Commercial Flight Systems Group

Business and Commuter Aviation Systems Division

Honeywell Inc.
BOX 29000
Phoenix, Arizona 85038

C-14, C-14A, and C-14D

GYROSYN Compass System

Installation and
Maintenance Manual

TITLE PAGE T-1

PUB. NO, 15-3114-01 REVISED 5 NOVEMBER 1991
PRINTED IN U.S,A (FORMERLY LJ-15-0510) 15 DECEMBER 1964
 INSTALLATION

HOne~e[l fi~~J~&NAN”
G14(X) COMPASS SYSTEM

IMPORTANT NOTICE
The avionics business units formerly owned by UNISYS Corp. and
identifiedwith the Sperry name or logo have been acquired by
Honeywell Inc. Publications,products, and components marked
or identifiedherein with the Sperry name or logo are publications,
products, and components of Honeywell Inc. All references to the
Sperry name or logo should be taken as referringto Honeywell Inc.

PROPRIETARY NOTICE

This revised document and the information disclosed herein are proprietary data of Honeywell Inc.
Neither this document nor the information contained herein shall be used, reproduced, or disclosed
to others without the written authorization of Honeywell Inc., except to the extent required for
installation or maintenance of recipient’s equipment.

NOTICE - FREEDOM OF INFORMATION ACT (5 USC 552) AND

DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY (18 USC 1905)

This revised document is being furnished in confidence by Honeywell Inc. The information disclosed
herein falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905.

SR91

GYROW’N is a registered trademark of Hcmeywall tnc.

TITLE PAGE T-2

Copyrtght 1991 Honeywell Inc REVISED 5 NOVEMBER 1991
All Rignls Resewed 15 DECEMBER 1964
 RECORD OF REVISIONS

Upon receipt of a revision, insert the latest revised pages and dispose of
superseded pages. Enter revision number and date, insertion date, and the
incorporator’s initials on the Record of Revisions. The typed initials HI are
used when Honeywell Inc. is the incorporator.

Revision Revision Insertion Revision Revision Insertion

Number Date Date By Number Date Date By

1 Feb 15/65 ---

2 WLlx!x Nov 8/68

2 May 1/72 l!USUQU

4 May 1/73 Jun 15/73

5 Ott 10/74 Nov 10/74

6 Jul 15/75 Aw 15/75

7 Feb 1/77 Mar 15/77

8 Auq 22/77 seD 5/77

9 NOV 15/80 Dec 23/80

10 Nov 5/91 Nov 15/91

Page RR-1/RR-2

Use or disclosure of Information on this page is subject to the restncflons on the title page of Ihm document.
 LIST OF EFFECTIVE PAGES

Original .. 0 . . Dec 15/64 Revision .. 6 .. Jul 15/75

Revision .. 1 .. Feb 15/65 Revision .. 7 .. Feb 1/77
Revision .. 2 . . Sep 11/68 Revision .. 8 .. Aug 22/77
Revision .. 3 . . Flay 1/72 Revision .. 9 .. Nov 15/80
Revision .. 4 . . May 1/73 Revision . 10 .. Nov 5/91
Revision .. 5 . . Ott 10/74

SUBHEADING ANDPAGE REVISION SUBHEADING AND PAGE REVISION

Title 1-22 9
T-1 ■ 10 1-23/1-24 9
T-2 ■
10 F 1-25/1-26 ■
10
Record of Revisions Installation
RR-1/RR-2 B 10 2-1 9
2-2 9
List of Effective Pages 2-3 9
LEP-1 ■
10 2-4 9
LEP-2 ■
10 2-5
2-6 ;
Table of Contents 2-7 9
Tc-1/Tc-2 m 10 2-8 9
2-9 9
Introduction 2-1o 9
INTRo-1/INTRo-2 m 10 2-11 9
2-12 9
Description and Operation F 2-13/2-14 ●
10
1-1 F 2-15/2-16 9
1-2 : F 2-17/2-18 ●
10
1-3 9 2-19 9
9 2-20 9
H 9 2-21 9
1-6 9 2-22 9
1-7/1-8 ■
10 2-23
F 1-9/1-10 9 2-24 ;
F 1-11/1-12 9 2-25/2-26 9
1-13 9
1-14 9 Compass Swing Calibration
1-15 9 3-1 9
1-16 9 3-2 9
1-17 9 3-3 9
1-18 9 3-4 9
1-19 9 3-5 9
1-20 9 3-6 9
1-21 9 3-7 9

■ indicates changed, added, or deleted page.

F indicates right foldout page with blank back.

Page LEP-1
Nov 5/91
Use or disclosure Of mforrnat!on on thm page is subject to the restrictions on the Mle page of thts document.
 INSTALLATION

HOne~el[ fi~#~~~ENANCE
G14~ COMPASS SYSTEM

SUBHEADING AND PAGE REVISION SUBHEADING

AND PAGE REVISION

Compass Swing Calibration (cent)

3-8 9
3-9/3-10 9

Ground Operational Tests

(Gr:u;d Check)
9
4:2 9

Shipping, Handling, and Storage

5-1/5-2 ■ 10

Page LEP-2
Nov 5/91
Use or disclosure Of mformetlon on thm page IS subpscf to the restrictions on the title page of this document.
 TABLE OF CONTENTS

Section Subheadin~ Paqe

I DESCRIPTION
AND OPERATION 1-1

1.1 Physical Description

I II
1.2
1.3
Component
Functional

INSTALLATION
Description
Operation

2-1

2.1 General 2-1

I 111
2.2
2.3
2.4

COMPASS
Mechanical Installation
Electrical Installation
Loading and Gradient Characteristics

SWINGCALIBRATION
2:i;
2-12
3-1

IV GROUND OPERATIONAL TESTS (GROUND CHECK) 4-1

v SHIPPING, HANDLING, AND STORAGE 5-1

Page TC-1/TC-2
Nov 5/91
Use or dmclosure Of mformatlon on this page IS sub}ect to the restrictions on the We page of this document
 INTRODUCTION

This manual provides general system maintenance and installation instructions for
I the C-14, C-14A, and C-14D Gyrosyn@’ Compass System. The Compass System can
comprise any number of components, providing various levels of capability and
display depending on the user’s requirements. (Refer to Section 1.)

This manual provides block diagram information and interconnect diagrams to

permit a general understanding of System interface. Common system maintenance
procedures are not presented in this manual. The best established shop and
flight line practices should be used.

I Information on shipping, handling, and storage of all System components

contained in Honeywell Pub. No. 09-1100-01.
is

Abbreviations used in this manual are defined as follows:

Abbreviation Definition

A/P Autopilot
CT Control Transformer
Cx Control Transmitter
FV Flux Valve
FVCT Flux Valve Control Transformer
GRD Ground
POT Potentiometer
SYNC Synchronization

Page INTRO-1/INTRO-2
Nov 5/91
Use or disclosure Of mformahon On thm page IS subject to the reslrichons on the Mle page of thts document.
 + 5~ER<I LwL#J#!CE
FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

SECTION I
DESCRIPTION AND OPERATION

1.1 Physical Description

The Corpass System (figure 1-1) uses the horizontal conponent of the earth’s
magnetic field to provide a continuous magnetic heading reference for
aircraft navigation. The basic Conpass System consists of a directional
gyro, flux valve, compensator, and an annunciator. Table 1-1 lists the
components and part numbers that co~rise the Conpass System. The C-14(X)
Directional Gyro is a gyro and synchronizer assenbly packaged in a
cylindrical upper housing and a base assent)ly.

In the C-14 configuration, a gyro and amplifier assembly is contained in the

cylindrical housing mounted on the base. The synchronizer assembly is
contained in the base. In the C-14A configuration, all subassemblies are
contained in the cylindrical housing and the base is used for support and
mwnting. The C-14D configuration is a C-14A with a dc static inverter
mounted in the base assembly. The different assembly and subassembly
combinations are detailed in tables 1-2 and 1-3.

Conponent Sperry Part No.

Directional Gyro (Optional):

C-14 Directional Gyro 2587193-X, -2X, -3X

C-14A Directional Gyro 2587193-4X
C-14D Directional Gyro 4020577-3, -6

FX-220 Flux Valve 2594484

Compensator (Optional ):

CS-212 Magnetic Compensator 656767

CS-412 Dual Remote Compensator 2593379-1
CS-313 Remote Magnetic Compensator 2586257-1

AN-140 Annunciator 2503148-2

System Components
Table 1-1

Page 1-1
NOV 15/80
 ‘? “‘
[@
I

AN-140
ANNUNCIATOR

CS-212
MAGNETIC COMPENSATOR

FX-220
FLUX VALVE

C-14(X)
DIRECTIONAL GYRO

CS-412
DUAL REMOTE
COMPENSATOR

CS-313
REMOTE MAGNETIC AD-1OO4
COMPENSATOR

Compass System Components

Figure 1-1

Page 1-2
NOV 15/80
 +
ST=EKW i!?ii%%i!!CE
MAWAL
FLIGHT SYSTEMS
AVIONICS DIVISION C-14(X) COMPASS SYSTSM

Assent)ly Subassemblyies

DG 401, Synchronizer
C-14 Compass System Gyro & Amplifier Assy Assy
2587193-1 [1] 2585113-1 2587194-901
2587193-2 [1] 2585113-2 2587194-901
2587193-3 [1] 2585113-3 2587194-901
2587193-4 [2] 2585113-4 2587194-902
2587193-5 [2] 2585113-5 2587194-902
2587193-6 [23 2585113-6 2587194-902
2587193-7 [1] 2585113-3 2587194-903
2587193-21 [1] 2585113-1 2587194-904
2587193-22 [1] 2585113-2 2587194-904
2587193-23 [1] 2585113-3 2587194-904
2587193-24 [2] 2585113-4 2587194-905
2587193-25 [2] 2585113-5 2587194-905
2587193-26 [2] 2585113-6 2587194-905
2587193-33 [1] 2585113-13 2587194-904
2587193-36 [2] 2585113-16 2587194-905

[1] Annunciator Part No. 2503148-2 used.

[2] Annunciator in C6, C-6A, C-6D, C-6E, or C-6H used.

C-14 Compass System

Table 1-2

Page 1-3
NOV 15/80
 + +T-ERW ~=&?=gCE
MANUAL
FLIQHTSYSTSMS
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

Assembly Subassemblyies

C-14A Compass System Gyro-Synchronizer Assy Base Assy

2587193-41 [2] 4019190-1 4019759
2587193-42 [2] 4019190-2 4019759
2587193-43 [2] 4019190-3 4019759

2587193-44 [3] 4019190-4 4019759

2587193-45 [3] 4019190-5 4019759

2587193-46 [3] 4019190-6 4019759

2587193-47 [2] 4019190-7 4019759-1
C-14D Compass System
4020577-3 [2] 4019190-13 4021979-901 [1]
4020577-6 [2] 4019190-16 4021979-901 [1]

[1] Base assembly, Part No. 4021979-901 includes a dc inverter circuit.

Part No. 4019759 contains no circuitry.
[2] Annunciator Part No. 2503148-2 used.
[3] Annunciator inC-6, C-6A, C-6D, C-6E, orC-6H used.

C-14A and C-14D Compass Systems

Table 1-3

Page 1-4
t’/ov15/80
 + ~~.ER<~ &N&tk#~CE
FUGW SYSTEMS MANUAL
AVIONICSOIVISION c-14(x) COMPASS SYSTEM

1.2 Component Description

This section provides a brief description, an illustration, leading

particulars, and a block diagram or schematic of each co~onent used in the
System.
The components are separated as follows: C-14A and C-14D Directional Gyros,
paragraph 1.2.1; FX-220 Flux Valve and CS-212 Co~ensator, paragraph 1.2.2;
CS-412 Dual Remote Compensator, paragraph 1.2.3; CS-313 Remote Magnetic
Compensator, paragraph 1.2.4; and AN-140 Annunciator, paragraph 1.2.5.

Page 1-5
f’iov15/80
 + j~+m<~ ~~~;#~~#CE
FLIGHTSYSTEMS MANUAL
AvIONICSDIVISION c-14(x) COMpASS SYSTEM

1.2.1 C-14A and C-14D Directional Gyros (See figures 1-2 thru 1-4, and
table 1-4.)

Typical Directional Gyro

Figure 1-2

Dimensions (maximum):

Length ... .. . . .. .. .... .. .. .

