AHRS) 2-wire dc 200 mV dc/deg/s 0 pitch rate 20 kΩ
+ (P2-53) polarity
Roll rate APC, FYD AHS-85 (AHRS) 2-wire dc 200 mV dc/deg/s 0 roll rate 20 kΩ
+ (P2-58) polarity
LOGIC INPUTS APPLICABLE SOURCE CHARACTERISTICS

UNITS
ANAV monitor + All FMS/LRN system +18 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is
(external bank 10 kΩ to signal ground.
command monitor)
(P1-24)
Radio alt valid + All Radio altimeter +18 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is
(P1-12) (ALT-50) 10 kΩ to signal ground.
Gyro valid + All Attitude gyro +18 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is
(P1-13) 10 kΩ to signal ground.
Compass monitor + All Compass sys tem +18 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is
(P1-15) (DGS-65) 10 kΩ to signal ground.
NAV LL/HL flag All except Navigation receiver Greater than +250 mV dc valid, less than +200 mV dc invalid for
+ (P3-4) APC-65A/G low-level flag input. May also be used for high-level flag input by
– (P3-1) connecting the + input only. +18 to 30 V dc is valid and 0 to 3.5 V
dc is invalid. Input impedance is 1000 A to signal ground.
NAV super flag + APC-65A/G Navigation receiver High-level flag input. +18 to 30 V dc is valid and 0 to 3.5 V dc is
(P3-4) invalid. Input impedance is 1000 A to signal ground.
GS LL/HL flag All except Glideslope receiver Greater than +250 mV dc valid, less than +200 mV dc invalid for
+ (P3-12) APC-65A/G low-level flag input. May also be used for high-level flag input by
– (P3-9) connecting the + input only. +18 to 30 V dc is valid and 0 to 3.5 V
dc is invalid. Input impedance is 1000 A to signal ground.
GS super flag + APC-65A/G Glideslope receiver High-level flag input. +18 to 30 V dc is valid and 0 to 3.5 V dc is
(P3-12) invalid. Input impedance is 1000 A to signal ground.
AP engage + APC APP-65A +28 V dc pulse provided by momentary-action pushbutton for

(P1-4) or FCP-65A push-on/push-off operation.
Yaw engage + APC, FYD APP-65A or FCP-65A +28 V dc pulse provided by momentary-action pushbutton for
(P1-9) push-on/push-off operation.
Stall warning + All Stall warning system +18 to +30 V dc valid (stall), 0 to +3.5 V dc invalid (no stall). Input
(P1-5) impedance is 10 kΩ to signal ground.
NAV transfer pulse All EFIS +18 to +30 V dc pulse of 0.5 s minimum duration to indicate NAV
(P1-32) transfer. 0 to +3.5 V dc is transfer not.
AP transfer APC Autopilot transfer +18 to +30 V dc indicates autopilot transfer to other side, which
(P1-18) switch causes autopilot to disengage. 0 to +3.5 V dc is transfer not.
Ac middle marker All Marker beacon or Greater than 3.0 V rms valid, less than 2.0 V rms invalid. Input
(P3-8) NAV receiver impedance is 27 kΩ to signal ground.
Dc middle marker All Marker beacon or Greater than +4.0 V dc valid, less than +3.0 V dc invalid. Input
(P3-5) NAV receiver impedance is 27 kΩ to signal ground.


UNITS
LOC freq gnd All NAV receiver Less than +3.5 V dc, –3 mA when LOC freq tuned. Open circuit
(P1-35) when not tuned.
LOC freq + All NAV receiver +18 to +30 V dc, +3 mA when LOC freq tuned. Less than 3.5 V dc
(P1-48) when not tuned.
Interlock All except Interlock BINARY These inputs must be strapped to either ground or
0 (P1-60) -099 FGC straps VALUE +28 V dc as defined by the configuration module.
1 (P1-53) 1 Operation is disabled if the interlock strapping does
2 (P1-56) 2 not match the configuration module. The binary
3 (P1-44) 4 summation of the strapping must match the last 2
4 (P1-40) 8 digits of the unit part number.
5 (P1-41) 16
32
Strut switch All Landing gear strut +18 to +30 V dc, +3 mA when aircraft is on ground. Open when
(P1-16) switch landing gear is retracted.
Flap switch I APC, FYD Flap switches +18 to +30 V dc, +3 mA when flaps are extended. Open when flaps
(P2-26) are retracted. Two independent switches are required when this
option is used.
Flap switch II All Flap switches +18 to +30 V dc, +3 mA when flaps are extended. Open when flaps
(P1-8) are retracted. Two independent switches are required when this
option is used.
Vert accel mon + All NAC-80 Vertical Ac- +9 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is 10
(P1-49) celerometer kΩ to signal ground.
ADS mon + All ADS-65 Air Data +18 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is
(P1-45) Sensor 10 kΩ to signal ground.
ADS mon + All except ADS-80 Air Data +18 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is
(P1-17) APC-65A/G Sensor 10 kΩ to signal ground.
Alt pre mon + All Altitude preselector +9 to +30 V dc valid, 0 to +3.5 V dc invalid. Input impedance is 10
(P1-57) kΩ to signal ground.
Yaw rate pulses FYD and all Compass system Requires a logic 1 pulse for every 0.5 degree change in heading.
A (P1-33) APC except (DGS-65) Logic 1 is +18 to +30 V dc and logic 0 is 0 to +3.5 V dc. The B pulse
B (P1-20) APC-65A/G is phase shifted 90 degrees with respect to the A pulse.
AP disengage switch APC, FYD Pilots and copilots Requires +28 V dc applied through two double-pole, normally-
I (P2-29) disengage switches closed, pushbutton switches. Pushing either switch removes the
II (P1-1) +28 V dc and disengages the autopilot, yaw damper and auto trim
functions. Current required is +3 mA.
Bug slew APC-65A/G VNI-80 Ground pulses used to slew vertical reference in APC in response
UP (P1-39) to vertical control on VNI-80.
DN (P1-37)
Digital EFIS strap APC-65A/G Rear connector strap When connected to +28 V dc, this strap enables reading of the
(P1-43) data on the EFIS/APC data bus (P3-59/55).
Digital ADS strap APC-65A/G Rear connector strap When connected to +28 V dc, this strap enables reading of the
(P3-40) data on the ADS/APC data bus (P1-20/27).
Pilots trim switch All APCs ex- Pilots trim switch Requires a three-position, center-off, rocker switch with two inde-
+UP (P2-51) cept APC- pendent poles. In the trim up position, P2-51 must receive +28 V
–UP (P1-14) 65A/E/G dc and P1-14 must be ground ed. In the trim down position, P2-59
+DN (P2-59) must receive +28 V dc and P1-21 must be grounded. Current re-
–DN (P1-21) quired is +3 mA.


UNITS
Copilots trim switch All APCs ex- Copilots trim switch Requires a three-position, center-off, rocker switch with two inde-
+UP (P2-47) cept APC- pendent poles. In the trim up position, P2-47 must receive +28 V
–UP (P1-28) 65A/E/G dc and P1-28 must be grounded. In the trim down position, P2-55
+DN (P2-55) must receive +28 V dc and P1-25 must be grounded. Current re-
–DN (P1-25) quired is +3 mA.
Pilots elev trim sw APC-65G Pilots elevator trim Requires a three-position, center-off, rocker switch with two inde-
+UP (P2-51) switch pendent poles. In the trim up position, P2-51 must receive +28 V
+DN (P2-59) dc and P1-17 must be grounded. In the trim down position, P2-59
must receive +28 V dc and P1-21 must be grounded. Current re-
quired is +3 mA.
Manual elev trim sw APC-65G Pilots and copilots Requires a three-position, center-off, rocker switch with two inde-
–UP (P1-17) elevator trim pendent poles. In the trim up position, P2-51 or P3-33 must re-
–DN (P1-21) switches ceive +28 V dc and P1-17 must be grounded. In the trim down po-
sition, P2-59 or P3-45 must receive +28 V dc and P1-21 must be
grounded. Current required is +3 mA.
Copilots elev trim sw APC-65G Copilots elevator Requires a three-position, center-off, rocker switch with two inde-
+UP (P3-33) trim switch pendent poles. In the trim up position, P3-33 must receive +28 V
+DN (P3-45) dc and P1-17 must be grounded. In the trim down position, P3-45
quired is +3 mA.
Pilots rud trim sw APC-65G Pilots rudder trim Requires a three-position, center-off, rocker switch with two inde-
–RT (P3-29) switch pendent poles. In the trim right position, P1-25 must receive +28
–LT (P3-24) V dc and P3-29 must be grounded. In the trim left position, P3-25
quired is +3 mA.
Manual rud trim sw APC-65G Pilots and copilots Requires a three-position, center-off, rocker switch with two inde-
+RT (P1-25) rudder trim switches pendent poles. In the trim right position, P1-25 must receive +28
+LT (P3-25) V dc and P3-29 or P3-48 must be grounded. In the trim left posi-
tion, P3-25 must receive +28 V dc and P3-24 or P3-37 must be
grounded. Current required is +3 mA.
Copilots rud trim sw APC-65G Copilots rudder trim Requires a three-position, center-off, rocker switch with two inde-
–RT (P3-48) switch pendent poles. In the trim right position, P1-25 must receive +28
–LT (P3-37) V dc and P3-48 must be ground ed. In the trim left position, P3-25
quired is +3 mA.
FCP/APC data bus All FCP-65/65A Serial data from FCP.
+ (P3-35)
– (P3-31)
EFIS/APC data bus APC-65A/G EFIS Collins serial data bus (CSDB) from EFIS.
+ (P3-59)
– (P3-55)
ADS/APC data bus APC-65A/G ADS CSDB input data from ADS.
+ (P1-20)
– (P1-27)
AHRS/APC data bus APC-65A/G AHRS CSDB input data from AHRS.
+ (P1-29)
– (P1-33)
Spare/APC data bus APC-65A/G Spare Spare CSDB input data bus.
+ (P3-49)
– (P3-60)


UNITS
Rudder boost arm FYD and all Rudder boost switch +18 to +30 V dc valid, 0 to 3.5 V dc invalid. Input impedance is 10
(P2-31) APC except kA to signal ground.
199 and -299
AHRS rate select All +18 to +30 V dc valid, 0 to 3.5 V dc invalid. Input impedance is 10
(P2-42) kA to signal ground.
Rudder boost test All APC except +18 to +30 V dc valid, 0 to 3.5 V dc invalid. Input impedance is 10
(P2-27) –199, -299, A/G kA to signal ground.
Ele trim up feedback APC-65A/E/G 699K-( ) Trim Requires 1-Hz logic 1 pulses corresponding to the power pulses
I(P2-47) Adapter applied to the trim up winding of the trim actuator. Logic 1 is +18
II(P1-14) (1-Hz trim system) to +30 V dc and logic 0 is 0 to +3.5 V dc.
Ele trim dn feedback APC-65A/G 699K-( ) Trim Requires 1-Hz logic 1 pulses corresponding to the power pulses
I(P2-55) Adapter applied to the trim down winding of the trim actuator. Logic 1 is
II(P1-11) (1-Hz trim system) +18 to +30 V dc and logic 0 is 0 to +3.5 V dc.
Ele trim dn feedback APC-65E 699K-3 Requires logic 1 pulses corresponding to the power pulses applied
I(P2-55) Trim Adapter to the trim down winding of the trim actuator. Logic 1 is +18 to
II(P1-25) +30 V dc and logic 0 is 0 to +3.5 V dc.
Ele trim rate I APC-65G Trim servo Used with a 100-Hz trim system with an external tach. The rate is
+ (P2-47) measured during the 2 ms off-time of the servo motor by measur-
– (P2-55) ing the back emf.
Ele trim rate II APC-65G Trim servo Used with a 100-Hz trim system with an external tach. The rate is
+ (P1-14) measured during the 2 ms off-time of the servo motor by measur-
– (P1-11) ing the back emf.
Manual ele trim dis- APC-65E 699K-3 Requires a +28 V dc pulse to indicate when manual trim is used.
connect I Trim Adapter MAN TRIM DISC I disengages the trim actuator and lights the
(P2-35) red TRIM fail annunciator. MAN TRIM DISC II disengages the
auto pilot and trim actuator, the yaw damper stays engaged.
Manual ele trim dis- APC-65E 699K-3 Requires a +28 V dc pulse to indicate when manual trim is used.
connect II(P1-28) Trim Adapter MAN TRIM DISC I disengages the trim actuator and lights the
red TRIM fail annunciator. MAN TRIM DISC II disengages the
Ele trim engage mon APC-65A/E 699K-3 Trim Adapter +18 to +30 V dc engaged, 0 to +3.5 V dc disengaged. Input imped-
(P2-30) ance is 10 kA to signal ground.
Manual rud trim dis- APC-65G Trim Servo Requires a +28 V dc pulse to indicate when manual trim is used.
connect II MAN TRIM DISC I disengages the trim actuator and lights the
(P3-13) red TRIM fail annunciator. MAN TRIM DISC II disengages the
Rud trim eng mon APC-65G Not used in current configurations.

(P1-51)
Ele trim eng mon APC-65G Not used in current configurations.

(P2-30)
ANALOG OUTPUTS APPLICABLE DESTINATION CHARACTERISTICS

UNITS
Roll steering All ADI cmd bars 150 mV dc/degree of bank into a 1000A load. A positive signal on
RT (P3-39) P3-38 commands a left roll.
LT (P3-38)
Pitch steering All ADI cmd bars 150 mV dc/degree of pitch into a 1000A load. A positive signal on
DN (P3-43) P3-43 commands pitch down.
UP (P3-42)

LOGIC OUTPUTS APPLICABLE DESTINATION CHARACTERISTICS

UNITS
APC/FCP data bus All FCP-65/65A Serial data to FCP.

+ (P3-27)
– (P3-26)
EFIS bus All except FGC EFIS Collins serial data bus (CSDB) conforming to EIA RS-422A Elec-
+ (P1-11) -099, APC - trical Standards.
– (P1-29) 199/-299, and
APC-65A/G
APC/EFIS data bus APC-65A/G EFIS CSDB output data to EFIS.
+ (P3-51)
– (P3-50)
APC/spare data bus APC-65A/G Spare Spare CSDB output data bus.
+ (P3-1)
– (P3-9)
Bug slew All except ADS-80 Ground pulses used to slew synchronizer in response to vertical
UP (P1-39) APC-65A/ G control on APP-65A.
DN (P1-37)
ADS-65 test All ADS-65 +18 to +20 V dc initiates self test. 0 to +3.5 V dc is self test not.
(P1-52)
Vert accel test All NAC-80 +28 V dc through 10 kA source impedance initiates self test.
(P1-36)
Back LOC - All Back LOC relay Supplies ground (0 to +1.5 V dc) to back LOC relay during B/C
(P3-14) (REV) mode. Current must be limited to 100 mA dc.
Ele trim fail ann - APC APP-65A Supplies ground (0 to +1.5 V dc) to turn on red TRIM fail annun-
(P3-10) ciator.
AP fail ann - APC APP-65A Supplies ground (0 to +1.5 V dc) to turn on red AP fail annuncia-
(P3-11) tor.
AP disc discrete - APC-65A/G Aircraft alarm Supplies ground (0 to +1.5 V dc) to turn on an autopilot
(P3-19) system or Sonalert disconnect alarm.
alarm
AIL svo fail ann - All APC except APP-65A Supplies ground (0 to +1.5 V dc) to turn on A annunciator.
(P3-15) APC-
65A/H/G/J
AP ENG discrete APC-65H/J, Remote AP engage Supplies ground (0 to +1.5 V dc) to turn on a remote autopilot en-
(P3-15) FYD annunciator gaged annunciator.
Rud trim fail ann - APC-65G APP-65A Supplies ground (0 to +1.5 V dc) to turn on A annunciator.
(P3-15)
Elev svo fail ann - All APC except APP-65A Supplies ground (0 to +1.5 V dc) to turn on E annunciator.
(P3-34) APC-65A/G/J/
H (-XX5, -X30,
-119)
Yaw/Rud boost fail FYD-65 APP-65A or remote Supplies ground (0 to +1.5 V dc) to turn on R annunciator in
ann - APC-65A/G/J YAW fail annuncia- APP-65A or a remote YAW fail annunciator.
(P3-34) H (-XX5, -X30, tor
-119 only)
YAW svo fail ann - All APC except APP-65A Supplies ground (0 to +1.5 V dc) to turn on R annunciator.
(P3-50) APC-65A/G


UNITS
Elev trim svo fail All APC except APP-65A Supplies ground (0 to +1.5 V dc) to turn on T annunciator.
ann - APC-65A/G/J
(P3-51) H (-XX5, -X30,
-119)
YD ENG ann FYD 65 Remote YD ENG an- Supplies ground (0 to +1.5 V dc) to turn on a remote yaw damper
(P3-51) APC-65J/ nunciator engaged annunciator.
H (-XX5, -X30,
-119 only)
SERVO OUTPUTS APPLICABLE DESTINATION CHARACTERISTICS

UNITS
Motor drive Each servo motor is driven by current pulses from a power tran-
Roll +( P2-10) APC Roll servo sistor bridge circuit on the associated servo card. Width of the cur-
–(P2-14) rent pulses is a function of the servo loop error and the pro-
grammed limits for maximum torque limiting.
Pitch +(P2-9) APC Pitch servo
–(P2-13)
Yaw +(P2-12) APC, FYD Rudder servo
–(P2-16)
Ele trim +(P2-11) All APC except Elevator trim servo
–(P2-15) APC-65A/E/G
Rud trim +(P2-27) APC-65G Rudder trim servo
–(P2-35)
Elev trim outputs APC-65A/E/G 699K-( ) Trim Supplies the +28-V pulses used to control the power relays re-
UP ARM +(P2-11) Adapter or relay quired to drive the air craft trim actuator. Width of the pulses is a
DN ARM +(P2-15) system function of the servo loop error and the programmed limits for
UP CMD –(P2-39) maximum torque limiting. 1-Hz system.
DN CMD –(P2-43)
Engage clutch drive All APC Roll servo +28 V dc and ground signals are generated on each servo card to
Roll +(P2-18) engage (and disengage) the solenoid operated engage clutch in
–(P2-22) each servo
Pitch +(P2-17) All APC Pitch servo Note
–(P2-21) Both + and – outputs are controlled and must be isolated from
signal and power ground.
Yaw +(P2-20) All APC Rudder servo
–(P2-24)
Elev trim +(P2-19) All APC Elevator trim servo
–(P2-23)
Rud trim +(P2-34) APC-65G Rudder trim servo
–(P2-38)
POWER OUTPUTS APPLICABLE DESTINATION CHARACTERISTICS

UNITS
Digital gnd All FCP-65/65A

(P3-46)
+12 V dc All ADS-65, APP-65A Regulated +12 V dc
(P3-28) and NAC-80
–12 V dc All ADS-65, APP-65A Regulated –12 V dc
(P3-47) and NAC-80

POWER OUTPUTS APPLICABLE DESTINATION CHARACTERISTICS

UNITS
+5 V dc dig pwr All FCP-65/65A Regulated +5 V dc

(P3-18)
+5 V dc ann pwr All except FCP-65/65A Regulated +5 V dc
(P3-19) APC-65A/G
+28 V dc mode pwr All FCP-65/65A and Regulated +28 V dc
(P3-23) APP-65A
pwr gnd All FCP-65/65A and Ground return for mode annunciators.
(P3-22) APP-65A
Table 1-27. APP-65A Input/Output Specifications.
ANALOG INPUTS APPLICABLE SOURCE/ CHARACTERISTICS

UNITS DESTINATION
Turn knob APP-65A APC 2-wire dc polarity reversing proportional to movement of turn knob.
+ (P1-27) Circuit load is 20k. Right bank commanded when P1-27 is positive
– (P1-25) voltage with respect to P1-25.

UNITS
AP engage + APP-65A APC +28 V dc pulse provided by momentary-action AP ENG pushbutton

(P1-35) for push-on/push-off operation.
Yaw engage + APP-65A APC +28 V dc pulse provided by momentary-action YAW ENG
(P1-37) pushbutton for push-on/push-off operation. Not available with
CPN 622-6684-011.
Soft ride + APP-65A FCP +28 V dc pulse provided by momentary-action SR pushbutton for
(P1-23) push-on/push-off operation.
Half bank + APP-65A FCP +28 V dc pulse provided by momentary-action ½φ (bank) pushbutton
(P1-24) for push-on/push-off operation.
Vertical trim APP-65A FCP +28 V dc output provided by momentary-action 2-way pushbutton
Up (P1-20) rocker switch.
Down (P1-21)
Roll out of detent APP-65A FCP +28 V dc output indicates turn knob is out of center detent.
(P1-29)

UNITS
Soft ride ann APP-65A FCP Ground lights green SR annunciator. Indicates soft ride mode is se-
(P1-7) lected.
Trim ann APP-65A FCP Ground lights amber or white (varies with model) TRIM annuncia-
(P1-12) tor. Indicates trim system is currently operating, in motion.
Half bank ann APP-65A FCP Ground lights green ½φ (half bank) annunciator. Indicates selection
(P1-17) of half bank mode.
AP DIS ann APP-65A FCP Ground lights amber AP DIS annunciator. Indicates autopilot is dis-
(P1-15) engaged.
YAW DIS ann APP-65A FCP Ground lights amber YAW DIS annunciator. Indicates Yaw damper
(P1-18) is disengaged.

Table 1-27. APP-65A Input/Output Specifications.

UNITS
AP engage ann APP-65A FCP Ground lights green AP ENG annunciator. Indicates autopilot is en-
(P1-16) gaged.
YAW engage ann APP-65A FCP Ground lights green YAW ENG annunciator. Indicates yaw damper
(P1-19) is engaged.
Trim fail ann APP-65A APC (via FCP) Ground lights red TRIM fail annunciator. Indicates a trim system
(P1-11) failure.
AP fail ann APP-65A APC (via FCP) Ground lights red AP fail annunciator. Indicates an autopilot system
(P1-13) failure.
AIL svo fail ann APP-65A All APC except Ground lights amber A annunciator. Indicates an aileron servo test
(P1-2) APC-65A/G/J/ failure.
H (-XX5, -X30,
-119)
Ele svo fail ann APP-65A All APC except Ground lights amber E annunciator. Indicates an elevator servo test
(P1-3) APC-65A/G/J/ failure.
H (-XX5,-X30,
-119)
Rudder svo fail ann APP-65A APC-65A/G Ground lights amber R annunciator. Indicates a rudder servo test
(P1-4) failure.
YAW svo fail ann APP-65A All APC except Ground lights amber R annunciator. Indicates a rudder servo test
(P1-4) APC-65A/G failure.
Trim svo fail ann APP-65A All APC except Ground lights amber T annunciator. Indicates a trim servo test fail-
(P1-10) APC-65A/G/J/ ure
H (-XX5,-X30,
-119)
Test + (P1-1) APP-65A +5-V dc input to light the A, E, R, and T annunciators. Not applica-
ble to units later than revision G.
POWER INPUTS APPLICABLE SOURCE CHARACTERISTICS

UNITS
Panel light power APP-65A Aircraft dimmer +28 V dc, 0.16A maximum or 5 V dc, 0.92A maximum.
+ (P1-8) system
– (P1-9)
Annunciator power APP-65A FCP or aircraft +28 V dc at 250 mA maximum. Variable dc input to dim annunciator
+ (P1-5) dimmer system lamps. Input from either aircraft dimmer system or FCP dimmer
power output (P1-32).
+12 V dc APP-65A APC Regulated +12 V dc excitation voltage for turn knob.
(P1-26)
–12 V dc APP-65A APC Regulated –12 V dc excitation voltage for turn knob.
(P1-28)
+28 V dc mode pwr APP-65A APC (via FCP) Regulated +28 V dc at 30 mA maximum.
(P1-33)
Annunciator pwr gnd APP-65A APC (via FCP) Ground return for mode annunciators
(P1-6)
Chassis gnd APP-65A Aircraft system
(P1-31)

Table 1-28. FCP-65/65A Input/Output Specifications

UNITS
FCP/APC data bus FCP-65/65A APC Serial data to APC.

transmit
+ (P1-25)
– (P1-41)
AP engage + FCP-65A only APC +28 V dc pulse provided by momentary-action pushbutton for push-
(P1-20) on/push-off operation. .
Yaw engage + FCP-65A only APC +28 V dc pulse provided by momentary-action pushbutton for push-
(P1-21) on/push-off operation.
In-view-bias FCP-65/65A ADI system +28 V dc, 5mA maximum load current when mode selected
(P1-27) 0 V dc = mode not selected
APPR mode + FCP-65/65A APC +28 V dc, 5mA maximum load current when mode selected
APPR mode – FCP-65 (-008, APC Ground valid with 500-mA capability during APPR mode (low
(P1-18) -010 thru -027) impedance output)
HDG mode + FCP-65/65A APC +28 V dc, 5mA maximum load current when mode selected
Comp monitor + FCP-65/65A ADI system +28 V dc, 5mA maximum load current when mode selected
V/S hold mode + FCP-65/65A Air data system +28 V dc, 5mA maximum load current when mode selected
IAS hold mode + FCP-65/65A Air data system +28 V dc, 5mA maximum load current when mode selected
ALT hold mode + FCP-65/65A Air data system +28 V dc, 5mA maximum load current when mode selected
ADC-80 IAS hold FCP-65 (-008, APC +28 V dc, 5mA maximum load current when mode selected
mode -010 thru -027) 0 V dc = mode not selected
(P1-5)
VNAV mode + FCP-65 (-008, APC +28 V dc, 50mA maximum load current when mode selected
(P1-9) -010 thru -024) 0 V dc = mode not selected
Trim motion ann FCP-65/65A APP Supplies a ground (0 to +1.5 V dc) to light the amber (or white)
(P1-29) TRIM annunciators.
Half bank ann FCP-65/65A APP Supplies a ground (0 to +1.5 V dc) to light the green ½φ annuncia-
(P1-49) tors.
AP DIS ann FCP-65/65A APP Supplies a ground (0 to +1.5 V dc) to light the amber AP DIS
(P1-48) annunciators.
Yaw DIS ann FCP-65/65A APP Supplies a ground (0 to +1.5 V dc) to light the amber YAW DIS
Soft ride ann FCP-65/65A APP Supplies a ground (0 to +1.5 V dc) to light the green SR annuncia-
(P1-46) tors.
AP engage ann FCP-65/65A APP Supplies a ground (0 to +1.5 V dc) to light the green AP ENG
Yaw engage ann FCP-65/65A APP Supplies a ground (0 to +1.5 V dc) to light the green YAW ENG
VNAV arm FCP-65/65A MAP-65 only Supplies a ground (0 to +1.5 V dc) to light the green VNAV mode


UNITS
APC/FCP data bus FCP-65/65A APC Serial data from APC.

receive
+ (P1-40)
– (P1-39)
Preselect motion FCP-65/65A Altitude preselector Ground indicates ALT SEL knob on the altitude preselector is
(P1-37) turning. An open indicates the knob is stationary.
AP fail ann FCP-65/65A APC Supplies a ground (0 to +1.5 V dc) to light the red AP fail annun-
(P1-50) ciators.
Trim fail ann FCP-65/65A APC Supplies a ground (0 to +1.5 V dc) to light the red TRIM fail an-
(P1-45) nunciators.
VNAV capture FCP-65 (-008, APC +28 V dc valid
(P1-24) -010 thru -024)
VNAV coupled FCP-65 (-008, APC +28 V dc valid
(P1-7) -010 thru -024)
VNAV flag FCP-65 (-008, APC +28 V dc valid
(P1-3) -010 thru -024)
VNAV button FCP-65 (-008, APC +28 V dc pulse provided by momentary action pushbutton for push-
(P1-10) -010 thru -024) on/push-off operation.
Sync FCP-65/65A Aircraft system +28 V dc pulse provided by momentary action pushbutton for push-
Go-around FCP-65/65A Aircraft system +28 V dc pulse provided by momentary action pushbutton for push-
Soft ride FCP-65/65A APP +28 V dc pulse provided by momentary action pushbutton for push-
Half bank FCP-65/65A APP +28 V dc pulse provided by momentary action pushbutton for push-
Vertical trim FCP-65/65A APP +-28 V dc pulse provided by momentary action pushbutton to
Up (P1-36) increase or decrease pitch attitude.
Down (P1-2)
Roll detent FCP-65/65A APP +28 V dc input to indicate turn knob is out of the center detent po-
(P1-23) sition. 0 V (open) indicates turn knob is in detent.

UNITS
+5 V dc ann pwr FCP-65/65A APC Regulated +5 V dc.

(P1-4)
+28 V dc mode pwr FCP-65/65A APC Regulated +28 V dc.
(P1-17)
Panel lamps FCP-65/65A APP or aircraft 5 V dc, 0.8A or +28 V dc, 0.14A maximum
+ (P1-13) dimmer system
– (P1-30)
Ann dimmer power FCP-65/65A 28-volt, 1.7-kHz, variable width pulse output to power annuncia-
out (P1-32) tors. Strapped to P1-12 when used. Not used if annunciators are
connected to a common aircraft dimming bus.
Ann dimmer power FCP-65/65A Variable dc input to dim annunciator lamps. Input from aircraft
in (P1-12) system or strapped to annunciator dimmer power out (P1-32).
Ann pwr gnd FCP-65/65A APC Ground return for annunciators.
(P1-43)


UNITS
Digital common FCP-65/65A APC

(P1-1)
Chassis gnd FCP-65/65A Aircraft system
(P1-35)
Data bus shields FCP-65/65A APC
(P1-26, P1-42)

This page intentionally blank.

523-0771864-006118

Installation
Table of Contents
Paragraph Page
2.1 GENERAL ................................................................................................................................................................ 2-1

2.2 UNPACKING AND INSPECTING EQUIPMENT ................................................................................................ 2-1
2.3 SPECIAL INSTRUCTIONS.................................................................................................................................... 2-1
2.4 PLANNING .............................................................................................................................................................. 2-2
2.4.1 Strapping Options.......................................................................................................................................................... 2-2
2.4.2 Loading Considerations................................................................................................................................................. 2-3
2.4.3 Cooling Considerations.................................................................................................................................................. 2-3
2.5 CABLING INSTRUCTIONS ................................................................................................................................... 2-4
2.5.1 General ........................................................................................................................................................................... 2-4
2.5.2 Connector Contact Assembly and Installation............................................................................................................. 2-5
2.6 INSTALLATION PROCEDURES .......................................................................................................................... 2-6
2.6.1 APC-65( ) Autopilot Computer/FGC-65( ) Flight Guidance Computer/FYD-65 Flight Guidance/Yaw Damper ...... 2-6
2.6.2 APP-65A Autopilot Panel/FCP-65/65A Flight Control Panel .................................................................................... 2-10
2.6.3 MAP-65 Mode Annunciator Panel .............................................................................................................................. 2-10
2.6.4 ADS-65/65C Air Data Sensor ...................................................................................................................................... 2-10
2.6.5 CWC-65 Comparator Warning Computer .................................................................................................................. 2-11
2.6.6 YRS-65 Yaw Rate Sensor ............................................................................................................................................ 2-11
2.6.7 SSS-65 Slip/Skid Sensor .............................................................................................................................................. 2-11
2.6.8 NAC-80 Vertical Accelerometer .................................................................................................................................. 2-12
2.6.9 332D-11T Vertical Reference ...................................................................................................................................... 2-12
2.6.10 699K-3/4 Trim Adapter.............................................................................................................................................. 2-13
2.6.11 SVO-65 Servo/SMT-65( ) Servo Mount and SVO-85B Servo/SMT-85B Servo Mount ............................................ 2-13
2.7 SERVO MOUNT CLUTCH ADJUSTMENT PROCEDURE ............................................................................... 2-14
2.8 POSTINSTALLATION TESTS ............................................................................................................................ 2-16
2.8.1 Test Equipment............................................................................................................................................................ 2-16
2.8.2 Navigation Receiver Loading Check ........................................................................................................................... 2-16
2.8.3 Flight Guidance System Tests .................................................................................................................................... 2-16
2.8.4 Autopilot System Tests................................................................................................................................................ 2-21
2.8.5 Yaw Damper Tests....................................................................................................................................................... 2-25
NOTICE: This section replaces fifth edition dated 2 April 1992.

