Century IV Operating Manual

ae
~: CENTURY"
emo
a rm о
da a EE
y Flight Systems, Inc.
4, Manifacitrers af irdopilors since 1983.
CENTURY IV
AUTOPILOT FLIGHT SYSTEM
PILOT'S OPERATING HANDBOOK
{ PUSH ON
Y/D
PUSH OFF
CENTURY IV MODES
brah
Ye
y
ri
A
e
-—
Pd
nl
A
ы 57 4 =
x GL #
0
y
PA
any
MARCH 1981
68582
=
CIV POH
NOTICE
This Handbook presents general operating techniques for the Century IV Autopilot and
Flight Director/Autopilot.
Each aircraft installation has either an Airplane Flight Manual Supplement or an
Autopilot Flight Manual that contains FAA approved flight procedures for the autopilot
in that particular model aircraft.
We recommend that in addition to reviewing this Handbook, the pilot study the
appropriate Airplane Flight Manual Supplement or the Autopilot Flight Manual prior to
attempting to use the system in flight.
The appropriate AFM Supplement or Autopilot Flight Manual is considered to be one of
the documents that must be aboard any U.S. registered aircraft with Century IV
installed for the aircraft to be legally airworthy.
TABLE OF CONTENTS
NOTICE eee eee, 2
TABLE OF CONTENTS EEE rea rr rererrreee: 2
LOG ОР KEN ak ua UR a NT NAT 3
FORWARD NER EEE KERNE EEE 3
CENTURY IV OPERATING CONTROLS ee 4
Mode & Switch FunctioNS...... EEE AA re eeD es 4
Laleral Modes ===. TEA EA 5
Pitch Modes......................... na er een ee re ere 6
Whe Mourad COMES: mcr no NN ess pos sms L
TIM SYS EMS ieee, 8
Steering Horizon Single Cue....... eee eee 10
Double Cue (4-Inch) Steering Horizon ........................2 0 .—— 12
Remote Annunciator ..................e.eeeeeeenei II II III II IR II III IA 15
TOW DANS «une Te 18
DC eee eee rear reee. 16
NSD-360................rm.6eev0irieeereee e ee e e e RR eee. 19
CENTURY IV OPERATING TECHNIQUES .…...…........…..….csrrecrrrrenrese 22
Localizer (LOC) Approach........... UNIDAD DCI aa 23
Glideslope (GS) Automatic Arm & Couple .......................0. 0... 29
Manual Glideslope (GS) Arm/Automatic Couple ........................ 30
Manual Glideslope (GS) Coupling............................... ies 32
Automatic Glideslope (GS) Decouple..................... EEE 33
Lécallzer Back Gourse(LOL DC rer ae 34
VOR Approach... eee reas 38
VOR Navigation ..........oiii eee eee. 43
MAINTENANCE eee eee 44
PRODUCT IMPROVEMENTS oe 45
CENTURY FLIGHT SYSTEMS, INC. WARRANTY 47
68582
CIV POH 68582
LOG OF REVISIONS
05-01-76 Added information on DG/NSD-360A System
05-01-76 Added information on cross pointer Steering Horizon
11-01-77 Added information on Double Cue (4-Inch) Steering Horizon
FOREWORD
The Century Flight Systems, Inc. Century IV Autopilot and Flight Director/Autopilot systems represent
the very latest in “State of the Art” designs for Automatic Flight Control Systems (AFCS).
In this handbook, we have detailed the broad range of features, functions and benefits of the Century
IV family of systems.
CENTURY IV AUTOPILOT
The Century IV is available in an autopilot only version that uses a standard type artificial horizon and
the DG-360 (described on pages 20-23 ). It may optionally use the NSD-360 or other pictorial
navigation system.
CENTURY IV FLIGHT DIRECTOR/AUTOPILOT
The Century IV/FD is an integrated Flight Director / Autopilot that uses a Steering Horizon and the
NSD-360 (described on pages 24-28) . The Century IV/FD may optionally use the Slaved NSD-360 or
other pictorial navigation system.
Both the Century IV and Century IV/FD may incorporate additional options such as:
Remote Annunciator
Yam Damper
Remote Go-Around
We suggest that you do two things:
1. Read this handbook and your airplane Flight Manual Supplement.
2. Spend some VFR flight time with the equipment to learn how to work with the autopilot so that you
may enjoy its capabilities to the fullest.
CIV POH 68582
CENTURY IV OPERATING CONTROLS
Century IV ON - OFF Switch- C-IV |
applies aircraft power to the AFCS system. Since no warm-up is required, the system
is ready for immediate operation, provided the horizon has stabilized and the D.G. or
The switch is usually on the instrument panel. Moving this switch to the “ON” position Ó
Compass system is in operation.
OFF
Autopilot Programmer-The Autopilot Programmer pictured below is the Pilot Command Station for
the system.
The programmer also serves as a Master Annunciator to indicate system engagement and active
modes. In normal operation active modes are brightly illuminated and inactive modes are dimly
illuminated.
Exception: A/P "ON-OFF" one or the other is brightly illuminated (depending on autopilot status).
Overall lighting intensity of the annunciator is electronically controlled by sensing the voltage being
applied to other aircraft lights in the same area as the programmer and electronically matching the
level for night operations.
CENTURY IV
NAV APPR
GS
MODE AND SWITCH FUNCTIONS
Test Switch - Located in the lower left corner of the programmer. Pressing
this switch tests all mode switch lamps at full brightness except AP “ON-OFF”.
In addition, it tests an attitude warning circuit normally active only when the
G/S mode is engaged. While the test switch is depressed, the pitch command
disc should be rotated to positions. “UP” and “DOWN” from the level flight
index. When the pitch command disc is set for “UP” the ATT lamp will be
extinguished. When the Pitch Command disc is “DOWN” the ATT lamp will
flash on an off.
Autopilot ON/OFF Switch - is used to engage or disengage the autopilot.
Because of internal programming, the response to pressing the switch differs
between the Century IV and Century IV/FD. The table below indicated the
differences.
СММ POH 68582
ACTION Century IV Autopilot Response Century IV/FD Flight Director/ Autopilot
Response
Turn “ON” | AP HDG AP HDG
System OFF ATT OFF ATT
Turn AP AP Lateral mode remains as AP Lateral mode remains as
“On” programmed. Pitch mode recycles to ON Programmed.
ATT piteh command synchronizes servos Pitch mode remains as
engage after approx. 2 sec. delay. programmed.
Turn AP AP Recycles to AP Lateral and pitch modes OFF
“OFF” OFF HDG remained as programmed.
ATT Servos disengaged
servos disengage
LATERAL MODES
The Heading mode is the basic lateral mode of the autopilot. It is automatically
HDG activated when the system is turned “ON”. While this mode is active, the autopilot will
turn the shortest direction and fly the selected heading on the compass system. Banks
In the HDG mode are a maximum of 20°.
The NAVigation mode is normally used for cross-country navigation. When the NAV
AV mode is active, the system combines basic course direction data from the Course
N Selector and left-right needle information to intercept and track selected VOR radials.
APPR
REV
After interception, automatic cross wind compensation and bank limiting circuits are
activated for tracking accuracy and passenger comfort.