● ● .. ... . ... ... .. ... ..
● ● 9.03 in. (229 mm)
Width (C-14A) . . . . . . . . ..0 . . .
● .0 . . . . . . . . . . . . . . .
● ● ● ● 6.06 in. (154 mm)
Width (C-14D) . .. . . .. ... .. .
● ● . . ... . .. . ... .. ....
● ● ● 6.25 in. (159 mm)
Height ..................... ● ...... . ......* ...
● ● ● ● 7.22 in. (183 mm)
Height (shock mounts extended .................... 7.50 in. (190 mm)

Weight (approximate):

C-14A ● ...................................... .... ● ● 4.7 lb (2.13 kg)

C-14D ● ● ............................... . .... .... ● ● ● 6.7 lb (3.04 kg)

C-14A and C-14D Directional Gyros

Leading Particulars
Table 1-4

Page 1-6
NOV 15/80
 Input Power Requirements:

C-14A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 V, 400 Hz, 40 VA starting,

30 VA running

C-14D ...................................... 28 V dc, 125 W starting,

100 W running

C-14D Output Power:

115V, 400 Hz at 1J2-T . . . . . . . . . . . . O-22* VA to instrument components

26V, 400 Hz at 1J2-S . . .. . .. . .. . . . . . . . 3 VA to flux valve

26V, 400 Hz at lJ2-k .............. O-42* VA to instrument components

and heading CX excitation **

5V, 400 Hz at 1J2-W .................. Q VA to instrument lighting

Total 50 VA

*Sum of output power from these two sources shall not exceed 42 VA.
**Each heading CX requires 4.5 VA excitation.

Gimbal Freedom:

Vertical (Azimuth) .......................................... 360 deg

Horizontal (Pitch and Roll) ................................. ~85 deg
Slaved accuracy .............................................. ~2 deg
Gyro free drift (exclusive of earth rate) .......... *24 deg/hr (max)
I Slaving rate (normal) ............................ 2.5 to 5.0 deg/min
Slew rate (automatic fast or manual) ..................... 30deg/min

Mating Connector ........................................... MS3126F18-32S

Mounting ...................................................... Hard Mount

C-14A and C-14D Directional Gyros

Leading Particulars
Table 1-4 (cent)

The C-14( ) Directional Gyro provides three-wire synchro heading

information to various flight instruments, autopilots, and
navigation receivers. A remotely mounted MAG/DG switch controls
compass slaved or nonslaved modes of operation. A remotely mounted
slew switch (INC-DEC) is used to align gyro heading in case of loss
of the slaving amplifier.

Page 1-7/1-8
Nov 5/91
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 + !5T-ER<Y ~Li%&8~CE
FLIGHTSYSTEMS MANUAL
AvIONICSDIVISION c-14(x) COMPASS SYSTEM

lJ1 lJ1 26 V, 400 Hz, SYNCH RO ANO

115 V,400HZ ~ FLUX VALVE EXCITATION
INPUTPOWER I >
POWERSUPPLY I w 5V, 400 Hz LIGHTING POWER

POWERGND B
~,: AUTOPILOT INTERLOCK
j }
\
c

)
CHASSIS~ POWER WARNING
GN D
-: INTERLOCK
%?, 1~:
POWER I I .-L
ADEQUACY AND 1
WHEEL SPEED
+24 V OC
i
MONITOR
K2
(+) I ~ -.
1+ ,
} ANNUNCIATOR

HEADING AXIS -
FAST SYNC
ASSEMBLY ! -;
4

I t
SLAVING
I /
AMPLIFIER I
>E -- 0
-- —-— -—-—-

1
OUTER GIMBAL

SLAVING
-—- —-:

I
—— 1 SLAVE/FREE
(CLOSED
WITCH
IN SLAVE MODE)

t-h’
COILS 7

i
1
L1 THRU L4
~
I

t
o FLUX

FLUX
VALVE

VALVE
SHIELD

EXCITATION
I
r
COMMON

1
1
SPIN
~ 4
I
~ —— 115V
I

INNER GIMBAL
4CCI Hz
I
I
FLUX
CT INPUT
VALVE

I I k+-+>
I I I
HEADING
R }

-“
I
GIMBAL SYNCHRO HEAOING SYNCHRO NO. 1
SENSOR
LEVELING
i f-
NO. 1
esl
*
(
(c) !>J
}
26 V ROTOR EXCITATION

TOROUER ( m ~>K
i- ‘1 i I
L-—- ~ -—— —i 1---- HEAOING SYNCHRO OUTPUT
NO. 1
\
NOTES:
I
J
1. FVCT (B2) IS NOT USED ON C.14A, PART N@. - (H) l)X

L
Q-
2587193-44,.45, ANO .46 UNITS. HEADING
HEADING SYNCHRONY. 2
——— — SYNCHRO
2. C.14A DIRECTIONAL GYROS. PART NO. 25S719341, 26V ROTOR EXCITATION
NO. 264
AND 44 DO NOT HAVE HEADING SYNCHRO NO. 2 (64) B NOTE 2 { =-&
}
INSTALLEO. -42 AND .45 UNITS HAVE A CLUTCHED

1
POTENTIOMETER INSTEAD OF ASYNCHRO. SEE f--> z
INSET
HEADING SYNCHRO OUTPUT
NO. 2

28 VDC CLUTCH
EXCITATION

L i 20 DEGREES ELECT ROTATION AC.1OO6

C-14A Directional Gyro

B1ock Diagram
Figure 1-3
Page 1-9/1-10
Nov 15/80
 +5T”ER’W FLIGHT SYSTEMS
~:~’#:~~CE
MANUAL
AvIONICS DIVISION C-14(X) COMPASS SYSTEM

.——
—.— .——
———
——— —————
——— ———
——
rr
——— ..—
C.14EECKAE0— — —

11
1J2

+ u (+)
GYRO AND SYNCHRONIZER

ANN ANNuNCIATOR

i{
*
I .—— — —.—— ———. ———— -— ——- —— AMPL ; +V(-)
I
I r 1 I
—. —— —— .— II

N&’
1J2
II I’jmp
I
I
r SL.VIN~ -

DC
7
I
QL----
I
–7
Cx No. 1
]-l

+J
+11 26v,400
SYNCHRO
Hz
EXCITATION

%0: ;Y?XT P @
AC
> & POWER
I I {}
62 1
AMPL
VALVE AMPL I I
{ R.@
}~i~
,
‘- >: ‘ I I
[ ~K (Z)

HEADING OUTPUT NO. 1

lllRLtEl I I i--
;e
m , +L[x’
t
——A
CT
r
‘i 11 I
, +M(y)
(NOTE 1) I l{}

w
11
I DEMOD I SUPPLY AND
GYRO
CIRCUIT
~
POWER
ADEQUACY/
WHEEL
I
I I 1 * x 26V,400 Hz

K
CIRCUIT RECTIFIER (Bl AND 8S) sw4cHRo Excitation
I
SPEED CX NO. 2
I CIRCUIT (Ll THRU L4) , +Y
MONITOR }
‘1 — I
4 I I
, +Z[z)
_ L-__!Il I——_ * ~ ~ (x) HEADING OUTPUT NO. 2
+%%, @ ~
, ~ +E (y)
,, d {}

AUTOMATIC 26 VAC FLuX VALVE EXCITATION

MANUAL SYNC SW ●
~*+24vDc FAST
~< MANUAL SYNC LW WIPER N SYNCHRDNl- *
ZATION
MANUAL SYNC SW (+) CIRCUIT POWER WARNING (VALIO)
( ~$lk-z.v.
\

AUTOPILOT INTERLOCK

}
J
,
-+”1
W
I ——— ——— — —— —— —— —— .— —— — —— II I
I 5V, 400 Hz LIGHTING

!1
1“
.—— ——— ——— ——— ——— ——— ——— — —— —
1111
1> w OUTPUT

I
POWER SUPPLYETATIC INVERTER (BASE)

I I 1111
+28 VDC INPUT POWER

DC POWER GND

~%

I III

NOTE :
1’ I L–—– —–—–— _______________
T

_Jl
1
1
Q FRECUPHASE LOCK

1. FVCT (S2) IS NOT USED ON C.14D,

PART NO. 4020577.6 UNITS. 1- .—. —— .—— .—— ——— ——— -J
AD.1OO7

C-14D B1ock Diagram

Figure 1-4

Page 1-11/1-12
NOV 15/80
+
SPER’W i!!ii%J#~CE
FLIGHTSVSTSMS MANUAL
AVIONICS DIVISION C-14(X) COMPASS SYSTEM

This page intentionally left blank.

Page 1-13
ttov 15/80
 + ~~ERqI kw&’#&~CE
FLIGHTSYSTEMS MANUAL
AVIONICS DIVISION C-14(X) COMPASS SYSTEM

1.2.2 FX-220 Flux Valve and CS-212 Compensator (See figures 1-5 and 1-6,
and tables 1-5 and 1-6.)

FLUX-VALVE 36263

FX-220 Flux Valve and CS-212 Compensator

Figure 1-5

Dimensions (rmximum):

Bowl diameter . .... .. ... ... ..... . . . ... .. .. .. ● ● ● 3.58 in. (90.93 mm)
Mounting flange diameter ......*.... ........ . ● ● 4.78 in. (121.4mm
Height ..... .................... ........ ....
● ● ● 2.88 in. (73.15mm 1

Weight (maximum) .................... ......,. .......

● ● 1.5 lb (0.68 kg)

Power Requirements ● ..........0. .........0... .... 26 V,400

● ● Hz, 1.1 VA

Mounting .. ... ... ● . ● .. .. ... ........ Nonmagnetic machine screws, 6-40 by

3/8 in. round head, Sperry Part No. 319011

FX-220 Flux Valve Leading Particulars

Table 1-5

Page 1-14
NOV 15/80
 +
SPERW
FLIGHT SYSTEMS
~:~”
& MAINTENANCE

AVIONICS OIVISION C-14(X) COMPASS SYSTEM

Dimensions (approximate):

Length *.**..***** ****O****. 8.*..***.** O****

● ● ● 3.88 in. (98.5 mm)
Mi dth ..**.**.*** *.**..**.. .**....*... ......0
● ● 2.88 in. (73.2 tmn)
Height . * . .**....** ● ...**..*** ● . .*..*..** ● .**** 0.75 in. (19.1 mm)

Weight [maximum) ● **O**..***. ● ****8.****. . .***...** 0.25 lb (0.113 kg)

Mounting ............*...*..*..* .**....*... * ● Hard Mount to Flux Valve

CS-212 Compensator Leading Particulars

Table 1-6

The flux valve detects the magnitude and direction of the earth’s
magnetic field and converts it to electrical information which is
used to align the directional gyro to magnetic north.

The magnetic compensator consists of two sets of adjustable permanent

bar magnets are used to compensate the flux valve
which for the effects
of magnetizable material in the aircraft structure.

F SHIELO

B
BOOM
c ) SIGNAL ouwul

FX-220 Flux Valve Schematic

Figure 1-6

Page 1-15
NOV15/80
 + ~~ER<~ &m&’#i~CE
FLIGHTSYSTEMS MANUAL
C-14(X) COMPASS SYSTEM
AVIONICS DIVISION

1.2.3 CS-412 Remote Compensator (See figures 1-7 and 1-8, and table 1-7. )

CS-412 Remote Compensator

Figure 1-7

Dimensions (maximum):

Length ........................................ 5.62 in. (142.7 mm)

Width . . . . . . . . . . . . . . ...0.... . **.*.*... .. **..*.* 2.56 in. (65.0 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.99 in. (75.9 mm)

Weight (maximum) ............ .....00.00 ...*.***.* *** 1.0 lb (0.45 kg)

● ● ●

Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V, 400 Hz, 2.5 VA

Mating Connectors:

. . . .. .. . . . . . . . . . . . .. . . .. . . .. . . . . . . . . . . . .. . . . . . . . MS3126F14-19SX
:; ......................................0..... .... MS3126F14-19SY

CS-412 Remote Compensator Leading Particulars

Table 1-7

Page 1-16
NOV 15/80
 + ~ER+~ k“&:#i~!CE
FLIGHT SYSTEMS MANUAL
AVIONICS DIVISION
C-14[X) COMPASS SYSTEM

The CS-412 Dual Remote Compensator compensates the flux valves by

inserting smll dc currents to cancel the errors caused by aircraft
magnetic disturbances.

