Century II

CENTURY FLIGHT SYSTEMS, INC.
P.O. BOX 610

MINERAL WELLS TX 76068
PH. (940)325-2517 FX. (940)325-2546
SALES (800)433-5630
TECH SERVICES (940)325-2716 EXT. 603
TECH LIBRARIAN (800)633-8530 EXT. 619
WEB SITE: www.centuryflight.com
CENTURY IIB & III

AUTOPILOT
SERVICE MANUAL
Flight Systems, Inc.

Manufacturers of autopilots since 1983.
REFERENCE COPY
FOR AEA /RESOURCE ONE WEB-SITE
Check with Century Flight Systems for latest rev level
68S54
REVISION 6 FEBRUARY 28, 2000
CAUTION
The material in this publication is subject to change.

Before attempting any maintenance or installation
operation on the equipment covered in this
publication, verify that you have complete and up-to-
date publications by referring to the Revision date, or
call you documentation.
PO BOX 610 MINERAL WELLS, TX 76068 (817)325-2517
TO: HOLDERS OF SERVICE MANUAL FOR CENTURY IIB & III

AUTOPILOT NUMBER 68S54
FROM: CENTURY FLIGHT SYSTEMS, INC. PUBLICATION DEPARTMENT
REVISION 6 DATED FEBRUARY 28, 2000

Replace pages as instructed below:
REMOVE INSERT
1. REPLACE BOOK REV 4 NEW BOOK REV 6 UPDATED
Modified material has been incorporated into this manual in a manner that does
not destroy information needed for servicing earlier model equipment. Eliminate
the old pages that have been modified to avoid confusion at a later date.
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PUBLICATIONS DEPARTMENT
CENTURY FLIGHT SYSTEMS INC.
PO BOX 610
MINERAL WELLS TX 76068
RECORD OF REVISIONS
SERVICE MANUAL 68S54 CENTURY IIB & III AUTOPILOT
REV ISSUE DATE DATE INSERTED BY REV ISSUE DATE DATE INSERTED BY
1 June 30, 1994
2 June 2, 1995
3 Sept. 1, 1995
4 Sept. 1, 1996
5 Dec. 1, 1997
6 Feb. 28, 2000
NOTE: The material in this publication is subject to change. Before attempting any maintenance operation
on the equipment covered in this publication, verify that you have complete and current publications by
referring to the date of the revision.
TABLE OF CONTENTS
Table of Contents ................................................................................Page i to iv
Advisory Precautions ..........................................................................Page iv
Warranty .......................................................................................Page v
SECTION I GENERAL INFORMATION
1.1. Introduction....................................................................................Page 1-1
1.2. Century IIB - Description................................................................Page 1-1
1.3. Century III - Description .................................................................Page 1-2
SECTION II CENTURY IIB
2.1. Detailed Theory of Operation.........................................................Page 2-1
2.2. Regulator and Oscillator ................................................................Page 2-1
2.3. Roll Excitation................................................................................Page 2-1
2.4. Signal Processing..........................................................................Page 2-1
2.5. Summing Point ..............................................................................Page 2-2
2.6. Phase Detector/Output Section .....................................................Page 2-2
2.7. Threshold/Feedback......................................................................Page 2-2
SECTION III CENTURY III
3.1. Detailed Theory of Operation.........................................................Page 3-1
3.2. Regulator and Oscillator............................................................ ....Page 3-1
3.3. Driven Oscillator...................................................................... ......Page 3-1
3.4. Roll and Pitch Excitation........................................................... .....Page 3-1
3.5. Roll Circuit............................................................................. ........Page 3-1
3.6. Signal Processing..........................................................................Page 3-1
3.7. Rate Circuit....................................................................................Page 3-2
3.8. Summing Point........................................................................ ......Page 3-3
3.9. Phase Detector/Output Section.................................................. ...Page 3-3
3.10.Pitch Circuit............................................................................ .......Page 3-3
3.11.Signal Processing..........................................................................Page 3-3
3.12.Console................................................................................. ........Page 3-3
3.13.Pitch Effort Meter...........................................................................Page 3-3
3.14.Flight Adjustment Potentiometer....................................................Page 3-4
SECTION IV RADIO COUPLERS DETAIL OF OPERATION
4.1. General Information.......................................................................Page 4-1
4.2. 1C388M................................................................................ ......... Page 4-1
4.3. Radio Signal Processing................................................................Page 4-1
4.4. Radio Amplifier........................................................................ ......Page 4-1
4.5. Radio Phase Detector....................................................................Page 4-2
4.6. Heading Signal........................................................................ ......Page 4-2
4.7. 1C388-MC............................................................................. ........Page 4-2
4.8. 1C388-2......................................................................................... Page 4-2
4.9. 1C388-3......................................................................................... Page 4-3
SECTION V CONSOLE DETAIL THEORY OF OPERATION
5.2. Roll Mode............................................................................... .......Page 5-1
5.3. Heading Mode......................................................................... ......Page 5-1
5.4. Pitch Mode.....................................................................................Page 5-1
5.5. Altitude Mode.................................................................................Page 5-1
5.6. Inflight Adjustments................................................................. ......Page 5-1
5.7. Pitch Effort Meter...........................................................................Page 5-2
5.8. Panel Lighting................................................................................Page 5-2
TABLE OF CONTENTS (cont.)
SECTION VI GLIDESLOPE COUPLER DETAIL THEORY OF OPERATION