The APPRoach mode is used for VOR and Localizer approaches. When the APPR
mode is active, the system combines basic Course Direction data from the Course
Selector and left-right needle information to intercept and track selected VOR and
Localizer courses. The APPR mode is similar to the NAV mode except its dynamics
are such that extremely tight tracking results. The APPR mode may be used cross
country but its more rapid responsiveness to needle movement may be less desirable.
Internal compensation for differences between the dynamics of the VOR and Localizer
Is automatically accomplished by NAV receiver frequency selection.
The REVerse mode is used for inbound localizer back courses and outbound legs of
VOR and localizer back courses. When the REV mode is active, the system will
automatically fly the “Tail” of the A/P radio course arrow and automatically (internally
compensate for reverse needle sensing.
NOTE
When in the REV mode, left-right needle displays to the pilot are NOT ELECTRICALLY REVERSED
in conventional VOR/LOC displays. If a compass system with integral course and left-right needle
display(NSD-360, PN-101, KPI-550, etc.) is being used, the action of flying the “Tail” of the A/P radio
course arrow will cause mechanical inversion of the display and normal visual sensing of “turn toward
the needle” for “On course” is provided. A good rule of thumb to remember is that in the REVerse
mode, the system will fly what ever radio situation is selected, backwards. This feature greatly
simplifies approach work by requiring that only the inbound localizer front course or the inbound
(Final) VOR course be selected on the D.G. or compass system. With this accomplished, the actual
direction to be flown during each phase of the approach is directed simply by pressing either the
APPRoach or REVerse mode button on the programmer.
CIV POH 68582
SELECTED ANGLE INTERCEPT
The Century IV incorporates a selected angle intercept feature that enables the pilot to enjoy
unlimited freedom in choosing an intercept angle to a particular course. This feature is extremely
useful when being vectored to a final approach course.
The selected angle intercept may be used whenever the left-right deviation needle
exceeds one-half scale. The feature is activated by simultaneously pressing the HDG
HDG and APPR button on the programmer--both buttons will light brightly to signify that the
feature is active. The system will remain in the HDG mode and headings are selected
with the heading bug.
The approach course is selected using the Course Selector (and OBS, if separate). As the selected
course is neared, the system will recognize that the deviation indicator (CDI) has reached one-half
scale and will automatically switch into the APPRoach mode (as indicated by extinguishing the HDG
mode) and complete the desired maneuver. The feature may be used also for intercept of any course
of radial (except REVerse) and after interception, NAV may be selected for cross-country use.
NOTE
See the Operations Section for actual operating techniques.
PITCH MODES
The ATTitude mode is used when the Pitch Attitude of the aircraft is to be controlled
ATT by the pitch command knob located on the extreme right in the programmer. Pressing
the ATT button will disengage other pitch modes and permit selector of the aircraft
pitch ATTitude by rotating the pitch command knob until the desired pitch attitude is
obtained. Automatic Pitch Synchronization to aircraft attitude will occur when ATT is
selected. The pitch knob is a command device. lts position in relation to the center
index mark is directly related to an aircraft pitch attitude relative to level flight.
In addition to manual ATT selection by the pilot, the system will automatically recycle to the ATTitude
mode under any of the following circumstances:
1. Turn System “ON”
2. Press Pitch Sync button on wheel
3. Engage Autopilot with A/P On-Off Switch. In Century IV AP only version. (See page 4)
Manual selection of the ATTitude mode from other pitch modes will cause momentary autopilot
disengagement while automatic pitch synchronization occurs.
The ATT button has special circuitry to cause it to flash on and off under certain conditions when the
“TEST” button is pressed, and when the glideslope (G/S) is coupled. (SEE page 4).
The ALTitude mode button is used to activate the Altitude Hold feature. Pressing this
ALT button will cause the system to maintain the pressure altitude existing at the time of
engagement. While there are no restrictions on when the ALT button may be pressed
to hold altitude, it is suggested that for passenger comfort, the rate of climb or descent
be reduced to less than 500 feet per minute prior to engagement.
CIV POH 68582
The system is capable of maintaining altitude through a broad range of power, speed and
configuration changes. However, when operating in ALT mode at reduced power and speed, it is
suggested that the pilot carefully monitor the barometric Altimeter.
The Century IV has been designed to make smooth transitions and gently return to the chosen
altitude in turbulence, however, gusts exceeding 300 feet vertical displacement may cause shifting of
altitude reference and the autopilot may not fully return to the selected altitude.
The Glideslope button serves as an annunciator for the glideslope coupler and is a
GS means for the pilot to manually “ARM” the glideslope coupler under certain
circumstances. Glideslope coupling is accomplished automatically in the system if
certain logic elements occur in the proper sequence. If they are not correct, arming
and subsequent coupling will not occur. Please refer to the operation section for
operating details.
The Go-Around mode is used to provide a preselected (during installation) climb
GA command to the autopilot. Pressing the GA button causes the aircraft to assume a
preset climb angle. In multi-engine aircraft the climb angle selected is the angle which
gives single engine best rate of climb with one engine at zero thrust. This may result in
somewhat shallow deck angles and high climb airspeeds with both engines operating.
In single engine aircraft, go-around angles are set to provide comfortable climbs
without excessive steepness. Should conditions exist that make steeper climbs
desirable, the ATT button, or Pitch Sync button, may be pressed and desired climb
angle selected. The GA mode may also be used for cruise-climbs, if desired.
PITCH COMMAND KNOB
The pitch command knob is located at the extreme right end of the ом \©
programmer. The knob may be moved manually in the ATT mode to provide р
command attitudes. In addition it is motor driven to provide Pitch A
Synchronization when required. H
UP О
WHEEL MOUNTED CONTROLS
Pitch Sync Button -The Century IV features automatic pitch synchronization to synchronize the
autopilot with the pitch attitude of the aircraft. If the Century IV is on and the autopilot servos
engaged, pressing the Pitch Sync button on the wheel will cause:
Pitch Sync
1. Both the pitch and roll servos to disengage.
2. The pitch mode on the programmer to re-cycle to ATT.
3. The pitch command knob to automatically rotate to match or follow
changes in pitch attitude.
The lateral mode will not recycle but will continue as programmed. This feature is of great
convenience when the pilot desires to briefly resume manual control of the pitch axis without totally
re-programming the autopilot. When the Pitch Sync button is released, the roll and pitch servos will
re-engage and the pitch attitude existing at the time the button is released will be maintained. Should
another pitch mode (such as ALT) be desired, the appropriate button on the programmer must be
pressed.
CIV POH 68582
A/P Disconnect
AIP Disconnect-- All Century IV autopilots use a quick disconnect on the pilot's
control wheel. Pressing this A/P Disconnect Button usually consists of a multi-
function arrangement whereby pressing the A/P Disconnect button also
activates the electric trim system included with the Century IV Autopilot.
MASTER AUTOPILOT DISCONNECT ;
Master A/P Disc
TRIM INTERRUPT
Many Century IV's incorporate an additional switch on the control wheel |
(usually a large red button). Pressing this button will disconnect the Century IV,
the Yaw Damper (if installed) and will interrupt the operation of the Electric Trim
System. Release of the button will restore power to the Trim System but
A.F.C.S. re-engagement is necessary to resume automatic flight.
TRIM SYSTEMS
There are two basic types of trim systems used with the Century IV.
1. Push button automatic trim.
2. Command automatic trim.
The Type trim used in a particular model of aircraft is determined during STC
approval by the characteristics of the aircraft.