SCREWDRIVER
ADJUSTMENTS

——— —a I
N.S
II E-W
1
r +s.s
Voc
J1 (H) 1
D
REGULATED
2SV,4GGHZ I DCPOWER )
INPUTPHER SUPPLY I
! (c
E
[$ L
I -S.8 VDC ——.

I [} CURRENT I
LIMITING

I L
RESISTORS
I
FLUX VALVE
NO. 1
1.
J1 I
F
J1 ~ To
A Dc
B< ; BLOCKING H FLUX VALVE
CAPACITORS
c J~ \
6:::- ‘ ‘: ‘- ~’~
L —.— ——— ——. ——— J
NOTE: THE DUAL REMOTECOMpENSATOR CONTAINSmO IDENTIWL C~PENsATION
CIRCUITS.CIRCUITRY ANDCONNECTIONS SHOWNAREFOR THENUMBERONE
SYSTEM THROUGH CONNECTORJ1. CIRCUITRY FOR THENUMBERTWO SYSTEM
ISIDENTICALTO SYSTEMNUMEER ONE. EXCEFTCONNECTIONS AREMADE
267E&!U
THROUGH CONNECTOR J2.

CS-412 Dual Remote Compensator Block Diagram

Figure 1-8

Page 1-17
fiov 15/80
 + ~~ER+y ~m&:#~CE
FLIGHT SYSTEMS MANUAL
C-14(X) COMPASS SYSTEM
AVIONICS DIVISION

1.2.4 CS-313 Remote Compensator (See figures 1-9 and 1-10, and table 1-8. )

5596

CS-313 Remote Compensator

Figure 1-9

Dimensions (maximum):

Length ....................* ...... **. ..... ** 4.78 in. (121.4 mm)

● ● ● ● ● ● ●

Width ... .... * ..** . ... ....... ....0. ..... * 5.75 in. (146.lmm
● ● ● ● ● ● ● ● ● ●

Height .. ... .. ... .... .... ...... ..... ... .. .. ... .. .. .. 1.87 in. (47.5mm 1

Weight (maximum) . . . . . ● * ● ● . . . . ● . ● 0. . . ● . . . ● ● * . . . ● . ● ● . . . ● . . . . .
1.5 lb (680 g)

Power Requirements . . ● . ● . . ● ● ● * ● . ● ● ● * ● ● . . ● 0 . ● . ● ● ● ● ● ● ● 115 V, 400 Hz, 1.75 VA

Inputs (maximum):

Coriolis Signal . .** . . . .* ... ..... ....... .... .*.

● ● ● ● ● ● ● ● ● ●
8.2 V, 400 HZ
Heading Signal ................ ... *............. . . . . . . . ● ●
50mV, 800 Hz

outputs:

One-cycle Error Correction . . . . SC . . . . . . . . . . . . . *8 to 12 deg

● ● ● ● ● ● ● ● ● ● ● ●

Index Error Correction ... ..00 . . . . . .. O*. . 2 deg min

● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●

Two-cycle Error Correction *s ... . . .... .......... *1.4 deg min

● ● ● ● ● ● ● ● ● ●

Coriolis Error Correction ................................. 1000 kn max

Doppler Variable Resistor Excitation ...*..... ........ 26 t 2 V, 400 HZ

Mating Connector ● ● ● ........... ● ● ● *. ● ● ● *. ● ● ● ● ● ......* .. ●

Cannon K03-19-20SW

Mounting ........ ...... .....

● ● ● ● ● * ...9. .... ..
● ● ● ● ● ● ... ● ● . ● ● ●
Unit Fasteners

CS-313 Remote Compensator

Leading Particulars
Table 1-8
Page 1-18
NOV 15/80
 4\ ~ER+i
FLIGHT SYSTEMS
&w&t#i~CE
MANUAL
AVIONICS OIVISION C-14(X) COMPASS SYSTEM

The remote compensator compensates the FX-220 Flux Valve by inserting small
dc currents to cancel the errors caused by magnetic disturbances.

To
FLUX
vALVE

CMASSISGROUND

~lOLIS
x

3 I
I
H
-RE2TION lN~Ul J
‘1 CORIOLIS
METWORK
I
i
Ssv. saoml
TO 00?PLER POT L
[

i
Ilo
-1’
‘1 El
:Dlll:,,
1lSV. SW Ha REGULATEO MC-l on MG2
WFUT FOWER ~ECTOR
FOWER I FOR AIRCRAFT
SUFFLY

-+C
(Cl WAS *ING
s IONFW2NTPANELI
I 1

-F ULm

CS-313 Remote Compensator

Block Diagram
Figure 1-10

Page 1-19
NOV 15/80
 + +~ER<~ &jjt#i~CE
FLIGHT SYSTEMS MANUAL
AVIONICS DIVISION C-14(X) COMPASS SYSTEM

1.2.5 AN-140 Annunciator (See figure 1-11. )

35229

AN-140 Annunc ator

Figure 1-11
The annunciator is a null microamneter which monitors the wtput of the
slaving amplifier of the gyro and The arrangement of
amplifier assembly.
the annunciator is such when the system is synchronized, the meter
that,
will be in the center (null position). When the gyro heading output is
less than the magnetic heading, the pointer of the annunciator is to the
left (+) of its center (synchronized) position. When the pointer is to
the right (o) of its center position, the gyro heading output is greater
than the magnetic heading.

With directional gyros, Part No. 2587193-1, -2, -3, -7, -21, -22, -23,
-33, -41, -42, -43, -47, and 4020577-3, the annunciator is a component of
the system. With directional gyros Part No. 2587193-4, -5, -6, -24, -25,
-26, -36, -44, -45, -46, and 4020577-6, the annunciator in the C-6
indicator is used as the system annunciator. C-6 indicators used with the
Compass System are the C-6, C-6A, C-6D, C-6E, and C-6H.