Page No Issue
* Title ..........................................15 Aug 98
* 2-1 thru 2-27 .............................15 Aug 98
* 2-28 Blank ................................15 Aug 98
* 2-29 ...........................................15 Aug 98
* 2-30 Blank ................................15 Aug 98
* 2-31 thru 2-33 ...........................15 Aug 98
* 2-34 Blank ................................15 Aug 98
* 2-35 thru 2-37 ...........................15 Aug 98
* 2-38 Blank ................................15 Aug 98
* 2-39 thru 2-41 ...........................15 Aug 98
* 2-42 Blank ................................15 Aug 98
* 2-43 thru 2-47 ...........................15 Aug 98
* 2-48 Blank ................................15 Aug 98
* 2-49 thru 2-67 ...........................15 Aug 98
* 2-68 Blank ................................15 Aug 98
* 2-69 thru 2-116 .........................15 Aug 98


1st Ed 1 Apr 82 None
2nd Ed 1 Jul 83 None
1 19 Apr 95 None
4th Ed 10 Dec 86 None

section II
installation
2.1 GENERAL
This section provides the information required to properly install the units in the APS-65 Autopilot, FGS-65
Flight Guidance, and FYDS-65 Flight Guidance/Yaw Damper Systems. Several system interconnect dia-
grams, all applicable outline and mounting, applicable connector diagrams, and a postinstallation test pro-
cedure are provided to ensure proper operation after installation.
Warning
Rockwell Collins, Inc. does not take the responsibility for certification of the APS-65 or FYDS-65
when used with equipment other than those covered by the Collins Avionics safety analysis. The
APS-65 Autopilot System and FYDS-65 Flight Guidance/Yaw Damper Systems have been certified
with a safety analysis based on the use of the 332D-11T attitude system. The use of any other atti-
tude system requires a new safety analysis to ensure that the safety requirements of the autopilot
system are met.
Note
The information and instructions provided in this section are recommendations and do not necessar-
ily correspond with any actual aircraft installation and wiring. This section cannot be used in place
of a supplemental type certificate (STC) or type certificate (TC).
2.2 UNPACKING AND INSP ECTING EQUIPMENT
Unpack equipment carefully and inspect each unit for possible shipping damage. If damage exists, promptly
file a claim with the transportation company and save all shipping containers and packing materials as
proof of shipping damage. If no damage can be detected, replace packing materials in the shipping contain-
ers and save for future use (such as storage or reshipment).
Check the equipment received against the packing list to ensure that all of the equipment has been received.
2.3 SPECIAL INSTRUCTION S
The following special instructions must be followed to ensure proper installation of the APS-65( ), FGS-65, or
FYDS-65.
Warning
Improper operation may occur if the following instructions are not followed.
a. Refer to the particular aircraft STC or TC drawings for specific aircraft wiring and equipment location
information.

installation 523-0771864
b. The MCS-65 Magnetic Compass System must be installed in accordance with the instructions given in
the MCS-65 Magnetic Compass System Installation Manual (523-0771835).
c. The 332D-11T Vertical Reference must be located as close as possible to the aircraft center of gravity as
defined in the aircraft STC or TC. The arrow on the top of the unit must point in the direction of flight,
and the center line of the gyro must be within 1 degree of the aircraft center line. The gyro must also be
leveled to within ±0.25 degree of the aircraft level reference.
d. The SSS-65 Slip/Skid Sensor must be located in a temperature-controlled area in accordance with the
particular aircraft STC or TC. Refer to paragraph 2.6.7 for special leveling requirements for the sensor.
e. The NAC-80 must be located as close as possible to the aircraft center of gravity as defined in the air-
craft STC or TC. The arrow on the side of the unit must be aligned with the vertical axis of the aircraft.
f. The ADS-65( ) Air Data Sensor must not be installed in the inverted position or with the static and pitot
connectors pointing up.
2.4 PLANNING
Proper and careful planning of the system and any associated equipments prior to installation is essential
for reliable performance and easy maintenance. The following is a partial list of items to consider while
planning an installation:
a. Single or dual installation.

b. Type of attitude director indicator (ADI) to be used.
c. Type of horizontal situation indicator (HSI) to be used.
d. Type of navigation receiver to be used.
e. Equipment locations in airframe, instrument panel, and control console. Refer to particular aircraft STC
or TC drawings for details.
f. Type of flight control panel (FCP-65 or FCP-65A) used.
g. Compatibility with other equipment - loading considerations.
2.4.1 Strapping Options
All connector straps should be kept as short as possible, preferably under 75-mm (3-in).
2.4.1.1 Configuration Strapping
The APC-65( ) Autopilot Computer, FYD-65 Flight Guidance/Yaw Damper, and FGC-65( ) Flight Guidance
Computer contain a configuration module that determines the last three digits of the Collins part number
(status) of the computers. The configuration module is marked with the modifying status number which is
visible through a window in the top of the computer. The configuration module contains the custom pro-
grammed parameters required by a specific aircraft with a specific complement of equipment as listed in the
associated aircraft TC or STC. The status of some computers can be changed by replacing the configuration
module provided the status of the basic computer and the configuration module are comparable. However,
changing the configuration module must be performed in an authorized service center since the cover on the
computer must be removed.
A unique interlock code is assigned to each aircraft in which an APC-65( ), FGC-65( ), or FYD-65 is used.
This ensures that only a computer with the correct configuration module will function. The interlock code is
defined by the aircraft interconnect wiring by applying either +28 V dc or ground to each of six logic inputs
to the computer. The interlock code is equal to the binary equivalent of the status number (last three digits)
of the configuration module part number. As an example, Table 2-1 lists the interlock code for various
statuses of the APC-65( ). The first digit of the status number is shown as an X and is to be ignored. The
highest interlock code that can be assigned is 99. A complete list of the computer statuses covered by this
manual is provided in the general information section.

2.4.1.2 APC-65A/G Strapping
Two additional strapping options are provided in the APC-65A/G Autopilot Computers to enable the digital
EFIS and ADS buses. Rear connector pin P1-43 must be connected to +28 V dc at P3-3 to read data on the
digital EFIS bus (P3-59/55). This input should be connected to ground at P3-7 if a digital EFIS is not used.
Grounding P1-43 enables the NAV and GS super flag input at P3-4 and P3-12.
Rear connector pin P3-40 must be connected to +28 V dc at P3-3 to read data on the digital ADS bus
(P1-20/27). This input must be connected to ground at P3-7 if a digital air data system is not used.
2.4.2 Loading Considerations
The loading considerations for the input and output signals of the APC-65( ), FGC-65( ), and FYD-65 are de-
scribed in Table 1-26 provided in the General Information section of this manual.
2.4.3 Cooling Considerations
The APC-65( ), FGC-65( ), and FYD-65 perform properly with convection cooling at ambient air tempera-
tures up to +70 °C (+158 °F). However, as with all electronic equipment, lower operating temperatures ex-
tend equipment life. On the average, reducing the operating temperature by 15 to 20 °C (25 to 35 °F) doubles
the mean time between failure (MTBF).
Units tightly packed in the radio rack heat each other through radiation, convection, and sometimes by di-
rect conduction. If space permits, separate the units from each other to significantly improve reliability.
Even a single unit operates at a much higher temperature in still air than in moving air. Fans or some other
means of moving the air around electronic equipment are usually a worthwhile investment. If a form of ram
air cooling is installed, make certain that rainwater cannot enter and be sprayed on the equipment.
Table 2-1. APC-65 Autopilot Computer Interlock Codes.
CONFIGURATION
APC-65( ) MODULE *CONNECTOR P1 INTERLOCK PINS
COLLINS PART NO COLLINS PART NO
41 40 44 56 53 60
622-5796-X01 634-3076-X01 0 0 0 0 0 1
622-8315-X02 634-3076-X02 0 0 0 0 1 0
622-8434-X03 634-3076-X03 0 0 0 0 1 1
622-5796-X04 634-3076-X04 0 0 0 1 0 0
622-9724-X05 634-3076-X05 0 0 0 1 0 1
622-5796-X06 634-3076-X06 0 0 0 1 1 0
622-5796-X07 634-3076-X07 0 0 0 1 1 1
622-5796-X08 634-3076-X08 0 0 1 0 0 0
622-5796-X09 634-3076-X09 0 0 1 0 0 1
622-5796-X10 634-3076-X10 0 0 1 0 1 0
622-5796-X11 634-3076-X11 0 0 1 0 1 1
622-5796-X12 634-3076-X12 0 0 1 1 0 0
622-5796-X13 634-3076-X13 0 0 1 1 0 1
622-5796-X14 634-3076-X14 0 0 1 1 1 0
622-5796-X15 634-3076-X15 0 0 1 1 1 1

Table 2-1. APC-65 Autopilot Computer Interlock Codes.
CONFIGURATION
APC-65( ) MODULE *CONNECTOR P1 INTERLOCK PINS
COLLINS PART NO COLLINS PART NO
41 40 44 56 53 60
622-5796-X16 634-3076-X16 0 1 0 0 0 0
622-9724-X17 634-3076-X17 0 1 0 0 0 1
**622-7890-018 827-4528-001 0 1 0 0 1 0
**622-7890-118 827-4528-002 0 1 0 0 1 0
622-5796-X19 634-3076-X19 0 1 0 0 1 1
622-5796-X20 634-3076-X20 0 1 0 1 0 0
622-9046-X22 634-3076-X22 0 1 0 1 1 0
622-9267-X27 634-3076-X27 0 1 1 0 1 1
622-9785-X32 634-3076-X32 1 0 0 0 0 0
* 0 = ground **Special case. Use 18 for interlock code regardless of configuration

1 = +28 V dc module CPN.
2.5 CABLING INSTRUCTIO NS
2.5.1 General
Interconnect cables should be prepared in accordance with the interconnect information provided in the ap-
plicable aircraft TC or STC. The interconnect diagrams in this section are provided for general information
and do not represent any particular aircraft. The interconnect diagrams in Figure 2-2 through Figure 2-11
are simplified and do not show all of the detailed information required to minimize high intensity radiated
field (HIRF) and lightning hazards. Refer to Figure 2-12 and Figure 2-13 for this information.
Figure 2-12 and Figure 2-13 also provide interconnect information with unique tie point numbers. These tie
point numbers identify common electrical points within the APS/FGS system and between the APS/FGS sys-
tem and other systems and units. For example, tie point number 208 is assigned to the compass valid + in-
put to the APC/FGC/FYD computer. This same tie point number is also assigned to the compass monitor HL
output from the DGS-65 in the interconnect diagrams in the MCS-65 Installation Manual. Either Figure 2-
12 and Figure 2-13 should always be used when working with systems using the APC-65A or APC-65G.
The interconnect diagrams provided in this section are listed below:
FIGURE NO SYSTEM INTERCONNECT
Figure 2-2 FGS-65 Flight Guidance System with ADI-84A and HSI-70
Figure 2-3 APS-65 Autopilot System with ADI-84A and HSI-70
Figure 2-4 APS-65 Autopilot System with ADI-84A and HSI-84
Figure 2-5 APS-65 Autopilot System with ADI-84A and EHSI-74
Figure 2-6 APS-65 Autopilot System with Dual AHS-85 Attitude Heading System
Figure 2-7 APS-65 Autopilot System with ADI-84A, EHSI-74, ADC-80( ), and VNI-80( )
Figure 2-8 MAP-65 Mode Annunciator Panel

Figure 2-9 FCP-65A Flight Control Panel

Figure 2-10 CWC-65 Comparator Warning Computer
Figure 2-11 APS-65( ) Autopilot System Rudder Boost
Figure 2-12 Single APS-65( ) Autopilot System with Tie Points
Figure 2-13 Dual APS-65( ) Autopilot System with Tie Points
The mounts, mating connectors, and connector contacts required to install the units in the system are listed
in Table 2-2. Table 2-3 lists the contents of any kits that are required for installation. Table 2-4 lists the spe-
cial tools required for installation. Figure 2-41 through Figure 2-56 show the mating connector pin assign-
ments for the units in the systems.
During preparation of the interconnect cables, observe the following precautions:
Warning
Ensure that the aircraft battery master switch is turned off before installing any of the interconnect
cabling.
a. The minimum wire size for power lines is #22 AWG. #24 AWG wire can be used for all other lines.
Note
Aircraft approved wire must always be used and extra care must be used when selecting any wire
smaller than #22 AWG.
b. Read all notes on drawings and interconnect diagrams before making the wiring harness.
c. Bond and shield all parts of the aircraft electrical system, such as generator and ignition systems.
d. Keep the interconnect cables away from circuits carrying heavy current, pulse-transmitting equipment,
and other sources of interference.
e. Make all external connections of the equipment through the designated connectors listed in Table 2-2.
f. For balanced connections, use twisted-pair shielded wiring for minimum pickup of electrostatic and
magnetic fields. Avoid long runs of wire and keep input and output circuits separated as much as possi-
ble.
g. All interconnect wires and cables should be marked in accordance with the Aircraft Electronics Associa-
tion Wire Marking Standard provided in the Collins Installation Practices Manual CPN 523-0775254.
h. Avoid excessive cable lengths, but allow sufficient slack for movement due to vibration and for equip-
ment removal.
i. After installation of the cables in the aircraft, and before installation of the equipment, check to ensure
that aircraft power is applied only to the pins specified on the interconnect diagrams and that all other
wires and shields are properly terminated.
2.5.2 Connector Contact Assem bly and Installation
For more detailed instructions on contact crimping, contact insertion, and contact extraction refer to the
Collins UMT-( ) Mount and Thinline II Connectors manual (523-0772277).
Note
Each connecting wire must be crimped in the contact so the crimped portion of the contact can enter
the connector shell. The crimped portion must enter the shell to provide positive locking of contact in
the shell.

2.5.2.1 Contact Crimping Instru ctions
a. Strip approximately 3.2 mm (0.125 in) of insulation from each interconnect wire.
b. Place the contact into crimp tool (refer to Table 2-4 for part number) and gently close handles until the
contact is held in place without deforming either the wire or insulation barrels.
c. Hold wire straight and insert stripped portion as far as possible into wire barrel of contact pin. Bare wire
should extend beyond the front of the wire barrel, but no more than 0.8 mm (1/32 in). Insulation should
be aligned with the insulation barrel.
d. Hold the wire in place and complete the crimp by closing the crimping tool handles until the ratchet re-
leases.
e. Remove the crimped contact from the crimping tool.
Note
Be sure that the wire insulation has not been crimped into the wire barrel. The end portions of the
insulation barrel should meet after crimping to form a complete loop. The wire barrel section of the
contact should be completely closed after crimping.
2.5.2.2 Contact Insertion Instru ctions
a. Use insertion tool (refer to Table 2-4 for part number) and insert each wired contact into the proper con-
nector hole from the rear and press until locked.
b. Pull gently on each wire to ensure that the pin is properly locked into the connector. Refer to Figure 2-41
through Figure 2-56 for the rear connector pin locations and functions diagrams.
2.5.2.3 Contact Extraction Instr uctions
a. From the mating side of the connector, insert the extraction tool (refer to Table 2-4 for part number) as
far as possible into the cavity containing the contact to be removed.
b. Push the ejector plunger of the extraction tool forward, holding the handle in position to keep the tool
from backing out of the connector.
c. Holding the tool in position, grasp the wire and gently pull the contact free from the connector.
2.6 INSTALLATION PROCE DURES
The following paragraphs provide instructions for installing the equipment comprising the APS-65, FGS-65,
and FYDS-65 systems. Refer to the applicable equipment installation manuals for installation information
for the compass system, ADI, HSI, navigation receiver, and other associated equipment.
Warning
Ensure that the aircraft master battery switch is turned off before installing any equipment or inter-
connect cables.
2.6.1 APC-65( ) Autopilot Comp uter/FGC-65( ) Flight Guidance Computer/FYD-65 Flight

Guidance/Yaw Damper
2.6.1.1 Location
The APC-65( ), FGC-65( ), or FYD-65 is normally mounted in the radio equipment rack with either the UMT-
13 Universal Mount (CPN 622-5213-001) or the 390R-20 Universal Mounting Kit (CPN 622-1196-301). Refer
to Table 2-2 for specific mount, mating connector, and contact information. Refer to Figure 2-14 through
Figure 2-19 for outline and mounting diagrams of the computers and the mounts.

2.6.1.2 Installation
a. Install the universal mount and connector kit(s) (see Table 2-2) according to the procedures given in the
Collins UMT-( ) Mount and Thinline II Connectors manual (523-0772277) and the applicable outline and
mounting diagrams, Figure 2-14 through Figure 2-19.
b. Verify all interconnect wiring before proceeding. Make sure that +28-V dc input power is applied only to
pins J2-5, J2-6, J2-7, J2-8, and J3-3.
c. Turn off the aircraft power and slide the computer into the mount until the mating connectors are fully
engaged.
d. Position the knurled knobs on the front of the mount to engage the unit mounting projections and
tighten the knurled knobs.
e. Press on the front panel to ensure that the unit is fully seated in the mount. Retighten the knurled
knobs until the unit is secure in the mount.
f. Ensure that a good electrical bond exists between the unit and mount.
Table 2-2. Equipment Mating Connectors.
MATING CONNECTOR
EQUIPMENT TYPE
MANUFACTURER PART NUMBER COLLINS PART NO
ADS-65
Connector J1, J2 Cannon DBMA25S-A183-FO 371-0213-030
Crimp contacts (46 reqd) Cannon 031-1007-067 371-0213-110
Latch and hood (2 reqd) Positronics MD25-000-J-VL-464.3 371-0399-260
Keying kit (2 reqd) 629-8381-001
Pitot fitting, 900, no 4 (2 reqd) MS51527B4S 332-1922-170
or
Pitot fitting, no 4 (2 reqd) MS24392-4D 332-0395-000
O-Ring, no 4 (2 reqd) MS28778-4 200-2333-030
Static fitting, 900, no 6 (2 reqd) MS51527B6S 332-1922-180
or
Static fitting, no 6 (2 reqd) MS24392-6D 332-0389-000
O-Ring, no 6 (2 reqd) MS28778-6 200-2333-050
ADS-65C
Connector J1, J2 Cannon DBMA25S-A183-FO 371-0213-030
Latch and hood Positronics MD25-000-J-VL-464.3 371-0399-260
Keying kit 629-8381-001
Pitot fitting, 900, no 4 MS51527B4S 332-1922-170
or
Pitot fitting, no 4 MS24392-4D 332-0395-000
O-Ring, no 4 MS28778-4 200-2333-030
Static fitting, 900, no 6 MS51527B6S 332-1922-180
or
Static fitting, no 6 MS24392-6D 332-0389-000
O-Ring, no 6 MS28778-6 200-2333-050
APC-65( )/FYD-65
Connector kit J1, J2, J3 (See Table 2-3)
Use with UMT-13 (3 kits reqd) 634-1021-001
Use with 390R-20 (1 kit reqd) 634-3160-002
Crimp contacts (180 regd)
0.060-in dia insulation 372-2514-110
0.060 to 0.080-in dia insulation 372-2514-180
APP-65A
Connector J1 Cannon DCMA37S-A183-FO 371-0213-040
Keying kit 629-8381-001

Table 2-2. Equipment Mating Connectors.
MATING CONNECTOR
EQUIPMENT TYPE
MANUFACTURER PART NUMBER COLLINS PART NO
CWC-65
Connector J1 Cannon DBMA25S-A183-FO 371-0213-030
FCP-65/65A
Connector J1 Cannon DDMA50S-A183-FO 371-0213-050
FGC-65( ) without RNAV

Connector kit J1, J3 (See Table 2-3)
Use with UMT-13 (2 KITS reqd) 634-1021-001
Crimp contacts (120 reqd)
FGC-65( ) with RNAV

Connector kit J1, J2, J3 (See Table 2-3)
Use with UMT-13 (3 KITS reqd) 634-1021-001
Crimp contacts (180 reqd)
FYD-65 - See APC-65( )
MAP-65
Connector J1 Cannon DBMA25S-A183-FO 371-0213-030
Keying kit 629-8381-001
NAC-80
Connector J1 Positronics SGM7F-SC-E1J50 372-2292-010
Strain relief hood 372-1701-000
SSS-65
Connector J1 MS3126F10-6S 359-0301-010
SVO-65
Connector J1 MS3126F12-10S 359-0301-050
SVO-85B
Connector J1 MS3126F14-195W 359-0301-240
YRS-65
Connector J1 Ted Mfg B1700 368-0404-010
332D-11T
Connector J1 MS3126F18-32S 359-0301-400
699K-3/4
Connector J1 Cannon DDMM-24W7S 371-0358-390
Screw lock Cannon D20420-98 371-0040-040
Socket, 12 AWG, 20 A (7 reqd) Cannon DM53744-25
Strain relief Cannon DD24661 377-0148-000

Table 2-3. Connector Kit Contents.
CONNECTOR KIT COLLINS PART

PART NUMBER PART DESCRIPTION NUMBER QTY
634-1021-001 Thinline II connector, male, 60-pin 634-1112-001 1

Fastener insert 334-2117-010 2
Keyway 634-1116-001 2
Keyway retainer 634-1117-001 3
Cap screw, hex, 4-40 x 0.375 324-2604-000 2

Connector plate assy 634-1130-016 1
Connector spacer 634-1128-001 4
Keyway 634-1116-001 4
Cap screw, hex, 4-40 x 0.5 324-2605-000 4
Washer, flat, no 4 310-0779-030 2

Connector plate assy 634-1130-016 1
Connector spacer 634-1128-001 4
Keyway 634-1116-001 6
Cap screw, hex, 4-40 x 0.5 324-2605-000 6
Washer, flat, no 4 310-0779-030 2
629-8381-001 Keying plug 629-8339-001 2
Table 2-4. Mating Connector Contacts and Special Tools.
MATING CONNECTOR ASSOCIATED SPECIAL TOOLS

EQUIPMENT CONTACTS
USED ON
COLLINS
DESCRIPTION PART NO CRIMPING INSERTION EXTRACTION
APC-65( ) Snap-in tuning 372-2514-110 359-0697-010 359-0697-050 359-0697-020

FGC-65( ) fork (wire with *(Daniels GMT-221) *(Daniels DAK-188) *(Daniels DRK-230)
FYD-65 insulation up or or or
to 0.050 in dia) 623-8579-001 354-8029-010 359-0697-060
(MS3323-22) *(Daniels DRK-188)
Snap-in tuning 372-2514-180 359-0697-010 359-0697-050 359-0697-020

fork (wire with *(Daniels GMT-221) *(Daniels DAK-188) *(Daniels DRK-230)
insulation 0.050 or or or
to 0.080 in dia) 623-8580-001 354-8029-010 359-0697-060
(MS3323-22) *(Daniels DRK-188)
ADS-65/65C Snap-in, 20 AWG 371-0213-110 359-8102-010 371-8445-010 371-8445-010

APP-65A (MS22520/2-01) and (Cannon CIET-20HD) (Cannon CIET-20HD)
CWC-65 locator 359-8102-080 or 370-8053-020 or 370-8053-020
FCP-65/65A (MS22520/2-08) (AMP 91066-4) (AMP 91066-4)
MAP-65
SSS-65 Snap-in, 20 AWG 359-0032-020 359-8102-010 358-4078-010 359-4078-020

SVO-65 (MS22520/2-01) and (MS24256A20) (MS24256R20)
332D-11T locator 359-8102-020
(MS22520/2-02)
* Special tools are available in connector kit CPN 359-0697-080 (Daniels DMC-593) or can be ordered from: Daniels Manufacturing
Corp; 2266 Franklin Road, Bloomfield Hills, Michigan, 48013.

2.6.2 APP-65A Autopilot Pane l/FCP-65/65A Flight Control Panel
2.6.2.1 Location
The FCP-65/65A must be located in the instrument panel unless it is used with the MAP-65. The APP-65A
can be located in either the instrument panel or the center control console. Both units must be accessible and
visible to both the pilot and copilot. Both units can be installed in panels that conform to Military Standard
MS25213.
a. Refer to the outline and mounting diagrams, Figure 2-20 through Figure 2-22, and prepare the instru-
ment panel or control console for installation. The units can be mounted directly into panels conforming
to Military Standard MS25213.
b. After the panel has been prepared and all interconnect cables installed and verified, connect the system
interconnect cable to the electrical connector on rear of the unit. Ensure that mating connector is secured
by the connector latch.
c. Slide the unit into the instrument panel and secure with the two captive turnlock fasteners.
2.6.3 MAP-65 Mode Annunciat or Panel
2.6.3.1 Location
The MAP-65 should be located in the instrument or eyebrow panel within clear view of both the pilot and co-
pilot. The preferred location is above the pilot’s flight director instruments.
a. Refer to the outline and mounting diagram, Figure 2-23 and prepare the instrument panel or eyebrow
panel for installation.
b. After the panel has been prepared and all interconnect cables installed and verified, connect the system
interconnect cable to the electrical connector on rear of the unit. Ensure that mating connector is secured
by the connector latch.
c. Slide the unit into the panel and secure with 6-32 hardware.
2.6.4 ADS-65/65C Air Data Sen sor
2.6.4.1 Location
The ADS-65/65C should be located as close as possible to the static and pitot ports. The unit can be installed
in a level position or on end, but must not be installed inverted or with the static and pitot ports pointing up.
See Figure 2-24 or Figure 2-25 for various mounting positions.
In aircraft with three pitot/static systems, the ADS-65/65C should not be connected to the primary (pilot’s)
system. Instead, connect the pitot/static 1 and pitot/static 2 inputs of the ADS-65 to the other two systems,
respectively. The ADS-65C can be connected to either of the secondary systems. If the aircraft has only two
pitot/static systems, connect the ADS-65 pitot/static 1 inputs to the primary (pilot’s) system and the pi-
tot/static 2 inputs to the secondary system. The ADS-65C should be connected to the secondary system.
a. Prepare the airframe for mounting the ADS-65/65C in accordance with the outline and mounting dia-
gram, Figure 2-24 or Figure 2-25.
b. Set the unit in the prepared location and secure with 6-32 hardware.

c. Avoid low spots that can collect water when Plumbing the static and pitot air lines.
d. Connect the static air lines to the static ports with the fittings and O-rings specified in the particular
aircraft STC or TC.
e. Connect the pitot air lines to the pitot ports with the fittings and O-rings specified in the particular air-
craft STC or TC.
f. Connect the system interconnect cable to the electrical connectors on the unit. Ensure that each mating
connector is secured by its connector latch.
2.6.5 CWC-65 Comparator Wa rning Computer
2.6.5.1 Location
The CWC-65 can be located in any convenient position that will minimize the system interconnect cable re-
quired.
a. Refer to Figure 2-37 and prepare the airframe for installation of the unit.
b. Set the CWC-65 in the prepared mounting location and secure with 8-32 hardware.
c. Connect the system interconnect cable to the unit connector and ensure that the mating connector is se-
cured by the connector latch.
2.6.6 YRS-65 Yaw Rate Sensor
2.6.6.1 Location
The yaw rate sensor should be mounted close to the aircraft center of gravity on a surface that is level to the
aircraft level reference in accordance with the particular aircraft STC or TC.
a. Prepare a suitable mounting surface for the sensor in accordance with the outline and mounting dia-
gram, Figure 2-38.
Note
Do not permanently secure the yaw rate sensor to the mounting surface until after the postinstalla-
tion test given in paragraph 2.8 has been performed.
b. Secure the sensor to the mounting surface with 6-32 hardware.

c. Connect the system interconnect cable to the electrical connector on the unit.
2.6.7 SSS-65 Slip/Skid Sensor
2.6.7.1 Location
The SSS-65 should be mounted in a heated area that is close to or forward of the aircraft center of gravity in
accordance with the particular aircraft STC or TC. The sensor must be leveled to within ±5 degrees of the
line of flight (zero pitch) and to within ±0.2 degree at a right angle to the line of flight (zero roll). Also, the
fore-aft center line of the sensor must be aligned within ±1 degree of the aircraft line of flight (zero yaw).

a. Prepare a suitable mounting surface for the SSS-65 in accordance with the outline and mounting dia-
gram, Figure 2-26.
Note
Do not permanently secure the SSS-65 to the mounting surface until after the postinstallation test
given in paragraph 2.8 has been performed.
b. Secure the SSS-65 to the mounting surface with 8-32 hardware.

c. Connect the system interconnect cable to the electrical connector on the unit.
2.6.8 NAC-80 Vertical Acceler ometer
2.6.8.1 Location
The NAC-80 should be located as close as possible to the aircraft center of gravity in accordance with the
particular aircraft STC or TC. The unit must be installed with the arrow on the side of the unit pointing up
and must be level with respect to both the pitch and roll axis.
To facilitate installation, the NAC-80(s) can be mounted on a small rigid bracket fabricated from 3.2 (0.125
in) or thicker aluminum. The NAC-80(s) should be wired to an intermediate connector mounted on the
bracket to that the complete assembly can be installed in the aircraft as a unit. This prewired assembly
minimizes possible damage to the delicate mating connectors during installation and postinstallation test-
ing.
a. Prepare the bracket (or the airframe, if the mounting bracket is not used) for mounting the NAC-80 in
accordance with the outline and mounting diagram, Figure 2-27.
Note
Do not permanently secure the NAC-80(s) to the airframe until after the postinstallation test given
in paragraph 2.8 has been performed.
b. Place the mounting bracket with the NAC-80(s) preinstalled, in the proper mounting location in the air-
frame and secure with appropriate mounting hardware.
c. Connect the system interconnect cable to the intermediate connector on the mounting bracket or directly
to the unit if the mounting bracket is not used.
2.6.9 332D-11T Vertical Refere nce
2.6.9.1 Location
The 332D-11T must be located as close as possible to the aircraft center of gravity in accordance with the
particular aircraft STC or TC. The center line of the unit must be aligned within ±1 degree of the center line
of the aircraft with the arrow on the top of the unit pointing in the direction of flight. The vertical reference
must be installed so that it is level within ±0.25 degree of the aircraft level flight reference.
a. Prepare the airframe for installing the 332D-11T in accordance with the outline and mounting diagram,
Figure 2-28.

Note
Do not permanently secure the 332D-11T to the airframe until after the postinstallation test in
paragraph 2.8 has been performed.
b. Place the 332D-11T over its mounting holes with the arrow pointing in the direction of flight.
c. Add shims as required to ensure that the 332D-11T is level with respect to the aircraft level flight refer-
ence. Permanently attached shims can be used.
d. Secure the unit to the airframe with 10-32 hardware.
e. Connect the system interconnect cable to the electrical connector on the unit.
2.6.10 699K-3/4 Trim Adapter
2.6.10.1 Location
The 699K-3/4 can be located in any convenient position that will minimize the system interconnect cable re-
quired.
a. Refer to Figure 2-39 or Figure 2-40 and prepare the airframe for installation of the unit.
b. If unit is a 699K-3, set the unit in the prepared mounting location and secure with 8-32 hardware. Con-
nect the pendent cable on the unit to the system interconnect cable.
c. If unit is a 699K-4, carefully position the unit over the mating connector in the center of the mounting
location and gently engage the mating connector. Ensure that the mating connector is properly seated
before securing the unit to the airframe with the captive bolts.
2.6.11 SVO-65 Servo/SMT-65( ) S ervo Mount and SVO-85B Servo/SMT-85B Servo Mount
2.6.11.1 Location
Primary and trim servo placement is determined by the airframe requirements. Refer to Figure 2-29 for the
outline and mounting diagram for the SVO-65 and SMT-65( ). Refer to Figure 2-31 through Figure 2-36 for
the SMT-65A through SMT-65F. Installation of SVO-85B/SMT-85B is similar to the SVO-65 and SMT-65( )
described in the following paragraphs. For specific instructions, refer to the APS-85 Autopilot System In-
struction Manual, Collins part number 523-0772076.
2.6.11.2 Installation of Servo Mo unt
a. Refer to paragraph 2.7 and perform the clutch adjustment procedure.
Warning
The clutch adjustment procedure must be performed prior to installation of the servo mount in the
aircraft. Failure to perform this procedure can result in hazardous operation of the aircraft.
b. Position the servo mount in the airframe and secure with four 10-32 locknuts.
c. Connect the aircraft bridle cable to the capstan (or through the pulleys if pulley drive). Use the cable
clamps listed in Table 2-5 as required. Adjust the cables for the required tension and run-in by moving
the control surfaces from limit to limit. Recheck the tension of both the primary and bridle cables and
repeat the run-in until the tension rechecks satisfactorily.

Table 2-5. Servo Cable Clamps.
COLLINS PART NUMBER BRIDLE/PRIMARY CABLE DIAMETE

IN (MM)
*992-0045-001 0.063 (1.59)/0.063(1.59)

*992-0045-002 0.063 (1.59)/0.094(2.39)
*992-0045-003 0.063 (1.59)/0.125(3.18)
*992-0045-004 0.063 (1.59)/0.156(3.96)
*992-0045-005 0.063 (1.59)/0.188(4.78)
**992-0045-011 0.063 (1.59)/0.063(1.59)

**992-0045-012 0.063 (1.59)/0.094(2.39)
**992-0045-013 0.063 (1.59)/0.125(3.18)
**992-0045-014 0.063 (1.59)/0.156(3.96)
**992-0045-015 0.063 (1.59)/0.188(4.78)
**992-0045-016 0.094 (1.59)/0.094(2.39)

**992-0045-017 0.094 (1.59)/0.125(3.18)
**992-0045-018 0.094 (1.59)/0.156(3.96)
**992-0045-019 0.094 (1.59)/0.188(4.78)
*Provided with 10-32 hardware.

**Provided with 1/4-28 hardware.
2.6.11.3 Installation of Servo
Caution
Use care to avoid damaging the servo gears when sliding the servo into the servo mount.
a. Slide the servo into the servo mount and secure with four 10-32 locknuts.
b. Connect the system interconnect cable to the electrical connector on the servo.
2.7 SERVO MOUNT CLUTC H ADJUSTMENT PROCEDURE
Perform the following procedure to adjust the torque of the clutch in all SMT-65( ) Servo Mounts. For
adjustment procedures of the SMT-85B Servo Mount, refer to APS-85 Autopilot System Instruction Manual,
Collins Part Number 523-0772076.
a. Remove the protective cover from the servo mount by removing the two nuts and washers securing it to
the servo mount.
b. Prepare the mount for adjustment using one of the following substeps:
1. SMT-65/65B: Remove capstan gear cover and cable guard by removing the four panhead screws se-
curing the gear cover to the mounting plate.
2. SMT-65A: Proceed to step c.
3. SMT-65C: Remove spline drive extension by removing the six wire-locked screws securing the exten-
sion to the capstan adapter.
4. SMT-65D: Remove capstan gear cover with cable guard and idler pulleys attached by removing the
four flathead screws and two panhead screws securing the gear cover to the mounting plate.
5. SMT-65E: Remove cable guard by removing the six panhead screws securing the guard posts to the
mounting plate.
6. SMT-65F: Remove snap-in plug from actuator arm.
c. Refer to Figure 2-1 and secure capstan test fixture, CPN 621-9185-002, to the mount with four nuts and
washers.

Caution
Do not attempt to use any capstan test fixture except CPN 621-9185-002 as gear damage may result.
d. Refer to Figure 2-1 and install capstan holding fixture, CPN 634-2835-001 (use CPN 634-2830-001 when
adjusting SMT-65E). Ensure that the fixture is flush with the capstan mounting plate (not cocked) and
secure it to the mounting plate with two 10-32 nuts.
e. Install the correct locking pin in the holding fixture (the vertical locking pin is used with all mounts ex-
cept the SMT-65D which requires the horizontal locking pin). Ensure that the locking pin is properly po-
sitioned in the holding fixture and the capstan before tighten the holddown screw on the fixture.
f. aAttach a calibrated torque wrench, with the proper torque range, and a 3/8-inch socket to the nut on the
capstan test fixture and slip the clutch three times in each direction. This step reduces clutch chatter
and increases the accuracy of the torque measurements.
g. Use the following procedure to measure the running torque at the pinion:
1. For clockwise (cw) measurements, place the torque wrench on the nut on the test fixture at the 9
O’clock position and rotate the nut clockwise to the 3 O’clock position. Take the torque measurement
while the wrench is between the 12 and 3 O’clock positions.
2. For counterclockwise (ccw) measurements, place the torque wrench on the nut on the test fixture at
the 3 O’clock position and rotate the nut counterclockwise to the 9 O’clock position. Take the torque
measurement while the wrench is between the 12 and 9 O’clock positions.
Warning
Do not use the value of the capstan output torque directly in this procedure, since it is 5.857 times
the pinion torque measured in step g. If only the capstan output torque is known, it must be divided
by 5.857 to obtain the pinion torque used in this procedure.
h. Measure pinion torque required to cause the capstan clutch to slip continuously (running torque). Meas-
ure and record the running torque three times in both directions and use the average value.
i. Refer to the applicable aircraft service information letter (SIL) and determine proper torque setting. If
torque is too high, loosen 3/4 x 16 nut on front of capstan to reduce torque and repeat step h. If torque is
too low, tighten 3/4 x 16 nut and repeat step h.
Figure 2-1. Capstan Test Fixture With Servo Capstan Installed

j. Repeat steps h and i until the average pinion torque is within –15 and +25 percent of the specified value.
Also verify that the minimum and maximum torque measurements are within –20 and +35 percent of
the specified value.
Note
If torque cannot be adjusted to within the specified limits, return the servo mount to the nearest
authorized Rockwell-Collins Repair Center for repair.
k. Remove the capstan holding fixture and the capstan test fixture from the servo mount, and replace any
covers, guards, locking wires, etc. that were removed previously. Verify that all rotating parts move
freely.
2.8 POSTINSTALLATION T ESTS
After all cabling has been installed and checked, and the equipment has been mounted in the aircraft, per-
form the following test procedures to verify that the equipment has been connected with the proper phasing
between the gyros, servos, compass, navigation receiver, HSI, ADI, and any other associated equipment. The
tests should be performed with the aircraft power sources.
The basic aircraft control system, navigation receiver, and the compass system must be checked and opera-
tional before performing this postinstallation test.
2.8.1 Test Equipment
a. A pneumatic source capable of supplying vacuum to the static system and pressure to the pitot system is
required to simulate altitudes up to 15 000 feet and airspeeds up to 150 knots.
b. A VOR/LOC/GS/MKS radio test set.
c. Tilt table or inclinometer.
d. Ac/dc multimeter.
2.8.2 Navigation Receiver Loa ding Check
Determine the number of VOR/LOC and GS loads connected to the navigation receiver and, if necessary,
adjust the loading to match the particular navigation receiver used.
2.8.3 Flight Guidance System Tests
This test procedure is applicable to the FGS-65, FYDS-65, and APS-65 systems except where noted other-
wise. Refer to paragraph 2.8.4 for additional APS-65 tests and to paragraph 2.8.5 for additional FYDS-65
tests that are not applicable to the FGC-65. Before performing Any tests, refer to the associated aircraft
STC, TC, or SIL and verify that the proper status of the APC-65( ), FGC-65( ), or FYD-65 is installed in the
aircraft. The status number is either stamped on the front name plate of the unit or it is visible through the
transparent window on the top of the unit.
2.8.3.1 Power-On Test
a. Apply power to the flight guidance system, and verify that the heading flag on the HSI goes out of view
in approximately one minute and that the attitude gyro and compass flags on the ADI go out of view
within approximately three minutes.
b. Verify that the attitude display indicates the aircraft pitch and roll attitude and that the compass card
indicates the magnetic heading of the aircraft.

