C12 Compass

HONEYWELL INC.
BUSINESS AND COMMUTER

AVIATIONSYSTEMS DIVISION
GLENDALE. ARIZONA
C-12 Gyrosyn@ Compass System
Installation and
Maintenance
Manual
PRINTED IN U.S.A, PUB. NO. 15-1147-06 1 DECEMBER IWO

Honeywell
+ STER+Y tisii%rf$T~%!
MANUAL
&
FLIGHT SYSTEMS
AVIONICS OIVISION C-12COMPASSSYSTEM
RECORD OF REVISIONS
I
REv ISSUE DATE By REv ISSUE DATE By REv ISSUE DATE By
NO. DATE INSERTED NO. DATE INSERTED NO. DATE INSERTED
Record of Revisions
Dec 1/80
+PEFRY
FLIGHT SYSTEMS
&%ii%iT~:!&
MANUAL
AVIONICS DIVISION C-12COMPASSSYSTEM
LIST OF EFFECTIVE PAGES
Original ....O....Dec 1/80
SUBJECT PAGE REV NO. SUBJECT PAGE
Title o 105
106
Record of 107
Revisions 0 108
109
List of 110 Blank
Effective 111
Pages 112
0 113
; 0 114
115
Contents 116
0 117
; 0 118
119
List of 120
Illustrations 121
1 0 122
2 0 123
124
List of Tables 125
1 0 126
2 Blank 0 127
128
Introduction 129
1 0 130
2 Blank 0 131
132
system 133
Description 134
0 135
; 0 136
3 0
4 Blank 0 system
Operation
Components 201
Description 202
101 203
102 : 204 Blank
103 0 205
104 0 206
This manual was released for distribution December 15/80.
List of Effective Pages (Page 1)

Dec 1/80
+ 5T-EK’W
FLIGHT SYSTEMS
ksi’ii%ifi:::
MANUAL
&
SUBJECT PAGE REV NO. SUBJECT PAGE REV NO.
system System Sch6~;tics

Operation
(cent) 602 Blank
207 o 603
208 0 604 Blank
209 0 605
210 0 606 Blank
211 0 607
212 0 608 Blank
213 0 609
214 Blank 0 610 Blank
611
Ground Check 612 Blank
301 0
302 0 Removal/Reinstallation
303 0 and Adjustment
304 0 701
702
Fault Isolation
401 0 Shipping/Handling/
402 o Storage
801 0
System Installation 802 Blank o
and Interconnects
501 0
502 0
Mechanical
Installation
503
504
505
506
507
508
509
510 Blank
Electrical
Installation
511
512
513
514
515
516
517
518 Blank
519
520 Blank
List of Effective Pages (Page 2)

Dec 1/80
+ SPERW
FLIGHT SYSTEMS
t!%i%ifiTii%
MANUAL
&
TABLE OF CONTENTS
Sect ion Paraqraph Page No.
1 System Description 1
General 1
:: System Description 1
2 Components Description 101
General 101
;: Components Description 102
A. FX-120, FX-270 Flux Valve 102
B. CS-313 Remote Compensator 106
c. C-12 Directional Gyro 112
D. CC-161 Digital Compass Controller 118
E. SL-120 Slaving Amplifier and 124
Power Supply
System Operation 201
General 201
;: System Functional Description 202
3. Description of System Tie-In 212
of Equipment and Accessories
Ground Check 301
1. General 301
2. Equipment and Materials 301
3. Procedure 301
Fault Isolation 401
General 401
;: Equipment and Materials 401
3. Procedure 401
6 System Installation and Interconnects 501
6.1 Mechanical Installation 503
6.2 Electrical Installation 511
Contents (Page 1)
Dec 1/80
+ S5T-ERiY
FLIGHT SYSTEMS
ksiii%if)?%!
MANUAL
&
AvIONICS DIVISION C-12COMPASSSYSTEM
TABLE OF CONTENTS (cent)
Sect ion Paraqraph &!!Q9Q Page No.
7 System Schematics 601
8 Removal/Reinstallation and Adjustment 701
9 Shippinq/Handl ing/Storage 801
Contents (Page 2)
Dec 1/80
+ ST-ERW
FLIGHT SYSTEMS
:si%ifik!:
MANUAL
&
AvIONICS DIVISION C-12COMPASSSYSTEM
LIST OF ILLUSTRATIONS
U-u.!K Name Paqe No.
1 System Flow Diagram 3
101 FX-120, FX-270 Flux Valves 102
102 FX-120, FX-270 Flux Valve Schematic 104
103 CS-313 Remote Compensator 106
104 CS-313 Remote Compensator Block Diagram 108
105 CS-313 Remote Compensator Schematic 109
106 C-12 Directional Gyro 112
107 C-12 Directional Gyro Block Diagram 116
108 CC-161 Digital Compass Controller 118
109 CC-161 Digital Compass Controller Block Diagram 123
110 SL-120 Slaving Amplifier and Power Supply 124
111 Amplifier Rack Block Diagram 128
112 Slaving Amplifier Block Diagram 130
113 Servo Amplifier Block Diagram 132
114 Control Amplifier Block Diagram 133
115 Servomechanism Block Diagram 136
201 C-12 Gyro Compass System Heading 203

Functional Loop
202 Meridan Convergence Functional Loop 207
203 Coriolis Compensation Functional Loop 208
204 Earth Rate Functional Loop 208
205 Fast Swing Functional Loop 210
206 Turn Cutoff Functional Loop 211
List of Illustrations (Page 1)

Dec 1/80
+ STER<Y
FLIGHT SYSTEMS
#i%kfi\::
MANUAL
&
AVIONICS DIVISION C-1 2 COMPASS SYSTEM
LIST OF ILLUSTRATIONS (cent)
Hs!E Name Page No.
207 Heading Functional Loop 213
501.1 FX-120, FX-270 Flux Valve Installation 505
501.2 CS-313 Remote Compensator Installation 506
501.3 C-12 Directional Gyro Installation 507
501.4 SL-120 Slaving Amplifier and Power 508

Supply Installation
501.5 CC-161 Digital Compass Controller Installation 509
502 Interconnect Diagram 519
601 C-12 Gyro Compass System Schmatic 603
List of Illustrations (Page 2)

Dec 1/80
+ S=ER<Y &sifiiify%’ &
MANUAL
FLIGHT SYSTEMS
AvIONICS DIVISION C-12 COMPASS SYSTEM
LIST OF TABLES
Table Name Page No.
1 System Components 2
101 FX-120, FX-270 Flux Valve Leading Particulars 102
102 CS-313 Remote Compensator Leading Particulars 106
103 C-12 Directional Gyro Leading Particulars 112
104 CC-161 Digital Compass Contro’ ler 119

Leading Particulars
105 SL-120 Slaving Amplifier and Iower Supply 124

Leading Particulars
106 Components of the Amplifier - Power Supply 125
401 Fault Isolation 402
500 System Components, Mounting Clamps/Trays and 502

Mating Connectors
502 Wiring Interconnections 512
List of Tables (Page 1/2)

Dec 1/80
+ 5TER?f
FLIGHT SYSTEMS
ksiii%ffri:! &
MANUAL
AVIONICS DIVISION C-12 COMPASS SYSTEM
INTRODUCTION
This manual provides the general system installation and maintenance instructions
and theory of operation for the C-12 Gyrosyn@ Compass System (System).
This manual includes block diagrams, schematic diagrams, and interconnect

diagrams to permit a general understanding of the system interface. The system
components described in the manual are manufactured by Sperry Flight Systems
Avionics Division, Phoenix, AZ.
Common system maintenance procedures are not presented in the manual. The best
established shop and flight line practices should be followed.
Information on shipping, storage, and handling of all system components is found

in Sperry Publication No. 09-1100-01.
Abbreviations used in this manual are defined as follows:
Abbreviation Equivalent
A/P Autopilot
APS Amplifier Power Supply
CDX Differential Synchro
CF Control Field
CG Center of Gravity
CT Control Transformer
Cx Control Transmitter
DG Directional Gyro
FF Fixed Field
FV Flux Valve
GRD Ground
HDG Heading
LAT Latitude
MAG Magnetic
M/C Meridian Convergence
MG Motor Generator
NC No Connection
VG Vertical Gyro
Introduction (Page 1/2)

Dec 1/80
+bTdER+Y
FLIGHT SYSTEMS
!i!ikir+k\T:%&
MANUAL
SECTION 1
SYSTEM DESCRIPTION
1. General
The System is a gyroscopically stabilized compass system which can be

operated as a free directional gyro (DG) or as a slaved gyro (MAG). Table 1
lists the components and part numbers that compose a System.
2. System Description
The System displays a digital readout of the aircraft heading and provides
synchronizing control that includes latitude control, hemisphere selection,
mode selection, and a visual indication of system synchronization. It also
includes compensation for index error, one- and two-cycle errors, earth rate
and Coriolis error, meridian convergence error, and gimbal and turn error.
Four heading outputs are provided for use with other equipment.
Signal flow between the various system components is shown in figure 1.
Page 1
Dec 1/80
+ SPEK’W
FLIGHT SYSTEMS
:Siii%i:::: &
MANUAL
A/C Ref
System Component Sperry Part No. Des
FX-120 Flux Valve 620359 2P1
or
FX-270 Flux Valve 1775277 2P 1
CS-313 Remote Compensator 2586257-1 3J1
C-12 Directional Gyro 2586333-3* 4J 1

4J2
CC-161 Digital Compass 2586261-1 5J1

Controller
SL-120 Slaving Amplifier 2589226-1 1P7

and Power Supply 1P8
* Sperry now has three different part number C-12 Directional Gyros in service:
Part No. 2586333-1, -2, and -3. The -3 is the model now in current production.
All three part number gyros are directly interchangeable except for one area
where specific wiring installation requirements must be followed.
System Components
Table 1
Page 2
Dec 1/80
+ STERW i!!!i%i:Ti:: &
MANUAL
FLIGHT SYSTEMS
AVIONICS O! VISION C-1 2 COMPASS SYSTEM
GROUND SPEED DOPPLER