Page 1-20
NOV 15/80
 ~
+
SPERW
FLIGHT SYSTEMS
~~~#=$-E
AVIONICS DIVISION
C-14(X) COMPASS SYSTEM

1.3 Functional Operation

This paragraph contains the theory of operation for the Compass Systsn.
Compass System Signal Flw Diagram (figure 1-12) provides a general
understanding of the system and its major signal flow and connections.

NOTE : Fi ure 1-12 shows a C-14A Directional Gyro, Part No. 2587193-43, and
a ! S-412 Dual Remote Compensator for descriptive purposes.
Configuration differences are discussed in the text.

Basic power for the system is the 115-volt, 400-Hz input to the C-14A
Directional Gyro. This provides for the gyro and a 26-volt
internal power
ac power output for the flux valve and CS-412 Dual Remote Compensator.

The C-14D Directional Gyros, Part No. 4020577-3 and -6, contain a dc static
inverter in the base assembly that provides ac inputs to the gyro
synchronizer 4019190-13, -16 and the other.external system components.

The flux valve senses the horizontal ccmponent of the earth’s magnetic
field. Using the 26-volt ac reference signal it provides an output signal
that represents aircraft heading in the earthis magnetic field. This signal
will provide a command to keep the rotor spin axis of the gyro aligned to
magnetic north in the slaved mode.

The CS-412 Dual Remote Compensator compensates the flux valve for
single-cycle error (hard-iron effects) by inducing small dc currents into
the flux valve coils to correct for errors caused by ferrous metal in the
aircraft. The procedure for adjusting this level of compensation is
discussed in Section III.

The directional gyro receives an input from the flux valve through the flux
valve control transformer (FVCT) (B2) in Part No. 2587193-1 thru 3, -7, -21
thru -23, 33, -41, thru -43, and -47, and Part No. 4020577-3 units, and
through the FVCT in the C-6 indicator in Part No. 2587193-4 thru -6, -24
thru -26, -36, -44 thru -46, and 4020577-6 units. The output frcsn the FVCT
is tuned to 800 Hz and applied to the slaving amplifier. The slaving
amplifier output is then applied to the precession coils in the gyro and to
the annunciator.

The Compass System may be operated in either the slaved or free gyro mode.
In the slaved mode of operation, the directional gyro is slaved to a
position relative to the magnetic heading reference as supplied by the flux
valve and the compensator. In the free mode of operation, magnetic
information from the flux valve and compensator is disabled in the qyro and
no slaving is performed. The directional gyro provides compass information
as a product of the position of the aircraft w“th reference to the position
of the unslaved gyro. As no slaving is performed, the displayed heading
information is subject to error as the result of free gyro drift.

Page 1-21
NOV 15/80
 + ST=ERW !l!fi%:%!!E
MANUAL
FLIGHT SYSTEMS

AVIONICS DIVISION C-141X} COMPASS SYSTEM

The Compass System is operated in the free gyro mode by removing the
connection between pins E and G on connector lJ1 of the directional gyro.
Usually an operational switch is installed between pins E and G. When pins
E and G are open circuited, the slaving system is made inoperative.

NOTE: If the SLAVED-FREE switch is not used, a jumper wire mist be inserted
to connect pin E of connector Ml to pin G of connector lJ1. The
system then operates in the slaved mode at all times.

Slaving of the directional gyro is accomplished by supplying current flow

through precession coils affecting the sensitive axis of the gyro. The
MANUAL SYNCHRONIZATION switch is used to engage fast slaving of the
directional gyro. When fast slaving is engaged, the slaving rate is
increased from approximately 3.5 degrees per minute to approximately 40
degrees per minute. Once engaged, fast slaving continues until the compass
card of the HSI indicates within 4 degrees of actual heading, at which time
the normal slaving rate is reestablished. Fast slaving is automatically
initiated during the start-up initialization cycle.

NOTE: Directional gyro, Part No. 2587193-47, contains a circuit (Ml) that
allows the manual fast sync. switch wiper to be grounded externally
instead of being connected back to the unit connector pin lP1-A as
required in all other C-14, A or D units.

During operation of the directional gyro, any of the following conditions

will cause a loss of the DG valid signal and allw relay K2 to reenergize.

(a) Low voltage to the directional gyro power supply

(b) Improper wheel speed of the spin motor

(c) Fast sync (manual synchronization)

The directional gyro provides three-wire compass information from an ARINC

heading synchro transmitter No. 1 (B3) and uses it to move the HSI compass
card to the proper heading.

Additional heading information outputs are available through a second

identical heading transmitter (B4) or a clutched potentiometer depending
upon dash number. Heading transmitter CX No. 2 provides additional
three-wire (ARINC) heading information while the clutched potentiometer
provides an automatic pilot heading hold function. The clutched
potentiometer consists of a 5k-ohm potentiometer with a sensitivity of 2.5
volts per degree and a clutch which is geared to the output axis of the
gyro. The clutch requires 28 volts dc excitation and the potentiometer
requires 100 volts dc excitation. The potentiometer provides a linear
output propo~ional to gyro rotation up to t20 degrees. The arm of the

Page 1-22
Nov 15/80
 + ~~ER<lf :N&:#:~CE
FLIGHT SYSTEMS MANUAL
AVIONICS DIVISION C-14(X) COMPASS SYSTEM

potentiometer is spring loaded so that when the clutch is disengaged the arm
will return to the center (null) position. The system configurations are as
fol 1Ows :

C-14, C-14A, C-14D

Directional Gyro
Part No. - Contents

2587193-1, -21, and -41 Heading Transmitter No. 1 (B3)

Flux Valve Control Transformer (B2)

2587193-2, -22, and -42 Heading Transmitter No. 1 (B3)

Clutched Potentiometer (B4)
Flux Valve Control Transfornw (B2)

2587193-3, -7, -23, -33, Heading Transmitter No. 1 (B3)

-43, -47, and 4020577-3 Heading Transmitter No. 2 (B4)
Flux Valve Control Transformer (B2)

2587193-4, -24, and -44* l-leading Transmitter No. 1 (B3)

2587193-5, -25, and -45* Heading Transmitter No. 1 (B3)

Clutched Potentiometer (B4)

2587193-6, -26, -36, -46, Heading Transmitter No. 1 (B3)

and 4020577-6* Heading Transmitter No. 2 (B4)

*The flux valve control transformer in the external C-6 indicator is used
in these configurations.

Synchronization between the flux valve and the actual heading of the
aircraft is indicated by an external sync annunciator or by the compass
synchronization annunciator of the HSI. When the + is in view on the
annunciator, the compass card is rotating in the counterclcokwise direction
(actual heading greater than indicated). When the ● is in view, the compass
card is rotating in the clockwise direction (actual heading less than
indicated). When synchronized, the annunciator slowly oscillates between
the + and the . .

Page 1-23/1-24
NOV 15/80
 —.—— ——— ———— — ——— — ——
,l~l,AD,RECTIONAL
. GYRO
115VAC
INPUT c
POWER /
--i 3/4
1 26 VAC
s
SUPPLY AND
— -24 VDC
5 VAC RECTIFIER
— – 20 VAC
I 1 NC - N
POWER
EJl——— ——— .—— — kJl
+
AOEQUACY
r CS-412 DUAL REMOTE COMPENSATOR (NOTE 2) B
AND
WHEEL SPEEO
MONITOR
1
SCREWDRIVER
ADJUSTMENTS
TO SYNC

I NS
+S.8 VDC
EW

-
ANN
AMPL
/
J
ANNUNCIATOR

(H}
* D
REGULATEO
OC POWER )
(c) SUPPLY

+,8 VDC

w
(H)
(c)
4J1 F F o + FLUX
VALVE
E c1 (x)
A
llllA K P
(v)
D
IIIIB
H R
.-. ——-—— —~_. .––y B3
B (z)
1111
J N I Q
i

}
c c CX NO. 1
I
I

L
1111
\/ \/
L
% h d AC ;

D
1- —
.—— ——. ——. . AMPL
I x 26 vAC EXC
~ i7
SLAVING I Y

F
COILS
OC AND ID
POWER I &
AMPL
7
L _J L ~
To
AUTOPILOT
z
CX NO. 2
SLAVEO/FREE
SWITCH
G
NOTES:

L-L
FREE
1. FLUX VALVE SHIELDEO WIRE GROUNOEO

1
ONLY AT C.14A PIN D. E SLAVE AMPL
SLAVEO AND
2. THE CS412 CONTAINS TWO IDENTICAL
EXCITATION
COMPENSATION CIRCUITS. CONNECTIONS
CIRCUIT
SHOWN ARE THE NUMBER ONE SYSTEM
MONITOR
THROUGHJ1. THE CIRCUITS FOR THE

T
NuMBER TWO SYSTEM ARE CONNECTED
THROUGH J2. FROM POWER
AOE@JACY ANO
OEC la)
~ + +24 VDC WHEEL SPEEO

d===)’’’”
AUTOMATIC MONITOR
MANUAL (!s Cm A
FAST
SYNC SW - SYNCHRONIZATION

k f ~ -24 VOC
CIRCUIT

+24 VOC
F

1 K2 I
L————— ————— ——— —.—— J

Compass System Flow Diagram

Figure 1-12

Page 1-25/1-26
Nov 5/91
Use or disclosure of mfOrmatlOn on this page IS subject to the restncttons on the t!tle page of this document.
 + j~.ER<~ ~N;_:#&&:CE
FLIGHT SYSTEMS MANUAL
C-14(X) COMPASS SYSTEM
AVIONICS DIVISION

SECTION II
INSTALLATION

2.1 General

This section provides information for installing and interconnecting

components that comprise the Compass System. This section has been divided
into the following three subsections: Paragraph 2.2, Mechanical
Installation, contains information on how and where to mount each component
in the aircraft; Paragraph 2.3, Electrical Installation, contains general
electrical installation data and the point-to-point wiring interconnects;
Paragraph 2.4, Loading/Gradient Characteristics, contains input/output signal
data for each component of the system.

A list of system components and their mating connectors is provided in Table

2-1.

Sperry Connector Mating

Component Part No. Designation Connector

C-14 Directional Gyro 2587193-X, lJ1 MS3126F18-32S

-2x, -3x
C-14A Directional Gyro 2587193-4X lJ 1 MS3126F18-32S
C-14D Directional Gyro 4020577-3, -6 1J2 MS3126F20-41S
FX-220 Flux Valve 2594484 --- ---

CS-412 Dual Remote 2593379-1 5J1 MS3126F14-19SX

Compensator 5J2 MS3126F14-19SY
CS-313 Remote Magnetic 2586257-1 3J1 Cannon Part No.
Compensator K03-19-20SW

Mating Connectors
Table 2-1

Page 2-1
NOV 15/80
 + ~~ER<~ &&!&#~CE
FLIGHT SYSTEMS MANUAL
AVIONICS OIWSION C-141X) COMPASS SYSTEM

2.2 Mechanical Installation

This paragraph contains information on how and where to mount each conponent
of the Corpass System. Components are separated as follws:

C-14(X) Directional Gyros, paragraph 2.2.1;

FX-220 Flux Valve and CS-212 Compensator, paragraph 2.2.2;
CS-412 Dual Remote Compensator, paragraph 2.2.3;
CS-313 Remote Magnetic Compensator, paragraph 2.2.4; and,
AN-140 Annunciator, paragraph 2.2.5.

2.2.1 C-14(X) Directional Gyro

(a) Location

Locate the units near and preferably forward of the aircraft’s most
aft CG position. Laterally they should be placed within 2 feet of the
aircraft’s vertical plane of synrnetry and vertically they should be
placed within 5 feet of the fuselage reference plane.

(b) Mounting

Mount the gyros rigidly to the aircraft primary structure in the

fuselage, using the mounting holes in the gyro base. See figures 2-1
thru 2-3 for mounting.

NOTE: In dual C-14 installations, the directional gyro should be

mounted so that both spin axes are aligned parallel. This will
be accomplished when both units are mounted with their
connectors pointing in the same direction. This alignmnt is
necessary to minimize differences between the two conpass
heading outputs during turns. These differences between the
dual systems are attributed to gimbal error.

CAUTION: MOUNTING THE DIRECTIONAL GYRO IN ANY LOCATION SUBJECT TO