2.8.3.2 Gyro Data and Phasing Test
a. Remove the mounting screws securing the vertical gyro to the airframe and tilt the gyro to simulate a
noseup attitude. Verify that the attitude display indicates a noseup attitude.
b. Tilt the gyro to simulate a right back and verify that the attitude display indicates a right bank (turns
counterclockwise).
c. Place the vertical gyro on a tilt table or use an inclinometer to measure gyro tilt and verify that the 0-
and 30-degree indexes on the attitude display correspond to 0- and 30-degree tilt of the gyro.
d. Return the vertical gyro to the level position.
Note
Do not remount the vertical gyro at this time.
e. Remove the mounting screws securing the compass gyro and turn the gyro clockwise about its vertical
axis to simulate a right turn. Verify that the compass card rotates counterclockwise to indicate the new
position of the gyro. Replace the compass gyro and secure in accordance with the compass system in-
stallation procedure.
2.8.3.3 Navigation Receiver Pha sing Test
a. Tune the navigation receiver to a local VOR station or to a VOR/LOC radio test set.
b. Rotate the course arrow to obtain zero deflection of the deviation bar with the TO/FROM pointer at TO.
c. Increase the course arrow indication by 10 degrees and verify that the deviation bar moves to the left 2
dots (150 mV).
d. Tune the navigation receiver to the LOC/GS radio test set and set the LOC deviation signal on the radio
test set at zero.
e. Set the GS deviation signal on the radio test set for 2-dot (150 mV) above, 0, and 2-dot below the
glideslope signal; verify that the GS pointer on the ADI and HSI track the signal from the radio test set.
2.8.3.4 FCP-65/65A Mode Selecti on
a. Push the TEST button on the FCP-65/65A and verify that all annunciators on the FCP-65/65A, APP-
65A, and MAP-65 light momentarily except the GA annunciator which stays lit. Push the TEST button a
second time and the GA annunciator goes out.
Note
The GA annunciator will not remain lit when the TEST button is first pushed in systems that do not
have a strut switch.
Note
When testing a flight guidance system, the autopilot annunciators on the FCP-65 will not light when
the TEST button is pushed.
b. Block the light entering the hole to the left of the annunciators on the FCP-65/65A and verify that any
lighted annunciators get dimmer.
c. Alternately push HDG, NAV, and APPR buttons on the FCP-65/65A and verify that each mode can be
selected an that the associated annunciator lights.
d. Verify that the B/C (REV) mode can be selected only when the navigation receiver is tuned to a valid lo-
calizer frequency.
e. Attempt to select each vertical mode (ALT, IAS, and VS) without selecting a lateral mode; verify that the
vertical modes can not be selected.
f. Select the HDG mode and verify that the ALT, IAS, VS, CLM, and DSC modes can be selected.

2.8.3.5 Flag Logic Tests
a. Select HDG mode.

b. Pull the compass circuit breaker and verify that HDG flag on the HSI and the compass flag on the ADI
come into view. Also verify that the HDG annunciator on the FCP-65/65A and MAP-65 flashes and that
the steering command bar on electronic ADI goes out of view. (The steering command bar on an electro-
mechanical ADI will stay in view.)
c. Reset the compass circuit breaker and verify that the flags go out of view, HDG annunciator stops
flashing, and the steering command bar comes into view if it when out of view in the previous step.
d. Pull the vertical gyro circuit breaker and verify that the computer and gyro flags on the ADI come into
view. Also verify that the HDG annunciator flashes and, in certain aircraft, the steering command bar
goes out of view.
e. Reset the vertical gyro circuit breaker and verify that the flags go out of view, the HDG annunciator
stops flashing, and the steering command bar comes into view if it when out of view in the previous step.
2.8.3.6 Heading Mode Test
a. Select HDG mode.

b. Set the heading bug on the HSI 10 degrees to the right of the lubber line and verify that the steering
command bar commands a right bank.
c. Verify that the vertical gyro must be tilted 10 ±1 degree to the right (horizon on ADI rotates to the left)
to zero the command bar.
d. Set the heading bug 10 degrees to the left of the lubber line and verify that the vertical gyro must be
tilted 10 ±1 degree to the left (horizon on ADI rotates to the right) to zero the command bar.
e. Set the heading bug 90 degrees to the right of the lubber line and verify that vertical gyro must be tilted
25 ±2 degrees to the right to zero the command bar.
f. Return the heading bug and vertical gyro to the 0-degree position.
2.8.3.7 Navigation Mode Test
a. Tune the navigation receiver to a local VOR station or to the VOR/LOC radio test set.
b. Adjust the course arrow on the HSI for a 2-dot deviation on the deviation bar.
c. Slew the compass or rotate the directional gyro to align the course arrow under the lubber line.
d. Select the NAV mode on the FCP-65/65A and verify that the NAV ARM and HDG annunciators light.
e. Verify that the steering command bar responds when the heading bug is moved to either side of the lub-
ber line. Position the heading bug under the lubber line.
f. Adjust the course arrow so that the VOR deviation is zero and verify that the ARM and HDG annuncia-
tors go out and only the NAV annunciator remains lit.
g. Slew the compass or rotate the directional gyro to align the course arrow with the lubber line and then
wait 20 seconds.
h. Adjust the course arrow slowly to obtain a 1-dot deviation with the deviation bar to the right of the
course arrow and verify that the steering command bar indicates a right turn.
Note
System will go into DR (dead reckoning) mode if adjustment of course arrow is too rapid.
2.8.3.8 Approach and Go-Aroun d Mode Test
a. Reset the course arrow and the heading bug under the lubber line and turn off the radio altimeter if in-
stalled.
b. Tune the navigation receiver to the frequency of the VOR/LOC/GS radio test set. Verify that the middle
marker signal on the test set is off.

c. Set the VOR/LOC/GS radio test set for a 1-dot below glideslope signal (GS pointer 1 dot above reference)
and a 1-dot right of localizer signal (dev bar 1 dot to left of course arrow), and verify that the VOR/LOC
and GS flags on the HSI and ADI are out of view.
d. Select APPR and ALT modes on the FCP-65/65A and verify that HDG, APPR ARM, and ALT annuncia-
tors light.
e. Verify that the steering command bar responds to movement of the heading bug to either side of the lub-
ber line.
f. Reduce LOC deviation signal on the radio test set to zero and verify that only APPR, GS ARM, and ALT
annunciators are lit.
g. Reduce the GS deviation signal on the radio test set to zero and verify that only APPR and GS annuncia-
tors are lit.
h. Reset the GS deviation to 1-dot above glideslope signal (GS pointer 1 dot below reference). Reset LOC
deviation for 1-dot left of localizer signal.
i. Verify that the steering command bar indicates a pitch-down, right-turn command.
j. Repeat steps h and i with 1-dot below glideslope and 1-dot left of localizer signals.
k. Reset GS and LOC deviation signals on the radio test set at zero and delay 20 seconds.
l. Set LOC deviation signal on radio test set for a 2-dot deviation.
m. Verify that the vertical gyro must be tilted 15 ±1 degree to zero the steering command.
n. Return the vertical gyro to the level position and reset the LOC deviation signal on the radio test set at
zero.
o. Set the GS deviation signal on the radio test set for a 2-dot above glideslope deviation.
p. Observe steering command bar, switch on the middle marker signal on the radio test set and verify that
the steering command bar pitch indication is reduced.
q. Turn on the radio altimeter and verify that the steering command bar indicates zero pitch command.
r. Push go-around (GA) button on the control wheel and verify that all mode annunciators are off except
GA annunciator.
s. Verify that the steering command bar indicates a pitch-up wings-level command.
t. Push HDG mode button and verify that GA annunciator goes out and HDG annunciator lights.
2.8.3.9 Back Course (Reverse) M ode Test
a. Set the VOR/LOC radio test set for a 1-dot below glideslope signal and a 1-dot right of localizer signal.
b. Tune the navigation receiver to the test set localizer frequency.
c. Set the tail of the course arrow under the lubber line and select B/C (REV) mode on the FCP-65/65A.
d. Verify that APPR ARM, HDG, and B/C (REV) annunciators are lit.
e. Reduce GS and LOC deviation signals on the test set to zero and verify that only APPR and B/C (REV)
annunciators are lit.
f. Set LOC deviation signal on the test set for a 2-dot left of localizer signal and verify that the steering
command bar indicates a right turn.
2.8.3.10 Altitude Hold Mode Test
a. Select HDG and ALT modes on FCP-65/65A, and verify that HDG and ALT annunciators light.
b. Push TEST button on FCP-65/65A, and verify that steering command bar moves down.
c. Push ALT button on FCP-65/65A, and verify that ALT annunciator goes out.
d. Connect an air data test set to all of the aircraft static and pitot ports.
Caution
Do not apply pitot pressure without applying static pressure. Applying pitot pressure without static
pressure can damage certain air data equipment.
e. Adjust the air data test set for 10 000-foot altitude and 150-knot indicated airspeed as indicated on the
aircraft flight instruments.

f. Reselect HDG and ALT modes on the FCP-65/65A and verify that HDG and ALT annunciators light.
g. Reduce the altitude setting on the air data test set 9900 feet and verify that the steering command bar
indicates a pitch-up command.
h. Verify that the vertical gyro must be tilted, noseup, approximately 5 degrees to zero the steering com-
mand bar.
i. Return the vertical gyro to the level position.
j. Increase the altitude setting to 10 100 feet and verify that the steering command bar indicates a pitch-
down command.
k. Verify that the vertical gyro must be tilted, nose-down, approximately 5 degrees to zero the steering
command bar.
l. Return the vertical gyro to the level position and note the position of the steering command bar.
m. Increase the indicated airspeed setting on the air data test set and verify that the pitch command indica-
tion of the steering command bar decreases. IAS gain programming is optional and may not be applica-
ble to all aircraft.
n. Push the SYNC button on the control wheel and verify that the steering command bar indicates zero
pitch command as long as the SYNC button is held. All -099/-199 status FGC/APC-65 computers and
some statuses of the other computers will drop the ALT mode when the SYNC button is pushed. In sys-
tems that drop the ALT mode, the ALT annunciator goes out when the SYNC button is pushed and the
steering command bar remains at zero pitch command after the SYNC button is released.
o. Push the HDG mode button and verify that the HDG annunciator goes out.
2.8.3.11 Altitude Preselect Mode Test
a. Connect an air data test set to the aircraft static and pitot ports.
b. Adjust air data test set for 10 000-foot altitude and 150-knot indicated airspeed.
c. Select a 5000-foot altitude on the altitude preselector/alerter.
d. Select HDG, ALT SEL, and VS modes on the FCP-65/65A, and verify that HDG, ALT SEL, and VS an-
nunciators light.
e. Slowly reduce the altitude setting on the air data test set and verify that VS and then the ALT SEL an-
nunciators go out and that the ALT annunciator lights when the altitude setting approaches 5000 feet.
f. Push HDG mode button and verify that HDG and ALT annunciators go out.
2.8.3.12 Indicated Airspeed and Vertical Speed Hold Mode Test
a. Select HDG and IAS modes on FCP-65/65A, and verify that HDG and IAS annunciators light.
b. Push TEST button on FCP-65/65A, and verify that steering command bar moves up.
c. Push IAS button on FCP-65/65A, and verify that IAS annunciator goes out.
d. Connect an air data test set to the aircraft static and pitot ports.
Caution
Do not apply pitot pressure without applying static pressure. Applying pitot pressure without static
pressure can damage certain air data equipment.
e. Adjust air data test set for 1000-foot altitude and 150-knot indicated airspeed.
f. Select HDG and IAS modes on FCP-65/65A and verify that HDG and IAS annunciators light.
g. Increase the indicated airspeed setting to 160 knots and verify that the steering command bar indicates
a pitch-up command.
h. Decrease the indicated airspeed setting to 150 knots and verify that the steering command bar returns
to zero pitch command.
i. Decrease the indicated airspeed setting to 140 knots and verify that the steering command bar indicates
a pitch-down command.
j. Increase the altitude setting to 15 000 feet and verify that the pitch-down command decreases as the al-
titude increases.

k. Push the SYNC button on the control wheel and verify that the steering command bar indicates zero
some statuses of the other computers will drop the IAS mode when the SYNC button is pushed. In sys-
tems that drop the IAS mode, the IAS annunciator goes out when the SYNC button is pushed and the
l. Reduce altitude at a constant rate of 1000 feet/minute.
m. Allow rate of descent to stabilize and then select the VS mode on the FCP-65/65A. Verify that VS and
HDG annunciators are lit and that the steering command bar indicates zero pitch command.
n. Decrease rate of descent to 500 feet/minute and verify that the steering command bar indicates a pitch-
down command.
o. Increase the rate of descent to 1500 feet/minute and verify that the steering command bar indicates a
pitch-up command.
p. Push the SYNC button on the control wheel and verify that the steering command bar indicates zero
some statuses of the other computers will drop the VS mode when the SYNC button is pushed. In sys-
tems that drop the VS mode, the VS annunciator goes out when the SYNC button is pushed and the
q. Push HDG button on FCP-65/65A and verify that HDG annunciator goes out.
r. Reduce altitude and indicated airspeed setting to zero and then disconnect the air data test set from the
aircraft.
2.8.3.13 NAC-80 Vertical Acceler ometer Test
Note
This test is required only when the NAC-80 is used in the system.
a. Select HDG and ALT modes and verify that HDG and ALT annunciators light.
b. Tilt the NAC-80 to one side and verify that the command bar indicates a pitch-up command.
c. Replace the NAC-80 in its normal level position and verify that the command bar indicated zero pitch
command.
d. Push HDG button on the FCP-65/65A and verify that HDG and ALT annunciators go out.
Note
If an FGS-65 Flight Guidance System is being tested, proceed to paragraph 2.8.3.14 and perform the
posttest procedure. If an APS-65 or FYDS-65 system is being tested, proceed to paragraph 2.8.4 for
additional APS-65 tests or to paragraph 2.8.5 for additional FYDS-65 tests.
2.8.3.14 Posttest Procedure
a. Switch off all aircraft power.

b. Reinstall the vertical gyro in accordance with paragraph 2.6.9 and reinstall the compass gyro in accor-
dance with the compass system installation procedures. (Refer to the MCS-65 Magnetic Compass System
installation manual for procedures for the DGS-65.)
2.8.4 Autopilot System Tests
The autopilot system tests should be performed on the APS-65( ) system after successful completion of the
flight guidance tests, given in paragraph 2.8.3, to ensure that the APP-65A Autopilot Panel and the servos
have been connected to the system properly and are operational.

2.8.4.1 Engage/Disengage Test W ith APC-65 Status -199
a. Perform the flight guidance tests given in paragraph 2.8.3 if not performed previously.
b. Release the flight control locks, center the yoke in pitch and roll, and support the yoke lightly so that it
will not fall one way or another when the autopilot disengages.
Caution
Failure to support the yoke on certain aircraft can cause the yoke to fall forward and damage the
stops when the autopilot disengages.
c. Verify that only AP DIS and YAW DIS annunciators on APP-65A, FCP-65/65A, and MAP-65 are lit when
the autopilot and yaw damper are disengaged and no modes are selected.
d. Push TEST button on FCP-65/65A and verify that all annunciators on APP-65A, FCP-65/65A, and MAP-
65 light momentarily except GA annunciator, which stays lit. Push TEST button a second time and GA
annunciator goes out.
e. Engage autopilot by pushing AP ENG button on APP-65A or FCP-65A. Verify that the red AP, red
TRIM, AP DIS, and YAW DIS annunciators light for approximately 1 second then all annunciators go
out except green AP and YAW annunciators.
f. Disengage autopilot by pushing AP ENG button on APP-65A or FCP-65A. Verify that DIS portion of AP
DIS annunciators on APP-65A, FCP-65/65A, and MAP-65 flashes for approximately 5 seconds and then
stays lit.
g. Disengage yaw damper by pushing YAW ENG button on APP-65A or FCP-65A. Verify that DIS portion
of YAW DIS annunciators flashes for approximately 5 seconds and then stays lit.
h. Engage yaw damper by pushing YAW ENG button on APP-65A or FCP-65A. Verify that DIS portion of
YAW DIS annunciators on APP-65A, FCP-65/65A, and MAP-65 goes out.
i. Disengage yaw damper by pushing YAW ENG button on APP-65A or FCP-65A. Verify that DIS portion
of YAW DIS annunciators flashes for approximately 5 seconds and then stays lit.
j. Reengage autopilot and verify that DIS annunciators go out.
k. Push disengage button on control wheel and verify that autopilot and yaw damper disengages.
l. Reengage the autopilot. Pull the vertical gyro circuit breaker and verify that the autopilot disengages.
m. Reset the vertical gyro circuit breaker and reengage the autopilot.
n. Tilt the vertical gyro more than 30 degrees nose down and verify that the autopilot disengages.
Reengage autopilot and repeat with more than 30 degrees noseup.
o. Reengage autopilot and tilt vertical gyro to simulate a right roll greater than 45 degrees. Autopilot
should disengage. Repeat with left roll greater than 45 degrees.
p. Replace vertical gyro in the level position.
q. Reengage autopilot and push SR (soft ride) button on APP-65A. Verify that SR annunciator lights.
r. Push SR button on APP-65A and verify that SR annunciator goes out.
2.8.4.2 Engage/Disengage Test W ith APC-65( ) and APC-65 Status -299/-399/-499
b. Release the flight control locks, center the yoke in pitch and roll, and support the yoke lightly so that it
will not fall one way or another when the autopilot disengages.
Caution
Failure to support the yoke on certain aircraft can cause the yoke to fall forward and damage the
stops when the autopilot disengages.
c. Verify that no annunciators on APP-65A, FCP-65/65A, and MAP-65 are lit when the autopilot and yaw
damper are disengaged and no modes are selected.

d. Push TEST button on FCP-65/65A and verify that all annunciators on APP-65A, FCP-65/65A, and MAP-
65 light momentarily except GA annunciator, which stays lit. Push TEST button a second time and GA
e. Engage autopilot by pushing AP ENG button on APP-65A or FCP-65A. Verify that the AP DIS and YAW
DIS annunciators light for approximately 1 second then all annunciators go out except green AP and
YAW annunciators.
Note
The red AP and TRIM annunciators will also light for approximately 1 second when engaging a sys-
tem with APC-65 status -299/-399/-499.
f. Disengage autopilot by pushing AP ENG button on APP-65A or FCP-65A. Verify that DIS portion of AP
DIS annunciators on APP-65A, FCP-65/65A, and MAP-65 flashes approximately 8 times and then goes
out along with the AP annunciators.
g. Disengage yaw damper by pushing YAW ENG button on APP-65A or FCP-65A. Verify that DIS portion
of YAW DIS annunciators flashes approximately 8 times and then goes out along with the YAW annun-
ciators.
h. Engage yaw damper by pushing YAW ENG button on APP-65A or FCP-65A. Verify that YAW annuncia-
tors on APP-65A, FCP-65/65A, and MAP-65 light.
i. Disengage yaw damper by pushing YAW ENG button on APP-65A or FCP-65A. Verify that DIS portion
of YAW DIS annunciators flashes approximately 8 times and then goes out along with the YAW annun-
ciators.
j. Reengage autopilot and verify that AP and YAW annunciators light.
k. Push disengage button on control wheel and verify that autopilot and yaw damper disengage.
l. Reengage the autopilot. Pull the vertical gyro circuit breaker and verify that the autopilot disengage.
m. Reset the vertical gyro circuit breaker and reengage the autopilot.
n. Tilt the vertical gyro more than 30 degrees nose down and verify that the autopilot disengages.
Reengage autopilot and repeat with more than 30 degrees noseup.
o. Reengage autopilot and tilt vertical gyro to simulate a right roll greater than 45 degrees. Autopilot
should disengage. Repeat with left roll greater than 45 degrees.
p. Replace vertical gyro in the level position.
q. Reengage autopilot and push SR (soft ride) button on APP-65A. Verify that SR annunciator lights.
r. Push SR button on APP-65A and verify that SR annunciator goes out.
2.8.4.3 Aileron Servo Test
a. Position heading bug under lubber line, engage autopilot, and push HDG button on FCP-65/65A.
b. Verify that HDG annunciator on FCP-65/65A lights.
c. Rotate the vertical gyro to simulate a right roll and verify that the control wheel and steering command
bar rotate counterclockwise. Rotate the vertical gyro to simulate a left roll and verify that the control
wheel and steering command bar rotate clockwise.
d. Return the vertical gyro to the level position and verify that the steering command bar returns to the
zero command position.
e. Turn the bank control knob on APP-65A to the right and then to the left and verify that the control
wheel rotates to the right and then to the left.
f. Reselect HDG mode and then move the heading bug on the HSI to the left and then to the right of cen-
ter. Verify that the control wheel turns to the left and then to the right.
g. Push SYNC button on the control wheel and verify that the control wheel and column move freely while
the SYNC button is held.
2.8.4.4 Elevator Servo Test
a. Position heading bug under lubber line, engage autopilot, and push HDG button on FCP-65/65A.

b. Verify that HDG annunciator on FCP-65/65A lights.

c. Tilt the vertical gyro to simulate a noseup attitude and verify that the control column moves forward and
steering command bar moves down. Tilt the vertical gyro to a nosedown attitude and verify that the con-
trol column moves backward and the steering command bar moves up.
d. Return the vertical gyro to the level position and verify that the steering command bar returns to the
zero command position.
e. Push UP vertical control on APP-65A and verify that the control column moves backward.
f. Push DN vertical control on APP-65A and verify that the control column moves forward.
g. Push VS button on FCP-65/65A and then push UP vertical control on APP-65A repeatedly. Verify incre-
mental change in control column each time UP control is pushed.
h. Push SYNC button on the control wheel and verify that the control column moves freely while the SYNC
button is held.
2.8.4.5 Rudder Servo Test
a. Engage yaw damper and verify that only the yaw damper engages.
b. Slowly tilt the SSS-65 Slip/Skid Sensor to simulate a right roll attitude and verify that the rudder moves
to the right (right pedal down).
c. Slowly tilt the slip/skid sensor to left and verify that the rudder moves to the left.
d. Place the slip/skid sensor in a level position and verify that the rudder returns to the neutral position.
e. Tilt the vertical gyro quickly to simulate a left roll. The rudder should move to the left and then wash
out to center. Repeat for a right roll; the rudder should move to the right and then wash out to center.
f. Slowly rotate YRS-65 or DGS-65 clockwise and verify that the rudder moves to the left (left pedal down).
g. Push disengage button on the control wheel and verify that the DIS portion of YAW DIS annunciator
flashes for 5 seconds.
2.8.4.6 Rudder Boost Test
The rudder boost system can be tested during engine run-up with the following procedure:
a. With engines running, set the rudder boost switch at ARM. (Power must be applied to the APC-65( ) but
neither the yaw damper or autopilot has to be engaged.)
b. Reduce power on left engine to idle and advance power on right engine until right rudder pedal moves
forward.
c. Repeat the procedure in step b with opposite power settings and observe forward movement of the left
rudder pedal.
2.8.4.7 Elevator Trim Servo Tes t
a. Engage autopilot and verify that the red TRIM fail annunciator does not light.
b. Push the control column forward and hold. Verify that the trim system provides up trim after approxi-
mately 3 seconds. Pull back on the control column and verify that the trim system provides down trim in
approximately 3 seconds.
c. Return the control column to the center position and operate the manual trim switches. Verify that the
autopilot disengages automatically, and then observe the elevator trim surfaces to verify proper phasing
of the manual trim switches.
d. Operate only one half of each trim switch and verify that the red TRIM fail annunciator lights and the
trim surfaces do not move.
2.8.4.8 Rudder Trim Servo Test
This test is applicable only to systems that use the APC-65G Autopilot Computer.
a. Engage autopilot and verify that the red YTRM fail annunciator does not light.

b. Push the right rudder pedal forward and hold. Verify that the trim system provides left trim after ap-
proximately 3 seconds. Push the left rudder pedal forward and hold. Verify that the trim system provides
right trim in approximately 3 seconds.
c. Return the rudder pedals to the center position and operate the manual trim switches. Verify that the
yaw damper disengages, and then observe the rudder trim surfaces to verify proper phasing of the man-
ual trim switches.
d. Operate only one half of each trim switch and verify that the red YTRM fail annunciator lights and the
trim surfaces do not move.
a. Turn off all aircraft power.

b. Reinstall the slip/skid sensor and vertical gyro in accordance with paragraphs 2.6.7 and 2.6.9. Reinstall
the compass gyro in accordance with the compass system installation procedures. (Refer to the MCS-65
Magnetic Compass System installation manual for installation procedures for the DGS-65 Directional
Gyro.)
2.8.5 Yaw Damper Tests
The yaw damper tests should be performed on the FYDS-65 system after successful completion of the flight
guidance tests, given in paragraph 2.8.3, to ensure that the FYD-65 and the rudder servo have been con-
nected to the system properly and are operational.
2.8.5.1 Engage/Disengage Test
b. Release the flight control locks on the rudder so that it is free to move.
c. Verify that no annunciators on the FCP-65 and MAP-65 are lit when the yaw damper is disengaged and
that no modes are selected.
d. Push TEST button on FCP-65 and verify that all annunciators on FCP-65 and MAP-65 light momentar-
ily except GA annunciator, which stays lit. Push TEST button a second time and GA annunciator goes
out.
e. Engage yaw damper by pushing YAW ENG button. Verify that YAW annunciators on FCP-65 and MAP-
65 light.
f. Disengage yaw damper by pushing YAW ENG button. Verify that DIS portion of YAW DIS annunciators
flashes approximately 8 times and then goes out along with the YAW annunciators.
g. Reengage yaw damper and verify that YAW annunciator lights.
h. Push disengage button on control wheel and verify that yaw damper disengage.
i. Reengage the yaw damper. Pull the vertical gyro circuit breaker and verify that the yaw damper disen-
gage.
j. Reset the vertical gyro circuit breaker.
2.8.5.2 Rudder Servo Test
a. Engage yaw damper and verify that the yaw damper engages.
b. Slowly tilt the SSS-65 Slip/Skid Sensor to simulate a right roll attitude and verify that the rudder moves
to the right (right pedal down).
c. Slowly tilt the slip/skid sensor to left and verify that the rudder moves to the left (left pedal down).
d. Place the slip/skid sensor in a level position and verify that the rudder returns to the neutral position.
e. Tilt the vertical gyro quickly to simulate a left roll. The rudder should move to the left and then wash
out to center. Repeat for a right roll; the rudder should move to the right and then wash out to center.
f. Slowly rotate YRS-65 or DGS-65 clockwise and verify that the rudder moves to the left (left pedal down).
g. Push disengage button on the control wheel and verify that the DIS portion of YAW DIS annunciator
flashes approximately 8 times.

2.8.5.3 Rudder Boost Test
The rudder boost system can be tested during engine run-up with the following procedure:
a. With engines running, set the rudder boost switch at ARM. (Power must be applied to the FYD-65 but
the yaw damper does not have to engaged.)
b. Reduce power on left engine to idle and advance power on right engine until right rudder pedal moves
forward.
c. Repeat the procedure in step b with opposite power settings and observe forward movement of the left
rudder pedal.
a. Turn off all aircraft power.

b. Reinstall the slip/skid sensor and vertical gyro in accordance with paragraphs 2.6.7 and 2.6.9. Reinstall
the compass gyro in accordance with the compass system installation procedures. (Refer to the MCS-65
Magnetic Compass System installation manual for installation procedures for the DGS-65 Directional
Gyro.)

INTERCONNECT DIAGRAM CHANGES
REVISION DESCRIPTION OF REVISION SERVICE

EFFECTIVITY
IDENTIFICATION AND REASON FOR CHANGE BULLETIN
A1 Changed out-of-view bias signal from FCP-65 to an

in-view bias signal.
A2 Added vertical accelerometer test signal to NAC-
80.
A3 Changed LOC shutter circuit applied to ADI-84A,
J1-h and J1-k, to eliminate relay and improve op-
eration.
A4 Added jumpers JJ to KK and FF to LL on ADI-84A
mating connector J1 to properly connect units with
Service Bulletin No 3.
A5 Show correct pin numbers for ±12-V dc power ap-
plied to ADS-65.
A6 Added approach mode signal from FCP-65 to area
navigation system.
B1 Provided separate autopilot and ADI 26-V ac fuses
to prevent loss of attitude display if autopilot fuse
blows.
C1 Added status interlock pins required by -399
status FGC-65.
C2 Added strut switch circuit to enable ground test of
FGC-65.
C3 Deleted yaw rate input to FGC-65 because it is not
required for a flight guidance system.
D1 Added 26-V ac input at FGC-65 P2-41 for proper
operation of the ANAV (RNAV) input to the FGC-
65.
D2 Added 1-kΩ, 1%, 1-W resistor from NAC-80 J1-H
to ground for proper operation of autopilot diag-
nostics.
D3 Changed 26-V ac fuse to ADI and FGC from 1 to
1.5 A.
Figure 2-2 (Sheet A). FGS-65 Flight Guidance System, Interconnect Diagram


Figure 2-2. FGS-65 Flight Guidance System, Interconnect Diagram



EFFECTIVITY
A1 Changed out-of-view bias signal from FCP-65 J1-

27 to ADI-65A J1-CC to an in-view bias signal
from FCP-65 J1-27 to ADI-65A J1-BB.
A2 Exchanged APC-65 J2-46 and J2-50 for proper

phasing.
A3 Added vertical accelerometer test signal to NAC-

80.
A4 Added turn knob signal from APP-65A to APC-65.
A5 Changed LOC shutter circuit, ADI-84A J1-h and k

to eliminate relay and improve operation.
A6 Added yaw rate sensor which is required.
A7 Reassigned servo motor and clutch pin number at

APC-65 J2.
A8 Show correct pin numbers for ±12-V dc power ap-

plied to ADS-65.
A9 Added jumpers JJ to KK and FF to LL on ADI-84A

mating connector J1 to perperly connect units with
Service Bulletin No 3.
A10 Added approach mode signal from FCP-65 to area

navigation system.
B1 Provided separate autopilot and ADI 26-V ac fuses

blows.
B2 Added half-bank mode connection between AAP-

65A and FCP-65.
B3 Added AIL, ELE, RUD, and TRIM SERVO FAIL

ANN- connections between APC-65 and APP-65A.

nostics.

1.5 A.
Figure 2-3 (Sheet A). APS-65 Autopilot System With ADI-84A and HSI-70, Interconnect Diagram

Figure 2-3 (Sheet 1 of 2). APS-65 Autopilot System With ADI-84A and HSI-70, Interconnect Diagram

Figure 2-3 (Sheet 2). APS-65 Autopilot System With ADI-84A and HSI-70, Interconnect Diagram



EFFECTIVITY
B1 Added half-bank mode connection between APP-

65A and FCP-65.
B2 Added AIL, ELE, FUD, and TRIM SERVO FAIL


nostics.

1.5 A.
Figure 2-4 (Sheet A). APS-65 Autopilot System With ADI-84A and HSI-84, Interconnect Diagram

Figure 2-4 (Sheet 1 of 2). APS-65 Autopilot System With ADI-84A and HSI-84, Interconnect Diagram

Figure 2-4 (Sheet 2). APS-65 Autopilot System With ADI-84A and HSI-84, Interconnect Diagram



EFFECTIVITY
B1 Provide separate autopilot and ADI 26-V ac fuses

blows.
B2 Added half-bank mode connection between APP-

65A and FCP-65.

B4 Show correct connector and pins for 26-V ac power

applied to HPU-74.

nostics.

1.5 A.
D3 Added note 15 and alternate connection for ac

power at APC-65 P1-26 when system uses the
332D-11T with an APC-65F/H or FYD-65. Optional
connection through a 115 V ac to 26 V ac trans-
former.
Figure 2-5 (Sheet A). APS-65 Autopilot System With ADI-84A and EHSI-74, Interconnect Diagram

Figure 2-5 (Sheet 1 of 2). APS-65 Autopilot System With ADI-84A and EHSI-74, Interconnect Diagram

Figure 2-5 (Sheet 2). APS-65 Autopilot System With ADI-84A and EHSI-74, Interconnect Diagram



EFFECTIVITY
Redrawn to show dual AHS-85 interconnect with

APS-65.
Changed AHC-85 no 2 NORM ACCEL TEST (J2-

17) from APC-65 J1-36 to power ground.
Figure 2-6 (Sheet A). APS-65 Autopilot System With Dual AHS-85 Attitude Heading System, Interconnect Diagram

Figure 2-6. APS-65 Autopilot System With Dual AHS-85 Attitude Heading System, Interconnect Diagram


EFFECTIVITY
Deleted VS and VERT ERROR outputs from ADS-

65, and climb mode input to ADS-65.


nostics.