6.2. Regulator and Oscillator........................................................... .....Page 6-1
6.3. G/S Radio Signal Processing.........................................................Page 6-1
6.4. Phase Detector..............................................................................Page 6-1
6.5. Arm and Engage............................................................................Page 6-2
6.6. Integrator............................................................................... ........Page 6-2
SECTION VII ROLL & PITCH SIGNAL FILTERS DETAIL THEORY OF OPERATION
7.2. 1B440 & -2 Signal Processing................................................... ....Page 7-1
7.3. 1B440-1 Signal Processing....................................................... ....Page 7-1
SECTION VIII TEST EQUIPMENT IN AIRCRAFT TROUBLESHOOTING
General Information...............................................................................Page 8-1
Description............................................................................. ............... Page 8-1
Quick Checks Century IIB Troubleshooting Logic Chart......................... Page 8-3
Quick Checks Century III Troubleshooting Logic Chart Roll Section......... Page 8-6
Quick Checks Century III Troubleshooting Logic Chart Pitch Section....... Page 8-9
Century IIB & III w/Standard D.G.Ground Set-Up Procedures................. Page 8-
11
Century IIB & III w/NSD Ground Set-UP Procedure...............................Page 8-12
Figure 1 Test Hook-Up..................................................................... .....Page 8-13
Century IIB & III Flight Adjustments.......................................................Page 8-17
Calibration Procedures for 66D141 Test Kit...........................................Page 8-18
Calibration Procedures for 66D141-2 ....................................................Page 8-20
Calibration Procedures for 66D141-4 ....................................................Page 8-21
SECTION IX SCHEMATIC, COMPONENT LAYOUTS & ASSEMBLY DRAWINGS
Part A Century IIB..................................................................................Page 9-1
1D681-1 / P.C.Board Assy
1D681 & -2 / P.C.Board Assy
1D681-3 / P.C.Board Assy
1C385 / Outline Drawing-Pg 2
63D255 / Schematic
79C201-1,-2,-3,-4 / Final Assy
1C687-1,-2,-3,4,-5 / Electronic Pkg Assy
1D688 / Switch Assy
1B686 / Face Plate Light PCB Assy
1C689 / Chassis Assy
30B424 / Internal Cable Assy
1C385-3 / Outline Drawing
79C201-5-6-7 / Final Assy
1C385-3-24 / Final Assy
30C198 / External Cable Assy
Part B Century III............................................................................ .......Page 9-2
1D424-2,3,4,5,6 / Amplifier Assy
1C398 / Heat Sink Assy
30B209 / Internal Cable Assy
1D584 & -1,-2,-3,-4 / P.C.Board Assy Pg 1, Pg 2, Pg 3
63D253 / Schematic (Roll)
63D253 / Schematic (Pitch)
30D207-( ) / External Cable Harness
TABLE OF CONTENTS (cont.)
SECTION IX (cont.)
Part C Radio Couplers...........................................................................Page 9-3
1C388-M / Outline Drawing
1C388-MC / Outline Drawing
79C189 / Final Assy 1C388-M
79C190 / Final Assy 1C388-MC
79C216 / Final Assy 1C388-2
79C229 / Final Assy 1C388-3
1D642 & -1 / P.C.Board Assy 1C388M,1C388MC,1C388-2,1C388-3
63D262 / Schematic 1C388-M
63D269 / Schematic 1C388-MC
63D312 / Schematic 1C388-2
63D357 / Schematic 1C388-3
1B641 / P.C.Board Assy 1C388-M
1B645 / P.C.Boa rd Assy 1C388-MC
81B109 / P.C.Board Assy 1C388-2
81B109-1 / P.C. Board Assy 1C388-M
1D644 / Electronic Assy 1C388-M
1D648 / Electronic Assy 1C388-MC
81D108 / Electronic Assy 1C388-2
81D160 / Electronic Assy 1C388-3
30B217 / Cable Assy Ext 1C388-M, 1C388-MC, 1C388-2
30B486 / Cable Assy Ext 1C388-3
30C397 / Cable Assy Int 1C388-M
30C398 / Cable Assy Int 1C388-MC
30C453 / Cable Assy Int 1C388-2 & -3
69D870 / Int Cable Hook-up 1C388-M
69D872 / Int Cable Hook-up 1C388MC
69D991 / Int Cable Hook-up 1C388-2
69D1064 / Int Cable Hook-up 1C388-3
Part D Console............................................................................... .......Page 9-4
1C404 / Outline Drawing Pg 1 2 3 & 4
1C404-1 / Outline Drawing Pg 1 2 & 3
1C436-1 & -2 / Final Assy 1C404
79C192-2 / Final Assy 1C404-1
81D157 / Chassis Assy
30D484 / Internal Cable Assy
40C42-2 / Switch Assy
36C142 / Finished Actuator
1B460-3 / Switch Components
69D1066 / Int Wiring Diagram
81D155 / P.C.Board Assy
81C156 / Backplate & Electronic Component Assy
63D354 / Schematic
Part E Glideslope Coupler................................................................. ....Page 9-5
1C493 / Outline Drawing Pg 1
1C943 / Outline Drawing Pg 2
79D42 / Final Assy
79C40 / Int Cable Interconnect
79D41-1 / P.C.Board Assy Pg 1 & Pg 2
63D168-1 / Schematic
30C294 / Internal Cable Assy
30C291-( ) / External Cable Assy
Part F Roll & Pitch Signal Filters............................................................Page 9-6
1B440 / Outline Drawing
1B440-1 / Outline Drawing
1B440-2 / Outline Drawing
79B25-1 / Final Assy 1B440
79B36-1 / Final Assy 1B440-1
79B36-2 / Final Assy 1B440-2
63C138-2 / Schematic 1B440 & -2
63C161-2 / Schematic 1B440-1
1C704 / P.C.Board Assy 1B440 & -2
1C704-1 / P.C.Board Assy 1B440-1
63C139-1 / Int Cable Assy 1B440 & -2
63C162-1 / Int Cable Assy 1B440-1
ADVISORY PRECAUTIONS
The following precautions must be observed when handling this equipment the MOS devises
where applicable. Failure to observe all of these precautions can cause permanent damage to the
Electrostatic Discharge Sensitive Devise. This damage can cause the devise to fail immediately or
at a later date when exposed to an adverse environment.
THE TEST EQUIPMENT
? Use soldering irons with grounded tips, or any tools that will contact the unit.
? Ground the work bench and all test equipment.
? Check all power supplies to be certain there are no voltage transients present.
? Double check test equipment setup for proper polarity of voltage before applying power.
? All low impedance equipment (pulse generators, etc.) shall be connected only after dc power is
applied and shall be disconnected from device inputs before dc power is removed.
THE TECHNICIAN
? Nylon clothing shall not be worn while handling this equipment and MOS devices.
? Technicians shall connect themselves to the grounded bench surface using the grounding wrist
straps prior to handling this equipment and MOS devices.
? Observe standard safety precautions, such as wearing safety glasses, to prevent personal
injury while installing or performing maintenance on this unit.
THE MOS INTEGRATED CIRCUIT
? All MOS device shall be stored and transported in materials that are somewhat conductive
such as conductive foam, or conductive rails; alternatively, all leads may be connected
together using a similar electrical shorting method.
? MOS devises MUST NOT be inserted into conventional snow or plastic trays.
? DO NOT insert or remove MOS devises from test sockets with power applied.
? Individual assembled PC boards shall be stored and transported only in conductive bags or
wrapping material.
ADVISORY PRECAUTIONS
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:
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
System, 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 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 are at the option of
Century Flight Systems, Inc.
5. This Century Flight System, 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 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.
PO BOX 610
MUNICIPAL AIRPORT
SECTION I
GENERAL INFORMATION
1.1. INTRODUCTION
This manual contains pertinent servicing data for the Century IIB and Century III autopilot
systems. Although the Century IIB and Century III are similar to the Autocontrol IIIB and
Altimatic IIIC made for Piper Aircraft Corporation, this manual will not cover the IIIB or IIIC
systems specifically.
1.2. CENTURY IIB - DESCRIPTION
The Century IIB is a reliable, lightweight single axis autopilot with roll command and heading
hold control. With the optional radio coupler (mandatory with HSI's) installed, it provides
interception and tracking of lateral navigational signals including loran and GPS.
The autopilot is engaged by depressing the roll button on the left side of the face plate.
Command of the autopilot is controlled through the positioning of the roll command knob
located just to the right of the roll button. Banks of up to 30 may be selected by the knob.
The heading bug on the Directional Gyro will have no effect when in this mode.
To engage the heading hold mode, the heading button located on the right side of the face
plate must be pressed. Command of the autopilot is now controlled by the position of the
heading bug on the DG. If an optional radio coupler is installed it must be in the HDG
position. Banks of up to 20 are normal during heading changes. Displacement of the
heading bug left or right of the lubber line on the DG will cause the aircraft to bank in that
direction until the bug is aligned under the lubber line.
If the optional radio coupler is installed with a Directional Gyro, course selection is
determined by the radial selected on the OBS and matching that setting with the heading
bug. Turning the radio coupler knob to one of the course modes will automatically set the
aircraft up to a 45 intercept track to that radial. As the aircraft gets closer to that radial (a
diminishing left-right needle) the autopilot will shallow the intercept angle until the aircraft is
on course. Cross wind compensation up to 15 is accomplished by the coupler.
Mechanical connection of the autopilot to the aircraft control is accomplished by the servo.
The servo is a DC motor attached to a gear train assembly with a slip clutch attached to the
output shaft. The servo can be connected to the aircraft's main cable through a bridle cable
or through a push rod connected to the aircraft's push tube.
The Roll Signal Filter is a device that tells the Century IIB amplifier how fast the roll horizon
is moving. The Roll Signal Filter is in series with the Artificial Horizon. A constant roll
horizon signal is passed through the unit unchanged along to the amplifier. But a changing
horizon signal will be amplified proportional to how fast the signal level is changed. This
allows the Century IIB to make corrections in response to the deviation causing the rapid
signal change. Not all aircraft need this kind of response control. Determination is decided
at the time of STC approval for the aircraft.
1.3. CENTURY III - DESCRIPTION
The Century III is a two axis autopilot with the same features as the Century IIB plus altitude
hold and pitch command. The Century III consist of a Directional Gyro, Artificial Horizon,
computer amplifier, control console and servos. Standard features also include manual
electric and auto trim functions. Control of the autopilot is through the mode rocker buttons,
command knobs on the front of the console and commanded inputs from the heading
system.
The console contains the mode rocker buttons, roll and pitch command knobs, flight
adjustments and a pitch effort meter. Engagement of the autopilot is through the roll button.
This engages the roll servo solenoid, provides voltage to the oscillator circuit in the amplifier
to power up both roll and pitch circuits. Control of the roll axis of the aircraft is through the
roll command knob. Banks of up to 30 are commanded by the pilot.
Activation of the heading button disengages the roll command function and allows the
heading bug information from the Directional Gyro or HSI and radio coupler function into the
roll circuit. The heading button is interlocked with the roll button so to allow engagement of
the autopilot if the heading button is selected first.
The pitch button provides the voltage to engage the pitch servo and also engages a relay to
direct Trim A+ to the trim amplifier. This button should be used in conjunction with the pitch
effort meter on the face of the console. The pitch effort meter shows the pilot the state of
the pitch drive to the servo. The pilot would rotate the pitch command knob to "null" the
effort meter before engaging the pitch button.
The Altitude button will disconnect the output from the pitch command knob, engage the
altitude hold clutch and direct the altitude signal to the amplifier circuit. The Altitude button
is interlocked with the Pitch button to allow engagement of the pitch channel if only the
Altitude button is pressed after the Roll button is engaged.
Optional capabilities for the Century III includes a Radio Coupler for intercepting and
tracking of navigational radio signals and interfacing of an HSI to the autopilot. Glideslope
intercepting and tracking is another option available on the Century III. The Glideslope
Coupler is used in conjunction with the Radio Coupler to provide full ILS capabilities.
SECTION II
CENTURY IIB
2.1. DETAILED THEORY OF OPERATION

This section contains a detailed theory of operation for the 1C385-( ) console/amplifier.
Components listed in this theory of operation can be found on schematic drawing 63D255
located in Section IX of this manual.
2.2. REGULATOR AND OSCILLATOR

A+ is applied from the circuit breaker to pin N of the edge connector. Internal cabling from
the edge connector directs A+ to the micro switch behind the Roll button. After activation of
the Roll button, A+ is applied to the coils behind both buttons to produce an electromagnetic
field. Coils are arranged in series or parallel for 14 volt or 28 volt application. A+ is also
applied to pin M of the amplifier for the roll solenoid engage voltage and R51 and R52 into
the regulator circuit. (For 28 volt units R53 is added in series with R51 & R52.). CR16 and
Q22 provide approximately 11 volts DC to the oscillator transistors Q20 and Q21. The
frequency of the oscillator circuit is 5Khz ? 750. This is determined by the series tuned
circuit in the Directional Gyro. This circuit excited by winding of T1 provides a trigger to the
base of Q20 and Q21 producing voltage to the primary of T1. The oscillator excitation is
measured across the collectors of Q20 and Q21 and should be 40 VPP square wave. This
voltage should be clean with no rounded edges or spikes in excess of 1 volt. CAUTION.
Because the oscillator, amplifier and phase detector circuit are above ground, any
measurements taken with an oscilloscope must be done with the oscilloscope
isolated from earth ground.
2.3. ROLL EXCITATION

The roll excitation is produced from the secondary windings of T1 across the yellow and red
wires. This voltage (28 VPP ? 10% square wave) is used to excite the roll pickoff coils in
the artificial horizon and the synchronous filters in the amplifier. Excitation voltage for the
phase detector circuit is taken from leads 6, 7 & 8 on the secondary winding of T1. This
voltage is 56 VPP square wave across leads 6 & 8. The DC supply for the signal amplifiers
and synchronous filters is taken from the secondary winding of T1 across the orange and
green wires. It is rectified and filtered by CR8 and C18.
2.4. SIGNAL PROCESSING

In the Roll mode, the command signal from the Roll Command knob (R4) provides a DC
path through R1 to bias Q1 on. With Q1 on the voltage across R5 will cause Q2 to go into
saturation blocking any DG signal. The roll command signal is applied through C1 and R19
to mix with the artificial horizon signal coming through R22. The autopilot will command a
maximum of 30? banks. R19 is a select resistor which sets the maximum roll command
bank. In the Heading mode Q1 is turned off allowing the Directional Gyro signal from pin A
of the edge connector to be applied to the base of Q2. Q2 will amplify the signal and apply
it to the lag circuit and first synchronous filter.
The lag circuit consist of Q3 and Q4 and their associated components. The lag circuit limits
the rate of change of the DG signal allowing the aircraft to enter a bank smoothly. The first
synchronous filter consisting of Q5 and Q6 and their associated components introduces
bank limiting. R16 and R18 are the left and right bank pots. Excitation from these pot are
applied to the base of Q5 & Q6. The amount of excitation applied to these transistors will
cause the signal from the lag circuit to be limited. Normal banks range from 15? to 26? with
20? banks being the specified amount. Roll centering adjustment is from R10. It is applied
to the lag circuit and synchronous filters through R9. This centering adjustment is made
when the autopilot is in the Heading mode to center the heading bug on the DG under the
lubber line.
2.5. SUMMING POINT
The output of the first synchronous filter is applied through R21. This is a select resistor
used to set the maximum bank range (26?) of the autopilot. Q7 is the summing point of all
the signal inputs applied to the amplifier. Q7 will amplify the signal and apply it to the
second synchronous filter, Q8 and Q9. Feedback information is also applied at this point.
See THRESHOLD theory. The filtered signal from Q8 & Q9 is then applied to Q10 where it
is amplified and applied to the primary of T2. T2 is used to isolate the signal from the phase
detector circuit.
2.6. PHASE DETECTOR/OUTPUT SECTION

The phase detector circuit is where the AC signal from the secondary of T2 is transformed
into a DC voltage for the driver transistors Q14 and Q15. Excitation voltage from the
secondary of T1 is applied to the cathodes of CR5 and CR7. Along with these diodes are
resistors and capacitors in parallel to form a rectifier circuit. Q11 is a polarity detector which
receives the signal from the secondary of T2. With a null signal on the base of Q11, the
circuit is balanced and no rectified voltage will be passed to the driver transistors. As the
phase and amplitude of the signal on the base of Q11 increases conduction occurs allowing
the rectified voltage to be applied to the base of one of the driver transistor. A command
that makes the aircraft bank left will cause CR5 to conduct applying a positive voltage
(approximately 13 volts DC when referenced to ground) to Q14 turning it on. CR7 will not
be conducting, so Q15 is turned off. With Q14 turned on, a positive voltage will be applied
to the base of Q16 turning it on which in turn applies a positive voltage to the base of Q18
through R47. The emitter of Q16 is one side of the roll motor which will now have a positive
voltage. With Q18 turned on ground will be applied, through its collector, to the other side
of the roll servo causing the motor to run. When a condition exist to cause a drive in the
other direction, then the other components in the phase detector and output stage will
operate in the same manner as just stated.
2.7. THRESHOLD/FEEDBACK
This circuit provides a feedback signal into the second synchronous filter circuit in-order for
the amplifier to calculate how fast the servo is turning. A potentiometer (R43) will vary the
bias on Q12 and Q13 to determine at which point they will conduct. The range of R43 will
vary from a servo drive of approximately 2.2 VDC to approximately 3.2 VDC.
SECTION III
CENTURY III
3.1. DETAILED THEORY OF OPERATION

