Book 4

Module 7A

CATEGORY B1 B2 ELECTRICAL & AVIONIC TEST EQUIPMENT

Licence By Post

For best examination results always use latest issue number.

Licence By Post

Copyright

B EASA 66 7A.3 7A.4 7A.7 ISSUE 04 0411

 Licence By Post
No part of this study book may be re-produced or distributed in any form or by any means, or stored in a data base or retrieval system in whole or in part without prior written permission from Licence By Post. Books in the LBP series are regularly up-dated/re-written to keep pace with the changing technology, changing examination requirements and changing legal requirements.

AUTHORITY It is IMPORTANT to note that the information in this book is for study/training purposes only. When carrying out a procedure/work on aircraft/aircraft equipment you MUST always refer to the relevant aircraft maintenance manual or equipment manufacturers handbook. You should also follow the requirements of your national regulatory authority (the CAA in the UK) and laid down company policy as regards local procedures, recording, report writing, documentation etc. For health and safety in the workplace you should follow the regulations/ guidelines as specified by the equipment manufacturer, your company, national safety authorities and national governments.

Addendum action in response to student feedback after taking the CAA examination.

Avionic General Test Equipment The ATC600 test set is used for testing the ATC transponder* which produces a binary code that relates to altitude. The corresponding binary code for any altitude is given in a table provided with the test set (in the lid of the box). The Pitot static system is pumped up to give a reading on the test set (in fact the pressure is lowered in the static side of the system). The subsequent code shown on the test set is converted to an altitude reading from the table and this value is checked with the flight-deck instrument reading. If values are not identical then tolerances are checked in the manual. If the readings show an out-of-tolerance value then the AMM/FIM is consulted to rectify the fault. * The aircraft transponder transmits altitude data to an ATC ground station (when approaching an air traffic control zone) responding to an interrogation signal from the ground. Altitude data is obtained from the encoding altimeter (older aircraft) or from the Air Data Computer (ADC). Mode A response is identity and mode C is aircraft height.

CONTENTS Page Electrical general test equipment The moving coil meter The moving iron meter Ratiometer type instruments Non digital multimeter (the AVO) Digital multimeter (the Fluke) Safety ohmmeter Circuit testing Aircraft bonding Bonding testing Bonding tester 1 Bonding tester 2 Earth terminals Continuity testing Insulation testing Insulation testers Insulation testing Test results Frequency measurement Power measurement The ATC 600 test set The ATCRBS Testing the transponder Testing the DME The NAV-402 test set 1 1 8 9 10 15 19 21 22 29 30 32 37 38 40 41 43 45 46 47 50 50 51 56 59

HOW TO TACKLE THIS BOOK This book deals with part of 7.3 Electrical General Test Equipment (to level 3), 7.4 Avionic General Test Equipment (to level 3) and part of 7.7 Electrical Cables and Connectors (to level 2) of the CAA EASA Part 66 syllabus. Level requirements for the B1/B2 person are: SYLLABUS REFERENCE 7.3 7.4 7.7 Electrical General Test Equipment Avionic General Test Equipment Electrical Cables and Connectors LEVEL B1 3 2 2 B2 3 3 2

It should be read in conjunction with the book in module 6 dealing with the Description and Use of Aircraft Electrical Cables, and the book in module 7 (7.7) dealing with Electrical Cables and Connectors. Most of the book is straight forward with the more popular electrical test instruments described. It is recommended that you check any electrical test instruments that you have access to and make sure you understand how they work and how they are used. The second part of the book deals with the ATC 600 and NAV 402 test sets. It is important that you have an understanding of where these test sets are used and how they are used. Some parts of the book are probably too deep, at least for the mechanical person. The important point to note is that the CAA occasionally ask questions on their exams (B1 and B2 papers) so it is a good idea to have, at least, a reasonable working knowledge of them. A brief system description is included for the systems they are designed to test, to give the reader background information into the reasons for the tests. For the avionic person this is a good introduction into module 13 (or a small part of it). For the mechanical engineer it is also a good introduction to the avionic systems of module 11 Aeroplanes/module 12 Helicopters.

ELECTRICAL GENERAL TEST EQUIPMENT This subject includes equipment such as bonding testers, insulation testers and multi-meters. Many of these work on a similar principle that is, a moving coil (or moving iron) system where two forces act against each other. These types of instruments are being replaced by electronic test meters with flat screen LED type displays but they are still in use and you still need to know about them.

Forces Acting in a Meter All analogue instruments have a moving system of gears/levers which move a pointer, and when the meter is connected to a live circuit, the pointer is caused to move over a scale, usually against a spring. The force causing it to do this is the deflecting force. When the meter is removed from the circuit, the controlling force (the spring) returns the pointer to zero. When the meter is connected into a circuit the controlling force provides a force acting against the deflecting force and the pointer takes up a position on the scale where the two forces balance. Without a controlling force the pointer would move over to the end of the scale (full scale deflection fsd) every time it was connected in the circuit. A typical controlling force is a hairspring. It is important that the pointer of an instrument takes up its final position quickly and does not swing backwards and forwards about this position ie oscillate. This possible oscillation is removed by the use of a damping force.

Fig. 1 FORCES ON A MOVING COIL METER

THE MOVING COIL METER Figure 2 shows the basic construction of a moving coil instrument. The coil is wound on an aluminium former that can rotate around a fixed soft iron concentrator. This assembly is mounted between the poles of a permanent horseshoe magnet. The hairsprings are of phosphor bronze and are contra-wound and, as well as providing the controlling force, they also serve to carry the current to and from the moving coil from the circuit to which the instrument is connected.

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When the instrument is connected in the circuit, current flows through the hairsprings to the coil. We now have a current carrying conductor in a magnetic field, and using Flemings Left Hand Rule (motor principle), the interaction of the two fields (coil and permanent magnet), will provide a torque causing the coil to rotate, this is the deflecting force in the instrument.

Fig. 2 CONSTRUCTIONAL FEATURES OF A SIMPLIFIED MOVING COIL INSTRUMENT

The torque is proportional to the current. As the coil turns, moving the pointer over the scale, one hairspring tightens and the other unwinds to oppose the movement, this is the controlling force. When the deflecting force, due to the current in the coil, is exactly balanced by the controlling force of the hairsprings, the pointer comes to rest and remains steady at this reading. The controlling force provided by the hairsprings is proportional to the angular displacement of the coil. The coil is wound on an aluminium frame and as this moves through the magnetic field a small emf is induced into it producing small eddy currents. The small field produced by these currents interacts with the field of the permanent magnet to provide a small opposition force (Lenzs Law), this is the damping force of the meter and the pointer takes up its position quickly with no oscillation. The hairsprings being contra-wound ensures that any variations in characteristics due to temperature change are cancelled out. The moving coil principle is used in many analogue instruments.

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In its basic form it cannot be used on ac supplies because of the oscillatory nature of ac. The scale is a linier scale (evenly divided) and is calibrated in amps or volts (or division/multiples of kilo, milli etc depending on the values of the shunts and multipliers - to be discussed later - inside the meter).

Fig. 3 PRINCIPLE OF THE MOVING COIL INSTRUMENT

Measurement of Current The current in a circuit is measured by an ammeter. This has to be connected in series with the wire or line carrying the current to the load so the total current passes through the meter. The wire or circuit must therefore be opened to insert the ammeter as shown in Figure 4.

Fig. 4 CURRENT MEASUREMENT

Power is switched off or removed when connecting/disconnecting the instrument and after fitment the power is switched on and the total current flow through the instrument is measured.

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Extending the Range of a Moving Coil Instrument as an Ammeter The moving coil meter movement is small and delicate and the maximum current the coil typically carries is 15mA with a maximum voltage across it of about 75mV. Therefore the instrument must be modified if it is to be used to measure currents above the 15mA value. To extend the range, a low value resistance is connected in parallel with the instrument movement. This value of resistance is carefully calculated so that it allows all the current exceeding the fsd current of the meter to pass through the resistor. This resistor is known as a shunt since it shunts the excess current past the meter movement and not through it. The scale of the instrument is calibrated accordingly. Figure 5 shows the total current (I MAIN) being split up into the coil current (I METER) and shunt current (I SHUNT).

Fig. 5 A SHUNT

Example An ammeter gives a full scale deflection (fsd) when carrying 15mA at 75mV. Calculate the shunt value required to extend the range to (a) 5 amps and (b) 20 amps. (a) Current through the shunt (IS): = = Shunt Resistance = IMAIN - IMETER 5 - 0.15 = 4.85A Voltage across the meter Current through the shunt 0.75 4.85 0.1546

(b) Current through the shunt (IS): = Shunt Resistance = 20 0.15 0.75 19.85 = 19.85A = 0.0378

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Measurement of Voltage Voltages are measured by connecting the instrument across the two points between which the voltage is to be measured. Therefore, unlike an ammeter a voltmeter is inserted without breaking into the circuit. It is attached to the circuit. Again, remember to disconnect/switch off the power supply before connecting and before disconnecting. Figure 6 shows (top picture) a voltmeter fitted to the circuit to measure the total voltage applied to the circuit and the bottom picture shows how the instrument would be attached to measure the voltage across resistor R2.

Fig. 6 VOLTAGE MEASUREMENT

Extending the Range of a Moving Coil Instrument as a Voltmeter As mentioned earlier the typical voltage drop across the moving coil is 75mV. To extend the range, a high value resistor is connected in series with the meter (figure 7). This value of resistance is carefully calculated so that it drops all the voltage exceeding the fsd voltage of the meter. This resistor is known as a multiplier. The scale of the instrument is adjusted accordingly.

Fig. 7 MULTIPLIER

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Example If the meter in the previous example is used as a voltmeter, calculate the value of the multipliers required to extend the range to (a) 5V and (b) 100V. (a) The resistance of the multiplier is related to the voltage across it. This is the input voltage minus the voltage across the meter, divided by the meter current. VSHUNT = VINPUT - VMETER = ie 5 - 0.75 = 4.25V

4.25v is dropped across the multiplier. Current through the multiplier is 0.15A. Resistance of Multiplier = V/R = 4.25 0.15 = 28.33

(b) Resistance of Multiplier

100 0.75 0.15 99.25 0.15 662

From what has been said so far it can be seen why multimeters have range selectors fitted to them to switch in or out the appropriate shunt/multiplier.

Meter Sensitivity The ideal voltmeter should take no current from the supply since it does not form part of the current carrying circuit. However, it must take some current in order that the instrument movement can deflect. The amount of current it takes is a measure of its sensitivity. The lower the current the higher its sensitivity.

Fig. 8 METER SENSITIVITY

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However, the sensitivity of a voltmeter is not stated in terms of the current it requires to deflect, but its resistance per volt (ohm/volt). Therefore the higher the /v rating of the meter the more sensitive it is, as it is drawing a low current from the circuit to operate. It should be appreciated, especially in high resistance circuits that the right sensitivity meter must be used otherwise circuit changes will take place and components can be damaged. In the example shown (figure 8), if a 1000/v meter set to the 1V range ie meter resistance on this range = 1000 x 1 = 1000 is placed across the 1000 resistance to measure 1V. It then becomes the circuit as shown in figure 9.

Fig. 9 CIRCUIT 1 The current would increase in this circuit as resistance is now 1500 instead of 2000 and components may be damaged and the voltage measurement would be incorrect. However, if we had used a meter with a sensitivity of 1M/v the resultant circuit would be as shown in Figure 10.

Fig. 10 CIRCUIT 2

As you can see there is minimal effect on the circuit. For most voltage measurements using a moving coil instrument, eg non-digital multimeter, the /v rating is 20,000/v for dc and about 3000/v on ac. Note that if a meter is on the 10V scale and its /v rating is 20,000/v then on this scale the resistance is 20,000 x 10 = 200,000. -7-

For normal voltage measurements on aircraft, eg supply voltages to equipment, the normal non-digital /v ratings are acceptable. It is only in sensitive high resistance circuits that one has to be careful.

THE MOVING IRON METER Another type of meter movement used in some instruments is the moving iron movement. There are two types, the attraction and repulsion type. We shall consider the repulsion type as the attraction type is only used in certain workshop locations.

Fig. 11 REPULSION-TYPE MOVING IRON METER

With reference to figure 11, the current to be measured flows through the coil (A) and this produces a magnetic field proportional to the strength of the current. In the lefthand diagram using the Right Hand Grasp Rule the polarity of the bottom of the coil will be north and that at the top will be south. Inside this field is a fixed iron vane (B) and a moving vane (C), free to move against a spring. The right hand diagram shows an end view of the instrument looking at polarity north. Repulsion will take place between the two polarised vanes (B and C), the stronger the current the stronger the force of repulsion and therefore the greater the deflection against the spring. At the other end of the instrument the two vanes are polarised south and repulsion occurs. The deflecting force is therefore the repulsion between the two polarised vanes and the controlling force are the two hairsprings. Without any significant modification this instrument can be used on ac or dc circuits to measure voltage or current. If the instrument is used as a voltmeter it has to have a coil of many turns of fine wire to give a high resistance. If it is used as an ammeter it has a few turns of thick wire to give a low resistance. The moving iron meter is not as sensitive as a moving coil type meter but is relatively cheap and robust.