1.5 A.
D3 Added note 15 and alternate connection for ac

power at APC-65 P1-26 when system uses the
332D-11T with an APC-65F/H or FYD-65. Optional
connection through a 115 V ac to 26 V ac trans-
former.
Figure 2-7 (Sheet A). APS-65 Autopilot System With ADI-84A, EHSI-74, ADC-80( ), and VNI-80( ), Interconnect Diagram

Figure 2-7 (Sheet 1 of 2). APS-65 Autopilot System With ADI-84A, EHSI-74, ADC-80( ), and VNI-80( ), Interconnect Diagram

Figure 2-7 (Sheet 2). APS-65 Autopilot System With ADI-84A, EHSI-74, ADC-80( ), and VNI-80( ), Interconnect Diagram


Figure 2-8. MAP-65 Mode Annunciator Panel, Interconnect Diagram
Figure 2-9. FCP-65A Flight Control Panel, Interconnect Diagram

Figure 2-10. CWC-65 Comparator Warning Computer, Interconnect Diagram
Figure 2-11. APS-65 Autopilot System Rudder Boost, Interconnect Diagram

Figure 2-12 (Sheet 1 of 6). Single APS-65( ) Autopilot System, Interconnect Diagram With Tie Points

Figure 2-12 (Sheet 2). Single APS-65( ) Autopilot System, Interconnect Diagram With Tie Points





Figure 2-13 (Sheet 1 of 11). Dual APS-65( ) Autopilot System, Interconnect Diagram With Tie Points

Figure 2-13 (Sheet 2). Dual APS-65( ) Autopilot System, Interconnect Diagram With Tie Points











Figure 2-14. APC-65/65B/65C/65E/65F/65H/65J Autopilot Computer, Outline and Mounting Diagram

Figure 2-15. APC-65A/65G Autopilot Computer, Outline and Mounting Diagram

Figure 2-16. FGC-65( ) Flight Guidance Computer, Outline and Mounting Diagram

Figure 2-17. FYD-65 Flight Guidance/Yaw Damper Computer, Outline and Mounting Diagram

Figure 2-18 (Sheet 1 of 3). UMT-10/11/12/13 Universal Mount, Outline and Mounting Diagram

Figure 2-18 (Sheet 2). UMT-10/11/12/13 Universal Mount, Outline and Mounting Diagram

Figure 2-18 (Sheet 3). UMT-10/11/12/13 Universal Mount, Outline and Mounting Diagram

Figure 2-19 (Sheet 1 of 2). 390R-18/19/20 Universal Mount, Outline and Mounting Diagram

Figure 2-19 (Sheet 2). 390R-18/19/20 Universal Mount, Outline and Mounting Diagram

Figure 2-20. APP-65A Autopilot Panel, Outline and Mounting Diagram

Figure 2-21. FCP-65 Flight Control Panel, Outline and Mounting Diagram

Figure 2-22. FCP-65A Flight Control Panel, Outline and Mounting Diagram

Figure 2-23. MAP-65 Mode Annunciator Panel, Outline and Mounting Diagram

Figure 2-24. ADS-65 Air Data Sensor, Outline and Mounting Diagram

Figure 2-25. ADS-65C Air Data Sensor, Outline and Mounting Diagram

Figure 2-26. SSS-65 Slip/Skid Sensor, Outline and Mounting Diagram

Figure 2-27. NAC-80 Vertical Accelerometer, Outline and Mounting Diagram

Figure 2-28. 332D-11T Vertical Reference, Outline and Mounting Diagram

BUSINESS AND REGIONAL SYSTEMS
INSTALLATION MANUAL
APS-65/FGS-65, PART NO 622-5796-299
APS-65 Autopilot and FGS-65 Flight Guidance System

INSTALLATION MANUAL (523-0771862, 5TH EDITION, DATED AUG 15/98)
TEMPORARY REVISION NO. 1

Insert facing installation section page 2-86
Subject: Add Mounting Hardware Torque Requirement
Add Mounting Hardware Torque Requirement
On Figure 2-28, 332D-11T Vertical Reference, Outline and Mounting Diagram, the instructions on an
unnumbered note at the right hand side of the drawing reads:
MOUNTING DIMENSIONS
FOR 3 NO. 10-32UNF-2A
SCREWS (MOUNTING
HARDWARE NOT FURNISHED)
This note is changed to add a recommended tightening torque and will be included in the next revision of the
manual. The new note reads:
MOUNTING DIMENSIONS
FOR 3 NO. 10-32UNF-2A
SCREWS (MOUNTING
HARDWARE NOT FURNISHED)
RECOMMENDED TIGHTENING
TORQUE IS 3 TO 4 FOOT-POUNDS
[4.07 TO 5.42 NEWTON-METERS]
USE TORQUE WRENCH WITH

SUITABLE SCALING TO READ 3-4 FT-LBS.
Temporary Revision 1 Page 1 of 1

523-0771862-01511A Jan 14/00
Figure 2-29. SVO-65 Servo/SMT-65 Servo Mount, Outline and Mounting Diagram

Figure 2-30. SMT-65 Servo Mount, Outline and Mounting Diagram

Figure 2-31. SMT-65A Servo Mount, Outline and Mounting Diagram

Figure 2-32. SMT-65B Servo Mount, Outline and Mounting Diagram

Figure 2-33. SMT-65C Servo Mount, Outline and Mounting Diagram

Figure 2-34. SMT-65D Servo Mount, Outline and Mounting Diagram

Figure 2-35. SMT-65E Servo Mount, Outline and Mounting Diagram

Figure 2-36. SMT-65F Servo Mount, Outline and Mounting Diagram

Figure 2-37. CWC-65 Comparator Warning Computer, Outline and Mounting Diagram

Figure 2-38. YRS-65 Yaw Rate Sensor, Outline and Mounting Diagram

Figure 2-39. 699K-3 Trim Adapter, Outline and Mounting Diagram

Figure 2-40. 699K-4 Trim Adapter, Outline and Mounting Diagram

Figure 2-41 (Sheet 1 of 3). APC-65/65B/65C/65E/65F/65H/65J Autopilot Computer, Mating Connector J1 Pin Assignments

Figure 2-41 (Sheet 2). APC-65/65B/65C/65E/65F/65H/65J Autopilot Computer, Mating Connector J2 Pin Assignments

Figure 2-41 (Sheet 3). APC-65/65B/65C/65E/65F/65H/65J Autopilot Computer, Mating Connector J3 Pin Assignments

Figure 2-42 (Sheet 1 of 3). APC-65A/65G Autopilot Computer, Mating Connector J1 Pin Assignments

Figure 2-42 (Sheet 2). APC-65A/65G Autopilot Computer, Mating Connector J2 Pin Assignments

Figure 2-42 (Sheet 3). APC-65A/65G Autopilot Computer, Mating Connector J3 Pin Assignments

Figure 2-43. ADS-65 Air Data Sensor, Mating Connector Pin Assignments

Figure 2-44. ADS-65C Air Data Sensor, Mating Connector Pin Assignments

Figure 2-45. APP-65A Autopilot Panel, Mating Connector Pin Assignments

Figure 2-46. CWC-65 Comparator Warning Computer, Mating Connector Pin Assignments

Figure 2-47. MAP-65 Mode Annunciator Panel, Mating Connector Pin Assignments

Figure 2-48. FCP-65 Flight Control Panel, Mating Connector Pin Assignments

Figure 2-49. FCP-65A Flight Control Panel, Mating Connector Pin Assignments

Figure 2-50. NAC-80 Vertical Accelerometer, Mating Connector Pin Assignments
Figure 2-51. SSS-65 Slif/Skid Sensor, Mating Connector Pin Assignments

Figure 2-52. SVO-65 Primary Servo, Mating Connector Pin Assignments
Figure 2-53. YRS-65 Yaw Rate Sensor, Mating Connector Pin Assignments

Figure 2-54. 332D-11T Vertical Reference, Mating Connector Pin Assignments

Figure 2-55. 699K-3 Trim Adapter, Mating Connector Pin Assignments
Figure 2-56. 699K-4 Trim Adapter, Mating Connector Pin Assignments

Figure 57. SVO-85B Primary Servo, Mating Connector Pin Assignments

523-0771865-005118

Operation
Table of Contents
Paragraph Page
3.1 GENERAL ................................................................................................................................................................ 3-1

3.2 DISPLAYS AND CONTROLS ................................................................................................................................ 3-1
3.2.1 APP-65A Autopilot Panel .............................................................................................................................................. 3-1
3.2.2 FCP-65 Flight Control Panel......................................................................................................................................... 3-3
3.2.3 FCP-65A Flight Control Panel ...................................................................................................................................... 3-3
3.2.4 MAP-65 Mode Annunciator Panel ................................................................................................................................ 3-4
3.2.5 Disengage Switch........................................................................................................................................................... 3-4
3.2.6 Pitch Synchronization Switch (SYNC).......................................................................................................................... 3-4
3.2.7 Manual Elevator Trim Switches ................................................................................................................................... 3-7
3.2.8 Manual Rudder Trim Switches ..................................................................................................................................... 3-7
3.2.9 Rudder Boost Arm Switch ............................................................................................................................................. 3-7
3.3 DESCRIPTION OF OPERATING MODES ........................................................................................................... 3-7
3.3.1 Roll Hold Mode............................................................................................................................................................... 3-8
3.3.2 Heading Hold Mode (HDG) ........................................................................................................................................... 3-8
3.3.3 Navigation Mode (NAV) ................................................................................................................................................ 3-8
3.3.4 Approach Mode (APPR) ................................................................................................................................................. 3-9
3.3.5 Half-Bank Mode (1/2f) ................................................................................................................................................. 3-10
3.3.6 Pitch Hold Mode........................................................................................................................................................... 3-10
3.3.7 Altitude Hold Mode (ALT) ........................................................................................................................................... 3-10
3.3.8 Indicated Airspeed Mode (IAS) ................................................................................................................................... 3-10
3.3.9 Vertical Speed Mode (VS) ............................................................................................................................................ 3-10
3.3.10 Altitude Preselect Mode (ALT SEL).......................................................................................................................... 3-10
3.3.11 Go-Around Mode (GA) ............................................................................................................................................... 3-11
3.3.12 Descent Mode (DSC) .................................................................................................................................................. 3-11
3.3.13 Climb Mode (CLM)..................................................................................................................................................... 3-11
3.3.14 Vertical Navigation Mode (VNAV)............................................................................................................................ 3-11
3.4 DESCRIPTION OF DIAGNOSTIC MODES........................................................................................................ 3-11
3.4.1 Airborne Self-Test Mode.............................................................................................................................................. 3-12
3.4.2 Ground Self-Test Mode ................................................................................................................................................ 3-12
3.4.3 Additional Diagnostic Test Mode ................................................................................................................................ 3-13
3.4.4 Obtaining Diagnostic Codes ........................................................................................................................................ 3-13

Page No Issue
* Title ..........................................15 Aug 98
* 3-1 thru 3-18 .............................15 Aug 98



section III
operation
3.1 GENERAL
This section provides a brief description of the operating controls, indicators, and operating modes available
in the APS-65 Autopilot, FGS-65 Flight Guidance, and FYDS-65 Flight Guidance/Yaw Damper Systems.
Caution
The APS-65, FGS-65 and FYDS-65 have a very high degree of functional integrity. Nevertheless, the
user must recognize that it is not practical to provide monitoring for all conceivable system failures
and, however unlikely, it is possible that erroneous operation could occur without a fault indication.
It is the responsibility of the pilot to detect such an occurrence by means of cross-checks with redun-
dant or correlated information available in the cockpit.
Note
Operation of the FGS-65 is the same as operation of the APS-65 while it is disengaged and operation
of the FYDS-65 is the same as operation of the APS-65 with only the yaw damper engaged. There-
fore, only the operation of the APS-65 is described in the following paragraphs.
3.2 DISPLAYS AND CONTR OLS
3.2.1 APP-65A Autopilot Pane l
The APP-65A Autopilot Panel Figure 3-1 provides the autopilot and yaw engage/disengage buttons, soft-ride
and half-bank mode select buttons, turn knob, vertical control, and autopilot annunciators. Refer to
Table 3-1 for a list of the autopilot annunciators.
Note
All pushbuttons in the system require a positive push of at least ¼ second to be recognized by the
system. This delay prevents inadvertent operation of the system due to electrical interference.
The yaw and autopilot engage buttons are momentary-action, push-on push-off buttons. Pushing the yaw
engage (YAW ENG) button once, activates the yaw channel of the autopilot and engages the rudder servo.
Pushing the YAW ENG button a second time disengages the rudder servo. Pushing the autopilot engage (AP
ENG) button once engages all autopilot servos including the rudder and trim servos. However, pushing the
AP ENG button a second time disengages all servos except the rudder servo, which must be disengaged by
pushing the YAW ENG button or the system disengage button located on the control wheel.
In systems using the APC-65H, APC-65J, and certain statuses of the APC-65E, the autopilot also selects the
altitude hold (ALT) mode whenever the autopilot is engaged.

operation 523-0771865
Note
A programmable option is provided in all APC-65( ) Autopilot Computers except CPN 622-5796-199
to allow yaw damper disengagement in certain aircraft when the YAW ENG button is pushed while
the autopilot and yaw damper are engaged.
Each time the autopilot or yaw system is engaged, the computer goes through a pre-engage test routine
during which the AP and TRIM failure annunciators are lit and the disengage circuits and internal monitors
are checked. If the pre-engage test sequence is not completed satisfactory, the system does not engage and a
failure annunciation is displayed on the APP-65A, FCP-65 and the MAP-65. The computer continuously per-
forms a self-test routine while power is applied. Loss of a critical monitor or validity signal from either the
air data sensor or vertical gyro, while the autopilot is engaged, causes the autopilot to disengage.
The soft-ride (SR) and half-bank (1/2φ) mode select buttons are also momentary-action, push-on push-off but-
tons. Pushing the soft-ride button activates the soft-ride mode which changes the gain of various circuits in
the computer to provide increased passenger comfort during turbulent conditions. Pushing the half-bank
button activates the half-bank mode which limits the maximum commanded roll angle to 12.5 degrees.
The turn knob is a right/left bank angle control that has a center detent position at the 0 degree position.
Table 3-1. APP-65A Annunciators.
ANNUNCIATOR INDICATION COLOR
AP Autopilot engaged Green

DIS (AP) Autopilot disengaged Amber
YAW Yaw damper engaged Green
DIS (YAW) Yaw damper disengaged Amber
SR Selection of soft-ride (turbulence) mode Green
1/2φ Selection of half-bank mode Green
*T Trim servo monitor Amber
*E Elevator servo monitor Amber
*A Aileron servo monitor Amber
*R Rudder servo monitor Amber
AP Autopilot failure Red
TRIM Trim system failure Red
TRIM Trim system operating (trim in motion) **Amber or
white
*The indicated annunciators are not operational in early statuses of the autopilot system.
**Amber on APP-65A Autopilot Panel with CPN 622-6684-001/-002/-003/-008/-009/-010/-011.
White on APP-65A Autopilot Panel with CPN 622-6684-004/-005/-006/-007.

Figure 3-1. APP-65A Autopilot Panel, Controls, and Indicators.
The control is not spring loaded and remains at any position between the end stops when released. Opera-
tion of the control drops any previously selected lateral modes except the APPR mode. The bank angle com-
manded by the control is proportional to the displacement of the control from the detent position. The turn
knob becomes inactive if it is out of the detent position when the SYNC button is pushed. Early versions of
the APC-65 (622-5796-099/199) will not engage if the turn knob is out of detent. Later versions will engage
but the turn knob is inactive until after it has been returned to the detent position.
The vertical control is a center-off spring-loaded rocker switch that provides manual control of the elevator
channel when the autopilot is engaged and no vertical modes are selected, or provides incremental changes
to the air data reference if a vertical mode (except descent mode in systems using an APC-65 with CPN 622-
5796-199/-299) is selected. If the vertical control is held for 1 second or more, the selected vertical mode is
dropped and the system returns to the pitch hold mode.
3.2.2 FCP-65 Flight Control P anel
The FCP-65 Flight Control Panel Figure 3-2 is used to select the operating modes of the flight guidance or
autopilot system. The mode select buttons are momentary-action, push-on push-off buttons. Mode selection
is annunciated on the flight control panel and the mode annunciator panel if installed. Table 3-2 lists the
annunciators provided on the flight control panel, and Table 3-3 lists those mode annunciators that flash to
indicate loss of a monitor signal while the mode is selected. Mode selection is interlocked to ensure that only
compatible modes can be selected at the same time. When no lateral modes are selected, the steering display
on the ADI is biased out of view except during and after selection of the go-around mode.
The TEST button is a momentary-action push button. Airborne operation of the TEST button is limited so
that it does not interfere with operation of the system. Pushing the TEST button while airborne causes a
momentary lamp test followed by a display that indicates if any of the continuous monitor tests have failed.
Operation of the TEST button while on the ground selects the system diagnostic mode consisting of a lamp
test followed by a display that indicates if any of the continuous monitor tests have failed. Other test rou-
tines can be selected and performed on the ground as a maintenance aid. These tests are described in the
maintenance section.
3.2.3 FCP-65A Flight Control Panel
The FCP-65A Flight Control Panel Figure 3-3 combines the AP ENG and YAW ENG buttons from the
APP-65A with the basic mode select and TEST buttons from the FCP-65. Operation of the features provided

on the FCP-65A is identical to the same features provided on the FCP-65 and the APP-65A. The mode an-
nunciators provided on the FCP-65A are the same as those provided on the FCP-65
3.2.4 MAP-65 Mode Annunciat or Panel
The MAP-65 Mode Annunciator panel Figure 3-4 provides a complete display of all autopilot and mode an-
nunciators along with annunciators that indicate passage of the outer, middle and inner marker signals.
Table 3-2 lists the annunciators provided on the MAP-65.
3.2.5 Disengage Switch
A Disengage switch is normally located on each control wheel to provide a convenient means to disengage
both the autopilot and the yaw damper. Operation of the disengage switch causes all autopilot servos to dis-
engage and all selected vertical modes to drop if no lateral modes are selected. The vertical modes can be re-
selected after the autopilot has disengaged and a lateral mode has been selected. Any selected lateral and
vertical modes are retained and can be used in the flight director mode.
3.2.6 Pitch Synchronization S witch (SYNC)
The SYNC switch, normally located on the control wheel, is used to manually maneuver the aircraft without
completely disengaging the autopilot. Depressing the SYNC button disengages the primary servos and may
drop any selected vertical modes without interrupting computer computations for the selected mode. Drop-
ping the vertical modes with SYNC is optional in all APC-65 Autopilot Computers except those with CPN
622-5796-199. The aircraft can be maneuvered to any desired attitude while the SYNC button is depressed.
When the SYNC button is released, the primary servos reengage, the computer synchronizes to the new atti-
tude, and control is returned to the previously selected modes. Return to the selected modes is restrained to
prevent any rapid maneuvers when the aircraft attitude varies from that commanded by the autopilot.
Figure 3-2. FCP-65 Flight Control Panel, Controls, and Indicators.

Figure 3-3. FCP-65A Flight Control Panel, Controls, and Indicators.
Table 3-2. FCP-65/65A and MAP-65 Annunciators.
AP Autopilot engaged Green

DIS (AP) Autopilot disengaged Amber
YAW Yaw damper engaged Green
DIS (YAW) Yaw damper disengaged Amber
HDG Selection of heading mode Green
NAV Selection of navigation mode Green
ARM (NAV) System is armed to capture VOR, LOC, or RNAV signal **Amber or white
DR System is operating in dead reckoning mode Green
APPR Selection of approach mode Green
ARM (APPR) System is armed to capture VOR or LOC signal **Amber or white
*B/C Selection of back-course localizer mode Green
CLM Selection of climb mode Green
DSC Selection of descent mode Green
ALT Selection of altitude hold mode Green
ALT SEL Selection of altitude preselect mode Green
VS Selection of vertical speed hold mode Green
GS System is responding to glideslope signal Green
ARM (GS) System is armed to capture glideslope signal **Amber or white
IAS Selection of indicated airspeed hold mode Green
GA Selection of go-around mode Green
AP Autopilot failure Red
TRIM Elevator trim system failure Red

Table 3-2. FCP-65/65A and MAP-65 Annunciators.
TRIM (All except Elevator trim system operating (trim in motion) **Amber or white
APC-65A/G)
TRIM (APC-65A/G) Aircraft mis-trim condition exists **Amber or white
1/2φ Selection of half-bank mode Green
SR Selection of soft-ride mode Green
OM (MAP only) Passage of outer marker Blue
MM (MAP only) Passage of middle marker Amber
IM (MAP only) Passage of inner marker White
VNAV Selection of vertical navigation mode Green
ARM (VNAV) System is armed to capture VNAV signal White
ALT ARM System is armed to capture a preselected altitude White
THE FOLLOWING ANNUNCIATORS ARE USED ONLY ON THE -029 STATUS FCP-65:
MACH Selection of MACH hold mode Green

ALTS Selection of altitude preselect mode Green
ARM (ALTS) System is armed to capture a preselected altitude White
YAW Yaw damper failure Red
YTRM Rudder trim system failure Red
PTRM Pitch Trim system failure Red
*FCP-65, CPN 622-5798-001/-002/-012, and MAP-65, CPN 622-5799-005, have REV annunciation instead of B/C. However, op-
eration of the mode is the same.
**Color of ARM and TRIM annunciators depends upon unit part number.
Table 3-3. Flashing Mode Annunciators.
FLASHING INDICATION COLOR

ANNUNCIATOR
HDG Loss of attitude or compass flag Green

NAV Loss of attitude, compass, NAV or ANAV flag Green
APPR Loss of attitude, compass, NAV or ANAV flag Green
DIS (YAW) Flashes for 5 seconds after yaw damper disengages Amber
ALT Loss of attitude flag or ADS validity Green
ALT SEL Loss of attitude or preselector flag, or ADS validity Green
VS Loss of attitude flag or ADS validity Green
GS Loss of attitude or glideslope flag Green
IAS Loss of attitude flag or ADS validity Green
DSC Loss of attitude flag or ADS validity Green
CLM Loss of attitude flag or ADS validity. Green
GA Loss of attitude flag Green
DIS (AP) Flashes for 5 seconds after autopilot disengages Amber

Figure 3-4. MAP-65 Mode Annunciator Panel, Controls, and Indicators.
3.2.7 Manual Elevator Trim S witches
The manual elevator trim switches, located on the control wheels, provide a convenient means to trim the
pitch attitude of the aircraft when the autopilot is not engaged (elevator trim is automatic when the autopi-
lot is engaged). The trim switch is a three-position (UP/OFF/DN) rocker switch. Operation of the switch
while the autopilot is engaged causes the autopilot to disengage. Operation of the trim switch in autopilots
with APC-65, CPN 622-5796-199, also causes the amber or white TRIM annunciators on the APP-65A, FCP-
65/65A and MAP-65 to light.
3.2.8 Manual Rudder Trim Sw itches
Note
The rudder trim function is available only in systems using the APC-65G Autopilot Computer.
The manual rudder trim switches, also located on the control wheels, provide a convenient means to trim the
yaw attitude of the aircraft when the autopilot is not engaged (rudder trim is automatic when the autopilot
is engaged). The trim switch is a three-position (LT/OFF/RT) rocker switch. Operation of the switch while
the yaw damper is engaged causes the yaw damper to disengage.
3.2.9 Rudder Boost Arm Switc h
The rudder boost arm switch is remote mounted and enables the rudder boost mode when set at the ARM
position. The rudder boost mode is independent of the autopilot and yaw engage functions and is fully auto-
matic, when armed. This mode takes precedence over yaw damper operations whenever the computer de-
tects a need for rudder boost and provides either right or left rudder to compensate for loss of engine power
on one side.
3.3 DESCRIPTION OF OPE RATING MODES
All operating modes are selected on the flight control or autopilot panels by push-on/push-off momentary-
action push buttons. Mode annunciation is displayed on the flight control panel, mode annunciator panel
and/or the autopilot panel (refer to Table 3-1 and Table 3-2). All operating modes can be selected while the

autopilot is engaged or disengaged. However, engaging the autopilot may drop any vertical modes that were
previously selected. Dropping the vertical modes with AP ENG or SYNC is optional in all APC-65 Autopilot
Computers except those with CPN 622-5796-199.
Table 3-4 and Table 3-5 respectively list the lateral and vertical operating modes, any associated submodes
and the conditions under which each mode or submode can be selected.
Guidance commands are provided to drive the steering display on the attitude director indicator. These same
commands are also used by the autopilot, when engaged, to provide automatic control of the aircraft.
3.3.1 Roll Hold Mode
The roll hold mode is the basic lateral operating mode and is selected when no other lateral modes are se-
lected or when the turn knob on the APP-65A is moved out of the detent position. When the system is in the
roll hold mode, the steering display on the ADI is biased out of view. Engaging the autopilot causes the sys-
tem to hold the roll attitude present at the time of engagement provided the roll attitude is more than five
degrees from level.
The bank angle can be changed with either the turn knob on the autopilot panel or the SYNC button on the
control wheel. Operation of the turn knob commands the autopilot to roll the aircraft smoothly to a roll atti-
tude that is proportional to the displacement of the control. The roll attitude of the aircraft is limited at 30
degrees. Activating the SYNC button disengages the servos from the aircraft controls and permits the air-
craft to be flown manually. The system will reengage and hold the roll angle present at the moment the
SYNC button is released. Operation of the SYNC button while the turn knob is out of detent causes the turn
knob to become inactive until the SYNC button has been released and the turn knob has been returned to
the detent position.
When the turn knob is in the detent position or when the SYNC button is released with a roll angle less than
5 degrees, the system switches to a wings level attitude hold submode, during which the aircraft is rolled to
a wings level position. An optional heading hold submode that holds the heading of the aircraft after it rolls
to a level position is available.
Interlocks are provided to prevent taking command with the turn knob or using the SYNC button when the
system is operating in the ILS approach mode. Operation of the SYNC button when other lateral modes are
selected, causes the servos to disengage while the button is depressed, allowing the pilot to maneuver the
aircraft. Upon release of the SYNC button, the system returns to the previously selected lateral mode.
3.3.2 Heading Hold Mode (HD G)
Selection of the HDG mode brings the steering display into view and commands are provided to fly to the
heading selected by the heading marker on the HSI. The steering and autopilot commands are limited to
provide a maximum commanded bank angle of 25 degrees.
3.3.3 Navigation Mode (NAV)
Cross-country VOR or localizer radio signals are flown using the NAV mode. Tuning the navigation receiver
to the desired VOR or localizer station and selecting the NAV mode puts the system into the NAV ARM
submode. In this submode, the system annunciates HDG and NAV ARM and responds to inputs from the
heading knob on the HSI. Using the heading knob, the system can be set up to intercept the radio course at
any intercept angle up to 90 degrees. When the flight path situation is such that the computer, using the ra-
dio deviation and course intercept, determines it is time to capture the radio course, the system switches
from NAV ARM to NAV. Steering commands are provided to capture and track the radio signal. Automatic
crosswind correction with crab angles up to 30 degrees is provided. During VOR operation, command

smoothing is provided to facilitate station passage and a dead reckoning (DR) annunciation is made to indi-
cate when the system is operating in the station passage submode.
Bank command signal outputs from other navigation systems such as the NCS-31C or LRN-85 can also be
flown in this mode.
3.3.4 Approach Mode (APPR)
The APPR mode is used any time an approach to a runway is desired and consists of the four types of opera-
tion described in the following paragraphs.
3.3.4.1 VOR Approach
The NAV receiver is tuned to a VOR frequency and the APPR mode is selected so that the system configures
itself in the NAV ARM submode for an all angle capture similar to the NAV mode. The computer is set for a
VOR approach situation and provides steering commands to acquire the VOR beam through the capture and
track submodes. Also provided in this mode is a station passage submode that allows for course changes at
the VOR station for a dogleg approach to published minimums. Glideslope operation is locked out and the
system annunciations consist of HDG, APPR ARM, APPR, and DR (station passage) at the appropriate
stages during the approach.
3.3.4.2 R-NAV Approach
This mode is similar to the VOR approach except the source signals are through a R-NAV computer. The
APPR mode logic provides a gain change to the deviation output for improved accuracy and flyability.
Glideslope operation is locked out and the system annunciations consist of HDG, APPR ARM, and APPR at
the appropriate stages of the approach. Waypoint passage is indicated when the TO/FROM pointer on the
HSI changes from TO to FROM.
3.3.4.3 ILS Approach
The system is in the full ILS approach mode when the APPR mode is selected and the navigation receiver is
tuned to a localizer frequency. Localizer operation in this mode consists of all angle capture and track simi-
lar to the NAV mode with appropriate changes to accommodate the localizer beam geometry. When the sys-
tem captures the localizer beam, the GS ARM annunciator lights to indicate that the system is ready to cap-
ture the glideslope beam. Glideslope capture can be accomplished from any vertical mode and from above or
below the glideslope beam. Capture occurs prior to beam center to provide a smooth transition to the track
mode. At glideslope capture, the annunciation switches from GS ARM to GS and any other vertical modes
are dropped. Annunciation during this mode consists of HDG, APPR ARM, APPR, GS ARM, and GS.
3.3.4.4 Back Course Localizer A pproach (B/C APPR)
Back course localizer approach is selected by pushing the B/C mode button. This mode is similar to the ILS
approach mode except it provides commands to capture and track the localizer back course. In this configu-
ration, the B/C annunciator is lit and the glideslope operation is lock out. Capture and track of the back lo-
calizer beam is the same as during the ILS approach except the system must be manually switched to the
heading mode or the pilot must fly the aircraft manually as the aircraft approaches and flies over the local-
izer transmitter. Annunciation during this mode consists of B/C, HDG, APPR ARM, and APPR.
3.3.5 Half-Bank Mode (1/2f)
The half-bank mode, provided by the APP-65A, can be selected with any lateral mode except when the turn
knob is used during the roll hold mode. When selected, this mode reduces the normal bank limit to approxi-

mately 12.5 degrees. The mode is automatically dropped upon capture of the VOR or localizer signal during
the NAV or APPR modes. However, the mode can be reselected after capture but will have no effect during
the NAV track mode, which has a track bank limit of 10 degrees.
3.3.6 Pitch Hold Mode
The pitch hold mode is selected when no vertical modes are selected and either the autopilot is engaged or a
lateral mode (HDG, NAV or APPR) is selected. The system responds to the selected lateral mode and to the
pitch attitude at the time the lateral mode was selected or the autopilot was engaged. The steering display is
biased into view provided a lateral mode is selected. The pitch attitude reference can be changed with either
the SYNC switch on the control wheel or the vertical control on the autopilot panel. Use of the SYNC switch
is described in paragraph 3.2.6.
When the vertical control is pushed momentarily, it provides a 0.5 degree incremental pitch angle change. If
the control is held for more than 1 second, it provides a 1-degree/second slew rate until it is released.
3.3.7 Altitude Hold Mode (ALT )
The altitude hold mode provides commands to maintain the altitude at which the mode was selected. A lat-
eral mode must be selected or the autopilot must be engaged before the ALT mode can be selected. The se-
lected altitude can be changed in 25-foot increments by momentarily pushing the vertical control on the
autopilot panel. The aircraft’s vertical speed should be reduced to 500 feet per minute or less prior to select-
ing altitude hold for a smooth capture of the desired altitude.
3.3.8 Indicated Airspeed Mode (IAS)
The IAS mode is a hold mode that provides commands to maintain the indicated airspeed present at the
time the mode is selected. A lateral mode must be selected or the autopilot must be engaged before the IAS
mode can be selected. The vertical control can be used to change the IAS reference in 1 knot increments each
time the control is activated.
3.3.9 Vertical Speed Mode (VS )
The vertical speed mode is a hold mode that provides commands to maintain the vertical speed that was pre-
sent at the time of mode selection. As with the other vertical modes, a lateral mode must be selected or the
autopilot must be engaged before the VS mode can be selected. The VS mode reference can also be changed
in 200 ft/min increments by using the vertical control.
3.3.10 Altitude Preselect Mode (ALT SEL)
The altitude preselect mode works in conjunction with an optional altitude preselector/alerter. The desired
altitude is set into the preselector and then the ALT SEL mode is selected on the flight control panel, either
directly or by selecting the climb or descent mode. This enables the altitude preselect mode, which provides
commands to capture the desired altitude when it is approached. Another vertical mode is normally selected
in conjunction with ALT SEL to establish a climb or descent to the preselected altitude. As the preselect alti-
tude is approached, commands are provided to capture the altitude. After the altitude is captured, the sys-
tem automatically switches to the altitude hold mode.
3.3.11 Go-Around Mode (GA)
The go-around mode is a wings-level, fixed pitch-up mode that is initiated by a pushbutton located on the
control wheel. Selection of the go-around mode disengages the autopilot. The go-around mode can be selected
from any lateral mode and is canceled by selection of a lateral mode. The system is internally synchronized

to the aircraft pitch attitude while in the go-around mode and maintains the GA pitch attitude after a lateral
mode is selected. If the SYNC button is push during the GA mode, the GA annunciator goes out, the system
synchronizes to the aircraft pitch attitude, and the steering display stays in view even though no lateral
modes are annunciated.
3.3.12 Descent Mode (DSC)
The descent mode, which is optional, provides a smooth transition from the previously selected vertical mode
to a pre-programmed vertical descent. Selection of the mode automatically arms the altitude preselect mode,
if available, and commands a smooth pitch change to establish the preprogrammed vertical descent rate. The
DSC and ALT ARM annunciators light when the mode is selected. The automatic selection of the altitude
preselect mode can be canceled by pushing the ALT SEL button while the ALT ARM annunciator is lit.
(Upon reaching the programmed vertical descent rate, systems with autopilot computer 622-5796-199/-299
automatically switch to the VS mode, the DSC annunciator goes out, and the VS annunciator lights.) After
the DSC (VS) mode has been established, the vertical control on the APP-65A can be used to change the de-
scent rate in 200-ft/min increments. If the descent mode is selected while the preselector is set at the present
altitude, the system automatically cycles directly to the altitude hold mode without descending.
3.3.13 Climb Mode (CLM)
The climb mode is optional in all systems except those with autopilot computer CPN 622-5796-199/-299, and
provides a smooth transition from the previously selected vertical mode to a preprogrammed vertical climb
profile. The vertical profile is defined by a stored IAS command that is modified by the altitude of the air-
craft. Selection of the mode automatically arms the altitude preselect mode, if available, and commands a
smooth pitch change to establish the preprogrammed IAS command. The CLM and ALT ARM annunciators
light when the mode is selected. The automatic selection of the altitude preselect mode can be canceled by
pushing the ALT SEL button while the ALT ARM annunciator is lit. The system will hold the climb mode
until another mode is selected or the preselected altitude is captured. The vertical control can be used to
change the IAS reference in 1-knot increments each time the control is activated. However, the vertical con-
trol cannot be used to command a negative climb rate because the climb mode has a minimum climb rate of
+50 feet/minute. If the climb mode is selected while the preselector is set at the present altitude, the system
automatically cycles directly to the altitude hold mode without climbing.
3.3.14 Vertical Navigation Mod e (VNAV)
The vertical navigation mode is available in all systems except those that use autopilot computer 622-5796-
199/-299 when the system is used with the ADS-80 Air Data System and a VNI-80 Vertical Navigation Indi-
cator. The vertical navigation mode permits the autopilot to capture and track the VNAV signal provided by
the VNI-80. Mode selection is through a remote momentary pushbutton that provides push-on, push-off op-
eration when used with the APC-65. Annunciation is provided by VNAV ARM and VNAV on the FCP-65 and
MAP-65. The VNAV mode can be selected in conjunction with any other vertical mode except glideslope.
3.4 DESCRIPTION OF DIAG NOSTIC MODES
The APS-65 and FGS-65 system diagnostics consist of full time validity monitors that verify the basic integ-
rity of the system plus diagnostic monitors that provide indications only during the self-test modes. Loss of a
validity input that is required for a particular mode is annunciated by flashing the associated mode annun-
ciator on the FCP-65( ), APP-65A or MAP-65 if the mode is selected. The computer flag on the ADI also
comes into view to annunciate any fault conditions associated with the selected mode. Table 3-3 lists those
mode annunciators that can flash and the associated validity inputs that causes the annunciator to flash.
Loss of a validity input that is required to engage the autopilot will cause the autopilot to disengage and
prevent engaging the autopilot until the fault is corrected and the fault logic is cleared. Additional informa-

tion about a system fault can be obtained by entering either of the self-test modes (described below) before
the fault is cleared.
Clearing latched fault logic in an APS-65 is normally accomplished by pressing the AP ENG button on the
APP-65A or FCP-65A. Any annunciators indicating the fault should quit flashing or turn off when the fault
has been cleared. A second push of the AP ENG button should engage the autopilot. If there are two autopi-
lot computers installed in an aircraft, fault logic can also be cleared by switching control of the autopilot to
the opposite side and back. This procedure can also be used to clear a fault from the autopilot computer on
the side that is flying flight director mode. In an FGS-65 system, power to the FGC-65 must be cycled off and
on to clear latched fault logic because there is no AP ENG switch.
All APC-65( ) and FGC-65( ) computers have both an airborne and a ground self-test mode as maintenance
aids. Both self-test modes provide the same diagnostic capabilities except for the servo diagnostics that are
not applicable to the FGC-65( ). During airborne test mode, the servo diagnostics indicate the servo fault
status, while during ground test mode, the computer allows the servos to be driven by the operator so their
dynamic response to commands can be evaluated. The ground test mode is interlocked with the strut switch
and airspeed so that it cannot interrupt autopilot operation while the aircraft is airborne. This interlock also
prevents any system without the strut switch from entering the ground test mode.
Table 3-6 lists the self-test diagnostic annunciators that can be displayed on the FCP-65( ) and MAP-65 for
all systems except those using the APC-65A/G and Table 3-7 lists the diagnostic annunciators for systems
using the APC-65A/G. Table 3-6 and Table 3-7 provides a brief description of the fault associated with each
diagnostic annunciator. The additional diagnostics listed in Table 3-6 and Table 3-7 and described in para-
graph 3.4.3 are not available in systems using status -199/-299 of the APC-65 and status -099 of the FGC-65.
3.4.1 Airborne Self-Test Mode
The airborne self-test mode is activated by pushing and holding the TEST button on the FCP-65( ) while the
aircraft is in flight (airspeed greater than 60 knots and no strut switch output). Operation of the TEST but-
ton while the aircraft is airborne does not interrupt autopilot operation, but does cause a momentary annun-
ciator test followed by a display of any initial fault conditions that have been set. If no faults are detected,
the flashing annunciator test is repeated. Refer to Table 3-6 or Table 3-7 for a brief description of the initial
faults that can be indicated during this test. The airborne test mode can also be activated during the ground
test mode by pushing and holding the TEST button while the GA annunciator is lit.
3.4.2 Ground Self-Test Mode
The ground self-test mode is selected by pushing and releasing the TEST button on the FCP-65( ) while the
aircraft is on the ground with an airspeed of less than 60 knots. Selection of the ground test mode is indi-
cated by a momentary annunciator test after which the green GA annunciators on the FCP-65( ) and MAP-
65 are lit. An initial fault condition is indicated if any other annunciators remain lit after the momentary
annunciator test. Refer to Table 3-6 or Table 3-7 for a description of the initial faults that can be indicated
during this test. The ground test mode is interlocked with the strut switch and airspeed so that it cannot
interrupt autopilot operation while the aircraft is airborne. The ground self-test is exited by pushing the
TEST button a second time.
3.4.3 Additional Diagnostic T est Mode
All autopilot, flight guidance, and yaw damper computers except statuses -099/-199/-299 of the APC/FGC-65
have additional diagnostics that can be displayed during self-test by pushing and holding either the ALT,
IAS (SPD), VS, or HDG mode select button. These fault indications are described along with the initial fault
descriptions listed in Table 3-6 and Table 3-7.