RADAR
i
.
C-12 \
CC-161 DIRECTIONAL “
DIGITALCOMPASS GYROSCOPE
CONTROLLER ,e.2\.::““ J \ (,
Ii
-’, ... [y [= u-” ‘---

>1 #
‘gin< l) ,q ‘, 1 @
EARTH RATE DRIFT COMPENSATION 6’/
0“;4’
“9 Co,%$ HEADING
%?43 * AUTOPILOT
““&#@ ! =[ k ]
GYROSCOPE HEADING r
“~ ~ h., &q@ ‘[ .>~
~ ~ ‘-q!~ / ‘“ “
MERIDIAN HEADING
CONVERGENCE CORRECTION
COMPENSATION SLAVING SIGNAL
CORIOLIS
COMPENSATION
~~~ ~
CS-313
REMOTE HEADING SIGNAL AND GROUND SPEED “-.,
cc)MPENSATOR ) {EADING OUTPUTS
v HEADING TO DIGITALREADOUT ANNUNCIATOR SIGNAL
AND POWER ADEQUACY WARNING SIGNAL
/- /3 71 I --l L
--. , COMPENSATED MAGNETIC
HEADING SIGNAL .&j///
Cp
SL-120
SLAVING AMPLIFIER
FX-120 AND POWER SUPPLY
I CORIOLIS COMPENSATION
ONE-CYCLE COMPENSATION
MAGNETIC HEADING “%:’=iiii ~~~ AD-1105
System Flow Diagram

Figure 1
Page 3/4
Dec 1/80
+ STEKW kshf%iiiik!!&
FLIGHT sYSTEMS MANUAL
SECTION 2
COMPONENTS DESCRIPTION
1. General
This section provides an illustration, leading particulars, a brief

description, a theory of operation, and a block diagram or schematic of each
component used in the System. The information is only for the specific
components listed in Section 1, table 1.
Page 101
Dec 1/80
INSTALLATION &
MAINTENANCE
11 FLIGHT SYSTEMS MANUAL
AvIONICS D!vISION C-1 2 COMPASS SYSTEM
2. Components Description
A. FX-120, FX-270 Flux Valve See fgures 101 and 102, and table 101.)
VALVE COMPENSATOR
Ai3- 1066
,?,?
FX-120, FX-270 Flux Valves

Figure 101
Dimensions (maximum):
Lenqth ............................................. 4.90 in. (124.5 mm)

Wid~h ........... ............ *..................... 3.50 in.- (88.9 mm)
● ●
Height .....0... ..................................... 2.06 in. (52.3 mm)
Weight:
Sperry Part No. 1775277 . .............................. 1.7 lb (0.77 kg)

Sperry Part No. 620359 ............................... 1.44 lb (0.65 kg)
Mating Connector (for Sperry Part No. 1775277) ............. CA301O1E-14S-6S
Power Requirements ............. ..... . .. ● ● ● ● ● ● .... 23.5t 0.5 V, 400 Hz, 1 W
FX-120, FX-270 Flux Valves

Leading Particulars
Table 101
Page 102
Dec 1/80
+ b7ERW
FLIGHT SYSTEMS
itt’kf%iiiT~%
MANUAL
&
2. A. (1) Gerteral Description
The flux valve, (figure 101), is a detector which transmits magnetic

information as electrical energy. The flux valve contains a
pendulous sensing element mounted in a damping fluid. A universal
mounting permits this sensing element up to 30 degrees freedan in
roll and pitch, while prohibiting rotation about the vertical axis.
The sensing element consists of a transformer with one primary and
three secondary windings (figure 102), wound about a spider-shaped
core. The secondary windings are positioned lZO degrees apart in a
horizontal plane. The primary winding is located at the center of
the spider-shaped core.
(2) Operation
The flux valve sensing element is pendulously supported to lie in

the horizontal plane. When 400-Hz voltage is applied to the
excitation coil, it saturates the core assembly on both positive and
negative peaks. Thus, the earth’s flux field is alternately
attracted and repelled. Since the earth’s field will be attracted
and repelled once during each alternation of the excitation voltage,
it will induce an 800-Hz current into the output windings. The
output windings are spaced at 120-degree increments, consequently,
the currents produced in the windings are dependent on their
relative direction with respect to the earth’s horizontal magnetic
field, in the same manner as synchro transmitter stator currents
depend on the relative position of the flux field created by the
rotor current. When the three-wire flux valve out[ut (magnetic
heading signal) is connected to the stator of an 8[0-Hz synchro
control transformer, the rotor null position will correspond to the
earth’s field direction.
(3) Latitude and Altitude Gradients
The relative strength of the horizontal component of the earth’s

magnetic field decreases as either geomagnetic pole is approached.
Since the flux valve output depends on the horizontal field
strength, this effect will result in a decrease in signal strength
with a corresponding increase in latitude. The flux valve output
will also decrease with an increase in altitude since the earth’s
field becomes progressively weaker with an increase in altitude.
Compensation for these effects is made in the System.
Page 103
Dec 1/80
+57-ER+Y
FLIGHT SYSTEMS
l!tTAWiW!&
MANUAL
2. A. (4) Effects of Aircraft Vibration
Since the flux valve sensing element is pendulously mounted, any

aircraft vibration or turbulence will cause the sensing element to
oscillate. The greater part of this oscillation is eliminated by
the flux valve damping fluid. Any remaining oscillation causes the
sensing element to sense a portion of the earth’s vertical field,
producing an error signal that is superimposed on the flux valve
output signal.
(5) Other Errors
The flux valve magnetic heading output is affected by static errors:

index, hard iron (one-cycle), and transmission (two-cycle). A
dynamic error is also introduced by Coriolis acceleration. All four
of these errors are compensated for by the remote compensator and
associated circuits.
1 800-CPS
OUTPUT
I 23.5VOLTS,400CPS
SINGLE-PHASE
(EXCITATION)
GROUND
3179-R
Flux Valve Schematic Diagram

Figure 102
Page 104
Dec 1/80
+ ST-ERW &’i&’’ifi%:
MANUAL
&
FLIGHT SYSTEMS
This page intentionally left blank.
Page 105
Dec 1/80
+%T-ER=Y FLIGHT SYSTEMS
~siti%iiT~%&
MANUAL
AVIONICS DIVISION
C-12 COMPASS SYSTEM
2. B. CS-313 Remote Compensator (See figures 103, 104, and 105 and table 102.)
AD 1142
CS-313 Remote Compensator

Figure 103
Length ............................................. 4.78 in. (121.4 mm)

Width .*. ..0.............0..........
● * ..* . 5.75 in. (146.1 mm) ● ● ● ● ● ● ● ● ● ●
Height ..... ...................................... . 1.88 in. (47.8 mm)

● ●
Weight (approximate) ● ......0 .... ● ● ● ..0......*...*..... ● ● .. 1.5 lb (0.68 kg)
Inputs:
Power .. ................. ... ..... 115 t 2V ac, 400 i 5 Hz, 1.75 VA

● ● ● ● ●
Coriolis Signal . . .. . .. . . .. .. ........ 8.2 V ac max., 400 Hz

● ● ● ● ● ● ● ● ● ● ● ● ●
Heading Signal .......................0... .......0 50 mV ac max., 800 Hz
outputs:
One-cycle Error Correction . ............................... t~ to 12 &g

Index Error Correction . ..... . . . . . , . . . . . . . . . .
● ● . . . . . . .● ● ● ● ● ● ● ●
2 deg min
Two-cycle Error Correction ....0.... ................0. ..... tl.4 deg min
Coriolis Error Correction .......0. ...00... ............... ●
1000 kn max.
Doppler Variable Resistor Excitation .......0. ...... 26 t 2 V a~, 400Hz
Mating Connector .. . ..... ● ● ● ● ● . ● ● ............ ● ● ● ● *....... Cannon K03-19-20SW
CS-313 Remote Compensator Leading Particulars

Table 102
Page 106
Dec 1/80
+ SPEK’W
FLIGHTSYSTEMS
ksi%if%! &
MANUAL
AvIONICS OIVISION ‘C-12 COMPASS SYSTEM
2. B. (1) General Description
The remote compensator, (figure 103) is used to compensate for

system errors, including magnetic errors, in the flux valve. It is
housed in a black metal box with detachable cover which provides
access to the control panel. Table 102 gives leading particulars
for the remote compensator. The transmission error (two-cycle)
compensator, differential synchro, and two high resolution variable
resistors are supported by the control panel. The remainder of the
components are mounted on the rear terminal board assembly.
The function of the remote compensator is to correct for one-cycle,

transmission, and index errors. (See block diagram, figure 104 and
schmatic diagram, figure 105.) The remote compensator also
provides excitation for the ground speed variable resistor in the
doppler navigator or the fixed ground speed resistor in the compass
controller, and corrects the flux valve signal for the coriolis
acceleration error. A connector on the front panel permits inter-
connection of the MC-2 Magnetic Compass Calibrator Test Set to the
system to facilitate compass swinging.
(2) Operation (See figure 104. )
In normal operation, transformer T1 provides 26 volts, 400 Hz

excitation for the remote compensator. This voltage is used in the
compensator as the source for the regulated dc power supply. It is
also used to excite the ground speed variable resistor of the
doppler radar or the ground speed fixed resistor of the compass
controller. Diodes CR1 and CR2 provide half wave rectification of
the 26 volts. These two half wave signals, opposite to each other
in polarity, are filtered by capacitors C2 and C3 and resistors R2
and R3. The two filtered signals are then regulated by zener diodes
CR3 and CR4 to produce +6.8 volts dc and -6.8 volts dc.
These dc voltages are fed to the one-cycle error compensator,

resistors R6 thru R1O. Variable resistors R6 and R7 control the
current through dropping resistors R8, R9, and R1O. These currents
are fed to the secondary coils of the flux valve where they are used
to produce a magnetic field to cancel the aircraft permanent field,
which is one major cause of one-cycle error. Variable resistors R6
and R7 provide high resolution and are easy to adjust.
The output voltage of the doppler ground speed variable resistor or

the controller ground speed fixed by resistor is proportional to
lat- tude in the controller. The resultant signal is sent to the
Corlqensator. In the compensator, it is shaped by resistor R13,
reel ified by diode CR5, filtered by resistor R1 and capacitor Cl,
and fed to the flux valve throuqh resistors R4 and R5. The
resulting small dc current prod~ces a field to cancel the component
of the earth’s vertical field that is picked up due to Coriolis
acceleration.
Page 107
Dec 1/80
+ 5T-ER+Y
FLIGHT SYSTEMS
#iki’i’%fi\:!
MANUAL
&
The flux valve heading signal is fed through isolation capacitors

C4, C5, and C6 which prevent the dc currents generated by the one-
cycle error and Coriolis error compensators from flowing through
differential synchro B2 and transmission error compensator B1.
The signal then goes to the transmission error compensator Bl, which
corrects the system two-cycle error. The transmission error
compensator is a synchro-like device consisting of a stator with
three separate windings and a salient pole, high permeability rotor.
One winding is connected in series with each leg of the flux valve.
The rotor may be moved two ways. Rotating the rotor determines
which of the three windings has the highest impedance, and sets the
heading at which maximum correction is provided. A slotted shaft on
the front panel is used to translate the rotor in or out of the
stator windings, varying the magnitude of maximum compensation. The
combination of rotation and translation allcws the transmission
error compensator to be set to correct any two-cycle error.
The heading signal then passes to the differential synchro B2. This
electrical differential rotates the heading signal to eliminate
system index error.
26-VAC GROUND SPEED EXCITATION

~TOOOPPLER GRouND SPEED VARIABLE
RESISTOR OR FIXED GRCMJND SPEED
RESISTOR
‘-s@ @’-w
~
R=l-- ONE-CYCLE
ERROR
COMPENSATOR t
CORIOLIS
SIGNAL ONE-CYCLEAND
FROM I CORIOLIS I CORIOLIS
ERROR COMPENSATION
DIGITAL ~ COMPENSATOR DC SIGNALSTO
CONTROLLER OR CIRCUIT FLUX VALVE
FROM DOPPLER
RADAR
MAGNETIC 7 r COMPENSATED
HEADING MAGNETIC
FROM ISOLATION TRANSMISSION INDEX HEADING
FLUX CAPACITORS ERROR ERROR SIGNALTO
VALVE COMPENSATOR COMPENSATOR CONTROL
. TRANSFORMER
I I 1
I I
Will@ m
MAGNITUDE INDEX AD-1143
DIRECTION
CS-313 Remote Compensator Block Diagram

Figure 104
Page 108
Dec 1/80
+ STE~~ INSTALLATION &
MA~NuT:~ANCE
FLIGHT SYSTEMS
AVIONICS DIVISION C-12COMPASS SYSTEM
‘“”s’’s’”” ‘m
I
.“
9C. C“5
CORIOLIS
CORRECTIONINPUT J <-! ; v u
26V400HzTO DOPPLER RADAR

OR FIXEDGROUND SPEED L<
I 30 26 R12 CRI
WI
I IN645
RESISTORIN CONTROLLER I
I T I00
CR2
IN645
I “13 “1
F--H
IN645 21.5K 47.5K
+i+ 20
4.7 4.7 cl
FLUX VALVE 1 129 +
M< 15
)t-
I 22
G“” TO DOPPLERRADAROR K Jm ,, “3 “2
FIXEDGROUND SPEED RESISTOR < : , 2200 2200
INCONTROLLER 1’ ‘“4 CR3
(Z)J BLK //BLK-WHT 16 Rll
D !1 ,.17
( x’) 2 YEL
4 t~18
TOFLUX VALVE C.T. E -6.8VDC 178K
+6.8Voc
(Y’le3 BLU
{:!: F IN754A
02 01 IN754A
1
N+i(~)–––––7 m
[TRANSMISSION] 1
~ 47 I
I
-“-+
HEADING INPUT P4{yJ––––– 4–1 m
TP-2
“8
{ “+~z~-_- –_ J-+_- 7
*
1 I
(’ A< i(z) I — 36”5K m
I 1. VTP-I
~< l(x)
I ii )
“9 ,.iI
FLUXVALVESIGNALINPUT I 1 — .- I
I Ill
30.IK
,(Y) 3
‘( I I
I
I15V400Hz INPUTFOR
I
we––––q 1~1
I
---R--J
60.4K
EXTERNAL READOUT
11,1
{
V<L-T I 1~~
INOTE
I 13 111 i R4
I15V400Hz —-
“43:–J I I
EXCITATION 82.5K
TO EXTERNAL I //
READOUT { E{~–––~ Ill .
Ill I “5
c<; 1 I
— .
I
42.2K
MC2
CONNECTOR
(FOR
B< I
Ill
1 — II NOTES:
AIRCRAFT
SWINGING) ,
1’1
I 1.ALL RESISTANCEVALUES Expressed INOHMS.
ALL CAPA’lTANcEv“LuES EXPRESSEDIN
— I MICROFARADS.
<! I
Ill 2. REFERENCE DESIGNATIONS
ARE ABBREVIATED,
F l(x)
“+T–––––-4 ~ , EXCEPT FOR CONNECTORS.PREFIXDESIGNATIONS
WITH UNIT NUMBER(3).
HEADING J++(L)–––––––~ ~ 3. CONNECTIONS SHOWN DASHEO ARE USEO ONLYON
OUTPUT REMOTE MAGNETI’ COMPENSATOR,PART NO,
Ke~z) ———— I
———. —— 2506257-3. AD-1144
CS-313 Remote Compensator

Schematic Diagram
Figure 105
Page 109/110
Dec 1/80
Page 111
Dec 1/80
+~ER=Y FLIGHT SYSTEMS
i!&ii-’kf%:&
MANUAL
AVK)NICS OIVISION C-1 2 COMPASS SYSTEM
2. c. C-12 Directional Gyro (See figures 106 and 107, and table 103.)
b .
Gf=- ‘9
%
C-12 Directional Gyro

Figure 106
—.
Length ..... ● ........ ... ............. ...

● ● ● . ● ● ● ● ● ● ● ●
8.31 in. (211.1 mm)
Width ......*. . ................. ...... ... . ..
● ● ● ● ● ● ● ●
7.31 in. (185.7 mm)
Height ......................=.... ..=O ....0 *.*.=*.* ●
6.94 in. (176.3 mm
Height (shock mounts extended) . , .,.. ..... .... ● ● ● ● ● ● 7.31 in. (185.7 mm 1
Weight (maximum) ...... ● ● .................................... 10 lb (4.5 kg)
Power Requirements:
Starting ....0.0.. ................................* 115 V, 400 Hz, 47 VA

Running .........**.. ..............* .. . .. . .
● ● ● ● ● ● ● ● 115 V, 400 Hz, 29 VA
Gimbal Freedom:
Vertical ...*.0... .... . ...... ..... .... .................... 360 deg

● ● ● ● ● ●
Horizontal ....... ......... ... .... .. 0 .. . . . . .

● . . . . . .
●
t85 deg
● ● ● ● ● ● ● ● ● ● ● ●
Gyro Drift Accuracy (latitude corrected) ................. tl deg per hr
C-12 Directional Gyro Leading Particulars

Table 103
Page 112
Dec 1/80
j~ bT”EreY
FLIGHT SYSTEMS
Kiii%tk’:! &
MANUAL
Mating Connectors:
J1 ..............................0.0 .......0... ...... SN

Cannon K03-19-20SW
J2 ..................................0..... .........0 SN
Cannon KO3-16-1OSW
Mounting . ......... ............... .

● ● ● ● . . . . . . . . ● . . . . . . . . . . . . . ● . . . Hard tiount
C-12 Directional Gyro Leading Particulars

Table 103 (cent)
2. c. (1) General Description
The directional gyro provides the basic heading stabilization for

the System. It cons sts of a hermetically sealed case containing
the gyro proper, and a base assembly containing earth rate power
supply, drift bias c rcuit, slaving amplifier stage, and gimbal
error corrector.
(2) Operation
(a) Gyro Level ing
The gyro is leveled by means of a leveling motor that is fed

from a tilt switch. When the tilt switch is off-level, voltage
is applied to only one side of the leveling motor field,
producing a torque that levels the gyro. When the tilt switch
becomes level, equal voltage is applied to both sides of the
leveling motor field, producing equal fields that cancel and
provide zero net torque.
(b) Gyro Slaving
With the System in the MAG mode, a heading error signal is

developed when the system heading does not agree with that of
the flux valve. This signal is amplified by the slaving
amplifier in the amplifier power supply and applied as a
heading correction signal to the slaving amplifier stage
located in the directional gyro base. The slaving amplifier
output is applied through the MAG-DG relay to the slaving
motor.
The slaving motor, which is located between the inner and outer
gimbals, applies a torque around the gyro inner axis. Due to
gyroscopic action, this torque causes a precession about the
vertical or azimuth axis. The motor applies the torque until
the magnetic error of the servomechanism is reduced to zero.
Page 113
i)ec 1/80
<> STdER<Y
FLIGHT SYSTEMS
iti’iiki’T~:!
MANUAL
&
2. c. (2) (c) Meridian Convergence Error
Meridian convergence error is a result of the directional gyro

maintaining a fixed direction in space while the meridians
converge at the poles. If a directional gyro moves in an east