EXCESSIVE STRUCTURAL FLEXURE OR VIBRATION MAY IMPAIR
INSTRUMENT OPERATION AND SHORTEN GYRO LIFE . IT IS
RECOMMENDED THAT THEY BE MOUNTED IN A LOCATION WHERE
VIBRATION DOES NOT EXCEED 0.5 g AT ANY FREQUENCY.

Page 2-2
NOV 15/80
 AVIONICS DIVISION C-14(X) COMPASS SYSTEM

+ “x ~
I
8.%3

F r’ ’11

Na-lk+!, l!, l I

/7+

L -!
~.

–3~(REF)

NOTES:

1.@ DENOTES APPROX. CENTER OF GRAVITY.

2. APPROXIMATE WEIGHT 5.5 LBS.

Dr3QTuL Vle +.J & -A

E2687253-C( R)

Outline and Installation of C-14 Directional Gyro,

Part No. 2587193-1 thru -7, -21 thru -26, -33, and -36
Figure 2-1
Page 2-3
NOV 15/80
 + SPEK’W EL%%8!:E
MANUAL
FLIGHTSYSTEMS
AVIONICS DIVISION C-14(X} COMPASS SYSTEM

(~::)
‘ ~$”~ ,’,
CONNECTOR
LOCATION
i
31 ,(1/ 1
.A

.?50 MAX wAY .? 50 MAX 5wAf

(63.50) <b3 .S03

r— ->’

rENDCO MAx
).50)

PIN ‘A”(~:)
L ~5z;F —

NOTES:

/
.—
1. @ ‘E NOTEs APPROX. CENTER OF GRAVITY.
\
2. APPROXIMATE WEIGHT 4.7 LBS.

3. DIMENSIONS IN PARENTHESES ARE IN MILLIMETERS.

@

IU2TIAL VIEW A -A

E401 976 l-/iiR )

Outline and Installation of C-14A Directional Gyro,

Part No. 2587193-41 thru -47
Figure 2-2
Page 2-4
NOV 15/80
 <> SPERW l&n&%E~g~CE
FLIGHTSYSTEMS MANUAL
AVIONICSOIVMON C-14(X)
COMPASS SYSTEM

(:::)
CONNECTOR
10CAlbON 1

3 00(REF)
I
—. (0 7.5
I
f
w-—e-” I II JIl I i
,
L
II

I
I
I

CONNECTOR &

\’4
7.22 (REF)
3PEJ?Qf oh 1179310-27 II (!03.39)

MATES WITH : !
S%12QY % 4000809- 60b [:
e
MS3126F-20-41S(SR) TENDED MAX
).50)
-i I ~ ‘y

r’ ~ . * ‘e “ 3 Oormn
I (7L2U)

,-!
(%5)
Ij
‘“LA L, 1
LA
1---- 400{REF) 4
PIN & (Q@

NOTES:

1. @ OENOTEs Af’PROX. CENTER OF GRAVITY.

2. APPROXIMATE WEIGHT 6.7 LBS.

3. OIMENS1ONS IN PARENTHESES ARE IN

@ MILLIMETERS.

PARTl& VIEW A -A
E4022361 ( R)

Outline and Installation of C-14D Directional Gyro,

Part No. 4020577-3 and -6
Figure 2-3
Page 2-5
NOV 15/80
 + >~ER<) ;%:?k#~CE
FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(XICOMPASSSYSTEM

2.2.2 FX-220 Flux Valve and CS-212 Compensator

(a) 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
location, simulate as nearly as possible actual flight conditions by
operating engines, electrical systems, radio equipment, and
accessories. Select location offering least magnetic error.

(b) tlounti ng

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 202-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.

NOTE : If an MC-1 orMC-2 Magnetic Compass Calibrator Set is to be

used for calibration of the Compass System, the flux valve
should be mounted with a 7-inch minimum diameter access hole
directly over the top mount or directly under the bottom mount.
The flux valve top or bottom should be within 3 inches of the
access hole. A 7-inch square access plate is recommended for
mounting in the vertical stabilizer. The nearest edge of the
flux valve should be within 3 inches of the access plate, and
the top of the flux valve should be a minimum of 3-1/2 inches
below the top of the access hole to facilitate use of optical
alignment gear.

The mounting surface should be laid out as shown in figure 2-4.

!Jhenever possible, the unit should be top mounted; that is, with the
mounting flange of the flux valve above the surface of the mounting
bracket. The single drilled hole, shown on the centerline of the
cutout drawing, should face in the direction of flight of the
aircraft, and the centerline should be parallel the longitudinal axis
of the aircraft.

Page 2-6
NOV 15/80
 + ST~ERW &%ik%#~CE
MANUAL
FLIOHTSYSTEMS
AVIONICSDIVISION C-14(X)
COMPASSSYSTEM

Fasten the flux valve to the mounting bracket with three 6-40 by 3/8
inch (0.138 dial) rwnd head, nonmagnetic machine scravs, Sperry Part
No. 319011. The screws are supplied with the flux valve. Temporarily
align the valve parallel to the longitudinal axis of the aircraft;
elongated holes in the flange are provided for making this alignment.

2.2.2 (c) Adjustnmts

Refer to Section III for adjustmnt procedures.

NOTE: Before adjustments can be made, all components of the Conpass

System must be installed.

If the performance of the flux valve is faulty while checking for

magnetic deviation, index error, or proper compensation, it should be
replaced with another unit.

CAUTION: DO NOT USE A DC OHMMETER ACROSS ANY TERMINALS OF THE FLUX

VALVE . CHECK THE CONTINUITY WITH CONTINUITY CHECKER TIOO87O
ONLY.

(d) CS-212 Compensator Mounting

The CS-212 Magnetic C~ensator is mounted on top of the flux valve

and is held in place by six screws, which are supplied with the flux
valve. See figure 2-4.

Page 2-7
h/OV 15/80
 + ===y
FLIGHTSYSTEMS
~:~L=:cE
C-14(X)
COMPASSSYSTEM
AvIONICS DIVISION

10P PANEL MOUNTING

/ /
\
0.~3 DIA s “o ml”~~ TO
....---------- - 8E FLUSH WITH P.,QuN~,N~ F.&qE’
0S3 DIA AS SNOWN FACE. LENGTH TO BE OETERhllNED
.40 THOI By PANEL THICKNESS

:ES
\ /

4.os2 DIA
\-LsL /
3.

4.015
!

4
%Wm

‘1 tt

O.QO R J’
BOTIOM PANEL MOUNTING

440uNC.3S 7/33DEEP
-..-’”” -----2AS
DIA

1 5/16 Y II I

,1116.HE?*$ 8 184S-53

Outline and Installation of FX-220 Flux valve

and CS-212 Compensator
Figure 2-4

Page 2-8
!’#ov 15/80
 + ~~*ER+I ‘&~&;#:[CE
FLIGHTSYSTEMS MANUAL
AVIONICS DIVISION C-14(X) COMPASSSYSTEM

2.2.3 CS-412 Dual Remote Compensator

(a) Location

The recommended location for the unit is in the cockpit area or

adjacent to it so that adjustments can be made while viewing the
indicators on the instrument panel. Allow enough room in the location
chosen to facilitate remval of the cover. The unit may be mounted in
any position.

(b) Mounting

Mount the unit rigidly to the aircraft structure, using the mounting
holes in its base plate. See figure 2-5.
CAUTION:MOUNTING
THEUNIT IN ANYLOCATION SUBJECTTO EXCESSIVE
STRUCTURAL
FLEXUREORVIBRATION MAYIMPAIRINSTRUMENT
OPERATION
ANDSHORTEN EQUIPMENTLIFE. IT IS RECOMMENDED
THATTHEUNITBE MOUNTED IN A LOCATION
WHERE VIBRATION
DOES
NOTEXCEED0.5 g AT ANYFREQUENCY.
(c) Adjustments

Refer to Section III for adjustment procedures.

—2.562 , 0010~

1 Yhox -
I (

l-i

5125
5625 t ox
0.010

L
I ?
NOTES II
0.218DIA REF/
4 HOLES
1. MAXIMIJM UNIT WEIGHT 1 LB 1,45KG) II
‘AD }161
2. &LL DIMENSIONS SHOWNARE IN INCHES

Outline and Installation of

CS-412 Dual Remote Compensator
Figure 2-5

Page 2-9
tiov 15/80
 INSTALLATION
,
+
SPERW &wMthl#~NANCE
FLIGHT SYST6MS
C-14(X)
COMPASSSYSTEM

2.2.4 CS-313 Remote Magnetic Compensator

(a) Location

The reconwnemdedlocation for the unit is in the cockpit area or

adjacent to it so that adjustnwts can be made during a co~ass swing.
Allow enough room in the location chosen to facilitate removal of the
cover and ensure unimpaired operation of controls physically and
visually. If MC-1 or MC-2electrical compass swing is anticipated,
allw sufficient space for connection to panel connector.
(b) Mounting

Mount the unit rigidly to the aircraft structure, using unit dzus
fasteners. See figure 2-6.
CAUTION: UNITIN ANYLOCATION
MOUNTING THE SUBJECTTO EXCESSIVE
STRUCTURAL
FLEXUREORVIBRATION MAYIMPAIRINSTRUMENT
OPERATION
ANDSHORTEN EQUIPMENT LIFE. IT IS RECOMMENDED
THATTHEUNITBE MOUNTED IN A LOCATION WHERE VIBRATION
DOES
NOTEXCEED0.5 g AT ANY FREQUENCY.
(c) Adjustments

Refer to Section III for adjustment procedures.

+1-21/324

5 D
T4-17/32

— —

1/8 l--
~2-61164 l-5/6-
+
~’-’’’’----t-’-’”=+ NOTE:
ALL DIMENSIONS ARE IN INCHES.

9938

Outline and Installation of

CS-313 Remote Magnetic Compensator
Figure 2-6

Page 2-10
Nov 15/80
 +
SPERW i!!ii!i?k%~CE
FLIGHT
SYSTEMS MANUAL
AVIONICSDIVISION C-14(X)
COMPASSSYSTEM

2.2.5 AN-140 Annunciator

(a) Location

The annunciator should be mounted on the instrument panel and shwld

be easily seen by the pilot at all times.

(b) Mounting

See figure 2-7.

E
AL,M4RKE0

4SLOlSS@ APART, .040

DEEP X.0S3WIOE REF 1.o. 23s49

Outline and Installation of AN-140 Annunciator

(nul1-meter), Part FIo. 2503148-2
Figure 2-7

Page 2-11
tfov 15/80
 + S7ERW k*&?k#~mCE
MANUAL
FLIGHTSYSTEMS
AVIONICSDIVISION C44(X)COMPASS SYSTEM

2.3 Electrical Installation

This aragraph contains the electrical interconnect data required for

insta r lation of the C014(X) Compass System. Refer to figure 2-8, 2-9, or
2-10 for appropriate interconnect data.

2.4 Loading and Gradient Characteristics

This paragraph contains loading and gradient characteristics for the input
and output signals of each component of the Compass System. Component
information is as follows:

C-14A Directional Gyro, table 2-2,

C-14D Directional Gyro, table 2-3;
FX-220 Flux Valve, table 2-4,
CS-412 Dual Remote Compensator, table 2-5, and,
CS-313 Remote Magnetic Compensator, table 2-6.

Page 2-12
NOV 15/80
 GYRO AND
W4CNRYWZER ASSY P/N 23s7193 -•

I15V
SW

4oo Nz
WIPER L IJ I
A ~–
IPI
~N SyNc sw J
IPI-U
--i+
ANNUNCIATOR P/N 2S0314&OZ
I

TABLE 2
AC PWR GND IPI-P
_.
SLAVED FREE SW IPI-P CONNECTIONS FOR OPTIONAL COMPSMSATORS

)
AMPL B ● IPI-N SEE

IPI-T TABLE 2

IP I-:

IP 1-d –—CLOSEO

lPt-e — COMMON
IPI-
N ARlr4c

Ml I
POWER wARNING
c (?1
Ipl-g OCSIGNAtiCrN
—OPEN }
IPI-T D (Cl
IPI-S
[Pi-f
(P I-A
SIG GRO ;+oy
lP1-q FLUX VALVE AND FLUX VALVE MOUNTED CWPENSAT~
Flux VAAv’s Exalvo + s > , FLUX VALVE
-4
IPI-E
FLU( vUVl? EXCITCI ;+ T ~—FLUx VALVE
IPI-G
ANNUNCIATOR + ;+ u~ ANNUNCIATOR
ANNUNCIATOR ~+ v -— ANNuNCIATOR

SEE NOTE 3 :+W> I

(P I-C —(H) T
I15V 400H1 T ‘T
tip t-e —(c! ——. — r-~ /-,
:4 k ~Au70 plLo7 } IPI-P (Z-A
Kw)
+Y AuTO PI LOT FLuX
::;;
SEE TABLE I IP I-H ‘(H) IPI-R ~ ~, H~(x) ~lo DRC-I (y) ~ I 1 1 ‘ VALVE
+2 *AuTo p’LoT 26v 400HI I P/N
~+ a ~AuTo plLoT 1 lPI-N &. . compensator [Y) c
J ~[y ) P/N 2593379-l %~;% c(y) 2594404
{
;+b -AuTO PtLOT 1P(–J — (c)J I ,! ,

PCWER WARNING ;+ , -R MING IPI-X

:3 SHIELD F f St41EL0
PW2R MRNING ;+d >- POWER imRNING-] IPI-Y —1 +L4 [NOTE 4)
= = (c) E t)(c) 26 vAC
IPI-Z
(M) o E(H) EXC
MARSYNC + !+f - MAN. SYNC S* lP1-a 1- .—— — 3$:. )

IPI -s J
—1 I
COMMON I
IPI -1

~’ r- lP1-j ==) AuTOPILOT

INTERLOCK FLuX VALVE A NO CS -412 DUAL REMOTE COMPEN9A~R

T
IPI-K T .
3--
F
STATOR (Z) 3.11 3JI
LE I —— (-\ (-}
IPI-L — STATOR (X) IPI-P (Z~A>l I&l
P!N DESIGNATION FOR OPTIONAL A [Z)
6YR0 ANO I _ STATOR (Y) Ill I FLuX
OUT wTS IP I-M
DtRDNl&R ASSY IPI-R; ; ; ;~; – P/o – CS-313 (~) B e(x) VALVE
AuT O P I LOT < 1 HEADING OUTPU1
JSGRD
?58?513. 1,-21,
alvD - 4)
NOT uSED I (’--- “c “ —
A/C JB —
ROTOR
ROTOR
(H)
(C)
I IPI-N @ F.@-l(Y) C:,: P:S:6:;:RI (‘f)
B Tl; ~1 -

J
~~ L:M:& :(:.1:?4
>’$ — o(c)
I 26 VAC
A/C JB<IJ ~(H) I15v, 400Hz I – .) E(H)
EXC

=ix5Efd
2SS7193-2,-22 IIJpuT
pw~ d

‘0’’’s’’’’6’’”
A\c J(3< SW] )
AND-42 —— _—
2. ARINC NOMENCLATURE FOR REF ONLY. IPI-S
3. PIN W 1’ FLUX VALVE CT TEST POINT
FOR PART NO. 2587193-1.-2.-3. AND .7
H-l I
IJ I IPI AND 5 VAC
LIGHTING VOLTAGE FOR FLUX VALVE AND CS - 313 REMOTE MAGNETIC COMPENSATOR

‘L
HEAf:~ (H)+ Xx PART NO. 2587193-21, -22, -23, 33, -41,
) tiEAOl N G
42, -43 AND ,47
2wre3-3,-7, XMTR
2)++2+ 4. TRIPLE TWISTED, SHIELDED CABLE uSED
-23, -33,-43, 1, OUTPUT
ANO -4? TO CONNECT GYROSYN COMPASS AND
:~ii=) v)--bb~ FLUX vALvE ALSO HAS AN INSULATED 20787-R3
.— COVERING OVER THE SHIELD.

System Interconnect Diagram for C-14 and C-14A

Compass System, Part No. 2587193-1, -2, -3,
-7, -21, -22, -23, -33, -41, -42, -43, and -47
Figure 2-8
Page 2-13/2-14