To use the additional diagnostics, first enter ground or airborne self-test mode and then press and hold the
ALT or HDG buttons on the FCP-65( ). It is important to note that pushing the ALT and HDG buttons for
additional diagnostics, will also select the ALT and HDG hold modes. The ALT hold mode is selected only if
the HDG button is pressed before the ALT button. These modes can be unknowingly selected during the self-
test mode since normal mode select annunciation is inhibited.
Valid fault indications result if an APC-65( ) or FGC-65( ) is put into ground self-test mode with either the
ALT or IAS hold modes selected. These faults are caused by the ADS-65 test routine which adds an offset
voltage to one of the ALT analog outputs and to one of the IAS analog outputs to force an invalid ADS-65
flag while in the test mode. The diagnostic fault indicators shown below will result since both the invalid flag
and offset analog voltages are applied to the autopilot computer.
Initial fault indicators: APPR, DR, and one or more of the servo faults (AP, DIS(AP),
YAW, or DIS(YAW))
Additional fault indicators with HDG: DR, and one or more servo fault annunciators
Additional fault indicators with ALT: APPR, ALT, DR, and one or more servo fault annunciators
Since some of the fault logic for the above fault indications is latched, the faults will still remain after exiting
the self-test and the ADS-65 outputs go back to a normal valid state. It is therefore necessary to clear the
fault logic as described in paragraph 3.4. The air data fault indications just described, will not occur if the
IAS and ALT hold modes are not selected during the self-test modes, nor will this indication result in a sys-
tem where the APC-65( ), FGC-65( ), or FYDS-65 is not connected to an ADS-65.
3.4.4 Obtaining Diagnostic Co des
Use one of the following procedures to obtain consistent diagnostic codes whenever an autopilot, flight guid-
ance, or yaw damper system failure is suspected. Although the procedures are written for airborne testing
they can be used during ground testing by pushing and releasing the TEST button to enter ground test and
then pushing the TEST button a second time to exit ground test.
Note
Do not push AP ENG or YAW ENG buttons. Reengaging either the autopilot or yaw damper can
clear any diagnostic codes that were set when the failure occurred.
3.4.4.1 APC/FGC-65 (-099/-199/-2 99) Diagnostic Codes
a. Clear any lateral modes that have been selected.

b. Push and hold the TEST button on the FCP-65/65A, (for ground test, push and release TEST button).
Record any annunciators that are lit after the flashed annunciator test.
c. Release TEST button (or push and release TEST button to exit ground test), autopilot returns to normal
operation. Autopilot and/or yaw damper engage may now be attempted.
d. Give the results from steps b through c to maintenance personnel along with any other pertinent infor-
mation such as modes selected, altitude, speed, temperature, etc.
3.4.4.2 APC/FGC-65 (-399/-499), APC-65B/C/F/H/J, FGC-65C, and FYD-65 Diagnostic Codes

c. Continue holding the TEST button, and push and hold the ALT button. Record any annunciators that
light.

d. Continue holding the TEST button, release the ALT button, and push and hold the HDG button. Record
any annunciators that light.
e. release HDG and TEST buttons (push and release TEST button to exit ground test), autopilot returns to
normal operation. Autopilot and/or yaw damper engage may now be attempted.
f. Give the results from steps b through d to maintenance personnel along with any other pertinent infor-
3.4.4.3 APC-65E Diagnostic Cod es

light.
d. Continue holding the TEST button, release the ALT button, and push and hold the IAS (or SPD) button.
Record any annunciators that light.
e. Continue holding the TEST button, release the IAS (or SPD) button, and push and hold the HDG button.
f. Release HDG and TEST buttons (push and release TEST button to exit ground test), autopilot returns to
g. Give the results from steps b through e to maintenance personnel along with any other pertinent infor-
3.4.4.4 APC-65A/G Diagnostic C odes

light.
d. Continue holding the TEST button, release the ALT button, and push and hold the IAS (or SPD) button.
e. Continue holding the TEST button, release the IAS (or SPD) button, and push and hold the VS button.
f. Continue holding the TEST button, release the VS button, and push and hold the HDG button. Record
any annunciators that light.
g. Release HDG and TEST buttons (push and release TEST button to exit ground test), autopilot returns to
h. Give the results from steps b through f to maintenance personnel along with any other pertinent infor-

Table 3-4. Lateral Modes.
ACTIVE MODE NO MODE GO-AROUND HDG NAV APPR (RECEIVER TUNED TO LOC FREQ) APPR
(RECEIVER TUNED TO VOR FREQ)
VOR, LOC, RNAV VOR FRONT COURSE BACK COURSE
GLIDESLOPE OPERATION INHIBITED
Submode condition Off mode for flight Before capture After capture Over the cone Before capture After capture Before capture After capture before capture After capture Over the cone
director
System Attitude hold (AP) Maintains wings Captures and Heading select in- Tracks selected Uncouples radio, Heading select in- Tracks Heading select in- Tracks back Heading select in- Tracks selected Uncouples radio,
condition level holds a selected tercept radial or course Accepts course tercept to inbound inbound course tercept to back LOC LOC course tercept radial Accepts course
heading changes course course changes
Roll steering dis- Out of view Roll error Computed heading command Computed course Memorized Computed head- Computed Computed Computed Computed Computed course Memorized
play (ADI) command course command ing command LOC command command course command
heading command LOC command heading command
Annunciator dis- GA HDG HDG, NAV ARM NAV NAV, DR HDG, APPR ARM APPR, GS ARM HDG, APPR ARM, APPR, B/C HDG, APPR ARM APPR APPR, DR
play
B/C
Turn Knob Roll command Not active Out-of-detent disengages mode Not active (interlocked with APPR mode)
SYNC switch Syncs to roll Interrupts servo engage, returns to active command upon release
attitude

Table 3-5. Vertical Modes.
ACTIVE HDG, NAV, APPR MODE(AFTER GS CAPTURE) HDG, NAV, APPR (BEFORE GS CAPTURE), AND TURN CONTROL
LATERAL APPR
MODE
Active Verti- Go-around Glideslope No mode se- ALT SEL ALT IAS VS DSC CLM VNAV
cal mode lected
Submode con- Go-around Radio altimeter not operating Radio altimeter oper- Pitch hold before altitude After altitude before capture After capture
dition ating capture capture
Before middle After middle

marker marker
System condi- Maintains a Normal Reduced Glideslope approach Maintains Maintains existing Maintains cap- Maintains al- Maintains in- Maintains Smooth transition Smooth transition Maintains exist- Maintains VNAV
tion fixed pitch-up glideslope ap- glideslope ap- gains programmed pitch Attitude vertical mode tured altitude titude dicated air- vertical speed to preprogrammed to maintain verti- ing vertical mode command
reference proach gains proach gains with radio altimeter speed vertical speed cal climb profile
Pitch steering Pitch error Computed glideslope command Pitch error Computed pitch, Computed alti- Computed al- Computed IAS Computed VS Programmed VS Programmed IAS Computed pitch, Computed VNAV
display (ADI) IAS, VS, CLM, or tude command titude com- command command command command with VS IAS, VS, CLM, or command
DSC command mand limits DSC command
Annunciator GA GS ALT ARM, IAS, ALT ALT IAS VS DSC, ALT ARM CLM, ALT ARM VNAV ARM, IAS, VNAV, ALT
display VS, CLM, DSC, VS, CLM, DSC ARM
VNAV
GS ARM (When in APPR mode on LOC)
SYNC switch Disconnects GA Not active Syncs to pitch Disconnects vertical mode and syncs to pitch attitude. (Dropping vertical mode is optional in all autopilot computers except CPN 622-5796-199.)
mode, syncs to attitude
pitch attitude
Vertical Not active 0.50 incre- Provides discrete incremental changes to the active air data mode reference with each activation.
ment followed
control by rate com-
mand
Determined by 25 ft/click 25 ft/click 1 kn/click 200 ft/ 200 ft/ 1 kn/click Determined by Not active
other vertical mode min/click min/click other vertical
mode

Table 3-6. APS/FGS/FYD Airborne and Ground Self-Test Diagnostic Descriptions.
FCP/MAP-65 COLOR INITIAL FAULT DESCRIPTIONS ADDITIONAL FAULT DESCRIPTIONS

ANNUNCIATORS
PUSH AND HOLD ALT BUTTON PUSH AND HOLD HDG BUTTON PUSH AND HOLD IAS (SPD) BUTTON (APC-
65E ONLY)
GA Green Ground test (not a fault) Same as initial fault description Same as initial fault description Same as initial fault description
TRIM Amber/ Preengage fault: Indicates that proper verification of servo disengage was not obtained for one or Roll knob out of detent: Indicates +28 V dc is applied 1,2AP
transfer: Indicates +28 V dc is applied to
white more of the servos during the preengage/disengage test. The AP fail and TRIM fail annunciators to FCP-65 P1-23. APC/FYD P1-18.
will turn on momentarily during this test since the autopilot and trim servos are forced to fail.
Failure of this test prevents the autopilot from engaging.
HDG Green Compass fault: Invalid compass flag at APC/FGC/FYD P1-15 1Stall warning: Indicates +28 V dc is applied to 1,2Remote disengage: Indicates APC/FYD P1-1 input Trim-down feedback at APC-65E P1-25 is 0 V dc
APC/FGC/FYD P1-5. is an open circuit. when it should be +28 V dc.
NAV Green 1,2Gyro fault: Invalid vertical gyro flag at APC/FGC/FYD P1-13 1SYNC switch (while pushed): Indicates +28 V dc is System interlock fault: System interlock strapping Trim-up feedback at APC-65E P1-25 is +28 V dc
applied to SYNC input P1-38 on FCP-65. (APC/FGC/FYD P1-40, 41, 44, 53, 56, 60) does not when it should be 0 V dc.
match code in configuration module.
ARM (NAV) Amber/ 1Cosine monitor fault: Gyro pitch or roll attitude in excess of 30 or 45 degrees respectively, X to 1Trim-down switch: Indicates APC P1-21 or P1-25 is 1Trim-up switch: Indicates APC P1-14 or P1-28 is
white Y data input short or open, or loss of gyro excitation. (In APC-65F, this diagnostic indicates that grounded. grounded.
the roll I and II or pitch I and II attitude signals do not compare.)
DR Green 1,2IAS/ALT comparison fault: IAS I and II and ALT I and II from the ADS-65 are compared for 1,2ADS-65 ALT I/II comparison fault: ALT I/ALT II 1,2ADS-65 IAS I/II comparison fault: IAS I and IAS II Trim duty cycle is not within limits.
similarity as a means of verifying the integrity of this data. inputs differ by more than 3000 ft inputs differ by more than 40 knots
APPR Green ADS-65/80 fault; Invalid air data flag(s) 1,2ADS-65 fault: Invalid ADS-65 flag at ADS-80 fault: Invalid ADS-80 flag at APC/FGC/FYD Trim-up feedback at APC-65E P1-25 is 0 V dc
APC/FGC/FYD P1-45 P1-17 when it should be +28 V dc.
ARM (APPR) Amber/ Computer heartbeat monitor fault: Indicates that the heartbeat monitor has timed-out as a re- Indicates that less than 6 heartbeat monitor faults 1,2Indicates that 6 or more heartbeat monitor faults
white sult of the command TP stopping or becoming hung up in an endless loop. have occurred. have occurred.
B/C or REV Green 1,2Computer timer fault: Indicates that the ratio of the 55-ms and 10-ms timers within the com- 1Manual servo trim: +28 V dc applied to one of the 1NAC-80 fault: Invalid NAC-80 flag at Trim-down feedback at APC-65E P1-25 is +28 V
puter is not within limits. manual trim switch inputs (APC P2-47, 51, 55, or APC/FGC/FYD P1-49 dc when it should be 0 V dc.
59).
GS Green 1,2Computer control law or PROM checksum fault: See additional fault descriptions. 1,2Computer control law fault: Indicates that com- 1,2Computer PROM checksum fault: Indicates that
puter required more than 55 ms to perform a timed computer PROM checksum error was detected.
computation.
ARM (GS) Amber/ 1Pitch/roll command wrap-around fault: Indicates that either the pitch or roll command fed back 1Pitch command wrap-around fault: See initial fault 1Roll command wrap-around fault: See initial fault 1No trim power indication from FCP-65 P1-8.
white to the command TP did not compare with the original command sent to the servo. description. descriptions.
ALT Green 1,2Computer power supply fault: 26 V ac, ±12 V dc, or +5 V dc internal supply voltage is out of 1,2ADS-65 fault: Invalid ADS-65 flag 1,2Remote disengage: Indicates APC/FYD P2-29 input
limits. is an open circuit.
ALT SEL Green 1Computer serial bus wrap-around fault: This is a test of the bi-directional communication buses Rudder boost arm: Indicates +28 V dc is applied to Rudder boost left: Indicates a requirement for left
between the FCP-65 and APC/FGC/FYD. APC/FYD P2-31. rudder boost has been detected.
VS Green NAC-80 fault: Indicates an invalid NAC-80 flag or NAC-80 is not returning the required -2 V dc Flap switch II: Indicates +28 V dc is applied to Rudder boost right: Indicates a requirement for right Trim runaway.
vertical acceleration test signal. APC/FGC/FYD P1-8. rudder boost has been detected.
IAS Green 1IAS reasonableness fault: Indicates that the measured IAS is less than 60 knots when airborne Same as initial fault description Same as initial fault description
(strut switch open).
DIS (AP)/3A Amber/ 1Roll servo fault: Indicates that a fault was detected in the roll servo channel and the local en- Same as initial fault description Same as initial fault description
Amber gage solenoid control circuit has disengaged the roll servo.
AP/3E Green/ 1Pitch servo fault: Indicates that a fault was detected in the pitch servo channel and the local Same as initial fault description Same as initial fault description
Amber engage solenoid control circuit has disengaged the pitch servo.
DIS (YAW)/3R Amber/ 2Yaw servo fault: Indicates that a fault was detected in the yaw servo channel and the local en- Same as initial fault description Same as initial fault description
Amber gage solenoid control circuit has disengaged the yaw servo.
YAW/3T Green/ Trim servo fault: Indicates that a fault was detected in the trim servo channel and the local en- Same as initial fault description Same as initial fault description
Amber gage solenoid control circuit has disengaged the trim servo.
1Causes AP disengage.
2Causes YAW disengage
3A, E, R, and T annunciation is displayed only on the APP-65A.

Table 3-7. APC-65 A/G Airborne and Ground Self-Test Diagnostic Descriptions.
FCP/MAP65 COLOR INITIAL FAULT DESCRIPTIONS ADDITIONAL FAULT DESCRIPTIONS

ANNUN-
CIAT-ORS
PUSH AND HOLD ALT BUTTON PUSH AND HOLD HDG BUTTON PUSH AND HOLD IAS (SPD) BUTTON PUSH AND HOLD VS BUTTON
Green Ground test (not a fault) Ground test (not a fault) Ground test (not a fault) Ground test (not a fault) Ground test (not a fault)
HDG Green Compass fault: Invalid compass flag at APC P1-15 EFIS Digital bus fault AHRS Digital bus fault Trim-down feedback at APC P1-25 is 1,2AP transfer: Indicates +28 V dc is applied to APC
0 V dc when it should be +28 V dc. P1-18.

NAV Green 1,2Gyro fault: Invalid vertical gyro flag at APC P1-13 1SYNC switch (while pushed): Indicates +28 V 1AHRS fault: Invalid AHRS attitude flag Trim-up feedback at APC P1-14 is 1,2System interlock fault: System interlock strapping
dc is applied to SYNC input P1-38 on FCP-65. +28 V dc when it should be 0 V dc. (APC P1-40, 41, 44, 53, 56, 60) does not match code in
configuration module.
ARM (NAV) Amber/ 1Cosine monitor fault: Gyro pitch or roll attitude in excess of 30 or 45 de- ADC Digital bus fault Roll knob out of detent: Indicates +28 V dc is applied
white grees respectively, X to Y data input short or open, or loss of gyro excita- to FCP-65 P1-23.
tion. (In APC-65G, this diagnostic indicates that the roll I and II or pitch I
and II attitude signals do not compare.)
DR Green 1,2IAS/ALT comparison fault: IAS I and II and ALT I and II from the ADS- 1,2ADS-65 ALT I/II comparison fault: ALT I/ALT 1,2ADS-65 IAS I/II comparison fault: IAS I Trim duty cycle is not within limits. 1Stall warning: Indicates +28 V dc is applied to APC
65 are compared for similarity as a means of verifying the integrity of this II inputs differ by more than 3000 ft and IAS II inputs differ by more than 40 P1-5.
data. knots
APPR Green ADS-65/85 fault; Invalid air data flag(s) 1,2ADS-65 fault: Invalid ADS-65 flag at APC P1- ADS-85 fault: Invalid ADS-85 flag at APC Trim-up feedback at APC P1-14 is 0 V dc 1,2Remote disengage: Indicates APC P1-1 input is an
45 P1-17 when it should be +28 V dc. open circuit.

ARM (APPR) Amber/ Computer heartbeat monitor fault: Indicates that the heartbeat monitor Indicates that less than 6 heartbeat monitor 1,2Indicates that 6 or more heartbeat moni- 1,2Remote disengage: Indicates APC P2-29 input is an
white has timed-out as a result of the command TP stopping or becoming hung faults have occurred. tor faults have occurred. open circuit.
up in an endless loop.
B/C or REV Green ADC-86 enable (not a fault) 1NAC-80 fault: Invalid NAC-80 flag at Trim-down feedback at APC P1-25 is +28
APC P1-49 V dc when it should be 0 V dc.
GS Green 1,2Computer control law or PROM checksum fault: See additional fault de- 1,2Computer control law fault: Indicates that 1,2Computer PROM checksum fault: Indi- Roll left button: Negative voltage between
scriptions. computer required more than 55 ms to perform a cates that a computer PROM checksum er- APC P1-19 and P1-46.
timed computation. ror was detected.
ARM (GS) Amber/ 1Pitch/roll command wrap-around fault: Indicates that either the pitch or 1Pitch command wrap-around fault: See initial 1Roll command wrap-around fault: See
white roll command fed back to the command TP did not compare with the origi- fault description. initial fault descriptions.
nal command sent to the servo.
ALT Green 1,2Computer power supply fault: ±12 V dc, or +5 V dc internal supply volt- 1,3ADS-65 fault: Invalid ADS-65 flag for more Roll right button: Positive voltage be-
age is out of limits. than 2.0 seconds. tween APC P1-19 and P1-46.
ALT SEL Green 1Computer serial bus wrap-around fault: This is a test of the bi-directional ADC IAS fault
communication buses between the FCP-65 and APC.
VS Green NAC-80 fault: Indicates an invalid NAC-80 flag or NAC-80 is not return- Flap switch II: Indicates +28 V dc is applied to 26 V ac I fault at APC P2-41. Elevator trim runaway.
ing the required -2 V dc vertical acceleration test signal. APC P1-8.
IAS Green 1,3IAS reasonableness fault: Indicates that the measured IAS is less than Strut switch II: Indicates +28 V dc is applied to 26 V ac II fault at APC P1-26.
60 knots when airborne (strut switch open). APC P1-16 (weight on wheels).
AP/4E Green/ 1Pitch servo fault: Indicates that a fault was detected in the pitch servo Trim-up switch: Indicates APC P1-17 is 2Trim-right switch: +28 V dc is applied to 1,5AP preengage fault Rudder boost left: Indicates a requirement for left
Amber channel and the local engage solenoid control circuit has disengaged the grounded. APC P1-25. rudder boost has been detected.
pitch servo.
DIS (AP)/4A Amber/ 1Roll servo fault: Indicates that a fault was detected in the roll servo Trim-down switch: Indicates APC P1-21 is 2Trim-left switch: +28 V dc is applied to 5Elevator trim preengage fault Rudder boost right: Indicates a requirement for right
Amber channel and the local engage solenoid control circuit has disengaged the grounded. APC P3-25. rudder boost has been detected.
roll servo.
YAW/4R Green/ 2Yaw servo fault: Indicates that a fault was detected in the yaw servo Manual elevator trim: +28 V dc applied to one of Manual rudder trim: one of the manual 2,5YAW preengage fault Rudder boost arm: Indicates +28 V dc is applied to
Amber channel and the local engage solenoid control circuit has disengaged the the manual elevator trim switch inputs (APC P2- rudder trim switch inputs (APC P3-24, 29, APC P2-31.
yaw servo. 51, P2-59, P3-33, or P3-45). 37, or 48) is grounded.
DIS (YAW)/4T Amber/ Elevator or rudder trim servo fault: Indicates that a fault was detected in Elevator trim servo fault (See initial fault de- Rudder trim servo fault (See initial fault 5Rudder trim preengage fault
Amber the trim servo channel and the local engage solenoid control circuit has scription.) description.)
disengaged the trim servo.
1Causes AP disengage. 5Preengagefault: Indicates that proper verification of servo disengage was not obtained for the servo during the preengage/disengage test. The AP fail and TRIM fail annunciators may turn on
2Causes YAW disengage. momentarily during this test since the autopilot and trim servos are forced to fail. Failure of this test prevents the autopilot, yaw damper, or trim circuit from engaging.
3Latched diagnostic, engage AP or cycle power to unlatch.
4A, E, R, and T annunciation is displayed only on the APP-65A.

523-0771866-005118

Theory of Operation
Table of Contents
Paragraph Page
4.1 GENERAL ................................................................................................................................................................ 4-1

4.2 FUNCTIONAL DESCRIPTION ............................................................................................................................. 4-1
4.2.1 APS-65 Autopilot System .............................................................................................................................................. 4-1
4.2.2 FGS-65 Flight Guidance System................................................................................................................................... 4-1
4.2.3 FYDS-65 Flight Guidance/Yaw Damper System.......................................................................................................... 4-1
4.2.4 Autopilot, Flight Guidance, and Flight Guidance/Yaw Damper Computers .............................................................. 4-1
4.2.5 APP-65A Autopilot Panel .............................................................................................................................................. 4-2
4.2.6 FCP-65 Flight Control Panel......................................................................................................................................... 4-2
4.2.7 FCP-65A Flight Control Panel ...................................................................................................................................... 4-2
4.2.8 SVO-65 Servo/SMT-65( ) Servo Mount and SVO-85B Servo/SMT-85B Servo Mount ................................................ 4-2
4.2.9 332D-llT Vertical Reference .......................................................................................................................................... 4-4
4.2.10 ADS-65 Air Data Sensor.............................................................................................................................................. 4-4
4.2.11 Altitude Preselector/Alerter ........................................................................................................................................ 4-4
4.2.12 SSS-65 Slip/Skid Sensor (Optional) ............................................................................................................................ 4-4
4.2.13 NAC-80 Normal Accelerometer (Optional) ................................................................................................................. 4-4
4.2.14 MAP-65 Mode Annunciator Panel (Optional)............................................................................................................. 4-4
4.2.15 Yaw Rate Sensor (Optional) ........................................................................................................................................ 4-4
4.3 DETAILED FUNCTIONAL DESCRIPTION......................................................................................................... 4-4
4.3.1 Autopilot, Flight Guidance, and Flight Guidance/Yaw Damper Computer................................................................ 4-4
4.3.2 FCP-65 Flight Control Panel....................................................................................................................................... 4-12
4.3.3 APP-65A Autopilot Panel ............................................................................................................................................ 4-13
4.3.4 MAP-65 Mode Annunciator Panel (Optional)............................................................................................................. 4-13

Page No Issue
* Title ..........................................15 Aug 98
* 4-1 thru 4-16 .............................15 Aug 98



section IV
theory of operation
4.1 GENERAL
This section provides a brief functional description of the equipment used in the APS-65 Autopilot, FGS-65
Flight Guidance, and FYDS-65 Flight Guidance/Yaw Damper Systems. Several functional block diagrams
are provided to show some of the various systems covered by this manual. All of the features described in
this section may not be available in a given system since there are several versions and many statuses of the
equipment used in the systems.
4.2 FUNCTIONAL DESCRIP TION
The following paragraphs briefly describe the function of the autopilot, flight guidance, and flight guid-
ance/yaw damper systems; and the various equipment used in the systems.
4.2.1 APS-65 Autopilot System
The basic APS-65 Autopilot System is a 3-axis, digital autopilot with automatic elevator trim. The APS-65
uses a central computer unit (APC-65( )) to process input data from various aircraft sensors and cockpit con-
trols to provide steering commands for display on the ADI and servo commands for maneuvering the air-
craft. The autopilot computer is programmed for a specific aircraft with a configuration module (A12) which
is visible through the top cover of the computer. The last three digits of the part number of the configuration
module determine the final status of the computer. Refer to Figure 4-1 for a functional block diagram of the
basic autopilot system.
4.2.2 FGS-65 Flight Guidance System
The FGS-65 Flight Guidance System is basically the same as an APS-65 Autopilot System without the ser-
vos, servo mounts and autopilot panel. The FGC-65( ) Flight Guidance Computer used in the FGS-65 is the
same as the flight director portion of the APC-65( ) Autopilot Computer (an APC-65( ) without the four servo
cards). Refer to Figure 4-2 for a functional block diagram of the flight guidance system.
4.2.3 FYDS-65 Flight Guidanc e/Yaw Damper System
The FYDS-65 Flight Guidance/Yaw Damper System combines the features of a flight guidance system with
the yaw damper/rudder boost portion of an autopilot system.
4.2.4 Autopilot, Flight Guidan ce, and Flight Guidance/Yaw Damper Computers
All of the APC-65( ) Autopilot, FGC-65( ) Flight Guidance, and FYD-65 Flight Guidance/Yaw Damper Com-
puters are remote-mounted, short, dwarf, ½-ATR units. All of the autopilot computers contain four flight
guidance circuit cards, four servo cards, a configuration module, a power supply card, and two interconnect
cards. The flight guidance computers contain all of the circuit cards used in the autopilot computer except
the servo cards. The FYD-65 is a flight guidance computer with a yaw servo/rudder boost card added to pro-
vide the yaw damper/rudder boost functions.

theory of operation 523-0771866
All of the autopilot, flight guidance, and flight guidance/yaw damper computers contain a flight guidance
(command) microprocessor and (except for the APC-65A/G and -099 status of the FGC-65) a yaw rate/EFIS
bus microprocessor although the yaw rate function is not required in the flight guidance computers. The
autopilot computer also contains four servo microprocessors, one on each servo card, to control each of the
three axis and elevator trim. The trim servo microprocessor in the APC-65G can also control rudder trim in
addition to elevator trim.
The command microprocessor (TP) in each computer receives and processes the information provided by the
various sensors and cockpit controls within the system to generate the pitch and roll steering commands
sent to the ADI and the pitch and roll servo cards. The command TP also maintains overall control and in-
tegrity of the system by continuously monitoring the various sensor validity signals and initiating a system
self-test each time the system is turned on. The command TP in an autopilot or yaw damper system also ini-
tiates a system self-test each time the autopilot or yaw damper is engaged and provides redundant servo
rate and torque limiting independent of the servo TP’s.
The major differences between the various versions and statuses of the APC/FGC/FYD computers are listed
in Table 4-1. Some of these differences are described in the detailed functional description given in para-
graph 4.3.
The APP-65A is a standard Dzus-mounted control panel that provide the associated autopilot controls and
annunciators. The autopilot panel contains the AP and YAW engage buttons, the soft-ride and half-bank
mode select buttons, a vertical control (trim) rocker switch, and a turn Knob. An annunciator strip at the top
of the panel provides a continuous indication of system operation and status. Annunciated messages are
color coded; green for active, amber or white for status and red for failure.
The FCP-65 is a standard Dzus-mounted control panel that provides the mode select buttons, self-test but-
ton and system annunciators for both the autopilot and flight guidance systems. Selected modes and system
status is indicated on an annunciator strip at the top of the unit. Annunciated messages are color coded;
green for active, amber or white for status and arm, and red for failure. Serial data transfer is used between
the flight control panel and the system computer to reduce the number of wires required in the system inter-
connect.
4.2.7 FCP-65A Flight Control Panel
The FCP-65A combines the basic mode select features and system annunciators from the FCP-65 with the
AP and YAW engage button from the APP-65A to provide a single control panel that can be used in a basic
autopilot system were space is at a premium.
4.2.8 SVO-65 Servo/SMT-65( ) S ervo Mount and SVO-85B Servo/SMT-85B Servo Mount
The servo and servo mount provide a precise drive mechanism for positioning the aircraft primary and
elevator trim control surfaces. The servo consists of a dc motor, gear train and engage clutch. The servo
mount consists of an override safety slip clutch and a capstan for connecting the servo to the aircraft control
surface. Various servo mounts are available to satisfy the different mechanical requirements of most air-
craft. The servo can be easily removed from the servo mount for maintenance without disturbing the aircraft
rigging.

Table 4-1. APC/FGC/FYD Major Differences.
TYPE CLIM VNAV EFIS RUDDER DUAL ELEV TRIM RUDDER DIGITAL DIGITAL AHRS ADS-80 ROLL SERVO PITCH
NUMBER B MODE OUTPUT BOOST ATTITUDE SYSTEM TRIM EFIS AIR DATA BUS COMPATI- COMPATI- GAIN SERVO
MODE BUS BLE BLE GAIN
FGC-65/-001
FGC-65/-020 X X X X
FGC-65C/-003 X X X X
FYD-65/-005 X X X RB2 X
APC-65/-199 YD only ET1 LOW LOW
APC-65/-299 YD only ET1 LOW LOW
APC-65/-399 X X X RB1 ET1 X LOW LOW
APC-65/-499 X X X RB1 ET1 X HIGH LOW
APC-65A X X X RB2 ET2 X X X LOW LOW
APC-65B X X X RB1 ET1 X X LOW HIGH (except

–102 status)
APC-65C X X X RB1 ET1 X LOW LOW
APC-65E X X X RB1 ET2 X HIGH HIGH
APC-65F X X X RB2 X ET1 X LOW LOW
APC-65G X X X RB2 X ET3 RT1 X X X X LOW LOW
APC-65H X X X RB2 ET1 X HIGH HIGH
APC-65J X X X RB2 ET1 X HIGH HIGH
RB1 is rudder boost/yaw damper with torque washout against side-slip.

RB2 is rudder boost/yaw damper with torque held against side-slip.
ET1 is elevator trim with 100-Hz closed loop servo (SVO-65).
ET2 is elevator trim with 1-Hz open loop servo (relay or 699K-3 interface with aircraft servo).
ET3 is elevator trim with 100-Hz closed loop servo (SVO-65) or can interface with aircraft servo through 699K-( ).
RT1 is rudder trim with 100-Hz closed loop servo (SVO-65).