or west direction at a point not along the equator, the
relative angle (E) between the directional gyro spin axis and
the meridian line will vary. This is because the meridian
lines change their angle slightly, due to convergence, while
the directional gyro spin axis remains fixed in space. As the
latitude angle is increased, the effect, which is proportional
to the tangent of magnetic latitude, will also increase. This
effect causes an apparent directional gyro drift. In theMAG
mode, a meridian convergence compensation signal is generated
in the amplifier power supply and applied to the gyro slaving
amplifier stage, causing the directional gyro to precess at a
rate to compensate for the apparent drift due to meridian
convergence.
(d) Drift Bias
The drift bias control circuit produces a signal that corrects

for any steady drift of the directional gyro. The MAG-DG
relay switches the drift bias signal to the slaving motor when
the System is in the DG mode.
(e) Earth Rate Correction
The earth rate power supply is located in the directional gyro

and provides a regulated, 108-volt dc output that is used for
earth rate correction. This regulated dc voltage is fed to the
earth rate and Coriolis compensation circuit in the digital
compass controller. The LATITUDE control in this circuit sets
the dc output current amplitude in accordance with the latitude
setting; the current is then returned to the proper latitude
correction coil in the directional gyro. This dc current in
the coil generated eddy currents in the rotor. The interaction
of the coil field and the field of the eddy currents causes a
torque to precess the gyro. This type of precession device
produces a precession rate independent of gyro speed. As the
gyro rotor speed decreases (due to a frequency change), the
eddy currents are reduced, thereby reducing the torque. The
lower torque causes the same precession in the slow gyro rotor
as occurs at normal speed.
Page 114
Dec 1/80
2. c. (2) (f) Gimbal Error Correction
Gimbal error is a varying error in unlevel aircraft attitude

due to the two-gimbal suspension of the gyro. A transformer is
the controlling element of the gimbal error corrector in the
directional gyro. It simulates a varying impedance to produce
a two-cycle error that cancels the roll-induced gimbal error.
A signal proportional to the sine of the roll angle is obtained
from the XY legs of the roll transmitter in the vertical gyro.
This signal is rectified and applied to a transistor that in
turn determines the impedance, and thus the gimbal error
correction signal at the transformer secondary.
(g) Directional Gyroscope Output Signals
Two synchro transmitters are in the directional gyro. The

automatic pilot synchro transmitter provides directional gyro
heading to the automatic flight control system. The heading
synchro transmitter provides heading through the gimbal error
corrector. Only the heading synchro is corrected for gimbal
error.
(h) Gyro Motor and Rotating Race Circuits
The gyro motor is a split-phase motor that operates from 115

volts, 400 Hz. It is mounted in the inner gimbal which forms a
sealed enclosure around the rotor. The inner gimbal is mounted
to the outer gimbal using rotating race bearings. The rotating
race principle greatly reduces random gyro drift by averaging
out bearing torques. The outer races are driven by the
rotating race motor. The direction of rotation is determined
by electronic switching. This switch makes contact
approximately every 2 minutes and reverses the direction of
bearing rotation.
Page 115
Dec 1/80
INSTALLATION &
+ SPERW MAINTENANCE
FLIGHT SYSTEMS MANUAL
LEVELING AND
115 vOLTS
400 Hz
ROTATING RACE
CIRCUITRY
l_15_ ROLL SIGNAL
VERTICAL GYRO
FROM
~ I r--------~
EARTH RATE
SIGNAL FROM
OIGITAL
CONTROLLER +=H~t,i=H=h== I I
I
I
I
I
+27.5 VDC * SLAVING
FROM OIGITAL ~ MAG-DG MOTOR
CONTROLLER RELAY B3
~
(IN MAG MOOE)
A A
36 VDC FROM
AMPLIFIER-
POWER SUPPLY
HEADING
REGULATEO
CORRECTION SLAVING
SIGNAL 1- AMPLIFIER
‘ DRIFT 108 vDC
0::::: BIAS TO 01 GITAL
MERIOIAN
CONTROLLER
CONVERGENCE
SIGNAL FROM I
AMPLIFIER- t
BIAS 115 VOLTS
POWER SUPPLY lr b ,3357
400 HZ
C-12 Directional Gyro
Block Diagram
Figure 107
Page 116
Dec 1/80
+ 57+ER<Y iti’ki#iiiTi%&
Page 117
Dec 1/80
lNSTALLATION&
+ >T*E~~ MAINTENANCE
FLIGHT sYSTEMS MANUAL
AVIONICS OIVISION C-12 COMPASS SYSTEM
2. D. CC-161 Digital Compass Controller (See figures 108 and 109, and table
104.)
CC-161 Digital Compass Controller

Figure 108
Page 118
Dec 1/80
Length .................... ........................ 6.13 in. (155.7 mm)

●
Width ... .... 0 ..**... . O.......*.. . ........... 5.75 in. (146.1 mm)
● ● ● ● ● ● ●
Height ......0....................................... 2.63 in. (66.8 mm)
Weight (maximum) ......0.... . ..... ...... ● ● ● ● ● *......*....... 2.5 lb (1.1 kg)
Inputs:
Motor Fixed Field Excitation ................ 26 t 3 V ac, 90-deg phase ●
Generator Excitation ........0 .*........... O ... ... . ... lo~zvac ● ● ● ● ● ●
Servo Amplifier DC Supply Voltage ................... .... +50 ~ Z V dc ● ●
Earth Rate Voltage . *....*... ... * . . .. ..... ...

● ● +108 f 4 V dc ● ● ● ● ● ● ● ● ● ● ●
Annunciator Signal .........................

●
+5.7 V dc max. full scale ●
Power Adequacy Signal .. .. .. .. . . . . . . .

● ●
+27.0 V dc max.; 0.5 V min
● ● ● ● ● ●
Mode Switch Input ....... .. ........ ...... .... .. +27.5 ~ 2.5 V dc

● ● ● ● ● ● ● ●
Gyro Heading Signal ... . . . ....... ................... 11.8 V ac max.

● ● ● ● ●
Ground Speed Signal . ......... .......... ........... .... 26 V ac max.

● ● ● ●
Gyro Stabilized Heading Signal .. ... ...*. .......0 . .0 . 11.8 V ac max. ● ● ● ●
Lighting Power . ............... ............. ..... ....... 5Vacordc ● ● ●
outputs:
Mode Switch Output . ................................. +Z7.5 t 2.5 V dc

● ●
Synchronized Heading Signal . ...... ......*. ..... ..... 11.8 V ac max. ● ● ● ●
Coriolis Signal .*.............. ........................ 8.5 V ac max.

● ●
Earth Rate Signal . ......*.. ........ .. .. ..... +29 f 1 V dc max.

● ● ● ● ● ● ● ● ●
Ground Speed Signal . .......... ........................... 26 V ac max. ●
Digital Heading Indication . ... ..... ................ Visual display

● ● ● ● ●
Power Adequacy Indication . .............................. Visual display
Mating Connector ● .... .... ..... ....*.

● ● ● ● ● .,... ...... ● ● ● Cannon KOA3-21-38SN
Mounting ... ..........................................

● Unit Screw Fasteners
CC-161 Digital Compass Controller

Leading Particulars
Table 104
Page 119
Dec 1/80
<} 5T*ER<Y
FLIGHT SYSTEMS
&si#iiT~%&
MANUAL
2. D. (1) General Description
The CC-161 Digital Compass Controller is a panel mounted unit used

for controlling the System. Located on the front panel are the
MAG-DG mode selector switch, LATITUDE switch, LATITUDE control,
synchronizing control, null meter (annunciator), power failure
indicator, and digital HEADING indicator (counter).
(2) Operation
(a) General
The digital compass controller provides a digital readout of

aircraft heading and contains the necessary motor-generator,
servo amplifier, and control transformer to operate the readout
device. In addition, the digital compass controller contains
an annunciator, a power failure indicator, and an earth rate
and Coriolis compensation potentiometer, along with the MAG-DG
mode switch, LATITUDE switch, LATITUDE control, and
synchronizing control required for System operation.
(b) Synchronization
The synchronizing control provides a means for manually setting

the System to any desired heading in the MAG or DG mode. It
consists of a knob for manual control of a synchronizing
differential placed between the directional gyro heading
transmitter and the servo control transformer in the
servomechani sm. The synchronizing differential rotates the
gyro heading signal output to produce a heading signal that
drives the servomechanism in the amplifier power supply.
(c) Annunciator
The annunciator provides a visual indication of System

synchronization in the MAG mode. It is powered from the
demodulator in the slaving amplifier of the amplifier power
supply. When the annunciator-needle is properly centered, the
System is synchronized to magnetic heading.
(d) Mode Selection
The mode selector switch is a sinale-Dole. double-throw SW” tch

that controls a 27.5-volt dc suppiy. ‘In ~he MAG mode, this
voltage is supplied to the amplifier power supply and the
directional gyro, where it operates relays to control the
signals applied to the slaving torque motor and dc biasing
voltages. This voltage is routed through turn rate cutoff
relay 1A4K2 prior to application to the MAG-DG relays.
Page 120
Dec 1/80
INSTALLATION &
+ SPEKW MAINTENANCE
2. D. (2) (e) Power Adequacy Indicator
The power failure indicator shows when the power supply voltage
drops to a level that is insufficient for reliable compass
operation. The signal for this indicator is supplied from the
amplifier power supply and indicates when the voltage to the
System drops to less than approximately 75 percent of its rated
value. A voltage less than this can reduce gyro motor life and
will downgrade System performance.
(f) Digital Readout
A digital heading indication is provided by a HEADING

indicator. The heading input from the servomechanism (in the
amplifier power supply) is fed to the control transformer
stator. Any error signal on the control transformer rotor is
amplified by the servo amplifier which causes the motor in
motor-generator 5MG1 to drive in a direction to null the
control transformer rotor. The motor also drives the digital
HEADING readout. The generator portion of 5MG1 provides rate
feedback to ensure servo stability. Power for transistor
biasing, motor fixed field excitation, and generator excitation
is provided by the amplifier power supply.
(g) Earth Rate and Coriol is Compensation
The earth rate and Coriolis compensation circuit provides

correction for earth rate and Coriolis acceleration error. It
consists of a dual-section variable resistor and associated
components. Both sections of the variable resistor are
controlled by the LATITUDE control and provide the Coriolis and
earth rate correction signals required at the latitude
corresponding to the control setting.
The earth rate correction signal is derived for a regulated

108-volt dc input from the directional gyro. This input is
applied to one section of the latitude potentiometer where the
amount of earth rate error correction required at the aircraft
latitude is obtained. The resulting earth rate correction
signal is applied through the LATITUDE switch to the proper
earth rate correction coil in the directional gyro. The
LATITUDE switch is used to select proper directional gyro
precession coil input for operation in either the northern or
southern hemisphere.
The Coriolis correction signal is derived from a doppler radar

ground speed signal that is applied to one section of the
latitude potentiometer. Output from the section is thus a
function of both ground speed and latitude. This output is
applied to the remote compensator.
Page 121
Dec 1/80
+ 5TER<Y %Siii%iiiii%
&
FLIGHT SY.STEMS MANUAL
The ground speed signal from the doppler radar also goes
through the LATITUDE switch and is applied to the amplifier
power supply where it is used to generate a meridian
convergence compensation signal. The LATITUDE switch sets the
phase of the correction signal for operation in either
hemisphere.
Page 122
Dec 1/80
+ 5TdER?f
FLIGHT SYSTEMS
#!!k?t%tif)??::
MANUAL
&
+275 VOC
AMPLIFIER- 51 GYROSCOPE *
1 J RELAY
POWER SUPPLY
(IN MAG MOOEI
NOTE:
4 SYNCHRONIZING
CONTROL
w IN AMPLIFIER-POWER SUPPLY PN 2589226-I,
THIS vOLTAGE IS ROUTEO THRU TURN CUTOUT
RELAY IA4K2 PRIOR TO APPLICATION To MAG-DG
RELAYS
CORIOLIS SIGNAL
LATITUDE ~ ~=:ToR
KNOB
REGULATED 108 VDC ~ EARTH RATE
FROM DIRECTIONAL SIGNAL TO
GYROSCOPE / EARTH RATE LATITUOE ~ DIRECTIONAL
AND CORIOLIS EARTH RATE SIGNAL ~ (N-S) GYROSCOPE
COMPENSATION SWITCH
GROUNO SPEED COMPUTER 52 ~ GROUND SPEEO
SIGNAL FROM SIGNAL TO
DOPPLER RADAR SERVO-
MECHANISM IN
AMPLIFIER-
POWER SUPPLY
GYRO STABILIZED
HEADING SIGNAL
FROM SERVO- HEAOING
FOLLOWUP SERVO
MECHANISM ~ AMPLIFIER
+
ASSEMBLY CT
z 102 – - ‘g:~L ,--w-+--]
IN AMPLIFIER - B2
POWER SIJPPLY
A
t RATE FEEDBACK I
I
I
I :360 .-— ——— ——— ——— ——. —--- ___ ___ ___ ___ ___ J
3356
@
CC-161 Digital Compass Controller Block Diagram

Figure 109
Page 123
Dec 1/80
+ S7ER<Y
FLIGHT SYSTEMS
ksk%i:Ti:!
MANUAL
&
2. E. SL-120 Slaving Amplifier and Power Supply (See figures 110 thru 115, and
tables 105 and 106.)
SL-120 Slaving Amplifer and Power Supply

Figure 110
—-—
Length ............. .............................. 14.19 in. (360.4 mm)

●
Width ................. ..... .......

● ● . ......... 2.41 in. (61.2 mm)
● ● ● ● ● ●
Height ............................................. 7.84 in. (199.1 mm)
Weight (maximum) . .........

● ● ● .............*..0......... ... ● 6.0 lb (2.7 kg)
Inputs:
Power . ..................................... 115.Ot 11.5 V, 400 t 20 Hz

Compensated magnetic heading signal .................. 0.045 V ac, max. ●
Ground speed signal . .................................... 26 V ac, max. ●
Synchronized heading signal ....................... .... 11.8 V ac, max. ●
Transmitter synchros 1A5B2 through

1A5B5 excitation ....................................... 26 V, 400 tiz
MAG-DG relay excitation . ..................................... 27.5 V dc
Doppler excitation ........................................ 26 V, 400 Hz
SL-120 Slaving Amplifier and Power Supply Leading Particulars

Table 105
Page 124
Dec 1/80
+ S7EWW &t’#%&i%’&
AVIONICS DIVISION C-12 COMPASk SYSTEM
outputs:
Induction compass transmitter excitation ................ 23.5 V, 400 HZ

MAG-DG switch signal ........0.*........ ........ ... ... .... 27.5 V dc ● ● ● ●
Digital controller power adequacy signal . .............. 27.5 V dc, max.

External indicator power adequacy
signal ... ........ ● . .......*....... Shorted when power is adequate
● ● ● ●
Doppler ground speed variable

reslstorexcltatlon . .................................... 26 V, 400 Hz
Heading outputs 1A5B1 through 1A5B5 .................... 11.8 V ac, max.

Digital controller annunciator signal ... ................. 7 V dc, max. ●
Directional gyro slaving signal ............, .... 2.0 ~ ().3 V ac, max.
● ●
Mating Connectors:
P7 . .......................... .. .................... ● ●
Cannon DPA-32-33S
P8 ............. ...........,..........,.............
● ● Cannon DPA-32-33S
Mounting .. . ● ● ● ................. ............... .....

● ● 1/4 ATR Mounting Tray
SL-120 Slaving Amplifier and Power Supply

Leading Particulars
Table 105 (cent)
Component
Nomenclature Part No.
—— —
Amplifier-power supply rack 2589228-1

(amplifier rack)
Electronic control amplifier lA1 2579546-2

(slaving amplifier lA1)
Amplifier subassembly 1A2 2586427

(slaving amplifier 1A2)
Electronic control amplifier 1A3 2579545-1

(servo amplifier 1A3)
Electronic control amplifier 1A4 2589227-1

(control amplifier 1A4)
Amplifier servomechanism 1A5 2586258-1

(servomechanism 1A5)
Components of the Amplifier-Power Supply

Table 106
Page 125
Dec 1/80
<>ST”ER<Y ifii%i:T~%&
MANUAL
FLIGHT SYSTEMS
2. E. (1) General Description
The SL-120 Slaving Amplifier and Power Supply (amplifier-power

supply) provides the necessary electronics for the System. It
consists of electronic components card assemblies and a
servomechanism with associated wiring located within a short 1/4 ATR
rack. The front panel of the rack contains 18 colored test points,
a switch, and a variable resistor. A cover is provided to enclose
and protect the unit. Electrical connections are made through two
electrical connectors on the rear of the rack.
(2) Operation
(a) General
The amplifier-power supply consists of the following functional

units: amplifier rack, two slaving amplifiers, servo
amplifier, control amplifier, and the servomechanism. The
amplifier rack mounts and interconnects the other subassemblies
and provides power for the System. The slaving amplifier
subassemblies provide signals to precess the directional gyro
in relation to the earth’s magnetic field, and corrects for the
meridian convergence effect when the System is in the MAG mode.
The servo amplifier drives the motor-generator in the
servomechani sm. The servomechanism performs the following
functions: provides heading output signals, resolves ground
speed, provides an output proportional to the magnitude of the