Push Button Automatic Trim.-- This system is easily identified by the fact that
there is a push button on the left horn of the pilot's control wheel labeled A/P
DISC-TRIM. Pressing this button will.
1. Disconnect the autopilot servos.
2. Arm the trim system.
Incorporated within the trim system is a sensor that will sense control wheel forces and automatically
trim them off. The system is not responsive to control wheel movement as such and therefore, time
must be allowed by the pilot for airspeed changes to occur, wheel force to develop and be trimmed
off. This is particularly true in the higher speed regions of flight where aircraft inertia prevents rapid
speed changes.
Command/Automatic Trim -- This system is easily identified by the switch
installed in the left of the pilots control wheel.
The switch has three distinct actions
1. An A/P Disconnect bar (in the top of the switch) - Press down to
disconnect the autopilot & arm the trim.
2. “DOWN” trim - Press forward while holding the A/P Disconnect bar down.
3. “UP” trim - Pull aft while holding the A/P Disconnect bar down.
This mode is called command trim because the pilot commands trim in the direction desired.
Autotrim operation is identical “on Autopilot” for both the Push Button Automatic Trim and the
Command/Automatic Trim systems. Both systems act to trim off control system forces for the
Autopilot.
CIV POH 68582
ELECTRONIC TRIM SYSTEM
Many Century IV Autopilot models incorporate a totally electronic Autotrim system that electronically
senses trim requirements “on Autopilot” and adjust the trim as required. This system offers reduced
maintenance and reduced installation complexity. However the system requires greater time to totally
resolve minor trim forces. Occasionally, when disengaging the autopilot a slight “bump” may be felt in
the controls if insufficient time has elapsed for total resolution.
NOTE
Many trim systems require preflight checks for safety. These checks carry the same importance to
safety of flight as checking magnetos or fastening seat and shoulder belts. Please do not overlook
these checks as outlined in the A.F.M.
CIV POH 68582
Steering Bar Reference Bar(s)
(Vee)
Miniature Airplane
Delt
Delta Reference
Adjust
(Miniature Airplane)
Single Cue
STEERING HORIZON
(Command Satisfied)
Fly Up Fly Down
R=
ty
Ne
a Ty WG
Za )
Fly Left Fly Right
(Fly Up) (Fly Up)
10
СММ POH 68582
CENTURY IV FLIGHT DIRECTOR
STEERING HORIZON
SINGLE CUE
(Optional)
Addition of the Flight Director option to the Century IV is accomplished by substituting the Steering
Horizon (pictured at left) for the Standard Artificial Horizon.
With the Steering Horizon installed, the pilot may choose to program a particular flight sequence and
monitor autopilot maneuvering by observing the steering bar or he may turn the autopilot OFF and
place himself in the control system loop by following commands of the steering bar. The great
advantage of the Flight Director is that the computer observes many inputs, compares these inputs to
the sequence programmed by the pilot and resolves differences into combinations of four commands:
Fly Up, Fly Down, Fly Left, and Fly Right. To accomplish the programmed maneuver, the pilot needs
only to “fly the miniature airplane (delta) into the ‘vee’ of the steering bar.” Pictured at the left is the
steering horizon with significant parts labeled and illustrating Fly Up, Fly Down, Fly Left and Fly Right.
NOTE
The pilot should always keep in mind that the Steering Horizon displays COMPUTED DATA and will
give a “command satisfied” indication if the pitch attitude and intercept heading are satisfactory for
normal conditions.
The system cannot compensate for inadequate power or airspeed to accomplish the desired
maneuver, therefore, a raw data display is mandatory with the Flight Director display so that the pilot
Is constantly presented with concise data on his heading and actual position on the Localizer,
Glideslope and VOR Radial. For this reason, whenever the Steering Horizon is installed, the NSD-360
(described later) or similar horizontal situation indicator must also be installed.
CAUTION
Steering information is NOT disabled if NAV Flags appear. The pilot should monitor the HSI to assure
reliable NAV information is present.
11
CIV POH 68582
Roll Index
PO aa TT A To ES ES mp mB me me
… a = ч ts A
; Es
“A
Reference Bar
Pitch Steering Bar
Roll Steering Bar
Reference
Bar Adjust
Cross Pointers
On-Off
Double Cue
STEERING HORIZON
(Fly Up — Fly Right)
Fly Up Fly Down
Fly Right
12
CIV POH 68582
CENTURY IV FLIGHT DIRECTOR
STEERING HORIZON
Double Cue
(Optional)
An optional two cue steering horizon may also be used with the Century IV. With the double cue
steering horizon (pictured at left) installed and turned “ON”, the pilot may program a particular flight
sequence and monitor autopilot maneuvers observing the pitch and roll steering bars. A command
satisfied situation is indicated by a centering of the steering bars over the dot on the reference bar.
In addition, the pilot may manually execute the programmed flight sequence by turning the autopilot
“OFF”. By observing the commands of the steering bars and moving the controls to keep the bars
centered, the programmed flight sequence will be executed.
NOTE
The two cue steering horizon is equipped with an “ON-OFF” switch to control the steering bar display.
This FD ON-OFF control does not affect any other function.
CAUTION
Steering information is NOT disabled if NAV flags appear. The pilot should monitor the HSI to assure
reliable NAV information is present.
13
СММ POH 68582
A SL NL a EEE U A EE SEE
TC TI
e
CENTURY IV FLIGHT DIRECTOR
STEERING HORIZON
DOUBLE CUE (4-INCH)
(Optional)
The optional double cue steering horizon (pictured at left) is used with the Century IV Flight Director.
This steering horizon incorporates all of the features and functions of the double cue steering horizon
shown and described on pages 14 and 15.
In addition, this steering horizon provides a dual glideslope display; a 25 percent expanded localizer
display (5/8° for full scale); a “slip /skip” inclinometer; and two decision height annunciators. The
glideslope and expanded localizer indicators repeat the raw data indications located in the H.S.I.
Instrument and thus the pilot may observe both computed steering and raw data indications within a
single instrument. The expanded localizer scale provides increased localizer sensitivity for extremely
accurate localizer tracking information.
When the glideslope or localizer signals are not reliable the processed raw data display pointers in
the steering horizon will be removed from view and the G/S or NAV flag will appear on the H.S.I.
instrument. The computed steering information is not disabled when the NAV or G/S signal is
unreliable, therefore the pilot should monitor the raw data display to assure that the navigation
information is reliable. During an instrument approach, if a significant disagreement is observed
between the navigation position information and the computed steering display, a missed approach
should be initiated immediately and the reason for the disagreement identified prior to completing the
approach.
14
CIV POH 68582
OPTIONAL REMOTE GO AROUND (GA)
Some installations (where space permits) may incorporate a remote G/A button, mounted on the
wheel or throttle. Pressing this button has the same effect as pressing the G/A button on the
programmer.
REMOTE ANNUNCIATOR
(Optional)
Many Century IV installations incorporate a miniature remote annunciator.
The Remote Annunciator is particularly useful in those installations where the Programmer is not
within the normal panel scan of the pilot. Normally, the miniature remote annunciator is mounted in
the instrument panel above or adjacent to the horizon. By repeating the programmer annunciator, the
remote annunciator assists the pilot in monitoring the numerous automatic switching functions of the
Century IV.
Lighting intensity of the remote annunciator is controlled by the main Century IV programmer.