4.2.9 332D-llT Vertical Refere nce
The vertical reference gyro provides 3-wire synchro pitch and roll attitude data to the autopilot or flight
guidance computer, and to the attitude director indicator.
4.2.10 ADS-65 Air Data Sensor
The air data sensor contains four solid-state pressure sensors (two absolute and two differential) to provide
dual pressure altitude and dual indicated airspeed signals to the autopilot computer. These signals are used
for the ALT, IAS, and VS hold modes as well as for gain and torque programming of the servo command sig-
nals throughout the flight regime. The air data sensor is a remote mounted unit that must be connected to
both the pitot and static air systems.
4.2.11 Altitude Preselector/Aler ter
The altitude preselector/alerter provides a means to preselect a desired or alert altitude when using the ALT
SEL mode of operation. The output signal from the altitude preselector is an error signal that is proportional
to the difference between the actual aircraft altitude and the preselected altitude. This error signal is used
by the autopilot computer to guide the aircraft to and capture the preselected altitude.
4.2.12 SSS-65 Slip/Skid Sensor (Optional)
The optional slip/skid sensor provides a signal that is proportional to any side-slip or skid in the yaw axis.
The output from this sensor improves turn coordination and engine-out performance.
4.2.13 NAC-80 Normal Accelero meter (Optional)
The optional normal accelerometer provides a vertical accelerometer signal that is used by the autopilot
computer to enhance damping of the vertical modes (ALT, IAS, and VS).
4.2.14 MAP-65 Mode Annunciat or Panel (Optional)
The optional mode annunciator provides system annunciation on the instrument panel when the FCP-
65/65A and APP-65A are not located in a good viewing position for the pilot and copilot. The MAP-65 re-
ceives data from the same serial bus as the FCP-65/65A.
4.2.15 Yaw Rate Sensor (Option al)
The yaw rate sensor must be used whenever the system is interfaced with a compass system that does not
provide a compatible yaw rate signal or as defined in the aircraft TC or STC. The yaw rate signal is required
for proper operation of the rudder servo.
4.3 DETAILED FUNCTIONA L DESCRIPTION
4.3.1 Autopilot, Flight Guidan ce, and Flight Guidance/Yaw Damper Computer
4.3.1.1 Flight Guidance Circuit s
The following paragraphs describe the functional operation of the flight guidance circuits that are common
to the APC-65( ), FGC-65( ), and FYD-65. These circuits are located on circuit cards A1, A2, A7, A8; inter-
connect cards A9, A10; power supply card A11; and configuration module A12. These circuits are very simi-
lar in all of the computers. However, additional signals are processed by these circuits in the APC-65( ) and
FYD-65 to accommodate the additional autopilot and yaw damper functions. Discrete differences between
the FGC, FYD, and APC versions of these circuits are described when they are significant. Refer to

Figure 4-1 and Figure 4-2 for functional block diagrams of the APS-65 and FGS-65, respectively. The
FYD-65 is very similar to an APC-65H with servo cards A3, A4, and A6 removed.
4.3.1.1.1 Processor Card A7
A command microprocessor (TP) on processor card A7 is the heart of the autopilot, flight guidance, and flight
guidance/yaw damper computers. The command TP reads and interprets the external data required to cal-
culate the guidance commands that drive the ADI command bars and are the primary pitch and roll com-
mands for the autopilot servos. The command TP also monitors the internal hardware and software fail safe
detectors. The command TP is supported by an operating program stored in EPROM’s, a RAM, a set of spe-
cial operating parameters stored in a PROM on A12, numerous multiplexers and I/O devices, and an ACIA
or DUART for serial mode and annunciator communication with the FCP-65/65A.
The command TP receives and sends data to the I/O circuits and memory on circuit cards A1, A2, A7, A8 and
configuration module A12 through an 8-bit parallel data bus. A 2, 4, or 8K byte EPROM stores the operating
program for the command TP and a 1 or 2K byte RAM provides a work space for temporary data storage for
the command TP. The system operation parameters are stored in the configuration module.
The asynchronous communication interface adapter (ACIA) or dual universal asynchronous re-
ceiver/transmitter (dual UART) provides the serial/parallel interface between the 8-bit bus and the serial in-
put and output buses to the FCP-65/65A. Data is sent and received on the serial buses in cycles of eight or
ten 8-bit bytes with timing controlled by the command TP. The cycle begins when the computer sends the
first byte of data to the flight control panel. After the flight control panel receives the first byte, it sends its
first byte to the computer. The computer then sends its second byte. The cycle continues until all eight or ten
bytes have been sent and received. The computer delays data transmission for at least two bytes between
each cycle to ensure that the flight control panel is in sync with the computer. Each data byte is in 5-volt dif-
ferential asynchronous format with one start bit, eight data bits, an odd parity bit, and one stop bit. The
start bit is always a logic zero and the stop bit is always a logic one.
A Dual UART is used instead of the ACIA in the APC-65A/G versions of circuit card A7. This dual UART
also provides the serial/parallel interface between the command TP and the serial input and output buses to
the EFIS.
An 8-channel driver receives failure data from the bus and provides a ground to any of the six discrete fail-
ure annunciator outputs should the associated failure be detected by the TP.
The 12-bit digital-to-analog (d/a) converter on circuit card A7 converts the 12-bit pitch and roll guidance
commands from the command TP into dc analog signals that are applied to their respective output circuits
by an 8-channel demultiplexer. The resulting pitch and roll commands are summed with the dc pitch and
roll attitude data from circuit card A2 to generate the 150 mV dc/degree pitch and roll steering commands
sent to the ADI. The pitch and roll attitude data provides command cancellation when the aircraft is maneu-
vered to satisfy the steering commands.
The pitch and roll commands are also feed back to the command TP through the 24-channel multiplexer and
analog-to-digital (a/d) converter on circuit card A8. The feedback commands are compared by the command
TP with the digital guidance commands sent to the d/a converter to ensure that both the d/a and a/d con-
verters are operating properly. This feedback test is called a pitch (or roll) wrap-around test. In the autopilot
computer, the pitch and roll commands are also applied to the pitch and roll servo cards.
The heartbeat detector on circuit card A7 receives a periodic signal from the command TP through the versa-
tile interface adapter (VIA) on circuit card A1. Failure of this periodic signal indicates that the command TP
has taken too long to complete a task and causes the heartbeat detector to reset the command TP. The loss of
six or more heartbeats causes the autopilot to disengage.

4.3.1.1.2 AC Analog Card A2
The phase detector on the ac analog card converts all ac analog input signals to plus or minus dc analog sig-
nals before they are applied to the 24-channel multiplexer. The resulting dc pitch and roll data signals are
applied to differentiator circuits to obtain pitch and roll rate signals which are also applied to the multi-
plexer. Various other dc analog input signals and signals from within the computer are applied to the 24-
channel multiplexer as shown in Figure 4-1 and Figure 4-2. The serial analog output of the multiplexer is
applied to another 24-channel multiplexer on circuit card A8 to provide for a maximum of 47 analog signals.
The gyro fault monitor on circuit card A2 checks the xyz pitch and roll inputs from the 332D-11T vertical
gyro to ensure that none of the synchro windings are open or shorted, and to determine if the pitch or roll at-
titude exceeds 30 or 45 degrees, respectively. If any of these conditions are detected, a signal is sent through
the VIA on circuit card A1 to the command TP and to the pitch and roll servo TP’s. Upon receipt of a gyro
fault signal, the command TP drops the computer flag on the ADI and flashes any selected lateral mode an-
nunciators. The gyro fault signal sent to the servo cards causes the autopilot to disengage.
The short detector is not used in either the APC-65B, APC-65F, or the APC-65G, since these computers are
used with the AHC-85 Attitude Heading Computer instead of the 332D-11T Vertical Reference.
The three filter circuits on circuit card A2 and the corresponding filter circuits on the pitch, roll and rudder
boost cards average the current sense voltage from the pitch, roll and rudder servo amplifiers. The resulting
dc voltages are proportional to the torque being applied by the respective servos. The three pairs of servo
torque signals are applied to the 16-channel multiplexers on the pitch, roll and servo cards for servo loop
computations, and to the 24-channel multiplexer on card A2 so they can be compared by the command TP.
The pitch servo torque signals are also sent the 8-channel multiplexer on the trim servo card to determine
when trim adjustments are required.
The sample and hold circuits on circuit card A2 and the corresponding sample and hold circuit on the trim
servo card monitor the pulsed drive voltage applied to the trim servo motor. These circuits sample the back
EMF of the trim servo motor between each power pulse applied to the motor. The sampled voltages are pro-
portional to the rate or speed of the trim servo motor. The trim servo rate signals are sent to the trim servo
card for servo loop computations and to the command TP for validity checking.
4.3.1.1.3 DC Analog and A/D Con version Card A8
Many of the dc analog inputs to the computer and many of dc analog signals generated within the computer
are applied, along with the output of the 24-channel multiplexer on A2, to the 24-channel multiplexer on cir-
cuit card A8. The multiplexed analog signals are sequentially converted to 12-bit digital signals by the 12-bit
a/d converter on circuit card A8. The two 24-channel multiplexers are connected in series to provide for a
maximum of 47 different analog signals that can be applied to the a/d converter. The sequential multiplexing
of the analog signals and the a/d converter are controlled by the command TP through its 8-bit data bus. Two
8-bit bytes are required to transfer each 12-bit digital signal to the 8-bit data bus so that the signals can be
used by the command TP.
The sample and hold circuits on circuit card A8 are identical to the sample and hold circuit on circuit card
A2 except that they are used to generate the roll, pitch and yaw servo rate signals. These signals are also
sent to the servo cards for servo loop computations and to the command TP for validity checking.
All logic input signals to the computer and many of the logic signals from within the computer are trans-
ferred to the 8-bit data bus by VIA circuits on circuit cards A1 and A8. The VIAs also convert digital signals
from the data bus to the logic levels required to control many of the circuit functions within the computer.
The versatile interface adapter (VIA) circuit on circuit card A8 transfers the NAV and GS flag, middle
marker, roll servo monitor and roll computer fail logic signals to the 8-bit data bus. The VIA also transfers

the servo test and servo drive signals for the roll and trim servo cards and the trim servo engage signal from
the data bus to discrete signal lines.
4.3.1.1.4 Logic I/O and Heading C ard A1
The yaw rate and EFIS bus TP on circuit card A1 performs three independent functions. The first function is
to generate a yaw rate signal from the heading rate pulses provided by the MCS-65 Magnetic Compass Sys-
tem. The second function is to provide the signal conditioning required to display autopilot system annuncia-
tions and diagnostic information on the optional electronic flight instrument system (EFIS) The third func-
tion is to provide slew up/down signals to the optional ADS-80 Air Data System. The 3-stage octal D flip-flop
circuit provides isolation between the two 8-bit TP data buses.
The VIA circuits on card A1 and the VIA circuit card A8 transfer all the input and output logic signals to and
from the 8-bit command TP data bus. The input logic signals include various switch inputs, equipment valid
signals, and numerous logic signals from the servo cards. The output logic signals include the servo test and
engage signals and the soft-ride mode logic sent to the servo cards.
4.3.1.1.5 Configuration Module A 12
Configuration module A12 is a plug in module that customizes the FGC-65( ), FYD-65, or APC-65( ) opera-
tion for a specific aircraft type. The configuration module for the FGC-65( ) contains one PROM and plugs
into an edge mounted dip socket on circuit card A7. The configuration module for the FYD-65 contains two
PROM’s and plugs into edge mounted dip sockets on circuit cards A5 and A7. The configuration module for
the APC-65( ) contains five PROM’s and plugs into edge mounted dip sockets on circuit cards A3, A4, A5, A6,
and A7. The PROM’s in this module contain the custom programmed limits, gains, and special operating in-
structions required for controlling a specific aircraft type equipped with a specific complement of equipment.
The plug-in configuration module also defines the status (last three digits of the part number) of the com-
puter. Each configuration module has a unique interlock code that must match the system interlock code
hardwired into the wiring harness at J1 of the computer. If the interlock code does not match, the APC-65
will not allow the autopilot to engage, however, operation in flight director mode may be permitted. The in-
terlock code is defined by the logic levels at J1-40, 41, 44, 53, 56, and 60 of the computer. The inputs are tied
to +28 V dc for a logic 1 or ground for a logic 0.
4.3.1.2 Autopilot Circuits
Note
Only the yaw servo/rudder boost card A5 described in paragraph 4.3.1.2.3 is used in the FYD-65.
The autopilot and yaw damper computers covered by this manual use the concept of duality to ensure the in-
tegrity of the autopilot/yaw damper system. This concept requires dual independent processing and checking
of all safety related signals and functions. The dual processing is provided by the command TP on circuit
card A7 and by the servo TP’s on the four servo cards (only one servo card in the FYD-65). The signals and
functions processed by the command TP are identified as outer-loop signals and functions and have a II fol-
lowing their name on the schematic and block diagrams. Those signals and functions processed by the servo
TP’s are identified as inner loop and have a single I following their name. Signals that are dual processed in-
clude the pitch and roll data/rate signals, the IAS and ALT signals from the ADS-65, and the servo rate and
torque signals. Functions that are dual processed include the servo disengage, servo rate limiting, and a/d
conversion functions.
All inner-loop (I) signals are sent to the command TP for comparison with the outer-loop (II) signals. The
outer-loop signals are also sent to the servo TP’s for comparison with the inner-loop signals. If the command
TP detects a discrepancy between any pair of dual signals, it disengages any servos that rely on those

signals. The outer loop engage circuit on each servo card is controlled only by the command TP. If a servo TP
detects a discrepancy between any pair of dual signals, it disengages its servo through the inner-loop engage
circuit. When a servo TP disengages its servo, the associated servo monitor false signal, which is sent to the
command TP, switches from a logic 0 to a logic 1. This logic 1 signal tells the command TP that a servo was
disengaged and which servo it was. The command TP may disengage some or all of the other servos to en-
sure safe operation.
The following paragraphs cover the operation of the roll, pitch, yaw/rudder boost, and trim servo cards. All
four servo cards are similar in circuitry and operation.
4.3.1.2.1 Roll/Pitch Servo Cards A 3/A4
All statuses of the roll servo and pitch servo cards are functionally the same except for the value of certain
gain resistors.
The heart of the roll and pitch servo cards is the servo TP which has 64 bytes of internal RAM and 2K of in-
ternal ROM. The ROM is preprogrammed for the particular axis (roll or pitch) that it controls. Special oper-
ating instructions and custom operating parameters are stored in a 32-byte fuse-link PROM located on con-
figuration module A12.
Analog signals are applied to the 16-channel multiplexer where individual signals are selected by servo TP
control logic and applied to the 12-bit a/d converter. The 12-bit digital data from the a/d converter is routed
through an octal tri-state buffer and a quad 2-channel data selector to the servo TP.
Duplicate sets of analog input data are generated to ensure the integrity of the data and the circuitry that
processes it. One set is processed by circuitry on the servo card and is identified by a I, while the other set is
processed by the flight guidance circuits and is identified by a II. The data sets are exchanged between the
command TP and the servo TP’s and are compared by all the TP’s. If a significant difference is detected be-
tween any data set, a logic output is generated to disengage the servos. Depending on the conditions that
caused the servo to disengage, the steering commands to the ADI command bars may or may not remain op-
erational for flight guidance without the autopilot.
A voltage proportional to the servo motor current pulses is applied to a filter to obtain the servo torque I sig-
nal. The filter averages the current pulses to obtain the dc torque I signal which is proportional to the width
of the current pulses. The servo torque signal is applied to the multiplexers on the servo card and circuit
card A2. Servo torque II is also sent to the multiplexer from an identical filter located on card A2. Redundant
processing is done as part of the cross-checking that is performed between the command TP and the servo
TP’s.
A sample-and-hold circuit provides detection and filtering of the servo rate I signal. Motor voltage is sampled
while the motor drive transistors are off and held when the motor drive transistors turn on. The voltage
sampled during the motor drive off period is the motor back emf and is proportional to the motor rate. The
servo rate I signal is applied to the 16-channel multiplexer on the servo circuit card.
Dual limiting of the servos provides fail-safe response to any malfunctions that could cause excessive servo
torque or rate. The dual limiting requires that servo control signals from two independent sources be present
at all times for the servo to function. The servo motor is controlled by a power bridge circuit. The four tran-
sistors controlling the power bridge are controlled by logic gates that receive drive signals from both the
servo TP and the command TP. The drive I signal from the servo TP is either a clockwise or a counterclock-
wise 100-Hz drive signal that is pulse-width modulated to control servo torque. The 100-Hz drive II signal
from the command TP is applied to all control gates and the servo TP. During normal operation, the control
gates are enabled and disabled by the 100-Hz drive II signal from the command TP. The pulse width of the
drive II signal is wider than the drive I signal and is determined by the maximum torque limit programmed
into the command TP for the operating mode of the autopilot. The drive I signal controls the direction,

torque and rate of the servo motor. If for some reason the servo TP tries to drive the servo beyond the maxi-
mum torque limits, the servo motor is limited by the drive II signal from the command TP. This limits the
servo motor operation should the servo TP malfunction. Meanwhile, other monitoring circuits detect the
higher than normal servo current and disengage the servo.
Each servo TP generates a heartbeat pulse to verify normal operation. The heartbeat pulse is generated af-
ter each complete cycle through the servo program. The heartbeat pulse rate is approximately 100 Hz when
the autopilot is engaged. The heartbeat pulses are applied to a heartbeat detector consisting of a ramp gen-
erator and two comparators. When the heartbeat pulses are generated at regular intervals (program run-
ning normally), the ramp generator is reset by each pulse and does not exceed the threshold of either com-
parator. If the heartbeat pulses stop for any reason, the ramp voltage is no longer reset and continues to
increase. After approximately 50 ms, the ramp voltage exceeds the threshold of the first comparator. When
this comparator trips, its output goes low and sends a nonmaskable interrupt (NMI) to the servo TP. The
NMI resets the servo TP’s program counter to a known location in the program and restarts the program. If
the program restart is successful, the NMI is cleared by the first heartbeat pulse and normal operation is re-
sumed. If a problem still exists after the program restart, no heartbeat pulses are generated and the ramp
voltage continues to increase. After approximately 100 ms without heartbeat pulses, the ramp voltage ex-
ceeds the threshold of the second comparator. When this comparator trips, its output goes low and sends a
disengage signal to the inner-loop engage circuit that controls the servo engage solenoid.
Both servo cards contain two control circuits to engage and disengage the servo solenoid. One engage circuit
receives inputs from the command TP while the other engage circuit receives inputs from the servo TP. The
two engage circuits are connected in series with the engage solenoid so that both are required to engage the
servo while either circuit can disengage the servo. The command TP sends the AP ENG and heartbeat II
signals to the engage circuit that supplies a ground to the servo engage solenoid. This engage circuit also
contains a clutch current sensor circuit which provides an engage monitor output that is sent to the com-
mand TP. The servo TP sends the servo engage I and heartbeat I signals to the engage circuit which supplies
+28 V dc to the servo engage solenoid.
4.3.1.2.2 Yaw Servo/Rudder Boost Card A5
Note
Only the yaw damper portion of the yaw servo/rudder boost card is implemented in the -199 and -299
statuses of the APC-65.
The yaw servo/rudder boost card provides yaw (rudder) servo control for yaw damping, turn coordination,
and rudder boost when engine thrust is not symmetrical. The yaw servo is automatically engaged with ei-
ther the AP ENG or YAW ENG buttons on the APP-65A, or when the rudder boost arm input is set and the
servo TP senses a significant difference in engine thrust. During normal operation (yaw servo engaged with
no rudder boost), the servo TP generates yaw commands in response to yaw rate information and an optional
slip/skid input. Either digital (DGS-65) or analog (YRS-65 or AHS-85) yaw rate signals can be used by the
servo TP. However, the digital signal must be decoded and converted to an analog signal by circuit card A1
before it can be used by the yaw circuits. The yaw rate source is selected by a logic switch that is controlled
by data stored in configuration module A12. The optional slip/skid input enhances turn coordination.
The rudder boost function responds to an engine bleed-air pressure differential input and helps the pilot
maintain control of a multi-engine aircraft when engine thrust is not symmetrical due to loss of engine
power on one side. The amount of rudder boost drive applied to the yaw servo is proportional to the engine
pressure differential input. While engaged, the yaw servo is controlled in the normal yaw damper mode de-
scribed previously whenever a requirement for rudder boost is not sensed.

The engine pressure differential input is a 2-wire polarity reversing signal provided by sensors monitoring
the bleed air from each engine. The input is applied to a differential amplifier and two comparator circuits.
The amplifier output is applied to the servo TP through a 16-channel multiplexer and an a/d converter. Each
comparator is biased to trip at approximately 0.54 V dc (equivalent to about 15 psi differential). Polarity of
the pressure differential input is reversed on one of the comparators so that one comparator provides a logic
1 when the differential input exceeds +0.54 V dc and the other provides a logic 1 when the input exceeds –
0.54 V dc. When the differential input is within ±0.54 V dc, both comparator outputs are a logic 0.
The two comparators provide left and right rudder boost signals to the command TP on circuit card A7 in the
outer loop. The left and right rudder boost signals indicate to the command TP that there may be a require-
ment for left or right rudder boost. The decision to implement rudder boost is determined by the servo TP
from the rudder boost threshold stored in configuration module A12. When the engine pressure differential
reaches the turn-on threshold, the servo TP verifies that the rudder boost arm input is high (enabled) and
then generates a servo command to drive the servo in the direction of the rudder boost requirement. At the
same time, a rudder boost active signal is sent to the command TP in the outer loop requesting yaw engage
II logic if the servo is not already engaged.
Four logic inputs to the engage circuits must be high for the yaw servo to engage. Two of these inputs are
yaw engage II and heartbeat II and are supplied by the command TP. The other two logic inputs are yaw en-
gage I and heartbeat I supplied by the servo TP and heartbeat detector on servo card A5.
Before supplying the engage logic, the rudder boost arm input to both the inner and outer loops must be high
(enabled). If the rudder boost arm input was low (disabled) at the time of the rudder boost requirement, im-
plementation of rudder boost would not occur and the servo would continue to respond to yaw commands if it
was previously engaged. If the yaw servo was engaged and rudder boost was armed when the rudder boost
requirement was realized, the rudder boost command would override any yaw commands applied to the
servo.
Once rudder boost has turned on, there are three ways that it can be turned off. Pushing the pilot’s or copi-
lot’s AP DISC switch disengages the yaw servo as long as the switch is held in. However, the servo reengages
and continues to apply rudder boost if the requirement is still present when AP DISC switch is released.
Switching the rudder boost arm switch to off cancels the rudder boost commands to the yaw servo. In this
case, the yaw servo disengages only if it was previously disengaged. The third way is to reduce the engine
pressure differential input to less than the turn-on threshold. Rudder boost cancels itself automatically
when the differential input is less than the threshold.
The rudder boost test and servo test inputs are not used by the present software. The remaining circuits and
I/O signals for servo card A5 operate the same as those described in paragraph 4.3.1.2.1 for servo cards A3
and A4.
4.3.1.2.3 100-Hz Trim Servo Card A6
All of the autopilot computers except the APC-65A, -65E, and -65G use the basic 100-Hz, closed-loop trim
servo card for elevator trim. The APC-65G can be configured to use a dual 100-Hz closed-loop trim servo
card, that can control both elevator and rudder trim, or a 1-Hz open-loop trim servo card. The APC-65A and
-65E only use a 1-Hz open-loop trim servo card. The 1-Hz servo card is described in paragraph 4.3.1.2.4.
The 100-Hz trim servo card has two basic operating modes, autotrim when the autopilot is engaged and
manual trim when the autopilot is disengaged.
During the autotrim mode with the autopilot engaged, the trim servo TP monitors the pitch torque signal
from the pitch servo card to determine if the pitch servo is applying torque to maintain the aircraft’s pitch
attitude. If a relatively constant level of pitch torque is detected, the servo TP generates a trim command un-
til the pitch torque is reduced to approximately zero. If either the pilot’s or copilot’s trim switch is activated

while the autopilot is engaged, the autopilot immediately disengages and the trim servo TP reverts to the
manual trim mode.
The pitch torque I signal from pitch servo card A4 is applied through the multiplexer and 8-bit a/d converter
to the servo TP as the trim servo command. The pitch torque II signal from circuit card A2 is also applied
through the multiplexer and a/d converter to the servo TP for comparison with the pitch torque I signal. If
the two torque signals are not approximately equal, the servo TP sets the servo engage I signal at logic 0
which disengages the trim servo. The pitch torque I and II signals are also sent to the command TP in the
outer loop for comparison. If an appreciable difference exists between the torque signals, the command TP
sets the trim servo engage II signal at logic 0 which also disengages the trim servo.
During the manual trim mode, activation of one of the trim switches causes the trim servo to engage and
move the trim surface in the direction determined by the trim switch. The trim servo disengages immedi-
ately when the trim switch is released.
The pilot’s and copilot’s manual trim switches are applied to rear connectors P1 and P2. The inputs at P2 are
applied to the trim servo card and must be +28 V dc when the switch is closed. The inputs at P1 are applied
through circuit card A1 to the command TP and must be grounded when the switch is closed. Both trim
switches require a 3-position, center-off, rocker switch with two independent poles. Before the command TP
enables a manual trim operation, it must receive the proper manual trim switch input and a logic 1 manual
trim signal from the trim servo TP. The manual trim signal is routed through circuit card A1 to the com-
mand TP. If either the pilot’s or copilot’s trim switch is activated while the autopilot is engaged, the autopi-
lot immediately disengages. If the autopilot is disengaged and one of the trim switches is activated, only the
trim servo engages and the trim servo TP drives the trim servo in the direction indicated by the trim switch
input. The trim servo disengages immediately when the trim switch is released. The trim servo differs from
the other three servos because it is limited only by rate. The pitch, roll, and yaw servos are torque and rate
limited. For this reason, only the motor voltage is sensed on the trim servo.
A trim fail annunciation can occur when the autopilot is engaged or when the manual trim buttons are acti-
vated. A trim failure is indicated by a flashing red TRIM annunciator. Trim fail annunciation is activated as
a result of outer-loop monitoring of trim runaway, trim not responding, trimming in the wrong direction,
trim motor rate comparison checks, and an invalid output from the trim servo card monitor. No additional
diagnostic annunciations are designated to isolate the trim fault. Trim fail logic is independent of the AP
and YAW fail logic and does not disengage the autopilot or yaw damper. Trim fail is a nonlatching condition
and can be cleared by correcting the unsatisfactory condition that caused the failure. The trim servo auto-
matically reengages after a 1-second delay, provided that the autopilot is engaged or a trim switch is still
pushed. An amber or white TRIM annunciator lights during normal operation when the trim servo is in mo-
tion while the autopilot is engaged. The trim-in-motion annunciation does not light during manual trim op-
erations.
4.3.1.2.4 1-Hz Trim Servo Card A6
The 1-Hz trim servo card is used in the APC-65G, when configured for a 1-Hz trim system, and in the
APC-65A, -65E. The A6 supplies low-frequency, pulse-width modulated trim control signals for a high-
current trim actuator. The low-level trim control signals are normally applied to a 699K-( ) Trim Adapter
which provides the high-current drive signals required by the trim actuator. The trim servo card is opera-
tional only when the autopilot is engaged. The manual trim function in the aircraft is independent of the
APC-65A/E/G except that operation of the manual trim switches causes the autopilot to disengage.
With the autopilot engaged, the trim servo TP monitors the pitch torque signal from the pitch servo card to
determine if the pitch servo is applying torque to maintain the aircraft’s pitch attitude. If a relatively con-
stant level of pitch torque is detected, the servo TP generates a trim command until the pitch torque is re-
duced to approximately zero. Proper operation of the trim servo card is verified by both the command TP and
the servo TP which monitor the trim-up and trim-down feedback signal inputs. These feedback signals must

be approximately the same as the command signals sent to the trim actuator. Either TP disengages the trim
actuator if the feedback and command signals do not compare.
The pitch torque I signal from pitch servo card A4 is applied through the multiplexer and 12-bit a/d con-
verter to the servo TP as the trim servo command. The pitch torque II signal from circuit card A2 is also ap-
plied through the multiplexer and a/d converter to the servo TP for comparison with the pitch torque I sig-
nal. If the two torque signals are not approximately equal, the servo TP sets the servo engage I signal at
logic 0 which disengages the trim servo. The pitch torque I and II signals are also sent to the command TP in
the outer loop for comparison. If an appreciable difference exists between the torque signals, the command
TP sets the trim servo engage II signal at logic 0 which also disengages the trim servo.
A trim fail annunciation can occur when the autopilot is engaged. A trim failure is indicated when the red
TRIM annunciator on the FCP-65 is lit. The trim fail annunciation is controlled by the outer-loop monitoring
of trim runaway, trim not responding, trimming in the wrong direction, and an invalid output from the trim
servo card monitor. Additional diagnostic annunciations are designated to help isolate the trim fault. These
annunciators are displayed only during the self-test mode described in the operation section. The trim fail
logic is independent of the AP and YAW fail logic and does not disengage the autopilot or yaw damper. Trim
fail is a non-latching condition and can be cleared by correcting the unsatisfactory condition that caused the
failure. An amber or white TRIM annunciator lights during normal operation when the trim servo is in mo-
tion while the autopilot is engaged. For installations using the APC-65A/G, the TRIM annunciator lights
when a mis-trim condition exists. The trim-in-motion annunciation does not light during manual trim opera-
tions.
The FCP-65 Flight Control Panel is the primary pilot interface with the computer. This equipment provides
mode selection logic and also displays system annunciation and diagnostics. Two-way communication be-
tween the FCP-65 and the computer is provided by two serial data buses. The mode select pushbuttons on
the flight control panel are momentary contact but provide push-on/push-off mode selection through the
computer. Each time a mode button is pushed, the +28 V dc from the button is converted to serial data and
sent to the computer. The computer latches (or unlatches) the selected mode and then sends serial data back
to the flight control panel to light (or turn off) the associated mode annunciator(s). All annunciators on the
flight control panel are controlled through the serial bus except the red AP and TRIM annunciators which
are controlled directly by the computer.
The flight control panel provides discrete annunciator outputs to the autopilot panel to light the AP, AP DIS,
YAW, YAW DIS, TRIM, 1/2 bank and SR (soft ride) annunciators. Soft-ride and half-bank mode logic, and
trim-up, trim-down and roll-out-of-detent signals from the autopilot panel are sent to the flight control panel
where they are converted to serial data and then sent to the computer.
The flight control panel also receives computer monitor and in-view bias signals on the serial bus from the
computer and converts this serial data to 0/+28 V dc signals that are sent to the ADI or EFIS. A +28-V dc
computer monitor signal pulls the computer flag out of view and a +28 V dc in-view-bias signal brings the
command bars into view when a lateral mode is selected.
The APP-65A provides the autopilot and yaw engage buttons, the soft-ride and half-bank mode select but-
tons, a vertical control (trim) rocker switch, a turn Knob and associated annunciators. The engage and mode
select buttons are momentary contact but provide push-on/push-off mode selection through the computer.
Each time a mode button is pushed, the +28 V dc from the button is sent to the flight control panel where it
is converted to serial data and then sent to the computer. the +28 V dc from the engage buttons is applied
directly to the computer. The computer latches (or unlatches) the selected mode and then sends serial data

back to the flight control panel to light (or turn off) the associated mode annunciator(s). All annunciators on
the autopilot panel except the autopilot, trim and servo fail (red AP, red TRIM, A, E, T, R) annunciators are
controlled through the flight control panel and its serial data bus. The fail annunciators are controlled di-
rectly by the computer.
The trim-up, and trim-down signals from the vertical trim switch, and roll out of detent signal from the turn
knob are also sent to the computer through the flight control panel and its serial data bus. The turn knob
provides a 0 to ±6.3 V dc analog signal directly to the computer when the knob rotated clockwise (+) or coun-
terclockwise (–) from its detent position.
4.3.4 MAP-65 Mode Annunciat or Panel (Optional)
The optional mode annunciator panel provides system annunciation on the instrument panel when the FCP-
65/65A and APP-65A are not located in a good viewing position for the pilot and copilot. The MAP-65 re-
ceives annunciator data from the computer through the same serial bus as the FCP-65/65A. The MAP-65
also has middle, inner, and outer marker annunciators that can be controlled directly by the marker re-
ceiver. An annunciator test button is provided of the front of the unit and light all of the annunciators when
pushed.