This section contains a detailed theory of operation for the 1C515-( ) amplifier.
Components listed in this theory of operation can be found on schematic drawing 63D253
located in Section IX of this manual. Although this theory only explains one type of autopilot
amplifier for the Century III, the earlier amplifier (1D395 and 1C515) circuits are similar
enough for the Technician to understand and have a general knowledge of it's circuit flow.
Aircraft A+ is applied from pin 2 of the 1C404 console to pin N of the edge connector on the
amplifier. Internal circuit etch directs this A+ to the center tap of T1 and to the regulator
circuit located on the end plate of the amplifier chassis. A+ is also applied to pin M of the
edge connector for the roll solenoid voltage. The regulator circuit consist of CR 29, R 117,
R 118 and Q56. A voltage selector switch is provided to select 14 or 28 VDC operation.
CR 29 is an 11 volt zener diode. Resistors R117 and R118 provide current limiting in the 28
volt position and R117 is shorted during 14 volt operation. The emitter of Q56 provides a 11
volt reference to the oscillator transistors Q48 and Q49. The frequency of the oscillator
circuit is 5Khz ? 750. This is determined by the series tuned circuit in the Directional Gyro.
This circuit excited by the winding of T1 provides a trigger to the base of Q48 and Q49
producing voltage to the primary of T1. The oscillator excitation is measured across the
collectors of Q48 and Q49 and should be 40 VPP square wave. This voltage should be
clean with no rounded edges or spikes in excess of 1 volt.
CAUTION
Because the oscillator, amplifier and phase detector circuit are above
ground, any measurements taken with an oscilloscope must be done with
the oscilloscope isolated from earth ground.
3.3. DRIVEN OSCILLATOR
Q50 and Q51 are the driven oscillator transistors. The triggering voltage from the
secondary of T1 is applied to the base of the driven oscillator transistors. The collectors of
the transistors are connected to the primary winding of T2. The wave form across the
collectors will also be 40 volts but will have leading edge spikes. The secondary of T2
provides the excitation for the phase detector circuits and the supply voltage in the roll and
pitch channels.
3.4. ROLL AND PITCH EXCITATION
The roll and pitch excitation is produced from the secondary windings of T1. The red and
yellow leads provide the roll excitation and the white and brown leads provide the pitch
excitation. This voltage (28 VPP ? 10% square wave) is used to excite the pick off coils in
the artificial horizon, altitude hold, synchronous filters in the amplifier and is a triggering
voltage to the optional Glideslope Coupler and Radio Coupler.
3.5. ROLL CIRCUIT

In the Roll mode, the command signal from the Roll Command pot on the console provides
a DC path through R2 to bias Q1 on. With Q1 on the voltage across R4 will cause Q2 to go
into saturation blocking any DG signal. The roll command signal is applied through C8 and
R34 to mix with the artificial horizon signal coming through R16 (summing point). The
signal from the horizon will be canceling signal that keeps the aircraft in a position
determined by the signal from the command pot. Maximum banks of 30? is provided by a
select resistor (R34). In the Heading mode, Q1 is turned off allowing the signal from the
Direction Gyro or signal from the radio coupler at pin A on the edge connector to be applied
to the base of Q2. Q2 will amplify the signal and apply it to the lag circuit and first
synchronous filter.
The lag circuit consist of Q5 and Q6 and their associated components. The lag circuit limits
the rate of change of the DG signal allowing the aircraft to enter a bank smoothly. The first
synchronous filter consisting of Q3 and Q4 and their associated components introduces
bank limiting. The left and right bank pots located on the console apply different phases of
excitation to the base of Q3 and Q4. The amount of excitation applied to these transistors
will cause the signal from the lag circuit to be limited. Normal banks range from 15? to 26?
with 20? banks being the specified amount. R15 is a select resistor used to set the bank
range. Roll centering adjustment is applied from the roll centering pot on the console to pin
1 of the edge connector on the amplifier. It is applied to the lag circuit and synchronous
filter through R14. This centering adjustment is made when the autopilot is in the Heading
mode to center the heading bug on the DG (or HSI) under the lubber line.
3.7. RATE CIRCUIT

The roll horizon is applied through R17 to the base of Q7 of the rate circuit. Q7 will amplify
the signal and apply it to the first synchronous filter in this circuit. The filtered signal is
applied through R23 to the base of emitter-follower Q12. Q12 will drive amplifiers Q13 and
Q14. Q13 is a high gain amplifier that will reverse the phase of the signal from the first
synchronous filter. This signal is applied to the second synchronous filter Q10 and Q11 and
their associated components. The second synchronous filter will charge up to the value of
the signal from Q13. The output of the second synchronous filter is applied across R24 and
is summed with the signal across R23. The output from the emitter of Q12 is applied to
Q14 whose output is applied to the summing point. Because the output of the second
synchronous filter is out of phase with the first synchronous filter a steady state signal is
applied to the base of Q14. The scaling and phase of Q14 is such that it will output a signal
level equal to the level of the horizon signal input. When the horizon signal changes an
error signal is developed between R23 and R24 because the voltage from the second
synchronous lags that of the first synchronous filter. This error signal is proportional to and
adding to the changing signal position. This allows the autopilot to sense not only the
position signal but the rate of change in the signal.
3.8. SUMMING POINT
The output of the first synchronous filter is applied through R15. Q15 is the summing point
of all the signal inputs applied to the amplifier. Q15 will amplify the signal and apply it to the
second synchronous filter, Q16 and Q17. Feedback information is also applied at this point.
See THRESHOLD theory. The filtered signal from Q16 and Q17 is then applied to Q18
where it is amplified and applied to the primary of T3. T3 is used to isolate the signal for the
phase detector circuit.
3.9. PHASE DETECTOR/OUTPUT SECTION
The phase detector circuit is where the AC signal from the secondary of T3 is rectified into
DC voltage for the driver transistors Q20 and Q21. Excitation voltage from the secondary of
T2 is applied to the cathodes of CR11 and CR12. Along with these diodes are resistors and
capacitors in parallel to form a rectifier circuit. Q19 is a polarity detector which receives the
signal from the secondary of T3. With a null signal on the base of Q19, the circuit is
balanced and no rectified voltage will be applied to the driver transistors. As the phase and
amplitude of the signal on the base of Q19 increases conduction occurs allowing the
rectified voltage to be applied to the base of one of the driver transistor. A command that
makes the aircraft bank left will cause CR11 to conduct applying a positive voltage (up to 13
volts DC when referenced to ground) to Q20 turning it on. CR12 will not be conducting, so
Q21 is turned off. With Q20 turned on, a positive voltage will be applied to the base of Q24
turning it on which in turn applies a positive voltage to the base of Q26 through R59. The
emitter of Q24 is one side of the roll motor which will now have a positive voltage. With Q26
turned on, ground will be applied, though its collector, to the other side of the roll servo
causing the motor to run. When a condition exist to cause a drive in the other direction,
then the other components in the phase detector and output stage will operate in the same
manner as just stated.
3.10. PITCH CIRCUIT
NOTE
Because the pitch channel is very similar to the roll channel, only the
different circuit will be explained. The rate circuit, synchronous filters,
phase detector and output section are identical in theory as the roll.
When operating in the Attitude mode, a signal from the Pitch Command pot is applied from
the console to pin 15 of the amplifier. This is also the same point where the altitude signal
is applied. Switching of the two signals is accomplished by a relay controlled by the ALT
button located inside the console. R60 is a select resistor to determine altitude sensitivity
(100 feet of altitude deviation equals a specified amount of pitch horizon) for the specific
model of amplifier i.e. 1C515-1, 1C515-2 etc. See drawing 1D584-1,2,3,4 for information on
the select resistors. Q28 will amplify the signal and apply it to the first synchronous filter
where pitch limiting is introduced. As with the roll, the pitch limit adjustment are inside the
console. R70 is another select resistor to determine maximum limit range. Again see
drawing 1D584-1,2,3,4 for information on the select resistors.
The output of the first synchronous filter is then applied to the base of Q39 (summing
point) where it is mixed with the pitch horizon signal. Pitch centering adjustment is
introduced at pin 7 of the amplifier. The remainder of the pitch channel operates the same
as the roll channel.
3.12. CONSOLE
The console is the pilots command unit to engage and disengage the autopilot, engage the
different modes of operation, make roll and pitch commands to the autopilot and provide
flight adjustments. Aircraft A+ is applied to pin 1 of the console. Internal cabling directs it to
the roll switch (S1) where it, when engaged, will apply A+ to the holding coils L1 and L2. If
the unit is installed in a 28 volt aircraft, the voltage selector switch will route A+ to L1 and L2
which will be arranged in series. S1 will direct A+ to the autopilot amplifier and energize it's
circuit. With the four mode buttons arranged in front of the holding coils (L1 and L2) and
voltage is applied to the coils, an electromagnet field is formed to hold the buttons against
the coils. Proper adjustment of the micro switches behind each button is critical to ensure
the switch will energize when the button is against the coil.
With S1 closed A+ is also directed to the normally open contact of the Pitch switch (S4).
When the Pitch button is pressed against the coils, A+ will be directed to the solenoid of the
Pitch Servo. This action will also energize K2 relay inside the console to switch Trim A+
from pin D of CD 40 to pin B of CD 40 (see section on trim). It will also direct the pitch
command signal to be applied through the normally closed contact of K1 into the pitch
circuit. The Heading switch (S2) is normally closed when the button is not against the coil.
This directs the roll command signal to be applied to the roll circuits of the amplifier. With
the switch open, button against the coil, circuits inside the autopilot amplifier will allow the
signal from the DG or radio coupler to be applied to the roll circuit (see 3-5 of this section).
The Altitude switch (S3) when energized will direct 14 volts to be applied to the Altitude Hold
Assembly to energize its solenoid and to energize K1 relay. With K1 energized the pitch
command signal is opened and the altitude signal from the Altitude Hold Assembly is
applied to the same input pin on the amplifier as was the pitch command signal.
3.13. PITCH EFFORT METER
The meter on the face of the console is a view to the pilot of what the pitch channel in the
amplifier is doing. Many years ago, autotrim was an option for the Century III. The meter
was used by the pilot to apply trim when the meter would deflect. It is used now as a pitch
effort meter for the pilot before engaging the Pitch button on the console. The pilot would
normally rotate the pitch command wheel to "null" the effort meter before engaging the pitch
switch to ensure a smooth attitude hold.
A sample of the pitch signal is applied to pin 13 of the console. This signal is applied to Q1
located on the PC Board inside of the console. Q1, CR1, CR2, C3, C4 and associated
resistors form a phase detector circuit. CR1 or CR2 will conduct, depending on the phase
of the signal detected by Q1, allowing rectified voltage to be applied to C3 and C4 where it
will filter the voltage and apply it to the meter leads. Meter scaling is such that
approximately 3 volts of motor drive will indicate full meter deflection.
3.14. FLIGHT ADJUSTMENT POTENTIOMETERS
Located in the lower right corner on the front of the console are six flight adjustment pots.
These are used to set limits and centering of the autopilot. There are two roll bank angle
adjustments that allow the aircraft to perform commanded banks of up to 20? while in the
Heading mode. Bank ranges are determined by the select resistor in the roll circuit (see
paragraph 3-5). The roll centering is used for correcting heading bug displacement while in
the Heading mode. Proper rudder trim is essential before performing this adjustment.
The two pitch limit adjustments allow for maximum commanded climbs and descents of the
autopilot. The pitch centering adjustment is used to correct for slight altitude hold errors
when the altitude hold mode is selected. Errors of more than 50 feet are outside the
range of this adjustment.
SECTION IV
RADIO COUPLERS DETAIL THEORY OF OPERATION
4.1. GENERAL INFORMATION
This section contains a detailed theory of operation for the four different models of Radio
Coupler manufactured by Century Flight Systems Inc. Although each model is unique there
are common subassemblies to each. But these units cannot be changed, substituted or
modified into a different model. Schematics and board lay out for the four model are
located in Section IX of this manual.
4.2. 1C388M
Refer to schematic drawing 63D262. This drawing will cover unit with s/n 6000 and above
and will show the entire radio coupler circuits. The radio coupler is designed to accept
VOR/LOC radio information and process it with Directional Gyro information in order to
develop a composite signal for the Century IIB or Century III autopilot amplifier.
4.3. RADIO SIGNAL PROCESSING
Standard ARINC radio information (? 150 mvdc for full scale left-right deviation) is applied to
the radio coupler at CD34 pins A and B.
NAV MODE - Radio is applied to C30, C31 and R50 on the 1B641 circuit board located on
the bottom chassis and R49 located on the rotary switch. Section 3 of the rotary switch will
also open part of the rate circuit of C26 and C27. The NAV mode is the least responsive of
the radio modes.
OMNI MODE - In the omni mode, C30 and C31 are by-passed by section 6 of the rotary
switch and R48 connects C26 and C27 in the rate circuit by section 3 of the rotary switch.
The omni mode is most commonly used in cross country tracking.
HDG MODE - The heading mode is used for tracking the heading information on the DG.
Section 1 of the rotary switch will open the output of the circuit board and apply the DG
signal directly to the autopilot amplifier.
LOC NORM MODE - Section 3 of the rotary switch will by-pass R48 for maximum rate
signal making this mode the most sensitive to radio movement. Section 4 of the rotary
switch will apply a ground to the optional Glideslope Coupler input only in this mode to
energize its circuit.
LOC REV MODE - Section 5 and 6 of the rotary switch will reverse the radio signal input to
the circuit board.
4.4. RADIO AMPLIFIER
Radio information from section 5 and 6 of the rotary switch is applied to a chopper circuit
consisting of Q4, Q5, C13, C14 and associated resistors. This circuit will transform the DC
radio signal into a 5Khz square wave at the junction of C13 and C14. The AC radio
information is then applied to amplifier Q6 which outputs its signal to Q7. R36 is the Radio
Gain adjustment accessible from the outside of the coupler. R36 will control the gain of Q6
and Q7 for radio signals less than 100%. The output of Q7 is applied to the primary side of
T1.
NOTE
The amplifier section and phase detector circuits are transformer isolated from
ground to protect the radio input signal.
4.5. RADIO PHASE DETECTOR
The phase detector circuit changes the AC radio signal back into DC voltage. The radio
centering adjustment, R41, compensates for any offset voltage from the amplifier circuit or
phase detector circuit to produce 0 VDC at the output of the phase detector with 0% radio
applied to the coupler. The phase detector circuit consist of Q8, C24, C25, CR9, CR10 and
associated resistors. The AC radio signal from the secondary of T1 is applied to the base
of Q8. Dependent upon the phase of the radio signal, Q8 will allow either CR9 or CR10 to
conduct rectified DC voltage. C-24 and C-25 will filter the DC voltage and apply it to limiting
diodes CR11 and CR12 and to the radio lag circuit. CR11 and CR12 will limit the processed
radio signal to 6.8 VDC (referenced from Roll Common) for 100% radio input.
4.6. HEADING SIGNAL

