Century 21 Operating Manual

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Ji
CENTURY"
———
a CD Flight Systems, Inc,
Wg af autopilois vince 1983.
CENTURY 21
AUTOPILOT
FLIGHT SYSTEM
PILOT’S OPERATING HANDBOOK
68S805
FEBRUARY 1, 1982
FACTORY SERVICE CENTERS
Century Flight Systems, Inc. has established Factory
owned and operated Customer Service Center. The
personnel operating this Center are dedicated to
providing Customer Satisfaction with our products.
Besides providing technical consultation, Service
Center personnel also provide competent repairs and
spares support to our dealers as well as direct
customer in or out of warranty repair service. The
location of our Factory Service Center is:
Municipal Airport, Mineral Wells, Texas
Product Support
Telephone: (940) 325-2517
If any time you need service at the Center please call
for and arrange for an appointment. This way, we can
minimize shop repair time.
CONTENTS
ГОПМага TT EEE 1
FEALUIES are eee 3
Century 21 Operating Controls ...............................eeeeeee e a een ere 4
Lateral Operating Modes ............................0.00 00 eee cc 5
Radio and System Warnings ...........................000 reee 9
Lirectional GYIO win NED AE NA 10
NSD-380A.................0000e EEE a rararerees 12
NSD-360A Controls... ener e eee ea erererecos 14
Century 21 Operating Techniques... 17
Localizer (LOC) Approach er 18
Localizer Bach Course (LOC BC)... ere 24
VOR Approach: aaa. near neIneo nar няянюатиянажннненинаани нии: 28
VOR Navigation ......................eieemieni ee er ener enana erario. 34
Maintenance eK 38
EMergency Operation rt en a 39
Product Improvements............................. ee eee ae eee. 40
Waltafly cuanta ERA me. nena NCAA CEE DD 43
REVISION A
REVISION B
LOG OF REVISIONS
Added information on NSD-360A
slaving operation; pages 13,17, and
front cover.
Corrected printing errors; pages 10,
13, and 21.
1 July 1980
1 Feb. 1982
FOREWORD
The Century Flight Systems, Inc. Century 21 Autopilot is an
advanced General Aviation Flight Control System utilizing
“State of the Art” electronic techniques.
In this handbook we have detailed the features, functions and
general operating instructions of the Century 21 autopilot
System.
May we suggest that you do two things:
1;
Read this handbook and your Airplane Flight Manual
Supplement. This hand book presents general
operating procedures. Each aircraft installation has an
Airplane Flight Manual Supplement or Autopilot
Handbook that contains FAA approved flight
procedures and operating limitations in that particular
model aircraft. The appropriate AFM Supplement is a
document which must be aboard U.S. Registered
Aircraft with the autopilot installed.
Spend some VFR time with the equipment to become
familiar with its operation so that you may have tha full
benefit of its capabilities.
THE CENTURY 21 QUTOPILOT
FEATURES
The Century 21 Autopilot
This autopilot uses an artificial horizon in combination with a
directional gyro or an NSD-360A Heading System (HSI). It
may optionally use other compatible heading systems.
The sensing of these instruments provides roll stability and
heading command through the ailerons.
An outstanding feature of the Century 21 Autopilot is the rate
based inner loop which provides soft rate controlled response
to commands while having high recovery response to just
upset.
Automatic soft navigation mode and bank limiting for smoother
enroute tracking and station passage is initiated by internal
logic circuits.
CENTURY 21 OPERATING CONTROLS
The Programmer ON-OFF rocker switch and
pushbutton switch placards are lighted and dimming
Is provided by the control panel light dimmer switch.