Nov 5/91
Use or disclosure of mform.mon on Ihls page IS subject to the restrictions on the tnle page of thts document.
 + SPEI’?W ‘~tiflkk\:::CE
FLIGHT SYSTEMS MANUAL
AVIONICS DIVISION C-1 4(X) COMPASS SYSTEM

>YROSYN COMPASS IJl PI

fiA - DO NOT uSE —
.---,
AC PWR GRD ~B>~— JB-I GYROSYN
COMPASS PART NO. DESIGNATION FOR OPTIONAL OUTPUTS
I15V,40C Hz INPUT PwR ~C>~ JB -2 \ ‘r

SIG GRD ~D 258719~ -4,

NOT USED
SLAVED FREE SW HE SLAVE D+REE SW -24 AND -44
~F
AMPL B+ ~G SLAVED-FREE SW
HEADING XMTR (H) ~ti JB-3 [M2) MOTOR INPUT
?OTOR 26v 400 Hz \ /’--
HEADING XMTR (C) ~J JB-I (C) MOTOR IN PUT
T
HEADING XMTR (Z) ~K P2-2 (MJ MOTOR EXCITATION 26v 400 HZ
\ r 2587193-5,
iTATOR 11.8V 400 HZ HEADING xMTR (X) ~L P2-I (C) POWER GRD
[ HEAOING XMTR (Y) ~M ‘g P2-3
\ /’--
(G,) GEN EXCITATION 26v 400 HZ
’25 ANO-45
=:~’i$alc~ ,,
FLUX VALVE SIGNAL [C) ~NE--
pP> , ~
P2-
00
46
NOT uSE
\
(x)
(Y) A XMTR OUTFUT I RIGHT
t ●
YAW’
2O OEGREES
l~>#.

ELECT ROTATION
_50voc
1

FLUX VALVE SIGNAL (H) PR> P2-45 (z) }

FLUX VALVE EXCITATION (H] & \
(c)
1
- FLux vALvC - E
FLUX VALVE EXCITATION (C) HT
A XMTR EXCITATION 26V 400 Hz
(H)
ANNUNCIATOR PU
~ FLUx VALVE-D
\
(x)
X;o:’(H) +X:+
~ p2 -48
ANNUNCIATOR @V~ P2 -49 (Y) B XMTR OUTPUT
E XC { (C)+Y+ ~EAo,NG
\ 2587193-6,
SEE NOTE 6 l+W~ (z) } (Z)-ljz+
px>~ (H) B xMTR EXCITATION 26V 400 HZ ‘26,-36 ANO
&!f~T (x) --l++ o:~J~T
-46
py~
{ (Y)4Pd-- I
SEE TABLE I pZ~
SEE NOTE 2
1+~
}
POWER WARNING[ ~;~
(:) RMI REPEATER C,Z & COMMON
POWER WARNING *LI ~— P3-10 (H) AFD NO. I 26v 400Hz
\
POWER WARNING ~$ ~ p2-54 5V LIGHTING TABLE 2
1+ ~ Do NoT u5E
H9 ~ 00 NOT uSE
SEE NOTE 2
Cwwrcnoxs Foa O?’rloslu COMP2NSA1OW
AUTO PILOT INTERLOCK ~p~
AUTO PILOT INTERLOCK %J ‘~ 1 ‘EE ‘OTE 5 1
[Z) COMMON
------k 34+ (H) 26v 400 Hz

==1-
SERVO AMPLIFIER J3 P3 5V LIGHTING

s’GNAL ‘NpuT ~j~ P2-6 (C) SELECTOR TRANSMIT EXCIT GRD

SPARE (H) SELECTOR TRANSMIT EXCIT 26v 400
r’
1+3~ P2-4
FLUX
V4LV13
ARO COMFENSAT~
SIGNAL INPUT / b4>
L b5~
I y
\
J
SEE NOTE 2
I RUX WLVC MOVSSTED
I
sIG GRo b6~— p2 -5 (C) B XMTR EXCITATION GRO
\
I15V 400 HZ [H) ~7
~ J8-2 (x)
T
26V GEN EXCITATION P8>~ P2- 12 (Y] SLAVING SYNCHRO INPuT T
,-, .—— ,-, ,-, T
h9~ spARE
\ r
(z) }
,2.44
II
‘6+)— (zl-+4
Ill
A (z)
FLUX
FLAG CURRENT PIO (H) P2.4C , ..+(x) P/o DRC.1 (r) B 0[K)
~F’1-4 —----- $= VALVE
SLAVING S7NCHR0 OUTPUT
FIXEO FIELD (M) Pll (c) ) P2.43@ COMPENSATES P/m
~ P2-10 . . J ~~~1 ~,kz=,,m.l W) 3 C
C(Y] 25$44s4
\ r ,[ ,
powEQ GRo ~12~ JB-I
CONTROL FIELO(M2) ~13~ F’2-8 ANNuNCIATOR SMICLO f f SIXELCI
\ r &’+ (NOTE 4)
CONTROL FIELD(C) ~14~ W-9 ANNUNCIATOR (sEE NOTE 4) — (cl E o(c) ~~ ~fic
1 E(. ] ) EXC

I
L____(”) B o
K
w-s~
(H) vOR NO. I 26v 400 HZ
P, .1
NOTES: (H) RMI REPEATER FLUS VALVE 4ND cs-4t2 OVAL mi07s cowsuwmm
1. ( ) IS STANDARD ARINC NOMENCLATURE
(FOR REFERENCE) POWER FAILUR[ FLAG
2. REFER TO APPLICABLE c.6 SCHEMATIC. } I 3JI 3JI , ,-,
—— :-! ‘
3. THIS SYSTEM INTERCONNECTION OIAGRAM =E2E!~s P2-44 DM1— — (77+)4 A(Z)
FOR C-6, C-6A, C.SO, C.6E ANO C.SH. —,y~ Ill FLUX
(Pi-s ,2-42; ~, E++(x I P/o CS-313 (,, ~ 8(X) vALVE
4. TO CONNECT ANNUNCIATOR FOR C.6E. 1 P2- 43 @
COMPFNSATO~
INSERT lSK RESISTOR BETWEEN PI.V ANO 3
I
P2.51 DI=ONNECT CONDUCTOR TO
PIN P249
‘N Z’S’2’7::L:M:0,E ., :(:.l:::
5. CONTINUITY EXISTS BETWEEN PINS h ANO ) >~~p , O(C1 26 VAC
DURING NORMAL SLAVEO OPERATION. OPEN ~2’’MooE)
JB-2 <u+ ‘n) 115V, 400 HZ I Exc
DURING AUTOMATIC SYNC OR lNAOECiUATE E(M) )
SYSTEM POWER INPuT PwR ,
J8-I <S+(C)
. . L=
)
____!
m
II
6. PIN W IS FLUX VALVE CT TEST POINT FOR
PART NO. 25S71934, -5, ANO -6 ANO 5 VAC
LIGHTING VOLTAGE FOR PART NO. 25S719S.24.
I P,-,

PI-T
~
I
I
I
.25. .26, .36, 44, 4S AND 46.
FLUX vALVE ANO CS - 313 REsIOTE MAGNETIC COMPENSATOR
7. TRIPLE Tw13TE0, SHIELDED CABLE USEO TO
CONNEcT GYROSYN c0MPA33 ANO FLUX VALVE I I 1 I I
A/C
ALSO HAS AN INSULATED COVERING OVER THE
S141ELD 1’1 2 3 4 5 6
JUNCTION BOX EN(; 326A. R5

System Interconnect Diagram for C-14 and C-14A

Compass System, Part No. 2587193-4, -5, -6,
-24, -25, -26, -36, -44S -45, and -46
Figure 2-9 Page 2-15/2-16
f!ov 15/80
 Honeywell WiiJIIENANcE G14(X) CQMPASS SYSTEM

I
C.140 DIRECTIONAL GYRO
PIN 4020s77 -3, -6
1J2 TABLE 1
AC POWER GNO A — 1P2.U + ANNUNCIATOR PN250314&2 CWMCCTIWS FOR OPTlOMSL CWPEMSATORS

DC POWS R GND B — 1P2.V !

B
+26 VOC INPUT POWER c
.
SLAVED FREE SW E — 1P2-P

SLAVED FREE SW G — 1P2-R

== -
(H) H — 1P2.N
: PLUX VALVC .“0 ;L”X VA.”C “WSSTCD COMP2MSA,~
T
co J
XR ( (c)

NO. s SEE
(z) K
rABLE
lx L 1,-, ,-, T
1 .—
T (x) L IP2-P (zii+A
b, 948
‘+l=l— —
o 1111 :’:; FLUX
R
(Y) M
tP2-R : ~, ❑ *(X)‘ */o OK. ,
COMPEMSATC4
,,, ~ “al.” E
[1 { 1P2-N !ij P/N
. . J $+,1 ~/N2=33~, (,1 3 C I@*
c(y) 25944s4
FLUX VALVE CT (Y) N ,[ ,

— 1P2.S SMICLCJ F F SWCLD

FLUX VALVE CT (Z) fi’~ [ NOTE 4 )
P TO FLUX
B [c) E
—1P2-A VALVE
FLUX VALVE CT (X) R / L____(”) E* Q ~ %=
4 IP2- s
f
FLUX VALVE SHIELO

RESERVEO
— lP2-d
--t-- )
cLOsEO IP2-A
FLUX VALVE AND CS-412 W& QMOTE cw~~~rnn
q — 1P2.*
T
FLUX vALVE EXCIT(H) s 3JI 3JI . ,-, .
—1P2 -c ———
tP2-P k, 4
DMz)—
115V, 400 Hz, OUTPUT T — 1P2.T ,P2-R ~ ~; E++(X, P/o ,s.343 ;?+;; :I! $; . :;;; %:,
H COM.ENSATOe
IP2-N ~-, F+{, ]
3> ) J;
ANNUNCIATOR + L1

=EE}MANSYNCSW
ANNUNCIATOR - v — 1P2.p ““’’ssz’’-u:u:k :’:.):::::s’
tix+a O(C1 26 Vbc
5V, 400 Hz, OUTPUT w — lP2-n (P2-T+U * (n) ,,5” ~ooH, : E\M1 ) Exc

IP2-A +S++) ] JNp~T pwR d

(H) x — lP2.m — ——
: IP2-S
T
c o (c) Y —1P2-E L02-A
x ( SLAVEO/FREE SW
R
FLUX VALVE AND CS - 313 REMOTE MAGNETIC COMPENSATOR
No. s (z) z (cLosED IN SLAVEO MOOE)
— 1P2.G
2
}
:
T (x) a — lP2-k Z6V, 400 Hz
OUTPUT TO
o (32VAMAX)
R b INST COMPONENTS
(Y) POWER RETURN
{{1 = } [NOTE 5)
HEADING VALIO c — 1P2.C

HEADING VALIO d — lP2.e

NOTES: 1. CONNECT PIN 1J2.A, AC POWER RETURN TO 2S VDC
PowER GROUND EXTERNALLY.
HEADING VALIO e — lP2.g
2. 26 VAC AT PIN 1J2-S ANO k ARE FROM SEPARATE
SUPPLY TRANSFORMERS. DO NOT CONNECT THEM
P
— 1P2.Z
/\ (z)
EXTERNALLY.
CHASSIS GROUND 9 HEADING XMTR (CX NO. 21 3. TRIPLE TWISTEO, SHIELOEO CABLE USEO TO
w
— lP2.a (X) 11.8V, 400 HZ (200 MVIDEG) CONNECT GYROSYN COMPASS ANO FLUX VALVE
A/? INTERLOCK h ALSO HAS AN INSULATEO COVERING OVER THE
OUTPUT
—lP2.b (Y) SHIELO.
A/P INTER LOCK *} ‘?’ 4. AWG NO. 22 WIRE USEO, UNLESS OTHERWISE
3PECIFIE0.
A/P INTERLOCK

26V, 400 t+Z, OUTPUT

I

/
‘lP2.h

—lP2-i
--F- cOMMONl
) ‘mlNTERLWK
5. THE SUM OF THE 115 VACAND26VAC
POWER AVAILABLE
EXCEED 33 VA.
OUTPUT
FOR OTHER UNITS SHALL NOT

MAN SYNC ● m
>! ~ ‘PEN
/

a=}
MAN SYNC WIPER
B’
n [ —lP2.j

/ _ 1P2-K
MAN SYNC + P
>’ — 1P2.L
2 ‘z’ (X)
HEAOINGXMTR (CXNO.1)
11.8v, 400 Hz (200 MV/DEG)
OUTPUT
‘1P2.M (Y)
w

L POWER RETURN OUTPUT

) TO INST
~lP2.w 5V, 4W Hz J LIGHTING 27276-Rs

System Interconnect Diagram for C-14D

Compass System, Part No. 4020577-3 and -6
Figure 2-10
Page 2-17/2-18
Nov 5/91
Use or disclosure of information on this page IS subject to the restrtctlons on the title page of thm document.
 + ~~ER<~ ~=&;#~CE
FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(X)COMPASSSYSTEM

TITLE : Loading and gradient characteristics for the C-14A Directional Gyro, Part
No. 2587193-4X.

1. QUALIFICATIONS

1.1 Technical Standard Order - The C-14A is qualified to TSO-C6c.

1.2 Other Qualification Tests - The C-14A is also qualified toSAE 399A.

2. POWER
2.1 Input Power

The aircraft ac power supply must be 115: 5 volts at 400~ 20 Hz, single
phase sine wave (5% maximum harmonic distortion). Amplitude modulation of
the power supply for all load conditions shall not exceed 2 percent at any
frequency. (Percent modulation is defined as one-half of the peak-to-peak
modulation envelope divided by the carrier amplitude, multiplied by one
hundred. ) Within the power supply’s load rating, its output impedance shall
be less than 0.3 ohm for sinusoidal load variations at all frequencies below
10 Hz.
Maximum starting power required is 40 VA.
Maximum running power required is 30 VA.

2.2 Output Power - The following outputs are available for external power
requirements.

26 volts, 400 Hz, 26 VA; pins lJ1-S to lJ1-T (Lo)

5 volts, 400 Hz, 6 VA; p’ ns lJ1-W to lJ1-T (Lo)

3. INPUT SIGNALS/COM,MANDS

3.1 Slave-Free Switch - In tl e free mode, it removes slaving comnand by openinq

lJ1-G to lJ1-E. In the slave mode, it closes the circuit between lJ1-G an~
lJ1-E.
3.2 External Synchronization Switch - With the Slave-Free switch in the Free
position, moving this center off switch to the INCREASE (+) position
connects lJ1-f to lJ1-A. This causes the compass card to rotate
counterclockwise. Moving this switch to the DECREASE (o) position connects
lJ1-g to lJ1-A. This causes the compass card to rotate clockwise. With the
Slave-Free switch in the Slave position, nmving this switch in either
direction (+) or (.) engages the fast slave mode.

C-14A Directional Gyro

Loading and Gradient Characteristics
Table 2-2
Page 2-19
Nov 15/80
 + ~~ER<) ~“&:#;~CE
FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(X] COMPASS SYSTEM

4. OUTPUT SIGNALS

4.1 Heading Synchro Transmitter No. 1 (B3) provides continuous heading data
throughout 360 de rees of heading change. The output is on pins L, M, K of
lJ1 (ARINC 407 (X?, (Y), (Z), respectively) with 11.8 volts leg-to-leg which
represents a nominal sensitivity of 200 mV per degree.

Loading characteristics are:

DC Resistance t 15% - Rotor = 16 ohms; Stator = 5 ohms

Inpedance t 15% - Zso = 23 ohms at 70°; Zro = 150 ohms at 78°

Maximum load is three AY-500 (222 +j470) synchro loads.

4.2 Heading Synchro Transmitter No. 2 (B4) (Applicable to -43, -46, and -47 units
only).

Exactly same characteristics as lieading Synchro No. 1. The No. 2 transmitter

is driven by an antibacklash gear for use with the Sperry autopilot
application.

4.3 Clutched Potentiometer (B4) (Applicable to -42 and -45 units only).

The clutched potentiometer consists of a 5k-ohm potentiometer with a

sensitivity of 2.5 volts per degree and a clutch which is geared to the
output axis of the gyro. The clutch requires 28 volts dc excitation and the
potentiometer requires 100 volts dc excitation. The potentiometer provides a
linear output proportional to gyro rotation up to a tiximum of ~20 degrees.
The arm of the potentiometer is spring loaded so that when the clutch is
disengaged the arm will return to the center (null) position.

4.4 Monitor Interlock

Two sets of relay contacts are controlled by the gyro monitor. Pins lJ1-h
and lJ1-j are used with the autopilot. Pins lJ1-c, d, e are used for flight
directors or instruments. When the gyro monitor is valid, pins lJ1-h and j
and also pins lJ1-d and e are closed.

4.5 Sync Annunciator

The output from lJ1 pins U and V is capable of driving only ONE sync
annunciator with the following characteristics:

DC Resistance = 250 ohms

Meter Movement 250-0-250 microamps

C-14A Directional Gyro

Loading and Gradient Characteristics
Table 2-2 (cent)
Page 2-20
NOV 15/80
 + SPERW f%%=~CE
MANUAL
FLIGHTSYSTEMS
AVIONICSDIVISION C-14(X) COMPASSSYSTEM

TITLE: Loadin and radient characteristics for the C-14D Directional Gyro, Part
— No. 40?0577-? and -6.

1. QUALIFICATIONS

1.1 Technical Standard Order - The C-14D is qualified to TSO-C6C.

1.2 Other Qualification Tests - The C-14D is also qualified to SAE399A.