DG excitation from the autopilot amplifier is applied to the Directional Gyro through pins E
and D of CD33. This excitation is a 5Khz square wave that is applied to the coil in the gyro.
The resultant signal is then applied to pin A of CD33 into the coupler as a sine wave. The
heading signal is then applied to R1 (a select resistor to set the heading sensitivity of the
autopilot) into the chopper circuit consisting of Q1, Q2, C1, C2 and associated resistors.
The bases of Q1 and Q2 are excited by excitation from the secondary of T2. The circuit
changes the AC heading signal into DC and applies it to the input leads of IC1. IC1 is
powered by rectified voltage from CR1, C3 and CR2, C4. As the heading error increases
beyond 50?, it becomes non linear. CR3 and CR4 shunts some of the feed back to
common when the output of IC1 reaches approximately 6.8 VDC. This increases the gain
enough to cause a linear output from IC1 for heading errors up to approximately 80?. The
output of IC1 is then applied to the left and right intercept adjustments R13 and R14. The
range of these adjustments are approximately 35? to 55?. CR5 and CR6 are the cross wind
diodes which allow the coupler to compensate up to 15? crab angle to keep the deviation
indicator centered. R16 is used to vary the range of the intercept adjustments. The signal
through R16 is then applied to the summing point where it is mixed with the radio deviation
signal from the radio lag circuit. Q3 is the output transistor of the coupler. Excitation is
applied to the base of Q3 and chops the composite DG and radio signal into a square wave.
This signal is then applied to Section 1 of the rotary switch at all the positions, except HDG,
and input the signal to the autopilot.
4.7. 1C388-MC
This coupler is designed to be used with synchro based (heading signal only) heading
systems. Refer to schematic drawing 63D269. The 1D642 circuit board (top board) is the
same as the one in the 1C388M. The 1B645 board (bottom board) is what distinguishes
this unit from a 1C388M. The radio coupler provides a 5Khz square wave to excite the rotor
in the synchro of the heading system. The resultant signal from the heading system is
applied to pin A of CD33 (pigtail cable). This signal and radio information is then processed
in the same way as described for the 1C388M. A tuned circuit on the 1B645 circuit board
provides the autopilot amplifier with a matched impedance for the oscillator circuit. This
impedance determines the frequency of the roll and pitch excitation used through out the
autopilot system.
4.8. 1C388-2
This coupler is designed to be used with Century Flight Systems HSIs, the NSD-360, 360A
and the 1000. It may also be used with a certain model of HSI manufactured by Sigma Tek,
Inc. Refer to schematic drawing 63D312. The top board (1D642-1) is basically the same
as the top board in the 1C388M except for the feedback area of IC1. The NSDs uses 360?
potentiometers for autopilot heading and course information. These potentiometers are
linear and therefore no compensation is required for IC1. R10, CR3 and CR4 are omitted
from the feedback of IC1. The coupler provides roll excitation from the autopilot to each
end of the potentiometers. The center wiper is the heading and course signals for the
coupler. The bottom board (81B109) contains the tuned circuit for the autopilot oscillator
circuit, a reversing relay K1, a regulator circuit for K1, filter capacitors for the left-right radio
input and attenuating resistors for the heading and course signal from the HSI. Operation
of the coupler is generally the same as the 1C388M except that the heading bug on the HSI
is used while in the HDG mode and the course arrow on the HSI is used in the course
modes of operation. The 1C388-2 incorporates a relay to switch the phase of roll excitation
to the heading and course potentiometers when in the LOC REV position. With the
reversing of the radio input signal and the phase of the roll excitation, reverse tracking is
accomplished automatically without having to move the HSIs inbound front course.
4.9. 1C388-3
This coupler is designed to be used with synchro based HSIs that have both heading and
course information. This coupler is also recommended for use on Kings KI 525 system with
the KA 52 adapter. Refer to schematic drawing 63D357. The top board (1D642) is also the
same as used in the 1C388M coupler. The bottom board (81B109-1) is similar to the
1C388-2 board except for the resistors (R54 through R57) that set the amplitude of the
heading and course input voltages. Operation of the coupler is the same as the 1C388-2.
SECTION V
CONSOLE DETAIL THEORY OF OPERATION

This section contains a detailed theory of operation for the 1C404 & -1 console. The two
units are identical except for the -1 having cable extensions instead of the chassis mounted
connectors for CD20 & CD40. Refer to schematic drawing 63D354. The console provides
the means for the pilot to engage and disengage the Century III autopilot and the modes of
the autopilot through rocker buttons. The console has pilot controlled manual roll and pitch
commands and six in-flight adjustment potentiometers.
5.2. ROLL MODE
The roll rocker button engages the S1 micro switch which applies aircraft voltage to L1 and
L2. These coils and its bracket form an electromagnet to hold the rocker buttons in place
when pressed. The coils are arranged in parallel for 14 volt operation or series in 28 volt by
S5, the voltage selector switch located on the back of the unit. The voltage through S1 is
also applied to the autopilot amplifier from pin 2 of CD20. This voltage powers up the
amplifier and is the solenoid voltage for the roll servo. Roll operation of the autopilot is
controlled by the pilots manipulation of the Roll Command knob on the front of the console.
Bank angles of up to 30? are allowed in this mode.
5.3. HEADING MODE
Pressing the heading rocker button will open S2 of the console. This disables the Roll
Command signal from being applied to the amplifier and allows the heading signal from the
DG (or the output of the optional radio coupler if used) to be applied to the autopilot
amplifier.
5.4. PITCH MODE
Pressing the pitch rocker button will close S4 of the console. This applies aircraft voltage,
through pin 3 of CD20, to an unused pin on the autopilot amplifier and is the solenoid
voltage for the pitch servo. S4 will also engage K2 relay inside the console. K2 switches
the Trim A+ input voltage from pin D of CD40 to pin B. With the autopilot disengaged or the
pitch rocker button not pressed, Trim A+ is directed to a pin on the disconnect relay. This
voltage will be applied to the Command Trim Switch on the control wheel when the bar on
the trim switch is depressed. When the autopilot is engaged and the pitch rocker button is
pressed on, the Trim A+ is directed to the Trim Amplifier for its power.
5.5. ALTITUDE MODE
Pressing the altitude rocker button will close S3 of of the console. S3 will engage K1 relay
which switches signals coming from the pitch command potentiometer or the altitude hold
module. The common contact of K1 is pin 11 of CD20. This pin applies either the pitch
command signal or the altitude signal into the pitch channel in the amplifier. S3 will also
apply 14 VDC to the clutch inside the altitude hold module to engage the electrical pickoff
assembly to the aneroid capsule.
5.6. INFLIGHT ADJUSTMENTS

There are 6 potentiometers assessable from the front of the console to provide adjustments
when first setting up the autopilot or when necessary. From left to right, R15 left bank, R17
roll centering, R14 right bank, R6 down limit, R10 pitch centering and R7 up limit.
5.7. PITCH EFFORT METER
Located on the front of the console is a meter which represents pitch servo drive. This
meter is used to tell the pilot the state of drive of the pitch servo before he engages the
pitch rocker button. This meter is not linear to servo drive. A phase detector circuit
consisting of Q1, CR1, CR2, C1, C2, C3, C4 and associated resistors provide the current
flow to the meter. An AC signal, representing the servo drive, is applied from pin 13 of
CD20 through C1 and C2 to the base of Q1. Depending on the phase of the signal Q1 will
allow either CR1 or CR2 to conduct. C3 and C4 will filter the rectified voltage from CR1 or
CR2 to drive the meter.
5.8. PANEL LIGHTING

Back lighting is provided by bulbs on the back of the face plate. These bulbs are 14 volts
and are in series or parallel arrangement depending on the position of S5, voltage selector
switch located on the back of the console.
SECTION VI
GLIDESLOPE COUPLER
DETAIL THEORY OF OPERATION

This section contains a detailed theory of operation for the 1C493 G/S coupler. This
coupler is designed to be used with the Century III autopilot and the optional radio coupler
to provide complete ILS capability. Refer to schematic drawing 63D168-1 in Section IX of
this manual.

