AUTOPILOT SYSTEM

AUTOPILOT SYSTEM
GENERAL.
This section provides complete maintenance instructions for the Type E-4 autopilot
system.
The maintenance instructions in this section treat the autopilot system functionally;
therefore, the system has been divided into functional loops.
Each functional loop consists of those assemblies or subassemblies that perform a
particular function in the autopilot system.
Diagrams of each functional loop and an overall data flow diagram show the tie-in
between each functional loop comprising the system.
 AUTOPILOT SYSTEM
This section is divided into five subsections - system description, checkout
procedures, troubleshooting instructions, removal and installation
instructions, and adjustment procedures.
The loop approach is used as much as possible in describing, checking, and
troubleshooting the autopilot system. In the description subsection, each of
the major system components is discussed as a unit, and the function of each
component in the various system loops is given in paragraphs dealing with
system data flow.
The operational checkout and troubleshooting subsections, the checks and
trouble symptoms are related to the appropriate loops.
 AUTOPILOT SYSTEM.
The autopilot system maintains the airplane at a predetermined attitude, heading, and altitude with
minimum pilot effort; automatically coordinates turns; it provides for roll and pitch attitude
adjustments; it provides for control of airplane by radio guidance; and provides for automatic
Instrument Landing System (ILS) approach control.
The compass system is interconnected with the autopilot to provide heading reference and
deviation signals for autopilot control. When engaged, the autopilot controls the operation of the
elevators, ailerons, and rudder by means of three servos.
The elevator trim tabs also are controlled automatically to compensate for any out-of-trim
condition in pitch. The autopilot system includes provisions for flying the airplane at a constant
barometric pressure altitude, making normal maneuvers with the autopilot engaged, controlling
the airplane during the landing approach or for range flying.
The electronic control approach and navigational amplifier couples signals from the airplane
Omni range and glideslope receivers to the autopilot for automatic VOR flying or automatic ILS
approach control. Electrical-mechanical interlocks assure that the autopilot system engaging and
operating procedures are followed correctly.
 AUTOPILOT SYSTEM
PURPOSE:
The basic A/P system provides a means of automatically controlling the aircraft in flight and
automatically guiding the aircraft to the runway during landing approach.
1-while the automatic pilot is mechanically or electrically disengaged and the pilot switch is on,
the signal system synchronizes itself continuously to the changing attitudes of the aircraft.

2-with the use of an automatic coordinator circuit, coordinated turns are produced at all air speed.

3-an altitude control device maintains the airplane altitude at any desired altitude.

4-the automatic approach unit, in conjunction with the other units of automatic pilot, guide the
aircraft to the runway.
 AUTOPILOT SYSTEM
AUTOPILOT SIGNALS:
The basic signals for the autopilot system are 400 cps, these signals are generated by the
vertical gyro and NO.1 compass system.
The command signals are generated by pedestal controller.

SYSTEM INTERFACE
The autopilot system accept input signals from:
1-the NO.1 compass system (to provide automatic control to selected magnetic heading).
2-NO.1 &NO.2 VHF navigation receivers (VOR), (to select radio course).
3-doppler computer (to get desire Doppler course).
NO.1 & NO.2 glideslope receivers (to get glideslope and runway localizer beams).
4-NO.1 & NO.2 Tacan.
5-NO.1 & NO.2 INS system if installed (to get INS waypoint).
 AUTOPILOT SYSTEM
POWER REQUIRMENTS
115 V AC, 400cps, 1Ø and 28V DC.

a) AC POWER:
The AC power is applied from essential AC bus through A/P junction box and is protected
by one circuit breaker that is located on the pilot’s upper circuit breaker panel.

b) DC POWER:
The DC power is applied from essential DC bus through A/P junction box and is protected
by four circuit breaker that is located on the copilot’s lower circuit breaker panel.