2. POWER
2.1 Input Power
The aircraft dc power supply must be 22 to 29.5 volts dc. Ripple amplitude
shall not exceed 2.0 volts peak. The 28-volt dc input shall be connected to
pins 1J2-C (+) and 1J2-B (-).

Maximum starting power required is 125 watts.

Maximum runnng power required is 100 watts.

2.2 Output Power - The following outputs are available for external power
requirements:

115 Y, 400 Hz at 1J2-T . .......0 to 22* VA to instrument components

26 V, 400 Hz at 1J2-S ..........**. 3 VA to flux valve
26 V, 400Hz at lJ2-k_..........O to 42* VA to instrument components
and heading CS excitation**
5 V, 400 Hz at 1J2-W ................ 5 VAto instrument lighting
Total ~ VA
*Sum of output power from these two sources shall not exceed 42 VA.
**Each heading CX requires 4.5 VA excitation.

3. INPUT SIGNALS/COMFIANDS

3.1 Slave-Free Switch - In the free mode, it removes slaving command by opening
1J2-G to 1J2-E. In the slave mode, it closes the circuit between 1J2-G and
1J2-E.

3.2 External Synchronization Switch - With the Slave-Free switch in the Free
position, moving this center off switch to the INCREASE (+) position
connects IJ2-n to lJ2-p. This causes the compass card to” rotate
counterclockwise. Moving this switch to the DECREASE (.) position connects
lJ2-n to lJ2-m. This causes the compass card to rotate clockwise. With the
Slave-Free switch in the Slave position, moving this switch in either
direction (+) or (.) engages the fast slave mode.

C-14D Directional Gyro

Loading and Gradient Characteristics
Table 2-3

Page 2-21
Nov 15/80
 + ~~.ER<! ~&?#&!:E
FLIGHTSYSTEMS MANUAL
AVIONICS DIVISION C-14(X)COMPASSSYSTEM

4. OUTPUT SIGNALS

4.1 Heading Synchro Transmitter No. 1 provides continuous heading data throughout
360 degrees of heading change. The output is on pins L, M, K of 1J2 (ARINC
407 (X), (Y), (Z), respectively) with 11.8 volts leg-to-leg which represents
a nominal sensitivity of 200 mV per degree.

Loading characteristics are:

DC Resistance + 15%
Rotor = 16–ohms
Stator = 5 ohms
Impedance + 15%
z = 73 ohms at 70°
so
z = 150 ohms at 78°
ro
Maximum load is three AY-500 (222 + j470) synchro loads.

4.2 Heading Synchro Transmitter No. 2

Exactly same characteristics as Heading Synchro No. 1. The No. 2 transmitter

is driven by an anti backlash gear for use with the Sperry autop 1Ot
application.

4.3 Monitor Interlock

Two sets of relay contacts are controlled by the gyro monitor. Pins lJ2-h,
i, and j are used with the autopilot. Pins c, d, and e are used for flight
directors or instruments. When the qyro monitor is valid, pins lJ2-h and j
and also pins lJ2-d and e are closed.

4.4 Sync Annunciator

The output from 1J2 pins U and V is capable of driving only ONE sync
annunciator with the following characteristics:

DC Resistance = 250 ohms

Meter Movelilent 250-0-250 microanps

C-14D Directional Gyro

Lo~ding and Gradient Characteristics
Table 2-3 (cent)
Page 2-22
Nov 15/80
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S7ERW
FLIGHTSVSTSMS
i%%i%ii8&
MANUAL
AVIONICSDIVISION C-14(X)
COMPASSSYSTEM

TITLE : l.,~.,~~~and gradient characteristics for FX-220 Flux Valve, Part No.
.

1. QUALIFICATIONS

1.1 Technical Standard Order - The flux valve conforms to TSO-C6C.

2. POWER

The aircraft ac power supply must be 1151 5 volts at 400~20 Hz, single
phase sine wave (5% maximum harmonic distortion). Amplitude modulation of the
power supply for all load conditions shall not exceed 2 percent at any
frequency. (Percent modulation is defined as one-half of the peak-to-peak
modulation envelope divided by the carrier anplitude, multiplied by one
hundred. ) Within the power supply’s load rating, its wtput inpedance shall
be less than 0.3 ohm for sinusoidal load variations at all frequencies below
10 Hz.

Power consumption, 26V, 400 Hz for the flux valve is 1.1 VA.

FX-220 Flux Valve

Loading and Gradient Characteristics
Table 2-4
Page 2-23
tiov15/80
 + -ER~y
FLIGHTSYSTEMS
~$~G:E
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

TITLE: Loading and gradient characteristics for CS-412 Dual Remote Compensator,
Part No. 2593379-1.

1. QUALIFICATIONS

1.1 Technical Standard Order - The dual remote compensator conforms to TSO-C6C.

2. POWER

The aircraft ac power supply must be 11525 volts at 400~20 Hz, single
phase sine wave (5% maximum harmonic distortion). Amplitude modulation of the
power supply for all load conditions shall not exceed 2 percent at any
frequency. (Percent modul at ion is defined as one-half of the peak-to-peak
modulation envelope divided by the carrier amplitude, multiplied by one
hundred.) Within the power supply’s load rating, its output impedance shall
be less than 0.3 ohm for sinusoidal load variations at all frequencies below
10 Hz.

Power consumption, 26V, 400 Hz is 2.5 VA.

CS-412 Dual Remote Compensator

Loading and Gradient Characteristics
Table 2-5
Page 2-24
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FLIGHTSYSTEMS MANUAL
AVIONICSOIVISION C-14(X) COMPASS SYSTEM

TITLE: Loading and gradient characteristics for CS-313 Remote Magnetic

Compensator, Part No. 2586257-1.

1. QUALIFICATIONS

1.1 Technical Standard Order - The remote magnetic compensator conforms to

TSO-C6C.

2. POWER

The aircraft ac power supply must be 11515 volts at 400~20 Hz, single
phase sine wave (5% maximum harmonic distortion). Amplitude modulation of the
power supply for all load conditions shall not exceed 2 percent at aqy
frequency. (Percent modulation is defined as one-half of the peak-to-peak
modulation envelope divided by the carrier amplitude, multiplied by one
hundred.) Within the power supply’s load rating, its output impedance shall
be less than 0.3 ohm for sinusoidal load variations at all frequencies below
10 Hz.

Power consumption, 26V, 400Hz is 1.75 VA.

CS-313 Remote Magnetic Compensator

Loading and Gradient Characteristics
Table 2-6
Page 2-25/2-26
NOV 15/80
 A
+
~~-ER<y
FLIGHTSYSTEMS
&!!&:#:~CE
MANUAL
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

SECTION 111
COMPASS SWINGCALIBRATION

3.1 General

This section contains the rocedures necessary to ensure that the Compass
System is operating propery7 when installed in the aircraft, and the
procedures required to perform a compass swing calibration. This
calibration should be performed after installation of the equipment in the
aircraft prior to actual flight use of the aircraft and thereafter only when
necessary to maintain desired heading accuracy, and when a system component
is changed.

3.2 Compass Swing and Adjustment

3.2.1 Flux Valve Index Error Adjustment

NOTES: 1. When performing a canpass swing, the aircraft should be in its

normal flight position with the electrical system and radio
equipment operating. The engines need not be running during
this adjustment, unless their operation affects the heading
indication of the flux valve.

2. On initial compass swing, the compensator adjustment

potentiometers should be set to approximate center position.

3. The Sperry MC-1, MC-lM, or MC-1 Magnetic Compass Calibrator Set

can be used for index error and compensator adjustments instead
of procedures provided below.

3.2.2 Energize the Compass System and allow several minutes for the gyro to reach
operating speed and for the system to slave to the magnetic heading.

3.2.3 Position the aircraft on a canpass rose and turn it to each of the four
cardinal headings.

3.2.4 Allowing sufficient time for the heading indicator to settle, record the
differences in readings between the heading indicator and the compass rose
at each cardinal heading as plus or minus, depending on whether the dial
readings are greater or less than the compass rose readings.

NOTE : Instead of the ccinpass rose, a magnetic sighting compass may be

used. To take a reading, the compass is located at a considerable
distance fore and aft of the aircraft and is moved back and forth
from the line of sight coinciding with the plane extended
centerline. When a sight is taken facing aft, 180 degrees must be
added or subtracted from the sighting compass reading. When facing
fore, the compass reads directly.

3.2.5 Add the errors algebraically and divide by four. The result is the index
error.

Page 3-1
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FLIGHT SYSTEMS MANUAL
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

3.2.6 Loosen the screws holding the flux valve flange to its mounting surface
and rotate the flange of the unit to cancel out the index error. If the
error is positive, the flange should be rotated in the counterclockm”se
direction (giving a minus reading on the flange) as observed from above
the unit.

3.2.7 If the error is negative, rotate the flange in the clockwise direction
(giving a plus reading on the flange). The amount of rotation should
equal the index error.

3.2.8 Tighten the mounting screws and recheck the readings at the four cardinal
headings. Recalculate the index error to make sure it is near zero.

3.2.9 If the index error is not zero, readjust the flux valve flange until this
error is cancelled.

3.2.10 Any remaining errors in excess of tl degree which are caused by

extraneous magnetic fields should be counteracted by readjusting the
compensator.

Page 3-2
NOV 15/80
 + ~ER+) &!”&?#:&:E
FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

3.3 CS-412 Dual Remote Compensator Adjustments

NOTES: 1. The CS-412 Dual Remote Compensator is a dual compensator used

with dual compass systems. The following adjustment”procedures
are required for each conpass system.

2. Before making the following adjustments to the co~ensator,

perform flux valve index error adjustmnt.

3. The MC-1, MC-lM, or MC-2 Magnetic Comgass Calibrator Set can be

used for-compensator adjusthnt in lieu of the procedure
provided below.

3.3.1 Remove the compensator cover.

3.3.2 Make sure co~ensation potentiometers are in their center position.

3.3.3 Using a co~ass rose, place the aircraft on a north heading and allow
compass dial to settle.

3.3.4 Compensate for any difference between actual heading and compass dial
indication by loosening locking nut and adjusting N-S (North-South)
potentiometer on compensator. Tighten locking nut.

3.3.5 Place the aircraft on an east heading and allow compass dial to settle.

3.3.6 Compensate for any difference between actual heading and compass dial
indication by loosening locking nut and adjusting E-W (East-West)
potentiometer on compensator. Tighten locking nut.

3.3.7 Place the aircraft on a south heading and allow conpass dial to settle.

3.3.8 Compensate for half of any difference between actual heading and compass
dial indication by loosening locking nut and adjusting N-S potentiometer on
cowensator. Tighten locking nut.

3.3.9 Place the aircraft on a west heading and allow co~ass dial to settle.

3.3.10 Compensate for half of any difference between actual heading and compass
dial indication by loosening locking nut and adjusting E-W potentiometer
on compensator. Tighten locking nut.

3.3.11 The compensator should now be fully adjusted for proper compensation. As
