H80100
Standby Artificial Horizon System Component Location 593
34-25-0 Figure 1 Sep 20/81
Page 2
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
STANDBY ARTIFICIAL HORIZON SYSTEM -ADJUSTMENT/TEST
EFFECTIVITY
GJ ALL EXCEPT B-2509, B-2510 and B-2524
1. Standby Artificial Horizon System Test
A. General
(1) The standby artificial horizon indicator is a backup for the attitude reference system.
B. Test
(1)
Close STBY HORIZ circuit breaker located on load control panel P18.
(2)
After the instrument has been energized for 30 seconds pull the caging knob, the "X" warning flag which is visible on the right hand side of the instrument face when the system is not operating, should disappear.
(3)
Five minutes after power has been on check that the indication of pitch and roll is within + 1 degree of airplane's attitude as compared with aircraft primary attitude reference system or inclinometer.
(4)
Pull STBY HORIZ circuit breaker and observe that "X" flag comes into view.
5C8
Feb 20/89 34-25-0 Page 501
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
FLIGHT DIRECTOR SYSTEM - DESCRIPTION AND OPERATI0N
EFFECTIVITY
Airplanes with Collins FD-110 Flight Director System
1. General
A. The flight director systems furnish the means to select a desired flight path, along with lateral (bank) and vertical (pitch) steering commands, which if followed, will enable intercept and tracking of the desired flight path. The desired flight path may be a magnetic heading, go-around after aborted approach, VOR or localizer (LOC)/glide slope (GS) approach beams. In addition, altitude information obtained from the air data computer is converted to pitch steering command information and utilized in holding the airplane at a desired altitude. Time base glide slope gain programming is available to reduce pitch steering commands as the airplane descends the glide path.
B. Two systems are installed, captain's (No. 1) and first officer's (No. 2). Each is comprised of the following units: attitude director indicator (ADI), horizontal situation indicator (HSI), steering computer and flight director annunciators. A single flight director control panel is common to both systems. Location of the components is shown in Fig. 1.
C. Each flight director computer receives input signals from its associated VOR/ILS navigation system (GS, or VOR/LOC deviation signals) (Ref 34-31-0), attitude reference system (bank and pitch displacement/error signals) (Ref 34-22-0), and the air data computer (altitude hold and rate error signals) (Ref 34-12-0). Pitch and roll signals are received from the vertical gyro (Ref 34-22-0). Each computer receives heading and course error signals and manual pitch commands from the flight director control panel. The computer uses various combinations of these signals, depending upon the mode selected, to develop the bank and pitch steering commands. Bank steering commands are developed from heading and course error signals from the flight director control panel, VOR/LOC deviation signals from the VOR/ILS system and roll attitude reference system. Pitch steering commands are developed from altitude error signals from the ADC, manual pitch commands from the flight director control panel, glide slope deviation signals from the VOR/ILS system and pitch attitude signals from the attitude reference system. The bank and pitch steering commands are displayed by the steering command display system (V-bar command indicators) in the ADI. The V-bars are servo-operated and move to indicate the desired attitude in bank and pitch. The pilot then maneuvers the airplane to align the V-bars against the miniature airplane symbol. When the V-bars are aligned with the airplane symbol, the real airplane will be in the correct attitude to intercept, or remain on the desired flight path. A block diagram of the systems is shown in Fig. 2.
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