Pitch excitation from the Century III autopilot amplifier is applied to the primary side of T4.
Q21, CR14, C23 and associated resistors form a 10 volt regulator circuit for the oscillator.
Q22 and Q23 are the driven oscillator producing 40 VPP across their collectors to be
applied to the primary of T3. The secondary of T3 produces 28 VPP across each windings
(lead 1 & 3, etc.) for the associated circuits it is connected to.
6.3. G/S RADIO SIGNAL PROCESSING

Standard G/S signal from the G/S receiver is applied to pins 6 and 7 of CD63. The
standard ? 150 mvdc signal is applied to a chopper circuit consisting of Q1, Q2, C4, C5 and
their associated resistors. Excitation is applied to the bases of Q1 and Q2 and transforms
the signal into a 5Khz square wave at the junction of C4 and C5. The signal is then applied
to Q3, where it is amplified and applied to Q4. R17 is the Radio Gain adjustment for signal
levels less than 100%. The output of Q4 is then applied to the primary side of T1.
NOTE
The amplifier circuit is transformer isolated from ground to protect the
radio input signal.
6.4. PHASE DETECTOR

The phase detector circuit changes the AC radio signal back into DC voltage. The radio
centering adjustment, R24, compensates for any offset voltage from the amplifier circuit or
phase detector circuit to produce 0 VDC at the output of the phase detector with 0% radio
applied to the G/S coupler. The phase detector circuit consist of Q5, CR3, CR4, C11, C12
and associated resistors. The AC radio signal from the secondary of T1 is applied to the
base of Q5. Dependent upon the phase of the radio signal, Q5 will allow either CR3 or CR4
to conduct rectified DC voltage. C11 and C12 will filter the DC voltage and apply this signal
to the Arm and Engage Circuit, Integrator Circuit and to the Chopper Output Circuit.
6.5. ARM AND ENGAGE

The Arm circuit is where the amplitude of the processed G/S radio controls a time out
circuit. The amplitude of the radio signal along with the Radio Coupler having to be in the
LOC mode and the autopilot having to be in the ALT mode allows C20 to charge enough to
turn Q15 off momentarily. The 14 volt altitude engage voltage from pin 22 of CD63 is
applied to the base of Q14. Q14 will be turned on enabling the arm and engage flip-flop
circuit. The negative processed radio signal (indicating the aircraft is below the glideslope)
is applied through CR10 to allow C20 to start charging. Charge time is set by R47 (select)
and the amplitude of the processed radio signal. With the amplitude of the radio signal at
least 60% up for 20 ? 5 seconds, the autopilot in the altitude mode and the Radio Coupler in
LOC, a positive signal from Q15 is applied through CR11 and CR12 to the base of Q16.
This will turn on Q16 and turn Q17 off. Arming is complete when Q16 is on.
Engaging or coupling of the glideslope is set when the amplitude of the radio signal is at 4%
up. R64 sets the engage flip-flop point. The negative processed radio signal is applied to
one end of R64. When the wiper of R64 becomes positive enough, it will turn on Q18 and
in turn Q19 will turn off. The positive voltage from the collector of Q19 is applied to the
base of Q20 turning it on. Q20 applies a ground to K1 relay energizing it and engaging
G/S. When K1 energizes, the altitude engage voltage (14 volt) is used to illuminate the G/S
engage lamp on the instrument panel, the altitude signal from the altitude hold module is
opened and the processed radio signal from the integrator circuit and the output phase
detector circuit is combined with the pitch horizon signal to form a composite signal that is
applied to the autopilot amplifier.
6.6. INTEGRATOR
The integrator circuit consists of C13 and Q6, Q7, Q8, Q9, Q10, with associated resistors,
to form the function of an operational amplifier. The output of the integrator is applied to the
output phase detector circuit. After engagement, contacts of K1 will open allowing the
integrator to output voltage to the output phase detector. The integrator is designed to
output only when there is a long term output from the phase detector. S1 is the normally
open chassis mounted push button switch located on the end of the G/S coupler. The
switch is across the output of the integrator circuit and is used in the initial setup of the
coupler to establish a nominal 3? nose down attitude after G/S capture. R1 is the chassis
mounted potentiometer used to set this attitude.
6.7. OUTPUT PHASE DETECTOR
The output phase detector comprised of Q11, Q12, Q13, C15, C16 and associated
resistors. The processed radio signal is applied through a rate filter of C14 and R37.
Excitation from the secondary of T3 is applied to the bases of Q11 and Q12 and converts
the DC level signal into a proportional square wave. This signal is then applied through R42
and R78 to the base of Q13 where its amplified and applied to the primary of T2. R78 sets
the gain of the AC radio signal for 100% deflection equals 5? pitch horizon. The pitch signal
from the artificial horizon is applied from pin 15 of CD63 through relay contacts of K1 to the
secondary of T2. The radio signal from the primary of T2 and the pitch horizon signal form
a composite signal which is applied as an input to the autopilot amplifier.
ROLL & PITCH SIGNAL FILTERS
DETAIL THEORY OF OPERATION
This section contains a detailed theory of operation for the 1B440 & -2 Roll Signal Filter and
the 1B440-1 Pitch Signal Filter. Schematics and board lay out for the units (s/n 1406 and
higher for roll filters and s/n 310 and higher for pitch filters) are located in Section IX of this
manual. The Roll Signal Filter and Pitch Signal Filter is a rate circuit that plugs in line to the
artificial horizon. Its purpose is to tell the amplifier how fast the aircraft is rolling or pitching
in a direction. A steady state attitude signal is filtered and sent to the autopilot amplifier at
the same amplitude and phase as the input. A changing attitude signal will be altered in
proportion to the deviation. The differences between the 1B440 and -2 is that the -2 has a
longer cable.
7.2. 1B440 & -2 SIGNAL PROCESSING
The roll signal enters the unit on pin C of the CD18 cable and is amplified and phase
reversed by Q1. The signal is then applied to the junction of the first synchronous filter Q2,
Q3, C1, C2 and associated resistors. This filters any noise from the signal and applies it
across R7 to the base of Q8. The emitter of Q8 drives high gain amplifier Q6 to output a
signal with opposite phase from Q1. This signal is applied to the junction of the second
synchronous filter Q4, Q5, C3, C5, C4, C10 and associated resistors. C4 and C10 will
charge to the signal level of from Q6. The output of the second synchronous filter is applied
across R9. It is out of phase with the signal from the first filter and will subtract from the
signal applied to the base of Q8. The output of Q8 is summed with the signal from the first
synchronous filter at R8, R13 and R19. R19 is the rate control adjustment. Between R8
and R13 the signal is applied to the base of Q7 through C6. Q7 is the output transistor and
applies its signal to the autopilot amplifier. The output should be equal to the input for any
steady state horizon signal. When the horizon signal changes, an error signal is developed
at the summing point of the two synchronous filters. The lag capacitors C4 and C10 will
cause the signal across the second synchronous filter to change slower than the input
signal. This causes an error signal between R7 and R9. This error signal is proportional to
and in a direction adding to the changing position signal. It represents the rate of change in
the position signal. The error signal between R7 and R9 is applied to the base of Q8. From
the emitter of Q8 it will be summed with the signal through R13 and R19. The combination
of position and rate is applied to Q7 and outputs its signal to the autopilot amplifier.
7.3. 1B440-1 SIGNAL PROCESSING
The Pitch Signal Filter operates in the same manner as the Roll Signal Filter. The DC
supply voltage for the circuitry in the filter is transformer coupled from the roll excitation
lines. The diodes and capacitor rectify and filter the DC voltage.
NOTE
The 1B440-1 may only used on the older Century IIIs which have the 1D395
amplifier installed as specified by the STC. Only one signal filter may be
used in the autopilot system as specified by the STC. No signal filter is
required when the system has the 1C515 or 1C515-( ) installed.
SECTION VIII
TEST EQUIPMENT
IN AIRCRAFT TROUBLESHOOTING
GENERAL INFORMATION
This section is designed as a guide in troubleshooting the Century IIB and the Century III
Autopilots within the aircraft. It is basically divided in to several sub-sections: Test Equipment,
Troubleshooting the Century IIB and the Century III. Each of the sub-sections on troubleshooting
are divided into two levels or degrees of troubleshooting. First is quick checks. This consists of
general operational checks such as turning the autopilot on and confirming servo engagement
through visual observation of the control surfaces as the roll or pitch command knobs are turned.
The object is to search for the obvious area of difficulty before proceeding with detailed tests.
The next level of testing is in-aircraft tests using the 66D141 Test Kit. Through the use of the
quick checks it should be possible to determine the trouble area within the autopilot system.
Additional test through use of the 66D141 test kit should narrow down the specific unit within the
autopilot system which has malfunctioned.
Although the Century IIB and Century III autopilots are OPEN LOOP systems (systems requiring
the dynamics of the aircraft in flight), most troubleshooting can be performed under static
conditions on the ground. This is made possible by use of the 66D141 test kit described in the
following paragraphs.
DESCRIPTION
The 66D141 Test Kit is designed to facilitate testing of the Century IIB and the Century III autopilot
systems on a substitution basis. Provisions are made to substitute any major component except
the amplifier in the Century III and the console amplifier in the Century IIB.
66D141-1 GYRO SUBSTITUTE
With this unit both the Directional Gyro and the Artificial Horizon can be replaced with substitute
signal sources. The D.G. signal is variable in steps to provide outputs corresponding to 0?, 10?
and 45? of deviation from the selected heading. The zero position is used to provide an accurate
zero signal so that the roll centering adjustment can be accurately set or checked for range of
control. The 10? outputs are used to check the heading sensitivity of the amplifier by means of
comparison to determine whether or not the D.G. in question provides a signal usable for
operation within the system. The 45? outputs are provided primarily for the purpose of checking
bank angles and radio coupling intercept angles. The Artificial Horizon signal is adjustable from 0?
to 45? in roll and 0? to 22? in pitch. A switch is provided to select the horizon signal for roll or pitch.
A zero signal is provided as an output for that axis not being used.
66D141-2 POWER SECTION
With this equipment amplifier output and servo performance of either axis can be observed. Two
connectors are provided so the cable to either servo can be intercepted. A pilot light is provided to
indicate the presence of solenoid voltage. A voltmeter is provided to monitor the signal actually
being applied to the servo motor. A selector switch is provided so that normal operation can be
observed (drive into a servo load), amplifier drive into a dummy load (resistive inside unit) or bi-
directional drive directly from the aircraft A+ can be applied to the servo.
66D141-3 CONSOLE
The Century III for test purposes. Using the substitute console it is possible to determine rapidly if
the combination of signal sources and amplifier can be brought within usable limits by means of
the adjustments provided on the standard console. The unit also has a signal source to simulate
an altitude hold.
66D141-4 RADIO COUPLER/GS SIGNAL SOURCE
This unit contains a simulated radio signal source for lateral radio intercept and tracking and a
radio signal for arming and engagement of Glideslope. Direct monitoring of the radio coupler
output is provided by parallel connector and is displayed on a meter.
QUICK CHECKS
CENTURY IIB TROUBLESHOOTING
LOGIC CHART
AIRCRAFT
MASTER
SWITCH ON.
ON CIIB
1. ROLL CMD CENTERED
HORIZON:
2. TILTED LESS THAN 30?
CIRCUIT BREAKER TRIPS OFF:

PRESS ROLL SWITCH
ON. 1. CHECK WIRING
2. CHECK SERVO
3. CHECK CONSOLE AMP
ROLL SERVO
ENGAGES CONTROL NO CHECK CHECK ROLL
WHEEL MAY MOVE CONSOLE AMP
LEFT OR RIGHT. SERVO.
TURN ROLL CMD TO

NULL CONTROL WHEEL
MOVEMENT.
VERIFY HORIZON
CONTROL WHEEL NO TILT IS LESS THAN CHECK CONSOLE
YE
STOPS. 30?. AMPS OUTPUT
AND HORIZON
N OUTPUT.
START ENGINE TO
ERECT GYRO.
cont. Page 8-
QUICK CHECKS
LOGIC CHART (cont.)
ON CIIB PRESS HDG

SWITCH ON. IF
COUPLER INSTALLED
SWITCH TO HDG.
ROTATE HEADING BUG START ENGINE IF

LEFT AND RIGHT OF HORIZON INDICATES
LUBBER LINE. MORE THAN 20?.
CONTROL WHEEL POSSIBLE DEFECTIVE

FOLLOWS DIRECTION NO DG, CONSOLE AMP OR
OF BUG. WIRING.
TUNE A/C RADIO TO IF USING HSI, TURN COURSE

LOCAL VOR AND ARROW AND CENTER L-R
CENTER OBS WITH TO NEEDLE WITH TO FLAG.
FLAG.
TURN COUPLER
SELECTOR KNOB TO
OMNI.
WITH HSI TURN RADIO OFF

TURN HEADING AND TURN COURSE
BUG LEFT AND ARROW LEFT AND RIGNT
RIGHT OF LUBBER OF LUBBER LINE.
LINE.
CONTROL WHEEL
FOLLOWS.
WITH HSI, TURN RADIO ON TURN

HEADING BUG UNDER COURSE ARROW TO CENTER L-R
LUBBER LINE. TURN OBS TO NEEDLE. CAGE CARD TO BRING
PRODUCE LEFT AND RIGHT COURSE ARROW UNDER LUBBER
NEEDLE MOVEMENT. LINE. TURN COURSE ARROW
RIGHT, CAGE CARD TO BRING
COURSE ARROW UNDER LUBBER
cont. Page LINE.
QUICK CHECKS
LOGIC CHART (cont.)
CONTROL WHEEL NO CONTROL WHEEL

FOLLOWS L-R RADIO. DOES NOT FOLLOW L-R
RADIO.
YES
CHECK L-R INPUT TO

COUPLER. COUPLER
LIKELY DEFECTIVE.
END OF QUICK CHECK.

QUICK CHECKS
CENTURY III TROUBLESHOOTING
LOGIC CHART
ROLL SECTION
AIRCRAFT MASTER
SWITCH ON.
ON CIII
1. ROLL CMD CENTERED
HORIZON:
2. TILTED LESS THAN 30?
CIRCUIT BREAKER TRIPS

PRESS ROLL SWITCH
OFF:
ON.
1. CHECK WIRING
2. CHECK SERVO
3. CHECK CONSOLE
ROLL SERVO
ENGAGES CONTROL NO CHECK CHECK ROLL
WHEEL MAY MOVE CONSOLE AMP
LEFT OR RIGHT. SERVO.
TURN ROLL CMD TO

NULL CONTROL
WHEEL MOVEMENT.
NO VERIFY HORIZON
CONTROL WHEEL TILT IS LESS THAN YES CHECK
STOPS. 30?. CONSOLE AMPS
OUTPUT AND
NO HORIZON
START ENGINE
TO ERECT GYRO.
cont. Page 8-
QUICK CHECKS
LOGIC CHART
ROLL SECTION (cont.)
ON CIII PRESS HDG SWITCH
ON. IF COUPLER
INSTALLED SWITCH TO HDG.
ROTATE HEADING BUG START ENGINE IF

LEFT AND RIGHT OF HORIZON INDICATES
LUBBER LINE. MORE THAN 20?.
CONTROL WHEEL POSSIBLE DEFECTIVE

FOLLOWS DIRECTION NO DG, CONSOLE AMP OR
OF BUG. WIRING.
TUNE A/C RADIO TO IF USING HSI, TURN COURSE

LOCAL VOR AND ARROW AND CENTER L-R
CENTER OBS WITH TO NEEDLE WITH TO FLAG.
FLAG.
TURN COUPLER
SELECTOR KNOB TO
OMNI.
TURN HEADING BUG WITH HSI TURN RADIO OFF

LEFT AND RIGHT OF AND TURN COURSE ARROW
LUBBER LINE. LEFT AND RIGNT OF LUBBER
LINE.
CONTROL WHEEL
FOLLOWS.
WITH HSI, TURN RADIO ON TURN

HEADING BUG UNDER LUBBER COURSE ARROW TO CENTER L-R
LINE. TURN OBS TO PRODUCE NEEDLE. CAGE CARD TO BRING
LEFT AND RIGHT NEEDLE COURSE ARROW UNDER LUBBER
MOVEMENT. LINE. TURN COURSE ARROW
RIGHT, CAGE CARD TO BRING
COURSE ARROW UNDER LUBBER
cont. Page LINE.
QUICK CHECKS
LOGIC CHART
ROLL SECTION (cont.)
CONTROL WHEEL NO CONTROL WHEEL

FOLLOWS L-R RADIO. DOES NOT FOLLOW L-R
RADIO.
YES
CHECK L-R INPUT TO

COUPLER. COUPLER
LIKELY DEFECTIVE.
END OF QUICK CHECK.

QUICK CHECKS
LOGIC CHART
PITCH SECTION
1. START ENGINE IF HORIZON INDICATES

MORE THAN 5? IN PITCH.
2. PRESS THE PITCH SWITCH ON THE
ROTATE PITCH
COMMAND KNOB TO
YES
NO
CONTROL WHEEL MOVES CONTROL WHEEL DOES NOT
AMPLIFIER POSSIBLY
CONSOLE POSSIBLY
ROTATE PITCH
COMMAND KNOB TO
NO
CONTROL WHEEL MOVES
YES
PUSH CONTROL WHEEL

FORWARD AND PRESS THE ALT
SWITCH ON CONSOLE.
CONTROL WHEEL NO A SLIGHT MOVEMENT OF THE

SHOULD STOP CONTROL WHEEL CAN INDICATE
AN OFF SET IN THE ALITTUDE
CHAMBER.
cont. Page 8-
QUICK CHECKS
LOGIC CHART
PITCH SECTION (cont.)
IF A/C HAS THE

GLIDESLOPE COUPLER
NO
OPTION INSTALLED, TUNE END OF TEST.
RADIO TO A LOCALIZER
FREQUENCY TO
SIMULATE GLIDESLOPE
CAPTURE.
YES
TURN RADIO COUPLER TO
LOC NORM TURN THE
SIMULATED G/S RADIO
SIGNAL TO INDICATE 100%
UP. WAIT APPROX. 20
SECONDS AND SLOWLY
BRING THE G/S SIGNAL TO
YES
THE G/S ENGAGE LAMP ON THE G/S

THE INSTRUMENT PANEL NO COUPLER MAY
SHOULD ILLUMINATE WHEN POSSIBLY BE
THE G/S SIGNAL IS WITHIN 4%
OF THE CENTERED G/S
NEEDLE.
ROTATE SIMULATED G/S SIGNAL UP &