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RATIOMETER TYPE INSTRUMENTS A number of analogue instruments use the ratiometer principle to obtain movement. In general this means that two opposing currents are used within the instrument and it takes up a position depending on the ratios of these two currents. Some instruments are designed to work with ac and some are designed to work with dc. They can be used to measure movement, pressure (from a capsule for example) and temperature.

Fig. 12 TEMPERATURE MEASURING SYSTEM USING A RATIOMETER INDICATOR

Figure 12 shows a ratiometer instrument connected to a temperature bulb circuit. Note that the construction is such that there are two moving coils, A and B. They are wound on a single soft iron core in such s way that current through coil A (interacting with the magnetic field) will try to move the armature clockwise, and current through coil B (interacting with the magnetic field) will try to move the armature anticlockwise. They cannot both move opposite to each other so initially the strongest one will prevail. As it moves so its torque reduces (it moves towards the larger gap between it and the magnet and the weaker magnetic field). The opposing coil, however, is being pulled backwards towards the narrow gap and the stronger magnetic field so its torque is increasing. When the two torques balance the movement stops. The temperature bulb is a resistance material with a positive temperature coefficient and may be placed in any location that requires temperature monitoring, eg: * * * In the oil tank of a jet engine (temperature monitoring). In the air supply to the pressurised cabin (for temperature control). Outside the aircraft as part of an ice detection system.

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Coil A is connected across the supply, and coil B is connected in series with the temperature bulb. Assuming the temperature to be constant then the torques on the two coils will be equal and opposite and the pointer remains stationary. It is important to realise it is the torques that are balancing, the currents will be different, and torque is proportional to current times flux (T I x ). If the temperature increases for example, the temperature bulb resistance will increase. The current through coil B will decrease and its torque will therefore decrease, the current through coil A will not change as the coil is across the supply. There is now an unbalance of torques, coil A torque greater than coil B torque and the armature will move clockwise carrying the pointer with it. Coil B will move into a stronger flux area (torque increasing) and coil A will move into a weaker flux area (torque decreasing). At some point the torques balance and the movement stops, the pointer indicating the new higher temperature reading. In the event of power failure some instruments will have a small spring to pull the pointer off-scale (for aircraft instruments, a good thing as the pilot would want some indication if power was to fail to the instrument). Some, non aircraft instruments, do not have a spring so with power off the pointer remains at some point on the scale. Note. The temperature probe system above has been used to illustrate the ratiometer system construction and movement. This principle can be applied to pressure measurement (using a capsule or a Bourdon tube to change a variable resister) and movement measurement for flap position indication etc (using a linkage to move a variable resistor).

NON-DIGITAL MULTIMETER The non-digital multimeter is a single instrument used for measuring a wide range of currents, voltages and resistances. Because it measures Amperes, Volts and Ohms it is often called an AVO meter. The heart of the instrument is a normal moving coil movement and the unit can be used on ac and dc circuits. Figures 13 shows a typical instrument. There are many other types in use and all come with a full set of operating instructions. Figure 14 shows details of the switching to include a dc and ac range switch and several different current and voltages ranges that are selectable. Figure 15 shows the values of the different shunts to be switched in for each range.

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Fig. 13 TYPICAL MULTIMETER

Fig. 14 MULTIMETER DETAILS

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Fig. 15 SHUNT SWITCHING

Voltage ranges can be selected by switching in different values of multiplier as shown in figure 16. Figure 17 shows the several ohmmeter ranges (resistance) that are available, and on the instrument shown two batteries are required, one for the lower ranges (1.5V) and one for the higher ranges (9V).

Fig. 16 VOLTAGE RANGE SELECTION

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Fig. 17 RESISTANCE RANGE SELECTION

The resistance circuit consists of a moving coil meter in series with a battery and variable resistor. When the terminals are shorted the current and deflection in the meter can be adjusted by the variable resistors (zero for zero and x 100 on the multimeter to give fsd). The variable resistor can be adjusted to give fsd, zero ohms on the right hand side of the scale. If a 1000 resistor is now inserted between the terminals, the current falls due to the added resistance and the pointer comes to rest at the 1000 mark.

Fig. 18 BASIC OHMMETER PRINCIPLE

When using the multimeter on the ohms range certain precautions need to be observed. Since the meter on this range has its own voltage source, any additional voltage from a circuit under test, would give false readings and may damage the meter. Therefore always switch off the supply to the circuit under test when carrying out a test for resistance. Ensure that any devices that might be damaged by the meter current are isolated, eg capacitors or electrostatic sensitive devices (FETs, MOSFETs, transistors etc).

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When on the ohms range the BLACK (NEGATIVE) terminal is the POSITIVE TERMINAL and the RED (POSITIVE) terminal is the NEGATIVE TERMINAL. This is important when measuring forward and reverse resistances of diodes. Earlier it was mentioned that the basic moving coil movement cannot measure ac so this meter includes a transformer and rectifier bridge to enable the instrument to do this. The bridge rectifier rectifies ac to dc for use in the instrument. Figure 19 shows the circuit under test is connected to terminals X and Y, and the main switch determines whether the instrument is being used to measure voltage or current. The bridge rectifiers input terminals are connected to the secondary of the transformer whose primary coil is tapped at various places to give a variety of turns ratio. Each tapping selected gives the required current range. The voltage range is selected by another switch that brings in the appropriate value of multiplier resistor.

Precautions when using a non-digital multimeter such as the AVO For accurate readings the meter should be used lying horizontally. When the range of measurement is not known set the meter to the highest range first and work downwards if necessary (if set to say 10V it will read fsd with 10V applied to the test terminals. If say 100V is applied at this setting then the instrument would want to move 10 times further passed the fsd range causing damage).

Fig. 19 MEASUREMENT OF AC VALUES

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Always set zero on the appropriate ohms range before measuring resistance and make sure the circuit is not live and contains no sensitive components. Check meter calibration document (in the box) and check instrument is within calibration date. Check leads are serviceable (not damaged, and end crocodile clips and jack connectors are serviceable. Always check that circuit is not live when connecting/disconnecting as an ammeter and ensure polarity is correct when measuring dc.

DIGITAL MULTIMETER (THE FLUKE) There are many types of digital multimeter available, each one very slightly different from the rest, though in general they are not too un-alike. Each one is supplied with a set of instructions and these you should read before use. A common digital multimeter is the Fluke and the following is a description of its operation. You should read and understand the information and relate what is said to any instrument you have knowledge of. Figure 20 shows the Fluke 83 digital multimeter. It is a hand held instrument and will cope with frequencies between 0.5Hz and 200kHz. It is powered by a 9v battery and figure 21 gives details of the input terminals and the limits for each function.

Fig. 20 THE FLUKE DIGITAL MULTIMETER

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Fig. 21 THE FLUKE TABLE OF INPUT TERMINALS & LIMITS

The following refers to the numbered items in figures 20 and 22. 1) 2) 3) 4) 5) Amp input terminal (A). Milliamp/microamp input terminal (mA, A). Common terminal for all measurements (COM). Volts, ohms and diode test input terminal. Function selector rotary switch: Volts ac. Volts dc. Millivolts dc. Resistance (), conductance (1/), capacitance or continuity testing. Diode test. Milliamps, amps or microamps. Blue button used to toggle between ac and dc when measuring current or between capacitance and resistance when the rotary switch is set to xxx. Press the MIN MAX button to record minimum and maximum readings. Press to select manual range mode. Holds the display setting. Continuity beeper. Press to store reference value and display difference in present reading to reference. Frequency counter mode (Hz). Digital display. Analogue bar graph. Provides an analogue representation of readings and updates 40 times per second. Figure 22 shows the digital and bar graph display. Bar graph scale. Bar graph polarity. Input range annunciator.

6)

7) 8) 9) 10) 11) 12) 13) 14)

15) 16) 17)

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Fig. 22 THE FLUKE DISPLAY

18) 19) 20) 21) 22) 23) 24) 25) 26) 27) 28) 29) 30)

Overload indication. Autorange. Low battery. Beeper. Negative polarity. Relative mode. Value displayed is the difference between the present measurement and the previously stored measurement. Normal recording speed in MIN MAX recording mode. Minimum, maximum and average recording. MAX } Displays the relevant value MIN } since MIN MAX recording AVG } mode was entered. Hold. Indicates the units of the value displayed.

Measuring Voltage (ac/dc). Connect the meter in parallel with the load or circuit. The meter presents an input impedance of approximately 10H in parallel. Measuring Current. Connect the meter in series with the load or circuit under test. Use the blue button to toggle between ac and dc. If you are sure of the current connect to A input terminal, use mAA input terminal for currents up to 400mA. It is essential you do not use the meter to measure circuit current where the open circuit voltage is greater than 600V, damage to the meter and injury to you may occur. Measuring Resistance. The meter uses the principle of passing a known current through the circuit or component under test and measuring the volts drop and calculating the resistance (R = V/I). Measuring Capacitance. The meter measures capacitance by charging the capacitor with a known current, measuring the resultant voltage and calculating the capacitance (C = Q/V). Diode Testing. Plug test leads into the V xxx (positive) and COM inputs. Turn the rotary switch to xxx and connect the test leads across the diode.

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A voltage is developed across the components by a test current from the meter. For a silicon diode the typical forward voltage should be 0.6V. Voltages greater than 3.0V produce an overload (OL) reading. If the digital reading is the same in both directions the diode is probably shorted. If the display reads OL in both directions, the diode is probably open circuit. Using the touch hold mode, when the test leads are placed across the diode, the meter will peep in the forward bias direction if the diode or transistor is good, and remain silent in the reverse bias direction. A short or resistance below 4000 will cause a beep in both directions. If open circuit, the meter remains silent in both directions. Using the Analogue Bar Graph. The bar graph functions much the same as the needle on an analogue meter and is especially useful for displaying trends or slowly changing signals or rapidly fluctuating signal levels where the digital display is useless. When you select the Relative mode the bar graph enters the Zoom mode, the centre of the bar graph becomes the zero point of the bar graph. This mode is ideal for nulling and zero adjustments. Measuring Frequency. In the frequency counter mode, the frequency display autoranges to one of five ranges, 199.99Hz, 1999.9Hz, 19.999kHz, 199.99kHz, and greater than 200kHz. Turn the rotary switch to the V~ setting and connect the meter to the signal being measured and press the Hz button. Accuracy figures stated are for the Fluke 83 are: Voltage ac (50-60Hz) (45-5KHz) + + + + + + + 1.0% 1.5% 0.3% 1% 1.2% 0.4% 0.005%

Voltage dc Capacitance * A, mA, A ac * A, mA, A dc Frequency

The Display The number of digits displayed on the readout depends on the actual instrument used, but four to eight digits are common. A decimal point is usual which moves along the display corresponding to the range displayed. Often the most significant digit in the display is not of seven segments but merely displays, or doesnt display, the number 1. If the meter has three full seven segment displays and the most significant digit of this type it is known as a three-and-a-half digit display. The maximum indication produced by a 3 bit display is 1999. Displays with 4, 5 and 6 bit displays are available. Figure 23 shows a seven segment display.

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Fig. 23 SEVEN SEGMENT DISPLAY

It is important to note that a brief summary of the Fluke multimeter has been given in these notes and the manufacturers handbook should be read carefully before the instrument is used.

THE SAFETY OHMMETER When carrying out resistance checks on fire bottle cartridges or windscreen sensors (and other devises as stated in the AMM), it is essential not to use too high a current, otherwise the fire bottle cartridge will blow or the windscreen sensor will burn out. A meter designed to check these resistances accurately but keeping the test current below the operational value is a called a safety ohmmeter. An earlier type of safety ohmmeter is shown in figure 24 with its circuit shown in figure 25. These are older instruments and not used much these days.

Fig. 24 THE SAFETY OHMMETER

A standard ohmmeter is similar except that the current is not limited.

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The meter is a hand operated generator supplying a ratiometer type mechanism. The control coil is fed from the generator and the deflective coil current will depend on the resistance connected across the terminals. The output current is limited to typically 10mA. Typical scale readings would be zero to 5 ohms or zero to 100 ohms. The meter is connected to the circuit/component to be tested and the handle wound at a constant rpm which will produce about 30V output. The pointer will indicate how much resistance is in the circuit.

Fig. 25 SAFETY OHMMETER CIRCUIT DIAGRAM

When dealing with aircraft circuits, always ensure that earth returns are disconnected and the circuit is isolated from the supply. If checking explosive items such as fire bottle squibs ensure they are removed from the fire bottle and facing in a safe direction away from personnel. A more common type of meter used today is shown in figure 26 of which there are various types. The range of the meter shown is 19.99 to 0.01 and the test current is 1mA, maximum open circuit test voltage being 800mV. It has a built-in nickel cadmium battery which can be charged from a charger. The display is a Liquid Crystal Display (LCD) and the leads are 1.2m long connected to the instrument via BNC connectors and terminating in shielded crocodile clips. It is important when using a safety ohmmeter that you check the resistance range is correct and the test current is below that required to operate the system.