ES OE
The Annunciator light intensity is controlled
automatically by a self-contained ambient light level
sensor; this feature provides optimum Annunciator
light level for all cockpit lighting conditions. The
Century 21 Autopilot is activated with the Aircraft
master switch and operates in a low power state until
autopilot operation is desired. Mode selection is made
by pushing the desired mode switch on the
Programmer. The selected mode will be illuminated
on the Annunciator. A TEST pushbutton switch is
provided to check the valid operation of the
Annunciator lamps.
| | AP HDG NAV APR REV
AUTOPILOT ON-OFF — Autopilot engage is
accomplished by pressing the momentary ON-OFF
rocker switch on the left side of the Programmer. The
autopilot may be engaged in any pre-selected mode.
In NDG mode the aircraft will track the heading
selected on the DG or HSE. In NAV, APR, or REV
modes the aircraft will intercept and track any properly
programmed radio-defined course.
The autopilot may be disengaged by pressing the
momentary ON-OFF rocker switch on the
programmer, by pressing the AP DISC switch on the
control wheel, if installed, or by interrupting power at
the Aircraft Master switch. Disengagement causes the
AP annunciator to flash for 5 seconds.
LATERAL OPERATING MODES
HEADING — In HDG mode the autopilot will capture
and hold the heading selected on the DG or HSI.
HDG annunciator will illuminate.
NAVIGATION — In NAV mode has an automatic 45°
VOR-LOC intercept angle and selected angle
intercepts when equipped with the NSD-360A or other
HSI. NAV annunciator will illuminate.
When executing an intercept, the rate at which the
aircraft is closing upon the selected radial is
determined by the computer and at the proper time an
on-course turn is initiated. After course interception,
“Window logic” circuits observe that the course error is
within £ 11° and the radio deviation is less than + 10%
or scale. This logic initiates crosswind correction,
radio gain reduction, lowers the maximum roll rate to
2.5” per second and limits bank angles to 8° to
produce an automatic “soft” navigation mode. The
system will remain in soft mode during station
passage. However, if a new course which requires re-
intercept is selected, the soft mode will unlock and the
intercept sequence will re-occur.
WMNEEL SWITCH CONFIGURA
TIONS VARY WITH AIRCRAFT
MODEL.
HDG
NAV
HEADING SYSTEMS
In systems equipped with a DG the autopilot heading
bug must be set to match the selected VOR radial.
In systems equipped with an NSD-360A or other HSI
instrument, the heading bug is disabled when in the
NAV, APR or REV modes. In these modes the
azimuth information to the autopilot is provided by the
radio course pointer.
NOTES
In systems equipped with an NSD-360A or other HSI
always set the radio course pointer to the Front
Course Inbound Heading when operating in the APR
or REV mode.
In systems equipped with a DG, always set the
heading bug to the final approach heading to the
airport.
See section on operating techniques for additional
operating instructions for the NSD-360A.
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10
SELECTED ANGLE INTERCEPT
In Systems equipped with an NSD-360A or other HSI,
a selected angle intercept function is available while
operating in the NAV, APR, and REV modes.
Selected intercept is initiated by performing the
following steps:
1. While operating in the HDG mode, set the
course pointer to the desired radial.
2. Set the heading bug on the NSD to the desired
Intercept heading.
3. Press the HDG and NAV, HDG and APR or
HDG and REV mode buttons simultaneously.
ГАР НОС МАУ À 3 =
HDE NAVY APR REV и
©
TEST
r f A
Both HDG and the selected lateral mode will now
illuminate on the annunciator. As the aircraft begins
its on course turn, the HDG annunciator will
extinguish indicating that the system has transitioned
from heading to radio and is now receiving azimuth
input from the course pointer.
NOTE
If valid radio signal is lost after initiating
a selected intercept, the applicable
navigation mode annunciator will flash
and the autopilot will remain in the HDG
mode.
11
HDG
NAV
OR
HDG
APR |
OR
HDG
REV |
APPROACH -- The APR mode provides
automatic 45” VOR-LOC intercept angle and
selected angle intercepts when the system is
equipped with an NSD-360A or other HSI. The
intercept, crosswind and tracking sequences
are similar to those described in the NAV mode
of operation except that softening is delayed
for 90 seconds after intercept and bank angle
limits are reduced to 12° at 3.6° per second
maximum roll rate.
| ON " es 7 |
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MDC ~~ NAV APR REV ——,
LIDO!