CENTURY IV MODES
YAW DAMPER SYSTEM
(Optional)
- ) The Century Flight Systems, Inc. Yaw Damper System is a frequently installed
Y | option with the Century IV. The system has only one control -- the ON-OFF
PUSH-ON Push Button. The system is an independent subsystem that may be used with
Y D or without the Century IV.
/ For pilot assistance and passenger comfort, its function is to add additional
stability to the yaw axis of the aircraft and minimize any tendency to hunt or
q PUSH-OFF | dutch roll in the aircraft. In addition, the Yaw Damper incorporates an
| ) “electronic ball” to assist in coordinating turns and under conditions of
asymmetric power.
The Yaw Damper does not ordinarily compensate for rudder trim variations with speed changes and
therefore may “bump” the rudder controls slightly when engaged or disengaged at speeds other than
that for which it is adjusted.
The Yam Damper is engaged by pressing the ON-OFF Push Button. It is disengaged by pressing the
On-OFF Push Button or by pressing the Master Autopilot Disconnect--Trim Interrupt Button.
The Yaw Damper switch is a lighted annunciator type switch which is connected to the panel
lamp rheostat controlling the light intensity in the area of installation. On some installations, the light
intensity for day operations is low under some ambient light conditions. For this reason, the knob
edge is engraved with a black index line that is in view when the system is “OFF” and hidden when
the system is "ON".
ELECTRONIC RUDDER TRIM
(Optional)
An optional automatic Rudder Trim System is available for some aircraft models for use with the Yaw
Damper System. The function of the Rudder Trim System is to adjust the rudder trim tab to relieve
rudder forces. The System is interlocked with the main Autopilot and the Yaw Damper so that both
must be on for the rudder trim to be operational.
15
СМ POH 68582
Autopilot Heading Bug Lubber Line Heading Flag*
Compass Card
Autopilot Radio
Course Arrow Miniature Airplane
Course Selector
Heading Selector Knob/
Card Set (Push)
*Red and White Striped in DG-360A
PANEL MOUNTED CONTROLS
Directional Gyro and Compass Systems:
The basic directional input for the Century IV is the Edo-Aire Mitchell DG-360 (the most basic
member of the NSD-360 family of instruments.)
The DG-360 contains an air driven non-slaved gyro with an electrically driven servo’d heading card.
Both air and electric power are required of proper operation. Interruption of either air or electric air
power will cause the red* HDG flag to be visible.
Upon start up and occasionally during flight, it will be necessary to set the heading card to match the
magnetic compass. This is accomplished by pressing “in” on the knob in the lower right corner of the
instrument and rotating it until the heading card reading agrees with the magnetic compass. Release
the knob. CAUTION: Do not set if magnetic compass is erratic or inaccurate as during turns , climbs,
descents, or turbulence.
NOTE
The DG-360 pictured at left is not authorized for use in Flight Director Versions of the Century IV. The
NSD-360 or other Integrated Display is required in the Century IV/FD when the steering horizon is
part of the system.
*Red and White Striped in NSD-360A
16
CIV POH 68582
A/P HEADING “BUG”
The autopilot heading bug is a small triangle on the outer rim of the heading card. Its position is
controlled by the autopilot Heading Selector knob at the lower right corner of the instrument. Rotating
this selector knob without pressing in will move the bug in relation to the heading card.
When in the HDG mode, the autopilot will seek to turn the aircraft to place the heading bug under the
lubber line. Bank angles in the heading mode are approximately 20° maximum.
NOTE
The autopilot does not attempt to maintain standard rate turns, the rate of turn is a function of both
airspeed and angle of bank. 20° of bank will give a standard rate turn at 150 knots. Speeds higher
than 150 knots, result in turn rates less than standard. Speeds lower than 150 knots result in turn
rate higher than standard rate. Standard rate=3°/second or 180°/minute.
NOTE
If the heading bug is set more than 150° from the lubber line, momentary banks of less than 20° may
result. If the heading bug is set more than 180° from the lubber line, bank reversal (e.g. left to right )
will result as the autopilot seeks the shortest direction to the desired heading.
A/P RADIO COURSE ARROW:
The DG-360 incorporates a separate autopilot course selector so that Century IV users may enjoy the
benefits of independent course and heading selection. The course selector is used with the NAV,
APPR and REV lateral modes of the autopilot. If one considers the A/P Radio Course Selector as
simply a means to tell the autopilot the basic direction of flight when in the radio coupled modes, then
its use becomes easier to understand.
For Radio Coupled VOR flight, the head of the autopilot radio course arrow is placed on the heading
corresponding to the course selected by the OBS. Pressing the NAV or APPR button will cause the
autopilot to intercept the radial and track it in the basic direction indicated by the head of the autopilot
radio course arrow.
If the REV button is pressed, the autopilot will intercept and track in the reverse direction (this is most
useful during the outbound phase of VOR approaches.)
NOTE
The DG-360 and Century IV will operate correctly for Outbound legs of VOR approaches if the
Inbound course is selected on the DG-360 and the Inbound course is selected on the VOR
indicator. The direction of flight is controlled by using the REV button on the programmer.
LOCALIZER
For localizer work, head of the A/P course arrow is always placed on the Inbound front course
heading. Selection of the direction to be flown is then accomplished by pressing either the APPR
button for:
1. Front course inbound or
2. Back course outbound
or the REV button for:
1. Back course inbound
2. Front course outbound
17
CIV POH 68582
When the NAV, APPR, or REV modes are active, the A/P radio course arrow is in the autopilot circuit.
The heading bug may be moved at will without consequence. This permits pre-selection of desired
headings and activation when they are needed by merely pressing the HDG button. When the HDG
mode is active, the A/P radio course arrow may be moved to pre-select the radio course to be flown.
Activation is accomplished by pressing the NAV, APPR, or REV button.
NOTE
When the DG-360 is used, radio information to the autopilot is obtained from a separate
VOR/Localizer indicator which is not automatically set by moving the A/P radio course arrow. The
pilot must be certain that the A/P radio course arrow and the OBS are properly set for the basic
direction of radio coupled flight or improper interception and tracking will result.
NOTE
If a NAV1 - NAV2 selector switch is installed the pilot must be certain that the correct VOR/localizer
indicator is selected.
18
CIV POH 68582
Lubber Line
ple ee Headiho Flag
Left/Right
rada Slaving
Deviation Meter
Meter
Course
Needle
Glideslope
Flag
NAV Flag
Glideslope
Pointer
Course Selector
Tos Heading Selector
NSD 360 AND OTHER Knob/Card Set
COMPASS SYSTEM (Push to Set)
The Century IV autopilot may be optionally used with the Century Flight System, Inc. NSD-360 or
ARINC compass systems of other manufacturers (such as the Collins PN101, the King KPI-550 (A) ,
Wilcox 1041A or Sperry RD-444 Series.) The explanation which follows will be based on the NSD-360
however, the principles will apply equally to the compass systems of other manufacturers provided
the differences in design, features and concepts are ascertained and allowed for, such as slaving,
knob location, size, etc.
Special notes on features of various compass systems relating to their operation with the Century IV
will be discussed at the end of this section.