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Fig. 26 TYPICAL ELECTRONIC OHMMETER

CIRCUIT TESTING Carried out after a reported defect to find and rectify the fault/faults. Also carried out after a component change and as required at regular intervals as stated in the maintenance schedule. The actual tests will be specified in the AMM and all wiring must be tested in a series of logical steps that form a complete test pattern. Each step must be completed and cleared of faults before the next step is started. If this is not done, faults in an early step may seriously falsify test results obtained in later steps. In very general terms the sequence of the steps are: 1 2 3 4 5 Visual inspection. Bonding check. Continuity check. Insulation check. Functional check.

Visual Inspection. Always the first check to carry out on almost any system/any defect except possibly for checking the AMM and/or FIM . An important point to remember here. When answering a CAA question it is not enough just to answer Inspect for serviceability. You must state what you are inspecting for, eg: moisture/oil contamination, fraying, proximity to moving/hot parts, signs of overheating and insulation damage. Inspect plugs and end fittings for corrosion, pins pushed back or bent, locking, and security of attachment. Any defects found must be rectified iaw the AMM. Bonding Check. This may not always be applicable to all forms of wiring/inspection procedure, but it ensures that screening and earth return paths are intact (the current can get back from the earth return to the battery or generator). High resistance values must be investigated and rectified. Essentially it ensures that the airframe is all at the same potential and provides a return path for the current from all the services.

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Continuity Test. Ensures that wiring is correctly assembled and complete and indicates a continuous current path along the wires. Interconnections of cables and connections to components are tested to ensure they conform to wiring or circuit diagrams. If incorrect and power is applied, wiring can be damaged, and adjacent cables and components may also be damaged. Insulation Test. This step ensures that the circuit paths of cables and connections are fully insulated from the metal airframe, or from other conducting paths such as other cables. Testing may be required between wiring and airframe, or wiring to wiring. Some aircraft parts may prohibit insulation testing, particularly with complex electronic equipment which may easily be damaged by excessive test voltages. Where insulation tests are used a minimum measurable insulation resistance value will be stated in the AMM. Functional Test. This final test ensures that the wiring and the components function correctly. It is during this check that circuits and systems can be adjusted for optimum performance after checking operation is in the correct manner, sequence, sense and direction. It is carried out in accordance with the AMM/component manual. Dont forget that after any work on the aircraft the work done should be recorded in the log book and signed for.

AIRCRAFT BONDING Bonding is the electrical interconnection of all the metallic parts of the aircraft so that they are all at the same electrical potential (normally earth potential). This allows for the safe distribution of electrical currents and charges and provides a continuous low resistance link between circuit earths and supply earths. If the aircraft is of all-metal construction then the aircraft skin and normal bolted/riveted joints are considered as satisfactory as a primary bond. If it is not, or the structure is composite or some other non-conducting material then there must be a metal bonding system (bonding cage) installed. If any components are not fitted to the airframe by a metal-to-metal joint then primary bonding leads must be fitted. This applies to parts that have insulative connections between them (or to the airframe) such as anti-vibration mountings for piston engines (figure 28), instrument panel mountings and pipe-to-pipe elastomeric fuel connections (figure 29). For engines there must be at least 2 primary conductors one on each side of the engine. If components are connected together where the connection is likely to offer a high resistance to current flow then bonding leads must be used eg at bearings such as at control surface fitment to the airframe. The bonding system also provides the return path for the electric current in an earth return electrical system (as fitted to most aircraft).

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Electrical charge in the aircraft can build up in flight due to: 1. 2. 3. 4. 5. Movement of the airframe through the air. Air particles/dust particles rubbing on the airframe causing static electrical build-up. Movement of the airframe through precipitation (rain, snow etc). Flying through clouds within which are electric fields. Induction due to the metal airframe moving through the Earths magnetic field. Lightening strikes. These can increase the aircraft electrical potential significantly and may cause damage. Structural damage/burning can be caused at the strike entry and exit points on the airframe and can cause static wicks/static dischargers and bonding leads to burn out. Electrical and electronic equipment can be adversely affected. Protection should be provided up to peak currents of 500,000 amperes during a lightening strike (duration up to a maximum of 25 micro seconds). The movement of fuel within the fuel system can cause a build-up of static charges. Refuelling - on the ground - and fuel transfer within the system from fuel tanks to engines and between fuel tanks. The risk can be reduced by using larger diameter fuel transfer pipes so reducing flow rates and adding anti-static additives to the fuel.

6.

During maintenance static charge can build up during: 1. 2. Brush doping or painting an aircraft. Both operator and aircraft must be separately grounded by grounding leads. Certain cleaning operations (polishing large areas).

This charge, unless kept at one potential throughout the aircraft, can cause: * * * * * * Sparking between components not electrically bonded (fire and electronic interference risk). Damage to the airframe and components, particularly during a lightening strike. Build-up of dangerous charges to personnel, particularly just after landing. Interference with radio, navigation systems and electronic systems. Arcing causing damage and a fire potential. Burning of bonding jumper leads, control surface bearings, static dischargers/wicks etc.

Almost all aircraft will take on a static charge in flight. To help in its discharge the aircraft is fitted with static wicks and a means to earth the aircraft on landing.

Static Wicks Static wicks or static dischargers are provided at trailing edges of mainplanes, tailplanes and fin to help discharge any static charge back to the surrounding air during flight (figure 27). However, some charge is still liable to remain on the aircraft and to prevent a shock hazard to maintenance personnel (which can be very serious) and any discharge to ground equipment and consequent fire hazard this energy has to be dissipated on landing.

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Typically a nose wheel or tail wheel with a tyre (or tyres) made of a compound with good electrical conductivity is used. The tyre/s is/are marked as electrically conducting. Sometimes a short flexible steel wire connecting to a nose wheel or main landing gear which makes contact with the ground on landing is used.

Fig. 27 STATIC DISCHARGERS EXAMPLE BOEING

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Classification of Bonding The bonding of aircraft is classified under two generic headings namely Primary Bonds and Secondary Bonds. Primary Bonds are those conductors that are required to carry lightning strike potential and are used for bonding between major components such as between engines and earth (figure 28), flight control surfaces and earth etc. These conductors, made of copper, must not be less than 0.0045 sq in (3mm2) cross sectional area ie 0.25in by 26SWG (Standard Wire Gauge), except that where a single conductor is likely to carry the whole discharge from an isolated section, the cross sectional area shall not be less than 0.009 sq in (6mm2), ie 0.5in by 26SWG. Aluminium primary conductors must have a cross sectional area giving an equivalent surge current carrying capacity. Where additional conductors are required to provide a supplement to the inherent bonding paths provided by the structure or equipment, then the cross sectional area of the conductors made of copper should not be less than 3mm2 except that, where a single conductor is likely to carry the whole discharge from an isolated section the cross sectional area should not be less than 6mm2. Aluminium conductors should have a cross sectional area giving an equivalent surge current carrying capacity. Primary bonding wires/leads should have as low an electrical impedance as possible and should be used to connect together electrically (CS25): * * * * All large separable components to earth. The engines to the main earth. Any metal component on or outside the airframe to earth. Conductors on any external non-metallic part to earth.

Secondary Bonds are those providing bonding between components, engines and airframe, metal pipelines (where rubber hoses are used) and equipment racks etc. Figure 29 shows an example.

Fig. 28 PISTON ENGINE ANTI VIBRATION MOUNTING - BONDING

Secondary bonding leads should be made from copper and should not be less than 0.001 sq in (BCAR section D) or 1mm2 (CS25). If a single conductor is used its diameter should not be less than 1.2mm.

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Fig. 29 PIPE TO PIPE BONDING ON THE A330

Secondary bonding must be used between the following and airframe earth (CS25): * * * * * * Metallic parts in contact with inflammable fluids. Any isolated parts subject to electro static charge. Any electrical equipment accessible to the occupants of the aircraft. The earth connections which normally carry the main electrical earth return supply. All components/equipment specified in the AMM. Static discharge wicks/static dischargers.

Maintenance Practices Surface Treatments. To ensure a good electrical contact between bonding lead attachment and the metal, any resistive anti-corrosive treatments must be removed prior to fitment and an approved anti-corrosive treatment applied after. Resistive (non-conducting) treatments include: * * Most primers, finishing coats, varnishes and temporary anti-corrosive treatments. Chromic, phosphate and anodic treatments.

Conducting finishes (which do not need removing just a good clean) include cadmium and tin plating. Of course, always test the bonding joint after fitment to ensure it is a good conductor. Corrosion washer. This is an anti-corrosion joining washer/joining plate made of a material that reduces the potential between the parts being bonded and reduces the electrolytic galvanic corrosion between them. Fitted as specified in the AMM. Composite Structure. Metal parts on composite structures should be bonded using bonding leads or bonding links and a bonding cage connecting to earth return and providing aircraft grounding on landing. Grounding/earthing on landing can be achieved using electrically conducting nose/tail wheels or a static discharge wick trailed from the landing gear and making contact with the ground on landing.

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Some composite structures can be painted with a conductive paint (eg PR934) to help in the removal of electrostatic charges. Replacement of Wiring . When a bonding connection is made or renewed, it is essential that the conductor has the specified current carrying capacity, since the bond may have been designed to carry relatively high electrical loads, eg under circuit fault conditions. Manufacturers of solid bonding strip and braided bonding cord usually quote the cross sectional area on the relevant data sheet. However, in the case of renewal or repair, if the original conductor cannot be matched exactly, a replacement manufactured from the same type of material, but of a greater cross sectional area should be selected. Bonding connections are crimped at either end and must be properly locked iaw the AMM. They must be able to withstand vibration and must not be too tight or too slack. Sharp bends should be avoided. Bonding leads should not be repaired by soldering but replaced. When using aluminium, anti-oxidant compound consisting of 50% by weight of zinc oxide in white petroleum jelly and complying with DTD 5503 (or equivalent), should be applied to the connection. Where applicable, the soldering of tags or lugs fitted to braided copper should be carried out using resin flux. Special care is necessary because overheating of conductors causes brittleness, while a loss of flexibility up to 25.0mm (1 in) from the lug may occur as a result of capillary action of the molten solder. Primary flexible conductors are often made of 600 strands of copper wire, 0.048 inch (1.2mm) in diameter and formed in a flat braid approximately 0.625in (15.8mm) wide. The number and location of bonding connections to the various components is important and this should be checked and verified by reference to the relevant drawing/AMM. For example, where an engine is not in direct electrical contact with its mounting it should be bonded with at least two primary bonding conductors, one on each side of the engine. Many engines will have a bonding strip at each mounting (possible 4 or 5). In most instances the following joints are considered self bonding, provided that all insulating materials (eg anodic finish, paint, storage compounds etc), are removed from the contact faces before assembly, but if any doubt exists regarding the correctness of the bonds, a bonding test should be carried out: * * * Metal to metal joints held together by threaded devices, riveted joints, structural wires under tension and bolted or clamped fittings. Most cowling fasteners, locking and latching mechanisms. Metal to metal hinges for doors and panels and metal to metal bearings (including ball/roller bearings) (also bearings using conducting grease).

In the case of bearings for control surface hinges it should be ascertained which bearings are classified as self-bonding, eg metal to metal, nylon with conducting grease etc.

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Flexible bonding leads (bonding jumpers) connecting moving components such as flying control push/pull rods are usually made of braided copper. These should be so fitted as not to impair the movement of the control system. The bonding jumpers should be as flexible and as short as possible, of a low impedance as is practicable and should not be tinned. The possibility of a jumper jamming the controls must be avoided. Flexible hose connections. Bonding jumpers for rigid pipes at flexible connections are fitted using pipe clips (item 3 in figure 29) to support the copper bonding strip (1) at both ends with the hose clips positioned (13mm) from the rubber hose. To ensure a good electrical contact between pipe clip and pipe the pipe is thoroughly cleaned prior to fitment and the correct anti corrosive treatment applied after fitment. Each pipe run should be bonded at each end, particularly if within a radius of 8ft (2.42m) of any unscreened radio equipment/aerial lead. If within this radius bonding leads should be not greater than 5ft (1.5m) apart. Flexible hose connections used for joining rigid pipes should be bonded by fitting clips around the pipes approximately 13mm ( in) away from the hose and bridging with a corrugated bonding strip or jumper. High-pressure flexible pipe assemblies are usually self bonding, but a bonding test should be made between the assembly end-couplings to prove the integrity of the bonding. It is most important that with any bonding connection that the correct protection against corrosion is provided.