horizontal components of the earth’s field, and develops the
System heading error. The control amplifier contains a fast
swing circuit, which switches the slaving signal from slaving
amplifier lA1 to servo amplifier 1A3, allowing fast followup by
the servomechanism, and a turn rate cutoff circuit, which
automatically switches the System from the MAG to the DG mode
of operation when the aircraft rolls.
(b) Amplifier Rack
In addition to mounting and interconnecting the servomechanism,

servo amplifier, control amplifier and slaving amplifier
subassemblies, the amplifier rack (figure 111) provides Systan
power and the signal for the power adequacy indicator. It also
contains a power supply, MAG-DG relay, a compass swing switch,
and a power adequacy relay. A fast swing variable gain adjust
resistor is provided on amplifier-power supply. Eighteen tip
jack test points are provided on the front panel of the rack to
aid in troubleshooting.
Page 126
Dec 1/80
{+ SPER’?W
FLIGHT SYSTEMS
K!Ju%i%: &
MANUAL
AVIONICS OIVISION C-1 2 COMPASS SYSTEM
The 115-volt, 400-Hz input power is applied to a power

transformer that supplies 10-volt ac, 23.5-volt ac, and 26-volt
ac power to various System components. Two capacitors provide
phase-shifted, 26-volt, 400-Hz outputs to the fixed fields of
motors in the servomechanism and digital compass controller.
The power transformer also supplies 45 volts, 400 Hz to three
full-wave diode rectifiers. In addition, the amplifier rack
contains a dual half-wave rectifier, one zener diode voltage
regulator, a power adequacy relay and associated circuit, and a
MAG-DG relay.
One full-wave rectifier supplies 45 volts dc to servo amplifier

1A3. In the MAG mode, the 45 volts dc is supplied through the
MAG-DG relay to a voltage divider that supplies 36 volts dc to
slaving amplifier 1A2. A portion of the voltage divider output
is regulated by a zener diode to provide regulated 20 volts for
the slaving amplifiers. A second full-wave rectifier supplies
dc voltage to bias the output stages in the servomechanism and
digital compass controller. This rectifier also furnishes the
27.5 volts dc to the mode selector switch in the digital
compass controller. The third full-wave rectifier provides the
power and the positive reference voltage to the power adequacy
circuit. A dual half-wave rectifier functions as a frequency
doubler and provides an 800-Hz reference voltage to slaving
amplifier lA1. A negative voltage from one of the dual
rectifiers provides the signal input to the power adequacy
circuit.
The power adequacy circuit controls the execution of power

adequacy flag in the digital compass controller and the power
adequacy relay which provides an interlock.
Page 127
Dec 1/80
+STER=<Y
FLIGHT SYSTEMS
:!i’i%E’i’i’ii&:&
MANUAL
r——————
26 ‘AC
“’v--’’v”c”o” 45 “AC
I) -
I
FuLL-WAVE
RECTIFIER
I %45vDC TO SERVO AMPLIFIER IA3
36 VDC
TO
M;~;A$G VOLTAGE
SLAVING
DIVIDER
KI AMPLIFIER IA2
AND FILTER
27.5 “DC (MAG MODE
FROM DIGITAL ONLY)
CONTROLLER +
(MAG MODE ONLY) 20 “DC
ZENER
* REGULATED
DIODE
TO SLAVING
REGULATOR
AMPLIFIER IA2
TO SERVO-
MECHANISM
MOTOR CENTER
TAP
I I
FULL-WAVE
~
RECTIFIER 275 “DC
TO MAG-DG
FILTER + SWITCH IN
DIGITAL
+ ) CONTROLLER
TO POWER
ADEQUACY
POWER
FULL-WAVE EXCITATION FLAG IN
~ w ADEQUACY
RECTIFIER SIGNAL DIGITAL
CIRCUIT
CONTROLLER
POWER INTERLOCK
ADEQUACY 26 “AC
RELAY TO DOPPLER
DUAL K2 GROUNO SPEED
115 v, 400HX HALF- WAVE CONTROL
+ RECTIFIER 800-Hz .~
REFERENCE NO.I SYSTEM N0.2 SYSTEM
TO SLAVING DOPPLER EXCITATION VOLTAGE
AMPLIFIER (33511
Amplifier Rack Block Diagram

Figure 111
Page 128
Dec 1/80
+ >T*ER<Y iki!%k%i%!
MANUAL
&
FLIGHT SYSTEMS
2. E. (2) (c) Slaving Amplifiers
The slaving amplifier (figure 112) is constructed on two cards,

labeled as lA1 and 1A2.
~ Slaving Amplifier lA1
The operation of slaving amplifier lA1 is as follows: The

heading error signal from 1A5B8 in the servomechanism is fed
to the 800-Hz preamplifier. This signal is the basic error
signal to which the System is slaved when it is in the MAG
mode. The magnitude of this signal is proportional to the
angular error between the flux valve and the servomechanism
heading, and its gradient is a function of the strength of
the horizontal component of the earth’s magnetic field. The
signal amplitude will oscillate as the flux valve pendulous
sensing element oscillates due to vibration. The
preamplifier is linear up to inputs of as much as 15 degrees
of error in a standard field. This means that in a
synchronized condition the flux valve sensing element can
swing through t4 degrees in a standard magnetic field
without saturating the preamplifier, and errors due to
amplifier saturation will not be present in this stage. The
transistors in this stage are biased by stabilizing diodes
and a thermistor that compensate the temperature
characteristic of the transistors by changing the bias
proportional to temperature.
The output of the preamplifier is applied to the demodulator

where the 800-Hz error signal is changed to a dc signal with
a polarity that depends on the phase of the input error.
This stage supplies the dc signal that operates the
annunciator in the digital compass controller and that is
fed to the integrators. Since the natural frequency of the
flux valve pendulous sensing element oscillation is from two
to five cycles, the integrator will remove all signal
changes due to these oscillations. The integrator output
is, therefore, the average value of the error signal. This
filtered dc signal is then fed to a modulator which converts
it to a 400-Hz signal. The error signal is now free from
flux valve oscillations and harmonics.
The error signal is fed to the variable gain amplifier.

This circuit counteracts loss of slaving sensitivity when
the earth’s magnetic field is weak. The variable gain
amplifier gains varies inversely with the earth’s field
strength. This action is accomplished by the action of a
unitunnel diode. The impedance of this diode is controlled
by the current fed to it. If the current goes up, the
impedance goes down and reduces the emitter impedance,
causing the gain to increase.
Page 129
Dec 1/80
r
ANNUNCIATOR SIGNAL
TO DIGITAL CONTROLLER
r———— ——— ——————— —.—— ———.— —————— —____ __
HEADING I I t
ERROR
SIGNAL
FROM B8 ~ PREAMP DEMODUL AToR + INTEGRAToR + MODULATOR
IN SERVO-
MEcHANISM I
‘cl .---1 L
‘“m&E!!!&
I I
1.————.-— .— _ —— —— —_ ——— — ——————————
IAIJ
800Hz
REFERENCE
FROM AGC
AMPLIFIER RACK
400 Ht .——. —
REFERENCE
FROM AMPLIFIER .— —— —— ——————————
RACK
I
— 1
i :;;!o,hti
3- ‘
EARTH’S FIELD SIGNAL EAI?T#S FIELD AGCAND MERIDIAN VERGENCE
I
FROM 98 IN SERVO- COMPUTER CONVERGENCE CONVERGENCE AMPLlf IER SIGfUALTO
MECHANISM
E-w GROUNO SPEED

7
AMPLlfKR CONTROL
T COMPUTER
L
~DIRECTIONAL
GYROSCOPE
SIGNAL FROM 061N

SERVOMECHANISM
I
1 ‘- f I
I
L ——. .—— .—— ——— ——. —

IA2J
o-u
I-DSIJ
f)LcJ
+
The unitunnel diode control current is supplied by the

earth’s field computer on slaving amplifier 1A2. The output
of the variable gain amplifier is, therefore, a 400-Hz
voltage error signal that is nearly independent of field
strength variation. The slaving sensitivity thus does not
deteriorate at high altitude.
The output signal from the variable gain amplifier on servo

amplifier lA1 is then fed through a gain stage and a slaving
limiter which limits the output of the amplifier to provide
a slaving rate of between 1 and 2 degrees per minute. The
output is then fed to the slaving amplifier stage located in
the directional ,gyro base, where it is summed with the
meridian convergence signal to precess the directional gyro
in the MAG mode.
~ Slaving Amplifier 1A2
An 800-Hz signal proportional to the horizontal component of

the earth’s field is applied from 1A5B8 of the servo-
mechanism to the earth’s field computer. The signal is
amplified, rectified, and shaped to provide the proper
control current for gain control in slaving amplifier lA1.
Slaving amplifier 1A2 has a meridian convergence conputer,
similar to the variable gain amplifier of servo amplifier
lA1, which generates the meridian convergence signal. The
meridian convergence rate is approximately proportional to
the east-west component of ground speed and the tangent of
the magnetic latitude. The magnetic latitude can be
determined by measuring the magnitude of the horizontal
component of the earth’s magnetic field. The convergence
rate is generated by a gain control amplifier in the same
manner as on servo amplifier lA1, except that the input to
the gain control amplifier is the east-west component of
ground speed (supplied from the doppler variable resistor
through the digital compass controller LATITUDE switch and
resolved in the servomechanism). The gain variation, caused
by biasing the unitunnel diodes with a signal derived from
the magnitude of the horizontal component of the earth’s
magnetic field, shapes the amplifier output. This output is
amplified and applied to the slaving amplifier stage located
within the directional gyro base. The amplified signal is
fed to the directional gyro slaving motor which precesses
the gyro at a rate that compensates the effect of meridian
convergence in the MAG mode.
(d) Servo Amplifier 1A3
The servo amplifier (figure 113) contains three stages: pre-

amplifier, quadrature eliminator, and power amplifier. The
servo amplifier provides the control field signal required to
drive the motor generator in the servomechanism.
Page 131
Dec 1/80
AVIONICSDIVISION C-12 COMPASS SYSTEM
The preamplifier receives a servo error signal from the servo

control transformer in the servomechanism and amplifies this
signal. Under normal operation the servo is very near null at
all times and only a low-level signal is present.
The quadrature eliminator removes the out-of-phase component of

the error signal, which could cause amplifier saturation, thus
improving overall performance of the servo system. It consists
of a demodulator, a filter, and a modulator.
t
SERVO
ERROR
SIGNAL QUADRATURE
PI?EAMP +
FROM 07~ ELIMINATOR
IN SERVO-
“Rg”
MECHANISM A
MGI
R ATE
FEEDBACK
SIGNAL
-J
FROM MGI
INSERVOMECHANISN
Servo Amplifier Block Diagram

Figure 113
The demodulator serves as a synchronous switch, synchronized

with a 400-Hz reference voltage. The in-phase component of the
error signal is demodulated and changed to a dc signal with a
polarity that depends on the phase of the input error. The
quadrature, or out-of-phase component, is removed by means of
the demodulator action. The filtered dc signal is then fed to
the modulator which converts it back to a 400-Hz signal. The
error signal is now free of quadrature and noise.
The quadrature eliminator output signal is transformer-coupled

to the power amplifier. The transformer primary is tuned to
400 HZ to reduce the harmonic content of the error signal. The
driver stage is biased by means of a stabilizing diode and is
transformer-coupled to the output stage. The output stage is a
push-pull configuration that is forward-biased to operate class
AB . The output signal is fed to the mntor-generator in the
servomechani sm.
(e) Control Amplifier 1A4
The control amplifier (figue 114) used with the amplifier-power

supply consists of a dc power supply, a fast swing amplifier,
and a turn rate cutoff amplifier.
Page 132
Dec 1/80
j~5TER4Y ks%:iiT~:!&
AvIONICS DIVISION C-1 2 COMPASS SYSTEM
The dc power supply consists of one resistor, two filter

capacitors, and two The input to the dc
regulator diodes.
power supply is an unfiltered 45-volt dc source. The dc power
supply provides a regulated 5-volt dc bias for the two
integrated amplifiers and a 29-volt dc B+ output.
I CONTROL Amplifier IA4 - –~

._— ——— .—— -- --
FAST SWING
FROM SERVO CT(
I 1
GAIN CONTROL
‘1 I a 1 1,
FAST SWING 6
2
TO IA3 INPUT
FAsT SWING PHASE SHIFT >
Al
1 BRIDGE 37 NETWORK 4+-1+
SWITCH <
RECTIFIER
26V INPUT , ,
KI _
{
POWER GROUNO< 4)
—— ——— .—— -— ––d

I
I
I .— —— , .—— .—— ——
TuQ~-tTATE CUTOFF
I
26v ( I
.DEMODULATOR
~ ; + I
R~Np”[j+*~]
TURN CUTOFF
Y 2: GROUNO
TURN CUTOFF =
MoNITOR (
MAG DC IN(
I
8
-–_—_–— ––——_—–_ I > MAG DC OUT

I
d;
1 -— . 1 1$%1 !?1
Control Amplifier !310ck Diagram

Figure 114
Page 133
Dec 1/80
+ SPEK’W
FLIGHT SYSTEMS
!!!i’iii%iiT;%!
MANUAL
k
AvIONICS DIVISION C-1 2 COMPASS SYSTEM
The fast swing circuit switches the slaving signal from the
output of slaving amplifier lA1 to the input of servo amplifier
1A3, allowing a fast followup by servomechanism 1A5 during
compass swings. The fast swing amplifier is energized by
placing compass swing switch 1S1 in the up or SWING position.
The signal from slaving amplifier lA1 is switched to the fast
swing amplifier through relay 1A4K1. With this relay
energized, the fast swing input signal is applied to a voltage
divider and then coupled to the input of integrated amplifier
1A4A1 . The fast swing amplifier gain is controlled by an
external variable resistor.
The output of the integrated amplifier is coupled to a phase-

shifting network. The phase-corrected signal is applied
through closed contacts of the energized relay to the input of
servo amplifier 1A3.
The turn rate cutoff amplifier automatically energizes turn

cutoff relay 1A4K2 when the amplifier input exceeds a
predetermined voltage. The input signal, proportional to
aircraft roll angle, is applied across a voltage divider
through a transformer and coupled to the input of integrator
amplifier 1A4A2. When the signal frcm the integrator amplifier
is of sufficient amplitude and duration to bias on diode
1A4CR1O, silicon rectifier 1A4SCR1 turns on.
With 1A4SCR1 turn on, the path to ground for the solenoid of
relay 1A4K2 is complete, allowing 1A4K2 to energize. With
1A4K2 energized, the MAG-DG in voltage is interrupted,
switching the System to the DG mode. Also, the time constant
capacitors, located in slaving amplifier lA1, are discharged,
eliminating a possible residual error being stored on the
capacitors.
(f) Servomechanism 1A5
The servomechanism (figure 115) contains a motor-generator and

a series of synchros to provide input signals to the servo and
slaving amplifiers and heading signals to the digital compass
controller and external equipment.
Error signals, amplified by the servo amplifier, are applied to

motor-generator 1A5MG1. The motor drives until the error
signal is reduced to zero. All the synchros within the servo-
mechanism are driven by the motor through a 376.5:1 gear
reduction. The generator portion of the unit supplies a rate
feedback signal to the servo amplifier.
Five synchro transmitters, 1A5B1 through 1A5B5, with rotors

mounted on a common shaft and positioned in heading by the
motor-generator, provide heading output required by other
equipment contained in the aircraft.
Page 134
Dec 1/80
<)=s5ER<Y
FLIGHT SYSTEMS
U!iiii%iil%a
MANIJAL
Resolver 1A5B6 receives the ground speed signal from the

digital compass controller and resolves the signal into its E-W
component. This signal is then applied to the meridian
convergence computer (slaving amplifier 1A2).
Servo control transformer 1A5B7 receives the synchronized gyro

heading applied from the synchronized differential in the
digital compass controller. The synchro rotor position
represents the heading output of the servomechanism. If the
two headings do not agree, a servo error signal is developed
and applied to the servo amplifier.
Transolver 1A5B8 compares the compensated magnetic heading

signal with that represented by the shaft position of the
servomechanism and sends any resultant error signal to slaving
amplifier lA1. The transolver also develops a signal
representative of the strength of the horizontal component of
the earth’s field which is applied to the earth’s field
computer amplifier in slaving amplifier 1A2.
Page 135
Dec 1/80
+SPERW
FLIGHT SYSTEMS
~h$k’f:\::&
MANUAL
C-12 COMPASS SYSTEM
AVIONICS DIVISION
26 VAC
1
1 i
RATE
SERVO MOTOR FEEOBACK
DRIvE VOLTAGE ~ MOTOR GENERATOR ~ SIGNAL
FROM SERVO TO SERVO
AMPLIFIER IA3 MG I AMPLIFIER IA3
1
I
376.5: i
@ HEADING ERROR
I SIGNAL TO
SLAVING
COMPENSATED AMPLIFIER IA I
MAGNETIC HEADING
SIGNAL FROM
REMOTE MAGNETIC +_==c EARTH’S FIELD
COMPENSATOR SIGNAL TO
SLAVING
AMPLIFIER IA2
GROUNO SPEED
EWCOMPONENT
h
SIGNAL FROM
DIGITAL
CONTROLLER --i ‘ESWER OFGROUND SPEED
SIGNAL TO
SLAVING
I AMPLIFIER IA2
SYNCHRONIZED I SERVO I SERVO ERROR
GYRO HEAOING CONTROL SIGNAL
SIGNAL FROM -
TRANSFORMER TO SERVO
OIGITAL AMPLIFIERIA3
B?
CONTROLLER I
26 VAC
EXCITATION
FROM