NOTE
The AC and DC powers to A/P circuits are interlocked by means of relays so the AC is not
applied to the system unless the DC circuit breaker are closed. Also the DC power is
interrupted if the AC drops below 80 volts.
 SYSTEM COMPONENTS
1-PEDESTAL CONTROLLER:
Purpose: provides a mean of controlling the aircraft with A/P system.

2-ENGAGE AND APPROACH CONTROL UNIT (ENGAGE UNIT):

Purpose: Provides method of engaging servos, engage switches are solenoid locking type.

3-VERTICAL GYRO:
Purpose: provides roll and pitch reference signals for A/P system.
 SYSTEM COMPONENTS
4-MAIN AMPLIFIER :

Purpose: amplifies all signals for operation of ruder, aileron & elevator servo motors.

5-SERVO CONTROL:
Purpose: provides power to operate servos and amplifies the main amplifies the main amplifier
output.

6-SERVOS:
Aileron servo is located on midwing overhead, Rudder &Elevator servo motors are on empennage
(tail assembly).
 SYSTEM COMPONENTS
7‐ELEVATOR TRIM TAB CONTROL ADAPTER:
Purpose: controls the operation of tab servo during autopilot operation.

8‐RELAY BOX :
Purpose: provides relays for controlling engagement of servos.

9‐AUTOPILOT OFF LIGHT:

Purpose: when flashing, indicates pilot switch is off.
 SYSTEM COMPONENTS
10-BEAM COUPLER OFF LIGHT:
Purpose: when illuminates indicated that radio beam coupler is disconnected (radio signal is off).

11-RADIO BEAM COUPLER:

Purpose: receives and amplifies all the radio signals for use on the A/P system.

12-RELEASE SWITCHES:
They are located on pilots and copilots control wheel.
Purpose: by depressing each of them, the A/P system goes to off position.
 SYSTEM COMPONENTS
13-AUTOPILOT JUNCTION BOX:
Purpose: serves as a junction point for all components.

14-PHASE ADEPTER:
Purpose: changes one phase AC to three phase AC.

15-TORQUE LIMITING RESISTORS:

Purpose: to limit output power to the A/P system.
 SYSTEM COMPONENTS
16-COURSE DATUM REPEATER SERVO:
It is located on under the bunk in the flight station.
Purpose: enable selected course data from pilots HSI to the radio beam coupler.

NOTE:
EXAMPLE FOR REFERENCE DATA
TO. 1C-130B-2-8(chapter 19)
TO. 5A1-2-8(A/P system operation and service)
 SYSTEM INTERFACE (DATA FLOW).
The autopilot system is composed of six functional loops.
-Interlock loop -Aileron control loop -Elevator control loop
-Rudder control loop -Turn control loop -Radio guidance control loop.

INTERLOCK LOOP:
The inter lock loop operation indicates that correct system operating voltages are present, and
proper sequence is followed by the pilot.
It prevents engagement or provides automatic disengagement of the autopilot system in any
improper condition.
 AILORAN CONTROL LOOP
In this loop, control signals are amplified and applied to the aileron servo to control roll attitude
and to turn the airplane.
Command signal is generated by aileron knob and vertical gyro sense deviation about roll axis.
When aircraft is fling level, there is a minimum signal output from the roll synchro in the vertical
gyro.
When the aircraft displaced about the roll axis, the output signal from the roll synchro is
increased.
The command signal is fed to the aileron servo amplifier in the main amplifier, here this signal is
amplified & changed to DC signal and then sent to servo control.
Now, the signal is amplified and sent to torque limiting resistor to limit the force and speed of the
signal and then the signal is sent to aileron servo motor to displace the aileron surface with
cooperation of hydraulic boost unit.
When V.gyro output increases, the repeat back synchro that is located in the servo motor
increases. Its signal in opposite manure to get back the servo motor to neutral position, when
command signal and V.gyro signal are equal algebraically , the servo motor get back to the neutral
position.
A portion of aileron generator output is sent to aileron trim indicator on the pedestal controller.
When the trim indicator is center, it shows that the aileron channel is synchronized.
 ELEVATOR CONTROL LOOP
In the elevator control loop, control signals are amplified and applied to the elevator servo to
control changes in pitch of the airplane.