Bonding of Metallic and Non Metallic Aircraft Structures The skin of all metal aircraft is considered adequate protection against lightning discharge provided that joints are satisfactory. Many modern aircraft have composite panel structure sections and these are usually coated with an anti-static paint to prevent charges building up on these areas. Some panels are also coated with a non-conductive finish paint on top of the anti-static paint. On aircraft that are made of all composite construction, or large structure panels, copper strips built into the composite material at distances typically not more than 6ft (1.83m) apart around the fuselage and joined together at each end to form a cage forms the bonding system. These conductors must have a surge carry capacity equal to that required for primary conductors. Some panels have a thin conductive aluminium layer bonded into the structure. On metal aircraft the electrical earth system (single pole system) is the aircraft structure and on composite aircraft it is a two pole system (similar to domestic wiring) in that there is a supply line to each component and a return line.

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BONDING TESTING The AMM chapter 20-28-00 page 501 will detail maximum permitted resistance values, and this will also detail the test procedure and the test equipment required. The maximum resistance will vary depending on the bonding test involved but a generally accepted figure is that the bond resistance should not exceed 0.05 ohms. The CAAs requirements with regard to maximum resistance values are summarised in the following table (table 1). In general, the testing will consist of measuring the resistance values (bonding): 1. 2. 3. 4. 5. 6. 7. Between extremities of the aircraft eg, wing-tip to wing-tip, nose to tail and nose to each wing-tip. Between primary metal structure and metal parts of external surfaces, eg landing gear units, Pitot probes, radio and navigation antennas. Between primary metal structure and fluid systems, eg pipes, fuel tanks etc. Between primary metal structure and electrical components, racks and shielding conduits. Between a metal (steel) plate on which the conducting tyre is placed (during the bonding test) and the main earth system. Between the engines, other major components and the main structure. Of all external composite panels.

TABLE 1 - BONDING VALUES

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We now need to look at the instruments required to carry out the bonding tests. We shall look at two types, a traditional type and a more modern version.

BONDING TESTER - 1 With reference to figure 30. The tester consists of a wooden box housing a 1.2V cell and a moving coil ratiometer instrument with a scale calibrated between 0 and 0.1 ohms. Plug and socket connections on the side of the box allows for the 60ft (18.3m) single spike cable to be connected to one side of the box and a 6ft (1.8m) double spike cable to be connected to the other side.

Fig. 30 THE BONDING TESTER

Fig. 31 THE BONDING TESTER CIRCUIT

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Operation Reference to the circuit diagram (figure 31) will show that, with both probes connected to the bonding or metal airframe, the low-resistance coil A is energised by current flowing from the cell to the single spike. The current then flows through the bonding connections or airframe to the right-hand double spike, then to the coil, and so to the negative side of the cell. So coil A is in series with the bonding under test. Coil B, of high resistance, is in parallel with the bonding; it will therefore carry a current proportional to the voltage drop across the bonding. The position taken up by the pointer is determined, as in all ratiometer type instruments, by the ratio between the opposing torques produced by the energised coils A and B. This ratio is approximately proportional to the resistance of the bond. The double-spike probe acts as a switch controlling the power supply from the cell, since the circuit through coil B is only complete when both spikes of this probe are in contact with the same piece of metal. Before use carry out the following checks: * * * Inspect the instrument case and leads for damage, security, and contamination. Check the calibration date. Connect leads to the tester. Short the two spikes of the 6ft lead by the single spike of the 60ft lead. Tester must read zero. If a zero reading is not obtained the battery must be checked and replaced if necessary. There are no other adjustments. Momentarily short together the double spike with a piece of metal (screwdriver or similar metal object). Check that the pointer deflects to the full-scale deflection (FSD) reading (0.1 ohm). Note. Great care must be taken during this operation to try and prevent the pointer hitting the full-scale stop too hard as this could damage the unit. Hence the very short duration of contact between the double spike and the conducting object.

Checking Aircraft Bonding The 60ft lead of the test equipment should be connected to the main earth (also known as the bond datum point) at the terminal points that are shown in the AMM (this lead should always be connected first before any testing is carried out). Since the length of a standard bonding tester lead is 60ft, the measurement between the extremities of the larger types of aircraft may have to be done by selecting one or more of the main earth points successively. In this event the resistance value between the main earth points chosen should be checked before proceeding to check the remote point.

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Note. When connecting the 60ft lead to an earthing point, any protective treatment (eg strippable lacquer etc) should be removed at the point of contact. Remember to reapply the protective treatment. The 6ft test lead should be used to check the resistance between selected points; these are usually specified in the bonding test schedule or the aircraft AMM. When the two spikes of the test lead probe are brought into contact with the aircraft part, the test meter will indicate, in ohms, the resistance of the bond (typically not to exceed 0.05 ). To ensure good electrical contact between the probe spikes and the airframe, it will be necessary to penetrate or remove a small area of any non-conducting protective coating. Therefore, after test, any damage to the protective coating must be restored. Anodising for example is insulative so the double spikes must be pushed sufficiently hard to get them to penetrate this layer. Note. Non-conductive protective treatments include all priming and finishing paints, varnishes and temporary protectives, chromic, anodic and phosphate coatings. Metallic coatings eg cadmium and tin are conductive and should not be removed.

BONDING TESTER - 2 A more common type of meter is a milli ohmmeter similar to that shown in figure 32. With these types of instruments, various test currents may be obtained from 1mA to 1A, depending on the resistance to be measured, by the use of internal batteries.

Fig. 32 MILLI OHMMETER

The current is passed through the resistance to be measured via cables C1 and C2 (figure 33) and the voltage drop across the resistance is measured (P1 and P2) and using ohms law (R = V/I) the resistance is displayed on the digital LCD display of the meter.

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Fig. 33 FOUR TERMINAL RESISTANCE MEASUREMENT

Fig. 34 DUPLEX HAND SPIKES

The test leads may be in the form of duplex spikes as shown in figure 34. To check the instrument is functioning correctly the two hand spikes should be placed on a low resistance conductor with the spikes P1 and P2 close together (figure 35) and the instrument should read zero.

Fig. 35 TEST POSITION OF HAND SPIKES

These types of instruments can have various lengths of leads and the batteries can be charged with a charger supplied with the instrument. This principle of testing could also be done using a Power Supply Unit (PSU), ammeter and multi range millivoltmeter where higher test currents can be used. Note that when doing bonding tests in and around fuel tanks a safety milliohm meter must be used, ie the meter must have a low test current.

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Bonding Testing of Metal Structures Carry out pre-use checks as previously described, check meter is within calibration date. Connect the instrument across the bond to be checked and measure the resistance. Check that the measured value is not higher than the maximum permitted value. If the resistance at a bond connection is excessive, rectification action will depend on the type of connection. The following corrective action could be taken for the more common types of connections. Note that corrosion tends to form at a bonding or earth connection and is often the cause of excessive resistance. In the case of bonding jumpers, the connecting tag or lug should be removed and the contacting faces thoroughly cleaned, using a slight abrasive if necessary. The bare metal should be only just large enough to accept the palm of the tag or lug. The connecting area should be sealed and treated with anti-oxidant as specified in the relevant drawing/AMM. Readings should be recorded in the aircraft log-book and the work signed for. Note. When an abrasive has been used it its important to ensure that all traces of the abrasive are removed. Where equipment is bonded through a holding bolt, the bolt should be removed and the area under the bolt head or nut thoroughly cleaned and protected. The correct washer (size and material) should be fitted before the bolt is refitted and tightened. Replace nut, bolt and washer if corroded. Where the required bond value cannot be obtained at a structural joint contact the aircraft manufacturer. Note. After carrying out tests, all areas where the protective coating has been removed should be re-protected using the appropriate repair scheme.

Bonding Testing of Composite Panels Typical tests include checking of the electrical bonding of external composite panels to the rest of the airframe and measurement of the surface electrical resistance of each panel. The recommended procedure for the check of the electrical bonding of an external composite panel with or without non-conductive finish paint on the anti-static paint is to use a Resistivity Continuity Test Set. The test consists of connecting the ground lead of the test set to the adjacent primary metal structure and the other lead on to the composite panel. The test set will indicate: a) b) A green light if there is electrical continuity with the structure and the resistance value is not more than 100k. An orange light if there is electrical continuity with the structure and the resistance value is more than 100k and less than or equal to 200M. - 34 -

c)

A red light if there is no electrical continuity and the resistance value is more than 200M.

Alternatively if there is no non-conductive paint finish then the test can be done with an ohmmeter/Meg Ohmmeter. The Ohmmeter 100k - 500 volts 1 mA (max), with 2 rounded point prods would be used to check the electrical resistance of fairings (but not antenna fairings and radomes). The Megohmmeter 200M - 500 volts 1 mA (max) with 2 rounded point prods would be used to measure the electrical resistance of antenna fairings and radomes. Apply one prod to the composite panel typically 100mm from the edge of the panel from the bonding joint, put the other prod to the adjacent primary metal structure near the panel.

Fig. 36 MEASUREMENT OF SURFACE ELECTRICAL RESISTANCE COMPOSITE PANELS EXAMPLE B777

Note the resistance values and ensure they are not higher than the maximum permitted values, eg not greater than 100k for fairings (not antenna fairings and radomes) not greater than 200M for antenna fairings and radomes. The recommended procedure for the measurement of the surface electrical resistance of an external composite panel with or without non-conductive finish paint on the anti-static paint is to use the same resistivity continuity test set. This basically involves applying the probe to the panel and making sure the measured values are not higher than the maximum permitted values. The probe should be placed on several different areas of the panel. An alternative method, and only if the anti-static paint is not covered with nonconductive finish paint, is to measure the resistance with an ohmmeter/ Megohmmeter or with conductive tape.

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Using the ohmmeter and Megohmmeter previously described, place the prod on the surface of the anti-static paint typically 100mm from the edge and measure the square resistance value, for probes that have electrodes 100mm apart you have to multiply the measured value by 0.5 to get the square resistance value. Ensure measured values are not higher than the permitted maximum eg, fairings (but not antenna fairings and radome) 50k square resistance. Antenna fairings and radome between 5 and 100M square resistance. A further alternative method is to use the Ohmmeter/Megohmmeter but with conductive copper or aluminium tape.

Fig. 37 MEASUREMENT OF SURFACE ELECTRICAL RESISTANCE USING CONDUCTIVE TAPE

Apply two parallel strips of tape to the surface, 100mm long and 100mm apart to make a square. Apply the prod of the Ohmmeter/Megohmmeter on each strip and read the square resistance value. Repeat this several times at different areas of the surface, ensure the measured values are not higher than the maximum permitted. Note. As with all testing using meters, always inspect the meter and its leads for general condition and check the calibration date.

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Bonding Test of Aircraft Earthing Point Place a metal plate between the conducting tyres of the nose landing gear (or tail wheel) and the ground (if dealing with an aircraft with electrically conducting landing wheels). (The aircraft is towed onto the plate). Using a Megohmmeter 10M - 500 volts 1mA (max), measure the resistance between the plate and the nose/tail gear leg. The value should not exceed 10M. EARTH TERMINALS When earth-return equipment is fitted or replaced, the correct method of fitting to the structure, the corrosion protection required and the exact location on the structure should be checked. The procedure for fitting, the method and number of connections will vary but a study of the relevant drawings and information in Chapter 20 of the AMM will ensure structural and electrical integrity. All earth assemblies should be checked for the resistance between the lug attachment point(s) and the surrounding structure and typically this must not exceed 0.025 ohm. If the earth terminal carries current then a millivolt drop test should be carried out. Connect millivoltmeter to the locations as shown in figure 38. Use normal operating current flowing with power being derived from an external source. Note. For short rated circuits use a suitable resistance or dummy load with current scaled down to avoid overheating. Note the millivolt reading and this should not exceed the value stated in the AMM but typically not to exceed more than 5mV per 10 amps flowing. If the joint fails the bonding test or millivolt drop test, the terminal assembly should be dismantled and the contact faces cleaned with fine abrasive (eg aluminium wool) and reassembled, using where applicable, new corrosion washers. The joint should be re-tested. If serviceable, connections should be made as shown in Chapter 20 with correct torque loadings. All systems must be checked for correct operation, finally the area should be treated with anti-oxidant compound and any further sealing agent as detailed in the AMM.

Fig. 38 BONDING TESTING EARTH TERMINALS

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CONTINUITY TESTING Continuity is a continuous electrical path in a circuit and must be present for the circuit to work. A break in a cable that stops current flow is said to be an open circuit and with an open circuit the system will not function. Prior to the open circuit occurring the resistance measured between one end of the cable in question and the other end would be low (figure 39a). When the open circuit occurs the resistance between the two ends will be high (figure 39b).

Fig. 39 OPEN CIRCUITS

To find a concealed break in a cable a continuity test is carried out using an ohmmeter using the ohms range on a non-digital (AVO) meter or a digital meter. Before carrying out continuity tests the following precautions should be observed: 1. 2. 3. 4. Ensure power is switched off. Circuit breaks tripped and tagged (warning notices placed). Any parallel paths should be disconnected (there should be only one path that the current can go through). Use a systematic approach to finding the break in a large circuit. In other words, try half the circuit first, if it is okay then the fault is in the other half sometimes called the half and quarter split method or the half split method. Check that the power source of the meter will not cause damage to sensitive components eg semiconductor devices. Make sure the circuit is complete, with switches made, contact breakers (CBs) closed etc.

5. 6.