Figure 4-1. APS-65 Autopilot System, Functional Block Diagram

Figure 4-2. FGS-65 Flight Guidance System, Functional Block Diagram

523-0771867-005118

Maintenance
Table of Contents
Paragraph Page
5.1 GENERAL ................................................................................................................................................................ 5-1

5.2 MAINTENANCE SCHEDULE................................................................................................................................ 5-1
5.2.1 Routine Maintenance Check ......................................................................................................................................... 5-1
5.2.2 Recommended Periodic Maintenance ........................................................................................................................... 5-1
5.3 TEST EQUIPMENT AND POWER REQUIREMENTS ........................................................................................ 5-1
5.3.1 Test Equipment.............................................................................................................................................................. 5-1
5.3.2 Power Requirements...................................................................................................................................................... 5-2
5.4 TESTING AND TROUBLESHOOTING ................................................................................................................ 5-3
5.4.1 Diagnostic Information.................................................................................................................................................. 5-3
5.4.2 SMT-65( ) and SMT-85B Servo Mount Slip Clutch Test Procedure ............................................................................ 5-3

Page No Issue
* Title ..........................................15 Aug 98
* 5-1 thru 5-25 .............................15 Aug 98
* 5-26 Blank ................................15 Aug 98



section V
maintenance
5.1 GENERAL
This section provides procedures for testing and troubleshooting the APS-65 Autopilot, FGS-65 Flight Guid-
ance, and FYDS-65 Flight Guidance/Yaw Damper Systems. The test procedures provide fault isolation down
to a unit while the system is installed in the aircraft. Faulty units can then be tested and repaired by using
the bench test procedures given in the associated unit repair manuals.
5.2 MAINTENANCE SCHED ULE
All units in the system, with the exception of those listed in Table 5-1, are removed from the aircraft only
when repair is required.
5.2.1 Routine Maintenance Ch eck
The test procedure given in paragraph 5.4 should be performed during each major aircraft maintenance
check or whenever deemed necessary by the pilot.
The following on-aircraft inspection of the SVO-65 or SVO-85B Primary Servo and SMT-65( ) or SMT-85B
Servo Mount is required concurrent with each aircraft major overhaul, aircraft manufacture's recommended
control system inspection or rigging maintenance. Failure of a servo or servo mount to pass the inspection
requires replacement of the servo or servo mount.
Return units requiring repair to a Collins Avionics authorized service agency for repair.
a. Check for loose or worn mounting hardware, and verify that the servo and servo mount are se-curely
mounted to the airframe.
b. Visually inspect for capstan or cable wear, contamination, and proper cable spool-off angle.
c. With the autopilot disengaged, operate each control system through its entire range and observe the
servo mount for any unusual noise, binding, backlash, or other mechanical irregularities. Verify that the
cable tensions are within the limits specified in the controlling aircraft TC or STC.
5.2.2 Recommended Periodic M aintenance
Table 5-1 lists those units in the system that require periodic maintenance along with the recommended
schedule.
5.3 TEST EQUIPMENT AND POWER REQUIREMENTS
5.3.1 Test Equipment
Table 5-2 lists the test equipment required to perform the APS-65/FGS-65/FYDS-65 test procedures.
Equivalent test equipment can be substituted for that listed.

maintenance 523-0771867
Table 5-1. Recommended Periodic Maintenance.
EQUIPMENT RECOMMENDED MAINTENANCE MAINTENANCE SCHEDULE
SVO-65 Primary Servo/ On aircraft inspection given in paragraph Concurrent with aircraft major overhaul, rec-
SMT-65( ) Servo Mount 5.2.1. ommended control system inspection, or rig-
ging maintenance.
SVO-85B Primary Servo/ On aircraft inspection given in paragraph Concurrent with aircraft major overhaul, rec-
SMT-85B Servo Mount 5.2.1. ommended control system inspection, or rig-
ging maintenance.
SMT-65( ) Servo Mount On aircraft test given in paragraph 5.4.2. 12 000 hours or at the maintenance inspection
interval nearest to 12 000 flight hours.
SMT-85B Servo Mount On aircraft test given in paragraph 5.4.2. 14 000 hours or at the maintenance inspection
interval nearest to 14 000 flight hours.
332D-11T Vertical Reference Gyromotor bearing replacement and minimum 3000 hours with SB 26
performance testing. 2000 hours without SB 26
Table 5-2. Test Equipment Required.
EQUIPMENT MANUFACTURER AND PART NUMBER FUNCTION
Air data test ramp panel Intercontinental Dynamics Corp P/N VPT-10C- Used to test ADS-65
13888
CTS-10 Universal ATR Collins P/N 622-4561-001 Permit measuring signals at the rear connec-
Breakout Box tors on the APC-65( ), FGC-65( ), or FYD-65
while it is connected to the aircraft wiring
harness.
479S-4A ILS Signal Gen- Collins P/N 622-1101-001 Used to test NAV receiver and associated cir-
erator cuits in the APC-65( ), FGC-65( ), or FYD-65.
Capstan Test Fixture Collins P/N 621-9185-002 Used to measure torque setting of capstan slip
clutch. Used with SMT-65( ).
997T-1 Test Adapter Collins P/N 822-0030-001 Used to measure torque setting of capstan slip
clutch. Used with SMT-85B.
Torque wrench and 3/8-in Torque range - as required for each installation Used to measure torque setting of capstan slip
socket Resolution - 1 lb•in or less clutch.
Accuracy - 1 percent
1 1/8-in socket Any Used to adjust torque setting of capstan slip
clutch.
7/16-in socket Any Used to remove/install servo.
Hex (Allen) drive tool Any Used to remove/install 997T-1 test adapter.
5.3.2 Power Requirements
All power required to perform the system tests and troubleshooting is provided by the aircraft in which the
system is installed, except for the air data test panel and the ILS signal generator which are required to test
the ADS-65 Air Data Sensor and the navigation receiver, respectively.

5.4 TESTING AND TROUBL ESHOOTING
Note
The following test procedures assume that the aircraft interconnect wiring has been verified and is
correct, and that the magnetic compass system is operating properly.
The test procedures given in Table 5-3 (APS-65), Table 5-4 (FGS-65), and Table 5-5 (FYDS-65) provide an
overall operational test of the system including the air data sensor and the navigation receiver.
The CTS-10 Universal ATR Breakout Box can be installed between the APC-65( ), FGC-65( ), or FYD-65 to
provide access to the 180 pins on the rear connectors of the computer. The breakout box can then be used to
verify and isolate any possible faults by using it to check specific input and output signals to the computer.
5.4.1 Diagnostic Information
The annunciator and ground tests (tests 2 and 3 in either Table 5-3, Table 5-4, or Table 5-5) use the self-test
feature of the APS-65( ), FGS-65, and FYDS-65, and can be performed without any test equipment. Table 5-6
through Table 5-8 provide a brief description of the self-test fault indications. Refer to the operation section
for a more detailed description of the use of the self-test feature.
5.4.2 SMT-65( ) and SMT-85B S ervo Mount Slip Clutch Test Procedure
This test procedure verifies that the slip clutch in the servo mount is correctly adjusted and operating prop-
erly. The test should be performed every 12 000 flight hours (SMT-65( ) or 14 000 flight hours (SMT-85B), or
at the airplane maintenance inspection interval nearest to 12 000/14 000 flight hours, whichever occurs first.
This test should also be performed whenever deemed necessary by the pilot.
Perform this test when the temperature of the ambient air, servo, and servo mount are at or above +10 °C
(+50 °F). The torque values used in this procedure are provided in the applicable TC or STC for the particu-
lar airplane.
This test procedure requires at least two people to perform. One person at the location of the respective
servo/servo mount and the other person at the airplane controls in the cockpit. A good inspection mirror and
flashlight are required.
a. Remove any aircraft inspection panels required to gain access to the servos and servo mounts. Do not
remove the servo from the servo mount.
b. Check the primary and servo bridle cable tensions to ensure that they are within the proper range of set-
tings. Low cable tension may result in capstan slip clutch chattering, making accurate torque readings
difficult.
c. Check for any drag or unusual noise from the servo, servo mount, or the bridle cable rigging while mov-
ing the control column, wheel, or pedals from stop to stop at a very slow speed.
d. Repeat step c at a moderate speed.
e. Check the cables for kinks and broken or worn strands. Check pulleys for evidence of improper cable
alignment and frozen bearings. Ensure that all of the keeper pins are installed. Review FAA Advisory
Circular AC 43.13-1A Par 198 for additional information.
f. Remove the servo from the servo mount and inspect the teeth on the servo output pinion gear for wear,
corrosion and rust.
g. Turn the servo output pinion gear by hand and listen for any unusual noise, clutch teeth ratcheting,
drag, etc. If the servo is defective, return it to the nearest Rockwell-Collins Service Center for repair.

Caution
Be sure the test fixture/test adapter is flush with the mating surface of the servo mount (not cocked)
and the gear teeth are properly meshed before securing.
h. With the control wheel, column, or the pedal control in the center of travel position, place the Capstan
Test Fixture, Collins Part Number 621-9185-002, (SMT-65( )) or 997T-1 Test Adapter, Collins Part
Number 822-0030-001, (SMT-85B) on the servo mount and secure.
i. Attach a calibrated torque wrench, with the proper torque range, and a 3/8-inch socket to the hexnut on
the capstan test fixture or through the rear of the test adapter.
Note
It is recommended that the handle of the torque wrench be placed firmly against a fixed portion of
the airplane (blocks of wood may be required to do this), as opposed to holding the torque wrench by
hand to ensure a more accurate torque wrench reading.
j. Hold the torque wrench firmly while the control wheel, column or pedals are moved slowly from stop to
stop at least three times. Do not record the breakaway torque values until the capstan slip clutch has
been slipped a minimum of three times. This procedure should reduce chatter and encourage proper
breakaway torque readings. The torque that is required is the breakaway torque, which is the torque
that is measured when the slip clutch is just starting to slip. This is the point where the static friction is
overcome. This is the torque the pilot will have to overcome in the event of a servo jam. The torque to
keep the slip clutch rotating (sliding or running torque) will most likely decrease below the breakaway
torque. This is normal and should not be of concern.
Note
The torque at the capstan slip clutch is greater than the torque measured at the capstan test fixture
by a factor of 5.857. The torque wrench measures the pinion torque via the capstan test fixture,
which is equal to the capstan torque divided by 5.857.
k. Record six slip clutch torque values at the capstan test fixture/test adapter as follows:
1. Hold the torque wrench firmly against the airframe, as previously mentioned. Measure the breaka-
way torque while the control wheel, column or pedal is moved slowly and smoothly from the center of
travel position to one of the end stops. Record the value of the breakaway torque.
Note
In some aircraft, it may be easier to take the measurement while moving the control from one end
stop to the other end stop. This is permissible provided that at least three measurements are made
in each direction.
2. Measure the breakaway torque while slowly and smoothly moving the control from the end stop back
to the center of travel position. Record the breakaway torque.
3. Measure the breakaway torque while slowly and smoothly moving the control from the center of
travel position to the other end stop. Record the breakaway torque.
to the center of travel position. Record the breakaway torque.
5. Measure the breakaway torque while slowly and smoothly moving the control from the center of
travel position back to the first end stop. Record the breakaway torque.
to the center position. Record the breakaway torque.

l. Average the six torque measurements. If the average value of the six measurements is between -15%
and +25% of the correct torque setting, and the maximum and minimum values recorded are between -
20% and +35% of the proper torque setting, the slip clutch is properly set and readjustment is not re-
quired. Proceed to step o.
Note
Readjustment of the slip clutch may require removal of the capstan rigging and/or removal of the
servo mount from the airplane.
Note
A small movement of the adjustment nut causes a change in the slip clutch torque value.
m. If any of the average, maximum, or minimum values are not within the limits given in step m, the slip
clutch must be readjusted to the value given in the applicable airplane TC or STC. The slip clutch can be
adjusted in the airplane, if space permits, by removing the guard from the front of the capstan and ad-
justing the 1 1/8-inch nut on the front of the capstan. Clockwise rotation of the adjustment nut increases
the capstan torque setting.
n. After readjustment, repeat steps k and l to verify the proper slip clutch torque setting.
o. Remove the capstan test fixture/test adapter from the mount.
p. Clean the mating surfaces of the servo and servo mount.
q. If necessary, lubricate the servo output pinion gear and the servo mount gear with Shell Oil Co. Aero-
shell 7 grease (CPN 005-0810-000).
r. Reassemble the servo to the servo mount and secure with the mounting hardware removed during step f.
Table 5-3. APS-65 Autopilot Test Procedure.
TEST PROCEDURE DESIRED RESULTS TROUBLESHOOTING

INSTRUCTIONS
1. Pretest procedure
1.1 Apply power to all aircraft electronics All annunciators on FCP-65( ), APP- Verify that adequate power is
including the APS-65. Allow 3 min- 65A, and MAP-65 are unlit except AP, applied to all units in the sys-
utes for system gyros to come up to DIS, YAW and DIS in systems with tem. If system power is ade-
speed and ADS-65 to stabilize. APC-65 status -199. Computer flag on quate, all annunciator panels are
ADI goes out of view. abnormal or flashing and com-
puter flag is in view, APC-65( ) is
probably defective and must be
replaced.
2. Annunciator Test
2.1 Push the TEST button on the MAP- All annunciators on MAP-65 light. (Re- Replace MAP-65.
65. fer to the operation section for a com-
plete list of mode annunciators.
2.2 Ensure that no modes are selected All annunciators on FCP-65( ), APP-65A If all annunciators do not flash
and push TEST button on FCP-65( ) and MAP-65 (except OM, MM, and IM each time TEST button is
several times. on MAP-65) light each time TEST but- pushed, Then APC-65( ) or FCP-
ton is pushed. 65( ) is defective. If an individual
annunciator does not light,
replace the unit containing the
defective annunciator.
Random flashing of annunciators
indicate that APC-65( ) is defec-
tive.


INSTRUCTIONS
3. Ground Test
Note
The ground test cannot be selected in those systems that do not use a strut switch.
3.1 If GA annunciator is not lit, push Only GA annunciator on FCP-65( ) and If GA annunciator does not light,
TEST button on FCP-65( ). MAP-65 is lit. APC-65( ) is not in ground test
mode. Check strut switch for
proper operation. If strut switch
is operational, replace APC-65( ).
If any annunciators other than
GA are lit, refer to table for a
list of probable causes.
Note
Omit tests 3.1.1 thru 3.1.5 when testing a system with an APC-65 status -199/-299.
Test 3.1.3 is applicable only to systems with an APC-65A/E/G.
Test 3.1.4 is applicable only to systems with an APC-65A/G.
3.1.1 Push and hold ALT button. Only GA annunciator on FCP-65( ) and If any annunciators other than
MAP-65 is lit. GA are lit, refer to Table 5-7.
3.1.2 Release ALT button and push and Only GA annunciator on FCP-65( ) and If any annunciators other than
hold HDG button. MAP-65 is lit. GA are lit, refer to Table 5-8.
3.1.3 only Release HDG button and push and Only GA annunciator on FCP-65( ) and If any annunciators other than
APC- hold IAS (SPD) button. MAP-65 is lit. GA are lit, refer to Table 5-9.
65A/E/G
3.1.4 only Release IAS button and push and hold Only GA annunciator on FCP-65( ) and If any annunciators other than
APC- VS button. MAP-65 is lit. GA are lit, refer to Table 5-10.
65A/G
3.1.5 Release HDG, IAS, or VS button.
3.2 Push TEST button on FCP-65( ). GA annunciator goes out. (AP DIS and Replace APC-65( )
YAW DIS annunciators light in systems
with APC-65 status -199.)
3.3 Position HDG bug on HSI under lub- HDG annunciator lights and command Replace APC-65( )
ber line and push HDG button on bars on ADI come into view and indicate
FCP-65( ). 0 roll command
3.4 Push TEST button on FCP-65( ). GA annunciator lights and HDG annun- If (AP) DIS annunciator lights,
ciator goes out (However HDG mode is roll servo is not operating prop-
still selected). (AP) DIS annunciator erly. Replace APC-65( ) or roll
does not light. servo.
3.5 Reset HDG bug 10 degrees to left of (AP) DIS annunciator may light mo- If (AP) DIS annunciator stays lit,
lubber line. mentarily then should go out. roll servo is not operating prop-
Command bars should command a left erly. Replace APC-65( ) or roll
roll command. servo.
3.6 Reset HDG bug 10 degrees to right of (AP) DIS annunciator may light mo- If (AP) DIS annunciator stays lit,
lubber line. mentarily then should go out. roll servo is not operating prop-
Command bars should command a right erly. Replace APC-65( ) or roll
roll command. servo.


INSTRUCTIONS
3.7 Return HDG bug to 0 position, push Green AP annunciator may light mo- If green AP annunciator stays
and release SYNC button, and then mentarily then should go out. lit, pitch servo is not operating
push vertical control DN switch on Command bars should command a pitch properly. Replace APC-65( ) or
APP-65A for 10 seconds. down command. pitch servo.
3.8 Push and release SYNC button, and Green AP annunciator may light mo- If green AP annunciator stays
then push vertical control UP switch mentarily then should go out. lit, pitch servo is not operating
on APP-65A for 10 seconds. Command bars should command a pitch properly. Replace APC-65( ) or
up command. pitch servo.
3.9 Hold the manual trim switch in one YAW annunciator may light momentar- If YAW annunciator stays lit,
direction for 10 seconds. ily then should go out as long as trim is trim servo is not operating prop-
in motion and trim wheel moves. erly. Replace APC-65( ) or trim
servo.
3.10 Hold the manual trim switch in the YAW annunciator may light momentar- If YAW annunciator stays lit,
opposite direction for 10 seconds. ily then should go out as long as trim is trim servo is not operating prop-
in motion and trim wheel moves. erly. Replace APC-65( ) or trim
servo.
3.11 Push TEST button on FCP-65( ). GA annunciator goes out and HDG an- Replace APC-65( ).
nunciator lights. AP DIS and YAW DIS
annunciators light in systems with
APC-65 status -199.
3.12 Push HDG button on FCP-65( ). HDG annunciator goes out. Replace APC-65( ).
4. Engage Tests
4.1 Push AP ENG button on APP-65A or Systems with APC-65 -199: If no response, replace APP-65A
FCP-65A. Red AP and red TRIM annunciators or FCP-65A. If red AP annuncia-
light for approximately 1 second, then tor remains lit, perform test 3 to
go out, and green AP and YAW annun- determine cause of AP fail indi-
ciators light. cation.
Systems with APC-65 -299/-399/-499:
Red AP, red TRIM, AP DIS, and YAW
DIS annunciators light for approxi-
mately 1 second and then all go out ex-
cept green AP and YAW annunciators.
Systems with APC-65B/C/E/F/H/J:
AP DIS, and YAW DIS annunciators
light for approximately 1 second and
then all go out except green AP and
YAW annunciators. (The ALT or ALT
SEL annunciators will light in systems
with the APC-65E/H/J, and the A and T
annunciators on the APP-65A will light
in systems with the APC-65H/J.)
4.2 Push AP ENG button on APP-65A or (AP) DIS annunciator flashes approxi- Replace APC-65( ).
FCP-65A. mately 8 times, then AP DIS annuncia-
tor goes out. (AP DIS annunciator re-
mains lit in systems with APC-65 status
-199).
4.3 Push YAW ENG button on APP-65A (YAW) DIS annunciator flashes ap- Replace APC-65( ).
or FCP-65A. proximately 8 times, then YAW DIS an-
nunciator goes out. (YAW DIS annun-
ciator remains lit in systems with APC-
65 status -199).


INSTRUCTIONS
4.4 Push AP ENG button on APP-65A or Autopilot engages (see test 4.1) and con- If control wheel is free to move in
FCP-65A and check control wheel for trol wheel resists movement in both both directions, replace APC-
freedom of movement. fore/ aft and right/left directions. 65( ). If it is free to move in only
fore/aft direction, replace pitch
servo. If it is free to move in only
the right/left direction, replace
roll servo.
4.5 Push and hold SYNC button on con- The control wheel is free to move in all Check SYNC button and replace
trol wheel and check control wheel for directions and the (AP) DIS annunciator if defective. If not defective, re-
freedom of movement. flashes approximately 8 times then goes place APC-65( ).
out while SYNC button is held.
4.6 Release SYNC button and check con- AP annunciator lights and DIS annun- Replace APC-65( ).
trol wheel for freedom of movement. ciator goes out. Control wheel resists
movement.
4.7 Push AP DISENGAGE button on con- DIS annunciators flash approximately 8 Check AP DISENGAGE button
trol wheel. times, then AP DIS and YAW DIS an- and replace if defective. If not
nunciators go out. (AP DIS and YAW defective, replace APC-65( ).
DIS annunciators remain lit in systems
with APC-65 status -199.)
4.8 Push YAW ENG button on APP-65A Systems with APC-65 -199: Replace APP-65A or FCP-65A.
or FCP-65A. Red AP annunciator lights for approxi-
mately 1 second, then goes out and
green YAW annunciator lights. AP DIS
annunciator remains lit.
Systems with APC-65 -299/-399/-499:
Red AP and YAW DIS annunciators
light for approximately 1 second and
then all go out except green YAW an-
nunciators.
Systems with APC-65B/C/E/F/H/J:
YAW DIS annunciator light for ap-
proximately 1 second and then all go out
except green YAW annunciator. (The T
annunciator on the APP-65A lights in
systems with the APC-65H/J.)
4.9 Push YAW ENG button on APP-65A (YAW) DIS annunciator flashes ap- Replace APC-65( ).
or FCP-65A. proximately 8 times, then YAW DIS an-
nunciator goes out. (YAW DIS and AP
DIS annunciators remain lit in systems
with APC-65 status -199).
5. Electric Elevator Trim Test
5.1 Push AP ENG button on APP-65A or Autopilot engages. Refer to test 4.

FCP-65A.
Note
The amber TRIM annunciator lights when the manual trim buttons are operated in systems with APC-65 status -
199.
5.2 Push TRIM UP buttons on control (AP) DIS annunciator lights in systems If desired results are not ob-
wheel. with APC-65 status -199. In all other tained or red TRIM annunciator
systems the (AP) DIS annunciator lights, replace APC-65( ) or trim
flashes 8 times then goes out. servo.
Trim servo moves in up direction.


INSTRUCTIONS
5.3 Push TRIM DN buttons on control Trim servo moves in down direction. If desired results are not ob-
wheel. tained or red TRIM annunciator
lights, replace APC-65( ) or trim
servo.
5.4 Release TRIM buttons. Trim servo stops. Replace APC-65( ).
6. Attitude Hold Mode Test
Note
Do not perform this test unless a gyro fault is suspected.
Warning
Note the location of leveling shims before removing 3332D-11T. These shims must be properly replaced when the
gyro is reinstaled.
6.1 Remove the mounting screws securing Autopilot engages, Attitude display on If the desired results are not ob-
the 332D-11T to the airframe. Note ADI is level and control wheel is sta- tained for both the ADI display
the location of any shims used to level tionary. and control wheel, replace 332D-
the gyro. 11T. If ADI display is normal but
Engage the autopilot with the gyro in control wheel is not, replace
a level position. APC-65( ). If control wheel is
normal but ADI display is not,
replace ADI.
6.2 Slowly tilt the gyro to simulate a no- Control wheel moves forward and ADI Same as test 6.1
seup attitude. display indicates a noseup attitude.
6.3 Slowly tilt the gyro to simulate a Control wheel moves rearward and ADI Same as test 6.1
nosedown attitude. display indicates a nosedown attitude.
6.4 Position gyro in level pitch position Control wheel moves to the left and ADI Same as test 6.1
and then slowly tilt the gyro to simu- display indicates a right roll attitude.
late a right roll attitude.
6.5 Slowly tilt the gyro to simulate a left Control wheel moves to the right and Same as test 6.1
roll attitude. ADI display indicates a left roll attitude.
6.6 Disengage autopilot and turn off air-

craft power. Reinstall the 332D-11T
and ensure that all leveling shims are
replaced properly as noted during test
6.1. Reapply aircraft power before
continuing test.
7. Heading Mode Test
7.1 Verify that directional gyro is slaved Autopilot engages, HDG annunciator Replace APC-65( ).
and position the heading bug on HSI lights and command bars on ADI come
under the lubber line. into view.
Engage autopilot and push HDG but-
ton on FCP-65( ).
7.2 Reset the heading bug 10 degrees to Control wheel moves to the right and Replace APC-65( ) or HSI.
the right and then 10 degrees to the then to the left. Command bars on ADI
left of the lubber line while observing should command a right and then a left
the control wheel. roll command.
7.3 Push HDG button on FCP-65( ). HDG annunciator goes out. Replace APC-65( ).
7.4 Disengage autopilot. Autopilot disengages. Replace APC-65( ).


INSTRUCTIONS
8. Altitude Hold Mode Test

8.1 Connect the static and pitot sources HDG and ALT annunciators light. If ALT annunciator flashes, re-
on air data test set to the static and Command bars on ADI come into view place ADS-65. If command bar
pitot systems on the aircraft and set and indicate 0 pitch and roll commands. indication is abnormal and ALT
for 10 000-ft altitude and 150-kn air- is not flashing, replace APC-
speed. Position HDG bug on HSI un- 65( ).
der lubber line and push HDG button
on FCP-65( ). If ALT annunciator is
not lit, push ALT button on FCP-65( ).
8.2 Set air data test set for 9900-ft alti- Command bars indicate a pitch-up Same as test 8.1.
tude. command.
8.3 Set air data test set for 10 100-ft alti- Command bars indicate a pitch-down Same as test 8.1.
tude. command.
8.4 Push HDG button on FCP-65( ). HDG and ALT annunciators go out and Replace APC-65( ).
command bars go out of view.
9. Altitude Preselect Mode Test
9.1 Connect the static and pitot sources HDG and ALT SEL annunciators light. If ALT SEL annunciator flashes,
on air data test set to the static and Command bars on ADI come into view replace altitude preselec-
pitot systems on the aircraft and set and indicate 0 roll and pitch-down tor/alerter. If command bar indi-
for 10 000-ft altitude and 150-kn air- commands. cation is abnormal and ALT SEL
speed. Select 5000 ft on altitude pre- is not flashing, replace APC-
selector/ alerter. Position HDG bug on 65( ).
HSI under lubber line and push HDG
and ALT SEL buttons on FCP-65( ).
9.2 Slowly reduce altitude setting of air ALT SEL annunciator goes out and ALT Replace APC-65( ).
data test set to 5000 ft and observe annunciator lights when altitude setting
ALT and ALT SEL annunciators. approaches 5000 ft.
9.3 Push HDG button on FCP-65( ). HDG and ALT annunciators go out and Replace APC-65( ).
10. Indicated Airspeed Hold Mode Test
10.1 Connect the static and pitot sources HDG and IAS annunciators light. If IAS annunciator flashes, re-
on air data test set to the static and Command bars on ADI come into view place ADS-65. If command bar
pitot systems on the aircraft and set and indicate 0 pitch and roll commands. indication is abnormal and IAS
for 10 000-ft altitude and 150-kn air- is not flashing, replace APC-
speed. Position HDG bug on HSI un- 65( ).
der lubber line and push HDG and
IAS buttons on FCP-65( ).
10.2 Set air data test set for 180-kn air- Command bars indicate a pitch-up Same as 10.1.
speed. command.
10.3 Set air data test set for 120-kn air- Command bars indicate a pitch-down Same as 10.1.
speed. command.
10.4 Push HDG button on FCP-65( ). HDG and IAS annunciators go out and Replace APC-65( ).
11. Navigation Mode Test
11.1 Set up and adjust ILS signal genera- HDG and NAV ARM annunciators light. If NAV annunciator flashes, ver-
tor for a large left-of-course VOR sig- Command bars on ADI come into view ify that navigation receiver is
nal. Set course arrow and HDG bug and indicate 0 roll command. operational. If navigation re-
on HSI under the lubber line. Select ceiver is operational, but annun-
ILS signal generator frequency on ciator display is abnormal, re-
navigation receiver. Push NAV button place APC-65( ).
on FCP-65( ).


INSTRUCTIONS
11.2 Move HDG bug on HSI to the right Command bars indicate a right and Replace APC-65( ).
and then to the left of lubber line. then a left roll command.
11.3 Position HDG bug under lubber line. Command bars indicate 0 roll command. Replace APC-65( ).
11.4 Slowly reduce VOR deviation signal Command bars indicate a right roll Replace APC-65( ).
until ARM and HDG annunciators go command.
out.
11.5 Set ILS signal generator for a right- Command bars indicate a left roll com- Replace APC-65( ).
of-course signal. mand.
11.6 Set ILS signal generator for a on- Command bars indicate 0 roll command. Replace APC-65( ).
course signal.
11.7 Set course arrow to the left and then Command bars indicate a right and Replace APC-65( ).
to the right of lubber line. then a left roll command.
11.8 Set course arrow under lubber line. Command bars indicate 0 roll command. Replace APC-65( ).
11.9 Push NAV button on FCP-65( ). NAV annunciator goes out and com- Replace APC-65( ).
mand bars go out of view.
12. Approach Mode Test
12.1 Set up and adjust ILS signal genera- HDG and APPR ARM annunciators If APPR annunciator flashes,
tor for a large right-of-course LOC light. Command bars on ADI come into verify that navigation receiver is
signal and below glideslope signal. Set view and indicate 0 roll command. operational. If navigation re-
course arrow and HDG bug on HSI ceiver is operational, but annun-
under the lubber line. Select ILS sig- ciator display is abnormal, re-
nal generator frequency on navigation place APC-65( ).
receiver. Push APPR button on FCP-
65( ).
12.2 Move HDG bug on HSI to the right Command bars indicate a right and Replace APC-65( ).
and then to the left of lubber line. then a left roll command.
12.3 Position HDG bug under lubber line. Command bars indicate 0 roll command. Replace APC-65( ).
12.4 Slowly reduce LOC deviation signal Command bars indicate a left roll com- Replace APC-65( ).
until ARM and HDG annunciators go mand.
out.
12.5 Set ILS signal generator for a on- Command bars indicate 0 roll command. Replace APC-65( ).
course signal. GS ARM annunciator lights within 12
seconds.
12.6 Set ILS signal generator for a on- (GS) ARM annunciator goes out. Replace APC-65( ).
course glideslope signal.
12.7 Reset ILS signal generator for an Command bars indicate a pitch-down Replace APC-65( ).
above-glideslope signal. command.
12.8 Push APPR button on FCP-65( ). APPR and GS annunciators go out and Replace APC-65( ).
13. Back-Course Approach Mode Test
13.1 Set up and adjust ILS signal genera- HDG, APPR ARM and B/C annunciators If APPR annunciator flashes,
tor for a large left-of-course LOC sig- light. Command bars on ADI come into verify that navigation receiver is
nal. Set course arrow and HDG bug view and indicate 0 roll command. operational. If navigation re-
on HSI under the lubber line. Select ceiver is operational, but annun-
ILS signal generator frequency on ciator display is abnormal, re-
navigation receiver. Push APPR and place APC-65( ).
B/C buttons on FCP-65( ).


INSTRUCTIONS
13.2 Slowly reduce LOC deviation signal Command bars indicate a left roll com- Replace APC-65( ).
until ARM and HDG annunciators go mand when HDG and ARM annuncia-
out. tors go out.
13.3 Set ILS signal generator for an on- Command bars indicate a left and then Replace APC-65( ).
course LOC signal. Set course arrow a right roll command
to right and then to left of lubber line.
13.4 Push APPR button on FCP-65. APPR and REV annunciators go out and Replace APC-65( ).
14. Posttest Procedure
14.1 Turn off autopilot and aircraft circuit

breakers.

Table 5-4. FGS-65 Flight Guidance System Test Procedure.

INSTRUCTIONS
1.1 Apply power to all aircraft electronics in- All annunciators on FCP-65 and Verify that adequate power is ap-
cluding the FGS-65. Allow 3 minutes for MAP-65 are unlit. Computer flag on plied to all units in the system. If
system gyros to come up to speed. ADI goes out of view. system power is adequate, all an-
nunciator panels are blank or can-
not be changed and computer flag is
in view, FGC-65( ) is probably defec-
tive and must be replaced.
2 Annunciator Test
2.1 Push the TEST button on the MAP-65. All annunciators on MAP-65 light. Replace MAP-65.
(Refer to the operation section for a
complete list of mode annunciators.
2.2 Ensure that no modes are selected and All annunciators on FCP-65 and If all annunciators do not flash each
push TEST button on FCP-65 several MAP-65 (except OM, MM, and IM time TEST button is pushed, Then
times. on MAP-65) light each time TEST FGC-65( ) or FCP-65 is defective. If
button is pushed. an individual annunciator does not
light, replace the unit containing
the defective annunciator.
3 Ground Test
Note
3.1 If GA annunciator is not lit, push TEST Only GA annunciator on FCP-65 If GA annunciator does not light,
button on FCP-65. and MAP-65 is lit. FGC-65( ) is not in ground test
mode. Check strut switch for proper
operation. If strut switch is opera-
tional, replace FGC-65( ). If any an-
nunciators other that GA are lit, re-
fer to Table 5-6 for a list of probable
causes.
Note
Omit tests 3.2 thru 3.4 when testing systems with FGC-65 status -099.
3.2 Push and hold ALT button. Only GA annunciator on FCP-65 If any annunciators other than GA
and MAP-65 is lit. are lit, refer to Table 5-7.
3.3 Release ALT button and push and hold Only GA annunciator on FCP-65 If any annunciators other than GA
HDG button. and MAP-65 is lit. are lit, refer to Table 5-8.
3.4 Release HDG button.
3.5 Push TEST button on FCP-65. GA annunciator goes out. Replace FGC-65( ).
4 Attitude Hold Mode Test
Note
Warning
Note the location of leveling shims before removing 332D-11T. These shims must be properly replaced when the gyro is
reinstalled.


INSTRUCTIONS
4.1 Remove the mounting screws securing HDG annunciator lights, attitude If the desired results are not ob-
the 332D-11T to the airframe. Note the display on ADI is level and com- tained for both the ADI display and
location of any shims used to level the mand bars on ADI come into view command bars, replace 332D-11T. If
gyro. and indicate 0 pitch and roll com- ADI display is normal but command
Position the HDG bug on HSI under lub- mands. bars are not, replace FGC-65( ). If
ber line and push HDG button on FCP- command bars are normal but ADI
65 with the gyro in a level position. display is not, replace ADI.
4.2 Slowly tilt the gyro to simulate a noseup Command bars command a pitch- Same as test 4.1
attitude. down and ADI display indicates a
noseup attitude.
4.3 Slowly tilt the gyro to simulate a nose- Command bars command a pitch-up Same as test 4.1
down attitude. and ADI display indicates a nose-
down attitude.
4.4 Position gyro in level pitch position and Command bars command a left roll Same as test 4.1
then slowly tilt the gyro to simulate a and ADI display indicates a right
right roll attitude. roll attitude.
4.5 Slowly tilt the gyro to simulate a left roll Command bars command a right Same as test 4.1
attitude. roll and ADI display indicates a left
roll attitude.
4.6 Turn off aircraft power. Reinstall the
332D-11T and ensure that all leveling
shims are replaced properly as noted
during test 4.1. Reapply aircraft power
before continuing test.
5.1 Verify that directional gyro is slaved and HDG annunciator lights and com- Replace FGC-65( ).
position the heading bug on HSI under mand bars on ADI come into view.
the lubber line.
Push HDG button on FCP-65.
5.2 Reset the heading bug 10 degrees to the Command bars on ADI command a Replace FGC-65( ) or HSI.
right and then 10 degrees to the left of right and then a left roll.
the lubber line while observing the com-
mand bars on ADI.
5.3 Push HDG button on FCP-65 HDG annunciator goes out. Replace FGC-65( ).
6.1 Connect the static and pitot sources on HDG and ALT annunciators light. If ALT annunciator flashes, replace
air data test set to the static and pitot Command bars on ADI come into ADS-65. If command bar indication
systems on the aircraft and set for view and indicate 0 pitch and roll is abnormal and ALT is not flash-
10 000-ft altitude and 150-kn airspeed. commands. ing, replace FGC-65( ).
Position HDG bug on HSI under lubber
line and push HDG and ALT buttons on
FCP-65.
6.2 Set air data test set for 9900-ft altitude. Command bars indicate a pitch-up Same as test 6.1.
command.
6.3 Set air data test set for 10 100-ft alti- Command bars indicate a pitch- Same as test 6.1.
tude. down command.
6.4 Push HDG button on FCP-65. HDG and ALT annunciators go out Replace FGC-65( ).
and command bars go out of view.