[+-p
AMPLIFIER
RACK
I
f---%xm NO. 2
w *
TRANSMITTER
B2
[ 1
GYRO
STABILIZED
,HEADING
OUTPUTS
26-VAC FOR EXTERNAL
EXCITATION + EOUIPMENT
FROM
EXTERNAL
SOURCE
I
I
I SYNCHRO
NO 5
# *
TRANSMITTER
[ .
05 401 em:
t
Servomechanism Block Diagram

Figure 115
Page 136
Dec 1/80
+ STdER?/ t!i%i%fiT;%!
MANUAL
&
FLIGHT SYSTEMS
SECTION 3
SYSTEM OPERATION
1. General
In the slaved (MAG) mode of operation, a continuous heading signal frcm the
flux valve is transmitted to the remote compensator where compensations are
introduced to remove index error and two-cycle error. The remote compensator
also supplies dc signals to the flux valve to compensate for one-cycle and
Coriolis errors. The compensated magnetic heading is sent’to the flux valve
control transolver in the amplifier-power supply, which determines any error
between the earth’s magnetic field direction sensed by the flux valve and the
System servomechanism position as determined by the directional gyro. Any
error signal is amplified in the amplifier-power supply and sent to precess
the directional gyro. A dc signal, proportional to the error, is extracted
from within the amplifier-power supply and supplied to an annunciator in the
digital compass controller to indicate proper system synchronization. The
directional gyro heading synchro signal is sent to a synchronizing
differential in the digital compass controller. A second synchro in the
directional gyro provides a signal for use with an automatic pilot systen.
The amplifier-power supply also provides a power adequacy signal to warning
flags to indicate when the System is not receiving sufficient power. The
System also has fast swing which allows rapid synchronization during compass
calibration and turn rate cutoff which changes the system from MAG to DG nmde
of operation during aircraft turns, eliminating turn errors induced by flux
valve hangoff.
Page 201
Dec 1/80
+ SPEK’W
FLIGHT SVSTEMS
ksi%ifTi:: &
MANUAL
2. System Functional Description
A. Operation in Directional Gyroscope (DG) Mode (See figure 201. )
The System operates in the DG mode when the mode selector switch on the
digital controller is set to the DG position. In this mode, the MAG-DG
relays in the amplifier-power supply and directional gyro prevent
application of the precession signal from the slaving amplifier to the
directional gyro. The gyro provides the primary heading reference
through the heading synchro and automatic pilot synchro mounted on the
gyro gimbals. Signal flow in the DG mode can be traced by referring to
the heading functional loop diagram (figure 201) with MAG-DG relay
contacts open.
Output from the heading synchro in the directional gyro is applied

through a gimbal error corrector circuit to a synchronizing differential
in the digital compass controller. This differential is adjusted with
the synchronizing control on the digital compass controller panel to
obtain a desired heading reference. The synchronizing differential adds
an arbitrary angle to the gyro heading signal to provide an effective
gyro heading of any angle at its output.
Output from the synchronizing differential is applied to the stator of

the servo control transformer in the servomechanism of the amplifier-
power supply. Here, the signal is compared to the control transformer
rotor position; any resulting error is applied to servo amplifier 1A3.
The error signal is amplified and then applied to a motor-generator in
servomechanism IA5. The motor-generator drives the servo control
transformer rotor until the error voltage is nulled. The generator
supplies a rate feedback signal to the servo amplifier for loop
stabilization. When the error voltage is nulled, the rotor position
represents the synchronized heading signal. This synchronized heading
signal is also represented by the rotor position of the five heading
transmitters which supply heading signals to other aircraft systems. One
of these heading transmitters also supplies a heading signal to the
digital compass controller.
When the aircraft turns, the heading synchro in the directional gyro
continuously furnishes a signal that represents the direction of aircraft
heading. This signal provides an output for the positioning servo-
mechanism 1A5 as described in the preceding paragraph. When the gimbal
axes are not at right angles to the spin axis of the gyro, as in the case
of an aircraft roll, the aircraft heading will not be sensed exactly by
the synchro transmitters on the gimbal.
Page 202
Dec 1/80
INSTALLATION &
~~NuT:~ANCE
II FLIGHT SYSTEMS
AMPLIFIER POWER SUPPLY(1)
.—— —— —— ——
A ——— ——— — —— .— .—
~MOTE COMPENSATOR [3) ~ ANNUNCIATOR FRO(4) ‘— 1
I SLAVING
I I
AMPLIFIER
I
I SUMMING
I
G I
@--
ONVI
I
/
INDEX ERROR
I I
b
b ‘Ii COMPENSATOR
I A2KI
SLAVI::
I
I ORIFT BIAS
MOTOR
6
I
—
r c;:;~;s I
01
GYRO MOTOR
:
I
I
I ‘#&&
g;: COMP
-
COMPUTATION
CIRCUITS I I I :ARTH’S RATE CORRECTION
I L .—— —— — I
FAST SWING 0
I I
.—— ——— 1
I G~UNDSpEEOFROMOOf’PLERRADAR t
Ill :&
~OCONTROLLER (5) 1 I :
I
I
b I
L .—— ——— —— —— —— — --l I
I
I >
1 -1 ,
I
6=4--4 I SERVO
AMPLIFIER
I
1
9.
~ 28 VDC
P’44
I
I i
I
I
I
I
I
51
SYNC ,,,
I
A
KNOB
A4KI
SWING I
b! I I
L ——— ——— -1 I
A5BI
SWITCH
I I
I I
I I
I
—.. I I
I
A rCONTROLLER(5) 1
A
1
I
A5B2
I I A/P
OUTPUT I
I
I I
HDG OUTPUTS I I
i I
I
I
I
A J
OLL SIGNAL
FROM 1- —. ——— ——— ———
A4A2
A5B3 VERTICAL ‘“ *
GYRO
AMPLIFIER
.—— —.— .—— ——
~ONTROLLER (5) +
A A504
I
I
4 /’--c~”H[’GOuTpuT
~ 1- ——— ——
@#l
REAOOUT
—— -J
I
F9944-RI
C-12 Gyro Compass System Heading Functional Loop

Figure 201
Page 203/204
Dec 1/80
& SPEKW INSTALLATION &
MAINTENANCE
w FLIGHTSYSTEMS MANUAL
This error is called qimbal error. To reduce this error, the qyro
heading synchro signai is applied through a gimbal error-corrector
circuit. A vertical gyro provides the necessary roll input signal to the
gimbal error corrector.
Slaving motor 463 in the directional gyro receives an input from the
drift bias circuit in the base of the directional gyro. This circuit can
be adjusted to provide slight changes in drift rate without opening the
sealed part of the directional gyro.
B. Operation in the Slaved Gyro (MAG) Mode
In the MAG mode of operation, the MAG-DG switch (in the MAG position)
energizes the MAG-DG relays in the directional gyro and in the amplifier-
power supply. In this mode, the flux valve provides the long-term
magnetic heading reference for the System, and the directional gyro
provides the short term aircraft position reference. In addition, the
System has a circuit (control amplifier 1A4) that automatically switches
the System to the DG mode of operation when the aircraft roll angle is
greater than 6 degrees magnitude, and then switches back to the MAG mode
when level flight is resumed, thus preventing turn errors. The heading
synchro in the directional gyro drives servomechanism 1A5 as described
previously in DG mode operation. Signal flow in the MAG mode can be
traced by referring to the heading functional oop diagram (figure 201)
with MAG-DG relay contacts closed.
In the MAG mode, the heading reference is prov ded from the flux valve
which senses the direcion of the aircraft with respect to that of the
horizontal component of the earth’s magnetic f eld. An 800-Hz magnetic
heading signal” from the flux valve is ~ent to the remote compensator
where the various system magnetic compensations are added. The
compensated magnetic heading signal is then applied to flux valve control
1A5B8 in servomechanism 1A5 where it is compared with the servomechanism
heading represented by the transolver rotor position. If servomechanism
1A5 heading does not agree with the magnetic heading input, an error
signal is generated in transolver rotor winding No. 1 and sent to slaving
amplifier The slaving amplifier provides an annunciator signal
lA1.
which appears on the digital compass controller as a meter deflection in
either the cross (+) or dot (“) direction, to show the condition of
misalignment between servomechanism 1A5 and the aircraft’s magnetic
heading.
Slaving amplifier lA1, in conjunction with slaving output stage 4A3 in

the direcitonal gyro base, applies a heading correction signal to slaving
motor 463 that in turn slaves the directional gyro azimuth axis. This
slaving continues until the position of servomechanism 1A5, which
continuously follows up the directional gyro heading, accurately
represents magnetic heading as sensed by the flux valve, at which time
the output of transolver rotor winding No. 1 is nulled. The normal
slaving rate of the directional gyro is 1 to 2 degrees per minute. In
the System, the directional gyro spin axis (heading) can be at any random
position. Thus, when initially applying power to the System, if servo-
mechanism 1A5 error is appreciable, the operator can manually synchronize
Page 205
Dec 1/80
+=s5-ERiY
FLIGHT SYSTEMS
W%%WNW
MANUAL
the System by rotating the synchronizing differential on the digital

compass controller in the direction indicated by the annunciator until
the annunciator needle is centered.
The amplifier-power supply has a fast swing circuit (control amplifier

1A4) that allows rapid synchronization during ccinpass swings by switching
the slaving signal from slaving amplifier lA1 to servo amplifier 1A3,
thus bypassing the gyro. The circuit is energized by placing compass
swing switch 1S1, located on the front of the amplifier-po~r supply, in
the up position.
The System provides compensation for errors due to misalignment of flux

valve and synchros (one-cycle error), soft iron
(index error), hard iron
and transmission line unbalance (two-cycle error), Coriolis acceleration,
gimbal misalignments, earth rate, and meridian convergence. Compensation
is also provided for errors caused by varying horizontal magnetic field
strengths and flux valve oscillations caused by aircraft vibrations.
Meridian convergence, Coriolis acceleration, and earth rate compensation
circuits are discussed as system functional loops in the following
paragraphs.
2. B. (1) Meridian Convergence Functional Loop
To establish an accurate magnetic heading reference in a moving

aircraft, it is necessary for the effect of meridian
to compensate
convergence rate. In the System a ground speed signal (figure 202)
from the ground speed variable resistor in the doppler radar is sent
through the digital compass controller LATITUDE switch to resolver
1A5B6 in servomechanism 1A5. The LATITUDE switch, positioned to
the hemisphere of operation, determines the signal phase. Resolver
1A5B6 supplies the east-west component of ground speed to slaving
amplifier 1A2. Transolver 1A5B8 rotor winding No. 2 provides a
signal proportional to the magnetic latitude by detecting the
magnitude of the horizontal component of the earth’s magnetic field.
Slaving amplifier 1A2 combines these two input signals to provide a
meridian convergence signal. This signal is amplified by the
slaving amplifier stage in the directional gyro and applied to the
slaving torque motor to precess the gyro at a rate to compensate for
the meridian convergence.
(2) Coriol is Compensat ion Functional Loop
Another type of compensation required to establish an accurate

magnetic heading reference is that compensating for the error caused
by Coriolis acceleration. The 400-Hz excitation voltage to excite
the ground speed variable resistor, located in the doppler radar
(figure 203), is supplied by the remote compensator. A signal
proportional to aircraft ground speed is applied to the remote
compensator through the digital compass controller where a function
of latitude is added. A network within the remote compensator
rectifies the signal and applies the necessary dc correction
currents to the flux valve.
Page 206
Dec 1/80
+ S=ER?f ::i%i’%!’
MANUAL
&
FLIGHT SYSTEMS
AVIONICS DIvISION C-12 COMPASS SYSTEM
2. B. (3) Earth Rate Functional Loop
Because a gyro remains fixed with respect to a point in space,

rotation of the earth around its axis will cause an apparent
directional gyro precession. This effect is corrected by
introducing an equal but opposite precession to the directional
gyro. The earth rate power supply (figure 204) located in the
directional gyro furnishes 108 volts dc to a network in the compass
controller. Variable resistor 5R11A, positioned according to
latitude, provides the proper correction voltage. A second internal
variable-trim resistor (5R13) is provided for calibration purposes.
The LATITUDE N-S selector switch applies the correction voltage to
either the north or south latitude correction coil. The magnetic
field set up in the coil precesses the directional gyro at the
proper rate. Parallel resistor-thermistor (4RT3 and 4R4, 4RT6 and
4R7, and 4RT8 and 4R9) combinations provide temperature
compensation.
(T
.—— —-
rn’” 1 DOPPLER
RADAR
J-–ii-tY-
1-
GROUNDSPEED SIGNAL I
!,
I I I Q-$- U’” I
m
1-) +
4
~
:11
DIGITAL
CONTROLLER(5)]
P ~Ep!m,..,
.rT, ”,mrx
co)NvERGENCE
SLAVING SIGNAL
;I
‘1
Ii
+
(EXTERNAL
TO SYSTEM) I
i
‘
I I I(J
— —.— J
5JI
+16 017
\
IJ7 4JI
1’7
HEADING YE’ 7 /’- 1
1
SERVO LOOP •1
I ASSEMBLY SHAFT SLAVING SLAVING AMPLIFIER
I OUTPUT STAGE
E-W AMPLIFIER
;~MPONEfVT 9
Is IA2
;;~;;D
: :]-;--q/
16 I 1 [y’ : L
REsOLVER IRESOLVER ‘1 MOTOR
JuNCTION MOTOR
MAGNETIC IJ8 I
, A5 06 01
Box 03
HEADING
SIGNAL I
FROM : -$3 HORIZONTAL
MAGNETIC 2 } cOMPONENT
AZIMUTH OF EARTH’S AMPLIFIER-
DETECTOR [:! FIELD POWER
3 TRANSOLVER
SUPPLY(I)
A5 m
, ~CI,RECT1ONAL GYROSCOPE(4)
Meridian Convergence Functional Loop

Figure 202
Page 207
Dec 1/80
=$=57-ER<Y
FLIGHT SYSTEMS
U!Wii%&!%:&
MANUAL
5JI
)IGITAL CONTROLLER(5)
CORIOLIS
JRIIB 3JI 2JI

LATITUDE
KNOB Is
w ‘x$
R5 c c
M F
J
* l_l
REMOTE MLGNETIC COMPENSATOR(3I FLUX VALVE
(1
AD.1107
Coriolis Compensation Functional LOOD

Figure 203
DIGITAL
CONTROLLER(S)
LATITUOE
KNoB P
R13 R12
I I I
JUNCTION
60X
m N LATITUDE
4
CORRECTION
“ COILS
T
RT3
R4 L2
oMOT
GYRO
MOTOR
=
s
BI
~“
DIRECTIONAL GYRO SCOPE(4I
133’,2 R,
Earth Rate Functional Loop

Figure 204
Page 208
Dec 1/80
/’”
AVIONICS OIVISION C-1 2 COMPASS SYSTEM
2. B. (4) Fast Swing Functional Loop
The fast swing amplifier (figure 205) switches the slaving signal
from the output of slaving amplifier lA1 to the input of servo
amplifier 1A3, allowing a fast followup by servomechanism 1A5 during
compass swings. The fast swing amplifier is energized by placing
compass swing switch 1S1 in the up or swing position. The signal
from slaving amplifier lA1 is switched to the fast swing amplifier
through fast swing relay 1A4K1. With this relay energized, the fast
swing input signal is applied to a voltage divider and then coupled
to the input of integrator amplifier 1A4A1. The fast swing
amplifier gain is controlled by an external variable resistor.
(5) Turn Cutoff Functional Loop
The turn rate cutoff amplifier (figure 206) automatically energizes

turn cutoff relay 1A4K2 where the amplifier input exceeds a pre-
determined voltage representing a roll in excess of 6 degrees. The
input signal roll angle is applied across a
representing aircraft
voltage divider through a transformer and coupled to the input of
integrator amplifier 1A4A2. When the signal from the integrator
amplifier is of sufficient amplitude and duration to bias on diode
1A4CR1O, silicon rectifier 1A4SCR1 turns on, operating relay A4K2
which deenergizes MAG-DG relay A2K1. A voltage divider provides the
correct voltage for the gate of 1A4SCR1.
(6) Gyro Slaving
When the System is in the MAG mode and when the system heading does
not agree with that of the flux valve, a heading error signal is
developed. This signal is amplified by the slaving amplifier in the
amplifier-power supply and applied as a heading correction signal to
the slaving amplifier stage located in the directional ~ro base.
The slaving amplifier output is applied through the MAG-DG relay to
the slaving motor.
Page 209
Dec 1/80
——— — ———
I REMoTE MAGNETIC
-
I
p————
1 AMPLIFIER-POWER
——
SUPPLY (1)
—.. ~
I r ———— —.——
DRIFT GYROANO
1
{ COMPENSATOR (3)
I I ! I BIAS
CIRCUIT
GIMBAL
ASSEMBLY
I
4JI 0 I
F
AM?*
i OG
M I
I ----+2 &~
:1 ‘2
MAG
I
I ------4, I
I
,.;,.
. \ I
I
I
..,.
,, Q “+,,
P
I
I t-
1
I
I
I
I
I
.44;~MATlC
2
I I I
1 -.,
C“urumn
,.”, ,.. ”
I
I I
1A
d’
B’ .
+ I
I I
(n
z I I I HEADING A
A.
I
I I SYNCHRO
I
lJ~
I I
I M I
I I
I I
c I
I~,R~cT,oNAL I
A4AI I
I
&YRoscOPE
—.——
(4)
u -1
w 4JTJ)(L!
I
I I
I
TIT
I #;:s I
I I
I I I I
I I
I I
i I id’
=
I
---’*
I
I“I I
FAST
I I I )2 I I
I SWING
I r
I I
I II I
o-——
I K
I I -I-4 .
I I
L———— J
I SERVO l.J~
t
I
CONTROL SYNCHRONIZATION
&)———Q———— — J
I 1
AMPLIFIER I DIGITAL
1
IDIGITAL I CONTROLLER ‘;;~- ‘“09
-——. —.——
I CONTROLLER(5) 1 ———— ———— J 13362-RI
+ STER<Y
FLIGHT SYSTEMS
i%i’ii’i’&i’T~%’
MANUAL
&
r ——— —.— —. 1 ———

I I r- 1
MAG-DG I
MAG-DG
In
my
4,1 fwfY
i
‘w
-’4 I i
I
4
I DIRECTIONAL =
~yROSCOPE
———
(4U
I
I ‘4K2‘
I
I =
22
tOLL
———
EXTERNAL
.
1
TO NAV
I ;IG (Y) I W&lCAL 1
COMPUTER
I AMPLIFIER-POWER ‘4A2 12, IOLL I
I
@JPPLY
———
(I)
&
——— .—
IIG
f [X) I
13353-R!
Turn Cutoff Functional Loop

Figure 206
Page 211
Dec 1/80
3. Description of System Tie-In of Equipment and Accessories
A. General
Incorporated in the amplifier-power supply are five servo transmitters

(1A5B1 through 1A5B5) which provide heading signals for use in other
aircraft systems. One of these transmitters (1A5B1) is internally
excited and requires no external power supply. Synchro transmitters
1A5B2 through 1A5B5 require external excitation of 26 volts, 400 Hz. A
schematic diagram of the shown in figure 601 of
complete System is
Section 7. An interconnect diagram is shown in figure 502 of Section 6.
B. Heading Information
The three-wire heading information of 11.8 volts, 400 Hz, with a maximum
heading error of tO.5 degree, required for automatic pilot operation is
received from synchro 4B6 in the directional gyro. All other heading
signals are obtained from synchro transmitters located in servomechanism
IA5, and are 11.8 volts, 400 Hz, with a maximum heading error of tO.75
degree. A heading functional loop is shown in figure 207.
Page 212
Dec 1/80
+ PEl??y !&%%!ifi;::
FLIGHT
&
SYSTEMS MANUAL
C-12 COMPASS SYSTEM
AVIONICS DIVISION
JI
JUNCTI
111~:”1
BOX
2.JI
IIm
-
1
JUP&lON
———
1
(–
I II I
I!/lJhlLATITuOE ~
l-l
3
U--J
I
7
FLUX VALVE
&
(8J[
HI REMOTE MAGNETIC COMPENSATOR
Lb F bA bB bC v(I OE Oti OJ Ko] 3J2
a>
i,
26 VOLTS
400 CPS
FIxED
FIELO
RED
g
MC-I TEST CONNECTOR

RN
I 41
IJ7 4 x w
3
u, o
FE)
12 5 Y —
GROUND GRN RED 400 CPS
* ! +
MOT ; GEN
[4
1 6 z
1’ E 235
400
VOLTS
CPS
D A5B/ ,
c.
b
4
I MGI
fii 1
I
+ — 1
HEADING CORRECTION
SIGN4L
q
I
COMMON ~ SLAVING
TRANSOLVER
2i H
JUNCTION
BOX ‘----t&&i!-J----’
AMPLIFIER I
6
:]g$i---ziiq
I
I OIGITAL CONTROLLER
GRN A5B3
t
) 2C
l-[ !
\
I H
-Et
JUNCTION AMPLIFIER
; MOTOR
B3
I
31
x
Y
eox OU)U?ET
( I 22 GYRO -STAB IL IZEO
A5B2
Ili
i@
HEADING OUTPUTS TO
~-_-–– ----- ------- ---— --- ;----– ------ ,-- ; IJ8 ASSOCIATED EQUIPMENT
Aq!l@-_+ I
I
I
I
r 24
c
w
I ,
&lFii NOTE
2-1
I REO
I REFERENCE DESIGNATIONS ARE
I
I ❑ ABBREVIATED EXCEPT FOR CONNECTORS.
-,*F
1 PREFIX THE DESIGNATION WITH THE FOLLOWING
I
A5B5 NUMBERS:
;;@ ,+; AMPLIFIER POWER SUPPLY I

k4 FLUX VALVE 2
ll2=$t- I
I
-.,
x
.
REMOTE MAGNETIC COMPENSATOR
DIRECTIONAL GYROSCOPE
OIGITAL CONTROLLER
3
4
5
SIGNAL
—J
-----
DIRECTIONAL GYROSCOPE AMPLIFIER POWER SUPPLY
L———— -u .— 1) A(I I !(18
Heading Functional Loop

Figure 207
Page 213/214
Dec 1/80
+ SPEK’W =Sif’i%$!%:
MANUAL
&
FLIGHT SYSTEMS
SECTION 4
GROUND CHECK
1. General
This section provides a simplified procedure for checking for correct

installation and proper operation of all components in the System. Should
any failures while performing the following ground check, refer to
arise
FAULT ISOLATION (Section 5) as required.
2. Equipment and Materials
No special tools or test equipment is required for ground checking the

system.
3. Procedure
A. Compass Swing
See the aircraft manual for calibrating (swinging) the Compass System.
The process of ground swinging consists of accurately aligning the air-
craft with at least four cardinal headings and observing the deviations
between the heading indications provided by the System and the known
headings with which the aircraft is aligned. This procedure requires
that some accurate method of establishing the aircraft heading be
employed. Reference directions may be established by using a pelorus, a
transit, a compass rose, or a sighting compass. However, calibration
adjustments may be most conveniently made while using the MC-2 Magnetic
Compass Calibrator Set. The magnetic compass calibrator set can be
connected directly into the System and will provide the effect of
positioning the aircraft on various compass headings without actually
moving the aircraft.
Deviations determined by compass swinging fall into three categories:

index error, single-cycle error, and two-cycle error. When the direction
error remains constant for all headings of the aircraft, an index error
exists in the System. When the direction of the error varies through one
positive maximum and one negative maximum as the system heading is
rotated through 360 degrees, a single-cycle error exists in the System.
Likewise, a two-cycle error exists when the system error varies through
two positive and two negative maximum as the system heading is rotated
through 360 degrees.
Page 301
Dec 1/80
+ j=ER=Y
FLIGHT SYSTEMS
~%$~:%! &
Since the actual compass swinging procedure depends on the specific flux
valve and compensator used in the System, no attempt will be made to give
a ccxnpass swinging procedure in this manual. The aircraft manual usually
contains detailed instructions for swinging the System installed in that
aircraft. Likewise, operating instructions for the MC-2 Magnetic Compass
Calibrator Set are contained in the MC-2 instruction manual Sperry
Publication No. 31-3100-02. In general, the swinging procedure will
require performing the following major operations:
● Swing the aircraft to observe compass deviations.
● Calculating index error and adjusting the remote compensator to

eliminate the error.
● Swinging the aircraft to check for removal of index error.
● Calculating single-cycle error and adjusting compensator to eliminate

the error.
● Calculating two-cycle error and adjusting compensator to eliminate

the error.
● Swinging the aircraft to determine whether compass indications are

within the allowable limits.
B. Ground Check Procedure
(1) Start System
The System is usually started when aircraft power is turned on.

However, if an auxiliary compass system switch is used, turn it on.
Permit the System to warm up for approximately 5 minutes after
application of power. Proceed as follows:
(a) Set mode selector switch on digital compass control lerto MAG.
(b) Set the LATITUDE switch to N or S to agree with the hemisphere

of operation, either the northern or southern hemisphere.
(c) Rotate LATITUDE control to present latitude of the aircraft.
(2) Check System response.
(a) Check that red power adequacy flag does not show on power
failure indicator.
CAUTION: RED POWER ADEQUACY INDICATOR MEANS NOT

ENOUGH POWER TO OPERATE COMPASS PROPERLY.
COMPASS HEADING IS THEN UNRELIABLE.
(b) If the aircraft is turned during taxiing, check that compass

heading approximates the turn.
Page 302
Dec 1/80
INSTALLATION &
+ ST*E~Y MAINTENANCE
3. B. (2) (c) Observe the annunciator on the digital compass controller and
synchronize the System. Rotate the synchronizing control in the
dot (o) direction- (counterclockwise) if the annunciator needle
is right of center facing the controller, or in the cross (+)
direction (clockwise) if the needle is left of center facing
the controller.
NOTE : On the ground, System synchronization is

indicated by the centering of the annunciator
needle. If the taxi surface is irregular or
has an irregular magnetic field, and the
needle is centered before synchronization is
thought to exist, use the following step to
determine if a malfunction exists.
(d) Check the accuracy of the S1aving function. Rotate the

synchronizing control in the cross direction. The heading
indicator should rotate in increasing heading direction. After
approximately 5 degrees of heading change, the annunciator
should move in the cross direction. Synchronize the System to
center the needle. Rotate synchronizing control in the dot
direction; then check heading indicator for decreasing heading.
The needle should move in the dot direction after approximately
5 degrees of heading change. Synchronize the System.
(3) Check free gyro (DG) mode of operation.
These procedures consist of starting the System.
(a) Start System
The System is usually started when aircraft power has been

turned on. However, if an auxiliary compass system switch is
used, turn it on and permit the System to warm up for
approximately 5 minutes. Proceed as foil ows: (NOTE: Red
power adequacy flag should not show.)
~ Set mode selector switch on digital compass controller to

DG.
~ Set LATITUDE switch to N or S position to agree with the

present hemisphere of operation, either the northern or
southern hemisphere.
~ Rotate LATITUDE knob to the present latitude of the

aircraft.
~ Rotate synchronizing knob on digital controller until

aircraft heading appears on heading readout. There should
be no annunciator operation. Pointer should stay centered.
Page 303
Dec 1/80
+ S7*ER<Y kskii%ii%%&
3. B. (4) Test heading data transmitters.
(a) Rotate manual synch knob (MAG-DG switch can be in either

position). Heading repeaters connected to the heading data
transmitters in the power supply amplifier shall indicate the
same heading as shown on the heading readout of the digital
compass controller and should follow wherever the synch knob is
rotated.
Page 304
Dec 1/80
+ ST*EK’W hsiii%iif%!&
FLIGHT SVSTEMS MANUAL
SECTION 5
FAULT ISOLATION
1. General
This section provides faulty component isolat- on (table 401) as an aid in

troubleshooting the System should any failure occur dur”ng GROUND CHECK.
Volt/Ohm Meter
3. Procedure
Table 401 is to be used to isolate a faulty ccxnponent of the System. It is a

simplified troubleshooting guide for the System and will indicate the most
likely component that has caused the failure.
Page 401
Dec 1/80
+ STdER4Y
FLIGHT SYSTEMS
~si%iit%! &
MANUAL
C-12 Gyro Compass Systen If Indication If Indication

Step Control Settings and Instructions Normal Indication is Normal is Abnormal
f
1 Apply system power. Power warning flag on Proceed to Proceed to

digital controller step 4. step 2.
Rotate LATITUDE knob on digital shall disappear.
controller to latitude of test
site.
Set mode switch on digital con-

troller to MAG.
2 Same as step 1 except connect 27.5 z 5.0 volts dc. Repl ace Proceed to
multimeter to amplifier-power digital step 3.
supply (APS) test jacks green 1 controller.

(low) and yellow6.
3 Same as step 2 except use green 23.5 ~ 5.0 volts ac. Repl ace Replace
1 and green 3. amplifier- amplifier-
power Supply. power Supply.
4 Turn synchronizingcontrol 90 HEAOING indicator on Proceed to Proceed to

degrees from present position. digital controller step 7. step 5.
shall drive approxi-
mately 90 degrees
from original
position.
I5 Same as step 2 except connect Voltage shall build Proceed to Replace

multimeter to APS test jacks up to approximately step 6. amplifier-
yellow 3 (low) and yellow 2. 20 volts ac and then power supply
decrease to 0.5 I
volt or less.
6 Connect multimeter to APS test 26.0 f 5.o volts ac. Replace Replace
jacks green 1 (low) and red 5. digital amplifier-
controller. power Supply.
*
17 Turn synchronizing control 90 Annunciator shall show Proceed to Proceed to
degrees from aircraft magnetic full-scale deflection. step 11. step 8.
heading.
8 Same as step 7 except connect Approximately 2.5 Replace Proceed to

multimeter to APS test jacks volts ac. digital step 9.
green 1 (low) and green 4. controller.
9 Same as step 8 except use green 27.5 ? 5.0 volts dc. Proceed to Replace
1 and green 6. step 10. digital
controller.
10 Same as step 8 except use green 20.0 f 5.0 volts dc. Replace flux Replace
1 and green 2. valve and amplifier-
remote power supply.
magnetic
compensator
11 Mith synchronizing control dis- System shall begin System is Repeat step 8.
placed approximately 90 degrees slaving back to air- considered
frcm aircraft heading, observe craft magnetic head- operational.
digital controller HEAOING ing at a rate of
indiation. 1 to 2 degrees per
minute.
Fault Isolation
Table 401
Page 402
Dec 1/80
+ SPEK’W
FLIGHT SYSTEMS
~sii%kh%%
MANUAL
&
SECTION 6
SYSTEM INSTALLATION AND INTERCONNECTS
This section provides information for installing, interconnecting, and adjusting

components that comprise the System. This section has been divided into the
following subsections: Section 6.1, Mechanical Installation, contains
information on how and where to mount each component in the aircraft; Section
6.2, Electrical Installation, contains electrical installation data and the point
to point wiring interconnects.
A listing of system components, mounting clamps/trays, and mating connectors is

contained in table 500 and is to be used in conjunction with the mechanical and
electrical installation procedures of subsections 6.1 and 6.2.
A l-amp circuit breaker for the System is to be supplied by the customer.
Page 501
Dec 1/80
<&TER<Y ksi?&iiT:%&
MANUAL
FLIGHT SYSTEMS
AVIONICS DIvISION
C-12 COMPASS SYSTEM
Connector Mount ing

designation Description Sperry P/N Clamp or Tray Mating Connector
1P7 SL-120 Slaving Amplifier 2589226-1 Tray - Cannon DPA-32-33S

1P8 and Power Supply Barry P/N Cannon DPA-32-33S
90365-3
2P1 FX-120 Flux Valve* 620359 --- ---
2P1 FX-270 Flux Valve* 1775277 --- Cannon CA3101E-14S-6SF65
3J1 CS-313 Remote Compensator 2586257-1 --- Cannon K03-19-20sw

—
C-12 Directional Gyro 2586333-3 --- Cannon K03-19-20SN

:: Cannon KO3-16-1OSN
5J1 CC-161 Digital Compass 2586261-1 --- Cannon KOA3-21-38SN

Controller
FX-120 Flux Valve and FX-270 Flux Valves are interchangeable units.
System Components, Mounting Clamps/Trays

and Mating Connectors
Table 500
Page 502
Dec 1/80
+ S=ERY ~-’kfi= &
FLIGHT SYSTEMS
SECTION 6.1
MECHANICAL INSTALLATION
1. General
This section provides mechanical installation procedures for mounting each

component of the System. Refer to Section 6, table 500 for a listing of
installation information.
2. Procedure
A. General Requirements
No special cooling or pressurizing is required for the System; however,

it is recommended that the unit be located in pressurized temperature
controlled areas, when possible, to assure maximum service life and
optimum performance. Ready access to mounting screws, electrical and
mechanical connections, and adjustment controls should be provided.
Clearance shall be adequate for removal of units and for restricted
motion of shock mounted units. Unit performance and service life will be
improved if a low vibration environment location is chosen.
B. FX-120, FX-270 Flux Valve (See figure 501.1)
(1) Location
The flux valve should be located as far as possible from all sources
of local magnetic disturbances, such as electrical cables, engines
and magnetic materials. Generally, the best location is in the
outer wing panel, as near the wing tip as possible. Where a wing
installation is not feasible, an alternate location in the tail may
be satisfactory.
To determine a suitable location for the flux valve, place an

uncompensated magnetic compass in each of the possible locations for
an installation; then turn the aircraft to each of the four cardinal
headings, noting amount of error at locations. While determining
locations, simulate as nearly as possible actual flight conditions
by operating engines, electrical systems, radio equipment, and
accessories. Select location offering least magnetic error.
Page 503
Dec 1/80
+ SPERW
FLIGHT SYSTEMS
kskf%iiii::: &
MANUAL
2. B. (2) Mounting
The flux valve should be mounted to a suitable bracket or frame

which is rigidly attached to the aircraft structure such that the
flux valve mounting flange is parallel within 2 degrees of the level
flight attitude on the aircraft.
The bracket used for mounting the flux valve should be of 20Z-T4
aluminum alloy or its equivalent, with a minimum thickness of 1/16
inch. It should be reinforced by ribs, flanges, or angles such that
local aircraft structure vibration will not be amplified by more
than 15 percent at any frequency experienced or the flux valve will
not be subjected to more than 3 g’s acceleration, whichever is
smaller. The mounting flange of the flux valve is not to be
considered as adding to the rigidity of the bracket.
Page 504
Dec 1/80
t- 1-39/64 3-1/2 ~
-1
—
N
0
4 32
Ul<
Om [ SEE NOTE I
l-J-
●
-m
<
, ——
o
51
~
2- 5/64
—
NOTES
I uSE SIX O 093 DIA COUNTERSUNK RIVETS TO
BE FLUSH WITH MOUNTING PANEL FACE.
2 MOUNT WITH NONMAGNETIC SCREWS WHICH
ARE SUPPLIED WITH UNITS OR EQUIVALENT
*3.451-+
(BRASS,6-40X 7/8 LONG).
DETAILS FOR CUTOUT
FOR BOTTOM MOUNTING 3 THE MOUNTING FLANGE SHALL BE PARALLEL
WITHIN 22 DEGREES TO THE LEVEL FLIGHT
FOR TOP MOUNTING AT TITUOE OF THE AIRCRAFT
4. ALL DIMENSIONS IN INCHES
9942
>Ul
Cno
Oul
+= 5TERiV ksiii%fit:: a
2. c. CS-313 Remote Compensator (See figure 501.2)
The remote compensator is constructed to be installed in a rack per

MS25213 or equivalent. The vertical rack space required is 1.875 inches.
Clearance should be provided in front of the remote compensator to allow
access to control when adjusting compensation during a compass swing.
A connector is mounted on the remote compensator front panel to provide

connection to the MC-2 Compass Calibrator.
+ 1- 21/32+
5.00 II
I
5750
[
5.365
T
4- 17/32
—
.
~
ps+ II
l’- l-3/4~
I-I-5/16+
G-l-l l/32- NOT E

ALL DIMENSIONS ARE IN INCHES.
99>8
CS-313 Remote Compensator Installation

Figure 501.2
Page 506
Dec 1/80
+ STERW INSTALLATION &
MAINTENANCE
2. D. C-12 Directional Gyro (See figure 501.3)
For optimum performance the directional gyro must be mounted near the
aircraft center of gravity with its bottom mounting surface horizontal
within t 0.50 degrees in normal flight and must be aligned within t 0.25
degrees of the aircraft roll axis.
Clearance must be allowed for shock mount motion and cable connector
hookup and removal.
Close tolerance shoulder screw should be used in the two 0.193 diameter
base alignment mounting holes. These screws should have a maximum hole
clearance of 0.005 inch.
—.-—
+B’’’’’?o,?o,
-. ..2
I
NOTES
I THIS CENTER LINE MUST BE ALIGNED
WITHIN 025 DEGREE OF LONGITUDINAL
AXIS OF AIRCRAFT
2. THIS OIMENS1ON REPRESENTS THE
MAXIMUM HEIGHT wHEN THE SHOCK
7.,/16
NOUNTS ARE FULLY EXTENOEO
INOTE 2)
3 THIS DIMENSION REPRESENTS THE
NORMAI. HEIGHT wIsEN THE SHOCK
6-15/16
MOUNTS ARE NORMAL.
‘Noi’” ( )
4 MOUNT
SURFACE
UNIT WITH
HORIZONTAL
BOTTOM
WITHIN
MOUNTING
0.25
OEGREE IN NORMAL FLIGHT
5 ALL OIUENSIONS ARE IN INCIIES
9941
C-12 Directional Gyro Installation

Figure 501.3
Page 507
Dec 1/80
+ 57 EK’==Y MANUAL
$Siii!%fi%’&
FLIGHT SYSTEMS
E. SL-120 Slaving Amplifier and Power Supply (See figure 501.4)
The amplifier power supply should be mounted per ARINC 404 in a l/4ATR
short rack space with index pin arrangement code no. 28.
k
WA lt&
?. 5/6
&’oe@)wI
123 T4 6 SEE NOTE I
.
/.
t?
SEE DETAIL Az
T— ‘ ,---
T
JIF
‘ +0. t56
2-3/8 2- 1/4 /
J- -:000
-r 1 1’
\ I 18 ;
L
NOTES: \ 3/32 /
\
I COMPASS SWINGING SWITCH NORMALLY . 0.2201
SAFETY WIREO IN OOWN POSITION. -“
2. ALL DIMENSIONS IN INCHES. LIE;AC A
9940
SL-120 Slaving Amplifier and Power Supply Installation

Figure 501.4
Page 508
Dec 1/80
lNSTALLATION&
MAINTENANCE
II FLIGHT SYSTEMS MANUAL
F. CC-161 Digital Compass Controller (See figure 501.5)
The digital compass controller is constructed to be installed in a rack

perMS 25213 or equivalent. The vertical rack space requirement is 2.625
inches. This rack must be readily accessible to the pilot, co-pilot or
navigator.
-1-1/0
I $
-—-...
——
—
0:3 75
v=====
~-- J
r==::---=io,,
TL
LATITuDE ,-
COMPASS
/’ N
-s “ # -
Q
“i
(&) (J
I
[& ;@$’Z&! ‘“)

~–‘“ “ <.
ROTATED 90 DEGREES
NOTE :
ALL OIMENSIONSIN INCHES.
9939
CC-161 Digital Compass Controller Installation

Figure 501.5
Page 509/510
Dec 1/80
+ 5T+ER<Y i%’ii’%fii%&
SECTION 6.2
ELECTRICAL INSTALLATION
1. General
This section prov” des electrical installation procedures, power distribution,

and interconnects (table 502) for interconnecting each component of the
system. Refer to Section 6, table 500 for a listing of installation
informat ion.
2* Procedure
A. Power Requirements
Voltage.- The system operates normally with 115 t 11.5 volts ac at

400 t 20 Hz. The minimum adequate voltage is 88 volts ac. The system
will operate at voltages between 103 and 88 volts but with some
degradation of accuracy. At voltages below 88 volts the power warning
flags will be in view.
Lighting Voltage.- The digital compass controller requires 5 volts (ac

or dc) at 600 ma for lighting purposes.
Current.- The system starting current is approximately 0.7 ampere. The

running current is approximately 0.5 ampere.
Start Power.- 77 VA, Run Power - 60 VA.
B. Electrical Requirements
The System may be connected as a single system or a dual system.
Complete interconnection wiring infornlation is given in figure 502 and

table 502. Figure 502 is to be used for either single or dual system
installation.
All cables and wires should be routed to minimize coupling with high
voltage and high current circuits.
Where shown in figure 502 and table 502, leads should be twisted at least
15 full turns per foot.
Shields shall be insulated and grounded as shown in figure 502 at one

point only. Shields must be carried through bulkheads.
Page 511
Dec 1/80
+ SPEK’W $Siii%f)?%!
MANUAL
&
FLIGHT SYSTEMS
Flux Valve - Part No. 620359 or Part No. 1775277
Function Connector Pin Connects To
MAGNETIC HEADING
OUTPUT
23.5 VAC 400 HZ

(z)
(x)
{ (y)
‘(c)
2J1-A (22)----+:t- -----------
-B (22)----+-+- -----------
-c (22)----+-}- -----------
;: [$:)-----Y --------------
I 3P1-A REMOTE
3P1-B REMOTE
3P1-C REMOTE
1J7-12 APS
COMP.
COMP.
COMP.
(H) ------- ------- ------ 1J7-13 APS

{
SIGNAL GROUND 2J1-F (22)-------------------- 3P1-M REMOTE COMP.
Remote Compensator Part No. 2586257-1

I
UNCOMPENSATED
MAGNETIC HEADING
INPUT
{
(z)
(x)
(Y)
3P1-A (22)----+:t-- ----------
-B (22)----4-+-- ----------
-c (22)----+-}-
x
------- --- 1 2J1-A FLUX VALVE
2J1-B FLUX VALVE
2J1-C FLUX VALVE
COMPENSATED (z) -D (22)----i-t-- ------- --- 1J8-1 APS

MAGNETIC HEADING (x) -E (22)----+-t- ------- --- 1J8-2 APS
OUTPUT (Y) -F (22)----+-t--t ---------- 1J8-3 APS
{
CORIOLIS CORRECTION INPUT -J (22)
Y
----4-*------------- 5P1-18 DIGITAL
T CONTROLLER
DOPPLER POT GROUND -K (20)----- -------------- JB-2 POWER GND
26 VAC 400 HZ -L (20)----- -------------- JB-12, 1J8-10 APS
SIGNAL GROUND -M (22)-----i -------------- 2J1-F FLUX VALVE
POWER GROUND -s (20)-------------------- JB-1 POWER GND
115 VAC 400 HZ -u (20)-------------------- JB-5
CHASSIS GROUND 3P1-X (20)-------------------- AIRFRAME GND
Directional Gyro Part No. 2586333-3
POWER GROUND 4P1-A (20)-------------------- JB-1

SIGNAL GROUND -B (22)-------------------- 1J7-10 APS
115 VAC 400 HZ -c (20)-------------------- JB-5
MERIDIAN CONVERGENCE INPUT -D (22)-------------------- 1J7-9 APS
27.5 VDC INPUT -E (20)-------------------- JB-10, 1J8-14 APS
DRIFT BIAS GROUND 4P1-H (22)-------------------- 1J7-14 APS
Wiring Interconnections
Table 502
Page 512
Dec 1/80
+ S5TEF3Y
FLIGHT SYSTEMS
i!!iiii%f’i:% =
MANUAL
Directional Gyro Part No. 2586333-3 (cent)
1
HEADING OUTPUT (z) 4P1-J (22)------ ------------- 5P1-1 DIGITAL
CONTROLLER
(Y) -K (22)------ ------------- 5P1-3 DIGITAL
CONTROLLER
(x) -L (22)------ ------------- 5P1-4 DIGITAL
{ CONTROLLER
VERT
SO.
GYRO
VERT GYRO INPUT

INPUT
COIL EARTH RATE INPUT
(Y)
(x)
!
-PI (22)------ -------------
-N (22)------ -------------
-P (22)------ -------------
JB-16, 1J8-21 APS
5P1
CONTROL 9
-
JB-18, 1J8-22 APS

DIGITAL
ER
VERT GYRO INPUT (z) (22)------ i ------------- JB-17

B+ 36 VDC (MAG MODE) :; (22)-------------------- 1J7-11 APS
MAGNETIC ERROR INPUT -T (22)-------------------- 1J7-2 APS-
NO. COIL EARTH RATE INPUT
EARTH RATE CORRECTION GRD.

-u (22)--------------------
-v (22)--------------------
5P1 -
CONTROL ER
5p1 -~DI
9
DI GITAL
GITAL
CONTRO LER
108 VDC OUTPUT -w (20)-------------------- 5P1 - GITAL
CONTROL b E~l
TEST POINT 4P1-X------NC
115 VAC 400 HZ (c) 4P2-A (20)--------------------

(H) -B (20)--------------------
AUTOPILOT (x) -c (22)-------------------- OPTIONAL
HEADING OUTPUT (Y) -D (22)--------------------
(z) -E (22)--------------------
{ 4P2-H (20)-------------------- )
CHASSIS GROUND
Digital Controller Part No. 2586261-1
GYRO HEADING INPUT (z) 5P1:; (;;)------ ------------- 4P1-J DG

SERVO HEADING INPUT (x) ------ ------- ------ JB-29, 1P8-25 APS
GYRO HEADING INPUT (Y) -3 [22)------ [ ------------- 4P1-K DG
GYRO HEADING INPUT (x) -4 (22)------1 ------------- AP1-L DG
SERVO HEADING INPUT (Y) -5 (22)------ ------------- JB-30, 1J8-26APS
;;R:Ov;:A:IN~TINPUT (Z) -6 (22)------f ------------- JB-31, 1J8-27 APS
-7 (20)-------------------- 1J7-7APS
ANfiUNCIATOR INPUT -8 (22)-------------------- 1J7-8 APS
CHASSIS GROUND -10 (20)------------------- GROUND
PANEL LIGHT - GROUND (C) -11 (20)------------------- JB-20
5 VAC OR DC PANEL (H) -12 (20)------------------- JB-19
LIGHT
POWER ADEQUACY INPUT 5P1-13 (20)------------------- 1J7-26 APS
Table 502 (cent)
Page 513
Dec 1/80
+ S55ER<Y %Sk%k%::!
MANUAL
&
FLIGHT SYSTEMS
Digital Controller Part No. 2586261-1 (cent)
POWER ADEQUACY OUTPUT 5P1-14 (20)------

DUMMY LOAD -15 (20)------
JUMPER 1
GROUND SPEED OUTPUT (-16 (22)-----------4~p ----- 1J7-16 APS
?
MERIDIAN CONVERGENCE 1J7-15 APS
L ------ JB-2
CORIOLIS SIGNAL OUTPUT -18 (22)-----------4;>----- 3P1-J RE:KITE COMP.

DUMMY LOAD - 2 (20)------
27.5 VDC IN MAG MODE - 3 ;:]------1 ‘UMPER
GROUND (B -) [ - ------------------ 1J8-4 APS
B+ 30 VDC - (20)------------------- 1J8-5 APS
26 VAC MOTOR FIXED (H) -
-i (20)------------------- 1J8-6 APS
FIELD
GENERATOR EXCIT. (20)------------------- 1J7-18 A’S
II
MOTOR FIXED FIELD (c) (20)------------------- JB-8, lJd-8 APS
27.5 VDC INPUT (20)------------------- JB-15, 1J8-9APS
108 VDC FROM DG (20)------------------ 4P1-W r:
GROUND (20)------------------ 4P1-V D:
EARTH RATE NO. COIL OUTPUT (22)------------------ 4P1-U D;
EARTH RATE SO. COIL OUTPUT (22)------------------ 4P1-N D;
GROUND SPEED (22)----- ------------ JB-2, 3PL-K REMOTE
INPUT T COMP.
1 (22)---- A ---------- JB-3
HEADING OUTPUT
(z)
(x)
(Y)
Amplifier
5Pl-
Power
~1 iSupply
(22)-----:- ----------
(22)------- ----------
(22)------- ----------
Part No. 2589226-1

1J8-19 APS
1J8-17 APS
1J8-18 APS
PO14ER GROUND 1J7-1(20)-------------------- JB-1

SLAVING OUTPUT -2i22j--------4%--------- 4P1-T D2
115 VAC400 HZ (H) -3(20)--------- ? ---------- JB-5
HEAD ING (x) -4(22)--------- ----------
OUTPUT CX - 1 (Y) -5(22)--------- [----------} OPTIOIIL
{ (z) -6(22)--------- ----------
27.5 VDC OUTPUT -7(20)---------4---------- 5P1-7 DI\;ITAL
CONTROLLER
ANNUNCIATOR OUTPUT -8 (22)---------:---------- 5P1-8 DIGITAL
CONTROLLER
MERIDIAN CONVERGENCE OUTPUT
t
-9 (22)--------+-}--------- 4P1-D DG
SIGNAL GROUND -10 (22)-------- x ---------- 4pl-B DG
36 VDC OUTPUT MAG MODE -11 (20)------------------- 4pl-S DG
23.5 VAC 400 HZ [;] -12 (20)------------------- 2J1-D FLUx VALVE
F.V. EXCITATION 1J7-13 (20)------------------- 2J1-E FLUX VALVE
Table 502 (cent)
Page 514
Dec 1/80
+ ST-ER’?<Y &s%#i$/i’%&
Arnpl ifier Power Supply Part No. 2589226-1 (cent)
DRIFT BIAS GROUND 1J7-14 (22 ------------------- 4P1-H DG

GROUND SPEED INPUT -15 (22 )------+=E ---------- 5P1-17 DIGITAL
CONTROLLER
I
MERIDIAN CONVERGENCE -16 (22)------4:> --------- 5P1-16 DIGITAL
}
CONTROLLER
POWER WARNING RELAY -17 (20)------------------- JB-27
GENERATOR EXCIT. -18 (20)------------------- 5P1 -@DIGITAL
CONTROLLER
POWER WARNING RELAY , -19 (20)------------------- JB-28
(c) -20 (20)-------------------
26 VAC 400 HZ
{ (H) -21 (20)------------ ------
HEADING OUTPUT (x) -22 (22)------------ ------ OPTIONAL
Cx #3 (Y) -23 (22)------------ ------
(z) -24 (22)------------[}------
{
CHASSIS GROUND -25 i20j-------------------- GROUND TO AIRFRAME
POWER WARNING OUTPUT -26 (20)------------------- 5P1-13DI!31TAL
CONTROLLER
-27------NC
(c) -28 (20)-------------------
26 VAC 400 HZ
(}1 -29 (20)-------------------
I{EADING -30 (22)------------ ------ OPTIONAL
OUTPUT CX #2 (Y) -31 (22)----------- ------
(z) 1J7-32 (22)----------- 1] ------
[
COMPENSATED FLUX
VALVE SIGNAL
INPUT
B+ 30 VDC
(z)
(x)
{ (Y)
(c)
1J8-1
-2
-3
-4
!
(22)----~~t- -----------
(22)----+-+- -----------
(22)----4-+- ------- ----
(20j--------------------
3P1-D REMOTE COMP.
3P1-E REF$3TE COMP.
3P1-F EMOTE COMP.
5P1 - 64 DIGITAL
CONTRO LER
(H) -5 (20)-------------------- 5P1 - 5 DIGITAL
{
CONTRO+ LER
26 VAC MOTOR FIXED FIELD -6 (20)-------------------- 5p1 -@DIGITAL
CONTROLLER
-7------NC
GROUND
27.5 VDC MAG-DG RELAY

-8 (20)--------------------
-9 (20)--------------------
JB-8, 5P1 - 8
DIGITAL CONT OLLER
JB-15, 5P1 - 9
(?
DIGITAL CONTR 9 LLER
DOPPLER POT -lo (20)------------------- JB-13
EXCITATION -11 (20)------------------- J6-11
26 VAC 400 HZ -12 (20)------------------- J!3-4
1
-13------NC
+27 VDC P.IAGOIJT -14 (20)------------------- JB-10, 4P1-E DG
-15------NC
1J8-16------NC
Table 502 (cent)
Page 515
Dec 1/80
<}5TER<Y %Siii?iii!ii%=
MANUAL
FLIGHT SYSTEMS
Amplifier Power Supply Part No. 2589226-1 (cent)
I
HEAD I NG (x) 1J8-17 (22)-------- ---------- 5P1 DIGITAL
CONTR9 LLER
INPUT (Y) -18 (22)-------- ---------- 5P 1 DIGITAL
9
CONTR LLER
{
(z) -19 (22)-------- ---------- 5P1 DIGITAL
CONTR
9 LLER
-20------NC
ROLL (;) -21 (22)------------------- JB-16, 4P1-M DG
INPUT -22 (22)-------------------
26 VAC [1
(i)
-23 (20)-------------------
-24 (20)-------------------
JB-18,
JB-1
JB-7
4?1-P DG
{
Cx #5 (x) -25 (22)------- ------- --- JB-29, 5!J1-2
DIGITAL CONTROLLER
HEADING FOR DOPPLER (Y) -26 (22)------- ----------- JB-30, 51’1-5
RADAR DIGITAL CONTROLLER
(z) -27 (22)------- i ----------- JB-31, 5?1-6
DIGITAL CONTROLLER
26 VAC 400HZ (c) -28 ----------------------->
(H) -29 ------- ---- ------- ----
(
(x) -30 ----------- ----------- OPTIONAL
HEADING (Y) -31 ------- ---- ------- ----
Cx #4 (z) 1J8-32 ----------- Ij
-----------
{
Synchro Loading: (Amplifier Power Supply)
Heading synchros B-2, B-3, B-4, B-5 have the following electrical
characteristics: Rotor excitation 26 V ac, 400 Hz; input power 1.1 watt max.;
output voltage 11.8 t 3%: sensitivity 206 mV/degree t 3%.
DC Resistance: Rotor 8.5 ohms, stator 3.0 ohms, both t 20% impedance:
ZRO 16 t 15% + J107 t 15% ohms

Zso 3.7 t 15% +J18.1 t 15% ohms
ZRSS 22 t 15% + J8.9 t 15% ohms
Synchro Loading (2) (Directional Gyro)
Loading Characteristics:
DC resistance: 10.5 ohms to 11.5 ohms stator

470 ohms to 560 ohms rotor
Impedance *15%
Zso = 13.5 to 14.5 + J48.9
ZRO = 951 to 1174 +J47.7
ZRSS = 1150 to 1356 + J804
output: 11.8 volts leg to leg max. Sensitivity: 205 mV/degree
Table 502 (cent)
Page 516
Dec 1/80
<}S7E~Y iti!(’k’tii%&
AVIONICS DIvISION C-1 2 COMPASS SYSTEM
Wire size should be No. 22 AWG or larger.
A connector pin function without designation in figure 502 denotes that

this pin is not used for this installation. However, if potted
connectors are used, the pins without designations should have capped
stubs and be appropriately identified.
Signal grounds and power grounds are common. All chassis grounds should
be connected to the aircraft frame.
All synchro wire designations are per ARINC 407.
c. C-12 Directional Gyro
Sperry now has three different part number C-12 Directional Gyros in
service. They are Part No. 2586333-1, -2, and -3. The -3 is the model
now in current production. All three part number gyros are directly
interchangeable except for one area where specific wiring installation
requirements must be followed.
The C-12 Gyro requires a roll input from a vertical gyro at connector
4P1-M, 4P1-P, and 4P1-R for proper operation. Part No. 2586333-2 Gyros
must have all three vertical gyro roll synchro leads (X, Y, and Z legs)
connected to 4P1-M, -P, and -R, respectively. In addition, none of the
vertical gyro roll synchro leads may be connected to ground.
Part No. 2586333-3 Gyros are the same as the -2 except an isolation
transformer has been added at the vertical gyro roll input for
applications where one of the vertical gyro synchro leads may be grounded
(usually the Z leg at the vertical gyro and directional gyro). All three
roll synchro inputs are required for proper operation.
Part No. 2586333-1 Gyros require a roll input only from the X and Y legs
as the Z leg is not used in the directional gyro.
The surest way to avoid problems in all cases is to connect the vertical
gyro roll synchro X, Y, and Z legs directly to pins M, P, and R,
respectively, on connector 4P1 of the C-12 Directional Gyro. Failure to
follow the above requirements, particularly in the case of Part No.
2586333-2 Gyros, will result in no leveling.
Page 517/518
Dec 1/80
‘LSPER4Y
Y i%%’iii’i;:;&
5 AL L SHIELDS TO BE INSULATED
6 IF PART NO 2586384 IS uSEO CO NNEC1
.
I, NIT ,
AM PLIFIER POWFII SUPPLY (SHORT 114 AIR RACK)
JUMPER FROM JB-10 TO JB.15
7 CXNO 2,3 AN D4EACHREOUIRED26V 400CPS
024.4 EXCITATION AND PROVIDE 11 8V LEG-TO- ——— ——.
FsTEMN
LEG COMPASS HEADING OUTPUTS CX NO 1 IS JUNCT ION
A SIZE 10 SYNCHR
SIZE 11
CX NO 2, 3 AND 4 ARE
8 SYNCHRO DESIGNATIONS ARE PER ARINC

~ 5PT11 +
BOX
GND
LIGHTS
‘Ju”c
REPORT 407, POSITIVE ROTATION IS IN.
CREASING HEADING FOR HEADING SYNCHROS
AND RIGHT F!OLL FOR VERTICAL GYRO
5P1-12 ~
5 V.4C OR Dc
I
TERMINALS RM103B PROCURED FROM 9
SYNCHRO
IF GENERATORS ARE NOT SYNCHRONIZED m I
MACGUYER CO PROVIDENCE, R ! AUTOPILOT SYNCHRO MuST BE EXCITED BY
4 ALL WIRES TO BE 22 AWG OR LARGER

SAME GENERATOR AS COMPASS
10 130TH 2586333.2 AND.3 GYROS MU57 HAvE ALL
3 Ix, y. z) ROLL INpuT LEADS CONNECTED FOR
----m
PROPER 0PEF7AT10N THE 2586333.2 GYRO
MUST NOT HAVE ANY ROLL INPUT LEAD
---m
CONNECTED TO GROUND
I m
I
El
I
$
1J8-8
8
5P1 @
L$:~x::
=11
—
m
GROUNDED AT L — ‘J’”” + WHEN SYSTEM ON

UNI 1 3 ~pl THIS POINT ONLY
SHORTED AND INPuT POWER
REMOTE
OMPENSATOR
FV GRD ~M 2J1-F - L — IS ABOVE 88 VAC
‘J’”” + }}
2J1-A
=$ 2’1-0 1J8-9
(Y)+c ‘)g 1 2J1-C J 5P1. ~ >0 NOT INSTALL JUMPERS
15 SEE NOTE 6
e
(Z’)+D
(X’) +E
,
,
, 1J8- 1
1J8-2
-1 = 1 ohm per knot ~
u
.—— —.
3ETwEEN J13-JB2 AND
m12-JE313 ON SYSTEM NO 2
1J8-3 -2 = 2.5 ohms per knot r 3-

PART OF
::3: .!0-12
1 DOPPLER
WI
<: r 5P1-~ SYSTEM
2 2
CHASSIS 3,1-K
GRD
P
SPEED II
k El
3 1J8-T2 4
10DDKN
m
+: ———
+. 1J8-24 7 ‘1
---m
=$ L — 1J7-1 I
\\\\\
E
PW17 GRO +
OOPPLER GRO
S
K
JB-1
JB-2 — \\\\\\\\ \
3PI-S
1J8-23
1 AO I
\\ \\\
115V 3
CORIOLIS +
u
J E >>
JB-5 — 4 4P I-A
115V r= I
7 :
5P1-18
——-- --—- —— T — 4C.2-
3P1-U
II I
C3 (Y(’m’ ‘i))) (“(’(’(’l” n
a
(5 (’((’(’(’ 1J7-3
4P1-C
5 co
:J L .—— ———
1J8-21 —
4PI-M
1
1J8-22
ROLL
W’LMJ-U
— 4P1-P
1NPU1
4,1-R
E
4,2-E
I
I
4P2-D
4P2-C
4P2-B
I STATOR
1!9
ROTOR
115V, 400-
AUTO-PILOT
SYNCHRO
SEE NOTE 9
4P2-A
I }
n
=El Z7 (x)
Interconnect Diagram
Normal installation with a 2.5 ohm/knot
doppler is to use a -2 amp. power supply.
=El
-=0
30
31
o’)
(Z)
1 STATOR
11.9
HEAOING
FOR
DOPPLER
RAOAR
A&,,m ,E25877%
Figure 502
Page 519/520
Dec 1/80
+ SPER?f
FLIGHT SYSTEMS
it?iii%fi%?a
MANUAL
AvIONICS OIVISION C-12 COMPASS SYSTEM
SECTION 7
SYSTEM SCHEMATICS
This sect’ on contains the complete system schematic diagram which is to be used
as an aid in troubleshooting the System.
Page 601/602
Dec 1/80
+ SPER’W
FLIGHT SYSTEMS
i!!:i’k?%i:T;%
MANUAL
b
—.—. —-—- —_—- _. ___ _____ —_—_ —-—- —___ —-—. —-—- —____ —._—- —-—- —-—- —-—- —-—- —-—- —-— -—-.— .—_— ..
(0 AMPLIFIER-POWER SUPPLY (1)
pLltiN~Al~LmEE
;
FAm ----------------------------------------- AGc AND CONVERGENCE CONTROL
!
1i
I
I REO
I
I
EARTHS FIELD COMPUTER AMpLIFIER rcwl
Mc-1
CONNECTOR
~W?=N-— ‘— - = .—-— -—-— -—-— -—-— -—- R2 $

..- -. .. I .= ❑ “m TCLL -.. z ,,
I coMpAss REMOTE MAGNETIC COMPENSATOR (3) i P T 1 1 )Ilc-. .. .
%$+ ? w
!:fp’TTERml- 3:E
~ GRN 1~ 6W-WHT
~ BLU X x REo P 24Lu.wHT
-1-
I
-—-—- —-—-
TAL CONTROLLER ~’ f- -----To IA5MW
I
1
I
“
I
i !Im:
ill T2-;
“: H
,~JRg-!
L ------------------ i 6 -----------': ----: ---= --------- IP7 1 IJ7
INPU1
1’2
,.,.
------
POWE! + H + 1 ~ QL-
—- —-— -—-—- —-—-— -
I 15VAC - *C3 ~ , ~’
Ill IJI
400H2 + , ,. - Idl
1~i142T15 ,B ! ‘~-”-’: :-–-–-–” ~-—-- —--— -- —.- —--— _- —-- ——-— -,4 --— -- —-- —--— --—- ‘9’-—-— ——___ —__ ____ ____ __
L
;l~~ll~ 29
4
C2 I_
,17
cR3d”
‘/* R6/3R’
d“
1= I [~~~A~~L~~~~-%=~~~---~-~
I
~ IPI ‘f 3.6 ~ IPI 61 R16 68
1
I
R12 CRI + R2
o
I I I I
27 20 18 3 33JI [3P,
&~% ‘ 3 ‘: i
T 4W ~ --’J+$’~~ Jl I
r
[ L —- —-— - c-- —-— -—-—- ——-— -—-—- -1 L I
,. I ..~ .-
r 145 I
‘PI .— -—-— -—-—q I I
Q5
l-+ i
J
1 —-—- C15 55
I-J
RE Is
dm’-mlw fiO EXT OOPPLtt 65 30 I
E
_lRAOAR
30 CR 33
I15VAC poo KNOTS
, ~ R22 59
{
R7 ‘5 =*cle
ITEm 24 40 C17
~ OKN0,5 g__ —GROUNO SPEEO 18 19 R24
—-— I-&
12 C6 C7
*$, !L-:~:;---=-----------–---=
R28
em 43 29 41 I 1 II 39 47 56
‘ ~——
,RN YELI” vARIABLE GAIN AMPLIFIER SLAVING LIM17ER
-.
IA6TI
1 IJ7
I
IP7 s
I
IA7CRI 53
v I
I
1
37 3, z 5
—
1
& +
i IL’ SHEET 3,
I--J
.L
w+ I
?
23 WAC 3
IAK IA7CR2
I POWFR
I ,p,
-----------------------------i--------------
L-- —-—— _- —__ —_-— ___-— —--— .__—- -— --— --
---—
—-- &- —--— -- —-- —--— -- —-- ——-— -- —-- ___— _. —__ —__— --
i
:
IOVAC
I
55 34
II IJI
t
——-——-—-——-————— —__———— -—- --— -———
1 i
(! 7, !--------------
? 26vAC
I
f .62 i
#-
—
w
=w--J 1
L-----LiEsliEsl
A
IA7RI0 41 Sa 32
IA7KI
m 31
1 I Y’-’ I I I
IA7R5 1 611 611 64 +— H )SHEET 4
51 66 66 67 65 1 1
lP7.2~, lJ7
:9
.—-— -—-— -—-— -—-— -—-— -—-— -—-— -—-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—- —-—. —- .2 Ao-llw
C-12 Gyro Compass System Schematic Diagram

(Sheet 1 of 5)
Figure 601
Page 603/604
nec 1/lw
+ SPEK’W
FLIGHT SYSTEMS
:::+i’iii!ii%
MANUAL
&
C-12 COMPASS SYSTEM
AVIONICS DIVISION
—— —.— —— — —— —. ._ . . —. ._ _. _. __ __ —— —— —— — —— —— —— .
———— ———— —.
~0~REZ10jLTR~4~
.—-—. —-—. —
— — —
——-—-———
— — — —
————-———-—-—-—— — 1
J P/O DIGITAL CONTROLLER (5)
1’”’:;:+’1I
I
I; AI
i
I
-
“::A::H-&---=- ,,-. , ‘20vDcm13 P/o P/o P/o P/o I
Iw w,i 5P1
4J3 4P3 4J4 4P4
II
} 4J2
I I II I
I Ill
I E-9x F TEST POINT
I I JEI-52
F(15 04 2,
FI
02
I
1 GRN
I
+15VDC _
R4
+ lE “DC
w
+20 VDC (UNREG)
I L+ ,, R13 JB-44
CR4
— +15VDC
~’
I
— 1 ~“
I 3 R1lA I
h
CR5
I
P/o
4P4
P/o
4J4
P/o
4P3
P/o
4J3
1- .—— ——— —— -1
Ill
Ill
(22
L
R16
I
J
05
‘~ = ~“
‘“B+----+”
1@ ““1-’”” r----l~
WHT
RED I
R5 P-’ +’ I I i
I () YEL
r
‘1
I
Ii
-1s “DC ~
Tc’ R21
-15VDc
VR2
-15VDC
~
r TO 4J1-X
WHT-BLU ~ BLK
10 B4
ROTORACE
MOTOR
<Cca ?< ! *
r ——— ——— —.— —. Ji /-i.\
.
J
.
I
I
I
1
I I
t
I r
~_() 3
REO
I
<M-----k i RED YEL
I
r
I 1
I
I T T
T 1111
T~
1 I + I
4?
TI i
1111’
I
)“Tc’
&2
! I I
!
I
!
1
!
I 2
K2
I
I
I
I
T?
~B~,~ +
L[J
14 115 VAC403HZ~ YEL L2 L1
2
i BLU BLK BLU
i
I ~x~x< t
13 18 VAC~W
I
3 VAC~ 7
3 i RI
C5
CR6
I
<Wq--.--p”<
+
I
I
) -8
18 3
2 18 vAC~
115 VAC,
i
~E~E<
I I II
i v
6
I
3VAC.Q 6 9 32 “AC WI Hz (H) g!
1111 ; -1 I
I
{)
1111
BLU 51
C12 B2
I
5
10 36VAC
i 0[ 13LK : I -4 LIOUID
LEVEL
I
I
152
“AC
4
11 40VAC
115 VAC,
400 Hz (C)
i
C6
1{
CR7
}1
I Ill LEVELING
MOTOR
2
WHT
POWER
WHT I
I 1’ 40VAC
GROUNO NO.
115 VAC.
1 4 ‘
I -k-k--k”< \ u
KI ORN ORN
1 I
,1 4J 1
7 L
1 44 vAC 400 HZ (H) 61
I L~L 12 2
II AIL1
I
152 “AC, 400 Hz@ 181
L 1 BLK
— I
Ill+
‘ ‘+”< I
“++t- A1C2 !
— 16
Ill 3
ORN
5
GRN
7&+-L
L
J ‘%
1
152 “AC,
400 Hz
I
! T
c?
RT2
P
&F~F
10
GRY
I
YEL RED
R5 GYRO 31
P/o p ,0
I II
MOTOR
@(
I
BRN ELK
4P1
I II
a 1 J&++J 9
BLU BLK ORN (EL
I
F
1111 Hd__&H 11 GR.:do
SLAVING
MOTOR
0
I
I
--w” ‘ I 1’ II
RT1 1! -r i “; c ‘ ‘$ ; ‘~ SHEET31
%
‘1’
L ———— ———— -———
L—-——
————
——— ——-—.
————
— -—-—
———
-— ——-—
———.
w
,0
-—.—-—-
———
d
[
— .-
I
.—— —— ——— ——— ——— ——— ——— .—— ——— ——— ——— ————
I
#
A
mllmo

(Sheet 2 of 5)
Figure 601
Page 605/606
Dec 1/80
‘L
7r ~~”ER~y
FLIGHT SYSTEMS
t&’ii%&fi!i&’
MANUAL
b
AVIONICS DIVISION
C-12 COMPASS SYSTEM
—.—-—.—.—. ———.——— ——-—- —-———.—.—-———-—.——_—_-—-

I P/0 DIRECTIONAL GYRO (4) 7 SHEET 2
f A3 +20 vDC (UNREG)
I R15 R23
‘( ( ( I
I 7
12
i
+20 VDC
(UNREG)
T
R16
I l-l I
+20 VOC (UNREG) +15 VDC
I ;~~ CR, R, A
3
I
— U1
I 2 -!15
I
I ~ c’
.- —- —— —-—-—-—- —- ———-—-— -—- —- —- —- —- —- —- —- ———-— —— 23; RI R7 CR5 R16

I
I I, A2 ~15
I T 16
TEST
24,
Y cl CR2
R13 R19 I
[ l\
TC7
I I -1
I
I
‘2 POINT
I
““”UT +
Rm
TA-?4- I ——
i ii
j
1--’---
2
+15V
--$
I
% TEST
POINT
““
~cR4~
C1O
+20 VDC (UNREG)
CR1O
EJiI
1/
; ‘+++-
U2
——
3 [ :::AL”MC2
-I,vDcl’~ = ~c’
I
I I
-15 vOC
ROLL
J13-17
INPUT
-15 VDC .
II R18 R19
~ 251
CR3 R9
%%%
3
U2
CR5
I
T -15 VDC
I
—
I R4 R20
I
JB-18 R2 R24 K1
m
‘ ‘+
. . .
~ v C8 37 20 vDC
I
T
i +15 vDC J (UNREG)
P
I
I
ROTORACE
TEST
~
‘&
TO 4P4-CC
5
4#
I C8 I POWER GROUND NO. 4 ‘3~’ &
R21
R I
+4
POINT
II
I 7
c1
,,1
I I
I I 41
= C2
R24
1
R14 3 115 VAC, 4LM Hz ~~
?
4 )
5- I
I 6
J+
G
15 5
115 VAC. 4C0 ltz~W
8-
4;
14
I
/ 16
I II
al -15 WIG — -20 VOC (UNREG)
9 ‘ 2
,owERGNoNo.5’j_(’’oc’””R’”
8C ,C,2 , R= s ,=-- I
I ~::;,
R4 ,1
I
I I I 3 VAC. 4W HZ 27
1
‘~T
3 1 0- PHASE
4 I
I 3 VAC, 400 Hz 221 2
I
i’
lSO- PHASE 12 2
% u?
33 VAC, 40t3t+z 76
I 3 3 R22
I
I ‘?--JOC vR2
03
I
I
1
1 ~,
-.
,-%–+ I L--- —
I
I
13 4 1 T1 4 ~
(UNREG) w
I
P/o
‘*
4P4
.
i ~
. < C5
2 1 f: 5 K2
CR9
I
I
“’5VDC*
FR&M R27
I C4 vR1
HEADING
SYNCHRO I 2 3 6
,B;~ N*
-20 vDC 9
I
i J (UNREG)
[ R5 R17
I
I !i —
P/o 10 I
4P1 I i r“l=’ ‘ ‘d’
L-_– —-_- —__- —_ —___ _-_-
+2U VOC (uNREG)
___- __ —-__ —–— - —-—–1
I
I
TO 4J2 -F
I
I
I I -.—-—-—-—-—-—- —–—-—- —-—-— -— -—-—-— -—- —-—-—- —-. I
I
i
I
I
I 1
1 >’~cRj
L—————— —————. ——— ——— ——— —.. ———— ——— ——. ———— —— ——— ——. —-— ——— ——— ——— .—— ——— ——— —— J
AC-1I1O @

(Sheet 3 of 5)
Figure 601
Page 607/608
Dec 1/80
+
!5T-ER<Y
FLIGHT SYSTEMS
#%%ifi?%!&
MANUAL
e—-—-—- —-—-—-—- —-—-—- —--- —-— -—-—-—- —- —-—-— -—-—
! P/U AMPLIFIER-POWER SUPPLY (1)
r ——-— -
, A4%M’%,~ i --–_-_-__-_q Imz
.
—A
*AR 7 k~ ‘p” ‘J’ r ‘ER:c:::’:~~ ‘p “J’

SHEET 3
z.–—. ~ “-
LU-WHT
9R
!!&~ 5PI
$+-:x
SE:IIO
{ I I
DIFFERENTIAL CONTROL
L —---— ~ TRANSFORMER
I
i I
9
L -- —-- —--— -- J
I
J
I
-——-——-—-—-— —B
ri ,J4 .:
—c
~E;$$:*~$____________________ —.-~—--—--—--—--—--—--—,
I I ‘4
1 FAST SWING ‘“i
1 !
&
5
Al g
5
7
22 17
+
C5
37
1
--------i- 1
24
&
CRI CR3
& 114837 ‘AST

c 14 33 cl> 5WING
KI ?ELAY
45
CR5
cR2 CR4
L
45 23
I
1
I Ill E
7
. Ill
-F
26vAc
L --—- -—-- —--——-—--—--—-- —--—-- —--—--—-_—_-—--—--—-- A

I lPe
L-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-—-——-—- —-—J— 14 -
d
1’8
JB.I J
SHEET I (E===-
H+—
I;:
L
——.——
—.
L-. -— ——
I
1
--
–– –-G
—n
L AD-1111

(Sheet 4 of 5)
Figure 601
Page 609/610
Dec 1/80
+ !5T4ERW i!:ii%’ii::%
MANUAL
&
FLIGHT SYSTEMS
AVIONICS DIVISION
C-12 COMPASS SYSTEM
..—. — .—-— .—-= -_-— -__— .—-— -—-— -—-— -— -_ ____ -_. — -—-—. ---- ..,— .-. -—-— -—-— -—-— -—-— -—-— -—-— -—. _ -—-— -—-— -—-— .—. — -—-— ——-— -—-— - 1
,,3
~----- — — _________ _________ __________ ___ ____ ___ .- —-- ___ _______ 1J6 r’
SERVO AhWLIFIER (IA3) I’REAyFtIFIER IWADRATLRE E LIMINATEM POWER AMPLIFIER
-—--—- .—— -— o- —-- —- ———-—--— ––—,
lP3 24 IP6 I
A ~5< r ~ ~~-
1
29 t 11,
I1
~~: 60, —
R8 51 ill > I
29 ~46 TO IA587
Ill
C2 . .
I
I
~------,
“----t --------- --––*– —_. –_*______
fi~+
; ~ ~ ~RNT3yEL
G “~:-
5 *
R5 16~
&LK~i
16
GRN C5
l\
~ R9
--J
22 31
-69,
33
,; :& ~~a$
I
I rll-1 m i
: 5 cR3 CU4
B 41 01 C7 >1
40
Ilt;o CRIO Cl?e 61 44
c-+ BLU WIN C R2
21 20 39 *8 Ce
26 y fCRll ::Rll
12
I
; I ~ ~Rl~ R4
cR5 35 CR6
Ill ~c6 “ T,
4 r- , ~ <> ~‘
6 6 30 30 50 50 41
FI
14-17
I T2 -
I L3RNH8LU ,:Nf--lElLu
,,,
II r’---- - ,J8
- ‘4 ‘8 ‘- —-6 5 4293231302820242322 212832 3+3029—27 h123-—~
L--___:-1——
___
—___
__ J i=R] Q 14ELDING OUTPUT TO EXTERNAL SYSTEMS
‘[
IJ
1 I 1 . If —— J II i I HE AOING OUTPUT
TO DOPPLER SYSTEM I
v
P —-—-—-—-—
1
-— -—-—-— -— -—-—-— -— -—-—-— -— -—-—-— -— -—-.--— -— -—-—-— -—- —-—-— -—-—-—-—
A
I
I I
J
i I
-—-—
-—-_ ---- —.—-—
-—-—-
—-—-—
-—-—-
—-—-—
-—-—-
—-—--
r
I
P/O DIGITAL CONTROLLER
~______
(S)
-___ -__________ ---_~__-=---_~__ --_----. -----_ --___ --___ -_@-;:-:_:::-:_:_;----------;
3601 751 I
i f
, I
11! , I
1
1
LIGHT ING VOLTAGE
—-—- — a
i I ~li
u
RIO
-4
-1 Ml ~
ANNUN CIATOR
5JI
P J
G_—-–--- —--––-–
SEE NOTE 3
~ ~&-&G~$~~$~R
c’ ‘L -— -—-— -—.—-—- —-—-
5PI
I -- —-—-— -—-—-—- —-—-—-—- —- —-—. — -—-—-—. —- —-—-— -—-—-—- —-
H-
1 AD-1112

(Sheet 5 of 5)
Figure 601
Page 611/612
Dec 1/80
SECTION 8
REMOVAL/REINSTALLATION AND ADJUSTMENT
1. General
The following procedures provide instructions for removing and reinstalling

equipment of the System. These instructions are limited to the removal and
replacement of the components only.
No special equipment or materials are required.
3. Procedure
A. Remove Remote Compensator
(1) Release four Dzus fasteners.
(2) Pul 1 remote compensator straight out to gain access to

interconnecting cable.
(3) Disconnect interconnecting cable frcm jack 3J1 located on the rear
of the remote compensator.
B. Reinstall Remote Compensator*
(1) Connect interconnecting cable to jacks 3J1.
(2) Insert remote compensator into nwunting area and secure four Dzus
fasteners.
c. Remove Digital Compass Controller
(1) Release four Dzus fasteners.
(2) Pul 1 digital compass controller straight out to gain access to

interconnecting cable.
(3) Disconnect interconnecting cable from jacks 5J1 located on the rear
of digital compass controller.
D. Reinstall Digital Compass Controller
(1) Connect interconnecting cable to jacks 5J1.
(2) Insert digital compass controller into mounting area and secure four
Dzus fasteners.
* Replacement of remote compensator or flux valve necessitates a compass swing.
Page 701
Dec 1/80
+ !5T<ER?f
FLIGHT SYSTEMS
%Shf%f’%:&
MANUAL
AVIONICS OIVISION C-12 COMPASS SYSTEM
3. E. Remove Amplifier-Power Supply
(1) Release holddown clamp.
(2) Pul 1 amplifier-power supply straight out from mount to avoid damage
to interconnecting plugs.
F. Reinstall Amplifier-Power Supply
(1) S1 ide amplifier-power supply straight into mount.
(2) Secure holddown clamp.
G. Remove Directional Gyro
(1) Disconnect interconnecting cables from jacks 4J1 and 4J2 located on
the side of directional gyro.
(2) Remove four mounting screws and associated hardware.
H. Reinstall Directional Gyro
(1) Secure directional gyro using four mounting screws and associated
hardware.
NOTE : Ascertain that the unit is mounted with bottom

mounting surface horizontal within 0.25 degree
in normal flight and that the centerline of the
mounting holes is aligned within 0.25 degree of
longitudinal axis of the aircraft.
(2) Connect interconnect ng cables to jacks 4J1 and 4J2.
I. Remove Flux Valve
(1) Disconnect interconnecting cable from plug of flux valve.
(2) Remove three nonmagnetic mounting screws and associated hardware.
J. Reinstall Flux Valve
(1) Secure with three nonmagnetic mounting screws and associated

hardware.
NOTE : Ascertain that mounting flange is parallel

within ~2 degrees to the level flight attitude
of the aircraft and that the front of the
flux valve faces forward.
(2) Connect interconnecting cable to plug of flux valve.
Page 702
Dec 1/80
+ SPEI?W ~s%%fi!ii%&
MANUAL
FLIGHT SYSTEMS
SECTION 9
SHIPPING/HANDLING/STORAGE
Refer to manual, Sperry Pub. No. 09-1100-01, for detailed procedures for
preparing all system components for storage or shipment.
Page 801/802
Dec 1/80
,,
Page 26
Note 1, Honeywell, 09/12/97 11:35:10 AM

SN

SN
Page 84

-1 = 1 ohm per knot
-2 = 2.5 ohms per knot

Normal installation with a 2.5 ohm/knot
doppler is to use a -2 amp. power supply.

C12 Compass

Încărcat de

Informații document

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

C12 Compass

Încărcat de

Drepturi de autor:

Formate disponibile

HONEYWELL INC.

BUSINESS AND COMMUTER

C-12 Gyrosyn@ Compass System

PRINTED IN U.S.A, PUB. NO. 15-1147-06 1 DECEMBER IWO

AVIONICS OIVISION C-12COMPASSSYSTEM

LIST OF EFFECTIVE PAGES

Original ....O....Dec 1/80

SUBJECT PAGE REV NO. SUBJECT PAGE

This manual was released for distribution December 15/80.

List of Effective Pages (Page 1)

SUBJECT PAGE REV NO. SUBJECT PAGE REV NO.

system System Sch6~;tics

List of Effective Pages (Page 2)

Sect ion Paraqraph Page No.

2 Components Description 101

System Operation 201

Ground Check 301

Fault Isolation 401

6 System Installation and Interconnects 501

6.1 Mechanical Installation 503

6.2 Electrical Installation 511

TABLE OF CONTENTS (cent)

Sect ion Paraqraph &!!Q9Q Page No.

7 System Schematics 601

8 Removal/Reinstallation and Adjustment 701

9 Shippinq/Handl ing/Storage 801

U-u.!K Name Paqe No.

1 System Flow Diagram 3

101 FX-120, FX-270 Flux Valves 102

102 FX-120, FX-270 Flux Valve Schematic 104

103 CS-313 Remote Compensator 106

104 CS-313 Remote Compensator Block Diagram 108

105 CS-313 Remote Compensator Schematic 109

106 C-12 Directional Gyro 112

107 C-12 Directional Gyro Block Diagram 116

108 CC-161 Digital Compass Controller 118

109 CC-161 Digital Compass Controller Block Diagram 123

110 SL-120 Slaving Amplifier and Power Supply 124

111 Amplifier Rack Block Diagram 128

112 Slaving Amplifier Block Diagram 130

113 Servo Amplifier Block Diagram 132

114 Control Amplifier Block Diagram 133

115 Servomechanism Block Diagram 136

201 C-12 Gyro Compass System Heading 203

202 Meridan Convergence Functional Loop 207

203 Coriolis Compensation Functional Loop 208

204 Earth Rate Functional Loop 208

205 Fast Swing Functional Loop 210

206 Turn Cutoff Functional Loop 211

List of Illustrations (Page 1)

LIST OF ILLUSTRATIONS (cent)

Hs!E Name Page No.

207 Heading Functional Loop 213

501.1 FX-120, FX-270 Flux Valve Installation 505

501.2 CS-313 Remote Compensator Installation 506

501.3 C-12 Directional Gyro Installation 507

501.4 SL-120 Slaving Amplifier and Power 508

501.5 CC-161 Digital Compass Controller Installation 509

502 Interconnect Diagram 519

601 C-12 Gyro Compass System Schmatic 603

List of Illustrations (Page 2)

AvIONICS DIVISION C-12 COMPASS SYSTEM

Table Name Page No.

101 FX-120, FX-270 Flux Valve Leading Particulars 102

Weight (approximate) ● ......0 .... ● ● ● ..0.............. ● ● .. 1.5 lb (0.68 kg)