No hard and fast procedure can be laid down for conducting continuity tests. Each circuit drawing must be studied to assess the best approach. Simple circuits may be tested with a few individual tests, more complex circuits may require many tests. Using an AVO (non-digital multimeter) selected to the lowest ohms range, the test leads are applied at the ends of the selected test points, a very low reading (ie just the resistance of conducting part of the cable) should be obtained, a very high resistance (infinity) reading will indicate an open circuit, any other value of resistance indicates some resistance in the circuit that could be caused by dirty contacts or corroded connections. - 38 -

Figure 40 shows a simple circuit for a landing light which we will assume is not operating with the landing light filament lamp checked and serviceable. The fuse or CB has also been checked and is serviceable/ON, and power is available. The circuit is then disconnected at the circuit breaker and tagged.

Fig. 40 A SIMPLE CIRCUIT

1. 2. 3. 4. 5.

6.

Connect test meter between points A and B. If low reading proceed to next item below. If high reading investigate cause and rectify. Close switch and test between B and D. Carry out item 2. above. Check if possible (to save disturbing plug and socket EF) between D and G. Carry out item 2 above. If not practicable then check between D and pin E using substitute socket on pin and then check between socket using suitable substitute pin and G. Carry out item 2 above. Finally check earth connection between H and J. Carry out item 2 above.

If possible, and to save time, the circuit could be split into two equal halves and each half checked separately. If one half is okay then split the other half into two halves and repeat the operation. In our circuit a check could be made between A and D (switch closed) if OK, then you know the fault is downstream from D. If open circuit was between D and G then check between D and pin E, if this is OK we know the fault lies between socket pin F and G. This method may involve long test leads and this may not be practicable, so a Fluke digital test meter can be used. Using the Fluke digital meter the same procedure is used but without the need for long test leads. The meter rotary switch is set to the xxxxxx position, press the xxx button and connect the meter to the test positions. Test resistances below the values listed in the following table will cause the meter to emit a continuous tone. The 400 range should be used for most wiring checks. Input Range 400.0 4.0k 40.0k 400.0k 40.0M Beeper ON if < < < < < 40 200 2k 200k 200k

- 39 -

An alternative method of finding the approximate location of an open circuit is to do voltage checks on a live circuit. Ensure all necessary safety precautions are followed and ensure the power is off when connecting and disconnecting the test equipment. Use the AVO or Fluke set to the appropriate Volts range. Where there is no volts drop indicated then there is continuity. Where there is a voltage shown then there is some discontinuity. Looking at the circuit again. The first check would be at the landing light pin G (between G and earth), if no voltage is found go to terminal block D and check between D and earth. If the correct voltage is found at D further checks at pin E will have to be made to ascertain whether the fault lies between D and E or F and G. If no volts are found at D then further volts checks at A, B & C will establish where the fault lies.

INSULATION TESTING The perfect aircraft circuit/s should have an infinitely high resistance between the separate circuit cables and also between the actual circuit cable conductors and the metallic structure of the airframe - other then earth connections of course. All components internally must be insulated from the case of the component. In the case of faulty insulation the resistance will fall across the insulation and, in the worse case, if the resistance drops to zero we have a short circuit (sometimes caused a dead short). This could be caused by breakdown of insulation between adjacent cables, breakdown of insulation of one cable to the airframe or breakdown of the internal wiring of a component. To ensure that the insulation is adequate an insulation test is carried out. This can only be achieved satisfactorily by applying a voltage well above the normal operating voltage of the circuit and checking that little or no current leaks out. The mechanical analogy of this is the pressure testing of manufactured pipelines where they are pressure tested to 1.5 times their normal maximum working pressure (there should be no leaks). The conductor under test is isolated at both ends electrically and a high voltage is applied. A meter connected to the insulation or the airframe should show that little or no voltage is escaping. If the insulation resistance is satisfactory at this high voltage then it must be safe at the lower operating values. To carry out an insulation test on a cable it is generally considered that a test voltage of at least twice that of the normal maximum voltage is required. (The CAA ask a question about an insulation test on a wire rated at 115V. Now if this is ac the 115V is an rms voltage and the peak voltage is 115V x 1.414 which equals about 163V and it is the peak voltage that is important. Double this gives 362V so a 250V meggar would not be big enough and a 500V meggar should be used.

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CAAIPs [published by the CAA but have no legal standing] do not go into the subject to this depth but simply state that a 250V meggar is to be used on cables. We THINK the answer the CAA want is 250V but are not sure. We would STRONGLY suggest that if you get this Q that you bring the problem to the attention of the examination invigilator, write a comment there and then, AND write a letter to the CAA as soon as possible afterwards.)

INSULATION TESTERS One type of tester is the Meggar, there are many others including all electronic operated instruments. Figure 41 shows the Meggar and figure 42 shows its internal circuitry. It is basically a hand wound dc generator and winding the handle sufficiently fast will generate the required voltage.

Fig. 41 THE MEGGAR

Fig. 42 CIRCUIT DIAGRAM THE MEGGAR

The instrument is supplied in two forms, a 250V and a 500V version. The drawings shows the 250V Meggar. It consists of a ratiometer indicator, hand driven dc permanent magnet generator and two test connections.

- 41 -

When the handle is cranked at about 160 rpm the generator produces 250V which is smoothed by the smoothing circuit and fed directly across the control coil of the ratiometer type instrument. This voltage will also try to drive a current through the resistance under test and the deflecting coil of the ratiometer indicator. The current through the control coil is constant, whereas the current through the deflection coil is dependent on the resistance under test, ie the insulation resistance of the system being tested. Normal ratiometer action will take place as previously described and, when the torques balance, indicate the resistance value on the scale from zero to infinity in ohms. It should be noted that on this instrument prior to use, the pointer can take up any position on the scale. In the 250V Meggar there is a voltage limiting circuit, which, should the voltage exceed 300V the silicon carbide disc will break down (acts like a zener diode) and limit the output.

Pre-use Test Physical check the instrument for damage, contamination etc. Check calibration date. Inspect test leads for condition, damage and contamination. Operate tester at rated speed without test leads connected, meter should read infinity. Plug in test leads and connect the exposed ends together and turn tester handle slowly and the meter should indicate zero. Later instruments are of the transistorised types similar to those shown in figure 43.

Fig. 43 TRANSISTORISED INSULATION TESTERS

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Figure 43 (a) shows a Megger that is also a continuity tester (0-200 scale), resistance measurement (0-5000k) and insulation tester 0-50M and infinity at 250V. It is battery operated (9V) with transistorised circuitry providing the necessary voltages for each scale position. The meter is a permanent magnet moving coil type. Selection of the scale is by the central switch, position B being the battery test position. To test battery, switch to B and press central button and ensure the pointer moves into the green 6-9V sector. Pre-use testing is achieved by selecting to each scale selection, with no leads connected and the button pressed the pointer should indicate: INFINITY on the M range INFINITY on the K range 200 on the range Inspect the leads for serviceability, connect to the instrument and with the exposed ends touching, the pointer should indicate zero on all ranges when the button is pressed. Later types of transistorised insulation testers may be of similar construction to (a) or be like diagram (b) but the principle of operation is similar. These are battery operated (typically 9V) transistorised circuits providing test voltages of typically 50V, 100V, 250V, 500V and 1000V dc selected by push button or rotary switch. The scale reading may have to be adjusted by a multiplying or dividing factor depending on range selected. These instruments can be used on high capacitance circuits and may have a discharge switch to enable the capacitor to be discharged before disconnection of the instrument from the circuit. Pre-use testing will be by turning the range switch to a particular selection and pressing a button and the meter should indicate above a certain scale mark. Check leads for serviceability insert leads into tester leave exposed ends apart set to 1000V, press button, pointer should indicate infinity. Connect the leads together select 50V range press test button, the meter should read zero.

INSULATION TESTING Selecting the correct insulation test value for the system under test is important and in general the normal operating voltage of the circuit determines the insulation tester to be used. 0 110V 110 300V 250V tester 500V tester

However, one golden rule for insulation testing always follow the maintenance schedule or AMM which will indicate the type and voltage of insulation tester to be used and the precautions necessary. There are various ways of testing single cables/cable bundles/electrical equipment and it is also important to check the test instrument manufacturers operating manual. There are also many types of instruments on the market. - 43 -

Preparations and checks when testing include: 1. 2. 3. All supplies switched off and isolated. Circuit fuses removed, circuit breakers tripped. Disconnect any items of equipment which are supplied by the circuit. These would be tested separately in accordance with manufacturers instructions. On modern aircraft be aware of printed circuit boards (PCBs) and its sensitive components. Severe damage could be done by the test voltage being applied. Any other circuits that could be affected by the test voltage eg fire extinguisher cartridges, should also be disconnected. When testing a complete circuit it may be necessary to bridge relay contacts to ensure continuity of the circuit. Disconnected leads from suppressors should also be bridged. Where a suppressor cannot be bridged and plug and socket connections are used, the capacitors should be discharged before the circuit is reconnected, otherwise arcing and burning of the pins may occur. It is important to note that the test voltage does not exceed the working voltage of the capacitors or damage will result. Ensure no parallel paths. Disconnect earth connections.

4.

5. 6.

7. 8. 9.

Testing of Cables Single cable. Carry out the precautions as stated above. Connect the test leads of the insulation tester as shown in figure 44 using crocodile clips - positive lead to the insulation and the negative lead to the conducting core. The guard lead is only used to allow certain components to be switched out during the test. Crank the handle at 169rpm (the actual rpm is not critical fast will do). Keep this going for a time period as stated in the manual (some manuals say 1 minute) and note the reading on the gauge. The resistance value should hold high or maybe start high then drop slightly due to capacitive and absorption currents.

Fig. 44 INSULATION TESTING SINGLE CABLE

Multiple cables. Multiple cables may be tested by bridging wires connecting the conductors of all the cables in the bundle. Connect the insulation tester across the ends of the cables as shown in figure 44, one lead connected to the conductor and the other connected to the insulation.

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Operate the Megger as before. If there has been no insulation breakdown between the cables then the indicated resistance will be a high, however, if there has been insulation breakdown causing the conductors to touch or get close to one another then the indication will be low, indicating a fault. To test a cable or group of cables for breakdown of insulation to the aircraft fuselage, then the tester should be connected between the cable conductor and airframe earth. If a bunch of cables is to be tested then, it is advisable to limit the number to the smallest convenient figure. If the insulation is less than the values given in the AMM (see later notes) the number of circuits being tested should be reduced. Testing should continue until by the process of elimination the defective cable/s have been identified.

Fig. 45 INSULATING TESTING SEVERAL CABLES

Component Testing This would normally be carried out in the workshop in accordance with overhaul manual. Some examples would be: a) b) AC generator between each 3 phase main terminal and the frame. Battery between a main terminal and a metal plate on which the battery is placed.

TEST RESULTS The manual will usually quote that the insulation resistance must not be less than a certain figure. However, it should be realised that test results are of little significance unless they are related to test results obtained from previous tests. The values are likely to vary with changes of humidity and temperature (the weather), eg if aircraft has been in damp conditions for some time, the test readings will be low. If the temperature increases the insulation decreases. Results of tests and the temperature and humidity conditions at the time of the test should be recorded.

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The CAA do not specify minimum values of insulation resistance but give guidance values that may be expected during maintenance testing. These values can be, and frequently are, exceeded on new installations. The guidance values are: * Wiring (including accessories for jointing and terminating): In engine nacelles, undercarriage wheel wells and other situations exposed to weather or extremes of temperature. Galley and other non-essential services, lighting, signalling and indication services. Other services

2 megohms

5 megohms 10 megohms

Note. The above values relate to single circuits or small groups of circuits. * Wiring accessories alone (eg, terminal blocks, connectors, plugs and sockets, etc): Between terminals. Between terminals bunched together and earth. * Rotating machinery whichever is the greater: 100 megohms 200 number of terminals megohms

rated voltage 150 or

0.5 megohms

All other equipment (including indicating instruments)

5 megohms

After an insulation test a full function check should be carried out on the system and any services supplied by the system.

FREQUENCY MEASUREMENT Ratiometer Type Frequency Meter The meter is a permanent magnet instrument with two coils A and B mounted symmetrically on a control pivoted spindle which carries the pointer. Current is fed to and from the coils by ligaments. The magnet system is so arranged that when either coil moves upwards (figure 46) it moves into a larger air gap (and weaker magnetic field) and when it moves downwards the gap becomes smaller (where the magnetic field is stronger). The coils are fed with current which interacts with the magnetic fields and produces a torque on the instrument. These two torques are so arranged that they oppose each other. In the centre pointer position equal fluxes link with each coil, therefore equilibrium is obtained when the coils carry equal currents.

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With a changing impedance Z, the coil supply circuits divide, coil B is fed via resistances R whilst coil A is fed via capacitor C and inductance L, these being resonant well above the nominal frequency. IB will be constant for a given supply voltage (assuming coil inductance to be negligible) whereas IA will increase with frequency. Below nominal frequency IB predominates so that coil B torque moves the pointer to the left and at the same time moves itself into a weaker flux area and coil A into a stronger flux area. The pointer stabilises when the torques are again equal, the movement being proportional to the amount by which the frequency is below nominal. Above nominal frequency the movement is reversed because IA is now greater than IB.