The functioning of the elevator control loop is similar to that of the aileron control loop.
Deviations of the airplane about the pitch axis are detected by the pitch synchro in the roll and
pitch control (V.gyro).

The elevator control loop receives input signals from the pitch knobs, V.gyro, radio beam coupler
and altitude control circuit.
 RUDDER CONTROL LOOP

This loop receives input signals from the NO.1 basic compass system, turn knob
and coordination circuits. Deviation of rudder is detected by rudder synchro in the
main amplifier and heading synchro of the compass system.

In this loop, signal is fed to rudder servo amplifier. Here this signal is amplified and
changed to DC signal and then sent to rudder generator in the servo control, here it
amplified again and sent to torque limiting resistor to reduce force and speed and
then sent to rudder servo motor . Rudder servo motor deflect the rudder surface.
With rudder servo motor deflection, the repeat back signal is increased to get back
the servo motor to the null position.
 TURN CONTROL LOOP

The turn control assembly in the main amplifier provides smooth and turn
coordination in flight.
As the aircraft starts to bank, the roll synchro in the V.gyro originates a signal that
opposes the turn signal, the aircraft banks until the two signals are equal, then the
repeat back signal return the rudder & aileron servo motors to natural position.
With rotation of turn knob one signal goes to aileron servo amplifier and the other
signal goes to rudder servo amplifier and changing to DC, these signals are sent to
servo control and after amplification, sent to torque limiting resistors and then sent
to aileron and rudder servo motors to make coordination turn.
 RADIO GUIDANCE CONTROL LOOP
This loop is in all modes of operation except the gyro pilot mode.
The radio beam coupler receives signals from the VOR, glideslope, Tacan and
Doppler systems.
The signals from the navigation receivers are DC.

The R.B.C has three channels:

Lateral channel: provides left-right signals.
Vertical channel: provides up- down signals.
Integrator channel: provides automatic crosswind correction.
 RADIO GUIDANCE CONTROL LOOP
Integrator channel is disabled in the zone of confusion. The zone of confusion is the area over the
transmitting station.
The lateral channel is used in all modes of operation. The output of lateral channel goes to turn
control assembly in the main amplifier, after here the way is similar to turn control loop.
The vertical channel is used in the approach mode of operation. The vertical channel receives
signal from the glideslope receiver. The output of the vertical channel is sent to elevator control
unit in the main amplifier. During approach, the maximum bank angle is 10° and maximum pitch
angle is 6°.
The R.B.C can quickly disconnected from the auto pilot system by returning the selector switch
on the engage and approach control panel to the gyro pilot position or by rotating the turn knob,
the R.B.C is disconnected. When turn knob is used to disconnect the R.B.C, the beam coupler off
light will be on, to off this light, the selector switch must move to the gyro pilot position.
 PEDESTAL CONTROLLER
It provides a mean of controlling the aircraft.
 PEDESTAL CONTROLLER
Pedestal controller contains:
1- PILOT SWITCH:
This switch can be moved to the on position, two to three minutes after power is applied to
aircraft. When the pilot switch is on, the A/P system is completely operational. However
the aircraft does not respond to A/P signals unless the servo switches on engage and
approach control panel are in the engage position.
When these switches are not engaged, the servo motor assemblies are continuously
aligned to changing attitudes of the aircraft, this prevent radical changes in aircraft attitude
if the A/P system is engaged at any attitude other than straight and level flight.
The pilot switch is mechanically locked to the off position until the following interlock
conditions are met:
a- The time delay must be over.
b- The servo control and servos must be properly installed.
c- Both release buttons must be in release position.
d- Turn knob must be in detent (center) position.
e- All three servo switches must be in the disengaged position.
 PEDESTAL CONTROLLER
2-ALTITUDE CONTROL SWITCH:
When pilot switch is on and elevator servo engage switch is engaged, the ALT. control switch can
be moved to the on position.
When this switch is on, the aircraft altitude is maintained at which it was flying.
This switch is locked in the off position, if the elevator engage switch is not engaged.
When ALT. control switch is on, the pitch knobs are mechanically declutched.
The ALT. control switch is automatically returned to the off position, when the glideslope beam
center is reached.