INSTRUCTIONS
7.1 Connect the static and pitot sources on HDG and ALT SEL annunciators If ALT SEL annunciator flashes,
air data test set to the static and pitot light. Command bars on ADI come replace altitude preselector/alerter.
systems on the aircraft and set for 10 into view and indicate 0 roll and If command bar indication is ab-
000-ft altitude and 150-kn airspeed. Se- pitch-down commands. normal and ALT SEL is not flash-
lect 5000 ft on altitude preselector/ ing, replace FGC-65( ).
alerter. Position HDG bug on HSI under
lubber line and push HDG and ALT SEL
buttons on FCP-65.
7.2 Slowly reduce altitude setting of air data ALT SEL annunciator goes out and Replace FGC-65( ).
test set to 5000 ft and observe ALT and ALT annunciator lights when alti-
ALT SEL annunciators. tude setting approaches 5000 ft.
7.3 Push HDG button on FCP-65. HDG and ALT annunciators go out Replace FGC-65( ).
8.1 Connect the static and pitot sources on HDG and IAS annunciators light. If IAS annunciator flashes, replace
air data test set to the static and pitot Command bars on ADI come into ADS-65. If command bar indication
systems on the aircraft and set for 10 view and indicate 0 pitch and roll is abnormal and IAS is not flashing,
000-ft altitude and 150-kn airspeed. Po- commands. replace FGC-65( ).
sition HDG bug on HSI under lubber line
and push HDG and IAS buttons on FCP-
65.
8.2 Set air data test set for 180-kn airspeed. Command bars indicate a pitch-up Same as test 8.1.
command.
8.3 Set air data test set for 120-kn airspeed. Command bars indicate a pitch- Same as test 8.1.
down command.
8.4 Push HDG button on FCP-65. HDG and IAS annunciators go out Replace FGC-65( ).
9 Navigation Mode Test
9.1 Set up and adjust ILS signal generator HDG and NAV ARM annunciators If NAV annunciator flashes, verify
for a large left-of-course VOR signal. Set light. Command bars on ADI come that navigation receiver is opera-
course arrow and HDG bug on HSI under into view and indicate 0 roll com- tional. If navigation receiver is op-
the lubber line. Select ILS signal genera- mand. erational, but annunciator display
tor frequency on navigation receiver. is abnormal, replace FGC-65( ).
Push NAV button on FCP-65.
9.2 Move HDG bug on HSI to the right and Command bars indicate a right and Replace FGC-65( ).
then to the left of lubber line. then a left roll command.
9.3 Position HDG bug under lubber line. Command bars indicate 0 roll com- Replace FGC-65( ).
mand.
9.4 Slowly reduce VOR deviation signal until Command bars indicate a right roll Replace FGC-65( ).
ARM and HDG annunciators go out. command.
9.5 Set ILS signal generator for a right-of- Command bars indicate a left roll Replace FGC-65( ).
course signal. command.
9.6 Set ILS signal generator for a on-course Command bars indicate 0 roll com- Replace FGC-65( ).
signal. mand.
9.7 Set course arrow to the left and then to Command bars indicate a right and Replace FGC-65( ).
the right of lubber line. then a left roll command.
9.8 Set course arrow under lubber line. Command bars indicate 0 roll com- Replace FGC-65( ).
mand.


INSTRUCTIONS
9.9 Push NAV button on FCP-65. NAV annunciator goes out and Replace FGC-65( ).
10 Approach Mode Test
10.1 Set up and adjust ILS signal generator HDG and APPR ARM annunciators If APPR annunciator flashes, verify
for a large right-of-course LOC signal light. Command bars on ADI come that navigation receiver is opera-
and below glideslope signal. Set course into view and indicate 0 roll com- tional. If navigation receiver is op-
arrow and HDG bug on HSI under the mand. erational, but annunciator display
lubber line. Select ILS signal generator is abnormal, replace FGC-65( ).
frequency on navigation receiver. Push
APPR button on FCP-65.
10.2 Move HDG bug on HSI to the right and Command bars indicate a right and Replace FGC-65( ).
then to the left of lubber line. then a left roll command.
10.3 Position HDG bug under lubber line. Command bars indicate 0 roll com- Replace FGC-65( ).
mand.
10.4 Slowly reduce LOC deviation signal until Command bars indicate a left roll Replace FGC-65( ).
ARM and HDG annunciators go out. command.
10.5 Set ILS signal generator for a on-course Command bars indicate 0 roll com- Replace FGC-65( ).
signal. mand. GS ARM annunciator lights
within 12 seconds.
10.6 Set ILS signal generator for a on-course (GS) ARM annunciator goes out. Replace FGC-65( ).
glideslope signal.
10.7 Reset ILS signal generator for an above- Command bars indicate a pitch- Replace FGC-65( ).
glideslope signal. down command.
10.8 Push APPR button on FCP-65. APPR and GS annunciators go out Replace FGC-65( ).
11 Back-Course Approach Mode Test
11.1 Set up and adjust ILS signal generator HDG, APPR ARM and B/C annun- If APPR annunciator flashes, verify
for a large left-of-course LOC signal. Set ciators light. Command bars on ADI that navigation receiver is opera-
course arrow and HDG bug on HSI under come into view and indicate 0 roll tional. If navigation receiver is op-
the lubber line. Select ILS signal genera- command. erational, but annunciator display
tor frequency on navigation receiver. is abnormal, replace FGC-65( ).
Push APPR and B/C buttons on FCP-65.
11.2 Slowly reduce LOC deviation signal until Command bars indicate a left roll Replace FGC-65( ).
ARM and HDG annunciators go out. command when HDG and ARM an-
nunciators go out.
11.3 Set ILS signal generator for an on-course Command bars indicate a left and Replace FGC-65( ).
LOC signal. Set course arrow to right then a right roll command
and then to left of lubber line.
11.4 Push APPR button on FCP-65. APPR and REV annunciators go out Replace FGC-65( ).
12 Posttest Procedure
12.1 Turn off flight guidance system and air-

craft circuit breakers.

Table 5-5. FYDS-65 Flight Guidance/Yaw Damper System Test Procedure.

INSTRUCTIONS
1.1 Apply power to all aircraft elec- All annunciators on FCP-65, APP- Verify that adequate power is applied to
tronics including the FYD-65 sys- 65A, and MAP-65 are unlit. Com- all units in the system. If system power is
tem. Allow 3 minutes for system puter flag on ADI goes out of view. adequate, all annunciator panels are ab-
gyros to come up to speed and normal or flashing and computer flag is in
ADS-65 to stabilize. view, FYD-65 is probably defective and
must be replaced.
2. Annunciator Test
2.1 Push the TEST button on the All annunciators on MAP-65 light. Replace MAP-65.
MAP-65. (Refer to the operation section for a
complete list of mode annunciators.
2.2 Ensure that no modes are se- All annunciators on FCP-65 and If all annunciators do not flash each time
lected and push TEST button on MAP-65 light each time TEST button TEST button is pushed, Then FYD-65 or
FCP-65 several times. is pushed. FCP-65 is defective. If an individual an-
nunciator does not light, replace the unit
containing the defective annunciator.
Random flashing of annunciators indicate
that FYD-65 is defective.
3. Ground Test
Note
3.1 If GA annunciator is not lit, push Only GA annunciator on FCP-65 and If GA annunciator does not light, FYD-65
TEST button on FCP-65. MAP-65 is lit. is not in ground test mode. Check strut
switch for proper operation. If strut switch
is operational, replace FYD-65. If any an-
nunciators other than GA are lit, refer to
Table 5-6 for a list of probable causes.
3.2 Push and hold ALT button. Only GA annunciator on FCP-65 and If any annunciators other than GA are lit,
MAP-65 is lit. refer to Table 5-7.
3.3 Release ALT button and push and Only GA annunciator on FCP-65 and If any annunciators other than GA are lit,
hold HDG button. MAP-65 is lit. refer to Table 5-8.
3.4 Release HDG button.
3.5 Push TEST button on FCP-65. If GA annunciator goes out. Replace FYD-65.
HDG annunciator is lit, push
HDG button.
4. Engage Tests
4.1 Push YAW ENG button. YAW and DIS annunciators light for Replace APP-65A or FCP-65A.
approximately 1 second and then DIS
annunciator goes out T annunciator
on APP-65 lights.
4.2 Push YAW ENG button. (YAW) DIS annunciator flashes ap- Replace FYD-65.
proximately 8 times, then YAW DIS
5. Attitude Hold Mode Test
Note


INSTRUCTIONS
Warning
Note the location of leveling shims before removing 332D-11T. These shims must be properly replaced when the gyro is
installed.
5.1 Remove the mounting screws se- HDG annunciator lights, attitude If the desired results are not obtained for
curing the 332D-11T to the air- display on ADI is level and command both the ADI display and control wheel,
frame. Note the location of any bars on ADI come into view and indi- replace 332D-11T. If ADI display is nor-
shims used to level the gyro. cate 0 pitch and roll commands. mal but control wheel is not, replace FYD-
Position the HDG bug on HSI un- 65. If control wheel is normal but ADI
der the lubber line and push HDG display is not, replace ADI.
button on FCP-65 with the gyro
in a level position.
5.2 Slowly tilt the gyro to simulate a Command bars command pitch-down Same as test 5.1
noseup attitude. and ADI display indicates a noseup
attitude.
5.3 Slowly tilt the gyro to simulate a Command bars command pitch-up Same as test 5.1
nosedown attitude. and ADI display indicates a nose-
down attitude.
5.4 Position gyro in level pitch posi- Command bars command left roll Same as test 5.1
tion and then slowly tilt the gyro and ADI display indicates a right roll
to simulate a right roll attitude. attitude.
5.5 Slowly tilt the gyro to simulate a Command bars command right roll Same as test 5.1
left roll attitude. and ADI display indicates a left roll
attitude.
5.6 Turn off aircraft power. Reinstall

the 332D-11T and ensure that all
leveling shims are replaced prop-
erly as noted during test 5.1. Re-
apply aircraft power before con-
tinuing test.
6.1 Verify that directional gyro is HDG annunciator lights and com- Replace FYD-65.
slaved and position the heading mand bars on ADI come into view.
bug on HSI under the lubber line.
Push HDG button on FCP-65.
6.2 Reset the heading bug 10 degrees Command bars on ADI should com- Replace FYD-65 or HSI.
to the right and then 10 degrees mand a right and then a left roll.
to the left of the lubber line while
observing the control wheel.
6.3 Push HDG button on FCP-65. HDG annunciator goes out. Replace FYD-65.
7.1 Connect the static and pitot HDG and ALT annunciators light. If ALT annunciator flashes, replace ADS-
sources on air data test set to the Command bars on ADI come into 65. If command bar indication is abnormal
static and pitot systems on the view and indicate 0 pitch and roll and ALT is not flashing, replace FYD-65.
aircraft and set for 10 000-ft alti- commands.
tude and 150-kn airspeed. Posi-
tion HDG bug on HSI under lub-
ber line and push HDG button on
FCP-65.
7.2 Set air data test set for 9900-ft Command bars indicate a pitch-up Same as test 7.1.
altitude. command.


INSTRUCTIONS
7.3 Set air data test set for 10 100-ft Command bars indicate a pitch-down Same as test 7.1.
altitude. command.
7.4 Push HDG button on FCP-65. HDG and ALT annunciators go out Replace FYD-65.
8.1 Connect the static and pitot HDG and ALT SEL annunciators If ALT SEL annunciator flashes, replace
sources on air data test set to the light. Command bars on ADI come altitude preselector/alerter. If command
static and pitot systems on the into view and indicate 0 roll and bar indication is abnormal and ALT SEL
aircraft and set for 10 000-ft alti- pitch-down commands. is not flashing, replace FYD-65.
tude and 150-kn airspeed. Select
5000 ft on altitude preselector/
alerter. Position HDG bug on HSI
under lubber line and push HDG
and ALT SEL buttons on FCP-65.
8.2 Slowly reduce altitude setting of ALT SEL annunciator goes out and Replace FYD-65.
air data test set to 5000 ft and ob- ALT annunciator lights when alti-
serve ALT and ALT SEL annun- tude setting approaches 5000 ft.
ciators.
8.3 Push HDG button on FCP-65. HDG and ALT annunciators go out Replace FYD-65.
9.1 Connect the static and pitot HDG and IAS annunciators light. If IAS annunciator flashes, replace ADS-
sources on air data test set to the Command bars on ADI come into 65. If command bar indication is abnormal
static and pitot systems on the view and indicate 0 pitch and roll and IAS is not flashing, replace FYD-65.
aircraft and set for 10 000-ft alti- commands.
tude and 150-kn airspeed. Posi-
tion HDG bug on HSI under lub-
ber line and push HDG and IAS
buttons on FCP-65.
9.2 Set air data test set for 180-kn Command bars indicate a pitch-up Same as 9.1.
airspeed. command.
9.3 Set air data test set for 120-kn Command bars indicate a pitch-down Same as 9.1.
airspeed. command.
9.4 Push HDG button on FCP-65. HDG and IAS annunciators go out Replace FYD-65.
10. Navigation Mode Test
10.1 Set up and adjust ILS signal gen- HDG and NAV ARM annunciators If NAV annunciator flashes, verify that
erator for a large left-of-course light. Command bars on ADI come navigation receiver is operational. If navi-
VOR signal. Set course arrow and into view and indicate 0 roll com- gation receiver is operational, but annun-
HDG bug on HSI under the lub- mand. ciator display is abnormal, replace FYD-
ber line. Select ILS signal genera- 65.
tor frequency on navigation re-
ceiver. Push NAV button on FCP-
65.
10.2 Move HDG bug on HSI to the Command bars indicate a right and Replace FYD-65.
right and then to the left of lub- then a left roll command.
ber line.
10.3 Position HDG bug under lubber Command bars indicate 0 roll com- Replace FYD-65.
line. mand.


INSTRUCTIONS
10.4 Slowly reduce VOR deviation sig- Command bars indicate a right roll Replace FYD-65.
nal until ARM and HDG annun- command.
ciators go out.
10.5 Set ILS signal generator for a Command bars indicate a left roll Replace FYD-65.
right-of-course signal. command.
10.6 Set ILS signal generator for a on- Command bars indicate 0 roll com- Replace FYD-65.
course signal. mand.
10.7 Set course arrow to the left and Command bars indicate a right and Replace FYD-65.
then to the right of lubber line. then a left roll command.
10.8 Set course arrow under lubber Command bars indicate 0 roll com- Replace FYD-65.
line. mand.
10.9 Push NAV button on FCP-65. NAV annunciator goes out and com- Replace FYD-65.
mand bars go out of view.
11. Approach Mode Test
11.1 Set up and adjust ILS signal gen- HDG and APPR ARM annunciators If APPR annunciator flashes, verify that
erator for a large right-of-course light. Command bars on ADI come navigation receiver is operational. If navi-
LOC signal and below glideslope into view and indicate 0 roll com- gation receiver is operational, but annun-
signal. Set course arrow and HDG mand. ciator display is abnormal, replace FYD-
bug on HSI under the lubber line. 65.
Select ILS signal generator fre-
quency on navigation receiver.
Push APPR button on FCP-65.
11.2 Move HDG bug on HSI to the Command bars indicate a right and Replace FYD-65.
right and then to the left of lub- then a left roll command.
ber line.
11.3 Position HDG bug under lubber Command bars indicate 0 roll com- Replace FYD-65.
line. mand.
11.4 Slowly reduce LOC deviation sig- Command bars indicate a left roll Replace FYD-65.
nal until ARM and HDG annun- command.
ciators go out.
11.5 Set ILS signal generator for a on- Command bars indicate 0 roll com- Replace FYD-65.
course signal. mand. GS ARM annunciator lights
within 12 seconds.
11.6 Set ILS signal generator for a on- (GS) ARM annunciator goes out. Replace FYD-65.
course glideslope signal.
11.7 Reset ILS signal generator for an Command bars indicate a pitch-down Replace FYD-65.
above-glideslope signal. command.
11.8 Push APPR button on FCP-65. APPR and GS annunciators go out Replace FYD-65.
12. Back-Course Approach Mode Test
12.1 Set up and adjust ILS signal gen- HDG, APPR ARM and B/C annuncia- If APPR annunciator flashes, verify that
erator for a large left-of-course tors light. Command bars on ADI navigation receiver is operational. If navi-
LOC signal. Set course arrow and come into view and indicate 0 roll gation receiver is operational, but annun-
HDG bug on HSI under the lub- command. ciator display is abnormal, replace FYD-
ber line. Select ILS signal genera- 65.
tor frequency on navigation re-
ceiver. Push APPR and B/C
buttons on FCP-65.


INSTRUCTIONS
12.2 Slowly reduce LOC deviation sig- Command bars indicate a left roll Replace FYD-65.
nal until ARM and HDG annun- command when HDG and ARM an-
ciators go out. nunciators go out.
12.3 Set ILS signal generator for an Command bars indicate a left and Replace FYD-65.
on-course LOC signal. Set course then a right roll command.
arrow to right and then to left of
lubber line.
12.4 Push APPR button on FCP-65. APPR and REV annunciators go out Replace FYD-65.
13. Posttest Procedure
13.1 Turn off autopilot and aircraft

circuit breakers.

Table 5-6. Initial Self-Test Fault Indications.
ANNUNCIATOR FAULT DESCRIPTION PROBABLE CAUSE
GA Ground test enabled No fault
*TRIM Preengage fault: Proper verification of servo disengage was not obtained for one or APC/FYD
more of the servos during the preengage servo disengage test. The AP fail and
TRIM fail annunciators will turn on momentarily during this test since the autopi-
lot and trim servos are forced to fail. Failure of this test prevents the autopilot from
engaging.
HDG Loss of compass flag Compass system
NAV Loss of attitude (vertical gyro) flag 332D-11T
ARM (NAV) Vertical gyro output fault (excessive pitch (300) or roll (450) attitude, or open or 332D-11T
short detected on X-Y data inputs or gyro excitation). (In APC-65F/G, this diagnos-
tic indicates that the roll I and II or pitch I and II attitude signals do not compare.)
DR ADS-65 IAS/ALT comparison fault: IAS I and II and ALT I and II from the ADS-65 ADS-65
are compared for similarity as a means of verifying the integrity of this data.
APPR Invalid ADS-65/80 flag(s) use additional self-tests to determine which ADS-65 or ADS-80
ARM (APPR) Computer heartbeat monitor fault: The heartbeat monitor has timed-out as a re- APC/FGC/FYD
sult of the microprocessor stopping or becoming hung up in an endless loop.
B/C or REV The ratio of the 55-ms and 10-ms timers within the computer is not within limits APC/FGC/FYD
GS Computer control law or PROM checksum fault: Use additional self-tests to deter- APC/FGC/FYD
mine which.
ARM (GS) Pitch/roll command wrap-around fault: Either the pitch or roll command fed back APC/FGC/FYD
to the flight guidance microprocessor did not compare with the original command
sent to the servo.
ALT Computer power supply fault: Either the 26 V ac, ±12 V dc, or +5 V dc internal APC/FGC/FYD
supply voltage is out of limits.
ALT SEL Computer serial bus wrap-around fault: This is a test of the bi-directional data FCP-65 or MAP-65
buses between the FCP-65/65A and FGC-65( ) or APC-65( ).
VS NAC-80 fault: Either an invalid NAC-80 flag or NAC-80 is not returning the re- NAC-80
quired -2 V dc vertical acceleration test signal. (This is not a valid fault in the -199/-
X08 statuses of the APC-65 without Service Bulletin M or 65.)
IAS IAS reasonableness fault: Indicates that the measured IAS is less than 60 knots ADS-65 or strut sw
(120 knots for -099 FGC-65) when airborne (strut switch open).
*AP/E Pitch servo fault: Indicates that a fault was detected in the pitch servo channel and APC or pitch servo
the local engage solenoid control circuit has disengaged the pitch servo.
*DIS (AP)/A Roll servo fault: Indicates that a fault was detected in the roll servo channel and APC or roll servo
the local engage solenoid control circuit has disengaged the roll servo.
*YAW/R APC-65A/G:Yaw servo fault: Indicates that a fault was detected in the yaw servo APC or yaw servo
channel and the local engage solenoid control circuit has disengaged the yaw servo.
*YAW/T All others:Trim servo fault: Indicates that a fault was detected in the trim servo APC or trim servo
channel and the local engage solenoid control circuit has disengaged the trim servo.
*DIS (YAW)/T APC-65A/G:Trim servo fault: Indicates that a fault was detected in either the ele- Use additional diag-
vator or rudder trim servo channel and the local engage solenoid control circuit has nostics to determine
disengaged the trim servo. which trim servo.
*DIS (YAW)/R All others:Yaw servo fault: Indicates that a fault was detected in the yaw servo APC/FYD or yaw
channel and the local engage solenoid control circuit has disengaged the yaw servo. servo
*Fault indications that are not applicable to FGS-65( ) Flight Guidance System.

Table 5-7. Additional Self-test Fault Indicators With ALT Button.
Note
The following fault indications are displayed when the ALT mode pushbutton is
pushed during ground test (GA annunciator lit) and are available only in sys-
tems with APC-65A/B/C/E/F/G/H, APC-65 status -399 or -499, FGC-65 status -
399, FGC-65C and FYD-65.
TRIM +28 V dc is applied to roll knob out-of-detent input, FCP-65 P1-23 FCP or APP
HDG APC-65A/G:EFIS Digital bus fault APC or EFIS
All others:+28 V dc applied to stall warning input, APC P1-5 Stall warning switch
NAV +28 V dc applied to SYNC input, FCP-65 P1-38 SYNC switch
ARM (NAV) APC-65A/G:ADC Digital bus fault APC or ADS
All others:Ground applied to trim-down input, APC P1-21 or P1-25 Trim down switch
DR ADS-65 ALT I/ALT II inputs differ by more than 3000 ft ADS-65
APPR Invalid ADS-65 flag ADS-65
ARM (APPR) Less than 6 heartbeat monitor faults have occurred in APC/FGC APC/FGC/FYD
B/C or REV APC-65A/G:ADC-86 enable None
All others:+28 V dc applied to elevator trim switch input, APC P2-47, 51, 55, or Elevator trim sw
59)
GS Computer control law fault: Indicates that computer required more than 55 ms to APC/FGC/FYD
perform a timed computation.
ARM (GS) Pitch command wrap-around fault: See initial fault description APC/FGC/FYD
ALT ADS-65 flag fault: This fault indication is displayed in conjunction with APPR ADS-65
and is a latched fault that must be cleared after the ADS-65 flag becomes valid
again.
ALT SEL APC-65A/G:ADC IAS fault
All others:+28 V dc applied to rudder boost arm switch: APC P2-31 Rudder boost sw
VS +28 V dc applied to flap switch II input, APC P1-8 Flap switch II
IAS APC-65A/G:+28 V dc applied to strut switch II APC P1-16 Strut switch II
All others:Same as described in Table 5-6 ADS or strut sw
AP APC-65A/G:Ground applied to trim-up switch APC P1-17 Elevator trim sw
All others:Same as described in Table 5-6 APC or pitch servo
DIS (AP) APC-65A/G:Ground applied to trim-down switch APC P1-21 Elevator trim sw
All others:Same as described in Table 5-6 APC or roll servo
YAW APC-65A/G:+12 V dc applied to elevator trim switch input, APC P2-51, P2-59, P3- Elevator trim sw
33, or P3-45
All others:Same as described in Table 5-6 APC or elev trim servo
DIS(YAW) APC-65A/G:Elevator trim servo fault (see initial fault description) APC or elev trim servo
All others:Same as described in Table 5-6 APC/FYD or yaw servo

Table 5-8. Additional Self-Test Fault Indications With HDG Button.
Note
The following fault indications are displayed when the HDG mode pushbut-
ton is pushed during ground test (GA annunciator lit) and are available only
in systems with APC-65A/B/C/E/F/G/H, APC-65 status -399 or -499, FGC-65
status -399, FGC-65C and FYD-65.
TRIM +28 V dc is applied to AP transfer input APC P1-18 AP transfer switch
HDG APC-65A/G:EFIS Digital bus fault APC or EFIS
All others:Open circuit on disengage input, APC P1-1 Remote disengage switch
NAV APC-65A/G:Invalid AHRS attitude flag AHRS
All others:System interlock strapping at APC P1-40, 41, 44, 53, 56, 60 does not Computer status does not
match code in configuration module match system intercon-
nect
ARM (NAV) Ground applied to trim-up input, APC P1-14 or P1-28 Trim up switch
DR ADS-65 IAS I and IAS II inputs differ by more than 40 knots ADS-65
APPR ADS-80 fault: Invalid ADS-80 flag ADS-80
ARM (APPR) Indicates that 6 or more heartbeat monitor faults have occurred APC/FGC/FYD
B/C or REV Invalid NAC-80 flag NAC-80
GS Indicates that computer PROM checksum error was detected APC/FGC/FYD
ARM (GS) Roll command wrap-around fault: see initial fault descriptions APC/FGC/FYD
ALT Open circuit on disengage input, APC P2-29 Remote disengage switch
ALT SEL Rudder boost left: Requirement for left rudder boost has been detected Engine pressure sensor or
APC/FYD
VS APC-65A/G:26 V ac I at APC P1-41 not within limits 26 V ac I power
All others:Rudder boost right: Requirement for right rudder boost has been de- Engine pressure sensor or
tected APC/FYD
IAS APC-65A/G:26 V ac II at APC P1-26 not within limits 26 V ac II power
All others:Same as described in Table 5-6 ADS-65 or strut sw
AP APC-65A/G:+28 V dc is applied to trim-right input, APC P1-25 Rudder trim switch
All others:Same as described in Table 5-6 APC or pitch servo
DIS (AP) APC-65A/G:+28 V dc is applied to trim-left input, APC P3-25 Rudder trim switch
All others:Same as described in Table 5-6 APC or roll servo
YAW APC-65A/G:ground applied to rudder trim switch input, APC P3-24, 29, 37, or Rudder trim switch
48
All others:Same as described in Table 5-6 APC or Elev trim servo
DIS(YAW) APC-65A/G:Rudder trim servo fault (see initial fault description) APC or rud trim servo
All others:Same as described in Table 5-6 APC/FYD or yaw servo

Table 5-9. Additional Self-Test Fault Indications With IAS (SPD) Button.
Note
The following fault indications are displayed when the IAS (SPD) mode push-
button is pushed during ground test (GA annunciator lit) and are available
only in systems with the APC-65A/E/G.
HDG Trim-down feedback at APC-65E P1-25 is 0 V dc when it should be +28 V dc. APC or 699K-3/4
NAV Trim-up feedback at APC-65E P1-14 is +28 V dc when it should be 0 V dc. APC or 699K-3/4
DR Trim duty cycle is not within limits. APC or 699K-3/4
APPR Trim-up feedback at APC-65E P1-14 is 0 V dc when it should be +28 V dc. APC or 699K-3/4
B/C or REV Trim-down feedback at APC-65E P1-25 is +28 V dc when it should be 0 V dc. APC or 699K-3/4
ARM (GS) No trim power indication from FCP-65 P1-8.
VS Trim runaway. APC or 699K-3/4
The following fault indications are displayed only in systems with the APC-
65A/G.
GS Negative voltage detected between turn knob inputs, APC P1-19 and P1-46. APP-65A
ALT Positive voltage detected between turn knob inputs, APC P1-19 and P1-46. APP-65A
AP AP preengage fault APC, roll servo, or pitch
servo
DIS (AP) Elevator trim preengage fault APC or elev trim servo
YAW Yaw preengage fault APC or yaw servo
DIS (YAW) Rudder trim preengage fault APC or rud trim servo
Table 5-10. Additional Self-Test Fault Indications With VS Button.
Note
The following fault indications are displayed when the VS mode pushbutton
is pushed during ground test (GA annunciator lit) and are available only in
systems with APC-65A/G.
HDG +28 V dc is applied to AP transfer input, APC P1-18
NAV System interlock strapping at APC P1-40, 41, 44, 53, 56, 60 does not match Computer status does not
code in configuration module match system intercon-
nect
DR +28 V dc applied to stall warning input, APC P1-5 Stall warning circuit
APPR Open circuit on disengage input, APC P1-1 Remote disengage switch
ARM (APPR) Open circuit on disengage input, APC P2-29 Remote disengage switch
AP Rudder boost left: Requirement for left rudder boost has been detected
DIS (AP) Rudder boost right: Requirement for right rudder boost has been detected
YAW +28 V dc applied to rudder boost arm input, APC P2-31
All others Should not light.


523-0771869-005118

Service Bulletins and Service Information Letters

(Refer to latest edition/addendum of the General
Aviation Equipment Service Bulletin/Information
Letter Index 523-0766944 for up-to-date listing.)
SB/SIL
Number Unit Title Date
1-82 FGS-65 System installation in the Shorts SD3-60 Airplane Dec 6/82
1-83 R4 FCS-65 System installation in the Beech King Air C90A Airplane Jul 11/94
2-83 R4 FCS-65 System installation in the Beech King Air B200, B200C, B200T, B200CT Jun 26/87
Airplanes
3-83 R3 FCS-65 System installation in the Commander 695A (Model 1000) Airplane Nov 8/90
4-83 R3 FCS-65 System installation in the Piper PA-42-720 (Cheyenne IIIA) Airplane Jan 5/88
5-83 R3 FCS-65 System installation in the Cessna 441 (Conquest II) Airplane Sep 25/90
6-83 R4 FCS-65 System installation in the Shorts SD3-30 Airplane Sep 27/88
1-84 R4 FCS-65 System installation in the Gulfstream American 690, 690A, and 690B Air- Feb 20/86
planes
2-84 R7 FCS-65 System installation in the Beech King Air 300 and 300LW Airplanes Mar 25/91
3-84 R1 FCS-65 System installation in the Piper PA-42-1000 (Cheyenne 400LS) Airplane May 28/86
4-84 R4 FCS-65 System installation in the Shorts SD3-60 Airplane Sep 30/88
1-85 R2 FCS-65 System installation in the Shorts SD3-30 (USAFC-23A) Airplane Sep 30/88
1-86 R2 FCS-65 System installation in the Embraer EMB-120 Airplane Apr 11/90
1-86 R3 APS-65 Periodic Inspection and Maintenance Procedures May 30/90
1-87 R2 FCS-65 System installation in the DeHavilland DHC-6-300 Airplane Oct 22/92
2-87 FCS-65 System installation in the Casa/Nurtanio CN-235 Airplanes Feb 5/87
1-88 FCS-65 System installation in the Dornier 228-200 Airplane Jul 7/88
2-88 R1 FCS-65 System installation in the Fairchild SA227-AC (Metro III) and Sep 25/90
SA227-AT (Merlin IV C) Airplanes
1-89 FGS-65D System installation in the Goodyear GZ-22 Blimp Aug 4/89
1-90 R3 FCS-65 System installation in the Beechcraft 1900C Airplane Jul 11/94
2-90 R3 FCS-65 System installation in the Beechcraft King Air 350 (Model B300 Series) Jul 11/94
Airplane
3-90 FCS-65 System installation in the Harbin Aircraft Factory Y-12 Airplane Jul 6/90
1-91 FGS-65 System installation of the FGC-65 Flight Guidance Computer Apr 15/91
(CPN-622-5952-020)
1-92 FCS-65 System installation in the Casa CN-235 Airplane Mar 17/92
1-93 R1 FCS-65 System installation in the Beechcraft King Air 350 (B300) Airplane Jul 11/94
2-93 R2 FCS-65 System installation in the Beechcraft 1900D Airplane Mar 30/95
3-93 FCS-65 System installation in the Piaggio P180 Avanti Airplane Nov 16/93
(Continued on back)
NOTICE: This title page replaces fourth edition title page dated 2 April 1992.
service bulletins & service information letters 523-0771869
SB/SIL
Number Unit Title Date
4-93 R1 FCS-65 System installation in the Beechcraft King Air C90B Airplane Jul 11/94
5-93 R1 FCS-65 System installation in the Beechcraft King Air B200, B200T, Jul 11/94
B200CT Airplanes
1-94 APS-65 System Requirement for Reduced Field Length Take-offs (KA-350, Jul 12/94
B300) Airplanes
1-96 FCS-65 System installation in the Fairchild SA227-DC (Metro 23) Airplane Sep 26/96

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installation manual APS-65 Autopilot and

FGS-65 Flight Guidance System

Business and Regional Systems

This publication includes:

General Information 523-0771863

Business and Regional Systems

INFORMATION SUBJECT TO EXPORT CONTROL LAWS

The material in this publication is subject to change. Before attempting any

SOFTWARE COPYRIGHT NOTICE

© 1998 Rockwell Collins, Inc.

All Software resident in this equipment is protected by copyright.

We welcome your comments concerning this publication. Although every effort

SPECIFIC ADVISORIES FOR THE APS-65/FGS-65

RECORD OF TEMPORARY REVISIONS

TEMPORARY DATE DATE

1 2-86 14 Jan 00 Rockwell Collins

Temporary Revision 1 RTR-1

APS-65 Autopilot and

1.1 INTRODUCTION .................................................................................................................................................... 1-1

NOTICE: This section replaces fourth edition dated 2 April 1992.

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

1st Ed 1 Jul 83 None

2nd Ed 14 Dec 84 None

3rd Ed 10 Dec 86 None

4th Ed 2 Apr 92 None

5th Ed 15 Aug 98 None

Figure 1-1. APS-65 Autopilot System

Revised 15 August 1998 1-1

1.2 PURPOSE OF EQUIPME NT

• Attitude hold mode with synchronized steering.

Table 1-1. System Components.

TYPE DESCRIPTION BASE COMPUTER CONFIGURATION EQUIPMENT

APC-65 Autopilot Computer for Shorts SD3-30 622-5796-299 634-3076-001 622-5796-001

Revised 15 August 1998 1-2

Table 1-1. System Components.

TYPE DESCRIPTION BASE COMPUTER CONFIGURATION EQUIPMENT

APC-65 Autopilot Computer for DeHavilland DHC-6 622-5796-399 634-3076-019 622-5796-019

APC-65A Autopilot Computer for Piaggio P-180 622-7890-099 827-4528-001 622-7890-018

APC-65B Autopilot Computer for Embraer EMB-110-P1 622-8315-099 634-3076-023 622-8315-023

APC-65C Autopilot Computer for Casa/Nurtanio CN-235 622-8434-099 634-3076-003 622-8434-003

APC-65E Autopilot Computer for Dornier DO-228-200 622-9046-099 634-3076-022 622-9046-022

Revised 15 August 1998 1-3

Table 1-1. System Components.

TYPE DESCRIPTION BASE COMPUTER CONFIGURATION EQUIPMENT

APC-65E Autopilot Computer for Fairchild SA227-AC 622-9046-099 634-3076-026 622-9046-026

APC-65F Autopilot Computer for Casa CN-235 622-9267-099 634-3076-027 622-9267-027

APC-65G Autopilot Computer for LET-610G 622-9266-099 827-2953-031 622-9266-031

APC-65H Autopilot Computer for Beech 1900D 622-9724-099 634-3076-005 622-9724-005

Revised 15 August 1998 1-4

Table 1-1. System Components.

TYPE DESCRIPTION BASE COMPUTER CONFIGURATION EQUIPMENT

FGC-65C Flight Guidance Computer for Casa/Nurtanio 622-8778-099 634-2677-003 622-8778-003

FYD-65 Flight Guidance/Yaw Damper Computer for 622-9627-099 627-2875-005 622-9627-005

TYPE DESCRIPTION EQUIPMENT

ADS-65 Air Data Sensor, dual 622-5797-001

CWC-65 Comparator Warning Computer 622-6459-001

Revised 15 August 1998 1-5

Table 1-1. System Components.

TYPE DESCRIPTION EQUIPMENT

Revised 15 August 1998 1-6

Table 1-1. System Components.

TYPE DESCRIPTION EQUIPMENT