Fig. 46 RATIOMETER PRINCIPLE

POWER MEASUREMENT The Dynamometer Watt Meter The electrodynamic, or dynamometer, type watt meter operates on the deflecting torque due to the interaction of the magnetic fields produced by currents in fixed and moving coils. - 47 -

Figure 48 (a) shows the magnetic field due to current flowing through the fixed coils A and figure 48 (b) shows the magnetic field due to current flowing through the moving coil B. When the two magnetic fields are combined by simultaneous currents through both coils, as is shown in figure 48 (c), the resultant magnetic field is distorted, and a clockwise torque is exerted on coil B. The amount of torque produced will depend on the value of current produced through coil A and the current through coil B.

Fig. 47 DYNAMOMETER WATT METER

Fig. 48 FLUX PATTERNS

When this instrument is used as a watt meter, coil A is connected in series with the load and this carries load current. It is called the current coil. Coil B is connected across the supply and is known as the pressure coil. The magnetic field associated with coil A is proportional to the load current. The magnetic field associated with coil B is proportional to the supply voltage. Thus the torque produced by the interaction of the two fields is proportional to the product of the load current and the supply voltage. The pointer deflection is therefore proportional to power in the circuit (watts).

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If the current in coil A is 90 out of phase with the current in coil B, the magnetic fields will not be coincident and there will be no interaction between them, so the instrument will not deflect. The instrument therefore measures true power. As shown in figure 49 with the switch at the kW position coil A is fed via a current transformer on phase B and the voltage coil B is connected across phase B measuring its voltage. The interaction of the two fields (as discussed above) will give a reading of true power in kilowatts.

Fig. 49 WATTMETER CIRCUIT DIAGRAM

If the switch is placed to the kVAR position (Kilo Volt Amps Reactive) the field coil A is still measuring phase B current but the voltage across the moving coil is now across phase A and phase C, that is a line voltage. There is a 90 phase difference measured between current and voltage and the meter will now indicate reactive power in kVAR.

The next part of the book deals with Avionic General Test Equipment, and the ATC 600 and NAV 402 test sets are used as examples. The description of them goes into some detail as to their use and all this need no be committed to memory, however, you should have some knowledge as to how the systems, to which they relate, are tested. This applies to both the B1 and B2 person with the knowledge requirement for the B1 person being level 2 and for the B2 person being level 3. For the B1 person the syllabus requires that you have some knowledge of these systems which are covered in modules 11/12. For the B2 person the systems are covered in module 13. For each test set there is a brief description of how the aircraft system works.

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THE ATC 600 TEST SET The ATC 600 (A) test set is designed for simplicity of operation and no other external test equipment is required except the remote test antenna and its tripod. It can test both DME and the ATC transponder with a range of checks including functional tests on the bench or on the ramp (on the aircraft).

Fig. 50 THE 600A TEST SET

Before going into the test procedure itself a brief summary of the Air Traffic Control Radar Beacon System (ATCRBS) is given below as background information. (More details can be found in module 13 for the avionic person and module 11 for the fixed wing and module 12 for the rotary wing mechanical persons.)

THE ATCRBS Often called Secondary Surveillance Radar (SSR). In general, it is a ground based radar system that interrogates aircraft as they fly into a particular air traffic control zone. The signal is picked up by the aircraft transponder (TRANSmitter/resPONDER) which automatically responds by sending aircraft code and altitude data back to the ground based transmitter. It consists of three main components: Interrogator. Primary Surveillance Radar (PSR) relies on a signal being transmitted from the PSR antenna or aerial (on the ground) and for part of this signal to be bounced back from the aircraft. This reflected signal is then displayed as a target on the ATC controllers radarscope (CRT/flat screen display). In the ATCRBS the rotating ground based directional interrogator antenna scans in synchronisation with the PSR and transmits discrete radio signal pulses which request all receiving transponders to reply. The received replies are then mixed with the PSR returns and both data are displayed on the CRT/flat screen display. The omni directional interrogator antenna provides a Side Lobe Suppression (SLS) signal which prevents transponders from responding to side-lobe radiation transmitted by the directional interrogator antenna. (Side-lobe is a form of a small additional radio signal that is generated automatically).

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Transponder. This aircraft fitted radar beacon transmitter/receiver receives the signals from the ground interrogator and automatically replies with a specific pulse (code) to answer the interrogation being received. It responds by sending data back on aircraft identity (Mode A) and altitude (Mode C). Altitude information is obtained from the aircrafts encoding altimeter of from computer stored data (DADC). Radarscope. A CRT/flat screen display that receives signals from the PSR and ATCRBS antennas. Radar echoes bounced back from all aircraft in range are shown as small white blips (targets) giving range and azimuth (direction). Identity code and altitude is displayed next to each target with operating transponders.

Fig. 51 THE ATC SYSTEM

Operation The aircraft mounted powered transponder receives the 1030MHz rf (radio frequency) interrogation signal from the ATC ground station. The transponder validates the interrogation signal and automatically transmits a coded 1090MHz rf reply signal back to the ground station through the same antenna. The transponder only responds to Mode A (ident) and Mode C (alt) interrogations. The transponder encodes the identity reply using the ident code selected by the pilot on the flight deck control panel. The transponder encodes the altitude using the current barometric altitude (29.92 inches Hg) value provided by an Air Data Computer (ADC) or an encoding altimeter. Back to the ATC 600 tester.

TESTING THE TRANSPONDER The following procedures are intended to provide information necessary to effectively operate the ATC 600 (A) as a testing instrument. Variations in the procedures may be made to suit different situations and it is important that the manufacturers documents that accompany the test set are followed and check the AMM of course.

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The following procedures are used on the ramp. Bench testing is identical except that the unit under test is connected to the test set through a 34dB pad and suitable coaxial cables.

Transponder Operation Test Equipment Set-up 1. Set up the tripod and remote test antenna (figure 52). Adjust the test antenna height (tripod height) to be equal to that of the aircraft transponder antenna. The bearing between the antennas is not critical. The test antenna is usually positioned for convenience use only. Horizontally place the test antenna the distance from the aircraft antenna indicated on the test antennas coaxial cable, approximately 21 inches (53.34cm). Route the loose end of the coaxial cable into the aircraft via the pilots dv window, door, or other opening. All ramp testing with the ATC 600 (A) is accomplished from the flightdeck, once the remote antenna is in position.

2.

3.

Warning. Never place the remote test antenna closer than 15 inches (38.4cm) to the aircraft antenna while the ATC 600 (A) power is on. DAMAGE TO THE TEST SET WILL RESULT.

Fig. 52 SET-UP OF ATC 600 TEST EQUIPMENT

blank

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The ATC 600 (A) will test or verify: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. The pilots code. The altitude code. Using the Pitot static test set and the aircraft configured for flight. Peak transponder power. Transponder frequency. Percent reply. SLS operation. Ident (XPDR) pulse output. INVALID ALT indication. Transponder receiver-decoder limits. Transponder pulse spacing. Receiver sensitivity.

Pilots Code Put the ATC 600 (A) into battery operation by pressing the PWR AC/BAT switch (28) (figure 53) down once to BAT. Plug the remote test antenna coaxial cable into the RF Input/Output connector (13). Position the Mode switch (21) to A/C CODE. Power up the aircraft transponder and allow it to run in standby mode for a few minutes. Place the transponder control head in A/C Mode. Set any pilots code into the control head. The ATC 600 (A) Numerical Readout (7) should show the pilots code and the Binary Readout Indicators (8) should indicate the pulses that are stimulating the code display. As many codes as desired may be tested in this manner.

Altitude Code Set the ATC 600 (A) Mode Switch to A/C ALT. The Numerical Readout should indicate the output of the encoding altimeter (with Pitot statics pumped up) in thousands of feet if the Baro knob on the encoding altimeter is set to 29.92 inches (76.0cm) Hg. The Binary Readout Indicators should indicate the Gray Daytex Code stimulating the Numerical Readout display. The altitude code is given in a table in the lid of the test box. Note. The encoding altimeter code output is not affected by changing the Baro knob setting and always indicates altitude referenced to 29.92 inches (76.0cm) Hg.

Peak Transponder Power With the ATC 600 (A) set to interrogate the transponder, set the FREQ/PWR switch (9) to PWR. If the remote test antenna is properly set-up the FREQ/PWR Meter (10) should indicate the peak transmitting power of the transponder.

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Transponder Frequency Set the ATC 600 (A) FREQ/PWR Switch to FREQ. Set the pilots code into the transponder control head at 0000 and remove all altitude code pulses. Adjust the ATC 600 (A) FREQ Gain Control (12) for a mid-scale FREQ/PWR Meter indication. Rotate the XMTR FREQ Control (11) for a peak FREQ/PWR Meter indication. At peak, read the deviation in MHz from 1090MHz directly from the XMTR FREQ Control dial. Note. In measuring transponder frequency the pilots code of the transponder is set to 0000 and the altitude pulses are removed in order to eliminate unnecessary responses on the ATC 600 (A) FREQ/PWR Meter. If all information pulses were present the XMTR FREQ Control would cause the FREQ/PWR Meter, to peak every 0.69MHz, as would a spectrum analyser. So, in order to reduce the spectrum, eliminate as many information pulses as possible to find what the primary response is on the dial.

Percent Reply The XPDR % REPLY/DME PRF MTR (1) indicates the percent reply of the transponder to interrogations from the ATC 600 (A). The meter should indicate 100% reply under most normal operating conditions.

SLS Operation Set the Mode Switch to either A/C ALT or A/C CODE Mode for SLS Tests. Using the XPDR SIG Level Control set the output RF level to 3dB above minimum trigger level (MTL). Note. If the transponders sensitivity is near the insensitive limit, it may be necessary to move the antennas closer together in order to get 3dB above MTL. At the closer than normal antenna spacing, re-establish the dial setting for MTL and adjust the dial 3dB above MTL. When the ATC 600 (A) 0/OFF/-9 dB SLS Switch (24) is set in the 0dB (up) position, the transponder should not exceed three replies per second (FAA Spec). When the switch is set at 9dB (down), the transponder should reply at a minimum of 907 or 211 replies per second (FAA) on the XPDR % RPLY/DME PRF MTR. At 0dB both the Numerical Readout and the Binary Readout Indicators will blank out in either the A/C ALT or A/C CODE Modes and both meters should drop to zero. On the basic ATC 600 test set the SLS Switch has only the 0dB and OFF selections. When the ATC 600 SLS Switch is depressed, the transponder should not exceed three replies per second (FAA). There is no signal level control on the basic ATC 600 set. (In the US refer to FAR 43.)

IDENT (XPDR) Pulse Output The IDENT Pulse Indicator (6) will show the presence or absence of the Ident Pulse generated by the transponder. The IDENT Pulse Indicator will light for the duration of the time that the Ident Pulse is added to the output, usually about thirty seconds.

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INVALID ALT Indicator The INVALID ALT Indicator (3) shows the reception of an unassigned combination of altitude codes. This does not necessarily mean that an incorrect altitude measurement is being sent, only that the wrong altitude code is being received. Valid altitude information is shown by the presence of at least one of the C pulses, but never C1 and C4 at the same time.

Fig. 53 FRONT PANEL OF ATC 600 TEST SET

Legend for Figure 53

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. XPDR & RPLY/DME PRF MTR NO ALT Indicator INVALID ALT Indicator F2 Pulse Spacing Indicator DME PRF Switch IDENT Pulse Indicator Numerical Readout Binary Readout Indicators FREQ/PWR Switch FREQ/PWR Meter XMTR FREQ Control FREQ GAIN Control RF Input/Output Connector DME 50% RPLY Switch FAST SLEW Switch VELOCITY IN/OUT Switch 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. DME RANGE/VELOCITY Switch VELOCITY HI/LO Switch SLOW SLEW Switch Squitter On/OFF Switch Mode Switch X/Y Channel Switch DME IDENT Tone Switch SLS Switch FRAMING Pulse Spacing Control Altitude ENCODER Input Connector Interrogation Spacing Control PWR A/C BAT Switch PWR Indicator BAT Test Switch SYS/LAMP Test Switch

XPDR Receiver-Decoder Limits By varying the Interrogation Spacing Control (27) setting in both directions from zero, the transponder decoder input limits may be checked. As the limits are exceeded, the XPDR % RPLY/DME PRF MTR indication will drop and eventually fall to zero. Normally the Interrogation Spacing Control is set at zero.

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Transponder Pulse Spacing If the F2 Pulse Spacing Indicator (4) lights, the F2 pulse of the reply is either missing or is improperly spaced. The position and approximate width of F2 is determined by varying the Framing Pulse Spacing Control (25). As the control is rotated to the left or right of zero until the F2 Pulse Spacing Indictor lights, the knob calibrations in microseconds show the leading and trailing edges of F2 respectively. The difference between the readings is the approximate width of F2. This test is useful because when F2 is displaced, the other reply pulses will be skewed out of position proportionally.