3-AILERON KNOB:
This control allows the pilot to command ±7° of roll. Adjustment of aileron knob moves the main
aileron surfaces rather than trim tab.
 PEDESTAL CONTROLLER
4-TURN KNOB:
The turn knob allows the pilot to command coordinated turn with bank angle up to ±38°.

5-PITCH KNOBS:
Two knobs on a common shaft allow the pilot to command ±18° of pitch.
The pitch knobs are disabled after interception of the glideslope beam on an ILS approach.

6- RUD. , AIL. AND ELE. TRIM INDICATORS:

These indicators are DC voltmeters which measure, the output of each servo control generator.
ENGAGE AND APPROACH CONTROL PANEL
ENGAGE AND APPROACH CONTROL PANEL
It provides a mean of engaging the autopilot system by three servo engage switches.
The engage unit contains:
-A selector switch which selects one of four modes of operation
-Three servo engage switches
-A reset button.

When the servo switches are placed in the engage position, the servo motors are mechanically
connected to the respective aircraft surface s and deflect the control surfaces in response to the
system signals.
When these switches are placed in disengage position, the servo motors still respond to system
signals but they are disconnected from control surfaces.
ENGAGE AND APPROACH CONTROL PANEL
The servo switches are locked in the disengage position if the proper interlock
requirements are not met;
a- The AIL. Servo switch cannot be engaged unless the pilot switch is on.
b- The ELE. Servo switch cannot be engaged unless the pilot switch is on and
elevator trim tab selector switch is in normal position (this switch is located on
flight control pedestal).
c- The RUD. Servo switch cannot be moved to engage position unless the pilot
switch is on and NO.1 basic compass system has power applied.

RESET BUTTON:
The Reset button allows the pilot to extinguish the A/P off light.
ENGAGE AND APPROACH CONTROL PANEL
SELECTOR SWITCH:
This switch has 4 positions:
-Gyro pilot
-range localizer
-Approach
-Blue left localizer.

GYRO PILOT MODE:

This mode is the basic mode of A/P operation.
When the aircraft is flying the gyro pilot mode, control signals are provided by the vertical gyro
and NO.1 basic compass system.
Command signals are generated by pedestal controller.
ENGAGE AND APPROACH CONTROL PANEL
RADIO MODES:
Selection of radio modes is accomplished by rotation of selector switch from gyro pilot to range
LOC, approach and blue left localizer.

RANGE LOCALIZER POSITION:

It is selected when the pilot select to fly: Doppler, Tacan, VOR, or localizer signals.
The NO.1 and NO.2 navigation systems are selected by the radio instrument selector panel located
on the pilot’s instrument panel.

APPROACH POSITION:
It is selected when the pilot selects to approach the runway automatically by following the ILS
radio beam. This mode includes localizer and glideslope signals which automatically align the
aircraft with the runway centerline and fly the aircraft to near touchdown.
ENGAGE AND APPROACH CONTROL PANEL
BLUE LEFT LOC. :
It is selected when the pilot desire to fly inbound on the localizer back beam or outbound on the
localizer front beam.
To fly the blue left localizer, the VOR-101 is selected the selector switch is depressed, so it can be
moved to blue left position, now the aircraft turns on to the beam and flies it automatically.
In this mode only the localizer controls the aircraft when the switch is moved to range LOC.
Position, NO.1 no.2 of VOR or TACAN is selected and aircraft guided automatically to VOR or
TACAN station.
To fly ILS mode, the localizer beam can be approached to any angle up to 60° and at a distance of
8 to 20 miles from the runway.
When the aircraft intercepts the localizer beam, it turns on to the beam and flies it automatically,
after visual contact of the runway, the selector switch is moved to APP. Position and aircraft is
automatically coupled to the glideslope beam. During radio operation, if turn knob rotated, R.B.C
will be inoperative and beam coupler off light will be on.
MAIN AMPLIFIER
 MAIN AMPLIFIER
Power requirement: 115 V AC, 400 cps, 28V DC.
Purpose:
It amplifies all signals for operation of the RUD, AIL and ELE. servo motors.
Main amplifier is the nerve center of the A/P system. Main amplifier consist of 6 units:
- Magnetic servo amplifier - Turn control assembly - Altitude control amplifier
- Altitude engage control amplifier - DC power supply - AC blower assembly

All external connections to the main amplifier are through two receptacles and static air
connection on the front panel.
The front of the main amplifier has a terminal board (TB-401) which provides a mean of
externally measuring all inputs and outputs to and from the main amplifier. On the front of the
main amplifier, there are 12 tab switches, 4 for each servo amplifier rate and displacement
adjustment.
 MAIN AMPLIFIER
On the left side of the main amplifier, there are 3 tab switches for adjustment of the turn control
unit.
On the rear of the main amplifier, there is a tab switch.
That limits the output of the altitude engage control amplifier to the elevator channel. UNITS OF
THE MAIN AMPLIFIER:

1-MAGNETIC SERVO AMPLIFIER:

It has 3 channels, one for each axis of control.
Each channel electrically modifies the flight signals and sends the signals to the servo control.

2- TURN CONTROL ASSEMBLY:

Coordinates ruder and aileron signals to produce a coordinated turn.
 MAIN AMPLIFIER
3- ALTITUDE CONTROL AMPLIFIER;
It maintains the air craft at a constant barometric pressure altitude.

4- ALTITUDE ENGAGE CONTROL AMPLIFIER:

It provides a 2 to 5 second delay between the time when ALT. control switch is positioned to on
and the time the ALT. control unit begins to normal operation.
This delay prevents sudden motion by the aircraft when the ALT. control switch is moved to on.

5- DC POWER SUPPLY:
Provides DC power to the turn control and altitude control amplifier units.

6- AC BLOWER ASSEMBLY:
Removes the heat generated by the individual components of the main amplifier.
VERTICAL GYRO
 VERTICAL GYRO
Operating voltage: 115V AC, 3Ø, 400cps
Purpose:
It is a reference position which returned the auto pilot system to its original position after
deviation.
The V.gyro is erected and held erect (level) by torque motors, one for the pitch axis and one for
the roll axis.
An erection system maintained the gyro spin axis in vertical position.
Erection system has liquid level device.
This liquid level device is a small glass tube.it is filled except for an air bubble. With an
electrolyte, the tub is mounted on the gyro housing.

When the gyro is erected, the bubble is centered.

The motor of the gyro is a three-phase induction motor that operated by 115 V, 3Ø, 400cps AC
POWER.
 VERTICAL GYRO
The speed of the motor is 23500RPM about the vertical axis.
The V.gyro has 2 synchros: pitch synchro and roll synchro.
In the null position of the pitch synchro, the gyro spin axis is in vertical and the aircraft is in its
level flight attitude.
As the aircraft changes attitude, deviation signals are developed by pitch and roll synchros in the
gyro.
The synchro outputs are a function of the amount and direction of deviation that causes auto pilot
system returned to its original position.
A dehydrator remove moisture from the air which passes through the gyro.
There is 2to 3 minutes warn up time for the auto pilot system to operate. This time is for erection
of the V. gyro.
After power is applied to the auto pilot, fast erection voltage is applied to the gyro to erect the V.
gyro.
V.gyro and compass system provide basic auto pilot signals. The gyro has 360° of freedom in roll
and ±85° of freedom in pitch.
SERVO CONTROL (TYPE 0-2)
 SERVO CONTROL (TYPE 0-2)
Purpose:
It provides power to operate servo motors and amplifies the main amplifier out puts.
The servo control receives signals from the servo amplifier channel in the main amplifier.
Servo control amplifies and send signal to the individual servos.
When the pilot switch is moved to on position the servo control should start running.
The servo control consists of one DC motor and three DC generators, one for each axis of
control surfaces and a radio noise filter and a fan.
The motor and generators are all on a common shaft.
The motor of the servo control drives the three generators.
The speed of the motor of the servo control is 10700±400 RPM.
Each servo control generators receives signal from servo amplifier in the main amplifier.
The output of each generators is sent to respective servo motor.
The fan removes the heat of the motor.
The operating voltage of the servo control is 28 V DC.
The servo control is known as a power amplifier.
SERVO MOTOR
 SERVO MOTOR
Three identical servos, one for each axis of control, with the aid of hydraulic boost
power, actuate the flight control surfaces of the airplane when the autopilot system
is operating.
The elevator and rudder servos are located at fuselage station 1041 and aileron
servo at fuselage station 597.

Each servo consists of two assemblies:

- A Type D-2A servo motor Drive assembly
- A Type C-1 electric engage drum and bracket assembly.
 SERVO MOTOR
The servo motor and drive assembly contains a DC electric motor and an electric
engage clutch.
The motor operates in response to the output of the servo control, when the
autopilot system is in operation drives the drum on drum and bracket assembly.
The repeat back synchro is in the servo motor that get back the servo motor to
neutral position when the V. gyro output and command signals are equal.
The repeat back signal is used to synchronize the system prior to engagement of the
servos, and for control surface position feedback after engagement.
The drum and bracket assembly provides the means for coupling the servo motor
and drive assembly to the airplane flight control system. The motor and drive
assembly is mounted in the drum and bracket assembly.
RELAY BOX
 RELAY BOX
Purpose:
Provides relays for controlling engaging of servos.

Relay box contains:

- 4 relays, 3 fuses
- The flasher unit for the auto pilot off light
 RELAY BOX
Engagement of each servo engage switches on the engagement of each servo
engage switches on the engage unit energizes one of the relays.
Contacts of each of these three relays, in series with one of the fuses, apply
excitation to the engage clutch of the respective servo motor.
In other word as each engage switch moved to the engage position, one relay is
energized and respective servo motor and drive assembly coupled to the drum and
bracket assembly and now the air craft is controlled by the auto pilot system.
The remaining contact of these relays are used in the interlock sequence to ensure
correct auto pilot engagement procedures.
The fourth relay and flasher unit is used in the circuitry for the auto pilot off light.
When pilot switch is in off position, depressing reset button energizes this relay
which opens the flasher circuit.
RADIO BEAM COUPLER
 RADIO BEAM COUPLER
Two channel approach and navigational amplifier, electronic control type MB-4.
PURPOSE:
The function of the MB-4 amplifier is to couple the auto pilot system to the ILS and VOR
radio systems, to the TACAN systems or to the Doppler radar system.
The R.B.C has three channels:
-A Lateral channel -Vertical channel -Integrator channel.

A Lateral channel:
In the VOR mode, the lateral channel accept DC signals from the VOR receiver and
converts them to 400 cps signals, in the Tacan mode, signals from the Tacan is used, in the
Doppler mode, the MB-4 receives Track error and cross Track deviation signals and
converts them to 400cps signals.
These signals are combined with the heading signal, derived from the compass system.
The output of the lateral channel goes to the turn control assembly in the main amplifier to
maneuver the aircraft to the selected radio signals.
The lateral channel provides left-right signals.
 RADIO BEAM COUPLER
VERTICAL CHANNEL:
The vertical channel is used only in the approach mode of operation. It receives DC signal from
the glideslope receiver and convert it to 400 cps signal. The output of the vertical channel is sent
to the elevator channel of the magnetic servo amplifier in the main amplifier. The vertical channel
provides up-down signals.

INTEGRATOR CHANNEL:
It provides automatic cross wind correction. After the glideslope beam has been intercepted a
portion of the signal is sent to the integrator channel, this signal is used for wind drift correction.
NOTE:
The R.B.C is used in all modes of operation except the gyro pilot mode.
If the radio signals are lost or become unreliable, the R.B.C will be turned off and the beam
coupler off light will be illuminate and the auto pilot system will be automatically return to the
gyro pilot mode of operation.
ELEVATOR TRIM TAB CONTROL ADAPTER
ELEVATOR TRIM TAB CONTROL ADAPTER
Operating voltage: 115 V AC, 400cps, 28V DC.
Purpose:
It provides automatic pulse type trim.
The elevator trim tab is only tab. That is controlled by the auto pilot system. The elevator trim tab
control adapter consist of:
-A single phase motor
-Breaker points
-Polarized relay.
When the auto pilot elevator axis is engaged, the motor in the elevator trim tab actuate the breaker
points.
ELEVATOR TRIM TAB CONTROL ADAPTER
The polarized relay senses the output of the elevator servo motor.

The polarized relay fed from the 28 V DC through the breaker points.

The polarized relay actuate the up or down trim isolation relays to provide trim tab operation to
remove the load of the elevator servo.

The trim tab isolation relays couples the auto pilot system to elevator trim tab system.

The operation of the breaker points, pulses the excitation voltage to the trim isolation relays.
Trim isolation relays are located in the radio junction box.
The elevator trim tab control adapter is mounted in the left underdeck rack of the airplane.
AUTOPILOT JUNCTION BOX
 AUTOPILOT JUNCTION BOX
Purpose:
It serves as a junction point for all components.
The autopilot junction box houses:
-Phase adapter -5 interlock relays
-Terminal blocks -Analyzer connections
The terminal blocks provides terminals for interconnection of the autopilot system wiring.
Five receptacles provide connection of a line analyzer to test the system.
The relays are:
-Servo control relay -Timer interlock relay
-Servo field relay -AC cutoff relay
-Autopilot C-12 compass interlock relay.
 COURSE DATUM REPEATER SERVO
The course datum repeater servo enables selected course data from pilots HIS to supplied to the
autopilot turn control loop.
 PHASE ADAPTER
The phase adapter is used to convert the single phase AC power to three phase AC power required
for the operation of the V. gyro motor.
TORQUE LIMITING RESISTORS
 TORQUE LIMITING RESISTORS
These resistors are used to limit the free speed and stalled torque of the servo motors.

Four resistors are installed, these resistors are identified as R124A, R124B, R123A and R122A.

R124B (100 ohms) is used with the elevator servo motor.

R124A (100ohms) is used with the aileron servo motor.
R123A and R122A (20 ohms and 80 ohms) are used with the rudder servo motor.
 AUTOPILOT INDICATORS
AUTOPILOT OFF LIGHT:
This light flashes whenever power is applied to the aircraft and pilot switch is off.
The primary function of this light is to warn the pilot if the autopilot becomes inoperative during
flight.
To extinguish of this light reset button is used.

BEAM COUPLER OFF LIGHT:

When illuminates indicate that, the beam coupler output is disabled or R.B.C is disconnected. This
light cannot illuminate in the gyro pilot position.
To turn off this light, selector switch must returned to gyro pilot position.
 POWER DISTRIBUTION CIRCUIT
The DC power is supplied through four circuit breakers on the copilot’s lower C/B panel.
The AC and DC power distribution circuits to the auto pilot are interlocked by means of relays so
that AC is not applied to the system unless the essential DC bus is energized and DC filament
circuit breaker is closed.
The three-phase, 115 volt supply to the auto pilot is derived from the phase adapter.
This supply is available with the circuit breakers closed when the AC and DC buses are
energized.
The time delay circuitry is supplied by the DC filament C/B.
Timer interlock relay controls the DC to the pilot switch, so DC power through the filament
circuit breaker controls the pilot switch.
In the MA-4A amplifier, the time delay relay contacts are normally closed. These contacts open
after completion of the time delay period.
The auto pilot off light flasher, reset relay and associated circuitry are supplied from essential DC
bus through the auto pilot off light C/B.
 POWER DISTRIBUTION CIRCUIT
The filament C/B supplies DC to the time delay circuitry, the main amplifier and MB-4 amplifier.
DC power from servo control C/B through servo control relay is applied to the motor of the servo
control.
DC power from field & interlock C/B through servo field relay is applied to auto pilot inter lock
circuit.
The AC power from A/P C/B through AC cutoff relay is applied to main amplifier, pedestal
controller and MB-4 amplifier and elevator trim tab adapter.
The A/P basic compass inter lock relay, interconnect the compass system to the A/P system.
OPERATIONAL CHECK OUT OF A/P SYSTEM
POWER OFF:

1-Check that all autopilot components are securely mounted.

2-Check that the required safety wire and bonding jumpers are in place.
3-Check that system electrical cables are securely fastened.
4-Check that electrical terminals in the junction box are tight and clean.
5-Check that the altitude control static line is securely connected.
6-Check the dehydrator plug in the roll and pitch control, it must be deep blue color.
7-Check the tap switch settings on the main amplifier assembly.
8-Check the area around the aircraft control surfaces are clear of objects.
OPERATIONAL CHECK OUT OF A/P SYSTEM
POWER ON:
1-check the A/P AC and DC circuit breakers, they must be closed.
2-placs NO.1 basiccompass system in operation.
3-check the flight control for freedom of movement.
4-check the engage unit, the selector switch must be in the gyro pilot position and engage
switches must be in disengage position.
5-check the turn knob, it must be in detent position.
6-after placing the pilot switch in the on position, check the trim indicators, if one of them is not
center, do not engage the servos.
7-in proper condition when pilot switch is on and engage switches are engaged, check the system
by the following conditions:
A-rotate pitch knob forward and then aft, the control wheel should move forward and then aft.
OPERATIONAL CHECK OUT OF A/P SYSTEM
B-rotate aileron knob clockwise, then counter clockwise, the control wheel should move
clockwise and then counter clockwise.
C-rotate turn knob a few degrees in clockwise direction, the control wheel should rotate clockwise
and right rudder pedal should move forward slowly.
D-rotate turn knob a few degrees in counterclockwise direction, the control wheel should rotate
counter clockwise and the left rudder pedal should move forward slowly.
E-place altitude control switch to on, the control wheel movement should be negligible.
F-manually move the control wheel forward and then aft and hold it in the displaced position, the
elevator trim should slowly move down and up, respectively, to automatically trim the elevator.
G-place elevator trim tab selector switch to emergency position, the elevator engage switch will
be disengaged.
OPERATIONAL CHECK OUT OF A/P SYSTEM
H-rotate basic compass synchronizer knob clockwise, the right rudder pedal should move forward
slowly.
I-rotate synchronizer knob counterclockwise, the left rudder pedal should move forward slowly.
J-set radio instrument selector panel in VOR and set the selector switch in range LOC. Position,
the control wheel should move to the VOR station.
K-during radio operation, turn pedestal controller turn knob out of detent, the beam coupler off
light goes on, control wheel rotates and rudder pedals move.
L-rotate turn knob to the detent and select the gyro pilot position, control wheel return to center
and beam coupler off light goes off.
M-depress either the pilots or copilots release button, the ALT. control switch should go to off
position, pilot switch should move to off position and engage switches should move to the
disengage position and autopilot off light should start flashing.
N-depress the reset button, the autopilot off light should be turned off.
END