The NSD-360 (Navigation Situation Display) is an integrated HSI instrument combining an air driven
gyro and an electrically servo heading card with VOR/Localizer and Glideslope information. The NSD-
360 has an optional slaving feature that requires initial heading setting on start-up. Subsequent
resetting of the heading card, required manually on non-slaved versions, is automatically
accomplished.
The NSD-360 has incorporated a heading warning flag to warn of loss of either air or electric power.
Appearance of the flag during flight should be sufficient grounds to question the validity of displayed
heading. In slaved versions, the slaving meter should oscillate about a 45° point to show that the
slaving circuits are accomplishing their function. Should the needle remain motionless or either
vertical or horizontal for an extended period (two minutes) in level flight, the heading should be
manually set using the magnetic compass and the performance of the heading card observed. If
slaving difficulties are encountered, set the slaving mode switch to SL#2 or free gyro. In free gyro
mode, the instrument must be periodically reset to manually counteract the effects of gyro
precession.
NOTE
Do not set heading card when turning as the magnetic compass and magnetic flux detectors in
slaved systems are not reliable references when the aircraft is banked.
19
СММ POH 68582
NSD-360 CONTROLS
The heading selector / card set is used to move the heading bug relative to the heading card. It is
also used to set the heading card to the aircraft heading by pushing in and rotating card. When
setting has been accomplished the knob is released. The heading selector should not be pushed in
when setting the heading bug.
The course selector knob is used to adjust the autopilot course selector arrow to the desired course.
Selection of the autopilot course automatically sets the internal VOR resolver to the identical VOR
radial. Readout of VOR left-right information is made by observing the center segment of the course
arrow.
DISPLAYS
NSD-360 VOR / Localizer left-right deviation is displayed by the center segment of the autopilot
course radio arrow. Note that the tiny airplane in the center of the instrument display gives a pictorial
representation of the Navigation Situation. In the illustration, the aircraft is approaching the desired
radial at about 20° intercept. When operating in the VOR mode, the display always gives the correct
display if the heading card is matched to the magnetic heading. When operating in the localizer
mode, the course arrow should be placed on the INBOUND front course heading. The display will
then be correct for either front course or back course.
During Back Course Approaches, the display will be inverted and the tail of the course arrow will
indicate the back course heading. The Left-Right needle sensing will require turns toward the needle
for course centerline.
“TO” FLAG - “FROM” FLAG
The to and from flags point in the direction of the VOR Station. To or from is pictorially represented, .
In the localizer mode, the “To” flag is used to indicate good navigation signal strength. The “To” flag
will be exposed if the signal is good for either a front or back course.
NAV WARNING FLAG
The red* NAV warning flag will appear if the signal being received is not suitable for NAVigation.
NOTE (NSD-360)
The NAV warning flag, and to-from flags are driven by one meter movement. Appearance of one flag
causes disappearance of the other.
NOTE (NSD-360A)
In the NSD-360A series, separate “NAV” (RED and White) and “TO-FROM” meter movements are
used. Good navigation data will be indicated in both VOR and Localizer mode by absence of the NAV
Flag. In the localizer mode the “TO-FROM” arrows may remain out of view (depending on NAV
converter design).
20
CIV POH 68582
GLIDESLOPE
(Optional)
The Glideslope meter on the left side of the instrument displays conventional glideslope information -
location of glideslope centerline is pictorially represented.
|\/°
о е\ / о ©
е\ / | ° ©
“On Glideslope” Below Glideslope Above Glideslope
(Fly Up) (Fly Down)
The red Glideslope Flag is on the left side of the instrument. It is arranged so that it will obstruct view
of the glideslope meter if a glideslope signal is not available or is unsuitable for guidance.
*Red and White Striped in NSD-360A.
IMPORTANT NOTICE
Because the NSD-360 incorporates an integrated course / left -right display and OBS resolver, the
use of a NAV-1/NAV-2 switch is not recommended with the NSD-360 for left-right radio information.
The Century IV requires left-right data and course error data that is related to the actual heading of
the aircraft. The use of a NAV-1/NAV-2 selector switch would involve complex operational techniques
that would add confusion in moments of stress and its installation is therefore not encouraged.
NOTES ON OTHER
COMPASS SYSTEMS
Collins PN-101 - See manufacturers operators manual.
King KP-550 - See manufacturers operators manual.
NOTE
If RMI feature is active on the KP1-550 (Series) interlocking is normally used to cause programmer to
revert to and remain in the HDG mode. Course and L-R needle information when in the RMI mode is
not suitable for autopilot use.
21
CIV POH 68582
CENTURY IV
OPERATING TECHNIQUES
In the pages that follow, we have included techniques for:
Localizer Approaches
ILS
Glideslope Arming & Coupling
Localizer Back Course
VOR Approaches
VOR Navigation
The photographs depict the Navigation Situation at the indicated position as seen on the NSD-360.
The techniques are equally applicable to other Integrated Compass Systems (PN101, KPI-550, Etc.)
The techniques are also applicable to the DG-360, provided it is understood that the Radio Course
Arrow and OBS must be set separately to achieve the desired results
22
68582
CIV POH
NORTH
EE EE we FE
ata die
TA,
tte ah
WIND
АЯ
i af К
alg
ate
Tata's he EERE
ur
ata a
ша
LOCALIZER (LOC) APPROACH
23
CIV POH
Localizer (LOC) Approach
68582
SEE ALSO GLIDESLOPE (GS) SECTION
Я hy
FF be и La
ES
(as appropriate)
PSN NSD-360 PROGRAMMER REMARKS
The localizer or ILS approach begins with a
transition from the enroute structure to the
2 1 AP HDG outer compass locator (LOM) . The HDG mode
da | ON ALT and HDG Bug is used by the pilot to select the
1 = desired heading. Aircraft altitude or rate of
WS OR descent is controlled using ALT, ATT, the Pitch
ATT Command Knob or Pitch Sync. The Inbound
Front Course direction is selected with the
course arrow.
AP REV Upon reaching the (LOM) , press the REV
ON ALT Button. System will intercept and track
2 OR Outbound. Note: This is a good time to begin
ATT reducing speed for the approach.
AP REV Altitude appropriate to this phase of the
ON ALT approach should be controlled using ALT and
3 OR for ATT as necessary. The Procedure Turn
NS outbound heading may be pre-selected using
N ATT the heading bug
> | E a AP HDG Press the HDG Button to begin Procedure
4 |. à 7 ON ALT Turn.
sous OR
Es =
Me ЗЕ
7 AP HDG Proceed outbound in procedure turn until
(> ON ALT sufficient time has elapsed to assure proper re-
5 RT OR interception.
= ATT
AP HDG Lead aircraft through procedure turn by
ON ALT moving the heading bug initially about three-
6 OR fourths of the way around the card in the
ATT desired direction of the turn
24
68582
WIND
Li
neo... Sop © 3
a
.* «Mos es Moo
a + 7 % nT ATTY, g Вы a a
.” EE GIL
ald tt Fables + A
a Fa CH Re
ae
EA E
pe
+ ES e e a Tan! ten,
E Aa es A a. ee
PRR E, ee $ и: inne TET НН etal pu я
ne] и, Shee или, Teil
© о Re
es Hain
ME
25
CIV POH
NORTH
LOCALIZER (LOC) APPROACH
СММ POH
68582
Localizer (LOC) Approach Con't
< Zn AES
is
R
PSN NSD-360 PROGRAMMER REMARKS
AP HDG As the aircraft turns, move the heading bug to
7 ON ALT the desired intercept heading. In this case the
OR pilot has selected 199° for a selected angle
intercept.