Receiver Sensitivity Set up the remote test antenna as shown. Set the Mode Switch to A/C CODE Mode. With the XPDR SIG Level Control fully counter-clockwise, verify that the percent reply shown on the XPDR % REPLY/DME PRF MTR is 100%. Rotate the XPDR SIG Level Control clockwise until the XPDR % RPLY/DME PRF MTR indicates 90% reply. Note the reading on the XPDR SIG Level Control scale. This is the minimum trigger level (MTL) of the transponder in dBm. For all transponders this MTL should be from 69dBm to 77dBm with a 34dB pad. When using portable test equipment, an additional 3dBm tolerance is allowed. Move the Mode Switch to A/C ALT and perform the tests outlined above. Note the MTL reading. According to FAR 43 receiver sensitivity between Modes A/C CODE and A/C ALT should not have a difference greater than 1.0dBm. Return the XPDR SIG Level Control to the full counter-clockwise position.

TESTING THE DME A brief description of DME is included here for a better understanding of the testing procedure. For the avionic person more information can be found in module 13 and for the B1 fixed wing person module 11, and for the helicopter person module 12. Distance Measuring Equipment (DME) is fitted to aircraft to give the distance in nautical miles from a selected VOR ground station. The system sends out signals which are returned by a ground based transponder and the round trip time measured. As the speed of the signal is known then distance (line of sight) can be calculated. The time is converted to a distance signal and displayed on the DME indicator in the flight deck displaying miles to go in nautical miles. This distance is measured and determined by the interrogator (receiver/transmitter) unit. When a VOR frequency is selected the DME frequency is automatically selected. In flight, the DME is constantly monitoring and computing the DME slant range. DME testing includes checking distance accuracy and checking velocity accuracy. In addition to basic range and velocity tests, other DME characteristics common to both modes of operation are tested, including DME Transmitted PRF, Transmitter Peak Power and Frequency, Ident Tone, Percent Reply, Squitter Lock-Out and Y Channel Operation.

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Fig. 54 THE DME SYSTEM

Test Equipment Set-Up The remote test antenna set-up and test coaxial cable routing are as previously described. Observe the precautions about close antenna spacing - care in proper remote test antenna to aircraft antenna spacing will give the most accurate power readings.

DME Range or Distance Operation Press the PWR AC/BAT Switch (28) (figure 53) down once to BAT. Connect the remote test antenna to the test set. Power up the airborne DME and allow it to operate for a few minutes before testing. Put the DME into a Distance Display Mode in any desired range scale. Set the DME frequency at 108.00. After a brief warm-up, begin tests by placing the Mode Switch on the DME Setting. Set the DME RANGE/VELOCITY Switch (17) on RANGE. Set the X/Y Channel Switch (22) on X, and the Squitter On/OFF Switch (20) on SQTR. Operate the FAST and SLOW SLEW Switches (15 and 19) IN or OUT to obtain a desired distance in nautical miles. The DME should lock-on to the ATC 600 (A) at the precise range programmed. Any number of different distances from 0 to 399 nautical miles (nm) may be similarly checked in one nautical mile increments.

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DME Velocity Operation Set the ATC 600 (A) and airborne DME controls as above. However, set the DME to display Velocity and set the DME RANGE/VELOCITY Switch to any desired velocity setting. Use the VELOCITY HI/LO Range Switch (18) to choose one of the two values of the VELOCITY setting. Use the FAST and SLOW SLEW Switches to set any desired starting range and use the VELOCITY IN/OUT Switch (16) to track the distance toward or away from the ground station. The DME should lock-on to the ATC 600 (A) and display the correct velocity. If the DME is set to display distance in nautical miles, the distance should equal the instantaneous range indicated in the ATC 600 (A) displays on the Numerical Readout in 0.1 nm. Distance should be tracing inbound or outbound as set with the VELOCITY IN/OUT Switch. Any number of velocities and instantaneous distances may be similarly checked.

DME Tests Common to Range and Velocity Operation DME Transmitted PRF Set the ATC 600 (A) DME PRF Switch (5) to 0-30 while the DME is locked-on to any range or velocity. The XPDR % RPLY/DME PRF MTR will indicate Track PRF. Unlock the DME by channelling the frequency or changing the ATC 600 (A) distance setting. Move the DME PRF Switch to 0-300. While the DME searches for a new lock-on, the XPDR % RPLY/DME PRF MTR should indicate Search PRF. Note. Unlocking the DME by changing the ATC 600 (A) range setting by 30 to 50 miles (48.28 to 80.47km) is also a good way to check DME memory time. When the range is slewed, the DME will hold the last displayed range for a certain time (usually around 8 to 10 seconds) before unlocking and searching.

Transmitter Peak Power and Frequency Set the FREQ/PWR Switch to PWR, while the DME is operating into the test set. The RF peak power will appear on the FREQ/PWR Meter in kW. The DME is a crystal-controlled device. Reading the transmitter frequency confirms that the DME is on the correct channel but does not test crystal tolerance. To check crystal tolerance, set the FREQ/PWR Switch to FREQ, adjust the FREQ GAIN Control (12) for a mid-scale deflection of the FREQ/PWR Meter (10), and adjust the XMTR FREQ Control (11) for a peak FREQ/PWR Meter reading. Note. The plus (+) and minus (-) signs on the XMTR FREQ Control (11) dial are reversed in DME operation.

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Ident Tone The DME IDENT Tone Switch (23) of the basic ATC 600 and the IDENT (up) position of the ATC 600 (A) IDENT/50% RPLY Switch serves the same function. When the DME IDENT Tone Switch is depressed or the IDENT/50% RPLY Switch is flipped to the IDENT (up) position, the Ident Tone is added. A rough 1350Hz tone should be heard through the audio system. Adding the Ident Tone can also be a good check of memory time, as the tone supersedes all range and squitter pulses.

Percent Reply The DME 50% RPLY Switch (14) of the basic ATC 600 and the 50% RPLY (down) position of the ATC 600 (A) IDENT/50% RPLY Switch serve the same function. Depressing the DME 50% RPLY Switch or throwing the IDENT 50% RPLY Switch to 50% RPLY (down) should delete half of all replies to the DME on a 50-50 basis. Deleting half of the replies to the DME checks the ability of the DME to lock-on or to track under poor signal conditions.

Squitter Lock-Out Turn the Squitter On/OFF Switch (20) OFF. Slew the range to any desired position. Set the DME frequency for the appropriate channel (108.00 for X Channel, 108.05 for Y Channel). Check that after memory time the DME drops out and does not search. Most DMEs are equipped with a squitter lock-out circuit to prevent searching until the squitter is received. Placing the Squitter On/OFF Switch to SQTR should cause the DME to begin searching.

Y Channel Operation If the DME is equipped for Y Channels (50 kHz spacing on the DME frequency control), set the DME frequency to 108.05 and the X/Y Channel Switch (22) to Y. Repeat all tests and functions as before in Y Channel.

THE NAV-402 TEST SET The NAV-402 is a self contained unit designed for functional and calibration testing of MKR, ILS, VOR, and COM avionics equipment. All the necessary test signals are generated within the NAV-402 unit for bench and ramp use. A general purpose counter is included for audio and rf frequencies from 5Hz to 250MHz. (MKR = marker beacon. Marker beacons are low powered 75MHz radio transmitters positioned on the ground along airport approach flight paths. They send up a fan shaped signal which is picked up by the receiver equipment on the aircraft and gives the pilot an aural and visual signal letting him/her know the aircrafts position in relation to the beacon. ILS is an instrument landing system.

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This uses marker beacons and radio signals from a localizer [produces a narrow beam to guide the aircraft laterally onto the runway] and a glide slope beam to guide the aircraft vertically onto the runway. VOR is variable omnidirectional radio range which uses ground based VHF transmitters to produce a circular horizontal signal radiating out in all directions. This is picked up by the aircraft receiver which displays to the pilot the distance from the VOR station, the bearing and the VOR ident. COM is radio communication systems.) With reference to figure 55. The aerial output is connected at position 9 so that the signal generator output can be transmitted to the aircraft receivers. -

Fig. 55 THE NAV 402 TEST SET

Controls and Connectors (figure 55) Frequency Mode Switch (1). Selects the frequency band to be used. Each band except COM is divided into two positions; a crystal controlled frequency mode, and a variable frequency mode. COM utilises three switch positions; the crystal controlled mode (126.9 MHz) and two variable frequency modes (LO-117 to 136 MHz, H1-134 to 154 MHz). The VAR positions allow the Signal Generator to cover all the frequencies of each bank, along with frequencies slightly higher and lower than the bank specified. (MKR - 72 to 78 MHz, VOR/LOC-107 to 120 MHz, G/S 318 to 338 MHz). Crystal Frequency Switch (2). Switches in either the high or low crystal frequency.
LOC XTAL G/S XTAL VOR XTAL HI 115.6 MHz 334.7 MHz 110.5 MHz LO 112.8 MHz 329.6 MHz 108.1 MHz

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Counter Mode Switch (3). Selects the source of signal to be counted. GEN The frequency of the internal signal generator is displayed. Hz, kHz, kHz or MHz - in any of these positions either the frequency of a COMM transmitter is displayed if transmitting into the XMTR IN connector, or an external signal source is counted. The external signal must be applied to the EXT IN (MODE IN/CTR IN) connector. BRG Displays the VOR Bearing Switch indication, providing a check on the bearing selection circuits. Also in this position the bearing monitor circuitry is energised to check the VOR. Modulation for proper operation is 90. A push-button switch is incorporated into the rotary switch which applies power to the counter read-out components when in battery operation. This is to allow the main current using part of the counter to be turned off and conserve battery use time. When in portable operation use the counter read-out only when necessary, otherwise battery operation time is shortened. In AC operation the read-out is on irrespective of the pushbutton switch position.

Note.

Meter Bearing - Centre Adjust (4). This control centres the monitor meter before making a VOR system bearing check. The Counter Mode Switch MUST NOT be in the BRG position while the meter is being centred. Variable Frequency Controls (5). With the Frequency Mode switch in any of the VAR positions the course (large, lower) and fine (small, upper) Variable Frequency controls manually sweep the internal signal generator frequency. Course control knob gives from one to two MHz deviation per turn. Fine control knob gives approximately 20 to 40MHz deviation for its rotation. Phase Lock Circuit. The phase lock circuit is activated by turning the fine tuning pot fully counter clockwise. Phase lock can be obtained every 25kHz on the variable frequency modes except for Glideslope when it is 50kHz. The course frequency pot is used to select the 25kHz frequencies. Phase lock is indicated by the proper count on the frequency counter. Tune Control and Tune Indicator Lamp (6). The Tune control adjusts the tuning of the signal generator. It must be readjusted for each different frequency band used, when the variable frequency control changes the frequency more than a few megahertz in any one band, or when the attenuator is used in or changes in the attenuation range of -15dBm to max rf output. The indicator will light for an out-of-tune condition. Adjusting the Tune Control will cause the indicator to go out when the signal generator is properly tuned for the frequency in use. Fine Tune Switch (7). This is a more sensitive tuning mode. After adjusting the Tune Control for a non-illuminated indicator lamp depress the Fine Tune Switch and tune for a minimum reading of the monitor meter.

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Attenuator (8). Sets the rf level from the signal generator at the output jack into a 50 ohm load. The attenuator dial reads out in -dBm, or dB below one milliwatt. The dial reads true output from -20dBm and greater attenuation, and becomes slightly nonlinear at outputs greater than -20dBm. An Attenuator Correction Chart is included with each instrument. RF Output Connector (9). Presents the attenuated signal generator output to the equipment under test. The connector is diode protected against a COM transmitter being inadvertently keyed. Care is still needed, however, to make sure this does not happen. The output is source terminated in 50 ohm. COMM Transmitter Input Connector (10). This is the input to the power meter, and is connected via 50 ohm cable for power and frequency measurement. Power indicated is either peak or average in level. Transmitter frequency is read by proper position of the counter mode switch. Measurement of COMM transmitter power is in two ranges - 0 to 10W and 0 to 100W. Input power versus time limits - 20W CW level continuous duty: Power 20W-40W 40W-80W 80W-100W Minutes: On 5 1 .5 Off 20 20 20

Localiser - Peak or Average Power Measurement Switch (11). This switch has two functions: (a) Placing the switch on LOC ON-PEAK position activates a separate LOC generator which permits simultaneous LOC & G/S outputs when the test set is operated in G/S XTL mode. Selects the mode of operation of the power meter. In Peak position, the power meter indicates the peak power amplitude of a COM transmitter which modulation applied. In AVG position the power indicated is the average RF power of a COM transmitter and disregards power changes due to proper modulation.