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me
REVERSE (Black Course) — The REV mode is
for use in tracking the localizer back course
Inbound and front course Outbound.
45° automatic intercepts, selected angle
intercepts, crosswind correction and tracking
are as described in the APR mode except that
response to radio signals is reversed.
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REV | | O |
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TEST |
NOTES
When using an NSD-360A or
other HSI, always set the course
pointer to the Inbound front
course localizer heading.
When using a DG, always set the
heading bug to the final approach
heading to the airport.
12
APR
REV
RADIO AND SYSTEM WARNINGS
The Century 21 is designed to operate in conjunction
with VOR indicators which provide NAV Flag
information on an external output terminal available to
the autopilot logic circuits. When such information is
available the following radio and system warnings are
provided.
If the radio navigation becomes invalid during
selected angle intercepts, the appropriate
NAV/APR/REV Annunciator will flash and automatic
mode switching from HDG to the armed navigation
mode will be inhibited.
If the radio navigation information becomes invalid
during a standard intercept, or at any time after the
selected radio course has been intercepted, the
appropriate NAV/APR/REV Annunciator will flash:
however, the system will remain in the original radio
mode.
NOTE
If the Century 21 is installed in
combination with converters that do not
provide NAV flag signals to the
autopilot, these interlock and warning
functions are not present in the system.
LOW VOLTAGE - When the aircraft bus voltage
provided the system falls below the minimum required
for reliable system function, any mode annunciator
not already illuminated will flash.
AP DISENGAGEMENT - Anytime the autopilot is
disengaged the AP annunciator will flash for
approximately 5.0 seconds, then remain off.
13
Lubber Line
Compass Card
Autopilot Miniature Airplane
Heading Bug
Card Set ,
(Push) Selector
Knob
(Push)
DIRECTIONAL GYRO
14
DIRECTIONAL GYRO
The Heading Selector DG replaces the standard
directional gyro and provides a fully visible heading
indicator around the normal DG opening. The DG dial
Is marked in 5° intervals and numbered each 30°
around its azimuth. A center index is provided at the
top to align selected headings. Additional indices are
located each 45° to facilitate rapid turn selection
without mental arithmetic. Any heading may be
selected, either before or after engagement, and turns
up to 180° may be programmed directly, either right or
left. If the heading indicator is rotated beyond 180°
form the DG card heading, the heading selector will
command a reversal in bank to reach the resultant
selected heading in the shortest direction.
The DG card is normally set to the magnetic compass
with the caging knob on the left in the usual fashion,
while the heading selector indicator is rotated by the
heading knob on the right Direction of rotation of both
the knob and indicator commands the same direction
of turn.
15
+
Course Arrow Lubber Line Heading Flag
Slaving Meter
(Optional)
Left — Right
Deviation Bar Compass Card
El * Autopilot
Glide Slope Flag Heading Bug
+
NAV Flag
Glide Slope Meter
rome Miniature
Airplane
Course Selector Heading Selector Knob/
Card Set (Push to Set)
a.
NSD-360A
*Red and white striped
16
NSD-360A AND OTHER
COMPASS SYSTEMS
The Century 21 autopilot may be optionally equipped
with the Century Flight Systems, Inc. NSD-360A or
other approved ARINC compass systems. The
explanation which follows will be based on the NSD-
360A; however, the principles will apply equally to the
compass systems of other manufacturers provide the
differences in design, features and concepts are
ascertained and allowed for, such as slaving, knob
location, size, etc.
The NSD-360A (Navigation Situation Display) is an
integrated HSI instrument combining an air driven
gyro and an electrically servo’d heading card with
VOR/Localizer and Glide Slope Information.
CAUTION
The NSD 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
with the slaved version.
Proper heading synchronization must be verified on
both non-slaved NSD-360A units. This is
accomplished by comparing the heading displayed
under the lubber line with the magnetic compass.
The NSD-360A incorporates 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 the
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 this condition persists, 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.
17
SLAVING METER —
x
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.
NSD-360A 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-360A VOR/Localizer left-right deviation is
displayed by the center segment of the autopilot radio
course arrow. Note that the 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 IN-BOUND front course
heading. The display will then be correct for either
front course or back course.
18
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 to the direction of the 5
VOR Station. To or from is pictorially represented. 7
NAV WARNING FLAG Чей
The NAV warning flag will appear if the signal being
received is not suitable for NAVigation.
In the NSD-360A, separate “NAV” 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).
NSD-360A
GLIDE SLOPE
The Glide Slope meter on the left side of the
instrument displays conventional glide slope
information — location of glide slope centerline is
pictorially represented.
> =
>
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“ON GLIDE SLOPE" BELOW GLIDE SLOPE ABOVE GLIDE SLOPE
'FLY UP) (FLY DOWN)
19
The Glide Slope Flag is on the left side of the
instrument. It is arranged so that it will obstruct view
of the glide slope meter if a glide slope signal is not
available or is unsuitable for guidance.
IMPORTANT NOTICE
Because the NSD-360A incorporates an integrated
course/left-right display and OBS resolver, 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.
20
CENTURY 21
OPERATING TECHNIQUES
In the pages that follow, we have included techniques
for:
e Localizer Approaches
e Localizer Approaches
e VOR Approaches
e VOR Navigation
The photographs depict the Navigation Situation at
the indicated position as seen on the NSD-360A. The
techniques are equally applicable to other Integrated
Compass Systems (PN101, KPI-550, Etc.). The
techniques are also applicable to the 52D254 DG,
provided it is understood that the DG Heading Bug
and OBS must be set separately to achieve the
desired results.
CAUTION
When electrical power is first applied to the NSD-
360A instrument, the compass card may rotate or
“slew” rapidly. This is NOT an indication that the
compass system is orienting itself to the proper
magnetic heading. The proper heading orientation
must be verified and set prior to takeoff and should be
verified prior to approach to landing using the
magnetic compass.
21
NORTH
Ing
Ty aw
LOCALIZER (LOC) APPROACH
22
LOCALIZER (LOC) APPROACH
PSN
NSD-360A
MODE
REMARKS
HDG
The localizer or ILS approach begins with
a transition from the enroute structure to
the outer compass locator (LOM). The
HDG mode and HDG Bug is used by the
pilot to select the desired heading.
Aircraft altitude or rate of descent is
controlled manually. The Inbound Front
Course direction is selected with the
course arrow.
REV
Upon reaching the )LOM), press the REV
Button. System will intercept and track
Outbound. Note: This is a good time to
begin reducing speed for the approach.
REV
Altitude appropriate to this phase of the
approach should be controlled manually.
The procedures turn outbound heading
may be preselected using the heading
bug.
HDG
Press the HDG Button to begin procedure
turn.
HDG
Proceed outbound in procedure turn until
sufficient time has elapsed to assure
proper re-interception.
23
RORTH
LOCALIZER (LOC) APPROACH (CONT.)
24
LOCALIZER (LOC) APPROACH (CONT.)
PSN
MODE
REMARKS
NSD-360A
HDG
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.
HDG
As the aircraft turns, move the heading
bug to the desired intercept heading. In
this case the pilot has selected 205* for a
selected angle intercept.
APR
If a 45° intercept is desired press APR
Button...system will automatically
execute 45° (approximate) intercept.
8A
HDG
APR
Alternate — If intercept angle other thatn
45° is desired, set heading bug to desired
intercept heading. Press both HDG and
APR Buttons simultaneously. System will
remain in HDG until aircraft turns on
course, then automatically switch to APR
as indicated by extinguishing the HDG
Annunciator. Note: The selected anle
intercept is particularly useful if being
vectored to the final approach course.
APR
After intercept, system will correct for
crosswind, adjust its internal radio
authority and limit bank angles. Aircraft
altitude should be controlled as
necessary for the approach. Missed
approach heading may now be
programmed.