ATT
N AP APPR | If a 45° intercept is desired press APPR Button
8 = ON ALT system will automatically execute 45°
nes OR (approximate) intercept.
Ln ATT
Alternate - If intercept angle other than 45” is
desired, set heading bug to desired intercept
AP HDG APPR | heading. Press both HDG and APPR
8 A ON ALT simultaneously. System will remain in HDG
until needle reaches one-half scale and then
OR automatically switch to APPR as indicated by
ATT extinguishing the HDG Annuniciator. Note:
The selected angle intercept is particularly
useful if being vectored to the final approach
course.
After intercept, system will correct for cross
wind, adjust its internal radio authority (20
A AP APPR seconds), and limit bank angles (90 seconds).
9 de ON ALT Aircraft altitude should be controlled as
- == necessary for the approach using ALT and
S GS ATT. Glideslope arming and intercept may be
а МГ A automatic or manual. Please see Glideslope
an section. Missed approach heading may now be
programmed.
If typical ILS, GS (glideslope) coupling occurs
as the glideslope is intercepted from below.
AP APPR Coupling is indicated by extinguishing ALT or
10 ON GS ATT with only GS remaining. Flashing ATT
indicates “down” command on Pitch Command
Knob. Flashing ATT may be stopped by
adjusting pitch command to level or “up”.
If missed approach is required, the following
sequence is typical, see AFM supplement for
у АР HDG details in specific model aircraft.
11 e ON GA Press GA.
ы Add power.
= |
Check for positive rate of climb.
Retract gear and flaps.
Press HDG to turn to required heading.
Adjust climb as desired.
Da ADN
NOTE: When GA is pressed, lateral modes remain as programmed and autopilot remains engaged.
26
CIV POH 68582
GLIDESLOPE (GS) AUTOMATIC ARM AND COUPLE
27
CIV POH
68582
Glideslope (GS) Automatic Arm 8: Couple
PSN
NSD-360
REMARKS
The typical glideslope portion of an ILS begins
with the aircraft maintaining ALT for some
distance prior to reaching glideslope
interception.
ALTA
Ld
gu
``
Wy A
The Century IV recognizes the following
elements:
1. A localizer frequency is tuned.
2. The system is in APPR and ALT.
3. The glideslope needle is “UP”. With these
conditions met for ten to thirty seconds, the
glideslope coupler arms automatically as
indicated by illumination of GS annunciator
in addition to ALT.
When interception occurs, the Glideslope
Coupler will couple as indicated by
extinguishing the ALT light. Lower gear and
flaps as indicated in A.F.M. (Airplane Flight
Manual) supplement. Adjust power to maintain
glideslope. Avoid large power changes.
Note: Monitor steering horizon or artificial
horizon and course guidance information
through out approach. If raw data presentation
and autopilot or flight director actions do not
agree execute an immediate pull up and go
around,
г
"о AN
LATAS
an
Upon reaching D.H., complete approach or
conduct normal GA sequence. (See page 33,
position 11)
PROGRAMMER
AP APPR
ON ALT
AP APPR
ON ALT GS
AP APPR
ON GS
AP APPR
ON GA
AP HDG
ON GA
As safe altitude is reached, press HDG Button
for missed approach heading. Note: Pressing
GA Button disconnects GS Coupler but does
not reprogram lateral modes or disconnect
autopilot.
NOTE: Ifitis desired to prevent Automatic Glideslope Arm and Coupling (e.g. when holding on the
localizer) use the NAV mode instead of APPR.
28
CIV POH 68582
+ *
| Lo" >
|. Pur TT
GLIDESLOPE (GS) AUTOMATIC ARM AND COUPLE
29
CIV POH
Manual Glideslope (GS) Arm/Automatic Couple
68582
Ma...
O
ÓN
TOD
FE =
Ll
ny
„”
“
PSN NSD-360 Programmer Remarks
AP APPR | Occasionally, it is desirable to approach the
outer marker in ATT mode rather than ALT.
ON ATT
In this case, the glideslope coupler is manually
2 armed by momentarily pressing the GS Button.
AP APPR If the following conditions are present, it will
À arm:
e ON ATT GS
нЕ 1. Localizer frequency tuned.
© 2. In APPR mode.
Dn 3. GS needle “UP”. Arming is indicated by
GS being lighted in addition to ATT. Note:
Use of pitch sync or any button after
arming will cause dis-arming. Press GS
Button to re-arm.
3 AP APPR
ON GS When interception occurs, the Glideslope
Coupler will couple as indicated by
extinguishing the ATT light. Lower gear and
flaps as indicated in A.F.M. supplement adjust
power to maintain glideslope.
4 AP APPR
ON GA Upon reaching D.H., complete approach or
conduct normal GA sequence. (See page
33, position 11)
5 AP HDG
ON GA As safe altitude is reached, press HDG Button
for missed approach heading. Note: Pressing
GA Button disconnects GS Coupler but does
not re-program lateral modes or disconnect
autopilot.
Note: Manual arming may also be used in ALT mode when insufficient time is available for automatic
arming to occur.
30
CIV POH 68582
нить A
MANUAL GLIDESLOPE (GS) COUPLING
31
CIV POH
68582
Manual Glideslope (GS) Coupling
PSN NSD-360 PROGRAMMER REMARKS
Occasionally it is desirable to couple onto the
glideslope from above. This is easily
AP APPR accomplished in the Century IV if the following
ON ATT conditions are present:
1 OR 1. Localizer frequency tuned.
ALT 2. In APPR mode.
3. In ATT or ALT.
4. Glideslope needle from zero to 80%
“Down” (not over 80% “Down”).
Press Glideslope Button. System will couple
я, onto glideslope and capture from above. Note:
2 e oN aa If Glideslope needle is more than 80% “Down”
= system will reject command and remain in ATT
= or ALT.
y
Upon reaching D.H., complete approach or
AP APPR conduct normal GA sequence. (See page 33,
3 ON GA position 11)
As safe altitude is reached, press HDG Button
я АР HDG for missed approach heading. Note: Pressing
4 e ON GA GA Button disconnects GS Coupler but does
Fo not re-program lateral modes or disconnect
= autopilot.
СМ РОН
68582
=» сз с» = <= <» = р»
AUTOMATIC GLIDESLOPE (GS) DECOUPLE
Automatic Glideslope (GS) Decouple
PSN NSD-360 PROGRAMMER REMARKS
> The Century IV incorporates a safety feature for
7 automatic glideslope decoupling.
De AP APPR
=
N
If, after glideslope coupling, the glideslope
2 needle should exceed 80% down, the
glideslope light will go out, ALT will light and the
tem will maintain the altitude existing when
AP APPR | S | |
the needle excursion occurred. The pilot ma
ON ALT Leon e
elect to miss the approach or if the excursion is
not great, may use ATT to fly the aircraft to a
position with glideslope needle deflection less
than 80% down and re-couple by pressing the
GS button.
The system will not automatically decouple for deviation below the Glideslope.
33
СМ POH 68582
mi
7250
+
RET
a
+,
Зи
NORTH
Ea WIND
174°
LOCALIZER BACK COURSE (LOC BC)
34
СММ РОН 68582
Localizer Back Course (LOC BC)
PSN NSD-360 PROGRAMMER REMARKS
5m The LOC (BC) back course approach begins
> 4 ин with a transition from enroute structure to an
AP HDG intercept with the back course Outbound. The
ON ALT Inbound Front Course is set on the course
1 OR arrow, and a 45° intercept to the course is
achieved by pressing the APPR Button to fly
ATT the back course Outbound. Note: The set up
for this example is the same as flying the front
course across the airport and continuing
outbound.
о АР HDG-APPR | Alternate--If an intercept angle other than 45° is
E ON ALT desired, press HDG and APPR simultaneously-
1A = OR the system will follow heading bug until needle
aR reaches one-half scale, automatically switch to
7 ATT APPR and extinguish HDG Annunciator.
AP APPR As bound tracking begins, select outbound
ON ALT procedure turn heading with heading bug.
2 OR Altitude should be controlled using ALT or ATT
as appropriate for this phase of the approach.
NEC ATT
DS se
- a 1,
SA HA i В
Y > © AP HDG When outbound procedure turn heading is
ON ALT desired, press HDG Button, fly outbound for
3 o OR sufficient time to permit proper re-interceplion.
15. АТТ
АР HDG Lead aircraft through procedure turn initially by
ON ALT turning heading bug approximately three-
4 OR fourths distance around the card in the desired
ATT direction of turn.
AP HDG As aircraft turns, set heading bug to inbound
ON ALT procedure turn heading.
> OR
ATT
35
68582
CIV POH
a
©
=) vi \
ETA
PLE CER
аа
Lar
diia ete
AAA ee
il pd da
Joc
=
anal
a w-ag———
©
ax
36
E
LOCALIZER BACK COURSE (LOC BC)
CIV POH
68582
Localizer Back Course (LOC BC) Con't
PSN NSD-360 PROGRAMMER REMARKS
AP HDG As aircraft nears inbound procedure turn
ON ALT heading, press REV Button for 45° intercept.
6 OR Note: Selected angle intercept feature does
not operate with REV mode.
ATT
After intercept, system will correct for cross-
Y > wind, adjust its internal radio authority (20
NS Na 2 AP REV seconds), and limit bank angles (90 seconds).
E La © ON ALT Heading bug may be aligned with lubber line or
7 = TE set to miss approach heading. When final
== LE OR approach or step down fix is reached, control
a E ATT rate of descent with ATT, Pitch Command Knob
7 y and/or Pitch Sync.
NUS vu 7 AP REV Control altitude and rate of descent with ALT,
8 © ON ATT ATT, Pitch Command Knob and/or Pitch Sync.
EE
В
АР REV For missed approach, conduct normal GA
ON GA Sequence. (See page 33, position 11)
CIV POH 68582
NORTH
- =. = =
—— —
rad — 357°
=
he
`
`
`
A
7
”
VOR APPROACH
38
CIV POH 68582
VOR APPROACH
PSN NSD-360 PROGRAMMER REMARKS
AP NAV The VOR Approach usually begins from an
ON ALT enroute situation. If ATC required a descent
1 OR during this phase, ATT would be used instead
ATT of ALT.
AP HDG As the VOR is neared, match the heading bug
ON ALT to either the course or the lubber line and press
2 OR HDG Button. Course arrow may now be set for
ATT inbound intermediate course segment.
AP REV As the VOR is crossed, press the REV Button
ON ALT to fly the selected course outbound. Should a
3 OR lower altitude be desired, ATT should be
pressed and the aircraft flown to the desired
ATT altitude.
ESTE
AP REV When the desired altitude is reached, press
ON ALT ALT; the procedure turn outbound HDG is pre-
a OR selecred with the heading bug.
ATT
5 AP HDG Pressing the HDG Button will cause the aircraft
RZ ON ALT to turn to the selected outbound procedure turn
5 = OR heading.
sl > ATT
RAS %
AP HDG Proceed outbound until sufficient time has
ON ALT elapsed to assure proper re-interception.
6 OR
ATT
39
CIV POH
NORTH
[1 =357°
>
~
`
`
`
1
i
Î
i]
1
#
A
’
x
©
357
©
8950000
VOR APPROACH
40
68582
40
%
N
CIV POH
VOR APPROACH Con't
68582
PSN
NSD-360
REMARKS
Lead aircraft through procedure turn by moving
the heading bug initially .about three-fourths of
the way around the card in the desired direction
of the turn.
As the aircraft turns, move the heading bug to
the desired intercept heading.
A
PARTO
frat
LH
e
Press APPR Button; system will automatically
execute 45° (approximate) intercept.
9A
Alternate-If intercept angle other than 45° is
desired, set heading bug to desired intercept
heading. Press both HDG and APPR
simultaneously. System will remain in HDG
until needle reaches one-half scale and then
automatically switch to APPR as indicated by
extinguishing the HDG annunciator.
10
After intercept, system will correct for cross-
wind, adjust its internal radio authority (20
seconds) and limit bank angles (90 seconds).
Aircraft altitude should be controlled as
appropriate for the approach by the use of ALT,
ATT and Pitch Command or Pitch Sync.
Should a course change be required for the
final approach segment, simply move the
course selector to the new course at the VOR.
Missed approach heading may be
preprogrammed with the HDG bug.
11
PROGRAMMER
AP HDG
ON ALT
OR
ATT
AP HDG
ON ALT
OR
ATT
AP APPR
ON ALT
OR
ATT
AP HDG APPR
ON ALT
AP APPR
ON ATT
AP HDG
ON GA
For missed approach, conduct normal GA
Sequence. (See page 33, position 11)
41
68582
CIV POH
1d3943N| 37
INV q
mmm 31VNY3L y 31939135
VOR NAVIGATION
42
CIV POH
68582
PSN
NSD-360
REMARKS
AL Ur
rar A,
AS J 5
SAN
Forty-Five degree intercept to a selected radial
is automatically accomplished by setting the
course arrow/OBS to the desired VOR course
and pressing the NAV button on the
Programmer.
1A
Alternate--If an intercept angle of other than 45°
is desired, select the desired course with the
course arrow/OBS and the desired intercept
heading with the Heading Bug. Press HDG and
APPR simultaneously. The system will remain
in HDG mode until VOR needle reaches one-
half scale and then switch automatically to
APPR. After intercept, press NAV bution.
After intercept, system will correct for cross-
wind, adjust its internal radio authority (20
seconds), and limit bank angles (90 seconds).
Ca
в
E
A
/
Hit
If a course change is required at the VOR,
simply reposition the course arrow/OBS to the
NAV course. If change is small, system will
remain in bank limiting. If change is large,
system will re-cycle as in 2.
Station Switching is accomplished by re-
channeling the NAV receiver to the station
ahead and repositioning the course arrow/OBS
to the new course. Note: If desired station
change may be made by setting Heading Bug,
press HDG and then pressing NAV after setting
course arrow/OBS, system recycles as in 2 if
system is re-programmed.
Q >
ПИКУ
ра
#
é
\
i 4 mos
VOR NAVIGATION
PROGRAMMER
AP NAV
ON ALT
AP HDG
ON APPR
ALT
AP NAV
ON ALT
AP NAV
ON ALT
AP NAV
ON ALT
AP HDG
ON APPR
ALT
The selected angle intercept feature may be
used for course changes at VOR's if desired.
When near the VOR (5 nm, max), match the
heading bug to the lubber line and press HDG
button. Set new course with the course
arrow/OBS. Press HDG and APPR
simultaneously. When VOR is crossed, system
will automatically switch to APPR and acquire
the new course. Press NAV when convenient.
43
CIV POH 68582
MAINTENANCE
The Century IV has been designed and manufactured to render reliable service; however, some of
the system components will require a regular inspection and service. It is important that agencies
selected for service are properly qualified and equipped to render service on the Century IV's.
We have listed several items below to assist you in monitoring your system maintenance.
1,
Gyro Filters—The gyros used with the Century IV are precision devices whose performance and
service life are in part dependent upon the quality of the air supply. Poor air quality can
significantly reduce gyro life (to hours) and performance by contaminating bearings. Regular filter
maintenance is a good investment.
Aircraft Static Systems—Air leaks and water entrapment can significantly affect altitude hold
performance. Static System maintenance and checks help not only the AFCS, but assure proper
function of static instruments. Altitude Hold units used by Century Flight Systems, Inc. should
NOT be disconnected during static system checks as they are designed to withstand such tests
without damage.
Periodic inspection and maintenance is recommended for those items of the autopilot which
attach to the aircraft control systems. During normal inspection is a good time to make these
simple checks on the autopilot.
A. Inspect the bridle cable on the Pitch, Roll and Yaw Servos for:
1. Condition,
2. Tension - feels equally tight as main cable.
3. Freedom - move controls through travel.
B. Inspect bridle cable clamps for:
1. Obstruction.
2. Bolt Torques - 55+/- 5 inch pounds of torque. Note: This higher than normal torque is
FAA approved and required.
3. Gap between clamp halves - 005" minimum, assures that cables are under clamping
pressure.
C. Inspect Trim Capstans for:
1. Evidence of wear.
2. The clutch should slip instead of cable on capstan if overpowered.
D. Inspect Trim Cables for:
1. Fraying.
2. Proper tension (high end of spec is usually best).
3. Freedom of travel.
E. Inspect Trim Sensor contacts for:
1. Condition.
2. Cleanliness.
44
CIV POH 68S82
NSD-360 and NSD-360A
EMERGENCY OPERATION
Appearance of HDG Flag:
1. Check air supply gauge (vac or pressure) for adequate air supply (4 in. Hg min.).
2. Check NSD-360 (DG-360) circuit breaker.
3. Observe display for proper operation,
To disable heading card-- pull circuit breaker and use magnetic compass for directional data. Note:
If heading card is not operational, autopilot should not be used.
NSD-360
With card disabled--VOR and Glideslope displays are still functional: use card set to rotate card to
aircraft heading for correct picture.
Localizer--left-right information still usable, Flag information is disabled -- compare needle with #2
indicator for valid left-right needle operation.
NSD-360A
With card disabled -- VOR, Localizer, and Glideslope displays are still functional: use card set to
rotate card to aircraft heading for correct picture.
Slaving Failure - (i.e. failure to self-correct for gyro drift):
Check slave switch (if installed) for SL-#1 PSN.
Check for HDG Flag.
Check NSD circuit breaker.
Reset heading card while observing slaving meter.
Select slaving amplifier #2 (SL-#2) if available.
Reset heading card while checking slaving meter.
Switch to free gyro and periodically set card as unslaved gyro.
ID LA A OO Boe
NOTE
If the optional RMI feature is installed, if is inoperative in the SL#2 position.
MAINTENANCE
The NSD-360 family of instruments have been designed and manufactured to render reliable service.
If service is required, it is important that agencies selected for service are properly qualified and
equipped.
Gyro Filters -- The gyros used in the DG, NSD-360 family are precise devices whose performance
and service life are in part dependent upon the quality of the air supply. Poor air quality can
significantly reduce gyro life by contaminating bearings. Regular filter maintenance is a good
investment.
PRODUCT IMPROVEMENTS
Century Flight Systems, Inc. maintains a policy of constant product improvement. Many times these
product improvements are made available on a retrofit basis to owners of earlier systems. In most
cases, retrofit and up-grading is available at moderate cost through your Century Flight Systems, Inc.
Distributor. We must, because of practical considerations, state that we reserve the right to make
changes in product specifications and prices without incurring obligations.
45
СММ POH 68582
We suggest that you ask your installer to enter this significant data in your Operator's Manual for
easy reference:
AK NO. System S/N Date Installed
Installed
By
Major component part numbers and serial numbers
Computer Amplifier, P/N S/N
Programmer,
P/N S/N
System Coupler, P/N
S/N
Trim Amplifier, P/N S/N
Compass System, P/N S/N
Remarks (Special
Features)
Registration of your system for warranty purposes will provide us with basic data on your system
which we will use to make you aware of product improvements.
Should you sell your aircraft, may we ask you to advise the new owner of our continuing interest and
ask him to drop us a note containing the above data so we may up-date our records.
46
CIV POH
Effective: July 4, 1975
LIMITED WARRANTY CENTURY FLIGHT SYSTEMS AUTOPILOT
Each new Century Flight Systems Inc. Autopilot is warranted by the
manufacturer to be free from defects in material and workmanship
under normal use, subject to the following conditions:
1. Century Flight Systems Inc. will through its designated service
facilities at its option either repair or replace new components
which, shall within (12 months after date of installation, be found, to
Century Flight Systems Inc. satisfaction, to have been defective in
material or workmanship under normal use.
2. The warranty registration must be signed and returned to Century
Flight Systems Inc. within ten days of equipment installation date.
In the event that the registration card is not returned within this time,
the date of shipment from the factory will be deemed to be the
installation date.
3. This warranty will not apply to any product which has been installed,
repaired or altered in any way whatsoever in Century Flight Systems
Inc. opinion to adversely affect its performance or reliability, or
which has been subject to misuse, contamination, negligence, or
accident.
4. Cost of transportation, removal, or reinstallation is at the option of
Century Flight Systems Inc. |
5. This is Century Flight Systems Inc. sole express warranty with
respect to the goods supplied herein. CENTURY FLIGHT
SYSTEMS INC. MAKES NO OTHER EXPRESS WARRANTY OF
ANY KIND WHATSOEVER. CENTURY FLIGHT SYSTEMS INC.
EMPLOYEES MAY HAVE MADE ORAL STATEMENTS ABOUT
THE PRODUCTS DESCRIBED IN THIS CONTRACT. SUCH
STATEMENTS DO NOT CONSTITUTE WARRANTIES, SHALL
NOT BE RELIED UPON BY THE CUSTOMER, AND ARE NOT
PART OF THE SALE CONTRACT.
6. THE DURATION OF ANY IMPLIED WARRANTY, AND OF ALL
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A
PARTICULAR PURPOSE, SHALL BE LIMITED TO (12) MONTHS
COMMENCING AT DATE OF INSTALLATION TO THE FULL
EXTENT PERMITTED BY APPLICABLE LAW, CONSEQUENTIAL
DAMAGE OR BREECH OF ANY WARRANTY ARE HEREBY
DISCLAIMED AND EXCLUDED BY CENTURY FLIGHT SYSTEMS.
INC. .
CENTURY FLIGHT SYSTEMS, INC.
P. O. Box 610 7 .
Mineral Wells, Texas u 7 CENTURY
76068 —== 48 TT
January 1982 — Jem an -
47
68582
">