(b)

90/150Hz Variable Phase Mode Switch (12). Normally the 90Hz and 150Hz tones used for LOC & G/S modulation are phase-locked together. However, when the VAR Phase Mode Switch is depressed the 150Hz phase relationship is variable in 5 steps by use of the VOR BRG switches. The facility is for bench tests only. Glideslope DDM Control (13). Selects the amount of G/S deviation on an ILS indicator under test. Calibrations are in DDM - difference in depth of modulation - and represent standard deflection, full scale, and greater than full scale deflections. Clockwise rotation gives up deflection; counter clockwise rotation giving down deflection. In either the 90Hz or 150Hz positions the opposite tone is deleted and the selected tone is at the same level as the on course value (40%) so that a flag test can be made. The localiser DDM control must not be on the 90Hz or 150Hz position when using the Glideslope function. Otherwise either the 90Hz or 150Hz tone will be deleted by the Localiser control. - 62 -

CW operation can be obtained by placing the Glideslope DDM control on 150Hz and the Localiser DDM control on 90Hz or vice versa. Glideslope DDM Variable Control (14). This control continuously varies the GS pointer deflection from .8 DDM down through 0 DDM to .8 DDM up. CW rotation gives up pointer deflection. The G/S DDM control must be in the arrow position for operation. Glideslope Centring Adjust (15). This control varies the amplitude of the 90 Hz tone and is used as an exact course centring control for Glideslope modulation. Tone Select Switch (16). Has three functions: (a) (b) (c) In CTR (Counter) position the EXT IN (17) connector is fed to the general purpose counter input. In the MOD (Modulation) position, the EXT IN connector becomes the modulation input to the signal generator. In any of the four tone positions, that tone is selected to modulate the various frequency bands selected by the frequency mode switch, except the G/S generator.

External Counter/Modulation Input Connector (17). Localiser DDM Control (18). Selects the amount of deviation of the LOC pointer of an ILS instrument under test. Calibrated in DDM the switch positions correspond to standard deflection, full scale, and greater than full scale deflection. In either the 90Hz or 150Hz positions the opposite tone is deleted and the selected tone is at the same level as the on course value (20%) so that a flag test can be made. The Glideslope DDM control must not be on the 90Hz or 150Hz position when using the Localiser function. Otherwise either the 90Hz or 150Hz tone will be deleted by the Glideslope control. CW operation can be obtained by placing the Glideslope DDM control on 150Hz and the Localiser DDM control on 90Hz or vice versa. LOC, DDM and SWEEP AMP - VAR Control (19). (a) When sweep control is in OFF position. This control varies the LOC pointer deflection from .4 DDM left through 0 DDM through .4 DDM right. CW rotation gives right pointer deflection. The LOC DDM control must be in the arrow position for operation. When sweep control in Arm position. This control sets the desired sweep amplitude from 0 to 30 micro-amps.

(b)

SWEEP Control (20). This is a three position switch: (a) (b) OFF. The LOC/DDM/SWEEP/AMP control will be used as a normal LOC DDM control. ARM. In arm position LOC./DDM/SWEEP/AMP - VAR control will allow a choice of the Peak sweep amplitude from 0 to 30 micro-amps. The LOC DDM control should be in 0 DDM position. SWEEP. In sweep position the LOC modulation will sweep about 0 DDM at a peak amplitude set by 0 to 30 micro-amp control.

(c)

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Localiser Centring Adjust (21). Varies the amplitude of the 90Hz tone and is used as an exact course centring control for Localiser modulation. See calibration procedures. 30Hz VAR Level Control (22). Changes the percentage of modulation of the 30Hz VAR tone of the VOR composite signal from 0 to 30%. It remains at 30% as the knob is turned past the 30% line to the stop. This position is ramp use. 9960Hz REF Level Control (23). This control changes the percentage of modulation of the 9.960Hz tone of the VOR composite signal from 0 to 30%. It remains 30% as the knob is turned past the 30% line on the stop. Use in this position on the ramp. Master Modulation Level Control (24). In the CAL position (full CCW) the modulation levels of each type of signal - LOC, G/S, etc. - are fixed at their proper values of 20%, 30%, 40%, etc. For ramp use. In other than the CAL position the control varies the level of modulation of any signal from 0 to twice the normal level for that signal. AC Power/Battery Power Switch (25). AC supply is 115V 400Hz or 240V 50Hz when the rocker switch is pressed to AC. The set's DC power is connected to the rectified DC from the power transformer. The battery is charging anytime the test set is connected to AC power. If the BAT switch is pressed, which is a momentary position, the BATT 8 minute timer is started. The set will operate completely on BATT power until the timer turns the set off, or until the Power Switch is again pressed to BAT which will stop the timer at any time less than 8 minutes. When the switch is depressed to BAT it also activates the lamp test circuit of the display counter to light all seven bars of each counter readout. Power ON Indicator Lamp (26). The power Indicator Lamp lights whenever the NAV402 has power applied, whether from AC or battery source. VOR Bearing Selector Switches (27). Four thumbwheel switches select the VOR bearing. The hundreds switch is stopped at 3. Bearings from 360 to 399 are not valid, ie the bearing selector operates only from 0 to 359.9. VOR Bearing TO/FROM Switch (28). To TO/FROM switch changes the selected VOR bearing to the reciprocal bearing for flag tests etc. Monitor Meter (29). The Monitor Meter is a multimeter measuring: (a) (b) (c) (d) (e) RF Power. Signal Generator RF output level. Battery voltage. Percent modulation on the signal generator. An indication at 90 that the VOR bearing circuitry is functioning properly.

Monitor Meter Switch (30). POWER is measured 0-10W FS and 0-100W FS of any COMM transmitter operating into the XMTR IN connector. The RF position is used to indicate proper RF levelling of the signal generator.

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In BAT position the left edge of the bank in the centre of the meter is a voltage of 13.2V which is discharged battery condition. For a fully charged battery the meter will indicate near the centre of the band with charger off and to the right side of the band with charger on, ie with the test set connected to AC power. Modulation of the signal generator in use is indicated from 0-30% or 1-100%. In BRG position the VOR generator is checked at 90. The centre of the band is 0 and either left or right meter scale limits indicate 0.5 error. The meter is centred first with the Meter Bearing - Zero Adjust and then compared to the VOR generator. For the setting up procedure refer to figure 55 and carry out the following: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. Notes 1. Whenever the frequency is changed or the output (O/P) Control (8) is adjusted ensure the tune light (7) is extinguished. To extinguish the tune light select RF on the Monitor switch (30) depress Tune Button (6) and adjust fine tune control (6) for a peak indication on the meter (29). Maximum O/P control (8) setting is physically restricted to 12dB. Set Set Set Set Set Set Set Set Set Set Set Crystal HI-LO Switch (2) to LOW. Monitor Switch (30) to BAT. Display Switch (3) to GEN. Peak/Avg Switch (11) to AVG. G/S DDM Switch (13) to O. LOC DDM Switch (18) to O. 30 Hz Vari Phase Switch (22) fully CW. 9.96 kHz Vari Phase Switch (23) fully CW. TO/FROM Switch (28) to FROM. Master MOD Switch (24) fully CCW (Click Stop). Modulation Switch (16) to MON IN.

2.

Localiser No 1 Checks 1. 2. 3. 4. Ensure aircraft compass and heading systems are switched on and serviceable. Switch on interphone and select No 1 Nav audio feed to speaker or headphone. Switch on No 1 ILS and select 108.1 MHz. Connect test set aerial to XMTR OUT socket (9) (figure 55) and switch test set power switch (25) to BAT. Check meter indications are approximately 15V. (Readings below 12V are unacceptable and may cause incorrect readings). Mode switch (1) to LOC XTAL and ensure readout indicates 108.1 MHz. Set O/P control to -15dB and ensure LOC flag has disappeared. Decrease attenuator O/P until LOC flag reappears. Increase attenuator O/P until LOC flag disappears. Reset to -15dB. Select LOC VAR on mode switch (1) and adjust VAR FREQ control (5) to 111.9MHz. Select 111.9MHz on No 1 LOC and repeat numbers 6 8 above. Select LOC XTAL on mode switch and 108.1MHz on No 1 ILS controller and check deviation pointer is central. Select LOC DDM switch to 0.093 right and check deviation pointer indicates 60% of 2 DOT deviation right (or 3 dots on an indicator with 5 dot presentation). - 65 -

5. 6. 7. 8. 9. 10. 11. 12.

13. 14. 15. 16. 17. 18.

Select LOC DDM switch to 0.155 right and check deviation pointer indicates 2 dots/5 dots right. Select LOC DDM switch to 0.2 right and check for fsd right. Select LOC DDM switch to 90 and check for fsd right and the LOC flag reappears. Repeat steps 12 to 15 above for LOC DDM left hand switch positions checking the deviation pointer indicates left. Select LOC DDM switch to 0 and modulation switch to 1020Hz. Check 1020Hz audio tone is heard over the interphone. Repeat for No 2 ILS LOC.

Glidepath No 1 Checks 1. 2. 3. 4. 5. 6. 7. 8. 9. Ensure No 1 ILS is switched on and 108.1MHz is selected (G/P is 334.7MHz). Select mode switch (1) (figure 55) to G/S XTAL and ensure 334.7MHz is displayed on the readout. Set O/P control (8) to 15dB and ensure G/S flag has disappeared. Decrease attenuator output until G/S flag reappears. Increase attenuator output until G/S flag disappears and set to 5dB. Set HI/LO Switch (2) to LO and CHECK indictor reads 329.6MHz. Select 110.5MHz on No 1 ILS controller and repeat items 3 to 5 above. Set HI/LO switch to HI and 108.1MHz on ILS controller, ensure 334.7MHz is displayed and deviation pointer is central. Set G/S DDM switch (13) to .091 right and check deviation pointer indicates approximately 1 DOT up (or 2 DOTS on an indicator with 5 DOT presentation). Set G/S DDM switch to .175 right and check deviation pointer indicates 2 DOTS/5 DOTS up. Set G/S DDM switch to .4 right and check deviation pointer goes fsd up. Set G/S DDM switch to 150 and check for fsd up and G/S flag appears. Repeat 9-12 for G/S DDM left hand switch positions, checking the deviation pointer indicates down. Repeat all above checks for No 2 G/S.

10. 11. 12. 13. 14.

Marker Lights and Audio 1. 2. 3. 4. 5. 6. 7. 8. Ensure marker receiver is switched on and select marker HI/LO sense switch to HI. Check aircraft marker lamps operate. Set test set mode selector switch to MKR XTAL and check that 75MHz is displayed. Position test set close to the Marker aerial and select 400Hz on the Modulation switch. Check the blue marker lamp is illuminated and a 400Hz tone is heard over the interphone. Decrease the attenuator O/P control until the marker lamp is extinguished, increase attenuator control until marker lamp is just illuminated. Set the marker HI/LO sense switch to LOW and ensure the marker lamp is extinguished. Increase attenuator O/P by 10dB and ensure marker lamp is illuminated.

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9. 10.

Set the marker HI/LO sense switch to HI and the test set attenuator control to -15dB. Select 1300Hz and 3000Hz on the modulation switch in turn and check the appropriate lamp is illuminated and the correct audio is heard over the interphone.

VOR Checks 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. Select 117.9MHz on No 1 ILS controller. Select a course of 000 on the OBS. Select VOR VAR on test set mode selector and adjust the variable frequency control to display a frequency of 117.9MHz. Ensure LOC flag has disappeared and deviation bar is central. Adjust thumb wheels (27) to show 5 and check HSI deviation pointers indicates 1 DOT left (2 DOTS on a 5 DOT presentation). Adjust thumb wheels to show 10 and check deviation pointers indicate 2 DOTS/5 DOTS left. Adjust thumb wheels to show 355 and check deviation pointers indicate 1 DOT right (2 DOT on indicator with a 5 DOT presentation). Adjust thumb wheels to show 350 and check deviation pointers indicate 2 DOTS/5 DOTS right, then reset thumb wheels to 000. Rotate 30Hz VAR PHASE control (22) fully CCW (counter clockwise) and check that LOC flag appears in view. Reset control fully CW. Repeat item 9 using 9.66kHz control (23). Adjust thumb wheels to indicate the bearings in Table 2 and ensure the RMI and HSI indications are as shown. Repeat items 1 to 11 above for No 2 installation. Switch off interphone, aircraft compass and heading systems. Switch off the ILS system and remove test set. Record all work done and sign.

Fig. 56 THE RMI

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TEST SET BEARING SELECTOR SETTING 000 315 270 225 180 135 90 45 000 45 90 135 180 225 270 315 000

RMI POINTER INDICATION 180 + 4 135 + 4 90 4 45 4 000 4 315 4 270 4 225 + 4 180 + 4 225 4 270 4 315 4 000 + 4 45 4 90 4 135 4 180 + 4

HSI TO-FROM INDICATION FROM FROM TO TO TO FROM FROM FROM TO TO TO FROM FROM

HSI COURSE DEVIATION BAR INDICATION Centred Full scale right Full scale right Full scale right Centred Full scale left Full scale left Full scale left Centred Full scale left Full scale left Full scale left Centred Full scale right Full scale right Full scale right Centred

TABLE 2 INDICATOR READINGS

Fig. 57 THE HSI

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