DOWN. THE CONTROL WHEEL SHOULD
FOLLOW THE DIRECTION OF THE SIGNAL.
ROTATE THE KNOB ON THE RADIO

COUPLER TO THE HDG POSITION. THE
G/S ENGAGE LAMP SHALL EXTINGUISH.
END OF TEST
CENTURY IIB & III WITH STANDARD D.G.
GROUND SET-UP PROCEDURES
1. Unplug CD18 from Attitude Gyro.
2. Plug CD18 into CD18 connector on 66D141-1 Gyro Substitute Box. (Place switch to roll
position.) Set indicator to 0?.
3. Turn on Aircraft Master Switch.
4. Engage Roll and HDG Switches on A/P console.
5. Place Radio Coupler Switch to HDG position.
6. Engage Card Set Knob on D.G., (left knob), and set card fro North to be under the Lubber
Line.
7. Push HDG Set Knob and set Heading Bug on 000?. (N).
8. Adjust Roll Centering, adjust Pot until no control wheel movement, override servo and bring
control wheel to center.
9. Set HDG Bug to 270? (W) and set Attitude Gyro Control on Gyro Substitute Box to 20? left
bank.
10. Adjust left bank limit pot until no control wheel movement, override servo and bring control
wheel to center.
11. Set HDG Bug to 090?(E) and set Attitude Gyro Control on Gyro Substitute Box to 20? right
bank.
12. Adjust right bank limit pot until no control wheel movement. Override servo and bring control
wheel to center.
13. Set HDG Bug to 000? (N) and Attitude Gyro Control on Gyro Box to 0?.
14. Re-adjust centering pot if necessary for no control wheel movement.
15. Place Radio Coupler in Omni position.
16. Unplug CD34 from back of Radio Coupler.
17. Plug Extension Cable 30A266 into CD34 on back of Radio Coupler. Plug other end into CD-34
on Coupler Tester Box 66D141-4.
18. Pull up on Radio Signal Substitute Knob and adjust for full left deflection (Turn pot full
clockwise).
19. Set HDG Bug to 045? (45? indice on right side of D.G.).
20. On Radio Coupler adjust left intercept pot for no control wheel movement.
21. Adjust Radio Sub Box for full right deflection (turn pot full counter clockwise).
22. Set HDG Bug to 315? (45? indice on left side of D.G.).
23. On Radio coupler adjust right intercept pot for no control wheel movement.
24. Adjust Radio Sub Box for 60% left deflection (top of blue arc).
25. Set HDG Bug to 035? on D.G.
26. Adjust Radio Gain Pot on Radio Coupler for no control wheel movement.
27. Adjust Radio Sub Box for 60% right deflection (top of yellow arc).
28. Control Wheel should cease to move when HDG Bug on D.G. is placed on 325? ? 3?.
29. Re-check right and left intercept points by repeating procedures 18 through 23.
30. This completes the test.
31. Re-connect entire system.
CENTURY IIB & III WITH NSD
GROUND SET-UP PROCEDURE
1. Unplug CD18 from Attitude Gyro
2. Plug CD18 into CD18 connector on 66D141-1 Gyro Substitute Box. (Place switch to roll
position and set indicator to 0?).
3. Turn on Aircraft Master Switch.
4. Engage Roll and HDG Switches on A/P console.
5. Place Radio Coupler Switch to HDG position.
6. Engage Card Set Knob on NSD (right knob) and set card for North to be under the Lubber Line
(on slaved units it will be necessary to place them on the free gyro mode.).
7. Set Heading Bug for 000? (N).
8. Adjust Roll centering, adjust pot until no control wheel movement. Over-ride servo and bring
control wheel to center.
9. Set HDG Bug to 270? (W) and set Attitude Gyro Control on Gyro Sub Box to 20? left bank.
10. Adjust Left Bank Limit Pot until no control wheel movement, over-ride servo and bring control
wheel to center.
11. Set HDG Bug to 090? (E) and set Attitude Gyro Control on Gyro Sub Box to 20? right bank.
12. Adjust Right Bank Limit Pot until no control wheel movement, over-ride servo and bring control
wheel to center.
13. Set HDG bug to 000? (N) and Attitude Gyro Control on Sub Box to 0?.
14. If necessary re-adjust centering pot for no control wheel movement.
15. Place Radio Coupler in Omni position.
16. Unplug CD34 from back of Radio Coupler.
17. Plug Extension Cable 30A266 into CD34 on back of Radio Coupler. Plug other end into CD34
on Coupler Tester Box 66D141-4.
18. Pull upon Radio Signal Substitute Knob and adjust for full left deflection (turn pot full
clockwise).
19. Set course pointer on NSD (left knob to 045? indice on right side of NSD).
20. On Radio Coupler adjust left Intercept Pot for no control wheel movement.
21. Adjust Radio Sub box for full right deflection (turn pot full counter clockwise).
22. Set course pointer to 315? (45? indice on left side.).
23. On Radio Coupler adjust Right Intercept Pot for no control wheel movement.
24. Adjust Radio Sub Box for 60% left deflection (top blue arc).
25. Set course pointer to 035? on NSD.
26. Adjust Radio Gain Pot on Radio Coupler for no control wheel movement.
27. Adjust Radio Sub Box for 60% right deflection (top of yellow arc).
28. Control Wheel should cease to move when course point on NSD is place on 325? ? 3?.
29. Re-check right and left intercept points by repeating procedures 18 through 23.
30. This completes the test.
31. Re-connect entire system.
Figure 1 TEST HOOK-UP
CENTURY IIB
FLIGHT ADJUSTMENTS
CENTURY III
FLIGHT ADJUSTMENTS
CALIBRATION PROCEDURES FOR
66D141 TEST KIT
TEST EQUIPMENT REQUIRED:
14/28 volt DC Power Supply (regulated for up to 5 amps constant)
*1C515-1 Century III amplifier
Oscilloscope (Insure the ground lead of the scope is not connected to the ground lead of the
power cord. If it is, use an adapter connector on the power cord to isolate the ground lead from
earth ground. Failure to do this could damage the 1C515-1 amplifier.
*It will be the responsibility of the test personnel to insure the 1C515-1 is a yellow tagged unit and
that the roll and pitch excitation levels are 28 ? 1volt peak to peak at 5Khz ? 500hz.
NOTE: The 66D141-1 test box cannot be field calibrated. This box must be sent to Century Flight
Systems Service Center for calibration every 12 calendar month in accordance with Advisor
Circular 43.13-1B paragraph 12-53 (c). **If a radio coupler is used in conjunction with this
calibration only the 1C388M or 1C388P can be used. Perform calibration on the 66D141-2 and
66D141-4 before starting the following procedure. The 66D141-3 test box will be calibrated in the
following procedure.
1. Connect amplifier connector from 30D207-( ) main cable harness to the 1C515-1 amplifier.
This connector is keyed. Connect CD 18 to CD 18 on the 66D141-1 test box. **Connect CD
33 from main cable harness to 30A265 cable extension then connect this to CD 33
(AMPLIFIER) on the 66D141-4. Connect another 30A265 extension cable to CD 33
(COUPLER) on 66D141-4 test box and other end to CD 33 on the chassis of the radio coupler.
Connect CD 33 pig tail cable from the radio coupler to CD 33 on the 66D141-1 test box.
Connect 30A266 cable extension to CD 34 (RADIO) on the 66D141-4 and connect other end
to CD 34 on the chassis of the radio coupler. Connect CD 20 from main cable harness to CD
20 on the 66D141-3 test box. Connect CD 10 from the main cable harness to CD 10 on the
66D141-3 test box. Connect CD 47 from the main cable harness to the connector marked
AMPLIFIER on the 66D141-2 test box. Connect CD 27 from the main cable harness to the
positive side of the power supply. Connect the ground side of the power supply to the chassis
of the 1C515-1 amplifier. CAUTION: The metal case of the output transistors will have
A+. Do not allow the ground lead of the power supply to touch the cases.
2. Set all 14/28 volt switches on test kit and 1C515-1 to 14 volt. Set power supply for 14 volt also.
3. On the 66D141-1 test box, set the horizon switch to ROLL. Remove the back cover from the
test box and connect the signal lead of the scope to the center wiper of the horizon pot.
Connect the ground lead of the scope to roll common on the amplifier (check the schematic of
the amplifier for available point of connection).
4. Turn on power supply (14 volts) and then turn on power switch of the 66D141-3. Monitor the
power supply current (1.5 amps nominal).
5. Turn horizon knob of 66D141-1 to 0?. Scope should indicate 0 ? 10mvpp. If reading is not
correct, loosen mounting nut on horizon pot and set screws on shaft of horizon pot. While
holding the collar of the horizon dial, move the body of the horizon pot for proper reading on
scope. Tighten mounting nut and set screws on the horizon pot. Remove scope lead from
wiper.
6. Set the radio coupler in the HDG mode. Remove the back cover from the 66D141-3 test box.
Connect the signal lead of the scope to the center wiper of the roll command pot. Turn the roll
command knob to its center marked position. Reading on scope should indicate 0 ? 10mvpp.
If reading is not correct, loosen the mounting nut and turn body of the pot for proper reading on
scope. Secure mounting nut and remove scope lead.
7. Connect signal lead of scope to the center wiper of the roll trim pot. Turn roll trim knob to its
center marked position. Reading on scope should indicate 0 ? 10mvpp. If reading is not
correct, loosen the mounting nut and turn body of the pot for proper reading on scope. Secure
mounting nut and remove scope lead.
8. Remove ground lead of scope and attach to pitch common on the amplifier (check the
schematic of the amplifier for available point of connection).
9. Connect the signal lead of the scope to the center wiper of the pitch command pot. Turn the
pitch command knob to its center marked position. Reading on scope should indicate 0 ?
10mvpp. If reading is not correct, loosen the mounting nut and turn body of the pot for proper
reading on scope. Secure mounting nut and remove scope lead.
10. Connect the signal lead of the scope to the center wiper of the pitch trim pot. Turn the pitch
trim knob to its center marked position. Reading on scope should indicate 0 ? 10mvpp. If
reading is not correct, loosen the mounting nut and turn body of the pot for proper reading on
scope. Secure mounting nut and remove scope lead.
11. Connect the signal lead of the scope to the center wiper of the altitude control pot. Turn the
altitude control knob to its center marked position. Reading on scope should indicate 0 ?
10mvpp. If reading is not correct, loosen the mounting nut and turn body of the pot for proper
reading on scope.(Use caution when turning body of pot as not to damage the resistors
attached to it.) Secure mounting nut and remove scope lead.
12. On 66D141-2 test box turn the selector knob to the RES position. On the 66D141-3 test box,
position the DG/MANUAL slide switch to the DG position and the LIMIT switch to max. On the
66D141-1 test box, turn the DG selector switch to 45? right. Turn the horizon knob to null
servo meter on the 66D141-2 test box. It should take 24? or more to null meter.
13. Turn horizon knob to 0?. On the radio coupler turn the knob to the LOC NORM position. On
the 66D141-4 pull and turn the radio knob to the left. Turn the horizon knob to null servo meter
on the 66D141-2 test box. Reading should be 0? ? 8?.
14. Push off radio knob and turn horizon and DG knob to 0?. Turn off power switch on the
66D141-3 test box. Unplug CD 47 from the 66D141-2 and plug in CD 16 from the main cable
harness.
15. On the 66D141-3 test box move the ALT CONTROL/MANUAL switch to the MANUAL position.
Turn on the power switch and turn the manual pitch knob, on the 66D141-3 test box, to the
right.
16. On the 66D141-1 test box, position the ROLL/PITCH HORIZON switch to the PITCH position
and turn the horizon knob to null the servo meter on the 66D141-2 test box. It should take 12?
or more to null meter.
TEST PROCEDURE COMPLETE.
66D141-2

Meter Calibrator or precision DC power supply 0 - 30 volts
1. Check meter centering position on -2 box. Adjust if necessary.
2. Remove back cover on -2 box and connect positive lead of meter calibrator to the yellow wire
from the 300K (R 1) resistor on the terminal strip.
3. Connect the negative lead of the meter calibrator to the negative side of the meter on the -2
box.
4. Set the meter calibrator for +15 volts DC. Turn on meter calibrator and check for read out on
meter of -2 box to read +15 volts. If reading is not correct, select a resistor (R 7) in parallel
with the 300K (R 1) resistor on the terminal strip. Reverse the leads of the meter calibrator
and check the read out of the meter on the -2 box. Reading should be within ? .5 volt. Turn
off meter calibrator.
5. For 30 volt check, connect positive lead of meter calibrator to the lead of the 300K (R 2)
resistor attached to the terminal of S-3 (14/28 volt switch) and the negative lead to the negative
side of the meter. Set meter calibrator to 30 volts.
6. Turn on meter calibrator and check read out of meter on the -2 box. Reading should be 30
volt. If reading is not correct, select a resistor (R 8) in parallel with R 2.
7. Reverse the leads of the meter calibrator and check the read out of the meter on the -2 box.
Reading should be within ? 1 volt. Turn off meter calibrator.
8. To complete calibration of the -2 box see calibration procedures for the 66D141 test set.
66D141-4