25
Y
LOCALIZER (LOC) APPROACH (CONT.)
26
LOCALIZER (LOC) APPROACH (CONT.)
PSN NSD-360A MODE REMARKS
If missed approach is required, the
following sequence is typical, see AFM
Supplement for details in specific model
aircraft.
10 HSG 1. Fly UP manually.
2. Add power.
3. Check for positive rate of climb.
4. retract gear and flaps.
5. Press HDG to turn to required
heading.
6. Adjust climb as desired.
27
LOCALIZER BACK COURSE (LOC BC)
28
LOCALIZER BACK COURSE (LOC BC)
PSN
NSD-360A
MODE
REMARKS
HDG
The LOC (BC) back course approach
begins with a transition from enroute
structure to an intercept with the back
course Outbound. The Inbound Front
Course is set on the course arrow, and a
45° intercept to the course is achieved by
pressing the APR button to fly 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.
1A
HDG
APR
Alternate — If an intercept angle other
than 45° is desired, press HDG and APR
Buttons simultaneously — the system will
follow heading bug until the intercept turn
begins, then automatically switch to APR
mode and extinguish the HDG
annunciator.
APR
As outbound tracking begins, select
outbound procedure turn heading with
heading bug. Altitude should be
controlled manually.
Г - Li Ц =
HDG
When outbound procedure turn heading
is desired, press HDG Button, fly
outbound for sufficient time to permit
reinterception.
HDG
Lead aircraft through procedure turn
initially by turning heading bug
approximately three-fourths distance
around the card in the desired direction of
turn.
29
LOCALIZER BACK COURSE (LOC BC) (CONT.)
30
LOCALIZER BACK COURSE (LOC BC) (CONT.)
PSN
NSD-360A
MODE
REMARKS
HDG
As aircraft turns, set heading bug to
inbound procedure turn heading.
HDG
As aircraft nears inbound procedure turn
heading, press REV button for 45°
intercept or use the selected angle
intercept.
REV
After intercept, system will correct for
crosswind, adjust its internal radio
authority and limit bank angles. Heading
bug may be aligned with lubber line or set
to missed approach heading. When final
approach or step down fix is reached,
control rate of descent.
REV
For missed approach, conduct normal
Go-around sequence.
31
HORTH
VOR APPROACH
32
VOR APPROACH
PSN
NSD-360A
MODE
REMARKS
NAV
The VOR approach usually begins from
an enroute situation.
HDG
As the VOR is neared, match the heading
bug to either the course or the lubber line
and press HDG Button. Course arrow
may now be set for inbound intermediate
course segment.
REV
As the VOR is crossed, press the REV
Button to fly the selected course
outbound.
REV
The procedure turn outbound HDG is
preselected with the heading bug.
HDG
Pressing the HDG Button will cause the
aircraft to turn to the selected outbound
procedure turn heading.
33
VOR APPROACH (CONT.)
34
VOR APPROACH (CONT.)
PSN
NSD-360A
MODE
REMARKS
HDG
Proceed outbound until sufficient time has
elapsed to assure proper re-interception.
HDG
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.
HDG
As the aircraft turns, move the heading
bug to the desired intercept heading.
APR
Press APR Button; system will
automatically execute 45° (approximate)
intercept.
9A
HDG
APR
Alternate — If intercept angle other than
45° is desired, set heading bug to desired
intercept heading. Press both HDG and
APR Buttons simultaneously. System will
remain in HDG until aircraft begins on
course turn and then automatically switch
to APR as indicated by extinguishing the
HDG annunciator.
35
VOR APPROACH (CONT.)
36
VOR APPROACH (CONT.)
PSN
NSD-360A
MODE
REMARKS
10
: ur
o Do e “Lo
APR
After intercept, system will correct for
crosswind, adjust its internal radio autority
and limit bank angles. Aircraft altitude
should be controlled as appropriate for
the approach manually. Should a course
change be required for the final approach
segment, simply move the course at the
VOR. Missed approach heading may be
preprogrammed with the HDG bug.
11
HDG
For missed approach, conduct normal GA
sequence.
37
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VOR NAVIGATION
38
VOR NAVIGATION
PSN
NSD-360A
MODE
REMARKS
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y
NAV
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
S a 8 HE A
% ‘ AE
7%
HDG
NAV
Alternate — If an intercept angle other
than 45° is desired, select the desired
course with the course arrow/LBS and the
desired intercept heading with the
Heading Bug. Press HDG and NAV
Buttons simultaneously. The system will
remain in HDG mode until aircraft begins
on course turn and then switch
automatically to NAV.
NAV
After intercept, system will correct for
crosswind, adjust its internal radio
authority and limit bank angles.
NAV
If a course change is required at the
VOR, simply reposition the course
arrow/OBS to the NAV course. If change
is small, (less than 45°), system will
remain in bank limiting. If change is large,
system will re-cycle as in PSN 2.
с
La
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KARR EC
E
>=
a
É
NAV
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 HDB
and then pressing NAV after setting
course arrow/OBS, system re-cycles as in
PSN 2 if system is reprogrammed.
39
45° NTERCEPT
ALTERNATE EE ae
SEL 1,
VOR NAVIGATION (CONT.)
40
VOR NAVIGATION (CONT.)
PSN NSD-360A MODE REMARKS
ATTRITION ORS | The selected angle intercept feature may
be used for course changes at VOR's if
desired. When near the NOR (5nm, max),
A: match the heading bug to the lubber line
HDG | and press HDG button. Set new course
BL with the course arrow/OBS. Press HDG
e RCS and NAV Buttons simultaneously. When
Zip NSE new radial is intercepted, system will
COREE) automatically switch to NAV and acquire
| the new course.
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41
MAINTENANCE
The Century 21 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 21
We have listed several items below to assist you in monitoring your
system maintenance.
1. Gyro Filters — The gyros used with the Century 21 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.
2. 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 Roll Servo 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.
42
EMERGENCY OPERATION
Appearance of HDG Flag:
1.
2.
3. Observe display for proper operation.
Check air supply gauge (vac or pressure) for adequate air
supply (4 in Hg. min.).
Check NSD-360A circuit breaker.
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.
With card disabled — VOR, Localizer and Glide Slope displays are
still function at; use card set to rotate card to aircraft heading for
correct pitcture.
Slaving Failure — i.e. failure to self-correct for gyro drift):
NOOR WN
Check slave switch (if installed) for SL-1 PSN.
Check for HSG Flag.
Check NSD circuit breaker.
Reset heading card while checking slaving meter.
Select slaving amplifier No. 2 (SL-2) if available.
Reset heading card while checking slaving meter.
Switch to free gyro and periodically set card as unslaved
gyro.
NOTE
If the optional RMI feature is installed, it
IS inoperative in the SL-2 position.
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PRODUCT IMPROVEMENTS
Century Flight Systems, Inc. maintains a policy of constant
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.
May 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
Controller/
Flight Computer, 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 records.
44
NOTES
45
NOTES
46
Effective: July 4, 1975
LIMITED WARRANTY CENTURY FLIGHT SYSTEMS, INC. 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:
La
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.
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.
This warranty will not apply to any product which has been installed,
repaired 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.
Cost of transportation, removal or reinstallation are at the option of
Century Flight Systems, Inc.
This Century Flight Systems, Inc. sole express warranty with rewpect 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.
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 THE FULL EXTENT
PERMITTED BY APPICABLE LAW, CONSEQUENTIAL DAMAGE OR
BREECH OF ANY WARRANTY ARE HEREBY DISCLAIMED AND
EXCLUDED BY CENTURY FLIGHT SYSTEMS, INC.
CENTURY FLIGHT SYSTEMS, INC.
PO BOX 610
MUNICIPAL AIRPORT
MINERAL WELLS, TX 76068
47
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