a check, swing the aircraft on 30-degree increments and note readings on
compass dial. All readings should be within 1 degree of the actual
heading. If errors are greater than 1 degree, repeat index error
adjustment and above adjustments for greater accuracy.

Page 3-3
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MANUAL
FLIGHTSYSTEMS
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

3.4 CS-313 Remote Maqnetic Compensator Adjustment

3.4.1 General
After the remote compensator has been installed, it must be adjusted to
provide proper compensation to the aircraft compass system. Adjustments
may be most conveniently made while using an MC-1 or MC-2 Magnetic Compass
Calibrator Set. The magnetic conpass calibrator set can be connected to
the remote magnetic compensator through connector 3J2 and will provide the
effect of positioning the aircraft on various compass headings without
actually moving the aircraft. If the magnetic conpass calibrator set is
not used, the aircraft must be accurately positioned on a compass rose to
each of the headings noted in the following procedures.

NOTES: 1. When performing a conpass swing, the aircraft should be in its

normal flight position with the electrical system and radio
equipment operating. Thee ngines need not be running during
this adjustment, unless their operation affects the heading
indication of the flux valve.

2. The terms “aircraft heading” and “actual heading” will be used

throughout this procedure to indicate the aircraft directions
obtained either by simulation using the MC-1 or MC-2 Magnetic
Conpass Calibrator Set or by actual rotation of the aircraft on
a compass rose. Throughout this procedure, errors will be
defined as positive if the indicated heading (as read on the
aircraft compass system) is greater than the actual heading and
negative if the indicated heading is less than the actual
heading.

3. The following procedures assume the use of a magnetic compass

calibrator set and adjustment for each error is described
separately. If the aircraft is to be swung on a compass rose,
it will be possible to combine adjustments to reduce the number
of times the aircraft must be repositioned.

3.4.2 Renmve cover from compensator.

Page 3-4
NOV 15/80
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FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(X} COMPASS SYSTEM

3.4.3 Before starting adjustment procedures, set compensator controls as

follows:

‘ma= - ‘~~

z.mrm CC* TO S70P JJ

Ss?l 10 Z2nomxazw
4.SI?? 10Ml~(S2E~l 4

s.= Tozzno

NOTE : The midrange of the N-S and E-W compensators is obtained when minimum dc
voltage is developed across the appropriate test jack and pin F of
connector 3J2.

3.4.4 Index Error Adjustment

To determine the index error, set the aircraft heading to O, 90, 180, and
270 degrees, in turn, all~ing the Compass System to synchronize and
stabilize for 1 minute at each heading. Record the difference between the
indicated headings (as read on the aircraft Co~ass System) and the actual
heading.

Error

Record heading errors Heading + -

at each heading in
chart at right . . . . . . .
0°
90°
180°
270°
Add each
column of errors . . . . . sum
Add the sum of the two
columns algebraically.. Algebraic Sum
Divide algebraic sum by
4 to obtain index error .... Index Error

Page 3-5
NOV 15/80
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FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

Rotate the INDEX control until the indicated heading changes by the amount
of the index error. If the index error is negative, rotate the INDEX
control clockwise. If the index error is positive, rotate the INDEX
control counterclockwise. Lock the INDEX control.

&K+

3.4.5 Permanent Magnet (One-Cycle) Error Adjustment

To determine the permanent magnet error, set the aircraft heading to O,

90, 180, and 270 degrees, in turn, allowing the Compass System to
synchronize and stabilize for 1 minute at each heading. Record the
difference between the indicated headings (as read on the aircraft Compass
System) and the actual headings.

Compute the north-south error as follows:

N-S Error = Error (0° Heading) - Error (180° Heading~

To correct for this error, set the aircraft heading to O degree and adjust
the N-S co~ensator until the heading indication is increased (negative
N-S error) or decreased (positive N-S error) by the amount of the
north-south error. Tighten lock.

Compute the east-west error as follows:

E-W Error = Error (90° Heading) - Error (270° Headinq)

2

To correct for this error, set the aircraft heading to 90 degrees and
adjust the E-W compensator until the heading indication is increased
(negative E-W error) or decreased (positive E-W error) by the amount of
the east-west error. Tighten lock.

Page 3-6
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FLIGHTSYSTEMS MANUAL
AVIONICSOIVISION C-14(X) COMPASS SYSTEM

3.4.6 Transmission Error Adjustment

To determine the transmission (two-cycle) error compensation required, the

residual error in the Compass System must be determined by means of an
eight heading compass swing.

Set the aircraft heading to O, 45, 90, 135, 180, 225, 270, and 315 degrees,
in turn, allowing the Compass System to synchronize and stabilize for 1
minute at eachRecord the difference between the indicated
heading.
headings (as read on the aircraft Compass System) and the actual heading.
Compute the D and E coefficients which determine the direction and
magnitude of the transmission error as follows:

D = 1/4 [Error (45° Heading) - Error (135° Heading) + Error

(225 °Heading) - Error (315° Heading)]

E = 1/4 [Error (0° Heading) - Error (90° Heading) + Error

(180° Heading) - Error (270° Heading)]

The direction and magnitude of the transmission error may be obtained from
these D and E coefficients by either of the following two methods:

1. Compute the direction and magnitude of the transmission error as

follows:

Direction of error = 1/2 tan-lD/E

Magnitude of error = m

Page 3-7
NOV 15/80
 ‘L
7r ST-ER+Y ~#&f~cE
FLIGHT SYSTEMS

AVIONICS DIVISION
C-14(X) COMPASS SYSTEM

2. Scale the direction and magnitude of the transmission error from graph
as follows:

Draw a line between the value of D on the D and D’ scales. Draw a line
between the value of E on the E and E’ scales. At the intersection of
the two lines, read the magnitude of the error on the circular scale.
Draw a line from the origin to the intersection of the lines just
drawn. Read the directions of the error on the polar scale. EXAMPLE:
IfD= +0.6 degree and E = -0.8 degree, magnitude is 1.0 degree and
direction is 71 degrees.

E
w TENTHS
OF A oEGnlX

-1.0” -0.s”

7s
70

/% , I
+LO*

+0s”

I
L)’o 00

-0.s”

-1.0”
I
$
105-
\
‘x
I 10
-0.s”

-LO*

-LO* -0.5” 0 +0 .s” +1.0”

E’

Page 3-8
NOV 15/80
 +r >Em<) ~&~#%~E
FLIGHTSYSTEMS MANUAL
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

Set the TRANSMISSION knob for the direction of the transmission error
computed or scaled above. Tighten lock.

100 nAwnmmn
Ho

G!i!!i!
KNa
120

90

so
e
s
o

2. Set the aircraft heading as close as possible to the setting on the

TRANSMISSION knob. Rotate the TRANSMISSION magnitude control
clockwise until the heading indicated on the aircraft Conpass System
is decreased by the magnitude of the error. Tighten lock.

1s0 T~
@o

@!!
120

so

60

30
0

3.4.7 Final Check

As a final check of the accuracy of the installed remote compensator, set

the aircraft to 24 headings in 15-degree increments starting with O
degree, allwing the Conpass System to synchronize and stabilize for 1
minute at each heading. Record the error at each heading.

If errors are within *1 degree, replace front cover on the compensator.

If errors are not within specified limits, touch up of some of the

compensator adjustments may be required.

Page 3-9/3-10
fiov 15/80
 1
-+
SPERW ##~~*mcE
FLIGHTSYSTEMS
AVIONICSDIVISION C-14(X) COMPASS SYSTEM

SECTION IV
GROUND OPERATIONAL TESTS (GROUND CHECK)

4.1 General

This section describes procedures for checking the Conpass System for correct
installation and proper operation of all co~onents in the system.

4.2 Compass System Checkout Procedure

4.2.1 Set the FREE/SLAVED

(DG/MAG)switch in the SLAVED(MAG) position.
Apply power to system.

4.2.2 After the aircraft pcwer has been applied for a minimum of 3 minutes the
Horizontal Situation Indicator (HSI) OFF flag shall be out of view, the
synchronization annunciator shall indicate a null, and the compass
indication on the HSI shall be synchronized to magnetic heading and shall
agree with actual heading.

4.2.3 Rotate the pilot’s directional gyro (DG No. 1) in a ccw direction as viewed
from the top. The heading indication on the HSI shall decrease and the
synchronization annunciator shall indicate a cross (+).

4.2.4 Rotate the DG in a cw direction as viewed from the top. The heading
indication on the HSI shall increase and the synchronization annunciator
shall indicate a dot (o). Return the DG to its norml position.

4.2.5 Set the FREE/SLAVED (DG/MAG) switch in the FREE (DG) position. The
synchronization annunciator shall indicate a null.

4.2.6 Set the MANUAL SYNC switch in the cross (+) [INC] position. The compass
card on the HSI shall slowly rotate ccw (increasing heading).

4.2.7 Set the MANUAL SYNC switch in the dot (.) [DEC] position. The compass card
on the HSI shall slowly rotate cw (decreasing heading).

4.2.8 With the FREE/SLAVED (DG/MAG) switch in the FREE (DG) position, use the
MANUAL SYNC switch to rotate the compass card on the HSI to obtain a
heading indication of 20 degrees less than actual magnetic heading of
aircraft (towards .). Return the FREE/SLAVED (DG/MAG).switch to the SLAVED
(MAG) position. The synchronization annunciator shall indicate a cross
(+).

4.2.9 Momentarily set the MANUAL SYNC switch in the cross (+) [INC] position.
The Compass System shall engage in view)the fast slave mode (HSI COMP flag
and remain in the fast slave mode until the compass card is within a few
degrees of the magnetic heading. When the system switches to slow slave
mode, all flags should retract.

Page 4-1
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FLIGHTSYSTEMS MANUAL
AVIONICS DIVISJON C-14(X) COMPASS SYSTEM

4.2.10 With FREE/SLAVED (DG/MAG) switch in the FREE (DG) position, use the MANUAL
SYNC switch to rotate the conpass cardto obtain a heading indication of
10 degrees more than magnetic heading (towards +). Return the FREE/SLAVED
(DG/MAG) switch to SLAVED (MAG) position. The synchronization annunciator
on the HSI shall indicate a dot (o). The conpass cards shall slowly
synchronize to the magnetic heading, at which tim the synchronization
annunciator shall indicate a null.

4.2.11 If applicable, repeat tests 4.2.1 thru 4.2.10 for copilot’s Conpass
system*

Page 4-2
NOV 15/80
 SECTION V
SHIPPING. HANDLING. AND STORAGE

I Refer to manual, Honeywel 1 Pub. No. 09-1100-01, for detailed procedures for
preparing all System components for storage or shipment.

Page 5-1/5-2
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