Meter Calibrator or precision DC power supply
1. Check meter centering and adjust if necessary. Set meter calibrator to 150 mvdc.
2. Connect positive lead of meter calibrator to pin A and the negative lead to pin B of CD 34 of
the -4 box.
3. Turn on meter calibrator and check read out of radio meter. Radio meter should indicate
100%. If read out is not correct, select resistor R 2.
4. Reverse leads from meter calibrator. Radio meter should indicate 100% ? 4%. Turn off meter
calibrator.
5. To complete calibration of the -4 box see calibration procedures for the 66D141 test set.
SECTION IX
SCHEMATIC DIAGRAMS, COMPONENT LAYOUTS, AND ASSEMBLY DRAWINGS
Part A Century IIB
DRAWING NUMBER DRAWING TITLE REVISION DATE
1D681-1 P.C. BOARD ASSEMBLY R 07-07-99
1D681 & -2 P.C. BOARD ASSEMBLY O 10-08-98
1D681-3 P.C. BOARD ASSEMBLY F 07-08-99
63D255 SCHEMATIC K 09-10-98
1C385 OUTLINE DRAWING /SHEET 2 J 04-05-75
79C201 -1 -2 -3 -4 FINAL ASSEMBLY F 02-02-90
1D687 -1 -2 -3 -4 -5 ELECTRONIC PACKAGE ASSEMBLY H 05-08-93
1D688 SWITCH ASSEMBLY C 11-24-75
1B686 FACE PLATE LIGHT PCB ASSEMBLY B 02-19-86
1C689 CHASSIS ASSEMBLY F 08-10-90
30B424 INTERNAL CABLE ASSEMBLY B 02-08-88
1C385-3 OUTLINE DRAWING - 03-06-75
79C201 -5 -6 -7 FINAL ASSEMBLY A 07-18-75
1C385 -3 -24 FINAL ASSEMBLY - 07-18-77
30C198-( ) EXTERNAL CABLE ASSEMBLY X 02-03-98
SECTION IX
Part B Century III
1C515-1 OUTLINE DRAWING D 03-22-79
1C515-2 OUTLINE DRAWING B 03-22-79
1C515-3 OUTLINE DRAWING B 08-02-93
1C515-4 OUTLINE DRAWING A 03-22-79
1C515-5 OUTLINE DRAWING A 03-22-79
1D424 -2 -3 -4 -5 -6 AMPLIFIER ASSEMBLY O 05-04-94
1C398 HEAT SINK ASSEMBLY G 08-10-90
30B209 INTERNAL CABLE ASSEMBLY F 09-26-77
1D584 & -1 -2 -3 -4 P.C. BOARD ASSEMBLY SHEET 1 AF 04-02-97
P.C. BOARD ASSEMBLY SHEET 2 X 03-02-89
P.C. BOARD ASSEMBLY SHEET 3 AA 03-24-87
63D253 SCHEMATIC (ROLL) SHEET 1 O 03-06-96
SCHEMATIC (PITCH)SHEET 2 N 03-06-96
30D207-( ) EXTERNAL CABLE HARNESS GE 02-03-98
SECTION IX
Part C Radio Couplers
1C388-M OUTLINE DRAWING K 06-03-94
1C388-MC OUTLINE DRAWING K 06-03-94
1C388-2 OUTLINE DRAWING C 06-03-94
1C388-3 OUTLINE DRAWING C 06-03-94
79C189 FINAL ASSY 1C388-M B 06-03-94
79C190 FINAL ASSY 1C388-MC B 06-03-94
79C216 FINAL ASSY 1C388-2 B 06-03-94
79C229 FINAL ASSY 1C388-3 B 06-03-94
1D642 &-1 P.C.BOARD ASSY 1C388M, 1C388MC, Q 05-06-96
1C388-2, 1C388-3
63D262 SCHEMATIC 1C388-M C 08-21-89
63D269 SCHEMATIC 1C388-MC F 09-27-95
63D312 SCHEMATIC 1C388-2 E 08-21-98
63D357 SCHEMATIC 1C388-3 C 08-21-98
1B641 P.C.BOARD ASSY 1C388-M D 07-09-90
1B645 P.C.BOARD ASSY 1C388-MC D 07-23-82
81B109 P.C.BOARD ASSY 1C388-2 H 08-28-99
81B109-1 P.C.BOARD ASSY 1C388-3 E 08-28-99
1D644 ELECTRONIC ASSY 1C388-M E 02-15-90
1D648 ELECTRONIC ASSY 1C388-MC D 07-13-89
81D108 ELECTRONIC ASSY 1C388-2 D 02-15-90
81D160 ELECTRONIC ASSY 1C388-3 D 02-15-90
30B217 CABLE ASSY EXT 1C388-M, 1C388- E 02-26-90
MC, 1C388-2
30B486 CABLE ASSY EXT 1C388-3 D 02-01-95
30C397 CABLE ASSY INT 1C388-M A 04-07-77
30C398 CABLE ASSY INT 1C388-MC A 04-07-77
30C453 CABLE ASSY INT 1C388-2 & 1C388-3 A 04-07-77
69D870 INT CABLE HOOKUP 1C388-M ~ 12-23-71
69D872 INT CABLE HOOKUP 1C388-MC B 04-07-77
69D991 INT CABLE HOOKUP 1C388-2 B 04-07-77
69D1064 INT CABLE HOOKUP 1C388-3 B 08-13-90
SECTION IX
Part D Console
1C404 CIII CONSOLE OUTLINE DWG 1 of 4 G 04-03-81
1C404 CIII CONSOLE OUTLINE DWG 2 of 4 E 09-09-81
1C404 CIII CONSOLE OUTLINE DWG 3 of 4 A 07-09-81
1C404 CIII CONSOLE OUTLINE DWG 4 of 4 - 08-02-93
1C404-1 CIII CONSOLE OUTLINE DWG 1 of 3 D 04-15-74
1C404-1 CIII CONSOLE OUTLINE DWG 2 of 3 E 09-09-81
1C404-1 CIII CONSOLE OUTLINE DWG 3 of 3 A 09-09-81
1C436-1 & -2 FINAL ASSEMBLY 1C404 H 01-08-91
79C192-2 FINAL ASSEMBLY 1C404-1 F 09-09-91
81D157 CHASSIS ASSEMBLY D 10-18-93
30D484 INTERNAL CABLE ASSEMBLY A 04-02-79
40C42-2 SWITCH ASSEMBLY B 09-27-88
36C142-( ) FINISHED ACTUATOR G 06-05-96
1B460-3 SWITCH COMPONENTS - 04-15-74
69D1066 INTERNAL WIRING DIAGRAM D 02-15-91
81D155 P.C. BOARD ASSEMBLY B 05-17-82
81C156 BACKPLATE & ELECTRONIC B 11-24-81
COMPONENT ASSEMBLY
63D354 SCHEMATIC - 04-15-74
SECTION IX
Part E Glideslope Coupler
1C493 OUTLINE DRAWING 1 of 1 H 07-07-93
1C493 OUTLINE DRAWING 2 of 2 - 07-07-93
79D42 FINAL ASSEMBLY H 02-26-90
79C40 INTERNAL CABLE INTERCONNECT G 05-29-92
79D41-1 P.C. BOARD ASSEMBLY 1 of 2 F 07-16-97
79D41-1 P.C. BOARD ASSEMBLY 2 of 2 M 07-16-97
63D168-1 SCHEMATIC E 10-29-98
30C294 INTERNAL CABLE ASSEMBLY B 03-13-89
30C291-( ) EXTERNAL CABLE ASSEMBLY N 02-04-98
SECTION IX
Part F Roll & Pitch Signal Filters
1B440 OUTLINE DRAWING E 03-29-72
1B440-1 OUTLINE DRAWING B 10-09-71
1B440-2 OUTLINE DRAWING - 06-12-74
79B25-1 FINAL ASSEMBLY 1B440 A 07-02-79
79B36-1 FINAL ASSEMBLY 1B440-1 A 04-02-79
79B36-2 FINAL ASSEMBLY 1B440-2 A 04-02-79
63C138-2 SCHEMATIC 1B440 & -2 - 03-29-72
63C161-2 SCHEMATIC 1B440-1 - 03-29-72
1C704 P.C. BOARD ASSEMBLY 1B440 & -2 D 06-21-94
1C704-1 P.C. BOARD ASSEMBLY 1B440-1 D 06-24-82
63C139-1 INTERNAL CABLE ASSEMBLY 1B440 - 03-29-72
& -2
63C162-1 INTERNAL CABLE ASSEMBLY 1B440-1 A 08-01-72

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CENTURY FLIGHT SYSTEMS, INC.

P.O. BOX 610

CENTURY IIB & III

Flight Systems, Inc.

The material in this publication is subject to change.

TO: HOLDERS OF SERVICE MANUAL FOR CENTURY IIB & III

FROM: CENTURY FLIGHT SYSTEMS, INC. PUBLICATION DEPARTMENT

REVISION 6 DATED FEBRUARY 28, 2000

Send your comments to:

SERVICE MANUAL 68S54 CENTURY IIB & III AUTOPILOT

1 June 30, 1994

6 Feb. 28, 2000

SECTION VI GLIDESLOPE COUPLER DETAIL THEORY OF OPERATION

? Ground the work bench and all test equipment.

THE MOS INTEGRATED CIRCUIT

Each new Century Flight Systems, Inc. Autopilot is warranted by the

2.1. DETAILED THEORY OF OPERATION

2.2. REGULATOR AND OSCILLATOR

2.3. ROLL EXCITATION

2.4. SIGNAL PROCESSING

2.6. PHASE DETECTOR/OUTPUT SECTION

3.1. DETAILED THEORY OF OPERATION

3.5. ROLL CIRCUIT

3.7. RATE CIRCUIT

4.6. HEADING SIGNAL

5.1. GENERAL INFORMATION

5.6. INFLIGHT ADJUSTMENTS

5.8. PANEL LIGHTING

6.1. GENERAL INFORMATION

6.2. REGULATOR AND OSCILLATOR

6.3. G/S RADIO SIGNAL PROCESSING

6.4. PHASE DETECTOR

6.5. ARM AND ENGAGE

CIRCUIT BREAKER TRIPS OFF:

TURN ROLL CMD TO

ON CIIB PRESS HDG

ROTATE HEADING BUG START ENGINE IF

CONTROL WHEEL POSSIBLE DEFECTIVE

TUNE A/C RADIO TO IF USING HSI, TURN COURSE

WITH HSI TURN RADIO OFF

WITH HSI, TURN RADIO ON TURN

CONTROL WHEEL NO CONTROL WHEEL

CHECK L-R INPUT TO

END OF QUICK CHECK.

CIRCUIT BREAKER TRIPS

TURN ROLL CMD TO

ROTATE HEADING BUG START ENGINE IF

CONTROL WHEEL POSSIBLE DEFECTIVE

TUNE A/C RADIO TO IF USING HSI, TURN COURSE

TURN HEADING BUG WITH HSI TURN RADIO OFF

WITH HSI, TURN RADIO ON TURN

CONTROL WHEEL NO CONTROL WHEEL

CHECK L-R INPUT TO

END OF QUICK CHECK.

1. START ENGINE IF HORIZON INDICATES

CONTROL WHEEL MOVES

PUSH CONTROL WHEEL

CONTROL WHEEL NO A SLIGHT MOVEMENT OF THE

IF A/C HAS THE

THE G/S ENGAGE LAMP ON THE G/S

ROTATE SIMULATED G/S SIGNAL UP &

ROTATE THE KNOB ON THE RADIO

TEST EQUIPMENT REQUIRED: