Module 13 - Aircraft Aerodynamics, Structures and System

Module 13 B2 Aircraft Structures and SystemspussaTing souoeyys ‘Saues| eoMNoe) ‘Ayouine kcxan6ss euoney 0K jo uawa=nba 24 MONO, OBE FINNS HOA atepen ou He ‘souavajay © se posn 9a Waumoap ska prays saqveEUNoN® OU pun uo asd Buen J) pasha FRU WARMIEP HL !NOLLVLONNYBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual Corton 18:4 Aerodynamics and Flight Controls Construction Methods of Aeroplanes 1" eee aa mieeee 7 ‘Sense Sun Cnetuten Mano n angus Gone! (eaten soos Laser i) i Lateral Control (Rotation About the Longitudinal Axis), 5 13.3 Autoflight (ATA 22) Drectona Sort (ator Abu te Vera hes 3 uta Fight Fundamentals 2 Tan ystems trees ane fon8 Tneooucton Hi Magn tt Deuces aoe Arca es on ovens i ‘Sos : tispaing se Droog 7 Sa : Spersten nope ora Gonls a Wn Flas $ Feed Gono : og indcing Doi : ° Conte Loop ° ‘sere ° Syrewensaton * ‘vung ayer Canto " ‘enn an Deion 2 Someta Mabe ooo 3 Far sov Syste 8 ‘nord cane Suace 3 Fal pase Sen 8 Corel surace as arcing ° Fat Opeaton Sym te ‘he Speedo! Soune ° Syne tayo iennuter ° Eronois 930 ° right Spee angen ; Pa Enamel azo te uccone ripe FA Exanote D1 Ara lg System Soren eg ap B Sigeeone Ate x Sere a Entel Swccpack 2 Sona Parl 2 ote Wings cB gm ean Aorncabon FA “teccyeoics B settee = Ehocwontit » reais Se s Stet % cra Seve kexts = Tore i Rusuer seve % Yaw Oureer Sev Fa 4322 Airframe Structures - General Concepts saeco a Structural lasiteaton osc. cs 2 eens e Simeteione aed oedtons 2000 : g ‘Station identification Systems. 5 hi Aa drab bat Zonal lertesto yore &——Spwration Modes. “ Ligh Sine Protecton ; 0 Tat OF x ection Borin ° 3 a cave 13.comtentsBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual Cortes tang Stat reverten oo stati Laning sue Net So Goaroune ‘Wee Shear s ewan Hod Fig Enatope Potton 2 Heeang Stok Speed Proscton 2 inne Operatonal Seed Computation and spy 8 ‘tte Stet fright Fonse Nera i tive Gorge Fulton and Tet is Mes! Spd Seine Sugino 5 Pgnpat ange Set APS Mantonatce Pare! 5 (bra tenon eaten Dec System % se novgaton ‘omertoe 43.4 Communication / Navigation (ATA 23 34) Pach Te ao Waves 2 Aor Stable Thm Sytem saterea | 3 Pen Tom Functions eon ‘| eat te Men aso vee Mopagaton a Damping ve Propegoton Charest of ier Feasecy Rarges # aecaroer naan ® —dped ‘Ampitude Modulation (AM), 8 sty Aaenttion yon in cones. Arius Moddaion 0) ® Gave Paces tng anlar & teed (658) 2 Asorat Fag Conta yom gle Si se Wotan s Schemate ofa Conor Crome Fete x worthiness Gra for Refcopterniument Fgh... upleng ene iocltens a iy mupestaon Sater (S48) Overy Mose 7 ute ThoeerTinst nor rsaten FA adioFundomentale zs fhe thst R350 A330 AO 80 Tester 2% Thrust Lint Lengel a ras Dynamics ofthe State letrcy 3 mi Sa Ouchargers, s os Se Binepe the State Oscege = Stal Waring ft oman cae 12.ContentsBasic Maintenance ‘Module 13 Aireraft Structures and Systems Training Manual Contents HE Communication 8 Fight inerone| 8 nvegucten 3 Ccaba interpnone 2 Contale 3 Service cr MantenancsInarnone 85 \VHE Communication Str 0 Ground Grew cal 85 He COMA Transoewer a Cockpit Voice Recordar... ee 86 WHE Cont Pace 2 Inrodueson ee inoducton a Recorser 85 System ss Sold Site Cockpit Voice Recorder CVR 0 Cont Panal 6 UUndervater eater Bescon JL 0 ‘ranscever 47 Emergency Locator Transmitter ELT. 7 31 Antenne Coupler Pa ineducion 31 ‘antenna, 52 ELT Function and Operation 8 Lightning Arestor 53 Automatic Direction Finder ADF 36 SELEAL. 5 Pincle 3 Tnredicten 58 Conta! 95 System Desenstion 56 Inaction ra Satelite Communication. 7 : a Drecton Fsding 95 Teveducton sr Recover ao SATCOM System Descrgton 59 Antennas or System Operaton 3 Digtal Receiver 99 Satelite Telephone System et Bening 300 ACARS 85 VHF Navigation. 401 Triredicton 6 Ovenew qo System Arendectre 7 ILS Instrument Landing System... 403 ‘Atbome Components and Subsystems es General 103 (Operations. Requesis ona Communications wih ACARS cs ung x8 Data Format 28 Locaizer 106, AARING Communication and Reporting 7 lise Siope oe Path 108 ‘Audi integrating n System cayout m0 Trkoducten n ILS Approace wm Aecoustc Equipment R ILS Recon a Push To Talk Switches 75 VOR VHF- Omnidirectional Range M6 A Selector Pane! 8 Irveducton a6 ‘osc ent Fiter 7 VOR Iseation 7 Digtal Avda Cont 78 Rage Magnet indicator 7 Imterprone, a Navigaton Ospiay 7 “Ferrampene oy cat: 82 12.Contents -Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual Contents ‘Ground Stations 118 Radio Altimeter. 156 ‘Rrra Equipment i Fundametals 155 ‘Automate VOR m Radio Altete Inicaton 137 Manual VOR 25 Paneile 158 Cont Panel and Automate Tuning ar ‘Tanseaves se Marker Beacon 328 Ground Proximity Warning... 182 Fundamentis. 28 ‘warns 182 ‘stort 30 eat Outs 16 Indeatng on EFS 129 WindsresrAlring 183 Recover 30 EGP Terran Alrbag and Dspay te [DME Distance Measurement... eet 431 ‘System Block Dsgram 188 Pence wi [ATC Transponder coe 188 Interogaton Puises i, recipe 108 Operator 3 Phmary and Secondary Surellance Racat[PSRISSR) 168 TaCAN 133 interegaton Mede Aer C 170 DME inorogator Medes 14 Reply Mose Aor in Frequencies 135 Mowe S 12 Station Idencaten 338 interegaton Mede S i Navigation wh ON 336 Mode § Reps 178 Inaestng “37 ‘Transponcer System 176 DWE system 8 ‘Secondary Survellonce Rada’ display 179 SME interrogator 180 TEAS TraffeColision Avoidance System co 180 ‘area Navigaion oo... 7 1a inwoaucton 190 inotucion we (Cocspt resentation 133 ‘YORIDME tight a3 ‘Aural Annunciation 35 Using Azea Navigation RNAV 13 ‘stern 186 Waypoint Characteristics tae {Computer Unt 137 Block Diagram Mas ‘nna 189 Flight Management «22.0... i 148 ‘Communicaton between arcratis 190 intosueton 146 Weather Radar 7 ast ‘Computation of Postion "49 ‘Gover 19: FAS Funcbons 150 ow Radar detects Turbuences and Winsenesr 193 The Lateral Fighision 181 System 135 [AREA Navigation Systom RNAV 12 Fecever- Transmiter Unt 196 Performance Management 1 “Transmision Pubes 17 ‘The Veriza Fight Pte 354 Rademe 190 Navigation Database 155 Antenna Stabzation 200 Termonmycunaes cat: 82 *2.Contents -1VBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual onions rena San Patra 21 Transco Rate Conpenaton a frewhin isa wevgeon ZB Hottearc ard Ying Soy Pracstons 33 Potiot's and Disiy 2 wis te Nave Canoga joa trata Navgton Sym 35 ‘ysicnesonecn Bot stapdown Sy Br ohare ee tor rin of Oeioioh 32 Data Corazon ie ter Gye = Spans Saal Paat ie ‘elt Pinca of Opersbon Be Aepuer Messe” a ‘inte ns Navgoton Conptcion 3B aoe nttoten zee Naver = ntserle eo inca Retro nt ie ype aviation... eo lg Breet ao Sinan ee insoecion 20 Doppler Raa is gh Ose: Fr ‘weno prc mt Chests ie Dopl Sonest mn Smile FD incaton 38 epi Nawaton Comper ae ce Globe Poston Sytem B82 _ tas ectical Power (ATA 24) ee 2 DC Generators 7 2 —— oe senerator Principles. ” . antl Segre 21% oc Generators ane Atenas 3 veer Segment 215 ‘DC Generator fe aay of Opeston 28 ectomogre Votage Repu 3 Recewer nc conecios # Gora Sem $ sei conn 8 Seer : Example of a Hand-held GPS Navigator 219 beonieaendiye aha arm M ecacre ee oar ‘Twin Engine Aircraft DC Alternator Systern a ‘Other Applications, 220 a act accerentionn ; " frst yore a Genera " ‘ib Hode Recover hi Fal ree calae: u Pea 7 Constan Speed Drive (CSD) 2 Ligwsiemene =f ste Drive Generator 6 ‘Accelerometer. 23 a (Detar 7 Biatiorm Be Brushless Generator. aw eee = ‘Variable Speed Constant Frequency temators. 1 anh Rate Compensation an ne ea ont reste (vce fe ea e2 18.conets-VBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual enters Batteries 1813.6 Equipment and Furnishings (ATA 25) friar ei 12 passenger Adress 2 een ‘Overview. 2 Legace Cis 2 Over 2 bate rer Fa Ser 3 Sater intaaten Fa sole ‘ Note’ oaima Cees x Nesecadmim te 25 passenger Entertainment and Serves Systm, ; ‘fans enetarret Str 3 Sanen Honsng ans Chargn B aan Henaing ara B Pastenger Veo nrabon Syston : Pastenge’Eneranment Sytem PES 2 "rontoroe Rect’ Un z Cemenge neta ovate Rete Unt 2% serge Sore Sytem * pte # Nason ye 2006 2 ay iva 2 catinincormncaton system ‘ ‘Switching Power Supply = tecture, 7 Emergency Power Generation a7 oe 7 Constant Speed MatorGeneratar a 13.7 Flight Controls (ATA 27) Extra Powehe ens 38 Primary Contr Sytem Operating Methods... sooo 2 To rea Powe Fal = ‘res cate cane Syn, 3 Pome Otrnation FA peronamcaty Conte Cont Stem : Spits Power Sten z ‘heavenly avssee Conta Sten 3 Fuel Power Sten is Hcraube Atuatng System wn Coto! Tab Bacup ; Power Sarees S ‘rash Power Goeated Sytem 3 pe Dentan x Pyare Stone ° Ocpsnnuten z Reaindaney Pa oe ° Erampt 2 Antica Poel System. Hiatt 2 Etec Protection 3 Gpuaion tay By Wire Acantor 8 Toes 3 Fameonet yet na ® Coca enor a rota Yow Tin % frdvnd Gare Protcion % Susanne ° Spi Bus Gout or Avon Protecton 35 igh dence x Barents Coren Metecon S Traling Cope ap ih Ofer rtectons = {cos Cove Pass x fronce Eaoonent Veriton 2 Soe is Poston indeaton Fa Ui ump, Speed rakes = =o cave ‘2¢ontens vtic Maintenance Module 13 Aircraft Structures and Systems ing Manual conten Rol Spor System Operation 2 fps Crcuts 2 Speed re System opraton as ‘rermocoules a Steand Sp Sym Operon 3 Quant ndeaonSyetm... i sees utter aver s Bc estes mdcatre 3B spaciance Qarty Syste 2s 413.8 instrument Systems (ATA 31) Sia Fet Guan idan stem a Peston naming 2M ana Sanco Ainge GA eater netaine rate ais 3 hearse é % tnveacton 2 Put Snk ye x Ronan 3 fg Dat Se 2 Yarabe Ressionce Strats . ‘Types of Abtude Measureron = Sante ‘ Fan cove aude eghtand evaton * Det orquer Systeme é ee 7 Deel Sys a srwpond ions i oe, & {ve Arpeed indator % Linear Variable Diferentl Transformer LVDTs 10 i 7 oa varaboOrerertalVensorre RUDE 2 ert ® ‘Servo Motors and Tacho Rate Generators 8 ate ers eS Mae 3 apes a Mach Meer 8 credit rate gore 8 Combination Airspeed Iniator a Tactometer Rate Generator 13 onmeoton Bees tka g Pressure Measuring instruments 18 pe bem Core sas a ‘Absolute Pressure Instruments. 16 RGRaNPRRNRRRE RHEE Gage Pressure Instruments. 16 ere = Suton ove % ey Space e erent ress instoments * Daten Gros 3 Sten Cope P verteatoyrenr : a PrezoResisive Sensor, 2 ee anal oven Se ee id ‘Remote Artificial Horizon Indicator 7 “Temperature ideation 2 anc ft onstecrcalTenpectre Wessun eo ypepetaalenaen VG = “Tone Dependant Reesor Fa Oe soe s 2 Slaving of Detonal Gyro 60 ommpetngpogas cat 82 12.contnts-ViBasic Maintenance Module 13 Aircraft Structures and Systems Tum and Sip indeeton 5 Cockpt Lighting @ Tum Coordinate Indictor 6s Emergency Lighting coe oe %_s2toonsoudanennce Ste (7445 Compass. eee = Central Maintenance m Bn eee : incision Be Poop ‘ Slaved Gyro Compass, au General = FiuxVaive 2 ‘entectue 8 Compass Systems... . 7 Ground Support Equipment GSE 10 Ught Averat ‘Structure Monitoring fa Mo: 20) Compass System 7 ‘Damage Tolerance Monitoring 8 New Technology. a adi “ Compass Exors. me heen : “4 Deviation and its Compensation a ctronic Librar if ore, : “SS 7 Flight Data Recording 82 prvorne Printer * Typical Fight Data Recording System 83 ‘General. 7 co ‘ao tigns ata st i ; melee : compmargun arte cat: 82 s8.contents vitBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, "3.1 Aerodynamics and Fight Contos 13.1 Aerodynamics and Flight Controls cat: 82 wa4-4ic Maintenance ‘Module 13 Aircraft Structures and Systems ‘Training Manual "3.1 Aerodynamics and Fight Controls Operation an Effect of Flight Controls “The developent of he aeroplane was delayed by two problems: row te achieve ‘Habity and now to achieve contol Bele te Vunght eotere suesest ght in 1908 ohers Nag own So none had her success m canting ter arc "Stabilyfeaes to mactaning te desired fight aude wih a minimum of pet fot, and cent! awovesftaing the aeroplane about one or more of te fines" Gn Figure t on page are most of me contol suraces of an noone Shown {Balanced axoaynami forces cause a property designed and summed aeroplane tory sagt and leva wih nangs and eso ot tne conta The progueea by the wings is equal cat 82 s34-2Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual "13.1 Aerodynamics and Flight Controls, Figure *: Control Suraces of a Jot Ae Primary Flight controls risirctt _Blevator Anti Tab _-Boost Tab Ssspoiters ‘Stabiliser a Rudder Control Tab _Aileron “Frm oeven Cat: B2 a3t-3Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems "13.1 Aerodynamics and Flight Contals Longitudinal Control (Rotation About the Lateral Axis) ‘The aeroplane canbe rtated nese upward about slater ans (pte vp by reasng the downward tls ornoae dowd pen dawn) 9y decreasing = Ditser tha movable elevator hinged os tating eage, When the contal wheel ‘rst pos bac the vaing ode ofthe eavat moves up and nereaces he Sou oad an te norzonti tal erase. The fal moves soun ana rte he = plane nose up atout fs latoral ans Figure 2: Conventional Pitch Control Some aeroplanes use a stabltr for pitch conta (ste Figure on page 4). Ths ‘2s single pace horrtal stare at pyots abt port aporoneataly ons thd" he way back For eleadng edge When the conto wheel's pulled back the leading wage of te stabator moves down and increases the downward fee produced by he tl Ths rotates ne nose up When the whee f= pusned ns foae fie sbi moves up, desennng etc, nae aeroplanes Figure 3: Aeropla with Stabitator ‘ny seroiane that 1g suraces, instead of the con Nara The Gana isthe forwara surface, and ftequent is aiso a conva surtace Figure 4 nard Aeroplane N coat: 32 saaModule 13 Aircraft Structures and Systems "13.1 Aerodynamics and Fight Controls Lateral Control (Rotation About the Longitudinal Axis) Tole accpane to tele the conte! wns turn to tho Wt The aleron on thelefl wing moves up decteseng the camber or curate of he lof wing ana ‘decreasing the i prosucesArhe same bine. he aiefOn On the ht ng moves down, szfeasng the camber of le wing ana inreasing the ik: Alice The diterence it produced bythe bo wang fl the aeroplane fo the fee Figure: Roll Movement with Ailerons Directional Control Rotation About the Vertical Axis) “The udder is used onan aeroplane only to rtae abouts veal aes. An ar {panes ured by bing te vector wih he aietens and nt by using the ra Ser Tne ddorss used ony ate beginning othe ture overcome te savers yaw and stat the nose moving inthe caveat ction andor such ight canons [Es crosswind anc one engine off operator, Figure 6: Yaw Movement wih Rudder ‘The movement of he rues controled ty rudder pedals operates by the fet of tho pot Winon the ight pedals pesced the rer swnge tothe nah thus c= ‘ing an aerodyran free that ple theta fo fhe ok cat:02 sasBasic Maintenance ‘Module 13 Aireraft Structures and Systems Training Manual "13.1 Aerodynamics and Flight Controls, ‘Trim Systems In aisen, ming means maiiaining he eqitooum ofan acraft curing ight ‘ehout nag to use sieting force Forth Yeaton, the following ae ntaled 9 the aera ‘an adjustabahonzonta! stabiliser sabize or ning he chai (oteh om adjustable tm suraces a ruaders and alrons, ‘echeslactutors whch are neluded inthe cable system (see "Figure Ton page 2) “Te ausiable om surfaces and he actuator giv rm passbiites fr hen luo ais and ta yaw is. corgrarpam ase coat be w16Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.1 Aerodynamics and Flight Controls Figute7: Example of Tim System Layout [im Tab ‘ Trimmabie | Horizontal Stabilicer Yaw Control RoltTrin Control cate saa-7Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems "13:1 Aerodynamics and Fight Controls High Lift Devices ‘An aeroplane i a ses of engineering compromises, We must choose between ‘Sabity and manoeuvrabity and beteeen hgh eusing speed and ow lng Speed, at wed ae betwen Nigh atity ans low Gos Litmamtyng devices gue us ome good compromaes beeen hgh euisng speed ane on lanang epee te ‘Cause they may be exended ony when ey are needed and hen eked uy Into the stuctore when they are ro inger needec Figure @: Most Used High Lit Devices _ ea beers, U Ql IN C cat: 82 saeBasic Maintenance Training Manual Module 13 Aircraft Structures and Systems. "13.1 Aerodynamics and Flight Controls Slots ‘Slots ae nz shaped passage though a wing, designed to improve the aiow ondivons a ngh angles ofatack an slow speeds, hie normaly placed very neat {he igang edge and e ult to the ming Ast angio fata oF the 9 (Geaecs, moteat he avs defected tough te stot fs mantaning a ereanene ee sound he ang Slats ‘Since the sts of use ony at high angles of atack, at the normal angles pres tence sew on fo create crag, Th aasvantage canbe overcome by {he sot movable vo hat when not n ost ae fush aga the leading wage ot {he aig Ina cave the slat ingeo ons supporting arms 2 that ran mawe ‘oeaher the operating psiton at when a gwesenst crag, The peo sat = fly ‘utomaticin tat ts aon needs ne separate cont Wing Flaps ‘wing fap's defined by the NACAaS a hinged, putes, osiing ail usually rear thetrling edge ofthe wing Is tsigned ta nerease he fan ag hes Gofectes Wing aps ae Used fr both koa and landing phases of ight For tate-of an msmadiats eating used The gles an ineresae of i win tie (Geese paraste ora, sowng 2 shorter tao run and lower theo speed Fortanding the Raps ae owed fly The nerese ncarer andin some cases Sac area gives an rereaso oft for ary given speed This allows a ower ap proses speed. At the same me paraete dag ineeneed sgnioanty. Ths lows or soup approach witout aniereass in speed the savantges ae that tbsiales onthe approac canbe eared easly an thelanng rum be short wth ess wea" oa te tanding gear Types of Flaps ‘Tha taling edge tap has many vaiatens, ll of whch serve ta ncresee the C, max Some, however ate me esos than oters The mora aise fans ars Usuaty more complex mecneiealy and Nor vaeie restore tony wen helo 2st posi siting sped i eseonal Fowler Flap “Tris ta is constructed so tat he lowe! pat of te ang geo the wing rls baccon track hus ceasing he elective area he wing and atte same tre Towering tne waiing espe Slotted Flap Have been developedto provide even mare i than heaps described prevous'y \Wnen such flaps are exended. ether paral rcomplctey one cr more sts are formed nea’ the aling edge ate wing. Toasts slow arom te batom athe ‘ang iigh-energy af low tothe upper orion oft taps ana downwara athe train eoge of Me wing. This ai m provertng the ailew om breskng away Into trounce Whan lowered thee increased foreman angi facet the base aos and the maximum it content gresty noreasea Krliger Flap ‘nether method fe providing he lacing edge Rap iso design an exerci sur face hat orianty fe smectite oar pa of heading wage. When the Pap is requires, the sursce extn forward snd domwara cat 82 saoBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual "13.1 Aerodynamics and Fight ontrols Drag Inducing Devices 3 aeron astance hey act onthe “mr” wing though a mer system ang ‘move i proportn othe aren. The spor stom can aso act as 3 backup a ‘erosynamie brgkos a cevcos which when deplayed distr the pattems ct Ion system snoud the primar) system ever fhe unston of spots ‘oath arPow Ths produces anincreasmantot rag and aso gecreacnant of ‘named “rl spoles” Gepenaing of he nf dence : : ‘They ae wo kind of devices may n use + Wing stale (ag ereasment and IR dereasment) + Fuselegeinsatid (drag ineeasment) Figure 8: Diffrent Aerodynamic Brakes Spoilers ‘A spoe'sa contol device hat estos I ver apa othe wing. The ost com ‘mon spote’s are used on sa'planes. They afe popped uo fo slow arapd rate o| ‘Seecent whe sl rtanng fl ear! This unean of spor s neal ned “speed-brako” They canbe etactea to regan il when the dered alte ieroaches (nthe ground, spies ean be raised othe maximum to help itcease baking ‘ticencybyinereaing contact pressure othe est he groans ans proving ‘sional dag. hus becom aoredyrane ground spollers Srna nos Cat: B2 sa410Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual "13.1 Aerodynamics and Fight Controls Boundary Layer Control Figure 10: Al Flow ov 2 Swopt Wieg Asis descrbed in Sub Modul 8.2 "Aerodynamics, separator of boundary ayer ‘tthe cause of wing sal Balore this happens. {turns rove wich caves an Unwanted ncreasment of orp Much sudy hs been made ind ways cl Mi- mang Notony high ange tack causes turbulent Boundary layers, also shock waves Seng he wing upper surface, fying near sped of sound, cause turbulent bound aylayers Toretardseparaton during high angle o tack ing, sos and sits ae used. ‘went weg s the most used method to retard shock waves fom emergg. The ‘movement of hea ow praia ioleacing edge atects the tounsary yer This {Chuse The boundary layer one energy ron Picker an turbulent Vortex generators ae ow-sspect“atoaifows arranged in pais, The ip vortces fies pt honey a oun me Dunder aa oven he ep Fences ana other dovces xe saa-cuto 90th may alg be used o prevent arto fouing toward wing bp (ee Figure TT" on page 12) congzrargam tase cat: 82 sanBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual "3.1 Aerodynamics and Flight Contols Figure 11: Examples of Boundary Layer Contr! Vortex Generator Dog-Tooth iano eee PeoBasic Maintenance Module 13 Aircraft Structures and Systems "3.1 Aerodynamics ard Fight Controls Control Aids / Tabs Figure 13: Servo Tab Balanced Control Surface Even on smal ight aeroplanes, serodynamic assistance in the movement ofthe amos used. he smplst orm of ths assistance isthe balanced contol sur a face. in the case of he ddr te bance pation, oF overhang, defects the {ppaste ide of te useage famine msn nddersuacet poise an 2203) fame force tat ads the plot” in movng De surface See Sub Modus 1.1'3"14 34 Fight Cone Surfaces Figure 12: Balanced Control Panels Control Tabs Large aerate usualy equppad win a power operated reversible ight contol system in thes ystems, Secon surtaces ae opera by hydrauie aud’. Ertl by valves moved the cond yore and russe pedals. An aica fel Sytam ges the pet resstance iat preporona tothe fight loads an the Sr faces The corral fooes are too great forthe pot fo manaaly move he surfaces, fc. n the event ofa hydraulic yt fare they are conoid wih convo tabs Inthe manual mode af aperaton, the ight earl column moves the tab on te Eentl stave ana he aoredynamveoreescauseaty the detested sb move ram conto auitace rrreyeone a fiiiasBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual "13.1 Aerodynamics and Flight Controls, Balance Tabs The cont! ovees may be excessvaly high in some aeroplanes, anda cxder'o Stabs surtaces do nt nave fed stabilise! in ont of tem, athe loaton of normal shoce wave forse A pashng trough this normal shack wave sows 23 Subsone speed thou! changing ts direction The sock wave can cause thet ‘hat pastes vough i 6 be turbulent and Yo separate fom the wing surace ‘Shockingced separation can create serous drag and cota grobeme Figure 2: Transonic Ai Flow Norma Shook Wave supersonic / pasion Subsonic m=o8s Supersonic Airflow ‘We ar flows ove a surtace at a supersonic spead, pressure wave form. The sare dees lypes of presse waves. normal and baue shock aves. nd expan Normal Shock Waves. ‘Ar oaing over an aio acts i he same way # dos as tows trough aro ‘orang and eging Suc Figure Son pago 21 shows that ar approaching 3 tte Dunno subsonic aor aa Supersonic spec fom 8 val shock stove when washes energy Figure 3: Normal shock wave sub Sonic Oblique Shock Waves nen a supersonic arsream stikes a sharpedged afl the ai forced to un, forming a obique shook wavelsee'Figue on page 22) Expansion Waves \inen a flows at 2 supersonic speed over 9 double-wedge aitol ike that in Figure # on page 22 the aril urn to flow te surface and an exoanion wav tome wazBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Theory of Fight Figure 4: Expansion and Oblique shock wove Expansion Effect of Sweepback (One of he ost common ways to prevent rag ie and cont! problems whan ‘setoplanefvng nthe arson range sto sweep the wings tack Ths Wl Crease te cten Mach number by eflechel dacroasing te thexness (ato! he tang In Figure 3 on page 22. ts seen thatthe ar towing acs the wn ne Ihe of fight vavel ater than the distance perpendiatar to helen edge "Ts longer ave! fof he sare thickness has the Same eflec one ef on he Gril ach ruber a8 ange ning hone yet atows omit wg er Figure 5: Supersonic Airflow on a swept wing cy ‘cat 62 sazBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 43.1 Theory of Flight Figure 6 Notes: oman” eat e2 pawBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 1311 Theory of Fight compa ra ‘cat 82 saa-28Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 12.1 Theory of Flight Rotary Wings Aerodynamics ike fos wing aera, the helcoptefes because ofits arto The aos ofthe fea wings ae preariy the wings However the tal surfaces and sometimes the leselage. a8 wellathe propel: may sito Se actole. The pay aio! oe he copes ne main olor Fart raton te helene’ sohen ferred asa" ‘ary wing sean Span ‘The span of the bade isthe estance from he cea ofthe blade tothe bp of he ‘ade: measures along tne corte ine see" Figure on page 25), The ats which are used for hecopers are usualy eee to 36 synetical affes Some suozessll designs ave becn built wih an essymmetien a0 ‘Some oft are being made to change he ari shape along he span oachieve oto grt enaractenetes nthe blog (ee Figure £ on page 25) Figure 2: Actual Rotor Blade Relative Wind As the rte blade moves, is subject 10 lave wind Ths i always oppose the ght pam of he bide Figure 3: Relative Wind onthe Rotor Relative winds considredin elation thenose ofthe helicopter For this eason the forward moving tage veered to a he aorancing lade. we fe backs ‘ward blade scaled he oteatng blade The Teaive wind may be afected by ‘aver eco such as mavemento! he rte Slade, honzontal mevemant he t34-25Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 131 Theory of Fight heteopler fapping of he olor side, wind speed and drecion The reative wind te heopteris he flow ofa wih expect ote oor ade For examte wet therolorsslopped he wind owing ove he oor Bsdes creates a eatwe wind Vine ne nescopte i hoverag nano. conion. the felave yes created bythe meton athe roe blades I he helooptere hovering ma wind the relative ‘sigs combinaton of he wind and tha rir dae movement hen he at ‘Soper isin forwara ight the relate win created by he rot lad rrentof te helicopter, ard possibly awed factor Pitch Angle Pitch angle isthe acute angle betveen tho rote blade cho and 2 erence pane. The elerence plane ofthe helcooter wl be determined byt an rte fib. The ten angi vane by movement ofthe colecive cn which wil o- 1s the Bade. about the nub ani. mereasing or decreasing the pion (S20 gue «on page 20, Psyc Angle of Attack “The angle of attacks the acute angle beeen the chord ine the ato ane the ‘The lot can increase or decraaee tha angle of atck ay moving he pch angle Srhe ole Iihonine panies nceased ine ange catiacksincested ah “nen te pin ange decreases the angle of stack s ao decreased Figure 5: Angle of Attack ES Centar of P ‘Tne canter of pressures animsginaty pont where he resulta te arodynam: \ctorees of te aol are consiered tp be concentated This cate of presse tan ove ss forbes change (On some unsymmstialarfots tis movement can cover agreatastance of the chord ote ara (On lcopters, because the rotor blades are moved rom a fad axe (he hub) the stuatn cou ead to mst ne olor wih he rtr blades constant changing pitch. For ths reason, the prefered aol symmetrical where the center of pressure has vay lite mavement. Accompanying it and frags sat compe nen coat: 2 134-26Basic Maintenance Module 13 Aircraft Structures and Systems 1g Manual 13.1 Theory of Fight Figure 6: Rotor Blade Aros Relationship between Vertical Forces Effects on Lift ‘The itdevelopment by the nalcopter has tobe suient ta overcome the weight ‘The heswer te wought the greater ne pen ange and power fequremert "oe" ome the wont ve Mk acon Hover ‘Als acting onthe nescopter wil be stan drag, Three orca moving he heteopier inthe eared srecton whe Sag the force which tends to rest thrust, Theetore.Eelore any movement may tke place Hust must overcome Gag see Figure 7” on page 27), rt weightBasic Maintenance ‘Module 13 Aircraft Structures and Systems 43.1 Theory of Fight Thrust ‘Thus far we have discussed he taht of he heleopter ony in vegas to obtaining It tie mention of ust Sse the fotor wil ody Mt fren and athe ‘rw tine propel the heicoptraetonly thrusts most important. tet that ques ths Sectoral movement ‘Thastis obtained by movement ofthe Wp pat lane ofthe color o Flo ef the hetcoper@ ascending veriealy ral a Rover ian Bust ae both the fame diecton. vere However i order to oban forma, Rachwat.o sie. ‘ward ditional ig the ator ase wl be ie nthe Seton of he movement esr. Ths resin tars thrust bong erpansievarto each oer gung the netcgper he abit io maintain hight and move Srectonaly (see gue © on page 28) Figure 8: Thrust and Fight Diections > vsicorne concern carne ade aatiBasic Maintenance Module 13 Aircraft Structures and Systems. ‘Training Manual, 13:1 Theory of Fight he dracton of he nekeoner is accom Bished by cranging the angle of aac of he inst laces as they pase long {herds nord aesompie he the hue must nave provisions 3 fatherng 23ni. wher Simply lows e pich oe moved as shown Figure Son page 29 Figure 9: Featheing Axia 8y nanging he pen angle fhe bade, more ores itil be casted The pitch ‘hange canbe aecompsted by the pict by use of ia calectve orale or owe ‘herneicopetn the a This sec lowers te pten angle fal he blade he Same amount thoughout he i pat pane this ts increased atone pt ana ecreaces at another pont 180" pan. to Blass il elma ana dvs, thus Mowng ‘he disc Tas i aocomplaned as the piot moves the cyl sono. ahch uh { ‘moves each bade a predetermine ara equal amount as shen in Figure 10 on cs age28 sono \ Collective Pteh Movement !Basic Maintenar Module 13 Aircraft Structures and Systems ‘Training Manual 43.4 Theory of Fight Gyroscople Forces Precession nthe property ofthe ror must be dcusced before te ta drectonal canto {an be understood, Since the fio pall fs considered as adic, has the seme Properties a that of ary ote: rlang macs. The propery of mast inert sa Fostopie precession wrich means thal acon oscte 8 om he fores applied in Figure 11: Precession ‘ne same arecion a8 rotation This means tat he blades do not raise an ower "he makinum deftecten uni a pont 80" ler than the np abe Figure 1 oP age 30) Fortis reason a die which is caee0 a waenpine or star ss0=M0\/ tees io place the moto he cy to main rotor tthe lneston era or he Imovernent of te heleoptr int desrea cractan epied coat: 2 s34-20Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 31 Theory of Fight Torque Newson's thd aw states that for every action there an opposite ari equal re ston Thatelore when power apled othe tr sytem he fseiage othe ha ‘Zoptr wit tend to move m the oppose recon ofthe roto. Thsfencency {atered to astorque,Thetorque rosiem es plagued designers snce the Neo tional hehelcopter Sovera designs a er systems were red to esminae Is pober ‘One such desgn was the coast hecopterin which two main ors were paced {nop of eacn oe alating in oppeate Stocione. Another eign requees ‘main olo’ places side by ae Some of Nese denis actualy used ntemashing ‘ots turing in opposte Grectons. Sir oher designs have uted sng roles fowered thet by ramets chat ar passing tough the Bade and eee {rough nol ae tp ‘The disasvantoges ofthese systams seam to outweigh the edvantges to the ‘port that mos Peicopers use one man rotor wy an Susy rete the at Eoumract gue “This system, however, abeorbs a great percentage of he power avaiable. Togve tho neteoptr feselage ths Srectonal oval avarable pon rotor veeay ‘mounted hea ore fo Keo te fuselage srg when mnereasing pave’ ‘he leh fhe aoa nereased to counters ne toreve Tiss secompished ‘by Toot pedals move bythe bac se Fogo 12" on page 31). Figure 12: Principle of Tal Retor the Many f te conventona helicopters using tl oor have found methods o help reduce ths power requremant i fight One of tesa metus fa vera! fi then i feet mover fo Feep the fuselage straight during forward fight Ts {Win ured the ta rtorBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 43.1 Theory af FlightBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.2 Airframe Structures - General Concepts 13.2 Airframe Structures - General Concepts cogprennmcasarnse ‘cat: 62 24Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems "13.2 Airframe Structures - General Concepts Structural Classification \Winen designng aeroplanes, ads o which he various pars are exposed must betanen fo covaderton These ads are erent or each pa ofthe construc ton. A ference made between primary and secondary consucions When Choosing maton flor maitsnanee work hs must be akan io account “The primary construction consists of tose pats of tre aeroplane construct hat bearte loads fee Figure 1 09 page 3 ‘cat: 82 492-2Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 13.2 Airframe Structures - General Concepts Stbiizerip Stier rice cee {reling Edge : \ Main Landing Gear Wing Leading Edge ‘Nose Landing Gear Doors (Gxept Atachments) cat:82 122-3Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 182 Airrame Structures - General Concepis, “Te secondary constuction general gives he aerodynamic shape tthe sero jane sastucton’ On ie be ofthe main sechons the dferenceceteen gr mary ana secondary can be cleat ilusvated, For axample. a wing secon Conte ofa primary pat snd a secondary par (eee gure” on page 4) Figure 2: Wing Structural classification s2-4Basic Maintenance Module 13 Aircraft Structures and Systems. ‘Training Manual 132 Airframe Siructures - General Concepts Dimensions and Locations Figure 3: Axle Systems Lateral Ae Vertical Axia Lenhtuiat Axis Station identification Systems Inter to determine a parular lecaton an aroptae, te vided ino tree y 7 x ‘agra planes tat are at angie‘ G0" to each other (see Fgure on pexes) nema Cat: B2 132-5Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 132 Airframe Stuctures - General Concepts, ‘The fs plane cus the aeroplane horzonal (based ona cross secon) These Figure Zero Point of Stations panes ae ales walrinoe or Z stations ‘The second plane cus the aeroplane veteally (based ona ross secon} These planes are ale buttock nes 0X stations ‘The thr plana cuts the aeroplane vericaly (Qesed on a sie view) These ae Cala boaystatons or (x) statons. By means of ese tee planes, sry and very satin the aeroplane canbe gen anX a anda Zcoordnate Some er ‘plane manclacurers use abrewatians fr these coorats a olows 'BL (butece ines) =the X (Y coorenate Sta body stations) the ¥ (x) caoranate; WL (water ines) ~the 2 coordinate. (Otter manufacturers ute te folowing abbreeations Xia &% Siatons)- eX coordinate ‘Sia (Y Stations) - he ¥ coordinate, 28a. (Z Stations) ne Zcoorinate ‘There's nuroe: behind these abereviatons which indicates ne dstance ofthe pan rom tne 7e"9 port For aeroplanes bul by Beng these stances are gen Irinches. Fo" aeroplanes but by Abus. cm “The zero pont ofthe Sia. (Y Sta) sn tonto. ening oF on he point ofthe fuselage nos Figore 4.0n page 6) Incates where the stain numba O's bhind he Domtotthe nasa te ston number nat are Fost the Zor pet havea mi Sgn forineance. Sta 60 cat:02 2-6Basic Maintenance Module 13 Aircraft Structures and Systems. Training Manual 132 Airframe Siructures - General Concepts Figure S Station Examples TOP OF Foe BEAM AIRBUS eww BOEING cat: 62 w2-7‘Training Manual, Module 13 Aircraft Structures and Systems 13.2 Airframe Stuctutes - General Concepts The 2e0poitof he W/L (2 Sta) depends on the ype of aplane The zero point the WL. na B-747 1 1 inches blow he lowest pst of he fsclage Every Seroplane hes a oferent 2era pont ‘The zro point ofthe BL. (K St ie the conte ine ofthe aeroniane soe gue &* inpage 7) Loong nthe arcton of ight. here ate lek-hanganarigh-rara but Tock nes. The ef: hana butock Ines ae ndeated by snus sign an the ght handones wh a plus sgn ‘The wing, horizontal and vericalstabizers, and powerplants of most aeroplane ‘ypes nave tha own locaton wenteation system Zonal Identification Systems ‘The ation detain system i used to pinpoint he various lesions an a Plane. The saon numbo's mae posi fondest Me oeaton of te eee Dtgrviy. the aston ofthe oad. he oes afte companments and ot pars. To eal parte move easly ano aeaize where work most be done, Ne Feroplane die to ease zones + Mar subzones Major zones are cent by hunsre as flows +100 FUSELAGE LOWER SECTION + 200 FUSELAGE TOP SECTION + 300 STABILIZERS 1 Ato NACELLES 2 SCO LEFT WING 2 BCO RIGHT YANG 700 LANDING GEAR + a00 DooRS Figure 6 Major Zones (Example) Major sub zones are rere ty the ten of he majors zones cat:02 f22-8Module 13 Aircraft Structures and Systems ‘Training Manual, 132 Airame Structures - General Concepts Figure 7: Major Sub Zones (Example) Figure & it Zones (Example) - VEE Unt zones are denied by 2 tree gt numer An example ofa iccaton ident \nete necassary, he uneven zone number ‘ler othe eRthand zane, and an Aton system 8212: tren number dates argh hand Zone Large constchon secions. cluding +200 upper ha af body (major zone) ‘doors and conta surfaces, have hee own zoe numbers +40: Cock ¢majrsut-zare) +2 zone numer onthe right-hand se (unt zone} ropes Cat: 82 132-9Basic Maintenance ‘Training Manual, ‘Module 13 Aircraft Structures and Systems 13.2 Airrame Structures - General Concepts Lightning Strike Protection Areca require elcical contact between all metalic and composte partsinerder toprevent acing ober damage. Alumnum mused ie ovde aconcuctve nah forthe dssoaten ofthe elcical energy The aluminium may be provced na rurter of ways depencing onthe manufacture of be aera No matter whetne: an aera aluminum orcompaste when lightning is an a= {aR tnoeds a path or the etety to fw traugh On an aluminum sk he rciy wl Row trough the sk and cacharge out he eine wis. Snes com. postos do rot conduct elect, ighring potacbon Nato be ult no te com I ere i no ghtning protection n the composite andthe ightring exits trough the componte components the resins he composite wl evaporate leaving bre ‘oh. Carbongraphie compote was ost behved to conduct enough sete 'stociespate fe elecireal charge, buts wae laervnd nat iobe we. umn. [Unmightnng protection may be uns caroanlgraghte pare barren een 3s 2 layer of fiber gass, shuld be Use o prover a galvanic potential between he Earbongraphte an alumni Figure 8: Lightning Attachment Zones - GR] Zone2 Sent Stoke a Electrical Bonding Normaty the suuctute of sn ara consist of metalic assembles whieh ensure ‘an ewe eletre conduct however cota Inguatng intermediate parts ‘Slop the corny lsge tome8 The sonst restores by means of sp ‘sews rounaing gs fies betueon morale aeersobes. Hinge parts (con Sfaces, doors. haloes. te) removable pats lunged mepecton oor ‘| are powdedurh‘one or overs bonding means shunting each par were onli may beimeruptd For pareeular ones sven ae uel nk engines ‘3nd APU. the bondings ponde an efferent crovaon of tate potent Sonang Ships aod sorows are connected oe ma etre Exemalpronudng ars metalic ot te proves wth elect ead connect. ‘tothe man strcture. Amennas ano oer equpment are not banded eto he ‘acttat tas of ighnng eau damage ony te element suck aout endanger ‘gh ose pars of he sera Diferent manuacturers use ferent methods io dssipate the electicl charge on congontestucures. These are afew aerent mated + Alumni wres may be woven into the op layer of compost fabric Thisis {sual dove wih Hoe lasso Kelar ana not wh carbongraphita + fine sumiiom scr may be lanated under he top yar of fabric. this ‘medias used on 2caruonlraphite component. fis usualy sandwened be {Woon vo layers of et gase to prever'a galvanic potertl + Ritinalursiom fal set may be bonded othe outer layer of comsoate du ‘ag tne manvtacirng process + Asmniam may be fare sprays onto he component. Tiss molten alumi ‘umialis sprayed on he a pant Some companies wil just pant the compo. ‘non with an auimined pe + Insome seustutes. a poce of metals tended tthe compost to alow he Rate > Depavement Ditferentiating ‘The ouput proportional tothe rate of change ofthe apt Displacement» Rate Acceleration Figure 6: Resistor and Capacitor as integrator and Dtfrentiator Tf Pe Figure 8: Relations between displacement rate and acceleration oe’ fe] Relationship & 0 0° catsa2 w3a-7Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 133 Autoiight (ATA 22) Operation Principle of Flight Controls Primary flight controls [leron > seers ature Rall avis, causing a heading change Eevator> steers around Puch ax, causing aatude rate change Rudder > steers around Yaw axis causing a heading change ‘Secondary fight controls Fraps > conoist and crag ‘Sate > conte and ot99 ‘Spoiler > assisingaleron and spoiing of it Flight manoeuvres ‘The peemary fight controls must be detected to inal of terminate an alice change During cmb for example the stitute fe nose up andthe elevators are centered Toinfate and termmnata acim, te levers mut be sho de ‘uring heading change the let wing sup or down, the ailerons are near can. tered Tointiate an erate acurve, the aeons must be shorty defect. Th ‘teres maybe anise by spovers sna rudder Figure 8; Deflections of Fight Contra! | — Ie | Figure 10: Fight Contots Spoilers etianepomeas Cat: B2 133-8Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 19:3 Autofight (ATA 22) Feedback Controle Feedback conto a wisely use in modern automated systems. A feedback itl system consis of we base components rooess being contalles output sensing oloments ‘contoler ang actuating devices ‘The input the system's the eerence vale, o se poi othe sytem output ‘This fepesenis the destedoperaing vale ihe ouput Using hexampl aes Ing system te inputs he ested temperature seteng fora room. The process being contol isthe haat in the eecack systems, the procass mht be ouring system or he engres of alta Also te aulomoble engine A cruse Eeriel "any af avait of ther processes to whch power aplied The output isthe vanaf he pracess thats being measuted and compares to Ie MD Inthe above example room temperature Sensing elements The sensing tants are the measuring devoes used inte fedsck oop 1 ‘ronforthe ali othe output vanable nthe Meatng syst exampi: his fans fon normaly accompizhed using a temperature saneor There are many der tert knds of eeneore uses nfesoack conv! sytem for automaton Controller and actuating device ‘he purpose of te Contoler and acting dove in th feedback systom is Compare the measured output value wth he felerence pul value ano reduce the ference between them In general the contol ana stator ofthe system Bae te mechanisms by whe changes tthe process are accomplishes tne Shoe he ouput varable These mechanisms are unsaiy designed specaly for the system and cons st of Gevees sun as motors valves, sleno swees, Pe- ton eyindae gers, power screws. puley ysirs, chai ervos and obser me ‘rant and eectrca components Wher the op oem torperatre em the set pon the contol uso the heater When he temperature exceeds ne Setpont teneater tuned of Hunting and damping “The sabity ofa conto system edetemined to aa extn by ts response to 'tusseny appied egal or raneentIfaven 2 sea causes the syter to ove: orc film phencmenan led muning may Occur mich the syeom Rest ‘mrearrets team one onecon and then evercrrects Rel nthe epost ‘esto Because haning ie undeseable measures ao usa ten cree “ha most common coractiva measure the aden of demeng somewhere 0 the system. Damping slows down sysien Tesponse and avois excansve ove ‘shoals or overearectons, Damping an be nthe frm of electcal resistance © [nelectonicarcut tne appleaton ofa orabeinamechanea ereut orforerg at ‘troughs smallonfice asin smock soeorberdamang Signal proportensly othe ‘Souaing deve rae or process rate are aca sommony vend for damosnng Figure 11: Contat Loop ia cat: 82 13-9Contro! Loops “The auropiot represents two diferent conlleops Inner loop Stabizs he a ca atitude around the pth or rt ax outer toon. Conte the avcratt natal and vernal actin, (ce airspeed aie, track. intersceptionofrade beam et) Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13:3 Butofight (ATA 22) Figure 12: Iner- and Outer Loop sear | “Page| soem | ba cat: 02 193-40Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.3 Autofight (ATA 22) ‘Synchronisation Figure 13: Loop, Autopilet disengaged and onganed Autopilot not engaged Dune the ime, when the human péct stars manual the acral the aude et ‘reroe provides the actual tude infomation (2) 0 he autopist computer The ‘utp ofthe internal summing pots tooded back stead amp (1 to washout ‘any bulded up signal tthe servo. 7” Thssmade i called synctvoneston. The synenronaton is necessary to pre- ‘vent any ers of he fight conto athe moment of auopiat engagement ‘Aasengaged avpiot sinevonizes wh he actual arora atitusetrereore ‘he autopl must be surays loctnealy Powered and funesona opera Autopilot engaged “Te navigation systor and sensors provides a stoering command (1) 10 he ato- plot computer ‘The summing pone fee he ieenng oer 2) te sero. The Sera ecton is soneod by he atte eforence an at 9 feecback (2) Me Surg pnt yeep eoe oe cat B2 433-11Basic Maintenance Training Manual ‘Module 13 Aircraft Structures and Systoms. 13.3 Autofight (ATA 22) Terms and Definitions “The folowing explanations covering he aufight system are held na generate 2! coverng rainy commercial afplanes. Detaled Msructons oe covered a Sat ype causes “Te thorm Automate Fight Coto System (AFCS) sto understand as 9 com plex sysorh, wih he purpose foncrease the comfofr fhe passengers 0 eat {he pote outne woloas and to ncrease the siabty of he plane DDepensing ofthe aera model. iferent devices or integrated into one computer Lin wi peter folowing tnetons Take-off ‘Tosay there & no akeratcereate for an automate tke-of cated Some felon ike Yaw damper pth in, auto rust te mist or maybe aevatee Cruise ‘The AECS conte the acral around and along al vas axes Landing ‘The AFES lands the aircraft automatcaly, nding align, fae, nose lowering snd roo Rollout "The AECS eters and maintains the apne along the runway centering Yow damper YO. ‘The YD damping teh oling, assisting the iataral steerng by tr coorsinabon And ermisios gusty wind etc close the ground. The eectionicconvoled ac- tne redder compensates every smal eatorion aud te ara yaw as. Control wee steering CWS. tin no autelot engaged” alerons and elevators re catected va elect ty ‘rau servos manualy conred by fice senso nstaled ate canto whee ‘Automatic pitch vim APT tthe sevatorisdteteg over 2 longer hme, the AFCS trims the honzonta st lnertoeumnate the evar detection laa Longitudinal stability aogmentation systom LSAS {Sige areas wth recuoe! ee of horizon sigbiers needing an electronic ‘canobad artve trator carpencating every smal storban around te eras pen avs Contr of gravity contro! Controls the cane at gravity (CG) win the alowabe its by vanelrtng fue from to regular tueltanke ad lan locstegn aor side he horzona stateer Mach pitch trim "Ran ineraasing =a spec, the cutor wing produces more Mt Ths resus in 3 nose-down efsc The mach pich tim couieracs ths eet Fight aigector FD "The AFCS calculates How fy’ that means he aleron elevator and tse com. ‘mora. This corwmands are shown at fight actor honzan ntuments EFS ‘dept Pie Pas olow ie steering odes ofeach and martin ne erect Font pah ‘The FD ean ba urea to mentor AP ractone, Mode annunciation ‘Kes preselected but momentary aot acive) and active AFCS operation maces ae oiplayed athe PFD o a separate hgh Mode anruncitor Flight envelope protection Aefarang he arerak coniguatn laning gear. ap, sat, weight and angle of ‘tact) the AFCS catulates ana asplays the mmm and maxanm operas Engin thrust Limit (NT/EPR) Depending ofthe envrenment condition temperature anda pressure) and he Selected rode of operation the AFCS calelstes the raximum thst mat. The limts are asclayed anc apied to Ne engine ust cone System Auto Throtte AT ‘The AFUS tv contre crcut moves the power levers wth a servo mater to get Ihetdesred engns trustora.sgras direct sppied ste lectrnicangine con tol (EEC) without movng tha tust levers The AT operates in speed or Bust ross. Stall warning ‘The AFCS inagers the warning the aerodyname tg ost neessing ange oF stack {The engine trust isncreased and a eae atid (areraft ase dwn) willbe es tabished) Fallure monitoring and logging "The AFCS sores ove cndtons fo analysis and Youbleshootng Tests canbe nat for maintenance purposes rane Coeked aBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual “3:3 Autofight (ATA 22) Definitions of System Layouts Failsafe ‘The crew isparto he montring Redundant ‘Tonave extra equipment: + igh contl comptes + caesiatons Tithege modes Ihe extra equipment ely n use Take OF + Lina Ge wound Al one modes are nonredundant Fail Safe System ‘he crew spat ofthe monterng \Wnon only one sensor of ne kin is avalabe (one RA. one LS) Figure 14: Single Channel System comp. Granne———[ 8s — Fail Passive System ‘The system mantorwildsconnest system Betore a dangerous stusbon occurs 1 system becomes 5 passive by using 2 aerent computers fer ontorng mati channels rutile feedback Figute 18: Dual Channel System Terenure cat: 82 133-13Basic Maintenance Module 13 Aircraft Structures and Systems. ‘Training Manual 13.3 Autofight (ATA 22) Fail Operational System Figure 16: Failsafe Tripple Cnannel System ‘Aer angle faa the sytem continues ts operation but dogracs ofl pas ‘nen you gh more redundancy by sg ohio & fourth char, he auio- Ingn sate becores st operates sates. Tha used m cre odes tke cesta I ‘Ghet tand and Go sound ! veieen S| 1 Triple configuration (Gao Toit Gay, Evaro Boog 747, Fokker100 — Teck [Bezona} —_[POm9 Em a ‘Figure 17: Failsafe Quacruple Channel System Quadruple configueation [Examp MO-T1, Abus A320, A330, ASO commana can82 t33-14Module 43 Aircraft Structures and Systems. 18.3 Autotight (ATA 22), ‘Dual Channel Fail Passive System ‘Quadruple Channel Fail Operational System ‘One dual channel ight conl computer wih dupiex servo actaters are active “Two dual fight cont computers with two duplex servo actuaton ate sctve Ia tatu occurs sytem dsengapes and avaiable the Second autopot must I's faye occurs system remains engaged and cortnues the ERwin the bermanuaiy selected heat system Figure 18: Dual Channel Figure 19: Quadruple Channel ‘anruntno [FHA Fgh Cort Pat aa Fah Cont Pat T_[eensor eensore|_—F pees Sersore ~ Fight Controt Compare ae at at cames np ae oe Le ‘Ric oumens co cat: 82 133-15Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 12.3 Autofight (ATA 22) System Layout Fre 2 Progrest of Sat Layout Deng fast a8 at Secor yam te ars med a w| xe] [em sn] [ee] (2 oraige Oroent tn oe ssem aes tees sayin maser sens oS) (| [Sm Som) Soe] |e se AP aon FOF Orecor JISC. uo eetSpene Conmans Comper = FCC Flight Contot Computer Rr — i Fo. fo | natog TCC Thrust Control Computer 24| — pee eee FAC Flight Augmentation Computer “a Fulc_ Fgh Management Gis Conder \ ea eee — oats Fac Figiisapeten FS" aut aoa Deeten System Se uf Ce) [rel}|fee] Ces) (a=) Le] ean ooer Cat: B2 133-16Basic Maintenance Module 13 Aircraft Structures and Systems 12.3 Autofight (ATA 22) Example MD80 The Digital Fight Guidance Computers a dua channel un trecewes al neces. Sar inputs ocala cpus which ate senda al users + Ege Guidance Ganwet Panel Engagement and mede selection of Autoplet, Fight Drecorand ute bette Fight Mose Annunciaior Displays the preselected and active operatona rove. ‘Alu Dvecton ineeatr {ADH shows deviation of he atl speed against ‘piu or preselected speed ana Fight Deter conan ‘Automate Reserve Twst ncreases engine power i ane engine fas dung tect + EPR Syrchrenisaton contos both engines to keep identical bust + Auto rote Servo moves oth power Ivers fo reach and marta the se Bust oF spees Engine Pressure (EPR) Lt stheliang parameter othe engine The nt ‘opens om ose lomporature, bleed a" consumption presse 3nd ‘gh phase ‘Speed ug shows the seleced speed at the arepecd ndtcatorIalso repre ns the aut thot Sesred spe ‘Altude Alt Light and sound ering the crew to maintain he correct ight, tow + Aleron Sen stoers he aera aroune rl x ax wih alerons Elevator Seno stars the aera around pc (yas th elevatos {uo Pt Tom cantosstabizeto eliminate # durable sevaordehecton Mach Trim counoracts he nase down tendency ofthe ara whan ng @ fish Macy number Ruder Servo steers around yaw 2) xs at ow arspood wth reatruddr de testo For let guano, he nse whee seeing ye ve Oy {Yas Dancer coumtracts oven rong and pats he im coxaaten SE GeMaintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Example A320 ‘The neractve Fant Management and Gusdance Syston (FMS) provides pe dietone of fght tne. mleane speed. economy profies and aktudo. reduces iekon wrk. impeoves etceney and elmnaes mary route operations not rraty potormes oy te pols ‘Dunng cock preparation me plot inser a planned route rom ogo destina- ‘on va the Mutunebon Conol and Display Unis (MCOUs). Ths route includes the departure. envote wayponis, ava" approach messed approacn an0 ater nae routes 9 seletes om the NAV Sata base. The system genefates optimum Vertes ana lator igh pote ad proaicted progress along he entre ight path Either FMGC pertoms a1 eperatans one FMGC fs ‘The plot may meoly ary fight parameter on a shon term bass (SPO, VIS, HOG" snd he FHS wil gude he orcaR othe manually Seested tage ‘The FM pat proves following funeons: + Navigator: + Perrmance precicon and opsizaton + Fight planing management + Manages gudance computation + Inlrmationeispay ‘The FG par provides folowing functions: + Ault commard (AP) + Figntaetor command (FO). + Auto tst command (THR), ‘The Fight Augmeataton prt proudes folowing funcbons. =" Yaw fenton ight envlose functions + Wesssnear pratcton + Low energy warning Figure 22: Flight Guidance System (A320) (Geidanee System ‘cat 2 sateBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.3 Autotight (ATA 22) Example MD-11 Automatic Flight System Figure 23: Fight Guidance System (MO-11) ‘The avcrafiequgped wth an autoratc fight ystom (AFS), The AFS supplies Automate fight Sarva! and ight ecw guleance dung tbe fal fight envelope (om tact above 100 feat ough ground ot out ater lain). ‘Te AFS Provides the flowing functions + Automatic ILS approac. + Lengtodinalstabity augrertaton syst (LSS) ‘Speed envelope ing (Auto ‘roto and LSAS) us autpilt (AP, ight rector (FO), Aut tote system (ATS) engine vin conto {Automat ptsh fm in AP and LAS. Fulime poral action rl contol whee! ssarng (CWS) wth ot attise holswnen tv AP is net engaged Windsnea’ warring wit AP FO, ans ATS compensation 2 Yaw damping tun esoetaation *Elwair tad fel (ELF) contol end ap iitng (FL) + Automatic ground spate” (AGS) {Stalwamning wih sek shaker and auto slat exten Atude alerting wih vsual ang aura! warnings iets cat: 82 133-19Basic Maintenance Module {3 Aircraft Structures and Systems. ‘Training Manual "sStauongnt Ata 2) Figur 24 FncionWerrchy O-1) SS || So. | Ee | rae cat: B2 133.20Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 18.3 Autofight (ATA 22) Autopilot General ‘The autopiot rprosents 2 closed contol loop Te autpiet contol he ara ‘rahe aeecentou serv nthe ng order tty the autoplet i nol engaged, clulcnes are open so the pit has to conta he Blane Then he autopiots syntvonziy dung steno the output the sere i 3 sone pit canbe ergnge at ony re wth ring tah ove ‘The aircraft response is snsed by ciferentsonsors and applied a response in ‘ormaton back ote aepot The po task ae + Mode election and athing Seting of dierent navigation parameter ike speeds, atuse, rao frequencies Selecton of aera contguations suchas aps, sit, ancng gest tm Figur 25: Autopilot operatonal oop 8 33-24Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.3 Autofight (ATA 22) Contro! Pane! Figure 26: Various Autopilot Control Panels 1/2 are used ta engage he autoplatsreseting te parameters and mode selecbon Gonerat aviation aircraft ] 8 O1G Dita ght guidance system cat 82 s33-22Basic Maintenance Module 13 Aircraft Structures and Syst ‘Training Manual, "SS Automgn ATA ZO Figure 27: Various Autopilot Control Pants 22 Boeing 747 “Tipe atop system wo. Dual autopitt sytem Esch avtopiot nas we channels ‘Airbus A320, 330, 340 ‘ual atoll system Esch auopiot has two channelsBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 33 Autotight (ATA 22) Flight Mode Annunciation Figure 28: Primary Fight Display ‘The auctrttevaicthust atopic and figt director operational modes are as- Played st the species ight mode annular or ntagrat ne pmary ght ‘spy Figure 28: Fight Node Anunciator asm a ommans "Setiriaoar (>> Ree a SPD JALT|HDG|VERT * soe) i 250 SEL| SPD TEES Th — cE cat: 82 133-24Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems. 133 Autofight (ATA 22) Actuators ‘Serie vary in complonty withthe size of he ascratin which they are nsated ‘and wih he seroayrar forces they must ono Pneumatic Servo ‘The simplest servo is poeumatic and uses a apagm moved by ether suction ora poste a pressure rom the gyo picket This daphragm sacned tothe ontel cable by lame anditpuls en he cable st the command ote autapet. Electric Servo Actuators Llectre series may use either a reversible DC oF AC motor ering 2 capstan ‘trough a reduction gear Ihe atop s gaged te servo molar gear tains ‘mechanealysuiched to he convel cabies when connec! te socket cont! to ‘he corr! surface actuator The cuten operate by an elec solonow The {eho motor dves tachometer generator to proude mveve feedback tte 3 ‘iter or speed ming and seating ‘82 wing flap syneso i crven bythe sero moter to null sorte en: ‘Gaga te autopiot The nll routs becauee tee Ys no command sina 2 he ripe: whe tho alopion sengaged Itt autopiot computer determines thal the contol sitace shouldbe moved up. the computed commana cals or contol surface movement ‘op The shal kom the folbwup syetvo is ofa phase opposte fo at ofthe computed command Therefore. convo surface movernet wt stop when he Yosou Up signal equals the computed commend Figure 30; Vacuum driven servo Conti Figure 31: Eletric motor driven servo ‘cat: 2 133-25Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, "13.3 Autofight (ATA 22) Rudder Servo Yaw Damper Servo This actuator rotates the cable drum. For system redundancy motors a0 us ‘This actuator moves the ouput rin near econ. Th input toe rude 3 The actator operates nara! mode Tne user peda are movnguwituader __temismeene mode, No ovemensa he udas"Decds are exten The ruler ‘movements The deflection of te ude Is. 25" 7 falacton e138 Figure 32: Serve rotary type Figure 33: Servo linea type errr wanes care 133.26Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Hydraulic Servo “Te next igure itustates a hysrauic per unt whic can be operated ect by {he auopiot Tne serve amor hae a Tow power output on te orser ot 100 was MA ‘The transfer va an electcaly contol hyarauicvave whieh operates aps tonassambly caled ie evopiot clator which n tum operates ber main convol ‘ole forte acustng cpinger ‘The amount of movement of he autoptot actuator is ndeated by the cutputf he nea variable seentalvanstrmer abbtewated (VOT ANLVOT is acing E’pctott This becomes the folow-up sal to te Compu command “Tha contr surtace postion may also be used as afolow'up signal Dect opera yarauc power unt bypassing cable slack setch and dag) The conta ‘feraore more sensive and mere accurate. Figure 4: Hydraulic Ser ‘cat: 82 s3-27Basic Maintenance ‘Module 13 Aireraft Structures and Systems ‘Training Manual 133 Autofight (ATA 22) Manual input from the cockpit Figure 36: Hydraute Actuator Tne corti contol cables move the quadrant atte top of Pe drawing. Assume thats coches As ttre moves the arm atiacned to tothe le Tat nn Iroves the autopot actuator tothe le compreseng te et spinge. This f mo ve cocrgn > Reetst — spectvave Coraequenee sce he aveopiots nl engaged. The lng lower arm ten pols ‘cone Sound the Bl atte lower ens asopictvor A, ‘As he tp ona of ho lng lower arm moves fo helt. moves he contro wave tote let Tes comecs the let side of ne man atte piston o pressure, The SE Tight se of tie ma actuator piston, athe same time, connec fe return ‘The main setuatoxpston then moves othe gh. caring the betta end of he tong arm toe ng ad moing the ean vave base tomar Doula 9 st ‘postion Tre main actuator ston wll move te contol sare othe conta Valve as closed of is prs ered] Futher movement of he cockpit convo n the same decton would again move the conta vave othe et, causing Pe mam actuals Psion to move othe ng Unt te contol vale once agen shut of Te amour of cone surtace move NSS SSE Sustacerrenonsaimcncibeceaantccaptanaoe St WN hes] ‘Te autopilot s capable of performing the same operaton tthe ranste valve has valve AGA Y Sorat 4 'gnat he blak verieal spool onthe nght moves n one deson a he ahr \ re contol Hydrate system pressures then ported oe ight side oe alopt au ‘Serace fd reurnt ported the leh. slang a the tans’ valve par remain open, he Main am futopiot actuate continues to move he et As it moves to te lt. However, it develops a ftowup signal in the autopict {Cvor' Ths wi cause tne wanes vave signa to become nullwnen te campsted ammanahas been equaled byte Tolow-up gna! ‘As the auioplt actor moves tothe left oaing he quadrant Yo whic the ce Des ate attached, ana mong ihe assocaiod coor contol. Ths could be thet the convo wheel tang fo aleron movement of tne contol column evn ot ‘The amount of movement developed inthe avloltactatr determines how far the convo surace moves. When tha contol sutace moves, an areayars low-up sal shows upin the autopol asa changed atts signal Trey eoene ow Cat: B2 433-28Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.3 Autofight (ATA 22) ‘Transfer Valve Ire "C* cores magnetzod by a signa tothe sect col.tcan move the serme ‘rant magnet armature up o down abouts pet port Myaraus ld cores at ‘he ower ight passes though te fx ube and cps aeross he potas der ustunder he Mex tue This ui we al etme at he atopic engaged Iriereis no elactie signal othe cl he ex tube is spring loaded to the neta aston. nhs positon the eamnaton spool valve, agar! whase ens the My ‘raul how grec, Sees equal pressures at bth ends I herelore ates up ‘ha neuval poston inthis poston, bot af econo! pots ae cased of by the Spool vave I the avtopiot develops 2 command sna caling fr cone! surface movement, ‘ha irs acton ise electteal signal n te col wneings plating Ie core, caus Ing the permanent magnet orotate sight n ane eston ort ner Ife signal develops a north pole atthe top an a south pol the botom oth ore ends the permanent magnet wil oat shghty Souter sockwsee, move te otlom ofthe fx tube fo the ght Tat causes gear pressure at he ight eh ihe sp! valve hana te et end The spo wil retre move toward the Jen it moves fo he ek unl the force rom the teecbaee singe silent to 'Bing the flr Lube back alos! othe neutal postion ‘A srongor signal from the autoplt would cause 2 greater movement ofthe spo! {ool i order to develop a grater fre ror he eosback speng a overcome ‘he gresor nagnetc force one permanent magnet Wh be speo ved tothe le. the rat contol por is cannociod to hydraulic pressure. an helt contol pots conectea to return mowing the atopiot acuta the eectical signal's {Erthe oppose play the spool wil movergrt stead off, revere ty ‘Sraue Sonnestors to the eat pots SS Figure 36: Electro Hydraulic Transfer Valve SAG Pot Point Feed Pipe N cat:62 193-29Basic Maintenance ‘Training Manual Module 13 Areraft Structures and Systems "8 3 Autofight (ATA 22}, Rudder Power Control Unit Figure 97: Rudder Actuator (Hydraulic) vo sys(" cat 82 493-20Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.3 Autolight (ATA 22), ‘Serie - Parallel Mode “The mechanical ouput of autpict servos are apphed in wo dierent manners to the ight contol system + Sere Mose + Parle Mode Flowing example i shown for the rudarncton Serie Mode ‘The Yaw Damper servo movements ace n seri) tote input om the pecale “here gro feedback tthe pode felabe. The rudder Gefecions a sal (upo s-6"y Ts made is used or yaw damper unto during cus Parallel Mode In ential modes tke Take-of, Land, Go-around and Engine ase, the sen ‘movements drecty (ara) apples 1 the pedal put. The pedals wil move ae orang The rade detector auorty can be large. (upto 25) This mede i active dung the-of, proach landing and go-arcun Figure 38: Sere - Mode = ‘Actuntr eed cat: 82 saeBasic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Control Whee! Steering Force sensors st installed inte macnancalsteanng Inks or directly sie te Eetfl wheel hub the pete marualy storing senso’ takes he apie fot from he conzal whoo the avtoplot computer The aust eectocaly 260310 theservoatuato" Tne movemantof ne con sutace smechoncay Wed back ‘The contol wheal tering provides iateral and vera lai twough elecuonie Corr o erone and elevators when the fe not engage ‘ith no ore on ne contol whee! he aera hos th erent attude Forceson the contol whee! command an aia ol and pich ral ropertonal fo he ae- pied force so at when the foros e removes fem the onto wheal he crs Folds thenew attuao. This smpifies th leony ofthe aplane an salsa ape teeton agains excessive stewng commands bythe plete (CWS s avaiade when the fight conto computes operational but nat enganed Figure 4: System Layout (oo aug" ar Ronco ol Rate" AP PSE: Commans. (Bank) ‘Ricron Serve} Figure 4t: Fores Tranducer(E Pick-off Transformer Type) i a | Ker F cat: 82 43-22Basic Maintenance Training Manual Module 13 Arcraft Structures and Systems "13°3 Autofight (ATA 22) Fly By Wire Sidstcks re used ty the avert in piten ao The plotingus are terre fey the computers and move the ight contls a5 necessary 10 aehove te Se: ‘Sted ght pat However, egalesso! he plot nut he camputes wl revert fxcessive mancewres and exceeang of Ine ste Nght enveope. The light con fr sutaces area stectieay conotea and hysreiealy actuate One of he ‘vantages of fy by wre thal ihe acts simpler to hy than a conveneal area the sist is comered the aera wi maintain ts attude. Detection of the "Scosicereposerts 9 poh oral aude change wih 9 prodeteraned ato The autplot wil xoude the commands cect in to te fight conto computers lth fy by wre system stead ot hese ex signal Figur 4: System Layout Figure 44: Airerat Control Characteristic hl eee resem S 4 Gos coat: 82 3-0Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual Operational Modes 13.3 Autoflight (ATA 22) Figure 46; Take Of stuation Take Off This is the made in which te system powers-up onthe ground In the take-ot ‘made tne ute fight system gues sosnng signal or te ground vol rotator of and eim ot segments athe take-o craton the grourd and upto 38 10 eet of radio aude ‘The AFS gos fight desta commands ony nove 35-100 feet. 15 aiowed to ongage he autoniot, Figure 48: Take Off Run Lh x + Wy Decision Specs VeRolaton Speed V Take OF Safety Speed sa.‘Module 13 Aircraft Structures and Systems 1313 Autofight (ATA 22) Take off “The autopiot can be engaged ari of ‘Tne pen attude s contol foreach and maintain take of elerence speed Up s10;Ks ana wings level or hescing hols Pitch control The take of reference spaed can be determined accorcing arcraf weight amb nltorperture and arpor olovaion wi ities species the Ita operators rmanualor Boole “Tne made slutons he automate determination ofthe automates computation aon as epeed wth te nlp ofthe compater, Roll control ‘Alte ito he aulpit steers for wings evel after eaching 2 safe height the a Plane is contotes to steer heading hoo. ARG selechon bythe pit he odes ranged to heading sees 0 ravgoton Yaw contro! In takeoff he udaer channel stabilzes the spine around he yaw au. fone fSngine fal the rudder meat defects to compensa the asynmete (west Go around ‘tera missed approach, an automate go around can be inated, Fo ich conta fhe ange of stack spend uy 8 sale margin of 10 kts sppued The al conta! ‘ehsonteal of ince of Figure 47: Pitch Contr Speed on Pitch Figure 48: Control Loop Contigur ton | Hl (Fp Sta. St, Pos) [Gontrtaw [Servo ADE CAS) Anal of Atk): Accelerometer (ay VOPHCh onasey ‘cat 62 433-35Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.9 Autofight (ATA 22) Landing “This rode provides the capure and track of the ILS Beam {LOC and GUIDE) ant utes the folowng tretane. algnment havea 0 out ‘This mode is avaiable fr AP and FD. enables landings tobe performed in GATZ/CATS operation Theefore the slecbon one LAND ede authozes the engagement ota second AP “The arming ofthe LAND mode enables the LOC and GLIDE modes tobe ames nin teal ang ongludal axes. When he areas staoized on he LOC ana GLIDE teams ne ABI FD guides the aera along te ILS beam f020 1 8s ‘tug, fre LAND mode provides be alignment onthe runway cate Ine on the {a0 axis and fare onthe ah as ‘The ROLLOUT subrrade's ngage a touch down and provides guidance onthe "twa eerie ne As Pe LAND rods ltchedbeiow 400" canbe eaetvat- ‘eon by engaging the GO AROUND mode. Actors onthe FEU are no longer Figure 48 Figure £0: Before Touch Down ‘cat: 82 193-26Basic Maintenance Module 13 Aircraft Structures and Systems 19.3 Autofight (ATA 22) ao sproach and Landing ‘CAPTURE PHASE - This prase is when te aera captices the ecakzer ot Sidesope beams or guidance during an automate anding The ocare: od {ldestope Dear supply te gudaneertorences to ep the aca en an ptm Fight path LOGALIZER CAPTURE fs smooth and stable at ranges tom four nautica ‘aes up 80 nauteal ms kom Be runway tesnold and a arspeeds up {0°18 Ve (nimim steady ght seed). The localize beam captured at Sy nace ange ot 9 gees fom hese way heading Te GGLIDESLOPE CAPTURE scone wihin the performance its rom above ot feiow tne pesopecenterine Tiss done at any ntereept angle Upto ple fr mus thee degrees The captie ' emeat ana doce ot overshoot he boar carer ALIGN PHASE - The aign mode i engaged automatealy at 150 fet racko Sttude" The autopil comands an ign maruever To bing the aera Reading te tunway heading FLARE PHASE - The flare mode engaged automatcaly at about 50 fet Fadia aude The autopiot commands fare pa and the auto thttes con Holt reduce trust he ce stop Autevotle retards engage at approx Imalay he sae port as autept fle, buts weependent oe autopilot ngage statis Alchanges inthe rte of descent are soo. hen De fare roses engaged a novep con courn neon s supped ye asp NOSE LOWERING - Nose lowering is iated immediate ar leuchdown bfthe man landing ges" The auopict decreases te curert noes up atta tain faring geatueroun fo 9 mnsmm pon rate of to degre pat Second Aer the nose gear has touched down the autopiotcontmuously Senge a nose down eames to make sre hors abays em contact wh the runway) ding the landing “oon pace ROLLOUT The AFS supplies ground rolout mode which contol the ar Eat estoy on he runway center Figure St: Automatic Landing Sequosce 5 ee gn catsBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) ‘Automatic Landing Categories Landing ow visibly 's perhaps one ofthe most exciting ways to operat an ar. ‘at buts cay memos demanding Such progress nev! aviabon was made possbie by age mproverens m ata canfoaysteme ove the ar 0 years nupled wth stingent requirements or atieta equipment ans crew quaiicaion In Category pts see the uray ight en afew seconds (about secon ‘etre touch dawn theretore there no mag fo ear The bas or Category TiPoperaions uch ae avciahcertheaton er arine operational Gemonatston, ensres aah vl of safety Moreover pproacn sucess ae ata! ne A Bret History The tn of January, 1969, an Ar Iter Caravete became he ts! aca inthe his tor af ens vation ana m actual Category IA cenaitns aueng 8 commere fight (LyonPats) Ths approval was he Gre osu of success Nght es ‘made snes 1982 Figure $2: Auto Land Categories F i = Decision Height (Fest ‘0 VR « pumnyVinity Range (Meter) | ss = Since then. many aera were gare approval for Category IIA. sucha he Ti sont the B77 4975) Fe Concorde (978) In 1074 tbe A300 was carted or Category Il B.folwed bythe a0 (1983) ara ale the 8300-000 (1984) Fal Speraionalauiomatc andy wae rel Uses or thee type ctoperatons but tas found ues to develop ‘a. pasaive capably nore to eatey avne requests Curent. Abus ndune Area are certain wit fa pactve (imtedto OH £50 R} and aeperabonal anaing stems Economic Aspects CAT I equpment represents a Sgnificant cost for an sirine. However. tis the Snip way to Roop vine serveas auing the wrole year wihout any diversion ‘eathe condtone may depend on fe ated oeston revere seta CAT lox CAT Il congtions may oe" a ary aes during some petade of he Yor werent are expensive or an avine evel by paceengercompensaion ns but as by the reslbng bad mage For hess reasons. geting operators Sppreval for OAT Il are CAT i approaches may be consaeres as 2 necessary ‘opin tne evouton ofa maven rine os ve Ac cat: 82 493-38Basic Maintenance jing Manual Tr Module 13 Aircraft Structures and Systems 18:3 Autofight (ATA 22) Decision Height and Alert Height In CATIVCAT equations, two diferent heights ae defines 2 Decision Hegnt (OH) Sen Hig (4) Decision Height Definition Decision neigh the wheel neigh above the runway elevation by which 20 ‘ound must be ntated Unless sdequate vu eerence hasbeen estabishea ‘Sod he aera positon and aperoach path have been assessed a statutory ontnue the approach andangingn Sate ‘Aplotmay not continue the approach below DH unless a visual ference conta ing not eas han 3 ight segment ofthe cee Ine fhe approach igh Tu \Way eens tne or touchdown Zone igh runway ego ight abla Alert Height Detition ‘Analen Heights a height above the runway based on the characteristics of the Srcrat ans fi-operatonal automate landing syetom, above hen 3 Cato Ii sppraacn would be decontruod and 2 masse approack mated a alu se "red none ofthe rodunaant pars of re automate anaing system, ote re rant groune equipment Ie gener stated that falure occured below he Alert Height would be Ignoted and the apercach continued Decision Height and Alert Height Concept Decison heights a specied pont space at wich a pilot must make an oper ‘tonal docon. The puot mus cide the vel references ssequst to sai Entnue the aproaeh have been esabished ithe wa telerences have not been established, 2 go around must be exe cates + ithe visual reterences have boen establishes. the approach can be contin Usd However, the pol may always deode to exbeste age aroura ussen ‘Segraaton nthe visual eforenees era sudden fight pn dvtaoncocur Runway Visual Range Runaay Visual Renge (RVR) he range over which plot ofan avcra on the {etter ne ofthe uray can see te runway sta ravkigs ote hghs del ating he runway or dang scone ine (ICAO) Fall-Passive Automatic Landing System ‘An automat andng system i falpassive if the event of fair, teres no ‘Spnieant out of tim canivon or dewabon af Ng patho attude ue nds ‘eratcompleted aviomatealy Fora fanpassve automate nding system he ler aesumes contol ofthe area ater fre (On ArtusInustie ara since the A320, as passive capably announced by the display of CAT 3 SINGLE on the PFO. Fall-Operational Automatic Landing System ‘an automatic lnaing system i faoperatonal fn the evento 9 flute below ‘Stent ine approach ne hare a anaing canbe comolsed by he remane ing pata the automate system Io the event ol falure tbe sulomate nang Sis tein operate a fal pasaive system (On Abus Industne aera since the A320, fal-operatonal capably i= an ‘ounces by he display of CATS DUAL on te PFD. Table 1: Categories Lancing eum weten) | OM (eet) Category cari 300 100-200 car 200 =100 carne 75-200 0-50 carne zee ze cat 62 133-28Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 13.3 Autofight (ATA 22) Automatic Landing Figure 54: Ptch Control ‘The automatic approach contains diferent phases of operation nal 3 axes ph ‘allan yan Menu it Fare: the veri! speed wl be reduced, acceptable fr he lansing os Dev ~-f65 rey ‘Align: the arcrat’s neacing must be intl wth he uray = heading Me coi Seneet een fEr-$ RRolout tne ara i stared along the cnteine of he runway th the help of Me wf eae ental Be) Teeatzer signal me [erin ' Figure 83: Approach sainvincl Spine Figure $8: Rell Cont Yenc ayretse Pach ‘Scare soc fray none HOG) ont Resi atone 0 ‘Ser Poston Taianegomeat cat: 82 133-40Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.3 Autofight (ATA 22) Go-Around Figure $6: Missed Approach Go Around In tne go-around mode the autfight systom gives pth. ol. and trust steering “Sgnaisto conto! he art en a ate moi rom an unsusossl approach There ae switches onthe tvs! levers to select the go-round mode The GA se. lection automatealy engages the ATS, sects HOG hold mage on, and sae speed the speed pay ‘On abe ara pes the notes must be manual moved uly forwara pos ton. Tne Go-arouna trust willbe omanded Yom the engine snd atarstialy 8 ove sae cms intited The wings ate leveled and ala safe aude reaaing FoWor heading select mode is ntated TAP ramaina engaged ormmiantan cutee factBasic Maintenance Training Manual Module 13 Aireraft Structures and Systoms "13.3 Autofight (ATA 22) Heading Hold Un the reading held made he auopiat makes stein signals to hol thea ‘ats enstng Reading When the crew sects he HOG Ro mode whe he 3 atise aro ne AFCS estlevels the aera of The heading hed mode she Heading Select In ne nescing select mode the AFCS contls he aera o cape and ho the reading which he crew elects onthe lgnt mode pane!Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 19.3 Autofight (ATA 22) Altitude Hold Inthe ait hol mede the aut fight system makes stenng signals to evel ne ‘and it hen nods the abtude at whien the aera was yog when he ie noidmage was Mata by pressing Ie selector krab momonany Altitude Select “Te auto fight system makes steering signals to level the ara of ata pres leciod altudearathen I hlds te altude The wah was cong or descend ings a preselaciod verte speed oie ove! change mose, Figure $8: Attude Hold and Alttude Select Mode Aavitade Hota select A ) esa ( ) a Sole © / . seer rate conore < Prevacid ‘cat 62 133-4Basic Maintenance Training Manual Module 13 Aircraft Structures and S; 13°3 Autotight ( ai stems TA 22) Level Change Tie level change mode isa combination ofan speed made ang a thst moe fatten AT is engages). With hs cambinoton AFCS fee the avert Wom an 6 High lev to a new preselected aude n te vel change mode the AFCS. tranes stating sara to convo ie speed ofthe ara with fe elevator WAS OF Meslect mode) Aut throtiecontosthe engines tothe ope” Int ivel charge ‘im orthelwer mtn dscert The verte! speeds smo depends ot rat wognt te The APCS says the lave change made unl be arora eat {he presalctedattde and tne gous to aude capturnols Vertical Speed Select You selec th varica speed mods vith the VS selector. The rea.out shows the Carton vara! seve on ne display and selacs the VS mage Rotating the snob Update te display and ne AFCAS aguas te vercalcpoes fhe arta he fepayen vale Figure $8: Le Change and Vertical Speed Select Modo te Fight Le Vertical Speed cat 02Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 133 Autofight (ATA 22) Flight Path Angle Select This rode allows a pregelacton ofa desta cimb- or detcent pa ange. The arate guided slong the desred fight nah ‘The slectoris combines fo ‘Vertical speed seecton ait the read are sown ening wth 00) Fight path angle seecton (2 digs are shown with @ decimal ont lt be: teen) v= Angle of attack B= Flan pam veto angle 1g B= vera speed grourdspees Figure 60: Fight Path Vector B= Alan Path Anale Figure 61: VS/ FPA Selector © Vertical Speed Flight Path Angie "Select ‘Seoat ete Sgee/ ight Path Angle (Autotight Control Panel) “empha cat: B2 133-45Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Lateral Navigation Inthe navigation mode the fight management computer gues steerig Signs to ‘he ight cont computers to convo the Reading ote aera. Profile Navigation Profle mase.In the pote made the FMS ges vaca steenng and thrust com Irands athe fight conal computers The hight management system ose ane BSttude cnanges altude captures and attuge hogs when the AFCS is mre pre fie mows Figure 62: Lateral Figure 63: Profile es ie cat: 82 113-48Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.3 Autofight (ATA 22) VOR or Loc Figure 64: VOR. Inthe VOR oloaizer mode the ight corral computers use VOR or LOC signals {2 make rol stoning sonal. s & S Neem Figure 68: Loc J Bb sate hm Stesennep on cat: 2 133-47Basic Maintenance Module 13 Aircraft Structures and Systems. ‘Training Manual, 13.3 Autofight (ATA 22) Pitch Trim Figur 66: Lif, Weight and Genter Of Gravity Function ‘The honzontl stabilizers automaticaly positoned to of.oad any stony stato ‘Simor setactons of more nan eacenge The im rate vaned win arepeed ‘Sd aude fo provid bet perermance for light conatons. ‘erate pte) tim (APT) Knetion containedin auto Fight system ‘Outten condtons tat cout esut in unazceptabe tm function causes to a ‘Sogage and are annuncated othe hg crew Aircraft fies in stable condition ‘The Lit A+ the WeigntG + the negative Lit S = Zero Ax= Sth Lift attachment moved backwar Induved by neeased ito te wing ps. at igh specs ght 2 The acratt lowers ne nose. * Coreston win nerzontalst=bizr toward ateraf nase up deecton (ANU) Center of gravity moved backward ue ofl usage of the inner orks, 2 Tha accrat ees tne nose 2 Coracton wih herzontal stabileer toward arcrat nose down drecion (any seo ‘oat 62 493-48Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Automatic Stabilizer Trim System The motoran he ight dives ajackserea whose rts akaches to he foreard spar the sabes The tabsges poled onthe altpar Turning hejacksctew ore ‘tay or me ober raises or lowers he ose othe stabizer The motte cous fe hyorauiealy operated and eecrealy conto, of could be a twecphase ‘Seatne ator Shown isa De secs motor “Thee ate avays atleast a sabizer motors and usualy both can de ntosne {nme feral gearbox if boty are sing, ta rae of aeration greater han {hat on one moler there ae twp ect meters, anes pea) mabe and {ives froogh a lower rate goa tan for sow speed operation ‘There mgmt be ‘See hyorace motor uses forthe fat operation ane an wcrc mole ved forte Slow aperaton Fast sued during take and approach, and ow ' ved for {tse the sow operations Used bythe aoplet ster (nthe outtesr horns of ta cockpit conto wheels are two swe mounted lose ogeer which can be apeated by ane numb General te manual operation of the stabilizer im system bythe plot discon Sects a aopiot "The reasoning behind the srangement fe hat ne pie ‘eeds fo vim the satiate atepletc nat ding teed correctly Operation of ‘ther the copia’ or fret oficors neo! em swnes operates pony Tis) lanich isomects rom the motor any signs that mht bo gerarated by tho au tomate staves tim cui The tm cpl pat te automat fight gu sce system Tho basic contr signal for automat tables tm is te elevator poston. the level Geteciers see an elevator ton fr away fom te fared poston for Several Seconds ane oftham wil operate tha seno motrto tim tha sabi ze up or down ‘as newed Wen the elevators got ose enough the fares postion te vel Getetors stop Ror operation of fe serve mot [An aspeed uncon usualy contols the sensibuiy ofthe evel detectors, Atcrise Speeds ine elevator shel pernaps as tas 1 away tom tha fared poston the stabizer tim system opetstes. Al appr0ac or akeot speeds automate sa Biger taming ert sated uniese the eestor eee rvs farther away om Ihe faved postion Figure 67: System = Gap cat: 52 133-49Basic Maintenance ig Manual Module 13 Aircraft Structures and Systems. 13:3 Autofight (ATA 22) Pitch Trim Functions Electric tim This bas turction provides pich as staizing and enables lease apie tothe contol coluna a mara fight be ovetaden by means Figure 68: Functions [ne pen rm cone snes enos ects whee ian Augmentin cin ‘tomate tim or asttin vito any aston on he ph ti cont te mace Sin eermonerty soonest ph aus ss ovromes Sth coe Qe MachiSpeed Tim compensis aeroyram pen don tenseney at Nah qv | tee FEL nee Hach nonber or pace (SE Neo ‘Alp wim ange of stack i) apes oars im bimprove arcane: (LZ Sarceto sala gh ange aesce 7 gure 6 To Treat Elevator (eorees) Automatic Pitch Trim Threshold 7 nen he sytem engage # proves am pe tm, The ners Sistas novela wine saat Se ele onmanse eave oa) goston cee hash ng rove ha acon heen cuit wl oh Ti Threshotd Jofaental stable unt elevator Posten = 0 bal he enol o7| Outer coration et re erator poston exceees test wn best 9 Toe caner swarngto Hs pts os Airspeed (KT) comgasmunsarne ee faeBasic Maintenance Modul Training Manual, Aircraft Structures and Systems 13.3 Autofight (ATA 22) Yaw Damping Introduction Many of he nigh speed et aera with swept-back wings have the undeshabie broblem 3! Duleh ol igh eharacerstes, The an oscar hgh conden {hatean be very uneorotabe forthe passengers an, to coumerau those a can ae equpped win you dampers ‘tat gyto senses the ate of yaw ofthe avert and sands a signa tothe reser Servo that provides st exact the cotet amount of ude defection 6 cancel the Outen Rel beer t gets encugh ampituge to bs sure ‘The yaw damper systom provides te following functions: + Dutch damping + Tum coorinton tow speed manval ightta reduce the sidesip ncuced oy the tun + Engi falure compensation A command is generated othe rudder to coun- teractsdesip dung the Warsont induced by 9 engine faire ‘The beck agra shows a yaw camper The compete rudder channel may of ‘may nt perform other functions, but hiss ke meat mpartat one. The dh Stony daroened s.r elmeated Inthe signal source onthe eo he block cagram. yaw rate or yaw acceleration \S cate aut Ths signa’ fe iypcaly supplied bythe mertalrlorence system, 9 Yaw rate gyo or yaw accelerometers ‘The shaperprocesser accomplishes whatever isncessary in the way f conver: {ian smoothing damgenng,lmiing and gan cone. is in! goes the seh Figure 70: Dutch Rating Se = ae ss ae =e ie =e “Ke —e = - ‘otter i fel ‘The dutch rl ter atenuates a signals which ae not atthe Fequency ofthe ‘ Auten ot souls contvouly changing cman frit sede hen gh Werte |_| Eamon |_| One Feo} -+[ noua ‘udder, then back to let rudder ar’ 08 lnm Accorain| | Scare | Rasa ‘The servo ample amolifis this gna as equred io cont the sero and oper ‘Sartiowee | SoM@a | owen fot {he the rude the comet smount te eeminata mast ofthe Sch ro lose} ‘The sma amount of teh ol that is ot lminatod is rapresonted wih 2 dashed srapermrceeee Ine coupling te alone tothe signa sure. conpprinpemeareat cat 82 w3-81Basic Maintenance ‘Training Manual Module 13 Aircraft tuctures and Systems "3 Autaight (ATA 22) Yaw Damper “Te yaw rate gyro senses the oscilationsafoun the yaw (2) als The osciaton frequency named ‘Duh RoW ie abo 625 He The or dea computer provdes ne computed rsp organ pegramming the yaw dame corte "99 {CAS ine comecton i smostner han a ow CAS, “The VID servo output is applied tothe raider actuator to contol he rudder. The ‘Heetng signal wi not be fee able tthe pists peda input Figure 72: Control Loop Figure 73: Rudder Functions Yew Damper ten Rat pumping Engine Pa Comp. Assit, ‘Yaw Damper Atator ons ‘romautopiat — =. rasa cavee 93-82Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 133 Autofight (ATA 22) Signals ‘Tne let four tustrates an aplane fight path beginning ate leh win a staight path Ison changes oa constant raat unto the ng Naarhe ond trasumes Ssragntoath ‘The rate gyro output represents he 400 Here syneto signa! developed bythe fate gyro dnng ths ight pat When the aspire fing straight ahead teres ‘no utputrom the synchraDusng etme tis mokeng 3 constant rate our, he Dutotis of parila phase wih onstan’ ample ‘Tne OC graph snows he demodulated and tered ouput duel the, Ooty during te tm tal he vte of tur cnanging hee on outs om the catch role ‘ne nght gue shows the fight path ana the changing tums tat occur ding & Auth ot. ra date rollmanecuvte he vate of tum constantly cnangig Since the rate of um is constantly changing, be Qua ofthe rte gyros constant orga ‘Te DC graph is the dutch ol iter output resuting fom the rate gyro input The [De poartee re grestest when the rate of mis grates and reverse when he ‘recon oft (pase of gyro s9na) reverses ‘The dutch rolfiteris2narow sand pass iter designedo pass ony signals which Change atta requency of ne dutch rol nin ange tom is Heo 4 Hz. The Fate gyro produces cutpts fr al uns but oly tose rated to atc a wil ap Doar he nputo the sono amie ving te rudder servo motor Figure 74; Dutch Roll detected by Yaw Rate Signale i enim: ¢ ree Teel Figure 75: Yaw Damper Dutch Roll dampening Function Po Sopa ‘cat 62 133-5Basic Maintenance Training Manual ‘Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Stability Augmentation Systems in Helicopters Siabity and contol are ang he most important aspect the design ans anal {ota lary wing ara I lerestng tomate that Pol xed wing Wanspor ‘bra win never! state nstbaties, has ever recewed fo seriieaon Hel optes onthe shor hand ovina recewe ight sereabon doapte bong at faly. sosabio The ecencies in tho. naicapt’sstabity and nal ‘haracerstes have become on accapable par ofthe vee over he years ro ‘rang at a gooe Automate Staiisabos EQupment (ASE) or Stadt Auge laton Syeern (SAS) instaied ‘when @helcoper operates at over or aw speed (upto approximate 48 kot). Hesntts poor handing qualtes and sett. teractions between the og Iga nd tral aves ouping oe carol np, ana erent eguensy Instabites are undesrebiecharacierstcsypeal ota hescopte when yng stow Speeds, Ae most unaugmertea helcoptar wit nate! te hating quai spec ieabors, Stabsty Augmertaton System (SAS is necessary to mprove nanding halves 2 hat soe aperaton cose tothe ground m po" weather condone ana) eratngnts posse The correction movemen’ re mostly fate fast an sal constant opus) “There sna corecion moveren! leedback o sleerng coum ‘These days, stabity ugmentaton 3 function ofthe automat fight conto system. Tn moans atte atopic to takes care about stay tower vel Therelore we onl accuse abcu 2 pial autopto! System used in modem nelooptrs Basic Principles of flying an Helicopter ‘A elcopter na our main contois or ceaing movement. They consi ofthe cy ‘Ge colle yaw sada. and trot. Ony tree o* these are uses to ceste Troverent The fetes used primary to contol power ouput ofthe engine Fer creating foward movement he cjcc is moved forward. This its th rotor Dados forward The resutng ust vocor row has a verbal and forward tempo rent Foe sare reason, moving te yc back night cause oveal move Trent inthe Relcopter backward, fo the ng. to the 1 respectively. Dung feoward gh the che fe moved lneraly Im order fo produce tums. The yaw poe fie ore no used ‘The collacive i used to change the trust of the neicopes by changing the cl lecive ten ofthe Dades Hence increasing the colectve pich nereases he thrust ana aocreasing te colecbv pich decoases the tus. In ater to eect an crease in height above around, be colectve pitch must be nereaeed. Since this iereates the tut vector. lateral longi movernent fhe he {Copter wi see a ncreasen speed For example. the recone vaveling f= ‘ta aietecolecvese netensed fhe hescope i sve an ineease mons Speedand height nore to corec ine mereste forward spena te yore must Be pled back 0 lower tho ‘orward component of to Must vector THS can be oped nthe other ovectons a wel The yaw pedals are used to counter the ‘lator eet of he main rotors The pedals nemselves ater Me callecine pen ofthe tal aor Itmist be ket 9 rnd {hat ne mam an tai rotors ste using the same power sourea Increasing ono Rave a deect fect onthe amount of power used onthe oer. Ths ead ito the Feasons why the vote 6 used pmary to conl power out i furtine ane ‘ertin pen Releoptas he pot doesnt have rota con, but the rem = antllog by a govern” A govenoo he engine smpties te ak of sono ng Shetzoptereminates ose more vanabie taj Surg fight since he over roramais sonstan espn rm =a" cave 193-56Basic Maintenance Training Manual (Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) ‘Automatic Flight Control System ‘The structure ofthe contol syst for the helcoptr i calad AFCS (Automatic Fight Conol Systm) freanste ofa herarey fat bulds rom vehic=stty to'anopersonalauopiot Each nner level bulge onthe previous which wt mak Ieaser to develop We wi star a hefner most level an developeach ene step bysioe ‘The over herarcy ofan AFCS is shown i igure 77 on page $8. The ovea Syslem can be aiedad ita an mner and outer top. The set oop tena deals ‘th ital conditions rom sensors atest reated to he eogter Foy ext. Be pih roland yaw alu Tala and aceleraiona, Ganengoeniiy the outer [Eop'ceais win conations exemal tothe nescpter such asa speed aude ‘nd cher nawgstonal formation See Figure 7.09 page $6 Figure 76: Relationships between inner and outer loops of AFCS. ae Level Description ‘Te inner most vel, caleg SAS (Stbity Augmentation System). provides rate daring ert ecopter.Thismakesthe helconter sable ight Stabile Porartn a hescopter since ti an inherent unslble venice ih alone el (Copter wi verge and tecome unsabie ensors the netcopter rate gyre or ‘tase gyros wih a dferenaioe wil eect a atrbance In hs case we wil Sssume tsa gust of wid. Once the dstunance Is detcled the AFCS sors 3 onl signals cance merovement greraed by te citroanca. Note hats {dons not man the neicoperersumed to fs orignal sats eg. nose coin st tue, But only athe esling movement an tie disturbances sopped ‘The next evel nthe Merarhy isthe SCAS (Stbiy Cental Augmentation Sys tem) "The purpose oft system to pronde cool of te necator hs sy. tem sna preset the SAS would sense ary dstrsance nthe helene orn > ‘orl int plot or auto pl command. and amp i stone. tre SCAS “Tees the signal foward which rests n'a Slay & ne damping. Wiest the SSCAS te doping woul ako ploea immediately she responsvenets of he holcoptr would be slow at best The ast evel in he inner loop is he ASE (Atude Stabtzaton System). As the nama suggest the system matams be etude one hetcopter was wh Ger arate gyro ce attuae gy. The signal rom a cae gyro must be mtesated ‘ver mae provide aciplacement Ifa asplaceren! existe be system oe) Scoracive movement nol tbe praviousaituve = stared The lowest evel of te outer oop conests ofan autpict Ths top! works to rmaciain arspees, aude. and sie. We the helcoter fs raverngfrwaro there some sneer sdesip whieh means the Heleopir aot ravelng 9 Sait ine but ata sight agora. This syste wok mata the ea 379 se. Sip according ote levels set by te operational autepiot ‘Ta outer most system is an operational auloplt. cares xt niger ve fune= tons The operational autoptat work fo eaoranate Maneuvers Such ashe Van Son fo Rovering io frara ght Navigaton fom pot to ports asoatned futby hs system This te highest level ofthe contol system whch noe oa Implementation wi take commande and execute them, Conands gue i the {peratona utoplt wl be sm t “goo pity 2) ‘rome Cat: B2 133.55Figure 77: Architecture of Automatic Flight Control System OPERATIONAL AUTOPILOT Basic Maintenance ing Manual 13.3 Autofight (ATA 22) Module 13 Aircraft Structures and Systems Common Parts of an Autofight Syston ‘Tne common pats of atypical aut igh stom ae + aunt Computer (Requistorertne Fight Poston Calculator Ample Processor ofthe Ana 'o5 andor Dita Signals, + Autoait Conta! Unt Dnt or acon system unetion te he Autopsot System AD! Attude Orecton Mater (Arca Herzen) Rate Gyo for senna torn movements wih a ick upto sendcomecton Signals tothe Acpllt Computer ‘clerometere fo sensing acelraions i each directions wih a pick upto fend omacton Sigal To fhe Autopol Compr Seremot Actuators hare afeservomotars in each of he primary contol: The ol ih yaw and ractve power a) aus The automa plo sous when Tigh or ‘aston needed, ara t sends cunt te correct poany fat ie se ‘oretorin he proper econ to make the sovrecton conggerarpusten ate cat 82 113.56Figure 78: Auto Flight Control Component Overview Basic Maintenance ‘Training Manual ial | Module 13 Aircraft Structures and Systems 13.3 Autotight (ATA 22) cat:82 133-57Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual “1353 Autotight (ATA 22) cat: 82 193-58Module 13 Aircraft Structures and Systems "aauerignt ATA)Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 133 Autofight (ATA 22) ‘Schematic of a Control Channel “Tne folowing Faure shows a schematic gram of aol channel Pitch and Yaw channels ae amos entcaln deegn seannan ‘ 7 "FORCE TaN SAITOH | reronyaet ca cat: B2 133-60Basic Maintenance 7 ing Manual Module 13 Aircraft Structures and Systems 133 Autotight ( ‘ra 22) Airworthiness Criteria for Helicopter Instrument Flight ‘Stability Augmentation System (SAS) 1. taSASis used, the olay ofthe SAS must bo lated to the eects fs {aiur, The oesmence of ay fare condton whch woud prevent cortnues fae ight and landg must be exterely mprebable. Foray falure cone ten othe SAS hehe not shown fo be oxtemely probable 8). The nelcopter must be sally convolabie sna captle of protonge ‘Srument ight without undue pit efor. Adtonl urveates probable fates alectng te contol system mest be consieres b)_ The high charactensics reqrements 9 Subpan 8 of Pant 27 must be ret iwougrout a ractcal ight envelope 2. The SAS must be designed so hat cannet crate a hararous deviation in ‘ight path or produce hazardous acs onthe heleoparcurng noma sper ‘ston orn the event of malincton a alura. assuming coasts ston be fgne wihin an approprate period of time. Where multpe syste are Rotated, evosequent matunctenconditans mustbe considered sequence Unless ther occurences shown 0 be improbable | cat: 82 13-6Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13:3 Autofight (ATA 22) Auto Throttle/Thrust Introduction “The auto trot system contols the power seting f the engines to reach and rmaniain a preseleted spees oust imi serva moves the ast ves Or an ‘econ signal commands tne engine power wa the engine conta! Unt ‘The ATS operates in the following modes: |S HOLD Provides contra of totes to hols me cure arspecs IAS SELECT Prowdes conto of hot © capture and hold he selected ete once arspeed MAGH HOLD Provides contol ot hots to hol the current MACH number. MACH SELECT Provides conolof totes capture ana hod ne Selectes ret. renee MACH number THRUST LIMIT/AARGET Provides conto ot hvotteso capture anh trust at the thant ona, RETARD Proves conto of vets to reduce thrust atthe apropriate radio a ide suing the tancing Mare mode (CLAMP inntats ATS contra during takeot at approximately 60 knots witout caus Ing dsengagement ofthe ATS. Full manual vote 6 avatabe durg tne mode Engine Thrust Trim ‘The engine rst tm system is avaiable curing bot, manval and aviomatic thvtle eperaton ris engage any tme, when two oF move engines oe operating ‘ove an EPRIN® hveshola The engine ust tem sytem wl mata the en Snes ata comenan hut seting io elminate the need or Dvotl adjustments A= {Emate engine lms idependent of arigyound opeatons Figure 81: Auto Throttle Principle Speedcommand Engine cat 62 133-62Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systeme 433 Autofight (ATA 22), Auto Throtde MD-11 2 single 0 Supex tate system is used to prove a ive to he acral trette {quadrant The moto: arves va the tvust contol sip clutch to mave a trust cone flr thot) fevers. Marsaly operation othe hoi levers any te posse ‘The tote positions vanarmed ae trust comand te the Ful Anon Oita Engme Confal (FADES) toe engines Pressing the auto tite iscannect switches aisconnects he ato tote tne Pressing he Go-aound sth wi “ANSI on gfound “rwttes wl move lo maximum trust im they ae manvaly moved vera + Areraftin fight tna. aperosen In lovers movee trad torah GA tees. Figure 82: Throtes wth GA and Disconnect switches Serer Cat: 82 433-63Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) ‘Auto Thrust A320 A320 A340 A380 Theust Control ‘Thrust controls provided by the Elecronic Engine Conta! dadeated to eaon en gine. Thus! coecton le aeioved by means of e tust avers when manual Frode or auorrac mode Thwust ang ints preced by the Auld Fight System Secoring tote ast lever postion beh for manual and automate twusteonita Thrust Lovers ‘Tha thst ners can nly be moved manualy. They move over a sector which = idea: nto & operating Segments. There ae 5 postions dened by delens of tops. That ever penton s ranemed to tne Clctone Engine Cool wn Stspays tne pasion ofthe Thrust Lover Arg (TLA) asthe commanded [pred eat feweseise| 55Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Thrust Limit ‘The maximum alowable engine thrust is 2 function of + Selected Fight mede tke: “Tate of ‘Take. enbl ora Stated ake ot Soa wn Gre thrust + Amant conden tke: am ar tomporture RAT or TAT ‘Arspeod CAS bitoge, + Bees. demand fom engine fer: "Ant ce and condoning, “Te thrust itis shown as EPR Lior N Limit depending ofthe engine mode ‘The tne shown ta Gesiesies ndeator Thrust aking menor EPR indeat The auo tte evo contol the engin trust othe lit “Te assured tomperature is used fora deat takeoff thrust mt computation ‘This omperature le asus to be higher han he acta utece artemis TAT=Toial Ar Terperaure, RAT = Ramm Ai Temperalve. TO Fienble ured to noise abatement onvrnment and engine potecton Comet EPRLCMO Limit (BUG) Figure 86: Thrust Rating Computation = THRUST — auro THROTTLE uone RESTORE —Argvere gtenyamae cay cat: 82 433-65Basic Maintenance Moduio 13 Aircraft Structures and Systems ‘Training Manual, 13.3 Autofight (ATA 22) ‘Thrust Rate Limit Computation Figure 87: Theust Control (Airbus) “Trust at lt is computed according to he thrust lever postion the thrust lever sot a dotont he Electronic Engine Contlwilloooe the ating mt cor fesponding tots detent ‘Tryst lever computation Tht selection ie chives according thrust ever “ston In manual trot moe the selected tet sapped ae te st ow man Thelin computations comping he engine ust nt acconding aie tem Defalue,arspeed abuse rus ever poston ana bleed ai Seman The thrust imation is bing the thrust the itor age rust. ‘when auto thst engaged the target hrs rom ight management system is Tower than th it vet computed mine eloctone engine contol. So the fight 'ermoreecsromeal “rte pane cat 82 133-65Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Warnings Stall ‘Asal is cause by the separation of aw fom the wings upper surface. This Overview Tesuts na tapi decrease n it For agen aplare. a sal always occurs athe Dilernt warnings are covered in a mace ight guidance system same ange, regeraess of arapeed, ight ate or weight create Figure 88: Wing Wind shear + Fighteneloge protection Autopio faretteenaage Normal Airflow ‘stall As angle of tack nereases. tn coffe o it ls nreare. he continu ‘port vere Cy poate The pont of maximum I called Cana, the axmUm Intangi s exceeged. i decreases rap andthe wing sale Figure 88: Lif vs. Angle of Attack : 3 sn IEEE So te 2 6 mm ng ot Atack Depees compu tate oe haceBasic Maintenance Training Manual ‘Module 13 Aircraft Structures and Systems 13.3 Autotight (ATA 22) Stall Sensor [An clecticaly operates stl warning system uses ¢ smal vane mountes near the agnaton pant nthe leading edge othe wing. A fights above the sal speed the arlow over the vane 8 downward andthe vane sReld dour An eles! Shh connected othe vane te open wien the vane is downs the angle o lack noteases fo he extent fata Sal pening, the station pont moves ‘wn unl the ariow over the are fs vowara Wen the vanes ew Up. the force oted ang eter 3 ved ight i Wenes oh ea warming horns Sound ‘rbot Figure 80: Stall Warn Switch ‘Angle of Attack Sensor AOA ‘The vane uses to sense the ange between the arfow an the longtusinal axis tthe asplane The angle f attack i uses for ise source eee eorecon, st ‘raringpotecion and ae avionics system Figure 91: Vane Type Sensor WL of SS cat 82 193-68‘Training Manual Module 13 Aircraft Structures and Systems "3S autongn ATA Stall Warning ‘Systm actvaton occurs as a function of ange of atack and aps, slats ana or "Pons tabizer postion Increasing the angle of stack wi tna stick shakers at aptin’s and copats {onto colar fo mdcate a posta conditon AL sal an aura wasning heard ‘Sed val indeaton (STALL ight of sna at PFDs shown Figure 92: Stall Warning System neosin_| Stall Prevention ‘Stick Pusher sit be sctvated which pushes the contol column forward The tok pusher emai ace url eter eal warning eanditons are Nong tule. Fanualy dsongared aa dedcates sch ‘Autos Extension controls thesia auzomtically tothe correct poston to have The corect wing geomety to prevent a deep st Figure 98: Stick Pusher cat: 82 133-69Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13:3 Autofighs (ATA 22), Altitude Alert ‘The atte alerting fnctions give wsual and aural ales when the act dev ‘Bas tom orcomes close to atleced attace Tne aude slat huneion makes ‘Stage erry and ext alts To mave he late ths tunaton compares selected ‘Sttose wan the curent tue tom hear data computers he ase old eh ‘The altude erry sort a visual and an opbonal aval let. The viual alt {ames on tne EFS or warming ant. The Bua Set i aC chord fom the ght ‘naming sytem, nen tn program pn fr this option is enadied The any ai ‘resets when tne areat comes ous the erry sit area orwnen the cr [cots new target or Sent atude. Rots to tne Nustaton forthe set arene ‘Tre atte ex ale visual and aural The ext ale resets when the akcraR ‘ek wihin the att atea or when the crew selecs a new aide Figure 94: Alstude Alert Systm I | | nSSEee aro Coreoted Altitude Warning Light Figur 95: Attude Alor Thresholds Approae Deviation ‘Mode ‘ode No Light ‘Steady Light Flashing Light Aural Warning tor2 Seconds) cat 82 13-70Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.3 Autotight (ATA 22) Wind Shear \Windshear means @stong horzonal or vertcal winds that acs at ght angles {othe drecton he wind blowing Wind shear, normal assocated wit he pas ‘age of a fort, canbe dangerous an acta les trough one when sowed or ‘eeting er mmacsty ater ikect Microbes alocaized,exrerely highintnsty column of descending a. They have such exeme downward velocy that ary aferaf when fying slow nea he ‘gourd as dueng takeoff and laning, san be samme into ne grouns bears ts Seto ny outer ‘Comparing he srspees fom Ardata-Computer wih groundspees fam Inertial reference system gues the nfrmation about he wea wtb area, Ary change ‘tthe wnd means windshear The windshear alt and guidance syst (NAGS) provides detection, alerting and guldance hvough wnshear The categories of eadwndshea's anand Shears ate formed based or the wind change ecton wth respect to he ater LUpcrats are catagorzed as Hezdwind Shear-Inceasing Performance DDounate are cateponted as Taivand Shears Deereaning Peormance ‘On take ma WAGS is avaliable rom 80 ks to 1509 feet RA ‘Onlanding tne WAGS & avaale rom 7500 feet RA 1080 feet PA “The WAGS gets data fo the ar data computers ADC, th nertal reference sys tom (IRS), ana otter AFS components. The windstar detection cca whch ompate neta and airspeed rte are nlegfatea nthe channel FCCe, The ‘WAGS wil pone vaval warnings an the PED FMA and as warmngs trough Ihe CAWS FO.an9 AP are provided trough the AS. “Te fight tector andlor autoplot pen guidance during ake, ancng and go _zound rondo forbes fight path rlsve tothe groin Figure 96: Windshear ate oo % ser A sn Approach Take-off Figure 97: Warning and Recovery System aoe catout | eraindapeedBasic Maintenance Module 13 Aireraft Structures and Systems Training Manual Ta 22) "13.3 Autofight ( Flight Envelope Protection ‘The Fight Envelope (FE} sat detec arcrat configura figntanvelore sh a8 Ara weight computation emer of revtycomputaton ‘Af center of gait out of lerated mt Alona floor acauston ind shear condtons (operational Speed eamputation Lateral asyrmaty due af engine falure Figure 98: Envelope Protection Flight Envelope Protection nore ‘stick Shaker Speed Av oma Flape Retraction Speed [Angle of Attack > —o| “Slat Retraction Specs ‘Green Dot Speed Fight Contate ‘Speed Tend ‘nd Flap Slat Hor Seectabte Specs 7 | isha Foo capt PFO LE oreo [Flight conto! Speed Protection Ftowing spaeds are goneated inthe Flaht Augmentation Computer (FAC) and Sipayed onthe pee ene ofthe PFD Maximum selecanie specs speed wend tlstreacton spend + faprevacton speed lowest sowctable spe Stat warning speed ‘Alphaoor signal for protection apainst gh angl-oftack Figute 99: Various Speeds e Luin curve irapend Scale teow pave on Cat: 82 433-72Basic Maintenance Training Manus Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Operational Speed Computation and Display ‘Tha Fight Envelose funcion computes the lit nd monoeumeg speeds whic ae dplayed on he speed scale othe Prmary Fgh spay. F Speeds amanoeuvting speed which means minimum fapretacionsp008 ans Corterponds fo he speed at when flaps canbe vetractes ' Speeds 2 manceuwing speed which means minimum lat reracton sped sno responds fo te speed at whch slats ean be vevactes. LS means ower solectble speed tis the minimum selectable speed forthe ac tua’ sat and tap coniguraton taking no account the conel iver Posten the Feal surface pebton and tne spoeabrae coniguraton The lowest selectable ‘Sees pondes neatly margin orerte vod ealng stow spees and buletg ftnng erase \VMAN ar Green Dot is 3 manoeuvring speed ans a tunction fhe weigh he aude and fe number of engines running, te optimu speed in Me ever Sf one engine fare |VMAXOP s the maximal operational speed used a alimt inthe Fight Guidance Dat Notes ts not presentag on the Primary Fight Deploy \VMAX speed i the maximal speed tis uses by he Auto Fight System a order \Wprevert excessive spood The sural peed corresponds he Maximum Op ‘tatng Speed! Mach (VRMONMIO} many configurator \VFEN cortessonds othe maximum Nap and sa extension speed ofthe nen sas ap configuration, The vedcive Maximum Fiap Exlended Speed at ext 8 F po. ‘ton \VCTREND :spresats he arspeed tendency. thal means he erat acceleration ‘Srdazeleratcn The aispeed tendency is compa to ropresent to speed st the avert would Rate 10 second ate he coeleraton remains constant Figure 100: Speed Computation and Display F Speed Fieweco) 3 Spsea Fiewes) v q +L Fiaw.2 fu saan : BSS SE wear Turd ves (0 approach Target —| verREND cat:B2 49-73Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.3 Autofight (ATA 22) Auto Flight Failure Warnings ‘warring a aertng systems caling the picts for atenon a system fares ana ‘ling he plots a completo sytem sropout Akola exceeding of gh irs ‘realy and acostea! presented ‘Autoland ights ‘ato thggered below 2008, n LAND and FLARE mode an automate landing re- ‘ted ature oeser Master warning lights Sluminaes red auopictdengages due of system faire or manual disengage tent Cavalry cha'ge sound = broadcasted (Level 3) Master caution lights iumnates amber i auto ght ested fare occurs hat causes not complete disengagement Seale chime soon s troadeased (Levs 2) Cockpit speakers ‘woascasing a specie sound (Cavaly charge) it te atoptot dsengages ‘ge chime sounds Mast Caution ight on “Taple cick sounds the autoand category is downgraded CATSICAT2 Cord sound fate ser. Difrant yore warngs are us, “STALL',"WINDSHEAR” et Engine and warning dieplay EMWD presenting wamings and caution. ‘System display SD prosenting te atl system status of the fight guidance system Primary fight display PED presenting the atl and ames automate igh mode and Sindseat warn an alerors igh envelope speeds Navigation display NO presenting the norzental ight stvaton Ne specte atonght messages are shown Figure 101: Faure Warning Block Diagram rca roam ove i} i] ‘System cat: 82Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.3 Autofight (ATA 22) Fault Isolation and Test Build In Test In advanced technology acrats wih ial ght guidance computes, test and mantenarce cevces a integrated to aesist mainiarance enguners fo Wout Seating Some acrahtypes ae eauppes wih a dedicated auto hgh system sla UUstest or mantanance Panel einere use the multpurpose certl and apy Unis (COU) 6 access the neat faut elation and detecton system AFS Maintenance Panel ‘Avery useful the STATUSITEST panei nstaled in the ight compartment The Bane! allows two way communieaon win te bun teat system (41) proves the operator upon toques wth a apay of momonzed faves, tet nakctons ‘esyecvely teat resus 3 9atnd avalos The Sats Test Pane! (STP) is the primary Digital Fight Guiance System (DFG5) routleshootng eo. Tare are vee fects he STP proves: Fight Faut Review Return ToServce Test Mantenance Test ‘The DEGC runs cortruous tama settsts ana contls ava ight (CMPVL) ne Statue Test Patol Fares detected by ese sets ana athe’ automat ‘Stems are logged Fight Faut Revew the MantenancelRetun to Service Tests are to be used rman Yo test DFCS sensors and inputs fo cect opera Figure 102: DFGC's and Maintenance Panel Digital Fight Guidance Digital Fight Guaance mame cat 62 193-75Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 43.3 Autofight (ATA 22) Flight Fault Review ‘This secon suse ta ead fale whieh occur dung ight The DEGS contin Gust motors he pertorance of el end a ote sensor fo Dre operaton IWaun.snoue fit sy tee ight corresponding fare ws bo logges by {he DFC. These flies can then be tesa out on te STP. Fights ana anus ‘te rea out nafest-nastou metnog. Therefore the mast recent fature willbe ‘he tre one Fight 1 Fight Faus Review has enough memory ta leg about 250 {atures These fares can be erased by usng the Manienane Memeny Erase Fate, Dong th wil erase al fares ogp0s in FLIGHT PAULT REVIEW. Return To Service Test (RTS) ‘The ATS testis.afat comprehensive system recheck whic sto be un ater formg ne mantanance The tet requires goat ntaracions ra tayo loss ‘han minutes toran Ai theeoreksion ofthe ec Re mossage"GO or NOGO™ fps “GO" fs recaned, thon te stem capable of performing al ofits ‘incon, tluding fal-pacews Category Ila automat laneinge IT’ NO-GO" ap fare then one or move fallfes have been detec and tie sytem fected by {he cetctnd are wile isle Maintenance Test ‘The Maintenance Tests an extonswveeyston Youblshosting fost ti sutured 40 at speci tests can be performed fo olla DFGS tales by slecive use (fine forward space, backspace, and very push butions “Te fowenart onthe lets tobe Uses withthe STP to operate he oerent levels eserbos above, More detaled normaton onthe STP prose nto Neste ‘ance Marva! © 22-01-05) See the oubleshoobng sect for a caries ot ‘i alure denon for hose furs at ean appear he Fight Fauk Review {he RTS, andthe Mlamtonanes Test “The Fight Management and Guidance Compute perorms several ests to ato ‘by systemfavute or fase component cat:02 493-78Basic Maintenance Module 1 craft structures and Systome eae Saag Fp Fw Chan orate Pot Bane enemy =) oo = 7 ———<_ a naee ott tia 7 - - HBR wo ugh Ta? " FY Fiitanut oT [Ne 90 Sys Bo om, : a wat) | icv a (ita) ae ¢ ee weathers Sas a. fF en i Pe oy = telengin 1 The veteal wip antenna im has uno Held eength al recone and ie Ealed an ormidrectonsartennd| The loop antenna is Nighycractonal ts strength sharply eauced inthe a Fecton perpendicular tt plane Figure 4: Various Antenna Types a s cat: B2 14-3Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication /Navigation (ATA 22/34) Oscillators: ‘Aerating currents produces with osciatrs.Thace are many ataent tyes to produce almost any waveform and fequeney. For eleconio orl t occur, fhe condos must be met Amplicabon and feedback nthe eatet phase fom the output Bek me he mput Aco! ana sapactorcomeced arsel gues 3 teint che ih a spectedesonantrequeneysepeng the capactance Figure §:1-C Oscillator with Amplifier Tne processes inside LC crus comparabe wih a pendue. The potential en gy the elecne ea inthe capactor the nett energy ne magne ed othe En1, The lect energy changes pevdicaly tthe two lleten ors between ‘apacier and cal 28) The resonant ora has no power b) The energy s store inthe caparitor the poten energy othe pendul «The energy isin the magnetic fis of he coke Knee every fhe pend 4) The let energy is back in te electic fod of he capacto: £6) The energy again inthe magnetic fel ofthe cu Figure 6: L-C Oscillator Circult compared witha Pendulum » Capea e L ¢ ° ° ml ‘is fou teens te resonant tequeny of fe oft oru oo 1 ResonentFrequency = —1— mY Fel c L copzesranattsarnes eaeintenance _Medule 13 Alrcralt structures and Systems Manual 134 Communication Navigation (ATA 231 38)Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Wavelength rag wave is estonia a sne wave tht radiates rom he tranemiting ate ‘a There's 2 definite reatoneipbetwoen he long oF he wave ands aque: Gj and ths relaonsip is enterely reorant ‘Te nigner the tequency, he shore Stance betwen the ends of he wave stain lowing aeintions: ‘+ Frequency + The numberof complete cycles of @recuing event that take place none uni eine (Pevodes per second) Periode T The engin of me neeced fr one complete cycle of scilaton to {ake place. The perode snvesey related fo the requacy ofthe wave + Wavelength The stance between a peak ora Hough of an eeckomag: etc wave and he covesponding peak o"weuphin thee cylofthe wave Figure 9: Frequency, Period and WaveLength Wavetnan A= 01 f = wavelength = Speed ofght «3108 misoe = s00000 kmvsee requency T=Time ofa Perose = 1/4 ore sinptios 2enMeten 300 / Frequency (n M2) Example Find he wavelength of aignal with a requoncy of 127 Me eri nae cat: 82 134-6Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation {ATA 23 / 34) Frequency Band Figure 10: Radio Frequency Bands Rago frequencies up to 300GH are vided into ceca ranges. Each decades Optical Erniesion typ Senate a aeuery band Race eqverces are ed isco edt ‘iene EHF Designation and abbreviations of radio frequencies: RF Ratt Froquoney (Cares) IF termediate Frequency —________ sos SHE OF OsalatorFrequancy iE DF Aude Frequency Super High Frequency Extremely High Frequency HE Ultra High Frequency ‘Table: Radar Bands snouts Band Frequency Wavelength Nery High Frequency P| 25 a0 Re 1853. 750em tte [380 re80 we 18-1832 High Frequency S| 185.52GHe 183-87em om © (s3-seGhe 37-82an Me | Medium Frequency x _|82-109GHe 58-260n —T_e«T~— sooKHe Ku (109-96 H 26:08em LF oe GHe @2-630m nomi oxi Very Low Frequency ay ‘tetany pene at: B2 134-7Basic Maintenance Training Manual Module 13 Aircraft Structures and Systoms 184 Communication / Navigation (ATA 237 34) ‘Aeronautical Frequency Band To support he continued gomthin the wari ecanamy. aviation must continue to introduee new teemnoegis to manta and mprove safely and ePiosnay and Te {he the ATC delays and the erwronmental mpac of ts operators These new fecmologes can ony be mplementea erase requency spectrum pesenty Used by avian protected fom isrference for other crete an acs usrartees General concerns {As tis wo known, tlecommuniaton fast growing industry. Ta cape wth he immenee demand of now wide Sand dat ranger teennelogts her en rmante need for new Requoncy bands ‘These spectra which intersect for he tlecommuncston aust are paraly dential othe spec uses by aviation Ths nudes bands used or HF VHF CCommuneators: Prmary Suvettance Radar GNSS, DME 953 MUS ‘The WRC. 2000 World Rati Conference) has he tasking he frequen bands to allusers a Dalanes manner andin We ple [econetica) res Importance of protection radio frequencies for aviation (Oniy the next generation af avaton radio systems invoiced predated in intr ference vee operation mite certicted a ale vse. Undine, avian systems aed an ntertorence re enevanmet the keauency specvum mus be po. teed tom other usertsysoms inthe same bores ‘The tew tachlages such ae saat bared communications systems, have the poten to teauee congestion rough apoved a Uatic coma reduce ays Sndmate a rave eater Figure 11: Aeronautics 1 Frequency Bands etn coat: 82 saeBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 18.4 Communication / Navigation (ATA 23/34) Radio Wave Propagation \ymenarado wave tarsi tom the antenna t moves out along hve sah, pending primary upon is Hequency These pals ave surface waves, hy ‘raves and space waves, “Tne lowe frequencies such a VLF, LF, and NF normally flow the curate of the car in suface waves. These waves ave grea islances and ae Usd or ‘ary long-distance communicaton and navgaton Conmmerea breadeast 297s foley ti pat in te dayne HE communication and commercial bcadeas! at night are cared pany by shy waves. The energy Ves t9adate to space. butt bounces aff the onosehee ‘dnd reins to ne ga aa dtance Vor tne Yansmte This skip distance ‘iecaled: vanes ans response fr te fading of many signals near rom long stance Frequencies inthe VAP and higher uands flow sagt ine fom the ransmt- tng antenna othe receving antanna and are sto ravel by space waves Figure 12: Space Wave, Fonosphere “Taiomspmes cat: 82Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation {ATA 23/34) The frequency determines the propagation characteristics. Figure 13: Field Sength Radio waves propagate athe speed of ight. In fact ight waves are electromag rete waves any of men higher Reauency eg Field Strength seinen ‘The fla strength (energy) ofrage waves dacreases proportional to he eqvare afte stan Hom the Panamtingantanna me's Ove te fat al he waves ae sproad over larger ad lager areas ashe agtance increases, Figure 14: Reection Reflection Rado waves wl be reteced trom conducting suraces in he same manner 98 ‘ghtwaves are recta rom ashes! of gase Figure 18: Retraction Retraction nen race waves vel ough or ve a mado of teen condo ther eynaay Damnit eta bon re ose onagy ops te appara behd : Sra sck, hid ts ange port merges ner er won Invado vanemenons te towns between 2 meus of eer! conducy ore rar aways abupt ead teres wi bet graciay anther pth econ dt ‘Stuns etarate depending on neato whch ne conductviy ote mecoms aii changes ‘Sedum wt ah peony pove ay Cat: 82 134-10Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 18.4 Communication / Navigation (ATA 23 / 54) Coastal Effect Figure 16: Coastal EMfect ‘nen ratio waves nave vaveled averind and sudden cos @ coastine, fey vilbe bent srupiy Bacause water hab ghar canaucbuly tan lane This phe ‘omenon caled coastal eect has mpacance aso navigator Reflected Sky Wave Fado waves traveling tough space with a slower change in conductvity wile ont more grauaty ots hey ate eventalyretect toe earh Ths phenom enol space eetesrade mares avery import inigh reqeneyradocom Figur 17. Reflectod Sky Wave Figure 18: Diffraction Diffraction ‘Aether phenomenon stich affects radio waves of wer Hequencies i itracon Diracton isthe tanding fhe ragio waves when they pass the edpe ofan ob Low Frequency ign Frequency Very High Frequency e forinsarce a meuniantooDifacton lessens wi neeaoing Hequency a ‘Efe moe cot: B2 a4ntenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 1 24) Ground. and Sky Waves Regaries of her requencesthe propagation of cio waves can be dvsedinto 2 main groups cepencing onthe medium which ates them most ‘ne pat of te rado wave which travels along the surlaceo! he earth and is many sviuenced by ts conductivity Is called found waves” The porten of he ras waves hate rotate into seace and inuenced by ime conacty 0! he vanovs layrs f anosuners, scaled "sky waves Ground Waves dea conditions ote propagation of ground waves would be qven fhe surtace ‘tte sat ere Pa and ot conta high corsa ‘Sece the stata. he eats mace of various mates and her conduct in ‘uence tne propagate al radio waves Ground waves cay ely be esd toa Stes exten (mainly Inthe Tower freqvoney Sancs). The range covered) (guna waves depencs onthe power ova anaretr e eaueney used and Ne anavety ofthe suraee er yin te ado waves ave ‘Sky Waves ‘The poton of he radio waves tnt fvaditos into space would be lost 2were not somanow rected back to vary Infact, he utraviletraxsaton ram tne sun prowdes conducive ayers of vanous onsiy at an abtude betwoon 7 an 400 km above tne surace ofthe eat, {loathe onospnere, ich wil ect the sy waves babeo eth By constant reavency, the efacton epends one angle at which he sky waves pnetate he anoaphere I sles too wide (a9) ho rad saves wl 90 Trough the sonoephere ia space. wth strate! angle of penotation the aa waver wilbe rates barktoearh (42) By constant ange of penetration the frequency of he racko wave gov e- facton eapablty ts the requency Yas Nghe "yf he aso waves wl gO throeghne onogphera inte spaeeOniy rama cea eguency range wine Gio waves be ellie Figure 18: Radiation of Ground and Skywaves Ww Figure 20 rsa pore tay Cat: B2 134-12Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 /34) ‘The tonasphere Attrough very complex in ts physical structure, the lonosohere maybe described Stone or me inyers of one or conccting at anveoping the be ata a {Sroe vetwoun 100 and 400 hlometar rom te earths srt Rago tansmssions fom ground and aca stations nls taveing along ne ‘rface of te earth wi at enter tho ned ayers) ofthe onceprere The eect ‘Iinevcrosphore on aso waves varee Sect wth her requenoy range Lower freqercies, UF and MF wi be ainest complete absorbed bythe lonesshare. “Ths onthe ground waves cfthesa queries con be Used er sommunaton and navgaton purposes High equency radio waves wl be less absorbed bythe lnosphere and “bend bax to earth sa rata dopenaing onthe Feauency range andthe thekness” of the ionosphere ayers Inordor to exten the are of possible communication, we ool! heefoe choose higher frequencies Ths nol any wou tneease the ommuneaton range Bet "eal sto mprove te gna strength arti the reception aaa, becauee of he Feducesabsorpton ofthe tanamied signal bythe onoaphere “Tris has rowaver te imstatons the reduced absorption ect on te higher Ke quences s coupled wih a reduce soaty ofthe onosghere toed the rao ‘Wave back to eatn The wave must Uavel deeper ini the ianosphere betoe ‘eacnng ie turning pont. By rereasingtne equency up o VHF range, we come {othe pont whore the wave wi ot be bet back o ear but keep On aveling ‘Ths siplfiedexplanaton of rad wave propagation f only intndad to qe @ ener ea as comsienty The hceness te te condustviyrespactvaly tne Sbsorpton capacity ofthe onoepher vares grea etween oa) and night and ‘th he seasons of the year due to graster ov eset ao spt aotty Ther ae Scveral factors nvehedin selecting ie optim requencj once a space set ot Paticulan nthe case of ax-gound communications over widely varying sstanc- ‘5: propagation pesieion cvs have boon Sevloped and 36 ted fr UI ‘eicemnaten ofthe option Frequency te used Figure 21: lonogphere Fa Laver Concentration Nigh) ee agnatongnere Stones “eetowe “eat cat:B2 sataBasic Maintenance jing Manual Tre Moule 13 reat Structures and Systeme 134 Communication / Navigation (ATA 23 / 34) Propagation Characteristics of Different Frequency Ranges VHF - UHF - SHE Line of sgt propagation. Radio waves in those frequency ranges are not rolectes by the ionosphere ‘Trough sight bending sina the surface of tim eat the ing of Sh ght neroasea beyond he horizon [A hese equencies ae practically not interferes by ionospheric or atesphenic ‘Somme and ate best sted for aeronateal communication and navgaten pupos (over short ana mesium setances ‘The grounder communcaton range on VHF depends act the abuse ofthe aucrah i can be calculates appronmately as tlw Range in NM = 1.23 x square-ot of ara altitude in fot This gives a theoretical communication range of 220 NM with an aera ying at SUG0D eet n acta! practice up ta 350 Ni \VHE is the primary communication fequency band fr aeronautical services and |S used in radio navigation byte ILS ona VORS. UME and SHF ate marly used a satelite cormuncaton and radar sysiems. (ATC "ada, ATC Uansponder ‘FoRS, OME. washer acar) Figure 22: Propagation VHF, UHF. SHE Figure 23: Range of VHF ih oe cat 62 waeBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 13.4 Communication / Navigation (ATA 23 / 34) ‘Short Waves HF High frequency ratio waves propagated into space willbe refectes by ne ono “sphore and rndar communcatons possible over very ong dances oe TaStGengaeeel a The propagation range ofthe HE ground wavesi¢ vey smal and has no pracea! ‘Sece wa naveto relay ante onesphere for HF communications and 3s we have Seon belt, the onosphera Isa very unsiatleYefecto” tis vary pari ‘hooes the rig requency fora pom to owt commureaton at gen be HE communications are vey much affected by ionosphere and atmosphere Sums, nterterences ae tacngs Figure 24: Propagation Shortwave Os Grows wave Figure 25: Shor Wave Radio propagates worldwide anys cat: 02 134-15Basic Maintenance Module 13 Aircraft Structures and Systeme Training Manual 13.4 Communication / Navigation (ATA 23 / 34) IMF (Medium frequencies) Space and ground wave propagation Te sy waves of MF radia waves ar reflected by the lower lye ofthe one phe. The ground waves propagate 3 fw hundred loometers ovr the sure lataan eat se rncetean is Fine cath Ming ane a eombh gop of te Day teeced nance Figure 26: Propagation Medium Wave Contruous aceton is posste over considerable distances. MF communication Iseubect to ntererces, fcng ards very sensible ta atmospheric starms, ‘Ground Wave (Bay ony LF (Low frequencies) space and ground wave propagation Figure 27: Propagation Long Wave The main eitorence between LF ang MF thatthe ground waves ciLF extena to {ew thousan lomstrs So ta tom a ven stance om te ares Longwave 20 Kite-200 ke ‘= 1000 10 000m {ovorences botwoon ground and sky Waves fender reception prasteally neces (ey Day only) “erm ova ‘cat: 82 134-16Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Undesired Effects InterferencesiFading ‘men dre and refiecte rato waves reach a receiver antenna siutaneousy, Ihe vosuling signals cect dependent on Ie nase reaionshp of he? waves nthe case the dec and reected waves ae n phase and te resulting sna! ‘Seangh ne aden ofthe waves. A clear and song signa’ vecenes ‘vith reception with a phase dierence of 0 between dec and efetes waves ‘Atnough iho veuitg signal eength is average, fe “roadabity™ of he 87a is ‘ery pooesinethe 2 waves areinterenng wih each oer \vmon tet andrenace waves arin phase oppoiion (phe dterence 180), they canal eachother and weak signals wires Since we hav relay onthe ionasphere to reflect he sky waves or lng distance ‘ommuncatons. and he ionosphere net beng a vary constant reflector nee Siabove mentioned suatons, wth al poste vanafone may accra Shon peroas etme. Figure 28: Cause of interferenc Fading ‘Sky waves sometimes sucdenlycssopesr as a result of great nctesse in he abtoipton fra crergy nine neapere caueesby at of oration a0 faton tom 2 solar eruption, wnen in un causes a sudden abnormal ease o the oat of some porions ef he insphere.Afase-ut ic usualy complsle vin loss than aromas may last tm few minus fo several Nous _- Resuiting Sigal o=t00 S Sete cat: 82 434-17Modulation ‘The cartier wave thats geneatein the vansmter sus hat, a dave that cat ‘es the normaton tom theranemtato the recewer The eather nes 9 rogues {high enaugh o produce elearomagate waves that ada from the anienna Sha tis Frequency acuratey cowed so thal a sesive tocrer can seat thecaes roma specie angmiter and rect he eamers em alates rane ‘The carer tee serves ro funchen ether thant carry the sna om the rans rer tthe recelver and the carter routed to ground ar the melignce Femaved om! I's the mlligence or ormaton produced bythe merophone GroterWpe of nput Ine modulates aia! data The process of plasrg neh (ence on aver a cated mado, and hte ate several ways odo Thee Stays most often usesin auton cammunaton equipment are ampiose mo Taton (AN), egueney madulaton (FM), and ge tba ($58) Maintenance Training Manual Module 13 Aircraft Structures and Systoms 13.4 Communication / Navigation (ATA 23 / 34) ‘Amplitude Modulation (AM) Ampltuce modulation. or AM, = 9 method of medulaton in which the voiage of the enror is otanged bythe aud or data signal The hgue bon shows ase ‘wove aus eignal hatha Been uaesfo malate caer The volage one to ‘Suting carreras wah the valage ote mosulaing aso Meaveny Figure 30: AM . a Iisa a acai I fyntomen _ bagi fe vary ected Signal (fecsive) LMrsnortfl lili isaac cat:92 sateBasic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Frequency Modulation (FM) Man-made interference, suchas that caused by eloctic motors and gion 55 fom, and natural mtrerenee ine that caused by ihtnng me amospnere ‘mpltsse modulate al rao signals ntber wemty. Frequency modulation e3n be ‘isto obtan nerterencasree sommuneaton &ravgation Sppieatens tons of the uo frequency signal produeed by a microphone ete Wequeney a he carrer The gure shows hale vlloge lhe AF ses a posive crecton the tequency of the caer ineeases, Std [as tgoesnegatve, he Pequency of he carer decteases ‘The ample ofan FM cater i kt constant by iter crete nd any intr ‘erence wen ampitae modulates he carer fe cippag of soit does rot appar ine olga nen an FM signal is eceved the deviations in Hequency ae change into a siti vatons nanan wequenyvokape at songs and aed dre ‘he speaker Figure 31: Fm errempmene Cat: 82 134-19Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 134Commurication / Navigation (ATA 23/34) Single-Sideband (SSB) ‘Beth Aland FB ave itedin tat they equre a wide bandot Hequencies forthe ttanemision Fo: example, ta 25 Ws carereAtmadated than aude ‘quency gna that conte equencies opt 5 Khe he wanemted signal See pies 9 bart of Feqeneies rom 24995 025 005 he ‘This band intuses he carte, the lowe sideband, hich she caver equency ‘ins he modulating requarcy, andthe upper sideband wich ste cama Me ‘queney lus the moauaing tenueney ‘Top efiutraton enone the bandwidth required fran AM sgn, nd agh tus Laon the Gandia tquied fr an S58 signal The carer ang ihe low s0e- band have been removed {A te nfrmation needed scared in ether one of he sdebanca, and iis int ‘ent ves of energy fo wanem the eater ana bath he upper ana lower se bands Removing the caver ana one of the siabande sh usr al of he ‘vaiable energy for ranamtng the other sideband give te Wansmitr 2 rch ‘renter ange Avera enonwave (HF sai communication uses the upper sideband (USB) The tower sideband (LSB) used for aber serves and by rad amateurs ‘Wen an SSB ransmission s picked up by an regula AM recover. tis hears as luted noe bucause t nas no eae: to mix wi o odoce an sub fone Butinace tne S88 recewer a sua othe proper frequency ered and the ‘ginal sound i reproduces Advantage ee Nigh range wth les ransmsiter power. More rasottatons may sate a Fequency band (se four below) Less fecepon noise due of smaller Bandwath of the receiver {ase faang Ne earner willbe canceled tie onosphare Disadvantage ‘S88 Recovers crcl are more complex. The mssng cae signal must be ad fears avery aceurate loca scat inside he recete. this makes Oe Yecoe fnpensa Broadcasting otosaperaes on AM oteduce ie cos afthe recovers Figure 32: AM forming upper and lower sideband 2 a } 3 aE Lower Upper Sidebend “| Sideband sisctonas | sddbonae tse li, "aan voll li, Figure 33: Side 1 transmission ie reducing the bandwith Le een seenien +l aman! aaa ean + Bnena cat 82 134-20Basic Maintenance ing Manual Trai Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Pulse Modulation Instead of ansmiting he formation continous, the data signals pencccaly ‘Snpied and converted n erent codos A perati shor sequence ofplses 2 Usodto cary the ntrmaton. Trove ae ferent forme of pulse ranemitng Pulse ampituse modulation PAR Poulge wish modation PAM Pulse ghase moduiaton PPM Pulse code macilaton PK Figure 24: Various Pulse-Modulations aCe ‘Multiplexing To send diferent information on the same ne (able or wieless) ime duison ‘mutpiex TDM sarpes each channel fora ayo pened of ime. inthe way 9 Tred eaquence of pulses (PAM) are tanemitedcver the ine, The fecsiver Mas toreconsruct a contnousy signal fom the nconmag pulses Figure 36: Multiplexer and Demuliploxer eae AM ul near | r ‘1 7 ie »| nat TA aman erg romeonon a cat: B2 134-21Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 18.4 Communication / Navigation (ATA 23134) Overview Modulation: Figure 36: RF Cartier and Modulatior AAAANAN nm AANA TTT a AA, i AANA ne mt tht i ta 7 (Ta ron Ht vs OU LACS AACTEATET AAA ene WY Wh TT faction 7 AAT cat:82 s24-22Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and 8} tems 18.4 Communication /Navigation (ATA23 / 34) Transmission Lines Transrsson cable ate used cary te signal om ne aso tothe antenna. The "bet intalsion of antewna cable or coal cate sss contmanlyealed "= “Pca fe prope operation othe rao equipment In der or a ans 6 got he maserur amount of anergy int i antenna, ‘forthe recenmng antenna o get the maxomum smoot of energy i econ {the antennas must be connected tothe equpmant wih a speci tye of on ‘Sic called a cosa! eae This eable haw coal contr suroundes By Special nslating material This m Wn. sound by 9 braded metal shel Iivot mss encaraain a potesve pase coating. A coat casio cormony {ate coax has a spectiedcharacterste impedance hat most be aes Me Sttenaa and he bansmte’ er tecever Notmaly te mposarese 80 ohm Coax rlavy rugged but care must be exercised to natbend it aroundicotiht ‘radu orto alow ts become overeated Anything thal distons the spacing be Seen the cena condor an he outer condvetar ean change he characters Nes ofthe coax and decrease to atfclency of ne nstalabon ‘Always folow the maralacturss recommendations concerning the instalation of oan cab. In gone’ te Yaremseon Ines should be kept a shor as poss Be Thay should not be Benin a asus smal than tee ches (for cei ‘abla the radua shouldbe minum sl eight inches} aways us coal Conner, fos fr spleng or terminating cables a elon good wing practices when rut. Ing cables trough the ara The length of certain antenna cable is cial te proper operation othe rade The proper length cabs often matoned oa epecte tntenna Ine cate eng must bechanged be su touse the approna test equpmen io etermine vansms- $n ine measurements Income cases to radios may use he sae antenna the rope coaxial te-con restr ana prope eng cable sured Another method of enmecing ho "98 {o the same antenna by ulzing @ coupler or dplexe. The apexes uses proud proper impedance mang sna o'ate te two radios connected Yo he Figure 37: Coax Cable Protective Paste “Covering IG er ate ZH ei contrat conductor cat:b2 134-23Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Commenication / Navigation (ATA 23/34) Conductors for Radio Waves ‘There ae three man types of ansmisson bes used’ coaxial nes, openswe Ines and waveguides The most common ye the cosa ne, ueualy eae Parallel Conductors ‘The second ype of tensmission ine utzes paral conductors ae by de rath er than the concense ones used In coax. Type! exampes of suc open wie lines are 300 Ohm TY not ine. Their advartage tne lower loses fh smple Imutisand antenna aystama, coax cabls are fx more prevalem, cause Mey [remuch more cowenento use. In rat ts ype of cade nl Basten, Waveguides ‘The third major typeof tanemisson in she waveguide A waveguide i ano low, concave, through when mecowave energy i Vansmiies the orm bt sacromagnete waves. The tube does ot cary cuent mte sarne sense thatthe wes ofatwo-sondutor ine so, nstead it's a bound) tet cones he tates tothe enclosed space Skn elect onthe nade wal othe waveguide con res elecromagnete energy nse the guide. mmuch Ie same manner tat te ‘helsof acount cable confines energy wit the aax Neroware ener [ete atone ena (eter trough capactive or nduchvecouping oF byvadalion) nds receved ate oer end the waveguice mere confines te energy ofthe fins wen are propagated tought othe recoking endty means ofefectens ‘as ime’ was Visvegudes are used for weather radar system (9 375 GH) Figure 38: Coaxial Cable cat:82 snaBasic Maintenance ‘Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 / 34) Perfect line A perocy lossless varsmission Ine may be represented by @ whole srios of ‘Sa indore sd Copactoss Connects in an nintly long ine Exennauct Tepresanis the nduciance of vary shot socionof ong wre ard each capac represen the capactanca betson Wo such shor sections Tha inductance ona esactace values pe" unit ofine depend on he sz of he Conductors and te pia between them The sae he spacing between the two conduciors and the grea her gamete, the higher he capactance ara the Tower the inductance Each see nauctor ace lo lnk the rate at whch error {an enage the folowing shunt cazactor. and in so going etabishes voy onan ptopany af ansmssion Ive. surge snpedance, more cormony Frown dete cvetaconsic mpeaance sf utualy abbreviated 38 Zp aN cqualtesquverototL/c where L and C aetheinauctance and capactance pe! tinting tine Matched and mismatched line [Ate coal ransmsin in terminated wth resistance equate its meee Shoe Al poet absorbed nthe fa ‘ALB, coal ine s shown erminates in an impedance consstng at resistance Sand a capsctwe reactance Tis sa mismatched tne, and a resected wave wi Bevaturnea Bock sow the Ine towacd the generator The rtectes wave reacts srt e forward wave to produce a standing wave on the Ine. The areunt = re= feston apenas onthe deren been thelead peda ad he ar teste impedance ofthe vansmssion ine Retlection Coefficient and SWR Ina mismatched tansmission tne, the atic he vatage inthe retected wave st {ny one parton the ine a the votage nthe farwara wave at ha same port 8 ‘Selned asthe voltage raftecton coofisert Thhas ths samevalue as ne rent Figure 4t: Substitute ofan electrical Line (secrete idee ores metus Figure 42: Matched and mismatched electrical Line Forwara ‘efecto cocteent Reflected o>", I @ omepeueree cat: 82 s34-25Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 15:4 Communication / Navigation (ATA 23/34) Antenna Installation Fegardless of the excellence of he equipment. adi instalation s bet han Its antenna Each pec of equpmem mast have specie antenna, and ths a tena must be mounted inspect locaton forthe most effet operation Most Stonras are used fr bath recepbon and vararting ‘The length, poleuzation, a8 locaton ofan antenna is of extreme importance in geting the most efit ransmasion and reeepbon om he tale eure ‘The pes of antennas used wih several proces of avone equa ae ex nea Reve ‘The shown antennas are used fo + Radar asia detection and anging, Shows the weather in ahead of he fight + Locataer Receives lateral guidance fo lansing Figura 43: Alera with Antennas arc) Aor { Glidestope Recenes verion guidance fr anaing sca omer ye? VHF ver nigh fequensy communeation wihin range up o about 300 NK ower Teas. = ATC Arta conta uansponder Receives and sends signal or i vate gin ome ro aie “BME Distance mastunng equipment Detecting the cetanoe to grcund as + TEAS Traffic clision avoidance system. Ales pict oer ara are + Marker Receives sna om # beacon at ground or positon detarminatin Gare approach or enroute + GPS Giabal postionng system Satelite navigation + ADF Automate arecton finder Naugaion for shor and mesum range Radio Altimeter Detects the averat height above ground 2 SATCOM Satelite communieaton for voce and dats ELT Emergency locaton tranemiter Sanding sgnals fr searching snd es ung he wc of an accident + HF High requency(sher wave} communication over whole wor + VOR WHE ennidrectona! range. Accurate navigation wit 300 NM cooing tsa anis ee natiBasic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systoms 18.4 Communication / Navigation (ATA 23 34) Installation of aireraft antenna systems “Thee ae vary of Fado antennas, each designed fora speci ado and in {Iain Typeah eae artonra must be oeteson the exter ofthe aera {tlocated roar the exter protected bya paste or nonconducve cover Anton. Sas eos are mounted onthe extort othe aera are eterno bade (G3) oF ‘ip ites) type Fush mounts antennas ae locates wit the arak outer ‘over anaprodues lees stag than an extray mounted antenna ‘Maintenance procedures [Antennas anne associated ables snauld be vaaly nspctes for secunty and ‘stghty. The leasing edge of bade-yee antares often ceterorate rap on hnghepeed arcatt Ths area shous be gven parser atenton. He antenna leaaing edges detrorat beyon ids he antenna shouldbe erored and re paced inome eaten the anlenra maybe reared, however tha yocaly Te ‘ores 3 spe ropa tc ‘Allantennaso antenna covers shou be species fr a proper sea OR GASKET {othe aici the seal has deteriorates, mosturemay enter the antenna o i {af ard cate caveson problems. Rerrove and eae any antenna ot antenna over whch may som moisture Pressuraed area als requ Dat speci lente grentote arena t-aea sea noe Pat ses rt en Radar antennas ae typcaly housed i the nose-ecton of he ara and are ‘rtacaa form ne enronment by a non-conductive cave caleé a razome. The Fadom souls be nspecaa for cracks and ensure proper sel the ware Proper adore repar i cat the operation he radar equpent Awa low the manufacturers recormerdatins forthe rept andlor panting ot te = sone. Figure 44: Antonna Typo Flush Mount Type Blade Type "Teremnepme cat: 82 134-27Basic Maintenance Training Manual Modvlo 13 Aircraft Structures and Systems 15.4 Communication / Navigation (ATA 23/34) Radio Fundamentals For many years the ony elecones involved i avaton were used for communi taten and saugation. anal electrons equpmen! was lassie simply 96°73 0 Today's ara employ vastquanstes of ecronic equipment, mucho ntl ao eine communcaton of navigabon This equipments row cassited 8s a¥- [ence bud rom te wards aviaton end eiactomie Ths sacton conser he oman otavioncs hat aeels win communication and navgaton| Rado ie a method of arsmiting ineigence frm one lacabon ta rather by means of elacromagnete auton Figure 45; Radio communication using transmit and receiver find. i S]m Transmitter “This exes basic aco shown tanamiter contains a crystal controled oscil torn proguces aerating cartent wih avery accurate Fequeacy he ade ‘tne (RF) ange, The's above approxima 109 wight ‘The neligence to be ansmitedie ranged nto an aus equency AF) ee Gal agnalby the merophone. This Ar meduste or changes the carat a0 Ie vottage vas inert the same way asthe tage fom the meropnone. No tee maton ses of he moduat carer ae the same ae the AF signal ‘The veltage of he modulated carers smpited shat has enough power faviate mo space wen goes tothe antenna. The sonal racates out mo sps08 ‘fom the varamterartensa Figure 46: Transmit mene Imaal St i : a. mn Amplified produced by crystal mien Serene Cat: 82 134-28Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Receiver ‘Te sgl rasiatedoutinto space rom the ransmitrspekes up bye ecever antenna. The signal pk upby the aftanna sa very weak main of te am ited modulates RF signal that was sent othe tansmiter antenna ‘The weak modulates RF signal ampli, ae then nthe demator eed One ator the RF signal musi be removed This doneintre detector orreter. ‘verang DC votage's the reeutofthe ecter The De componentof ts =a) 'Stitered out The resting AC votage nas he same wavelor as hat produces bye microphone aachostothetranemior The vallage oft gna st00 om, ‘bits ampiied and then used to dvo a speaker “The wansmiter uses a crystal oscilatr to produce an accurately conoid caret "requeney. anc only ths one frequency radiate om De Warsi antenna The ‘een aionna pcs up ret only the signal fom he dese anmer but ‘ais tom avery her vanamtar nthe area oe wal a= elstemagnete radiation ‘fom avs of electrical Sevesen vce forarscewer tobe veel must te ut overyvequoney exceptine one Detector [Avery base fecewer is the code detector The radiowaves are receved bythe Sntenna A tunease esonantoreut Sy Cy and Ly wil conduct al unwanted fe fuencies 6 ground ‘The deste une carnr raquency wil be rected by the ode Dy. The ouput of Dyispulsatng OC. The capavtr Cy smaatnens and averages he OC ‘This presents the demosiates AF signal aus though he hasdehones. Te the, employs a spec Figure 47: Radio receiver 44 mPa Speaker ell Tires Ab) a RF'Signat “Came Figure 48; A simple diode detector forming a receiv 1G Signa eSignal (0 tered out Lee tt cat: 82 t34-29Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation {ATA 23/34) Quare Oscillators CCyeal escnatore ate smal ching © sticks cut in a spacial way fom a etal Prassure or pull onthe erate sutace cause eeceal hate Ssplacement a thus eleetea volages Plezo-etect) Conversely, i atlerating votage is applied othe crystal. begins ro oscate rrechanialy The resonan Fequency cf tv cecaon highly stable ana de Bonds upon tha mesnameal mensions of he erst To obtain a very accurate and sabe frequency fer many diferent purpases such Bs decks, vansmitors, recawers and computers quarzor eit oscars ae teas According the dimensions of 3 smal guar pve, a Se ned resonant fe tency he ee Figure 4 Circult symbol and electrical equivalent circut Phase Locked Loop (PLL) or Synthesizer ‘Aqua osciato: produces only one euency according is dmensions. Toe ‘hue dierent seletabe requencis. 3 phavelskes loop uses Lets assume ne desied output requency i 121 85 mH The voage controled seit: prosions 3 Hequency tats ony 120.00 Mie ‘The tuning fhe dees raqueray tough processor apples a determined dv ‘son rato a frequency sles the prosramenabie sve” The olen otthe VEO (Boab Me} sdvided ey 12858 “This resus a lower fequency tthe phase & frequency comparator (62 KH) ‘The comparator neveaces ne OC vataga the VCO, tha VCO mereaces he te {quency un tne comparator gos the dudes output exacty 8, Kee whe i aust nthe eteronce Peavercy. igre 51: PLL oxo cconotes Fragamabie ura wee [GH |_Feceener [1] _ve wastage ‘enone coat: 82 14-20Basic Maintenance Training Manual Module 13 Aircratt Structures and Systems 13.4 Communication / Navigation (ATA 23/34) Superhetorodyne Receiver The antenna picks up al the radio signa in he area. ans they ae taken into 8 {unatle preartpitier This preamp ves an etectone hier Creu that passes bn the Frequency to winch the recewer fs tuned and senate oer he ‘quence te grunt ‘We wil consider te receiver o be a wraadcast receiver tunes to 1200 klcherte ‘he preampiiersmpfes ary signal wih equency of 200 ka ana passes cher requenses tsgroune ‘tunable oal oscil isincuded this cxcuit. The frequency of this oscilato Miieaso ti aye specie Fequoncy higher than fe eaveney owen he ‘preamps toned Fos most broadcast band recnvers the equeney ote Estanelster's always 55 hlonens ghar thon te requeney tunes one pear. + Forintermedate Frequency obtain folowing rlatenship: = RF if, Uinermadiae Frequency = Rado Frequency =I. Osco Frequency) Intis case the loca osiator produces a signal wth requency of 1655 io her (1200 +885) The signals rom the preampifer ard the cal oscistor are ser othe mer Whom sinals wih a Mequenoes are mis, fay produce io ober signals “+ one-ihaFequency thats the sum ofthe enginal wa fequencs + meth wth a Fequeacy that the diference between he tae ‘The four signals wil ave frequencies ot 1200 tie TESS kHz, 2655 tha (1200 + 1.655), and 456 ke (1655 ~ 1200), ‘The tour signals rom the mer are sent note itermasateraquency (IF) am pilter Ths teaver narrow-band ampifier ats ned e486 Kes ampifestne 45 kas agnal and atenuates or mmshes. al ther Mequencies, ‘Te ample 455 bi signal sentto he dteceriéemodutor, when removes thease IF carer The deteaorrectis th IF ogra ane removes one ha ot the envelope “The resuting signal isan exact copy ofthe AF that modulated he carer Nats omg receives The AF signal's arid by a auae ampli Stage and drves Sesproer Thecutptatnesearer sth sare athe poe meoprone Figure £2: Superheterodyne Receiver | (aa cat: 82 saatBasic Maintenance ‘Training Manual VHF Communication Receiver Communication eceve's such a6 thote used nara re mate sensitive tan {he normal noveehou broadens! receiver and they Nave move stages ‘The signals picked upon the antenna and ampifed by te tured preameler ‘The ocalesilar produces a Fequency thats "0 Smogehertsaiferert rom te frequency to when he preamersuned “Thase two raquencies are fed in the mixer where hey produce a 10 8 Mie ‘ntemasstefequeney This Fs amped savers sages of IF amaitieton src Sontnio he detect demodulator where tamarges as an audoequency Sana that dupieats the AF prosuce by he merophone at be Wansmiter ace “Tero the ouput constant as he input signal vltage changes. some ofthe out putlom tne detector goes toa automate gam conral/AGC} Thsisfed back ni {he IF ater such away nat tineoases the ampifeaton wren he sonal = teak and stenvatee wen te sgn etoo srong ‘squelch ‘Sem ofthe detector outputs set nto a quel cic that corrls he aude ‘equorcy ampifer When no signals borg eceved he AF amar Op tanuated, or decrased so te backpound noe hal makes 3 Hssng Sound in the spenker sot oue eneugh fo Be sneaying {ut a5 coon a 8 signals receue, the tlenuation removed allowing tne au ‘utput to be cud encugh fo be coronacly hear THe cutout oltre AF ampifar (ose fos power aplier whee ts futher ampifea sa t san dove the spasker It there a weak communication signa the squelch ago suppresses he commu ‘heaton egnal Thevelvesohstable squelch tesnoas are proves Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 231 34) Figure 83: Receiver with AGC and Squeich [ee FL | [aaah [ andl m7 = mele Figure $8: Squelch Function i Communteation £ hoy g NV Wy 5| f° * *\ communication oO ostepioara) | Weak Signe oe Ninel, Saueten Time "amare ccat:B2 434-32Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34), Dynamics of the Static Electricity (One ofthe probleme we must deal with n ado communication, s precipitation ‘atc o” abbrevated to palate This ising and buzzing nose crus Oy 30 Sneonto'ed dachargeto the surrounding ai fe hgh potent erence secu ‘miata on te arcraf under cetan eongtons Such octal charges (i. {orona docharge) ae accompanied by lonsaen ofthe ar ana terefore cok ke [Sein be. The neta of eink eonargers ensures corto removal oF ‘electrics carge sowing te rover One conston ethata suffer number hitsenargers mest be present. Sco the dopends on the pe of ars te ‘ereere a problem nat must be solves dug the design pace However the state sschargars cannot do the ob alone. An unlerupted Was Zortol charge ove the useage sust as mporant Symhete pats also ing het ‘San specte grebioms In the arcle we spabght these problems, white a he ‘Sarre te expiaming the princes of he sae charger Electrical charge ‘nen thing trough ce panes ex expla crs cous a large number ofp ‘los wi ake the aera and bounee away Clete charge etansterrec teach Impact (We know his phenomenon ae nocelesrety) Typical, te aera e's ih negative charge wnie te rebouncng pate acaures 3 postive charge aah impact oss to the electealeharge 0” pot onthe ara The deve ped polenta aietence can reach hah valuee Unde rata charging constions ‘hs poteial ean each vats of 10000 fo 200000 vols a rachon ota second ‘Table 2: Causes of electrical charge Dustand Sand | Sold panicles produces the mast venoms fps especialy when there at oy Tce Grete The colder and dre hey ae, the more p static. Dry Snow Found nigh ous couds andin cai arce masses Rain Lage ran raps aso proauang plate Corona discharge \nen he potential ofthe ara ceaches thece ign vals, ome interesting ‘hinge lake pace. The elect fllds around the ascrak become hgh parkeuany [tas owromnes (wing ps tal ee) Ane Sharper edges ntnote oeabons such ‘28a aol ating edges, nese tlds become nigh enough to cause lonizaton of the ai and stort bursts of charge, orcuentwilleave Me area corona pulses) Its te energy eased by tne corona pulses, coupled othe rad antennas, thal causes the prctlation state (or shorty p-sta) Inthe vod recelvers ths wil become nent m te form of Wregulat popping sounos AS the see ot harging increases so does the raquancy ofthe pops unt itbecares 8 co froovs busang whiennereaee mitenety. Evetualy becomes 2 Sead oor when masks af but he very stengest asi signals ‘Thunder Clouds Parties srking the avcra ae tthe ony cause for igh lacie kts They can ‘so deveigp when fing near or Between elecrealy charged clouds or dung ‘cra’ terms In he nstance we eer to insuced fargeg ratner han tboe Teeiicenargng The esultng corona pulses, weve ill generate ne sare ofpstate Figure 55: Corona diccharge at aicraftextomitios and thundercloud cat: 82 tamBasic Maintenance ‘Module 13 Aircraft Structures and Systems ‘Training Manual 13.4Communication / Navigation (ATA 23/34) lonospheric storms. Figure 86: Ditfront noise affecting the recention lonasoherc storms (caused by solar activites dsturing the earth's magnetic Feta} may desvoy the nermal layer pater ofthe lonasorere ana cause the one ~alontofom clouds tal move an regular manner The asturoig eet of on ‘sphere storm on sky wave conmuneston i grealer in and near the polar regions and cecomes negigte athe equator Ionosphere storms may occur at igre wellas day ome, ‘Atmospheric noise Even whon the propagation condtons are very good an resultin a signal of us- be erengtnn na rasnver antenna, may nt saya De posse teary out Eommuncaton or gel relablenavigaton lfermaton custo ef! at alsa ase gras ae alsa delveres by he antenna. There noes sgnae ae caused by rad ‘saves crened for nstance by undertow. ining snd corona dacharpee Precipitation state ‘The secptaton static ype of ogee caused ty corona discharges fom aiferent pas ofthe aera eruetare wich nur are cused by fhe Dombarsment the Sera with elec charged randiops, snowflakes aistones, smal ie cs tas o° ast parcles Te atmospherc and pczeiptaten sta nose may beso song that it wil com sey mash consmunicston and navgaton signals of elatvely great stengh ‘hen ne atte san sea of hundatsorms or fying though clouds Man made noise In an avert tne man-made noise tom eecial motos. aching between ely {omacts orm elecncal motors ot may also reac 3 suring love! IF there fare in ona of the avert elacircal motors or relays rin te ter ‘lemenss when ate used‘o suppress ne noe generates netcal apparatus ‘he ate is cturbing the recepton In this case the soutce of nase Ras fo be und and pared High level man-made nose may algo be noled when reception takes place nn Brera over foam the ground) age oy wh an extonsie tate of electrical ‘onions such a5 set car, otey-buses ote Eloctiel welding equipment and ‘tuipnnnt for igh Heaney datnrmie ae also producing noe of Ma eve! Swerrony sees) cat: B2 134-34Basic Maintenance ‘Training Manual Module 19 Aircraft Structures and Systems 184 Communication “Navigation (ATA 29138) Static Dischargers ‘One major source of 30 nerterence comes rom he scharge of sate etc- Iw pregased onthe area du fo ieon, When eves an aerak travels rough rate sus or even aibome paluant,@ state cape produced One shnaline ara “his site charge & more prevalent on acraft capable of speeds of 200 te or {eater ho sate charge forma on th arerat ein wl ot prosice rai ner. {erence teenage remain statonary. However, he charge bats up and be ‘emes reat etaugh il charge Vom the arcra back nto he atosphae Ts alcharge prosuces a magnets te whch recone by he ra a sae interference Slate dschargrs help simrate radio inefrorce by lowering the aout of State elecinealcurent wnen dscarges tom he aera beck note a Without Slate asorargers state elect would buld up on ihe rat a crt eve! Sn thon rapid eiecarge back mo thea This perane echarge woud cont ti. ong asthe state charge contaued fo bul on fe sera sure it te arora s equipped wih state sharers, the state scnarge cours at a lower cutenteve anc uch roe equerty ‘The lover level of aischarge cartent roduces an extremely weak magnets eld whet is nol eked upby vase recat Static dischargers are mounted tothe rang edges and tips af wings, vereal and Fontomtaleablizere and como surfaces The layout state oachargers cone siteret ut work according tote sare principle. Figure 67: State Dlschargers ‘Sane Satan a (eummeiaiing Edges) "ithe ie8) "athe pe) Figur 58: Locations cat: 82 $34.98Basic Maintenance Module 13 Aircraft Structures and Systems ig Manual, 13.4 Communication / Navigation {ATA 23 / 34) The Principle of the Static Discharger Pesta interference occurs when te ao noise creates bythe sate charge Euro pulses i cxpies ote recauing antennas In acorsaren hte pn Dies of ecorosty a fecelvngantennaas a couping fed wera tothe eect Frit would reat fexoted ae taneming antenna, ‘Ti antenns coupling fel is many concentated ner the exes of the a. frame and especialy felons wih sharp curate. such ae the ling ego of the wing tp. The shape of the Held near hese extremes Soen not vay grea Whine ype er locaton of he antenna bus deterred poncpalyby The shape ‘rte conducting sot Uniorunaty, the elecrostatited cated by achage onthe atrame is concen tated at st hose exremtes ofthe atari were the antenna fed is concen tated ‘Since he corena dserarge cuten fows where he sat fe songest find the dracton of me state eld Ines. te corana nase cuents wil ow Ba ‘a fone antenna couping fel “Tris means that the ois currents wl be teh couples tothe aera. The static diosnarger moves he siecvostate fet sigh af redueng he eauning win ne ‘antenna fel Very imporantin his rospectisthe highesistance od This contained between themeta shark andthe ip ard acts amos as anon-conguctr at fequences Conseaquenty he antenna fed ot futher consented. The Nigh resktance rods a sattacoryconduor at DC, consequent tne state Held concantated rear he endo the Seesarger and the aecharge wil fake place a some Stance ‘rom te Paling edges ‘Siac he antena elas nary 26r in ths region ony couping can occur ‘Away torn te phe dscnaige cent Powing along te stat ed ines encoun fore tho antenna fed but ence te wo ate neal perpen to each. he ouphng is very sma Figure 58: Noise current coupled tothe antenna Figur 60: Noise current nat affecting the coupling — Coupling ted Zs \ do, oS \ sie \ Ss cat: a2 134-98Basic Maintenance Training Manus Module 13 Aircraft Structures ané Systems 13.4 Communication / Navigation (ATA 23 / 34) Bonding ‘As aeady stated ithe troducon, the psa problem can easy be solved by netaing state clscharge’s Tete se. however, some sslional sues at fe Ge stenton First ot must be assured ina al mawng arramesuraces oe {onabs panel ete are Bonded tthe man mass ol he scams Thi Ie doe to frevent arog wen mght cress 2 fuel sorage gnaan protien fis sso ue {tat whan moving pats of tne arcrat ike flaps and alors, are not bonded to (gathar tana ference n vote level can exist atween he two suaces. (Dis {outa ote state charges tough the tearngs only is absolut wauficen) ‘hea result of te arerental potatal, sparing can be induced aoss the ended porancal theater We now mefect havea spat tans, thal cou pice tne energy of he spark nto he arch antennas and can cost cracking esee info te mad pranee,Smlary,nepecton panels can become slated ‘fom the man sracure ofthe arcaf aha have the seme eau Figure 6t: Charging due of incorect bonding Wing ‘Streamering ‘Syineic mates frm aaron problem As an aera es though preci ‘an slate conditions ese prt wil secumuate a state charge (sate eet)) Because tey are ol conductive thoy cannot easly love hs cargo thou for ner steps Upon feachng a cera polenta citereres te accumsted charge valobendsenarge a at nee. Ths decharg can couple nt the antenna sytem Figure 62: Radome diverter strip and state discharger bonding falure Insulating berg comsntecnciee Charges to's nigh votage Peace ae 7 a eaammacon coe cot Fieralgss Tang e690 7 Bonding Strap \ ‘atscharger via {ha ceae stale nase: Ths phenomenon hasbeen named seamerng rank in bond ‘The solution ithe aplicaton of special paint that allows he charge a eak ay Furbermore the radome e equipped win etal snes ta aain the tae charge ‘nnost eterding the radar oparaton. Tha sips may not be garages comportuncasarene fateBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 19.4 Communicaton / Navigation (ATA 23/34) VHF Communication Figure 64: Transceiver Introduction The VHF is use for short range vice ani data communications The VHF sytem 20a short distance voice communeations between diferant arcs igh or ‘Se ground) or Between the svar ands ground ston Frequency: Vey igh rua 118.000. 16975 te A \ wwe \ web ilr nste! fag 109 Cans \ attra CaaS ah cana Sry 208 Choe Power 5-25 Watt | Transsniter seer Peer Figure 6: Propaston VE Tana come Radio signals not a Sa snttied tno recive |, J WHE Transceiver Pressing the Push To Talk switch? cated at handmerophone, au contol panel conto! wheel o esx changes om recapion (Fa rode to enems: aad Sen (Ts ose Figure 68: System simples integrating") Transceiter Geitcion eta ‘oat 82 s34-38Maintenance Module 13 Atcraft Structures and Systoms jing Manual, 13.4 Communication /Navigation (ATA 23 38) Controls Tune the desired tequency Figure 65: VHF COMM Control Panet Figure 67: Radlo Management Some useful Frequencies 12170 MHz Dispatch Ground (SELCAL) 15170 ue Bspateh Fight (SELEAL) 412720 Whe VOLMET "Meteo Region i2ee2stne Ans Nee Zunch Apert 12186 tke Martenance Contol Center SRTecmcs 12290 tsa Mamtenance test or working channel ERA) 12178 Mie Geneva Ground Coma Figure 68: Audio Control Pane! Reception: ‘pen te respecive VHF potemomer “Transmit =the desis Micefone (CALL) buton and Foi the RADII ewizn'n RADI postion at ACP or Contl CokmnStok or press the PTT bution at handmeofene Never transmit at these frequencies: 49800 Maz Aval B10 Me Tower 12:90 Me Ground 12:75 Mie Apron 12595 MMe Departure 12180 MHz Delvory 121.50MH2 EMERGENCY “oertantybomoer ati B2 134-39Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) VHF Communication System The aera s equiped witht to 3 dependent systems. They eth: operates in ‘eceplon of tanamiinode The operation tequency 1 selectaieat he conta ane Figure 69; Systom Tae Comm Senne as [cae atm regen saneion i str rami ‘Meropnone [te uso iat ncopone ie Soar ~ Lhe vote ae T tout mega std; aw ‘The raced signal comes ror he antenna the receiver. The squelch cancels the ecepton nose wih no mut signal The unequelned ouput goes dretia he SELCAL ceveder Taran he mcoptane ay/Pusn To Takao be ont The renais recite ranster. To conf ie tansrstes output goes fo 3 Sal amount of Rr energy cemedatad ana fed back oe fester Aut bolstered a8 3 sdotone ‘The frequen synthesizer produces according the elected operation srequensy atthe contripane! Suing Ro mode the loeal declan Hegueney ana dng Te ‘ode the carter frequency [XVSWWR meter snows the frward FWD or retected REF votage loom ie an {enna dung rane mode The rato UperyUryy » VSWR (olage Standing Wave Rata} sm opal cases eras me han 2, 8 prod ne {ona creut i present Figure 70: VHF Transceiver Functional diagram cat 82 134-40Basic Maintenance Training Manus Module 13 Aircraft Structures and Systems. 13.4 Communieation / Navigation (ATA 23/34), VHE COMM Transceiver The tansceve operates inthe requeney ban om 118.0016 196.575 Mein 25 ‘Hz 06.33 kre slope. The Faquercy slacton comes in ARINC 429 format For {he contol pane! a fom an ACARS. A reguery source eet input cna the Source rom rich we use he feqsey selections ‘The VHF COMW racawer dete the auso mulation ofthe RF signa ofthe 2 lected roqueney. The audio goes treugh ar aus swicn to the focever and Sotone augo cuput Te squelch fakes care fat he auso switch switches of {he audio when there is no reception of signal. The second aus eutt goes ‘Secty trom the receiver the data output fr equpmant such as 9 SELOAL de oder "an BEARS. ‘The transmit stats when thre i ground atthe PTT input This ground stats the warmer ant stops the fecener Aus efermaton tom a mcrophone of {he aptonal CARS goes tvaugh he moaualroetvansmiter The ansmiter (ererates an outputof the selecies equency win a nominal power of 30 Walt {mn 25 Wat). Ts output passes trough acu nt measures he forward ahd ‘flected power At he frward power ouput of ts creat here ass deletes [uso when goes to he aso amoier sr sftone When you tet he VHF COMM Wansceiver both the ranger and eceve oper [22 fr about 109 mllseconds. The modulation of te Wanamtr 2000 Hear ‘he Vanerier output goes twough on aleualer 1 the fecauer The momtor Cheats he erwar and fetes power ana shows the VSR onthe play. The mont aso checks De data and headset sudo opus 0! the recever fe pres nce and armpit ofthe 2000 Hz signal there so asthe LAU PASS taht ‘essa come en wf ie a Serene cat B2 14aBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation {ATA 23 / 34) VHF Control Pane! The contol panel receives is power supply through the cut breaker of = \VHF Conti ‘vanscever On the conto pane you can selec! equences Kom ‘118.00 136975 te On he convo pane! thee an ative and preselected frequency which you ean select wih a transteramiten, The green taser it above the requeney asplay shows whch frequency selection is actwe, When Sect power swathes of the conte pans shows the ast selected equ. fs The convel panel slotes ese equances in nohwaatie memory when flectica power sates of When you select a frequency the conto! pare fate ne raquencies nthe non-ilabe memory he nonolle memory gives tne ace and preselected frequonces tthe display ser ansto the ARING 429 \inen here is a conto pane fare when you switch he system on, the vans fr goes fo the emergency Hequancy. 21/8 Mi When here is contol pane faire cunng operation ofthe system the ranscetver continues to operate an Me las operatonal requancy Figure 72: Control Panel eeeBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 13.4 Communication / Navigation {ATA 23 / 34) Antenna Figuro 73: VHF Comm Antenna \VHE wansriters and receivers use 2 verialy polarized antenna tat may be ‘movsted eter above ortelow the aceraf Mueeage, Some fhe sper ntl {ne use wre whp antennae wie the more eficiet nealatons Uee 2 road ‘and base antonna Somo wir antennas re bent a at about 48" angi whi ows tem to receive norzortaly as wel as vericaly polarized 8gnals [A VHE communicaton antenna s 2 quaner- wavelength antenea that uses the ‘BLADE Iretalof te avera as te cher quater wavelength lege the antenna here ‘ANTENNA, {ured hat wavelength When isang this type of antenna ona fabe-coveres Seat, you must prowdea ground pane. Ths is dane by using otis of aluminum {or ora pace af alummum seen wre tat extends out or epproxmatay one {quarter wavelengh om the center ofthe atenna on he de othe abc. consonance es cat: 82 nanaBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23 / 34) HF Communication Figure 75: HE COM Biock Diagram simpified Introduction a fnrenne, “Tha HF system alows long distance vice communications between ere ats ght ron ground) or Between the aera anda ground Slaton coon Table 3: 1 Freneney Steno? 29569 eke oe in 1 kHz channe’ spacing!28000 Cannel Transcelter ei Oa Power 100-400 "eiooe” The onosphere reflects he asowaves back o the earth Ths helps to reach de panding othe solar seit teach ary pont a he wot Figure 74: Signal Radiation on Short Wave ‘The antenna rustte matched othe trensmision Hequeey. This cone with an {smnarouple near the arionna Glare anemssion he aniennale stomatal, {ned wtin few seconds Pressing the Push To Tak switch (PTT) located at nanamicrfone,auso conto! sate weir Sd tx changes fam xenon fn Mase a vnars cat: 02 13446Basic Maintenance ‘Training Manual, Module 13 Ai raft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) System ‘This is for communeeation between the avcraft and ground stations The one Sphere retecte te quencies n the HF ane, so the tne of Sgt does not it ‘he reception range ofthe system. Thats wy the HF COMME is sutabe fr long ‘ange world wade commanzateon ‘The Hequeey ange ofthe system's 21029 999M You can make he toques: Gyseitonin Tale sep 0 there ae 20000 chaels avaiable, Tee re wo ‘odes a operation. these meses sre 2 a ampitude madaton + S88 upper sce band {nthe AM mode the system vansits a cane: with amplitude modulation. In ‘Sse made youremove he carer and helower se band The yatem ol ons ini me USS “The System haste folowing components: a Vardooner an antemna coupler af fenna and a convo panel ‘on ne conto! panel you make the mode and Hequency selecions. The informaton goes fam the cote panelto the Wansceieryough an ARINC 429 datas ‘The cont panel aso shows the frequency selecton. The recewes aude sgn go tomtne ranscener recy tothe aus management sysiom Agata atu ot ‘ho rarscever supp te SELCAL decovsr The punto ranem PT) and ‘ronhone signals ge sect) rom te audio management sytem tothe ranace fe: "The PTT sgnals G0 go to the coupler The antenna coupler edusts he Seienna mpesance fo got he cot ead forthe anette. Tago a fune-ys2 ‘tera requency change he coupler gets ae-channe! pulse rom tne wanscever The transceiver ge a Tuner Progress (TIP) signal fom te couple To mentor the coupler condition itrock sgnals come and go rom the coupler o he ans Figure 78: HF Systom TRecaiter |, Frequency Selection |” Controt 79: HF Transceiver UnitBasic Maintenance Module 13 Aircraft Structur ind Systems. 1g Manual 13.4Communication / Navigat (ATA 23/34) Control Panel Figure €0: HE Control Panel (On the contol pane are te convo fo select he Hequency an te moe of 9: cos) tan Ths infomation goes tough tne ARING 420 Sata bus fo he anecaver ‘The spay, when an LCD, shows the selected kequency Whe LCD test mich om he martenance and est panel you can teste Splay. Non Wo rremory hos the ast selected Neuen aera poe trrupbon “oe RF senstvy and squie nes fom he ranscewer unt are grounded in the {onl panel Ths gues maxmum eenstvty and sdtled squsich sting 28888 tat =. | prea ncaee cat 82 saaasBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23 / 34) Transceiver Figure ‘The WFS 700 tansms 125 Win AM mede and 400 W peak envelope power [PEB), int SS8 mode. On the font of he ranscnver1@ 9 elephone ahd = ‘ropone jack, lst tuiton ae 3 faut hgts LRU FAIL. REY INTERLOGK and CONTROL INPUT Fale ‘ot awith-on, the transceiver in he receive mode. gets he RF signal trom the antenna trough fe antenna couple Trough the UT sec fe signal goes toe rcaver when makes ani itemedite Fequenc) signal forthe At —— Fiteroch IDENT ONLY poe ! @ _s | on eaieme pr Cat: 82 434.77Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23/34) Digital Audio Control Figure 131: DACP Schematic Audio Control Pane! ‘Wt he volume corals you st he volume fo the vaous receivers. Tese con tol are sotemrter, anda DC voltage represents he wpe postion. Ths val tage e convened to 2 agtalsgnal ana gossin an ARING 425 word ote aus ‘anageman: unt An ARING 429 fecever geste data back ate’ he sub ma Sgement unt has flowed the data commande. Wien the reeted data ie. from the wansmiiad data the comparator gues 9 chenrl felt the gh wwemng system “The transaiers have a volume contol and s wanamter seer. The volume coil operat the same way asthe ecower volume conols When you selsct, Ss trancrter i tlacton goes as dctete nay ARING 429 word tothe AML “ne postions othe 3 swiches RITSIG (Radio Transm Inetar) Voce-dont ‘Speaker ONOFF neo go 9 dscretee n ARING 429 words tothe uso manage mentum ‘Tne montorin te aude conto panel does the normal mentoring When tere ie Atautinthe ACP he mono ges 9 ACP auitmessage gnalte te gna ing sratom Figure 130: Front View 7 cat: 82 14-78Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Audio Management Unit ‘The ma para aiga aude management is the Audio Management Unt Itcon {ans foreach row member a stat col card Fo syste tecuncancy, tore bre one or more spare channels avaiable ‘The ausomanagement unt gets al the auso sgnas ram the communication ana alering sytem These Sgrals go tough fo a headphones and speakers, de- Bending onthe eelectons othe aesocns sutio coral pane. Themerophone gnats goes accovang ta wansmir setecton to he selectod Vansmar ort The dala Wansler between ACP and AML goes through ARINC 429 buses Figure 192: AMU “a inertace inte ausio management unt the inerconnecton te al vans ters, eceners ang aural warnngs. This means also fore acousieeaupment Ike Speakers, needseis,mrophones and PTT smiches| Er tens age “eEtiompemeae cat Bz 134-79Basic Maintenance ‘Training Manual Module 13 Arcrat Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) ‘Station Contra! ‘Te auc management unit conains foreach crew member saton cont card Each saton contol nas an input9 the ARING 429 receiver. When the receives Cont data is folowed, the convo! creut ges an “acton complied signa, lacs aevates an stcronie stan. Through tis swecn an ARINC 420 vans {ergets ne contol data ana sends te dts back othe ACP for verieton oho ore operation ofthe data bvs ana the station corel “There isa microphone selection cout on each station contol which nave 2 juts one ra boomimask mlecopone and one ora hand metophone ‘tse RTC switches on he aus conte panel or control wheel you select be tween fight erprone ors fade Vansmission ‘The Vansnae: PIT andthe me Cophone selon seeuts.oppy the mctaphone and PTT signals othe Nanscoer im accordance win Tne seicnan on te ACP. ‘On he ausie control panel you select which esa signals got the ttepnone ‘Ss speaker ampiier For some recevers the VOR. LS ond ADF theres aso 8 SOICEADENT seieston The signals got a fer which ater remaves the dort tones of fhe voice trom ine aud The leephone ample suppies, Waugh the Jesktox the telepnone Figure 134: Reception and Transmission Control via ARINC 428 Figure 196: Station Control Function AE ce meg Roe ieee ‘Re = cat: 02 134-00Module 13 Aircraft Structures and Systems ing Manual 18.4 Communication / Navigation (ATA 23 /34) Interphone ‘Alous communication setwosn pace inside or ouside ofthe arplane. The con nectons are Pade va the wing nthe plane Tiree rerghone ystems con be Gstegusned Fight. Cabin and Serves or Mantenanesirenote system Flight interphone “Takes cae ofthe commuricabon between be ight deck crew among themseives na between the fight deck crew and he ground engineer whan he engines a “tated and curing test un. The audio dtrbuton or mteratng system suse ‘ors ampiteaton and dtnbuton atthe auto gna Ths means at ne fight Geckerew can use he boomeat hand metephane headset ard speaver The it ne-ystem can be setected onthe auso coral panel The ground eng toe" can plugin resheadsetin the ight nierphane [ack located he Nose whee [ea Outer ypos of aplanos have a separate fight imterpone ampier Figure 196: Communication inside Cockpit and Ground Crew Figure 437: Flight nterphone Schematic ‘cat 2 waeBasic Maintenance Module 13 Aircraft Structures and Systems ‘Feaining Manual eeeuneaunen Nengaton ATASS 0) Cabin mterphone Fur 19 can phone Schema Coon even eran aa ata hh ig ack ceva SOLS Seen ee ane cam cna eco amen % om neta honest : «Gane eae Gos nocommuncaton Daa Son 0S cease a «Capon sea ts tres +, BF W Figure 128: Communiation Between Cockpit and Cabin dimids Seeman a cat: 82 134-82juctures and Systems lavigaion (ATA 23 / 34)Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 4134 Communication / Navigation (ATA 23134) Cabin - Service interphone Handsets (One handsets eaten he cockpit ana several handsets are installed the cab ‘atte atendantstatons Tne handsets are aio used asa mctophone fo he ‘ronouncemonts va the public adoess syston ‘al butons makes goss to communica win a dedicated partner station or ‘Cockpit so oir crew members are not able istenng pst communes So ‘gta cental swiching system (Cab Inercommaneaton Data System CIOS) Figure 142: Various Handsats Interconnections between interphone systems +The ght inerphone makes possible forthe fight deck eew to commen: {ate win each aes and wih the ground engineer ‘The cabin nerphone utes by the eabn ere to communicate among them shes ae to carmunicae ath he igh eck crew The serveeo& mantonance nterphone is es by the maintenance person eto conmaseate wih each attr Depending of atcraftype, is pose to interconnect hs tree interpnone sy fem towing way ‘Cabin nlerphone wi senvice- or maintenance sterphone Fight iterpnone with cab inerphone + Fghtntrphone win maitenance mterpnone Thertore dodsod switches are used rite done automatealy ater ianing To interconnect the service itepone of older aera tis ressecar to neal exter umpor cable between the sigh ntrphone ack eerscemerpnone okintenance Module 13 Aircraft Structures and Systems Manual, 184 Communication / Navigation (ATA 2 31 34) Ground Crew Call ‘The ground crew has 2 fight-ceck cal bution inthe nose whes! wal that when deprestea, sounds alow chive onthe fight deck aa urinates 2 foun aren "alight Winen th gound-orew eat tutor onthe ght deck depreased a hom Inthe note nee! wel eounde When te chime er tha hom sounds the SPpropr Ste crew mambers can use the mierohone systom fs communists wih te one thomas neal Figure 143: Ground Crew Call and Cockpit Call Figure 144: Ground Crow Call Schematic Figure 148: Cockpit Call Schematic {Sore coat: 82 134-95Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systeme 134 Communication / Navigation {ATA 23 / 34) Cockpit Voice Recorder Introduction cockpit voice recorder. CVR, is an important device for determining the catse of an area acoeri. An endlos ape or sold state memory allows or ranimum 20 minutes ftecerdng. an ten fis sternal erases ana recorded (ver Thor are four inputs te he recacing head. the mcropnones ofthe cpta, the frstofcer te observer, and a cophone tat peks up receives auc and {oekptconversatons. These micaphones ae aways hot ard de net require ary type of keying. The pickups are an the cock. bul he acl tape corer Ita fre resistant box usualy tocated near te ial ofthe aera and panied Dnght orange eotnat tis easly ented among te wreckage Figure 146: GVR System Block Diagram compar Parsing Figure 47: Location in Aireratt oeating Beacon (ULB), “ Ag " Hl / YW cat:82 134-08Basic Maintenance Trai Module 13 Aireraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) Function | voice recorder recor infomation on an ends magnetic tans or toa sot State meray. Ths recoding is Kept he at 30 minus of ight crew eam ‘eson and conversation, This inert fe essential for accident inven, ‘hereere te voce recorders an ainworfinecerequrement For scale nves {aton te voice recorders used msomnaton win he fight daa recorder ‘Tha voice recordar has @ protective casing which gives the recorder a boger chance to surve acres Also ie locaton of te vecarder in he tal ol the a {at nereases the sual chances The cauing has a bight orange clo wth Whe orecent tape sips. Ths mekes the recede” easier of. On the Fork Panel of ie voce recover i an underwater locate beacon. Under watt the un ersate lestor beacon tanems utrazane pulse sgnai when maxes teaser tend the ecorer, “Te woce recorer system gets audio signals ard records nem on 4 separate traeke On tne tacks are te folowing aud signals + Channel| al selected aus from the capt’ aco staton + Channel “al sletes auc from he fst offers audio staton (Chane! 3a selected aude tom he observer's aus stator ‘Time reterencesignas tom te Might data recaring system + Channel =a aia sound signals tom he ight compartment merophene ‘The voce recorder conte panl has th contos fora TEST ang ERASE hncton ofthe recorder. Tho eraceuncion goes traughintock condone. The cana panel has stape for the soting ofan ternal sme. ‘The voce recorder gets he eee power automaticaly when one of he engine |eSiaed (he! overs opan) othe area en fght A tm delay valny remaves the powe: rom the wove revrder§ mes afer che arcra eon he ground snd Bi tol lovers ae closed Manuay you apy power to the voice resorts wit the CVR/FDR GND CONT pushewich onthe alone sth panel The automate poner emtenng overces fhe manual swiene. Figure 149: "ambatee coat 82 t34-87Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 134 Communication / Navigation (ATA 231 34) Recorder The voce recorder contains a megane and slacken evcuty The magsrine coma he eriess pe uk fase clan tate, eng Madea ‘The electron ccuty isa power supply, tuk erase swching. a bis osiltor And foreaon recorder Gnannel an ameter and mer Therese estorlor 1d muller, anda meter creat ‘Once the voce recorder gets elecrcal power the recorder starts orecord the au- Gio.ad ime sraison the 4 acks ofthe ape. Galore the ape pacses he racrd heads tnaeene an ersea heootoerare the pevausrecsiong The biasCeliot Spptes te erase head ‘The aso sgnais rom he auso mansgerentuntor the remote area microphone goo ampere and rom thereto ners From the mixes the sgrals got he Fecrd heads which put sgnats onthe tape. the mar the ao 8qra's ae Ived win he bas oselatr sna ‘Ate the tape passes he recor heads, pastes a montr head, which ges he Fecoraea sara toa maior ampiier This ample suppies the lesnore chs nthe recorser ont paral aa he cartl pane Durigtest ameter cut mes tres the signal svenain_A les meter onthe contl panel shows he Sra Srength (ony ding test), ‘Tee ERASE pushbutton on the contol panel ges the plots the pessiiy to race athe sored nfrmaton aera auccestulycompltee grt The tose pusnbuton operative when tne area on te ground and te parking brake [Eset When you push he erase pushbutton "eay inthe wace recorder applies TiBV AC loa tus ere cot When younol the pusnauto for atieaat? secon the song 400 tr magneto Ned compete erases the ecaing onthe ape Recordings ae stored io 8 magnetic tape. Te tape unt can be ends o automate reversng afar © minutes a contnueracordng other 4vacks afer ther {Eranates ne recorder begins te overwnte he peweus 30 motos ol econ Ing’ Thetape unt located na crash and eat suval case Figure 160: Recorder wih analess Tape (analog recording) i fe ‘nese | is Ls { | mei + ot |Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23 / 34) Solid State Cockpit Voice Recorder CVR Figure 182: GVR Solis State ‘Tasays technology isthe poset fo store the recording in dg format, Thee ‘are no moving par, wich ean be worn. (sold state) fn Flash Crash Survivab ‘The non vote Nash me ‘Storage capacty: 4 Channels \ erounressu \ sets 1 3400 9's oe (227 mate ens) 1 \Basic Maintenance ‘Training Manual Underwater Locator Beacon ULB ‘Te Beacon ie abate operated underwater acoustic pulse generator thts ac- ‘ted when the ero onde mmersed meer resh or sa water ometa cave oe Beacon which tne ‘ls to tha eurouneg war a6 37 § He acoust energy ‘The pulses generated ae of 10-milisecond nominal duration and they aes once ov second The Beacons operate cantly fr ateast 30 cays aor bn ‘ovry 2-8 years Figure 169: ULB Sehematic Module 13 Aircraft Structures and Systenis 13-4 Communication / Navigation (ATA 23/34) Figure 158: ULB ZA : ondeBasic Maintenance Training Manual Module 19 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34), Emergency Locator Transmitter ELT Introduction ‘an emergency ecao:rarsmiter (ELT) asm soicontaned rade Wansmiter ‘moonted a locaton where ts leat kay tobe damaged ina crash Hinge Imertaevich hat cores inte event of crash and taste vans emits ‘eares of down-swoeping ines smtanesusly on tao emergency frequeness 4215 te m the UNF band and 249.0 Ne nthe UHF band The basen "nan ELT has a dosign if ong encugh fo operate the wansmiircontmous or 48 ELTs are nstates as far atin the fusolage a ts practical to place ham, ae hey Safe connociod a exible whip 0 exemal antenna. The instalation must be sues ‘tet onants ne men sien so that ta aenave tea force ot appromaly SC long ne lenghasnal as of he aera ‘nen an ELT proper iste, requires ite maintenance oter than anew ing that temas securely naunted and comected tos antonna, Tare must be Io evidence atcoosion anome batey rust be replaces according ea epaote ‘hedule Non rechargeable bates must be replaced wien thas reached As Usable fe The date requred for Ts replacement must be logy rarkou onthe ‘ute of te varamiter case and twcorded nthe aerah mantenance ecards ‘An ELT canbe tested by moving and tang into a seid or screened room to prevent is radaten frm causng a fais ae An operational check may Be made wi the ELT m the arcratfrne mare ben tves susie sweeps This test must be conducted within the fist five minut ster any fll hour Orting satlites ofthe COSPAS and SARSAT (Search ang Rescue Satelite) stem can cate the poston ofthe signal by doppler ele! o approx 4 Em The mission earl cartes then insates foe fescue wc e ane wth on ‘enonal asi ection Singing eaupmen: on 1218 Mie ‘The transmitter is instaled in the csitg ofthe cabin. To make the unt sensive ‘brine shock-detecton the unt nseds fo be meal in he coast way Tere Snarowontop ofthe unt shows now iota the unit ih espe decoy arngne ‘Te ELT antenna intales on the reariop ofthe fuselage ranemis the ELT #8 ais Figure 156: Transmit and external Antenna Location pou \ SF cat: 82 s4-otBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigaton (ATA 23/34) ELT Function and Operation An internal battery ack n be battery compartments he power supply ofthe unit. ‘When power is supped to tre aust goreator and tha cselatr a ansmter ‘Sas tansmnt the down-saeeping audio signal onthe estess Tequeres tne wansmiter' sweneson (automaticaly or manual an aso signal is mod ised on the eration distress requencies of 121 SMe ard 243. 0MHe. The ‘Sudo sgealis a down sweeping signal from 7600 24 200 Hz when toned Stimes a second ‘wn the switch onthe wansmite fon pane! in tne ON positon the wansmission 's slated ith this swichin the AUTO postion thevernal pact sth ane he ELt coniol panel ate enabled The impact swten slate the Wanemsseon 3 Stack ofS for a minum of 1 maee fe sensed The aulemate tansmisson ‘eau when te rem pushbutton the ighidect sched to ON and sarees Backte AUTO agan ‘th Ie erate pushburtonn he ON posten te vans Sion aso sates ‘onthe rant me unit are tweconnecton points or emt contol and antenna [postion ogg sch OFF poston the ransmiters sabes * AUTO positon automatic conto ce ransmter Ifthe somatic conta ‘ales and the Unt senses a ehoct of at lene fora tmaduraton ct 11 msec the wansrter stato operate automatcaly + ONoeMANIRESET poston tne ransmitar tars 0 ransmt The automatic {Tanersson reset when the foggis swtch ir smtened ON and Switched Sock AUTO agan ‘rod ight shows the ELT opeatng ‘Amal ip antanna is providd, aera accident the ELT is removed om he ‘eropane Figure 157 ELT Vv feetyconorimen + cau 2 124-82Basic Maintenance Module 13 Aircraft Structures and Systoms ° ei Lt a es ce & “eraewer a cat: 82 134-93Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23/34) Direct der ADF Figure 160: NOB Radiating Electromagnetic Fields Automat Principle ‘Te ADF i historic shor ane mesium range ado navigation ad. whch receives 2 ies he nga prove oy ano deciona se boaearing gourd ‘The combnation of sgnas, received fom te op antennas and fom one omni Girectona songs antenna, rondes bearng hfermaton The two lop antennas fre postoned i" sper one areratstucasrs, The signa rom the omni dee tone! senan antennae not atleced ty the relative oearng ‘an aactonal Morse signals prowde lo seit Ie elacte grund station The [ADE system 0 poudes aural eorsfeation ofthe ground eaten New ce fr ais decades the Horse aentiesion whch recaved For enftaning,nten= Inge broascasing rai satons at ong and maaium Wequency is posse, Figure 159: Bearing indication weseon i Figure 161: Principle "i rasan cat 82 aoeBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23 1 34) Control Indication + Frequency selection: Figure 164: Various ADF Bearing Indications lon ane rectum Fequency (LF and MF) 100-1780 Kee + AT=NORM Swicn 'A1 Recopton of on modulated morse code (continous wave CW) Nevmal Recopton ot nomacy modulates NOD ara broaccasing tations. 09p- and Sense Antena (Oi one Retonna only (Ustenng of B + Tee swten Transtar he recewer tuning ote slandoy Fequency Figuee 162: ADF Control Pane! Radio Director indicator Magnetic Indicator ers Navigation Display 5Ee sor esas cat: 82 14-98Basic Maintenance ing Manual ‘Trai Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation {ATA 23 / 34) Receiver ‘An ADE receiver operates inthe LF and MF frequency bands and hs inputs for ‘wo derantanfannes alecp and awie-ype sense sienna The output ofthe [Bopanna vance anth ne drecton Dewan he plana ottnalogp ana he stn boing nes The cuput af Ine sense artenaa ie emnieciona, meaning tat eegnal arengtns he same all drectons. The leld afte two antennas when vole ADF recover Isheart-napea wih ary detinte th sharp ut ‘nen he foquency of rade taco elected, tho signals forthe to aten resi ard voltage generated nthe recor that causes he oop-srve mote {Sota the oop. Theloop an rotate unt the combined fd fete weaker ne ull The sare signal a! drives the lop antenna aves the nee of te ADE Tre next igure shows ahighly sented block hagram of arolatng oop ADF 3ys- tom. The output of he loop antenna is ampifiea and mused wh he aut of he Sense anienna. Ths combined signal's amplified by 2 uned arp erat fiers uta bu dested ogra! The signal ismazed wih te ouput ofa oct oscar 1 produce an ntormeaate requency. hel ie amp, daradulated ad de. tected and sent ean aude power arpa ard hen ate speaker Avotage s taken fom tse cup of te detector ere ana amped and used fo Sree loop-sive motor This tage nas he cores poly fo crv he oop nthe pop fe dvecton to reach ts nut postion The needle ofthe ADF reseatorg oven by the'same signal, nd shows the postion tthe sation este tee nore bierat Tne beat reauercy osilato(BFO) connetes to the F amplifier used when the ADFrecever is luned loan modulated Yansmter ‘The transmis fom a0 teacons nome foreign counties are not modulated and ovce to heres ter, agra tegeneratadby BO. Armostal rade beacons are modus so he FO erat satehod Figure 168: ADF Recelvor (Cassie) Figure ‘Loop and Sense Antenna Pattern and their Combination Antennas The automate arecton tinder requtes two antennas + Thelcop antenns has vastionaly been aflating device encloses in a ratner laige novsing Now, aoe! al ADP iata'sons ute Sed loops mounted n thn steamines housings, Combined Fila Pattern +The sense antenna isa omnidrectonal antenna to receves the eecic com of fonent ote adouavesranemtiogt¥om the NDB. hoes airplanes hs on Loop ana Sense Antenna ‘enna was a separate pole, we on feglaes contained we gr Teer Cat: B2 134-97Basic Maintenance Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 J 34) Fixed Loop Antenna “Today the rotating loop antenna has been replaced wih a aenolting Hine lon ‘The nonetsing Gop actualy vo fxd tp antennas connected Yo two fhod stator windings a resoweo goriometer The elds of the to stator windings induce avolage nthe tot, art woe sent im he oop nput of he ADF ‘ecever ‘The signals roeessed nthe receive’ The ofp! he oop-drve ar pife dives smatotor nerde he ADF indenter that dives te roar the > Fometer units win en Figuto 170: Principe of Fixed Loop Antenna Combined Antenna ‘The ADF antenna contains a sense antenna and two lop antena’s The sense antennas an omn-drecional acca antenna. The oa antennas are ecto. I magnete antennas wich ae petpendiulat each cher One oop antennas theme artonna tne ciherthe cosine antenna The amples tthe ADF antenna {ply the lop and sense antenna agra fo mate the sa anspor and a {enna cab ess crtca The power suppl forthe anpiers is» 12 DC and -12 VDC fom ne AD receiver power Suppiy “Tne ADF basicaly measures th bearing (section) ote elected sation wih ts 'oop antennae The sine aonna that pote frat main Fecewes sgrals Fam ‘ators tothe let or nghtof ne sroratt The cosne antenna hat ports eight rman receive signa ram satons before or bata the avcia® Stahons aan Sjesin between te fora ang etingh Ine ol he aera nce voltages in bath Figure 171: Loop and Sense Antenna combined cat:02 124-98Basic Maintenance ‘Trai Module 13 Aircraft Structures and Systams 1g Manual, 18:4 Communication / Navigation (ATA 231 34) Digital Receiver ‘Te ADF receive operates nh frequency band tom 19000 17505 HH nos Ie stops ‘The equency eeecton comes im BRIN £29 format fom the ADF Conve! panel test crete nput stars tre ADF receiver se Test The balance modulators modulate the ouput af 80m cop antennas witha 36 Ha uso erence sgnal The tance meduator 1 modulate the ne oop ant fa curput wih 2 98 Ha sine sna The balance modulator 2 madats the 'co- ‘She isop antenna ith 295 He cosne signal The wo bsp antenna signals wih {har 96 Hz modulation go oa surmung creut1 wisn adds eto signa's. The fut ofthe summing ecut* ao has» a6 Hz modulation. Ts 96 Hz modula. {lonas e phase relation wih the 98 He veterence thal depends on ie decton af the taton Ine phase diterance depends onthe amount ot oop antenna sna! thin ne and cosine madulabon whch te surming mx ‘The euming creut2 me the sense antenna signal wih the ral combination Pate loop sntonnas, The eminats the 180" crockoral smibgaty of fe bop Sntonnae, The output of suming excut2 goes othe recor The recnve de- {ects he a of the stabon ofthe selected requency and he 90 He. The 2400 {oes to the audio management system ‘The 89 Hs goes tothe phase detector Athen changes the phase afeence ofthe two 98 He signa roa Dearing ott ‘The bearing formation goes tough tao ARING 420 Faramiers tothe nm tthe monitor detects a faiure makes the sgn status mats (SSM) ofthe beanng ‘url wors vals When tne arcraf ands the grounafign crete comsmancs {heADF rocaner to pute detects favre n tne non-/.tia memon, Wi se ‘al egupmentin a workshop you can read the contents fhe non spiate mem ov When te receer receives no useable gna or when te synthesizer tas, the {usa swichng eteut swatches the audio off The AYINORM such commana the aude switching creatto que a 1000} one when he recover Feces 3. Figure 172: Blockalagram cat:82 134-99Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 154 Communication / Navigation (ATA 23/34) Bearing Figure 173: Relative Bearing Rolative Bearing Indicator RBI ‘The oles ype of indication. The heading scale i always tx and not rotateae ‘The arrowhead the pon shows nerezton owara aNOE The ale between the area iongtusinal ais and tuned rasestaton iced elatve Dearing “The absolute bearing rom the acta postion towaré a non drectonal beacon ‘named GDM must oe calzusied byte pt Radio Magnetic Indicator RII ‘The heading sal oats automaticay wh the compass system Al the heating feternce ine, alo names sadberine the seual magnetic Heading fe som The Boniers ate showing he drecton tom the aera poston foward fed an Fectons Bescon ealed GDM (Oeston Magne) or asa seted 3s 20500 ‘earn The single or re poner shows he Beating of ADF. ‘The aoubie or geen poster snows the wear Hom ADF 2 Relative Bearing overt shows 90" (3h poston) Pnter2 snows 0° 2hBoston) ‘solute Bearing og Neth Pinter 1 stows QO 45° (3h postion) Ponter 2 Shows ODI 315° (12h postion) ona cat 62 $3.4-100VHF Navigation Basic Maintenance Training Manual Figure 176: Zurich Ls 16 Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 3134) Overview “The VIF Havigationcortans following subeysters Figure 175: eee VHF NAVIGATION ‘The landing cna omonstates he usage ofS ‘The cua al nex page shows aiterent VOR eaton around Zureh Egan cat: 02 sa4 101Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4Communication / Navigation (ATA 23/34) Figure 177: Airways around Zurieh with VOR Stations 183 ty a reargoiousm cat: 82 s34102Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23 / 34) ILS Instrument Landing System General ‘The instrument Landing Systom allows the aera o flow an optimum descent. hs Sescont anise determine bythe nersesion of oeakzer eam and 8 ge lope toa The beams a by ground stavone Ine Salone measure ‘ment ara display of engular deviators The ILS lea detats Moree suo gna ‘ales oeties the cS pound station Figure 178: Runway with Localzer and Gidestope Figure 479: Display Ba ag P oi Figure 190: Radio Management Pan ‘wird see eae a Frequency: Localaer 108 10-191.95 Mie aloud OME steps 40 Channels "ven 1110 MHz sops are reserved fx VOR) (le Paty receptions about 330 te paves with Locelze’ channels cat 62 194-103Basic m intenance Training Manual Module 13 Aireraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Tuning 4 Local ad Gidepnh Frequencies in tr The oe ns oun te LS vi contopantorMCDU Inavomste taht. «(LOG | GP [Loc GP [toc GP [Le [er lscskiseard ouicpomfresese ton 5 |aas5 ese savas [ows seas is wT ‘rately setes when ne ol tunes he VHF av recone foe occ fe: tesa fasion | eae ria | ean || $22 20. wey ioeas [on | toaae [su1es [103s [oaas [ae [Sas Figure 10:1. Frequency Selector toot |s20e0 [850] seo | i080 [sone0 [1150 [3200 10888 82978 1005s | 30248 1088 32048 | 1155 | 50078 SS ENT 10870 | 88080 | 0870 | a0 | 11070 /swoz0 [TH 70 | 3850) \ / 10875 | ss038 [007s [aos | ras [asous [ns [aaa \me_ sw, a 108.80 | 828.30 | 108.90 | 333.80 | 11090 | 33080 | 11780 | 331.10 P (10970) fea tose |s2016 | we0s [ssn6s | rose [snes [v96| Boss p © | Od \ Figure 182: Radio Management Pane! ‘This Rago Management Panel canoe use fone he flowing systems: + VF communestonanscaver {HF communeation tanccever wth SSBIAM solct Backop tuning for + VOR Reseivedtequeney and couse + Ls Recener tequency and runway heading + ADF Recewerequency and BEO onot ie] @ deat) TT cat: 82 44-106‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication /Mavigation (ATA 23 / 34) Navigation Radio Tuning ‘Auto Tuning FMGC provides the Fequency selection based on ts database Manual Tuning Emer tne desced slaton code or lequencyleurse cn COU, Standby Tuning Emer the desxed slaton tequencyeoutse on RMP of COU, Figure 183: Navigation Radio Tuning 601 I PMG Figure 124: MCOU useable for Navigation Radio Tuning, silat Silaltloilelies 5 Set RADIONAY page or manu! tunng of YOR, LS ans Ade anton wed er apy ana tng sae Tagan son Frequaoy cure iont Course ae manvalyneero FICE avenues aos ar deplayedn smal fs ‘cat: 2 434-108Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems ‘Communication / Navigation (ATA 23/34) Localizer Ground Facility Tne ocalzer sgn comes fom a transmit located at he ec othe runway that peratesn tne feaveney range toms 10-11-39 M2 The locales aneris ‘te Beams one on te nt See ofthe runway cts ite and one on hele ie ‘fhe runway comer toe ‘a beam on tne ight de has a 150 Hz modulation the seam on thee sce has 400 Hz medion When the aera fhe over the exondod carer ne te he ‘unway trecenves Doth sgnae with an equal srengh When the areraf Sevates trom te center ine nee © a iference m signal stengty The sytem measures ‘he geviton ram tn cea ine by comparing te stengQ ofthese 90 ana ‘oo Fe moauaton 99 Figure 165: 1L5 Runway Figure 186: Antenna Pattern an Beam hea, ic eam Figure 187: Range ca saan 1 mit - oN Cay Temes Cat: B2 13.4 -106Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 38) LOC Receiver ‘When the VHF Nav receivers tuned a calzer frequency. the locatzercxcutty \Sacivated_Te signal fom tha antenna faten imo he recewer ana passed through filers One er passes ne 2. tone andthe oer passes the 150- etote. Tis aude agra rected and changed toa DC vatage apple tothe ‘prpituse comparator at arves he porter othe Legh near The suming network very the core recopton ofboth signals ‘spoken weather. and runway information (Automated Terma Iaformation System arisyorianato20 i morescode dertation route Tvough te ve Siero the coc speaker ox needhones. Figure 188: LOC Receiver Loc Display ‘hen the artis othe tah ofthe runway cere ine. nthe 160-He roa- Laon area and te neoceehects ote Ie showing thatthe rnway to ne "et The needa detect il sale when he aera = approxratly 23 Oot of ot the center ine Tas Vansiats fo about 1800 fost at ve mine ot but Doccmes less he runway approached te aerah moves tote fe of the runasy Center bre ign the Soe aten and the needle oven tothe night nda That he runway is ote ight othe aera “Te locaizer signals extend rom both ange of he strumentrniay. When the ‘Bera s approaching he runway fom tend that has he ge slope aid {o'be making a fontcourse aporeach and he plat uns towar the pee whey the aver of course. When appraschng fom fhe appoet endothe ty. the afer s making @back-couree appeasch When te accran dts of Course ‘he pot must urn kway fom the reese to get hack on course Figure 189: LOC indication | | ae od IL = Tye Pe seca He = a" PS reeetaemne ext 82 tasBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23 / 34) Glide Slope or Path Ground Facility The gsesiope signa ames tom a transite lhe begining othe renway hat pera he wequency fonge om 32915 Miso 398 Me “he glgeslpe vansris two beams to gve veresl qudance ave the alidepth The gidepath hasan angle of apsoximatey 3" Te giesione beams ar lke Ine ocaler mediated wih 80 Hand 190 He The 80 He modules beans hove and the 190 Hs modal beam i below the ghaepath, The system measures the devation Kom te aifeenco m signal stegih been the 80 He nd 150 modulation sgnas The navgaton splay shows loealzer and qu. gp vlan The ge slope varsmitet and antenna oe located about 750 to 1250 tee tom the approach endothe runway anal about 250 800 fee tome uray Entering It Wansmis a high Seechonal signal tats approximately #4" wise Sd angieg upward rom te ansmier at an angie of aproxmatey > “Tae sgn forthe gige slope is tansmitod on one of 4 UF channale between {320.375 whe ane 39500 vie ano the aienna e'2 mall UNF dipole tat ometmes bulma the ont othe VORVocaizer antenna, th Antenna Pattern Figure 91: Range of Gide Path 134-100Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual, 418.8 Communication / Navigation (ATA 231 34) Gs Receiver G8 Display ‘wo signals using the same carer are warsmite rom the antenna system in ifthe aera i above he ae slope. tis nthe 80H modulation andthe pointer Sich away thatthey overaptoform teglaeslone The upper signals moduted 1s. dven downward fo show ta plato fy down. I the avert e below the ale ‘wth 9" He tone tthe loner sna modulated wine 1S0-He tone Sope. isin the 15042 moduaion and the poner arven vp taint newt ety up Wen the signals acaved the auto modulations ate ered and converted into 1C votapes that ave the cevaton pant Figure 192: GS Receiver Figure 193: 5 Incication cat 82 494-109,Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) System Layout (ret or hee receiver ate neta The ecaver ges ther VHF sgnais fom VHENAV cr ocaizor artena, The UHF slgnal is receive bythe GS antenna ‘Tuning and souresselcton ovcurs ia contaipans er automstesly ‘rare FHS. ‘Tune: and est mhibt ieales ILS tuning ane testing dung approach and a toland aperaton ‘The rcewver ges the oupitto automatic ght gucance stem (autop), FMS ‘ight data recorder ground proxmiy warning syste and EFI. Tho lealzer au outa is rotes tw avo management system 1 to oF mote LS reeves are srovided. lf tem must De tuned to the same Htequency especaly on ports wih pari! rways Figure 194: Discrepancy of Localizer Displays Figure 195: 118 w34-110Basic Maintenance ‘Training Manual ‘Module 13 Aircraft Structures and Systoms. 13.4 Communication / Navigation (ATA 23/34), ILS Approach ‘an automated ar manval appraac othe rum occurs in predetermined ee 1 Taeareratfes according a preselected heading 2. ILS frequency and maa cour ie selectd.Autoplot is propared to fy ac ‘ren iocavor 3. The ecalizer deviation covtespends a predetermined vali (2 des) The ‘The descent atte is reached and bosing hla The ssiom is e549 tn the gidesope 44 The centre of he localizer is nearly reached, The arat mantains the 15. The arcrat ies tom below ito the glide slope beam. The deviation i ess Iman 2 dos. he aera beginns wih a sight escent ‘Tre arcrafhas centered the giepah and maintains he ceterine Some automated contience testo the autopilot system ecoures At about 135 feet the avert headings agned wth he runway couse The vereal speed ofthe avers s reduced fr ouch down ‘touch down he arta owers is nose 10 Forrolt gudance the locale deviaton is used to maintain the aera on Figure 196: ApproachBasic Maintenance Module 13 Aircraft Structures and Systems. ‘Training Manual, 413.4 Communication /Navigaton (ATA 23/34) Figure 198: Geneva ILS Runway 05/23 cat:02 wanBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 18.4 Communication / Navigation (ATA 23 34) Figure 100: Zunch Apor Figure 200: Zurich Runway 14 et Mem wu Speceee naa ‘cat: B2 saeBasic Maintenance ‘Training Manual Module 13 Aircraft Stuctures and Systems 13.4 Communication / Navgation (ATA 23 / 34) ILS Receiver ‘The LS receiver contains two independent recovers, he localzer andthe ges: lope receiver ‘Te localzrrecvver operates n tre Hoqueney band fom 108 0 tiv {11 95 mite The giesope recever operates the Fequercy band rom {32815 mhz. 335 00 Me. Frequency selectons come from te contol paral [ARINC 429 forma TMe 429 to gal converter decodes he 420 gna the ma ‘plexersepeates he various types of formation ofthe decoded egal The he {ques selection nfomaton goesto tne ocalzer and gidesope yntheszare ‘Te ocaizer and gidesioe receivers detect the ausie moduiaton othe RF 3g ‘8 of he selected requency The aus Ouput ofthe oeatzrfecovercorasns {he ston morse-dendeaton an the 60 ond 150 He The Wenkfeston aus {es to he suo management system The $0 He an 190 fe aus of he oc er andgicesope ocnvers gos allomatly tough the maiplexer on 90 Hz ‘and 190 He detectors Figure 201 ekdiagram _Ale he analog otal conversion te detectors measure the ato ofthe 90 2 ‘9nd 180 Hz signals. Tat rato 8 Measu' forthe deviation The ocalzet and ‘idesiope devatons go tom tne dvetar tough tne multiplexer tne ARINC Seance “Te montar the operation the 80 He and “50 He detection hare are ve detoe- fore Ener detector macsures the 30 Hz ana 150 signal levels and tar ane (Ques ieinfomaton tothe cevaion mostoe Te seta montor eaves hee Sus che poms! supply montoang he computer montor. andthe deat ‘ontor i mae se fale te momtar makes the SSM o! fe fay ARING #29 Seal invaid Upon th down tne receiver pls he coment elses gerne wh 13 fagnt segment number inthe nonwoati tte stony memory. Ths no vla {iefalute sory memay is manly fot worstop mantonance, Boece the eca [Ber and aldesiope devon tho LS racever ato qves the oqueney selection ‘5 lunnay Neadng as ARINC 423 ouput The ILS Yecever dees not se the Se iSetedrumeay heading forts cautions Lyre =u mma" cave saeBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 / 34) Antennas “The VOR and the lcatzer function ofthe ILS share the same antenna. Tha et fue shows a rans-horm VHF V-tpole antenna. The favored cen for ths type of anonna ion op ofthe ascratt stove te cabin with ne apex pong fo wee (One nigh eticlency VOR antennas ate a the type shown ne rghit gure The "wo antennas are designed to mount cn ie upper secon of the vericaltabzer ‘fangs ined srplans or on eter side of heicoper al oor. The toa fermas are connected ogetar trough a pasig coupe fo prove a sgl 50. ‘ohm input nthe VOR. lel, and gice ape banca The aie slope porton of the ILS operate nthe UAF range ts antenna is 3 UMF ‘ipole mountes nea the ont a the area somatimes on te same masta he \VGRILOC antenna Some general uation srcrat mount he sie slope antenna Insge the cabin in oughly he same lation a he rar wew meroein sn automo Figure 202: VORILOC Antenna (Boomerang TyP8) Figure 203: Antenna Locations cat: b2 34-15Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) VOR VHF- Omnidirectional Range Introduction ‘The Very High Frequency Omnevectonsl Range system is a navigaten 2, laheh otenes. decades and processes eating nication om the ome tonal ground station ne phase oterence between tne ference andthe vanable phases uncon of ‘me aera poston wnich respec oe ground station. Figure 204: VOR Signal c= Comparison = Bearing ‘The VOR system provides: ‘Bearng information fom the dence behwcen two phases ranemitied by a ‘groura sianon| + era angular poston which respect 0a sleced couse + TOIFROM postion wn respect toa stcted couse + ore signal wnch erties he stton The Frequency is 108.0017 85 mz Tha VOR sytem is@ medum range ado navigation ait Figure 208: VOR Information dontieation Morse Sionat ‘Selected Course (CRS) Bearing Inormation 7 cat: 82 s24116Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 134 'Communcation / Navigation (ATA £338) VOR Indication Radio Magnetic Indicator ‘Thi instument is a compass repeater. tos wt wo VOR posters, one fr each ‘VOR System nstaies When ne requoncy ofVOR tabon's ned andvaid nals ate receved. the respecive panes fo bear automata the ection ot ‘he selected VOR staton showng GON Figure 208; RM FREQUENCY 106.00. 11795 tHe course O01" = 360 ‘Navigation Display ‘Tee VOR Bearing pointer at the Rado Magnetic cater or Navigation Dslay (cee been 2) sows anys me arecton owas he ned VOR goin a “The Pit may select any desed VOR cours at he shown course selector ot DU. The mdeaten at NO. Radio Drecton ot Honzentl Stuston Inseator ‘makes posse an accurate fight along ary siete cour. lso wih crossed {Sarr orton the VOR siaton Figure 208: VOR NO indication andrea Situation 1 Intormaton of selectes VOR staton Selected equency, course and staon ientcaton 2. VOR Beating Pier Magnet oanng (GDM) toward selected VOR staton 3. VOR Course Pointer Represents elected VOR course. 4. Daviaton Bar a de represent lateral devon of 5a 5. TOIFROM Inseaton The aru sours toward (QDM) or om QDR the VOR tat (QDR rst te stected couse eErancspomeo cat: 82 saacts7Basic Mainte ‘Training Manual ce Module 13 Aircraft Structures and Systems 154 Communication / Navigation (ATA £934) Ground Stations AOR i VHF tansmiter whose camer i¢ smultaneousl Hequeney and amp {ade mocilates, Fi and Ait omission The two modulation signal, calle rte ence and varie gral diem thet phase postion accoring fo the drecron mh ‘ahen hey leave the sation The pnase poston dferance between he eterna ‘Sho the vate sqnal is se to detarmine the bes of poston ‘The reference signal (FM) constant in al directions “The phase positon of he valle signa (AM) les kom the elerence ‘gna! according lo te dechon nahin itaves the sation Figure 208: Phase Shi doponding of Azimuth Ny ities mp Dy we AX on Be Pur op ONY Line of position ‘ie cferentat the ine of postin n 2 terme. whether we mean the couse led ‘59 TO a rsa stavon or FROM hat =o Satan 2 thamagnete course tobe Seen TO aracosiaton (by no wind) Scateatack oraoMt +The magnetic owe leasng away FROM a ado station sealed raial oraoR Figure 210: Track QDM and Radia! 02 2 * é te 4 | 2 ‘Table 5: Catogories of VOR Stations ICAO Tyee Usedtor | Range NM | RF Power | Frequency Miz High Power | sway | 100-300 20 | 112.00. 11795 BovOR™ | Nawgston Alchannas ow Power | Temes! 25-50 | 25W | 10800-71785 vor | sea even 190 Me Sips Trametes * re saatBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 13.4 Communication / Navigation {ATA 23 / 34) Emissions Classic VOR Figure 213: Variable and Reterence Signa at Receiver ‘The eamier antenna rates a nonotating. cela patton around the station The canst fe creampie Modulated by S500 Hz subcarir which S frequency modulate (1-480 Me) by tw 90 He reference phase signa ‘Tre sideband antenna radiates a obe pattern of unmodulted eae, rotating at thevate 020 ravoisione ger acon produch the 30 He variable phate agra ln the receiver the variable pase and reference phase egnle are exec in hase athe magnet not se sation Aocurancy 36 Figure 211: Variable an Reference Signal “aren yrs Cone of Silence Deectena! component of he radiates sqnal above the VOR station are not usea Beto determine te crectons. Overying ihe “cone of slence” or aso cates aeuboson, "one of conkison reauts na unussbleeceptn and navigation guidance Figure 214: Cone of Silence Figure 212: Frequency Spectrum of Classic VOR wee comments at 82 paceBasic Maintenance Training Manual Emissions Doppler VOR Toincreaee the accuracy othe nauigation oday many VOR stations working Depp: VOR Dopplr eect means ing ofthe ecapion equeney fve gra Soutee approaches toward the roca, or decreases f te sree moves away The elerence phase consists of he eam ample modulated by 20 He doppler eet he carer mala nd Ove oreo ssc VOR Accuracy 0 coducing 30 Ha FM at Recelver Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 231 34) Figure 217: Doppler VOR Tx-Antonna Sess =Basic Maintenance ‘Tra jing Manual, Module 13 Aircraft Structures and Systems. 18.4 Communication / Navigation (ATA 23 / 34) Aircraft Equipment The VOR receiver isa separate unt ris buld as a VHF-navgaten receiver ‘Some git aver uses the Vai communeaton reser wih atonal reuty to recess he VOR and tS signals. ‘The ouput canbe dive ino two groups: ‘Automatic VOR ‘The plot has uso select a operating VOR stations roquency. The Raso Mag: fete Ineator RU or Navigation Dsplay NO shows automatically the Beka YOR aearng (20M) Manual VOR ‘The pt selects manually athe course selector a dested VOR COURSE Cone of ne 30 possible postion ines around te tuned VOR staten | (Radi Drecton Inca or Hsi{Hersontl Stentor Inston or PO) ito Deaton nsexanor NO INawgaton Disp3y) shoes VORDEVATION, TO-ROM at COURSE ERROR betwen at a Figure 218: VOR Aircraft Equipment 2 © ——— ee | VHF/NaV Gz") equewent cat: 82 sataBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23 / 34) ‘Automatic VOR Figure 221: VOR Recover with RM ‘The VHF NAV receivers pick up both elerence and variable signals of he VOR ‘phase detector automaticaly shifts he phase poston a the efetence agra > Corespone with th prase poston ofthe vantle signal. Ths phse shit core ‘Spande win te poston tine on which ne acraisintespectio the selected VOR Te combination of positon tne (Relative Bearing) and compass atormation (Magnets Heaomng| nede VOR RII ruts as Absaie Beanng GON Figure 220: VOR Rx and RIM vor (> i010 Vario Receiven Phase DULATOR DETECTOR SPORT rece tne = ta nr of = Hodge rat, = Power supp taire Boning Ponter Inset te magnate basing to tna staten recive by NOR asses sot ara WOR louse pore Syphon oe Cat: 82 134-122Basic Maintenance Module 13 Aircraft Structures and Systems ing Manual, 13.4 Communication /Navigaton (ATA 23/34) Funetion of RMI Fight example shows the atplane is along VOR rack 360 The prise angle Letlexample shows the arplane fhing toward north. The phase angle is contin ‘main 180" The heading ontnuouslyeranging, soe pier move th he ‘uy changing, a0 he VOR: poner changes t= GDM heading sete Figure 223: QDM changing, Heading 360° Figure 224: Heading changing. QDM 360" cat: 82 toateBasic Maintenance Tre ‘Manual 18.4 Communication / Navigation (ATA Module 13 Aircraft Structures and Systems 37 34) Combined VOR / ADF Radio Magnetic Indicator “Teminmae me number ctinatuments he ratio magnetic inate, RMI has ‘een deveoped and sow widely used. This insbument combines he remote eating compass wih he ndesors forthe ADF and VOR “The single arrow that nates or ne VOR is pining to 150° This she TO bear {ng to Be sigton (ADM) ana the aera were tunes toa heacing of 180" ¢ ‘weld got the ston Ths places heaton the 330" radial (80% 150" = 330") VOR radials (GOR) are always numbered by te magnet ‘The fur ge compass nas rotated the a ofthe adler to show hat hearer isting wit 2 magnetic heaaing of 315" The Gal has tunes val 31S" 8 under the marke’ athe top of he nstumentwhien is hebben ‘The double stow tat indeats forthe ADF shows thatthe station beng received nthe ADF isto heehf the arerah petueen ne wing anata noes The station fsa magnet beanng (JOM) from the aera of 250° Figure 228: VORIADF - Ra Tatromyomen Cat: B2 satBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication Navigation (ATA 23 / 34) ‘Manual VOR “he dspay gives @ mage of he atcalt poston in relation toa selected VOR ous. Folowng infomation ae shown ‘VOR dewtion lle = ight nceatr. Course eo aierence between avcra heading and selected tack, 10: FROM ication, arg fag The phaso shit acivatad manualy by selecting the desired tack with the Turse tod" Wen the aera son the setected course (on tack thee sno pace eiference between reerenee and vanabe signa the dev aon Sci FRator The dewaton omter of be indeatox remains nthe center ‘As scon af the acrat leaves te slate rack the pase dlerence inthe de ‘ston detector binge he poner to move arose he sure showing where ne feced rar les elon othe Sera heading, ‘The couse or 0 cles WA. Wind Correcton Angle). shows the angle be "cen the vera heading and the seeed tack The eeecoa course and he Compass infomation reload a dierestal synetva, ana the Sfovence betveen the? pieces of formation ges he caure vor The corte ere signal governs the Course Pomter inthe ndeton ‘he TO- FROM indicator snows whether te arcrat inne TO or FROM acea ‘he seectea VOR station The warning fag is activated when the recopton of VOR signals becomes too ‘weak fr stance when the ale sou of he VOR working range, o by Fee heal matunctons ether ol he stourd or area equpment The receptanfequency must be tuned and he desired couse must be setctes Figure 226: Receiver and Display Y j= perecroR| aur Figure 227: Radio Direction Indicator my cat:82Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 12.4 Communication / Navigation (ATA 23/34) Function of Manual VOR Figure 229: Radio Dt Figure 28: Aircraft Position Situations toward and from a VOR Station ‘The acraftie onthe selected course. Oevation bar canes 2. The averatie 10" eo siete course, Deviston bars 2 dots right, 3. Tneavera #5" ght of selected couse andthe Neasing not equal the se: | 4 Themen sont ou YOR Te th Cron gs SoHE Foe eee nee ve Peer cat:82 $3442Basic Maintenance Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Control Panel and Automate Tuning Pde ea Peti ite Vode ‘Awide variety of control panels depending on system layout are present. a eee em 4 [ 1 Oo q — Toca sn a ary 500] | - BEE kt len ain Fon! Le "Siow Sng tuples byt l Scene Table 6 Categorie and VOR Frequencies ueaes eI Type | Used for | Frequency MHz fsomcey Wish Pave Ay) 200-179 A Cara a ent acai totaal © Low Power | Terminal | 40800-11165 Even 10 Mr Steps TOR | Area 40Channat “Sererientpbnerea Cat: 82 134-127Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems. 18.4 Communication / Navigation (ATA 23/34) Marker Beacon Fundamentals ‘Tho Harker sytem is 2 rao avigaton aid whieh determinas te dance be ‘cen te arcrat a the urway theshols When the aca overies one ot these Marve tarsi, the system provides aural and visual indestons to Ne farts Frequency 75 MMe Matter ras beacons ate vansriters whose anna systems ae designed © propagate veel beams “wo pes of Markers 2 used, he Z- and he Fan Marker “The ZMatkor whose vere beam s cone shaped is used to mark conan cross ing pantof arways. orto fil fe cane of slence over a NDB. “Te Fan Marker propagates a fan taped beam ard is used to mark important po- ‘ons song says ante gv stance to teshold information on he Spproz05 fnsing path ‘According 1 ICAO recommendations, Away Markers shouls reach at east 200001 ana LS Markers 6000 "in aise Frequency and Emissions All markers work on 75 Mz with AZ moguaen. They ae mode wth eter ‘ne of3 audio frequencies accardng oer impementavon The aus Freaency an be Keyed for Genestion purposes wasn [oo Fame [ioe [cane om “00 te aut omer Figure 236: Airway Marker tags ee ate coat: 82 saatBasic Maintenance Tre janual 413.4 Communication / Navigation (ATA 23 / 34) Module 13 Aircraft Structures and Systems ‘systom 'A75 Mie VHF receives and asp unin frm oor 3 lamps (one ot e8eh oF tne or ai possise meauaton Feqeeny) are required “The ouput of he Marker eceve i lad othe headphones or loudspeakers and toe visual nleatng system: igs er Primary Fight Dspay ‘nen the ateraf overs a Marko beacon. the plot hears the audio signal and ‘sees he appropiate Marker visual ndeaton, Ugh | Name eee Bue [om mile = [i300 Ameer at Inner. or Airway | Callsign 3000 | Whe | Mara | Figure 237: Marker Sys Indicating on EFIS nen the ater overtes he Marker, the ype of Marker splayed arent (oor al he PFO and Isincated by an aa erttion via cock speaker ot headphone Figure 230: Primary Flight Display cat:62 134-129Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 1.4 Communication / Navigation (ATA 23 / 34) Receiver “The matker beacon receives detects the auto modulation ofthe 76 MHz input “The su modhlato of 40D He of 1200 He or 9000 He gon oe sud fae a rarer beacon aude lone = resent goes trough he iter ana coses the ‘locrenc switch to ge aground fora Maer ight. The Marker receiver con aso be bus side the VOR or ILS recover To have the dsoay atthe EFS his formation also goes tothe multiplexer ang ARINC 425 tanemiterin te VORIMB recover The ARING 429 vanamstes pute ‘nemanter beacon nfrmatn nth tie 11,12 and 130 bel 222 Figure 238: Blockdlagram Marker Receiver T Antenna Marker beacons ransmthorzontaly polarized signals verealyJoward on a e- ‘Queney of 7s MH. Thay are recaved nthe atch by an alone the on ‘ure mounted or he betlom of ne hselage Figure 240: Diferent Antenna Models comprar ASAP pears 134-100Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34), DME Distance Measurement Principle ‘Toe Distance Measunng Equipment (OME) provides gta ese-ot ofthe ara Sant range dstarce rom a selected ground stor The s/stom goreratos er ‘ogaton putes rom an onboard inoregatr and sends er a slecea ground {Eaton Tho ground sation ropes The introgaioeSelerminee the deta Nauca ie {NM} Detweon the station and tre aferat The merroptor detects the Norge aud signa whch dente the ground stton Frequency: Afound 1 Giz 252 channels paved wih VHF NAV frequencies ‘tthe same locaton asa VHF omrange station (VOR) i generally aso @ ONE ftaton The VOR gues beanng ng the OME dance to ha ston [DME ground staons located close tone ILS -runways are used to determing the fstane between approaching aeras tthe runway thesho’ To compensate thesstance between runway tveshold and te lacaton of Ne grouse stato, Pe Internal delay of tne staton $0 us reduced tthe coresponcing value, ‘The DME gives the stant distance, The fight management systems use the die- ‘ance infomation rom the OME for poston cacustars. The distance So ‘sostle for ndcatonin the gh compartment ‘Tee OME n te acral san iterrogter which itertogates the OME grune sta ton The raund station ges rep which he terrogator reeves From the time die‘ence tween netrogation anc rey the ntenogatreacaes the de tance: Thenterrogatan and the repy are an afetent equ. These requen + 10250 1150s for ne introgater transmitter + 86210 1213 MH for he ground stan vans ‘he requency fre ground staton transite i lays 65 Me ove o below the netogatrrequany fren Beow and when above cepence on he selected hanna!) the DME frequency has a faes rlton wih the coosted VOR. 50 when you select a VOR Vequency you automatcaly ele: the OME frequency. Figure 241: Distances vor-one, sate Reply ‘Ground Interrogation stant Station So oiatance r eZ So vorone ‘Ground Batance ‘Groune Station Figure 242: Interrogation and Reply cat: 82 satayBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23 / 34) Interrogation Pulses ‘he exerogator tans 2 pulses, which the iterrogabon. The ground sia tn fevanarnts the sane pulses one selecteg Fequeney The ntrogalo a tee ine rapston rata f the transmission at random, which ves each OME interogatr a unique repetiton ate Ths Io make sue hat he arta Yecog fnzesis own reply pulses. The errogale lose fo teples wth town repetion fate and gnore Cher rples wnen sre for oer aera The me between he tis pues depends on he chanel ype “na DME ground taton algo ranemtsidenticaton tones to dently the selects ‘iaton The systems tune ether avtomataly or manvaly The Nant mansge- tent system does the automatic tuning. You tune manualy wen You select ‘VOR frequency on a VORIDME conttal panel When the FMS tunes the OME the DME terogator can ve tna dstance fo up a5 OME slaons Figure 243: PULSE PAIR TRANSMISSION wai: Iso Peake rack moe: womMLLY Cie ROSE asus Wi: tol pprcce {-OHMELS = 1215 ne ere aS OF PULSE PAIRS eonueus t= 36ye Tae Mob MAA ASA beat + sous hoUnE sao DELAYS BS Figure 244: apse, a sow SLL Pome search tl er cna sehsecl smack yao cat: 82 s34-192Basic Maintenance ‘Training Manual Module 43 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23 / 34) Operation “The DME iterogaor transmis and recewes matched pulse pats, The ground Staton receves ang echoes he win pulses back With Fo marogating areas ‘Souna the grouns station sane corinusiy pols pas (PP) wth constant fate 012700 PP er and encaton pulses Caled scuiter If tate san trogatng accratin te beacon range. iler(squter PR's ae paced by Topy pulse pars I te introgatrreceves PP's fom a ground station the imtarogator changes ‘rom standby to search mode During serch, «counter inside ntetogato compute ns tough the ange of ‘he range ang searches forthe ctl distance I the computer ofthe interrogator has racked to the actual stance, the ate of PP arareduced The mseator ‘lows tne atu tance TACAN TACtea A Navigation i itary tho-thea (Stance angi) navigation system Range and bearing can be determines toma single TACAN savon The dtance Imeaturng pat sien! operon of OME ‘A chiara equipped wth OME can use ary TACAN staton fo dtance deter Figure 245: Interrogator and Ground Station CD swocie y i 8) £ “erimntpomenseonr cat: B2 y34-193Basic Maintenance Training Manual Nodule 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) DME interrogator Modes ‘There are four modes of DME operons are summarized 35 fotos: Standby No reception ef any active or aquterng randomly transiting OME groundsta- {on Dasnes---- aren view Search Vine te system is frst ur on, a contrated vanabe delay counter system 3e- fre coun counts orn zero ceiy to moxemum sy. urlt matings me Ge {Syed eansmiied signal tte reseed Sa Tis runing trough delay and stance nests is called Signal Conroted Searc ors SEARCH?” Dung ta tno, dashes inthe DME meso aren ‘wou. showing tnt he DME aytom ent yet operative. The wanemiter pened Xaty ranamting and ie recever periadealy eceving When emazhng = Site seo lhe receved signal ihe sare a he delayed Varamies agra. {Zines he catnce couermemey tack onto hal pore say The ple ‘epotion rates between 40 and 15 puleepacsaee Track ‘Locking means that he counter stops its elatvely api search. runs slowly ater loco a sees a ign fom the matching areas caling fora move She drecton ofthe other ta mata the matched conaon ‘Aslong ashe deed wansmitr sign matches the signal eceve, the istance indeaton is correct When a dference cocurs the caunier hao be dre one ‘Way ot the ona te neroace ot aoergae ha delay. depending upon wheter the Spine s Spproachng or receding ram he ground tston ‘he pulse raptton rates betweon 18 and 40 pulbe-paelsec Memory Iris relost an interrogator notirmedatly eve search or aut standby but wil enter te memory conditon the may Be ne of vo pe. eter static orveloey ‘vith state memary the readouts mantained steady, wnareas with veloty mer fry the reavoutconinuns fo change at tet known rate Memory time i = TRaly Bebetwoen ¢and 12 seaoras,Theinerogata Wes oack the OME Saher 23am ‘The pulee repetton rates between 40 and 180 pulse-pasises. Figure 246: =e i a>] i cat: 82Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23 / 34), Frequencies Figure 248:.VHE NAV to DME frequency conversion chart ‘The nierogatorvansms a pule-sa signal on any one o 126 hequencies thin thovange o 1025 MH fo 1160 ite One hunored ofthe OME trans reauen Sere donne cies ov ensy he wa eames nreeny bears a sob aoone rasan Fee my ww Fee Theser28 fagundeacanba stacey aigthenAVcotototaqances ERTS ra lena Wesco land S96 tke ese hares we tral ned ay He ee eee SREAN stators i ee ea ‘The signals transmitted by the airborne OME are received by the ground staton |iBea] Bee 1338 | $8 [iota lis Hebgnedt te solutedChamal Regn Aer stn say Smee Bale iy Pee ets rep pseopt sonal rand cn he Sara unr) ar als ee ails Seaton gun son Tavs 254 rants wihnne Pease boot Hes Bale Shae See BM Raa atin pecs taooe ese a wae Hes iet Be shite ely EELS eISIS) Station Identtication ele sles a ashi el a ‘Once every 30 seconds the beacon wansmit its identiy, whichis detected by the HB Te site HiRes se Ba plot's Wares code bust Sivas os an 2006 are of S80 Fe have | URL iat ES eae Reccidaon se sontind obs cabana corpora eee ise eel ds Figure 20 aT ReeaEe) S| ial ee Pea ate oes elie 20 score ena esha ica B) alae SEB ERD BIBS) on “rSsoncy nea Cat: 82 434-138,Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23 / 34) Navigation with DME ‘unce OME on son powdes satu navigation ntrmation Ina. sl @ ample navigation a twas rtd fom the start ha Bath approach and Shortrange en reute nvgation BME woud be used i conuncton erty LS and ‘VOR respectively OME works in conuneten wih WOR ana’S beacons En-route Navigation \inen @ VOR and # OME beacon are at he same ste the pit ean oblan range Sand seaing formation thus the bo aston tether prove Rh. Tela Nat gatonsysiem ‘Since he pot knows rom his chats. the locaton of he beacons. the ange ang beaangnfrmaton allows fro abana poston fx Use of DME with VOR ‘uth VORIOME neacons at selected waypoinis suchas aways crossing pons tte colocaled DME groundstatone neta Of course large expanses of Soran anno! te served by the ne of sght system we are cscussng eve. The ma frum ange of an arway DME ic ypto 300 NAM estos be enough torn you ‘hat pot oe gen taht guidance toy along selected VOR radais and while fying are gen astance o 90 wormation courtesy of fe OME ‘turner complication is hat some VOR beacons ae designated terminal baa- Cong These are atusted at arfelse ang ranems ow power hue gvirgrestiteg overage The BME peacone used win sun VOR beasone smi prove ae ‘Sted coverage. The ange avalabe's nominal, 25 Ni Approach The use of ONE wit ILS fs quite staighforeara ILS wil provide ts normal uncton of ging gudance infomation leading To iuchaown, while ONE wil ge dstance fe touchown Of couse he ecalaer gtepah ana DME beacons must 5c Saby sites atthe ated ‘oe that at gldepath angles of about 3 egroos. he sintrange and ground range ‘rene the same Figure 24 4 a 7 \ Jn OyBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23 / 34) Indicating ‘The DME distance is shown on the Primary Fight Dspay and onthe Navigation Deol. The ONE distance is alse shown ar the two cours ofthe DORM ILS DME distance to runway threshold VOR DME distance to VOR station 1 and 2 Depending ofthe ND's display mace te slant dstance shown athe et OME 1 respective ight lower come or OME 2 DME counters of mechanical incator showing he DME distances as soon te in {orogatorhas tanked the tal stares No Computed Data DME wterrogator i ot wacked to an actual dlstance stand or search Dames ae vale, ME fault DME interrogate is not powered o an intra! fature exists Flag covers ne display or the dsply is lank Figure 250: DDAM ieoeon a Figure 25: Dial Ingato ‘esa ‘oat 62 34-197Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systoms 13.4 Communicaton / Navigation (ATA 23 /34) DME usage by Flight Management Systems FMS Itpossie he FMS caleulates he Rozona poston (auc ‘stances rom two OME stations {OMEIOME). The FM Sound the stat positon of the selected route Rom te nto data ae There ‘must bean geal angle between these sation (peferaly 80") o make sn accu- fale teo-divensonal navgatlon gossble. The sions rust also be steng {noughandwiti usable ange. In reas wih minum ase coverage he FHS ‘May be unable finda sutable OMEIDME pat. nthese areas the FS ures s- {ance ana bearng ata calocated VOR/DME sation fr ts postion caleatons There ate thre ways ote the VORIDME systems: + Automate tuning by he FMS ‘The FHS can une the OME and VOR autematcaly.Ahough the FMS can lune the IL, tunes the DME to the ILSVOME frequency # fhe aay NaS Dae sta ‘The FUS can suloraticaly tune upto out VORIOME stations wd ove ILS! DDME station The FAS utes to ofthe DME statons forte navgaton Ihe FMS cannot two sulabe OME stations, ¢ selects he Requency oa co lceatod VORIOME sation, + Mandal tuning tom tie FMS Conta! spay Une Trrougn te EDU you manvaty select the ete oF Heavency ofa VOR! + Manual tuning tom Rago conto panels ‘You can tine the VORIOME menu For ts contol panel on the pedestal Infos om tvs VORVOMEeehoun onthe COU, NO sand ORWIs Figure 252: Scanning OME § Channe's > VORIOME 1 Background ae ME Station eS some ° ‘lation, ak Runway Treshort oe VORIOME 2 “> Background DME Station The Fight Management Syston uss al distance informations fr aicrat poston Gauston 7 "The OME sant stance to VORIOME *and2 i shown at DRM and Nav: ‘gaten Dspays +The slant distance to the both background statons are for FMS usage ony The slant stance to he LSIOME station shown on the Primary Fight OS pay {Compute the PM postion when eguais the mivIRS postion pus he bss Postion Oe eager cas "Fenennypunes cat: B2 saa -149Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communation / Navigation (ATA 23/34) FMS Functions ‘The Fignt Mangement System combines ltral and vertical naigaton contol vsth ft performance management Not ony can fquchy Seine a cesred route Yom the arcrats current poston tony pti the werd. Tne detiibon wil be Based on tne operating characterstes athe arcrah FMS navigation proves highly accurate and automatic long ange capabicy by bring avaiable nous fam bath lng range and shart range sensors such Is. ViBtOmoga. GPS (clbal Pasttoning System), VOR ara Seannig OME. to {develop an FMS poston more accurate ran any angle sane an provide. The Fils perorms tig lan computations, aiplaysthe aa picture onthe EFI, aha provides sgrai fo he autopiot and aetvote for auomate racking ‘The Fight Management System (FRS) makes a Agrplan Ths ghpian saat. ral fighpln tothe seacted Gestation and @ vetal Mhipin tothe seed ‘The lateral fight plan erst fight egs. Speeds and alitudes are acces to hese fightiogs. The tal of he speeds and ages iste vertca anplan ‘Me lateral ghipln selection astral data (ie weigh, crise alte) ‘ted io cca the vera ighlan ‘Duing aterat operation FNS updates the aera postion This present poston Irvesson tothe fightplon shown on the Elocronte Fight Inerurent Sytem (ers) ‘The FMS mates staring commands to maintain te ara one lateral and ver teal fighplan The Automatic Fight Cont ana Augmetation Systm (AFCAS) lozepis he slering commands fo fosow the heplan pan “Tas functions of the FMS take over many routine tasks and computations nor rally done by ho fight crow. Figure 268: FMS Tasks in ‘enters ws cat 62 134-150Basic Maintenance jing Manual Tra Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23 / 34) The Lateral Flightplan Tie lnteal ighlan comes trom a navigation database inthe FMS, This navi ton cata base cotnine company vt (aera ightpsns). navigator stato formation and avgaten references (wayponts) Bole each fight He Cw felocs the ltera fghplan fom the navigation database Te navgation database information changes ftom ume to tire changes be aise of mvaducton af raw compar feutes, The navigation stato ae la ‘ways avalablebecause o periodic maintenance on hece stations, The navigation {Satabase me FMS i updated wih in latest information every 28 dys In ation tote ightpin selecon the crew aso has ol ho FMS what he "at postion of he arrafe The FMS ves the stat poston fom te sletos Highplain a8 present poston When tne crew cones Pes prose! poston fo the FMS, he FMS accepts the preset poston infomation The fighilan sa out tom apr taper. In adtion to tis Rghiplan the ce rust specsyatae-of procedure and an approach procedure, The Stanra I Strument Depatre (S16) ste route fom the takeot urway 1 te begin o! he lightpln Ta Standara Arval Route (STAR) isthe route fem he st 9 he Mitta the rurway of he aestnabon ‘whan efighplanis inserted andthe poston ofthe crafts centred the FMS stan ioravgate Dotng te ravgaton epereton the prose poston ole a {rats upaaied bythe FMS. The FMS upsates the precert postion wth te RS {senses motors ang aude changes) and te VOR’ OME ILS ang GPS systems [Senses drecion na datasces to naigaton round tabons) “Te prose: positon che airfts compared with he poston ofthe fighilan [Any Savion om'he ightplan resus a deviation inacaban oa EFS. Rol steenng commands are generates fo flow te lta fghiplan the Autop Stopertesin the NAV mode SSID Standard Insrumert Oepanue STAR Standard rival Rove Figure 269: Flight Plan yb ae Figure 270: Lateral Fight Pan sw. Fight Pan star Enroute waypoint ove + {waypoint Feterencs catia tatsBasic Maintenance Module 13 Aircraft Structures and Systerns 13.4 Communication / Navigation {ATA 23 / 4) AREA Navigation System RNAV Figure 271: FMS or RNAV guided fight “The RNAV system is identical othe Fight manegement syst. containing he Intra haraanta navigaton pa. The VOR/DME satons ean be ested besides tthe rote, The roses and Ke waypoms are caloulteg and bated on te a0 ravgatonaide Example ofa FMS of RNAV guided fight See next drawing 2 a 6 FMS Poston at Arport Reference Pin FMS Poston updated by Take Of niaton ual OME update p') Fi Mode \VORIOME update (0p) Mose NoVORIONE coverage | Mode (us DME update np) Rl Mose ‘Dual OME and Lateral update by Localzer Ri Mode ‘@urare u ommremmymncissy' cat 62 s34-152Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 / 34) Performance Management Speeds ate and engine thrust compute the ight plan The total went and ‘Shtases mus be inserted Io calculate he fight lan and optzaton oltre aa perfomance The perfomance compulation reduces the fel consusin. Via selection ofthe Test stotegy between 1 and 2% of enerny can be saved, ow tho Performance management saves ful +" Calalaton af he fig pote (Veral Fight Plan and optimization of speea [Sod altuge depending are wept fuel waht and he, + Computation of Engine trust ies for alight phases. Over couping a gine trust demandtothe engine uelconrl deve, ao tht system or ete Ne ont + Contoting te engine thst wih a minim of change the demandes trust + Indication ofthe recommendations ote plats or estinam chm crise and escent The verte fight pans eatulate in the FMS. For these vera gt olan cl Cuatons ine FMS uses + the aca mode! database (his database contain he arodhramic spec. {tons ofthe respectve area ype) + the engine dataase (hs aalabate contains performance SpECfcatons of the ener) + Muinened wean of neta ara atta easter gage ars + theselected atta + tmewingepeed and wnasrecon information. [Ar the verica fight plan caluation the FMS shows prectens of me, sees 4nd aude the areraf wi have onthe Bernt reerence portant fight lan ‘uring fight the FMS updates the axcraft atte wih ne ADC ate) and RS (inert vertca! speed ad neta ftuce) inate. Any deviation from he vercal fight plan resus na veriea deviation mdeaton on BFS. Figure 272: Performance Computation Speeaitiruet Figure 273: Tactical Modes Sv Riranesaoneca cat 82 194-189Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication | Navigation (ATA 23 / 34) The Vertical Fight Profile ‘Trust an nich sterng commands ae generate to flow the vertical ight pn Auto Fight system operates inthe PROFILE mode. ‘Avertcal igh plan fom argin to destination ens ofa ako phase, acim ‘ase, a cuiseahase. @detcen phase an an approaen phase "The tkoot phase stars whon fakoof ust is ceveoped by the engines on thetaeeot innay, ‘The cimb phase tarts a the thus reducton situ (1200 fot accorsing {Ati pote) Ar the tt reduction aide ta taveo Oust i edvees imo eu 'N 3000 feet above the aiport level (acceleration altude) the specd isin ‘Crease to 250k Ths the maxim alowabe speed below 10.000 eet 110,00 foot the aver acceorates io a ghey speee “Te cruise phase stars atte 0p af cmb ana ends athe top of descent The descent pase stars al he fp of cescent and enas athe tine the cre cles tne fape gow At 10.000 lal the peed is decreased Io 250 Ks. {maximum atowable speed below 10:00 tee) ‘The approsch phase Sars afer fap down selecton and ends at runway Figure 274: Flight Profle cat 02 34-184Basic Maintenance Module 13 Aircraft Structures and Systeme ‘Training Manual, 13.4 Communication /Navigation (ATA 23 / 34) Navigation Database The dataloader connectors locatedin cockpit ot avis bay used fo update the ‘augaton database once nthe # wooks: Each FMC has te on data-eod coy ‘rector Wn a pore datseader tho new navigation database leaded roms tape or isette tothe FMC. Any datloade fling tne specication can be onected to Be datload connector "New date base content willbe uploaded every 28 calendar days Figure 275: FMS Blockdiageam Figure 276: Data Base Loader 1.48 MB ae Diskette a SG —— = Figure 277: Receptacies for Daa Base Loader = ww Y& Team cat 62 134155Basic Maintenance Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Radio Altimeter Fundametals The Radio Altimeter System determines he height othe alr above he eral duraginta climb. appoacs and landing Shases “The ponciple of the rasa ameter ta transmit a fequeney meds signa ‘fom ine arcrat to he ground” ana fo recawe te ground reflected signal ar ‘enn dely. The tne between the transmasion andthe reception of he shal SS proporionalto ti A Cheah Frequency 49 GHe Maximum neg 2500 fet Figure 278: Principle me (eae) ‘The RT Unt gan he rasoattude tothe inceator system (EFIS or conventona insurers) ana oter systems. Fight data carer for evesigatans. Fight tam system fr aitude cal out Gung approach an faire montonng Ground Prout warnng fr pl tring The automate hg earl sytern pn {ses the eight aulomate landings During phase of ght te sees! oe RT Unie sohbted to prevent alge manevre The east can be nad om ‘he coc or atthe RT Unt Figure 279: System ‘cat 62 194-186Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Radio Altimeter Indication ‘analog instruments showing the sicraf height dunng takeoff and approach ‘Above 2800 foot he poe isnt vse respecive he tape win the scale shows Sian The DH ightiumnates when he averat heights equal orlowe tha he selected dein ight A sound’ acsbie when the sgt urs on ‘The sing runway represonts the height below 200 fet dung approach. At round tis Soae to he area symba Figure 280: Radio Altimeter Indicators and Rising Runway ‘The PFO shows the ai heightin sig fom DH s showa whenthe ara de. ont under he selected cession heh Figure 281: Primary Flight Display (lee Fina phase Final pase on grouna Gspheach of approz'onon vson In the tial phase of an approach blow 150 fe. the lower lint onthe atude Sere moves up ashe aera approaches he ground. The tance between he IGwer ims and he horizon ines proprtonal tothe ara eight ‘Automatic Call Out Below 40 eo. the radio atudes anncunced by a sythete voice ganeated by ‘he Flgnt Waring Computer aay can 82Maintenance ‘Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 / 4) Principle “Tye cominuousiy anes aco signal tthe ground. The grou the sia and comos back m the ata aor 4 Seay. The ey depends o> the negro the azcrat above tran The systom processes ths delay ab- {gel fw presontaton of thesia so the EF'S era he "atime neato wih igndirector horn forthe nal appreaches Figure 282: oe ‘Te tansmitersonas a signal that changes fom «250MM to 4360 Mi ana ‘ack 10 tes pes second FMC) The vanemt requency changes 100 tne er second areuna 100 MHz Betwoon the ground rected sal arate actual Frangntsigrat tere i Pequercy eterenceproperinal afin wavelime, Out Ofte aorence requency the systom computes te Neg, Figure 283: Tx Rx Signal EEE apse: 134-158Basic Maintenance ing Manual Trai Module 13 Aircraft Structures and Systems 184 Communication / Navigation (ATA 23 / 34) Transceiver ‘The rao attode transmit 2 Votage Contaled Oscar (VCO) The contot signals samtoothwatage. Ths sawtooh sgral cayees the VCO Yo make ‘Steep tough a requency band tm £299 Me Yo 4362 MMe (FM swoop 123 ive) Tre output ofthe VEO (75 rn goes tote TK anteria,whie vars {othe gone. The delay time between ranemsesonanarecepton depends on he eign of te aera The received signal goes oe mac ogee wth a same tthe wansmiter sonal The fequency of ths eae changes Suing the delay lime (Tk weap) The mixer gues now 9 erence in Fequeney ach goo 0-8 25 naz astector The output oltbe 25 tre detector goes ote ck cone eter ‘The eveut gies a postive or negave conto! sigha othe sawtoab gonerator saben the ouput othe deesor's ghee lower than 26H (ager ofiower 3 tiuse!| Figure 284: VCO Signal nna eee | Tis signal contos the slope of he sawtcoth The length of his sawtoth is a rmeasufe ofthe Regi of he arcraf. The pulse to hgh converter changes the Sweocth na aia atte signal Ihe 264 detector gives ne crput asereh Such comes on The sawiocth generator makes 9 swoep Hough the hl ange tthe system fom te lowest stud up ote highest bit One serene {kes abcut 08 secand goa on fo aslong as he’s cutout fam he detector “i oesure wren wa swich the ystam over wnen area atse becomes more ‘an te system range Dutng a search eye ie SSM goss to NCD Figure 285: Low and high Altitude Osciator Sign MAL oe AOU trramgpnect coy Cat: B2 sa4-159Module 13 Aircraft Structures and Systems 13.4 Communication / Navi igation (ATA 23/24) rau 4 - Lt pameBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 4134 Communication /Navigation (ATA 231'34) Antenna Figure 288: Rado atimetersransmtvertcaly downward and receve thet tetected sgnal ‘fom te sirtace beneath them. This systm requres two atennas mounted on the bottom of te fuselage In most nslatatons these antennas are Push with he Figure 207 a nme cat: 82 saa t61Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 413.4 Communication / Navigation (ATA 231 34) Ground Proximity Warning Warnings Ithas been proventhat a human vice can atact a persons attention more than £2 Warning ight rete vialnaeaen Foy th eaon av" warnnge ar used inthe GPWS when the area in a. dangerous poston reave tthe grouna ‘ung operation, a GPVNS senses the nearness fhe ground and wams he ict ‘tho tera has gotlen too rea the ground when iis no ha sanitation for \Sraing Tidoes sky mantonng tteraao ameter to gelrine te acta! Nght ‘ave ne around tao monitors hea dala comple. instrument ning sy ‘m.analanding gear and ap poston i Gelemine the accra popery eon. ‘igured forts astance from the ground its tbo near tne ground ot oeaion ‘ot configuration the system wil warn the plot [Atypcs! GPWS na erat wl warn the ight crew types of hazards ode t warings occur when the al ‘at is beiow 3400 feet ra studs {nd the barometer snows an ‘hoessive ae of descent hen exces. ‘ive gescert ati dated te warn ing ight wil urinate and the sual warning, “sounds, SINKRATE™ ot "WOGP" HOO PULL UP ode 2wamings occur when the terrain SSisng_at an excesavety fot Yale ‘nen ts fs encountred the ight te rates andthe aural warning says the ord TERRAIN “oe SOO? ‘WHOOP! PULL UP® Mode 3 wings occur when the a: Tatthas nto nemo ater tatoot or ‘era missed approach. I here 53 ite of ahiuge ander these exnanons the GROUND PROMIMITY hgt wt fnate athe aural wing il $3 DONT SIN Mode 4 wanngs ocr during he lana ig phase ct» fight I tere is ns ‘Sent tera tearance when te anang (goat's up or he Rape ae nol land onfiguaton Tne warnng ws sound TOOLOW GEAR or 100 LOW FLAPS nsthe GROUND PRONIATY lant ‘nates Made 5 warnings accur nen te Besa isan LS approach ine acca Sinks baton he aide slope the anver SBtign wt sina ade ara ‘warn wl repeat GUIDE SLOPE Gtioe tore Figure 208: Warnings Mode 1-5 14-182Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Call-outs Mode 6 provides ales and callous fr descent below preceines altutes, Det ‘Son Helm (4, Mnmums ang Approaching Oseson sgh Apsrosshng Min Abts for excessive oor Dank angle ae also provided a pat of his ree. The Excessive Bank Angle” aural lets ave gan fc, and then suppressed unless ‘hell angle nceases by a atonal 0% Specie calouts ae selected va program pin fom predefined menus. Mode S ‘lens and ealouts produce aural and ARING 420 etput naeavons ut donot rosie visual nacatone enn Windshear Alerting Mode 7 produces opnal ales for ight ino an excessive Windshear cantons (dang sce fal spprescy_ The Windsnesr warning rogues aural ¥su9) Sot ARING 429 output Paestions \Wingehear detection ¢acive dea the nia takeot and fal aopeoach phases ‘lfght Alot and warnings are poured when te vol of washer exenads pre Setermnes tweshold values ‘Te actual wndshear value measuredepresen's the vector sum of eral accel eaten versus a mess accelerations aeng he igh pan ard perperdiculaTo ne figntasth These shears rest om versal wings and analy changing horzota \Windsnear warnings ae given for decreasing nead wing (or nceasng tl wind) {nd severe verte conn orate Windonear alte are aven for nereaeing Mead tna (or cezreasng ‘al wind) and severe up cats The windshear merbuTst [Shenemenon and widhesr avon and warn levels ae usted Below Figure 29%: “Trompe Cat: 82Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) EGPWS Terrain Alerting and Display “The Enhances Geound Proximity Warning System (EGPWS) incorporates terrain ‘Boning and splay Snctons, Those Snetons use aerak geuyrats postion a am atituse. and an stoma eran data ase to preset poten! ones be tween fe esa fight path andthe fran ans fo prowde grate Sapiays of he ontting eran The Cauton and Warning enselopes use he Tein Clearance Floor asa ase ined wtualy ook ahead of Ne arerat a voume which scataated a6 ‘clon af arspeed rol abhude ane fight path arte tthe arerat penetrates ne Cauton Envelope boundary, the aural message Cau- tin Terrain auton Terns gonerated and ale dseetes ate activates er \oualannuncaton ‘Simutanedusly the conficing tran areas ae Shown $0 \ayetow coor on the Tern Deploy {the ara ponevates the Waring envelope boundary the aural message ‘aera Pul Up's generated, ana alot ducrates at acvate a ua! funcaton”Smutaresuby Me conflcing lestan ateas ate show is fed olan the Tein ply ni EGPWS Terrain Picture The NO present the terran pti, The terrain appears in aiferet colours and enate accruing fof eave not Figure 283 eg 39ggie3e Sahia Solid Red Warring Terran approximately 30 seconds om impact) Solid Yetlow Couton Tein approximately 60 seeonss Kem pact) 150% Red Dots More than 2000 fet above eerance ate {50% Yellow Dots 1000 to 2000 feet above reference abtude 25% Yellow Dots 500 tet below to 1000 fet above reerence atte 25% Green Dots S00 fee teow to 1000 fe! below reference aude 125% Green Dots 1000 to 2000 fet below reference aude Magenta Unkrown Tersin 134-166Basic Maintenance ing Manual ‘Tra Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 / 34) Terrain Clearance floor ‘number of apts thoughout the word have approaches or departures that ae Fat enrely compatible wih standard GPWS operon These arpore are en fea the database n such a way tat when the GPWS recogntes such an ae port maaies he profi o avo! noses warning ‘The Terran Clearance Flor (TCF) estes an inceasing leain clearance envelope around the nended srpor runnay dct related to he distance om Te runway t's atv during Iakeo rise and inal approach Figure 294: Terrain Database Local Terran Processing extracts ana formats local opographi tern data ror the EGPWS Tern Database Ths Datouaee dives he earth sutace ior Sis references norzontaly en the geographic (aang) coordinate Bements of the gr sets record the highes! tran ctvaton Gels vay i escuton Se pending on gecprape leaton Gecacs tne oversneimang majonty o!"Conto Fea Fight ie Terai (CFIT”acoaenisccrur neat an arpor. and the fac hat reat operate n closer proxy olen nea arp, higher esol gs Be used arcurd arpors Lower resoluion grids are used ousce of apr’ fea “ere enroute avert aude makes asians unkely andor whch dale Ie. Tam features ste not of mparance to he fight rew [gal Elevaton Models (OEMs) ate avaiable fr most of he argos around the ‘word today Te lsbal EGPWS Terran Database sorgaizedinafexle andes Fandable manner Using cigta! cormpressen techniques the complete database Sistred'n nonvolate memo of 20 MByle wrinn the LRU. Updates and ado tions ae asiy done by sarin 9 single RCMCIA eatin a card ston me LRU fon: pane Status LEDs onthe LAU font panel slow the operator to montor the atabase oad progress and completion ‘Obstacle Database Provision ae also mage for Kure vse of an Obstace Database proving bsta- ‘le data nthe vey of mar apts. This database wl roude sud ta for ‘man-made ootaces or groups of obstacles thal prove above the EGPVS tee ‘am protection fore ise ee cat: 82 434-165Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 13.4 Communication / Navigation (ATA 23134) ‘System Block Diagram Figure 296: ‘The Ennarced Ground Prosimty Waring Syston (EGPWS} generates ara ‘oe and viual warnings wnan one oft falowng canatons occurs between 2 (foastuces 20 foot and 2400 fet ormase 2. Sena batwsen Id eetand 2800 {eettormades tana’ "Moda excessve rte of descont Mode 2. excessive fran closure rate Mode 3 atte oss ater eo or go aroun Mode 4 “unsafe tran clearance when notin ending contrat + Mode §. exzessve deviaton teow gle ste In adatin to the basic GPWIS functions the GPWS hae an enhanced functon (EGPWS} whch poudes based on a work wid foram aataace ‘+A Teran Awareness Dspay (TAD), which presets the train con fics and display te terrain on te ND. +A Terrain Cesranee Floor (TCF), whieh improves the fw tern ‘raring Gung ana GROUND Eee eee ee conpuTER “The cookp loudsceahors broadcast even fumed off th aural warning or eau ou tion nestages associate wth each mage The sudo volume of theea messages ees |S ot contoled by the loudspeaker voume Krebs (These mobs alow he adust ioe see et ‘50a volume fe taiocommmuneaton on). fee | at ath as SB oo [GPW ights come on to give a visual warning for modes 4 For mode 5 the Fe SUaE TSR ighe Se Sate Cana tnd Woe sro pone Set tl H- teen cat: 82 134-168,System Overview ‘Ta purpose of ne Ennancea Grouna Prony Warring System sto help pe vent academs causes by Contos Fight mo Terran (OF) of severe Vins: a Tha ayscm achieves is cbjectee by sezeptng a vary of erat ipet rameters, apeyng aleing slgonms, and pravaing the gh few wih aul Slt messages, visue annunciaton, and aispays, The sysiom comprises the Towing grours cf components Basic Maintenance Module 19 Aircraft Structures and Systems ‘Training Manual, 419.4 Communication / Navigation (ATA 31 34) Terrain Alerting “Terra awareness sertng gor continuously compute erin clearance en ‘slopes aheaa ate aera the boundaries! these envelopes cont wi tr ‘er lovaion data nthe terrain Salabase, thon alsa sssvee Two ervlopes ‘re computes, ene soresponding ta Terann Caton Art eve! and the othe 3 Teriam Warming Nes eve. Tne agorthms are designed to moet he feng ntens fae a—|_ arora coat 82 sa4-t67Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 18.4 Communication / Navigation (ATA 23 / 38) 299: Transponder Control ATC Transponder Figur Principle ‘Tha Hs Trae Contr! (ATO) ranenonder isan integral pat ofthe A Tate Car tral Rass deacon Sytem The Fanspenders interrogates by radar pulses fe {evedtomne ground sistant automstealy pues oy ssenes ofpuses, These ‘aply pulses av coded to supply dentieaban and automate abhude reporting the aeerat on fn ground caroler ager scape. These reps enable con trlerteastngusn he aroret anda maintain eectvegrouna surveil el hs aerate ‘The ATC transponder also sponses to introgaton fram arcra equiped with a Trafe Coser Avoidance Sst Figure 298: cat. 62 134-168Basic Maintenance ‘Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) Primary and Secondary Surveillance Radar (PSR/SSR) “Te ar ratc contol radar beacon system (ATCRES) consis of afbone ang round based equipment at operate together to locate ana erty the acrat Speratng inthe oysters arspace ‘The axbore eaupmen costs of a tan ‘onder (ceive ranrate) 3 conto! ont and an antonna The round bares Clement const ofa primary soveilaces radar (PSR) system ang secondary Shvellance ‘ada’ (S9R) system The PSR conse of an antenna. 9 recever tanamer ana an nacatat The SSR system const of an amor, 2 eeshe tans and esta ang cont equipment used by te a ame conten “Te PSR provides the bearing and range of the atcra wit the arspace Tre ‘SOR system proudes the altude ana entcaton information ofthe ara wih inte arspace The primary radar system uses a narrow RF beam vansrted (hrough a etatng aenna to lumateairattn the path of he beam By calc latng he elapsed time beeen ranemison ofthe RF beam anc recepton of he refecteg RF beam he stance to an acrats determined By notng the bearing Sng ofthe antenna, when reception cceurs the beating tothe aera is deter” “a secondary surveiance radar (SSR) system interogates he aera about ts ident ane atte by vancrsing ws ses of pulses, The itrrogaton mode ‘etemined by the P1-P2 rterogation pulse spseing, Thee ae two modes on terogaton veeo Mace A fern base AC dent mteragaton, and Mose for requesing the taremsion ot agtaly code atte inarmaton, The Mode A pubes are spaced 8 morosecands apart ana narogate the sean Wansponde bout te erat of tne aera The Nowe C pulses are spaced 2 mictoseconcs Spartandnterogate the avcra transponder about the tude of fe avert. The Dusesin oth modes are enical except fore spacing te pulses. There also ‘ste to aerate modes for neetrogatng ine arsrantvanszaner These open Slmodee are Mode Band Mode 0 Figure 300: Surveilance Radar Antenna Primary with secondy) Sere aig Figure 301: PSR with SSR Principle 7 sar oN serie / ' / 1 f / ! i 1 agen 1 est we ieee Soh) eee cat 62 14-169Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23/34) Interrogation Mode A or C The ground station assunes that he reply signal receives afer an intrrogston signal m response fo fat lerogaten, because of athrd pase ithe aro- ‘aon sett prevents averat anseenders pling tea sde le wansmssion Stine SSR The nteregaton st of pulses const of tree pulses. Me tag Sectoral antenna tans vo puces. designated PY and PS. The Pt and P3 putes are spaces accoring o me SSR mod of operation A ples desgrated 2.ie rated by an onmisrectonal anima 2 moroseconde str the Pi pulse ‘sranamtts trom he dracon! antanns Te ransponder contain eres for detecting the ample of P2 eative to P inowde to prevent he ransponder tom rele ta a sielobeanemssion The fasted sower love of P2 ie namnaly 1898 Geow the peak vel ofthe erecton beam ‘Acca A hing othe main Beam wil ecaive the PY pig at a higher amplitude ‘non P2. the vorapordet of ane Aw detec hs ample derence ana termine the serogatont bea wai itrogaton For aici B, the varcoonder detects tat P2s within 6 6B of Ps in omtude ‘3h determines ha he merogaten 's nol val The vanseoncor wilh of ‘Stopress replies further nertogatons fo 35 microseconds when P21 OF (greater than Pt [A pulss ae 0 8 microseconds wi. The receive introgatins fom the ground ‘Saton areata Fequency of 1030 Mrz Te varsrnteaepy sgrals to he ground ‘Sato sata equency of 1000 Ne wih about 800 Wat ‘The recewed signal fom the arorne varspenderselecroicalyencedad So an be Sapiayed on an ar tafe conrolreadar seen. The reps proceseed Sythe SSR ster wil produce cea" eadabi target onthe arate conosers ‘cor seroen” Next fo ths the 2 ac controler may also aiepay “ne Sra detevanrg he acraklecaton The Mose S aneponder data ink capablies use bstetonal ato rformaon exchange, grounat-ae dea pln 2 {e-soune data Sownias The Mode § transponder may 0 funchon ae pao! 3 biome separation assurance aster when erfaced wn #Trafte et snd Eeiiion Avowance Systom (TEAS) ‘Tha ATORESiMode 5 system opeates i 9 simlar fashion as ATCROS. As 2 anspanderequippe ata enters the aesgac,fraceve the ATCRASMod Salrestinievagaton, which can beidenfes by soln ATCROS and Mode Sane ponders Te Mose S ransponder reps with 2 Mode S formal ht includes the aacete 2iot Meds Sadarens The aaarens andthe atone the Woe Sarat r= ‘grea mio aroucal fie, On te next scan the Mode S tera. dcteley 90 ‘ressed The dcrotenlarogatons of a Mode Sareracontan atommand fats ‘at may desensize the Mode S vanspondeo further Mode'S aca rroga- tons Ths aled Mode ockout ATCRBS mterogators ram MTORES ne. fogaters) ae not afectes by ths oxout Mode tangpondes Tey toe Intetogatins of an ATCRBS intertegatr under a ccumstances ‘Asa Mode’Satcratiis in he space served by anoine: Mode S ntrrogatr, te fet Mode iterogatr may senc positon nfmation and te acrats i (hte adores othe second mtrogator va ground ies. In regions where MedeS intragators are nt connected via ground in, she ‘cra ants an aspaca servea by 2fleert Mode Sintrogator te new it ‘erogator may acaure the sitratws te rey tn ales merogeton Figure 306: Mode § Principle (woos) cat: 82 saaBasic Maintonance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Interrogation Mode S [Avra ae wacked by the itecogstor trosghout its assigned arspoce. A Mode ‘Slaceraf epot inte epee ee ts athe ots ATCRES 4000 code depend ing on Me ype of terogaton‘ocehved During each scan ntrrogatene ot AT (CRS aver are madein woth Mode A ane Mode CTy= Mode 5 erogstone {ansmited using binary aferental ase shit keying (OPSKI The reduation oF the dounink Warsmisain ftom the Wansponae’ is pulse poston masuaton (Pit Eacr Mode §inteogation contansa4-bt dec oats hat aims 8 very arge numberof areraftc operate in aa vatican enaonmen! wehout the occurence of redundant asress nen an nterrogator doesnot receive 2 vais reply, 28 # scans through a Meda S tects ovation, the nterogate can ro ntregate a mtee number of Tes Normaly nterogatrsiterogate at ew power "whisper and re meropate at high power "shou if the low power nerogaton fas ‘he Mode 8 wansponder receives an intrrogaton fom the ground, The tans: ponder wil mate a vply to an ATCRBS ground staton unt the presence fhe Pepulse detected mew of e Pe pues meroseends(ATERBS Mase Aor Made Cely athe no rep i rons Mean ete pe 8 msecones ATCROSNde Sata Mave S replys qanersted 128 merozacongs ater he leading edge o! he Pe Pale ‘The Mose S copy ¢ he eam reply generated in eeponse to he Mage S alia Interogation The sladard reps ate dscussed i er patapraphs ‘ice lobe suppression for Mode Sis accompished by avenaying 2 pus (PS) on the PS pula. he aneponser wil ot rep Te airalt system s equipped wi two antennas. One ofthe antennas mount- {on the op ote aera and he oer antennae auras he bets he Scat The Mode § tangponde” wl have automate selacten of antenna, bared nie reaive stengin of Seteted nerepaton sgnae Figure 205: ATCRBS / Mode S Interrogation Pulses and Antenna Pattern INTERROGATION PULSE SPAONG ne moots! eagsicronoot lesan iq ee aon i oncom Patel mone 7 Bat rewclt th ase am pom Bs ol i I : 51° gto enon Ha een cat: 82 saciBasic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems. 4134 Communication / Navigation (ATA 23/34) Interrogations ‘The Mode Sansponder supports a suvelance funtion. in adaton ta bide: tonal oso data exchange, ground toa data upink (Comm A) ato ground {ata oom (Comm Busted extended length messages (Coren C) dow Inked extenced tenth messages (Comm D), na mulbste message proto. Pulse Amplitude Modulation The Mode S PAM (guise amplitude medvtion)ntrogations ae shown below ‘The flown sicnteregatons ae exluswely PAM signals ATCROS Mode A.C Mode A Made sical Mode Code S ates, Mode & only sea, and Mode Cony aca! Figure 306: Mode A, Cand 8 -All Call -s] feomnstc —aysee rn inl \*—— tesgacoes « — ray r ste P| Pa isnot present for ATCRES mode A and mose C iterrogabons as ong 18 merouee) Hose AMode Sates and Mede Code ale pals shot @ morose) foro ® ony al eal ara Wage Cony aca a puse amplitudes wl vary tome? arpitudes, a pmpudes ae equal to P3 ampituces Binary Differential Phaso Shift Keying jOPSK}) ‘AiMade §intetogatons are binary diferntal hase shit keying (BPSK signals ‘The P'-P2 pulse par preceding PS suppress reps fom ATCRS transponders to'avnd sychroneus gare (caused byte rando iggerng of ATCRES rans porters) A sarias of hips" cantan the nformaten win Pe ‘There are ether 58 or 112 chips win aac PS. These cmp folowedby a0 6 ‘mcrosecona guar nent proven he taling ase ete Prom meng titre comedulaon process’ PS may be aves on PS9y the merogatr a6 ‘ip lobe suppression sgnalin any Wace nertopaton Uplink Messages “The formats of pink messages contin ether 56 of 112 bis, wih the last 24 bs ‘omg used for aocress or party. ana the remaining bts used far Normation Each Mode ansmission contains wo estenta fe one doses the format ‘and the ther (24-5) cares party eration and contains eaher be sens he inteagatr ently overadan the pay The imal desert the eld tthe begining of fe varamssion and te 20 fl ways ocr a he nd oF Figure 307; Mode S Selective Intrrogaton faa secs i al k MS aN n ee nei ‘cat 62 saaBasic Maintenance Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23 1 34) ‘Mode § Replies ‘The Mode S reps to 2 Moco S interrogaton aren 2 much iforent format 0 {he veiy ean sonar seh more inermaton nan previous generatone rane ontare Tne Moe 9 teplyconishng oF peansoe and dia ose ‘Tha ep data locks oemed by pulse eositon modulation (PP) encoaing cf he ‘Roly dts the fret prams pute wi leo occur 128 merosectnds ae Pt pulse of an ATCRSMade Saleal nterrogaton Bidrectena aor data exchange. gr0urs-o- data uplink (Comm A), ato ‘found data dowrink (Comm). and mata message protal In adaon Ktanspender capable receving extended lenalh messages [ELMs) fom the ‘round EUs are ecovedin the Comm format ELM ranemtals tothe grouns tie ne Coren D format All dezete Mose Sintregaton a epies(excent he Steal res) contanthe 24-04 certs adrees ofthe Mods §treneponder, ‘The primary function of Mode $ 6 surveuarce. To accomplish tis uncon, he Moe S transponder uses the 88:bt toramssions (n each decton) Inthe bit vansmasens, he acta reports ts attude oe ACRES 4096 code and Ne fight staus (avoome, ground let. specal poston deniicaton (SP, et. ‘The squiter ansmission an al-call py whicnis varsmite by a transponder appronimately once every sacond The eauiter sqnal i obeated by aera ‘tuipped wih arbore caison avollance systems. Specal survetance ir fates fom arbome colleon avossanen systems are ascrsed fo Mode S Stuipoed vera These netogatons ae Utes for Mode Sarge racking sr liso Peat assessment ‘The Mode tansmissions pert hiruse as digital data ink. Teierogation and reply formate conan sufcert coding space to permit tne vars oa {2 These aataansmissions may be used fr a afc conta purposes. 90-2 fate merchange fr clision svecanca, oto provide fight aden sence Such ‘sweater reports r automated tena’ tema system (ATS) ost Mode S daa lnk anmissions willbe handled a8 one SE-nt message = ‘ded a partot along !12-ptinterogabon or rep These tansmesions reads the message nats tothe survolance sta Conger mestages ave tranemt- ted Jing the exendes engin message (ELM) capabiy. The ELM iseapable of nsmiing upto seen 80-b message segments. ether gound-o-a or aio- sound Figure 208: Reply Signal from Transponder SSR cat: 62 sa4178Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 / 4) Transponder System “The interrogation signal on 1020 Miz i receives by he antenna. passed hrouah the coupler the evelverIiher passes in he decoder wher sto respond ‘nyt he iertagaton pulse selected by Ine pot conto, ‘The tigger ouput fhe decoder stars the encode oprosuce a series of pulses opropiate tothe code selected. Tq wansponder i eapabe reping fo ne ‘rund mtogstor m any 0 095 = 2" cosas ‘These transponder pulses modus the 1090 MMs of he rarsmiter carer CW wich passes the enuplr tothe antenna. The ups: prevents ry of tos sal trom entoring te recewer, ‘nen te ransponders operaing ie mode A, It proves idenfeatonintrmation tn the nterogaton sn made C, the nlerogaton answered by a code po. fled in ne encoding atbmeter and responds wit Information that produces a feaéaut onthe sorties scope showing te liad of the ara one hn ‘Sres.ootneromentsOn many corporate commorialypeavera, tho aude Intrmatonis sent tothe ATC tanapander fom te cena a la computer ‘Te ony iieston the plat has of tha vanspander operating the winking Sght ionithe face ofthe conto head This ight Binks each bme the Vansaonaer fe Shonds oan nterogaton fom te round ada Some smal transponder tint he intent panel, and others na Contre! Head onthe pavel andthe actual unt se freee osate tonics equipment rack The antennal. shor blade ore ans Ioesed on he Bly ofthe arrafastar a practel om any ave antenna and na postion hat (hilo te aise byte lanang gear wnen i extendes ‘Transponder instalation ae iteconnectes wih the OME and TCAS system by ‘suppressors Ths prevents smultaneovs ransmssons ofthe avs (sbout 1 GHE} ana nhs he reception aumng wensmisson Figur 308: conRo. pane [eel c vee |» nn |] DECODER I oan | TORO ie ATC TRSPONOER cat:82 satBasic Maintenance ‘Training Manual Module 13 airerat Structures and Systoms 18.4 Communication / Navigation (ATA 31 34) Interface {single ATC conto ust enables system selection. provides the selected vans: ‘onde wih code and uncon dala andi eur, recewes Sats data ‘Alituge formation rom ata computer or atineler digitizer anes aude Information o ATC tard 2 vansponges to allowing aude paring operon, “Th antenna receive ha nterogation coming rom he ground staton an ranemt {ne vepy The faneponderselecs te top r botom antenna, depending on sg ‘oi stetghn The antenna 3 bade antenna used for ranemetson and racepton 1s ential othe OME antenna. (same pat number). ‘Te Alera GrounaiFight formation disables the vans uncton of te tans: jonderithe aver son ground and fe mode seisctr n AUTO poston ‘ coal suporestor connects the ATC s and TCAS tote OME intarogatrs to {revert recopton tem ons systom ule fe cher sn ransmsion moda This ‘Shecessary because the ATE. TCAS and DME systems operat sn ne same Te ‘ueney band ‘The ATC Mode S transponder receives the Net dentition, by pn progremed ‘mode adress pug ana ight number forth hg Managettent System ah the TAS the ransponder exchanges con} at gordnaton data fo TCAS Op. Figure 310: q y Foreoorane =r = susenaeen "Ta cat 2 seactrBasic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 413.4 Communication / Navigation (ATA 23/34) Components “Te arate contol ranspondr uses the same typ of antenna a he DME is 250 mute onthe botom center ie ofthe usage It and the OME antenna ‘must be as fr apart as proccal Bot instaatons require thatthe coax between {he equoent ard he artanna be a short as posse, zo LE Pauli = Foot identification Mode S vansponder system allows the indivaladcreting fora aplanes cf ‘he word By pn progiammnn he county © sesgres 'o Sutzotand (0D 10110 The remaining Biol the 24 avalade Bt allowstoindviualyazegn 32768 ai Figure 312: County Codes Example No. of Country Addrosses Bit Allocations (24) —a_}} Australia 262,148 0111 11 ora Bees Sto of Canada Seales Hos ool Aasignes Egypt 32,768 + 0000 00 010] by Face atid 0018 10[ ch eunty Semary aes GOTT TT on fe ‘ose 0100 11 907-90 tee ares bit 00,4 ‘toes aazres S000 01 eon saree Ont Ot sco 100 11 O10 -T00-a Now feats Yoo 40 099 Sawa ale i 00 ov Sterna bi00 40.440 a S100 oy b Sa cand ten sates toon 2 con ie towsre Sino PGhHa = 4 reine mano cat: 82 134-178Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 4134 Communication /Navigation (ATA 23134) Secondary Surveillance Radar display Figure 314: Plan Position indieator advanced Technology Today the tecnology of spay aes rom in awide way Counties and cepions Using older ground facies thre are using modern and advanced technology Figure 313: Plan Poston Indiestor former Technology Fiano Gat B2 134-179Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23/34) TCAS Traffic Collision Avoidance System Introduction The Teffe or Arbor Colision Avoidance System function sto detect and 63 ay areratin he mmesate vony and to prvi the igh cr wih nceatons TTCAS i a fam of arborne devices at function ndapendent ofthe round {Seted ATC system and provde cliion vodance protection for a baad soe rho ot arch yo0s + TEAS proves proziiy warning codes to assis he plot nthe visual a. gusten of bude arate Isitended for use by smal arplanes andy Genel avaten area + TCAS IProvides wate advisorys and resolution adisons. (Recommended {cane manaevvres| na varies arecton to avo confctng ta: Aine [XCana large commrs and busnass AC wil use Yes I seus TAS I Whchissil underdevelopment, willrove wai aso andres ston adwory in he horzertal as well asthe verical dracon fo ald cor ficang tate Figure 318: CAS 1/ MODES Principle The TCAS interogates ATC vansponders of invsers. From the transponder pls the TORS determines or ear inser ie besng its range and closure rate + tereatve abtude Figure 316: 2 (ATC made C or). conan cat 62Basic Maintenance ing Manual Module 13 Aircraft Structures and Systems 12.4 Communication / Navigation (ATA 23 1 34) Function The TCAS contruaty surveys the atpace sound he area ulzing ATC wens: onder replies rom aver aera inthe vent. detemines range eave bear fg and reative aude af Nose AC end presets an fee gh paths Intruder whose paths are precied io penevate protected calsion area suround Ing ne TOAS equrpea AC are anrunciate by te TCAS on capes and cop! VS) "THA cisplay or vespecive EFIS splays and by poke messages Inston, te TCAS fe capable ol tecommenaing evasive verteal manaouy's nanded ope ‘ene orincreaeeveteal earance ta mtuder AC 2 vate aisry (TA) e generates 40 to 45 seconds proto a conti ane a r08- ‘ton aesary (RA) 20 628 sc pr foaconfet Once he fant path rom te sivuder no lnger confit tthe own AC. annuncaton fal ory comer nd tne voce message lear of confuet wilbetroaceat TCAS prowses no protection agains aera that donot have an operating ATC Ltansgender The TEAS cannot prove an BAwnen einige” AC does 2° ‘de atte information, ‘The TCAS computer performs airspace survetance and intuser and own AC tracing using ATC tanepondes infos and aps Fom the TCAS antenrae M' lvoceed AC 99 colton treat, tsetecta the est avodance mangeuves and the teat AG i aivoequpped with TCAS, this manoeurtes cxonated va he [Ric tanspender (i 8} ensure the selection of complementary ads Figure 317: Communications betwoen Aircrats Non Tans Se imecoaten = SE [coltiien FSS no ae =~ mneogsten | colitien| Figure 318: Caution, Warning and Resolution Areas Figure 318: Collision Avoidance by vertical Mancuvre Closest, Stroma! coy on aeBasic Maintenance Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23/34) Intruder Classification ‘The TOAS computes he truer taecory. he closest sont of aporeach (CPA) and the esimated me (TAU) before reaching the CPA Each ume the relative postion of theintuder presents a clision heat aural and (raul advsorie are vggered TCAS entomizes versal oder to eneure aac ajectoryseparaton anda nal VS vanaton considering a uders Figure 320: Tele and Resolution Advisory Areas Fescuion Aawory Tate naisery Figure 321: Closest Point of Approach Toor si — Daan — = = er es aint i Soa ie Et role OATS TAMA. aéiorytesblés pawwucose | Mat zx100 graeme [mre seco 8 maa 408 soon __faraueaoe| rantay os ANTAL tsa] rant” ie coe see 0 700 ed aio 1200 cat: 62 434-182ic Maintenance OFraining Manual Module 19 Aircraft Structures and Systems 134’Communication / Navigation (ATA £3 38) Cockpit Presentation Tere ae various types of aspaysin the cockpit + VBITCAS Ingetor Weather Radar Iniator ND ara FD Traffic Advisory Display ‘Te TA indication supports the pot to make a visual search The AC symbal on the splay snows the pot the cst ane tre rave bearng” The ralaive t= {ose m undreds of feet. and as an soe dapayes whether the acre {im or descent Aliuge fermavon are only ava te ara sequpped wih sittuse poring Update rate once every second Resolution Advisory Display ‘Toe RA indication i the primary dip to show the plot he vertical speed oe Fecionto prevent aclision The ndeaon consist on fed ana green segrants Wich can itumnate instead of te normal vericl speed inseaton the vers “Speed pomtar's nine red sta. autof area the pet has to change the verte ‘Speed unl the pact the greeny to" area Thats designed 98 an care fre RA Ine porter ut of tered area, the plas martin the sctal ve al speed. That s designed asa preventive RA. Below 00 fYasio ate, a Fesoluton avaoy are suppressed Figure 322: VSI with TA-RA Indication ‘esecuonapvsony A React rears cat 62 sateBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 4134 Communication / Navigation (ATA 23 / 34) Indication at ND and PFO. In todays EFIS equipped axcrats tac advisory (TA) and resoluton adisery {fA} ae superposed m the navgaten spay Verical evasive manocuves i Shown athe verte’ speed scale on he primary fight display - Figure 323: NO A Inner Inmecate evasive manoeure requires Proxmate Trae within 2 range of 6 NM ‘oer atic thin a range of B NK Relative aude, citing descanding ofthe ntuder Red area Ferissen versal speed. High 1k of cote CGresn area. Retommended veri! epsea ‘he TOAS i incations fo tight plan modtcations ae inthe veral pane only The TEAS aural messages cn be hbfed depending on higher pact aul messages. The Resoluton Aavsory (RA) iors the tew about ay avaiable n o1 me States, atte ine el 5 1 EEF oy | 3 04 ese a +31 | Pogue 2 = Econo ro a; 05, ] Ot Soren } Resa rom v om @ Saurmne . \YRATE «500 FPM Dest ra na erantyeorae ey cat: 82Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4. Communication / Navigation (ATA 23/94) Aural Annunciation Displayed tac and resolution advisor are supslerentd by synthetic voice a sory generates by the TCAS comput! The words-Trate, Tae are aon Sted atthe time of he alle sosory which sects the pia to look atthe TA slay to locate heat he encour aes nek esave ela resoken Saar 'sarnunlted. The sual amuncisions listed the fseaing example Rave been adopted as aviaton industry slandars, ‘The single announcement "Clear of Confi inscats thatthe encounter has a {rang has slag to crease, andthe pot shouts promptly but smo a= into te prewous searance To avad contusion pics, by cferond meaning of aural recommandations, Iowang warming ang stuaton wil mb te TESS voce warming 2 Sta warning + Windshear aeing + Ground peoximty warnings + Lowradi nets Examples of aural annunciations Trattie Advisory: TRAFFIC, TRAFFIC Resolution Advisory Preventive MONITOR VERTICAL SPEED. MONITOR VERTICAL SPEED Ensure that he ‘VSt need apt cut ofthe ighod sogments Conectve ‘CUMB-CLIMB-CLIMB. Cimb at the rate srown on the RA iccater,naminaly 180 fe (CUMS. CROSSING CLIMG.CLIMB, CROSSING LIMA. As above except nat t Tuner estes that own fight pat wl cose tvough tat of te heat DESCEND-DESCEND-DESCEND Descend at ne rate shown onthe RA nda ‘or nominal 1500 fm DESCEND, CROSSING DESCENO.DESCEND. CROSSING DESCEND. Ae _Sbove exce htt krthor neat tat oun ight sath wleoee ravgh that oF ine treat REDUCE CLME-REDUCE CLINE. Reduce vc! speed to tht shown onthe Ra naieator REOUCE DESCENT REDUCE DESCENT Reduce ventral speed hat shown onthe RA ndicator INCREASE CLIMBNCREASE CLIMB Folews a “Cit” aeusory. The vorica! Speed a the cmb shouldbe creased to that shown on the RA indicat nom ty 2500 "pr INCREASE DESCENT:NCREASE DESCENT. Folons a “Descend! advisory. ‘The veral speed ofthe descent shouldbe Increased total snow on tne NA indcater, orn 2500 fpr ‘CLIMG, CLIMB NOW/-CLIEB, CLIMB NOW. Fallows a "Bescon adiory when {has been delormined hat a ovesal ol vert spaes ie needa omovies ‘uate Separaion| DESCEND, DESCEND NOW-DESCEND, DESCEND NOW Follows aii Scr wan hg own dtsrones tai a reveal vocal sped Poses 134105,Basic Maintenance ‘Training Manual Module 13 Airraft Structures and Systems 154 Conmunication / Navigation (ATA 37 34) ‘system Figure 326: + 2TCAS Antoanas 2 F yeas computer Tora 1 2TAiRa Bape soroumen + 1 TCAS Mode $ control panet — noe $renepondr an? Antennae ‘op and Bottom Antenna E=Bynccad var lou coded col aes Tx 1090 re x 1080 Mie eon] ee Radio altimeter units (RA) [/sromwarion® NO? Nbsapon's sym erty 0- 2500 ana tnagsing tht ores se round Fight crete : Strom Arca ong sson opwabsin TA ONLY mode Jemoe eae Attitude ( Heading dat aI ee iad tate a loan pont of poe ie XC mode tansponare AG Rehsrten len TOAS and etc TCAS eupedinner sera _ Ote'anssede: cee Sharon sn Fear facet eeee Buromete ato va ATC: rarponde ES coer Mog Besant stay sensvay soo 800% anatrageing ion bt ers NERESTaine oar stove son ~Taamee 1x TEAS Conta panel EStmon tne Te arenas ane TAS. Enables he opting des ofa wo tos game be anes actgaon ely HO it apy busers TAIRA fasts Primary Fight Diapay PED : Vertical display of resolution advisory RA. iF 26 QOO Cockpit Sper E Seiaastng nl TA and RA nessaoes f ema cav82 taactneBasic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23/34) Computer Unit Figure 326 The neat ofthe TCAS Il system the computer unt. performs aispace sure lance. ner vacng, rate diol. veatasbassrent, coon vet resol tan anid TEAS eooranaton Using data rom the atrame ae obo" sted Sms, changes performance parameters to maich varying afuees an a an coniguratons ‘The suvellance algonthms nave been specally designed 19 reduce spt Yacks| (mutipsh) and nave been extensively esieauncer high dene condone, ‘The unt ues olson avoidance algonthms to deernine #2 tacked arcras a Cision treat na for eoleting the best avosance nanos Iasa uses og ‘> ooranate escape maroouvres wih ofer TCAS-equpoes arcra, tue sotware changes ae easly ncorpoatd ino the unt = boar the aerate ‘rs.an ARINC Bodie" data loader pon socesabia om te ont Hort pane! rector ear connector accra ng ‘The TCAS computer is equipped wih a bult in test exwiment (BITE). This gram protects th power suppi the meroprocessa, te metas, the anemt {orang recover ana te antennas The programs ate odstec «wrong antenna ‘Atthe computer on! ace ase est can be made by pressing ne tst button for ew soronas Al ights ave on for eoconds and ser the TCAS sats Is ds Playestor #0 seconde TCAS Characteristics: Pulse power 500 Watt, Transmit frequency 10S0MH2 Reception tequency TOB0MHe Range 80 NM Capabie to hand 8 iruerssimutaneously crocs cat:02 sa4t87Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.4 Communication / Navigation (ATA 23 / 34), Computer Block Diagram Figure 327: ‘The Dock diagram shows the receved sgnals entering the TOAS recor stan: Inerthrough a beam steering ntvorsand.acplexer the receves agra thon Sppted toe sal processing eres hal emeve the abtde and aerate ordinal pec geen heer a repay [ee fe oan CPU for use in the threat algorithms stored in program memory. The TCAS system "220 i eateries uate Chases areaetocret eon hen 6 mass Erato pence a — truer ane aude ofnvode tne tude transponders sepomg ae: am Ls tee bach ey ‘Tha TOAS recewersransmiter uses sveralrepis om he intucersterafto se termine te attude rte and range ate ofthe uc aera In other wor, te TTCAS tecenersransmter Uses the reports atudes Io elem Now fst te Inreder aera i climbing of descending and uses the elapsea me Sehaeen {tansmission and reptes to determine whether the aca 'sappeoaching o lea SEE Ing ne surveyed area. The TEAS fecever tarsmiter also ves the 79% arionaton ‘Dearing postions fo determine a probabie ight path fr he tudor SEE “The TCAS recewertransmiter conta the algothms used for colon avo 7 ‘noe in TCAS These aigornme elu racking algorhms for nuser acca aaa thret gotacten algae selachon of felon adv ears agorthms, genera omener aeceven Ln op fBSon | Inguatie scusuy arinms, and he ages for owe ara ats a 8” 1 stv levels t ' ‘The rcewversranemder ago handles he Made S tank transmissions that re | REAGEeAeet TEAS elses The Mode S dats nk capabiesareonlyequres wnen two TCAS, fhe uippeearerah approach eachother m oder fo cooraata ve manceues of tach arerat From the tansponder replies intruder aera andi avai he TCAS Mode S Sn ink messages. he TCAs recverteanemite gatarmnes height path 2nd Drofe of he nuder avert wirewtin cont wih ts own acta ight ‘ated upon the TCAS own aera prt, he receiver transite termes me Sppropnat "soliton adnsory cat: 82 104-108Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 134 Communicaton / Navigation (ATA 23 / 34), Antenna Figure 329: Antonna Beam Pattern ‘The antennas. mouniad on te top and bottom exterior fuselage. are exremely low-pratle feurslement rectors devces capable of Vansrig in out select bie Srectone and resting omndectionaly uth bearing ntarmanon The 42% tena seyments has an apenng anle of 30 dagrees and are vera pores {ioe TGa® computers abi toreceve omndcectonaly win bearng fea sn DIRECTIONAL TRANSMISSION S pies surveliance algortr for racking nearey asrat ‘Te antenna ast pulses 1030 MH at varying pomer levels one of four computerselactes segments. The computer ecsues a 1090 bi Hom tho oe {onal antenna ove four output cassia cables to four ecelve's, one foreach ee tonal beam The drectonalanlonna permis Seotred ineogatons Tor higher Gensty operation ‘Te range ofthe replying arcraf canbe calculates, using the speed of he ret. Ing signal anc tha amount of time lapsed aps0d time Prams = 38045 porn Figure 328: Upper and lower Antenna en crameneces exer saBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23 / 34) Communication between Aircrafts ‘The TCAS teceversransmiter transmts inerogatens to te vansponder iopes avert inthe vent to generate taneponcer replies that te aga ‘Secesung ercute of he TCAS wil dacage to erty the vet arnt Once ‘Sach secant Vanemes animtrogaton foal ATCRBS ond Mode 5 varspond. ‘Srequlpped atrah Ths one second paroa is eterre os the suvelance op Gain poe far al afte win range che TCAS-equpped aca [AYCR®S nterogatons ram TCAS equipment employs the Mode C only Al-Call {fvoe pole format Pols Sis oflower smtose than pulse Py andthe twa fem ‘3 ancpondercuppression gar wih pulse separaton a two mictoseconas. Only ‘raneponders tat econe Fy above noes eve abou, pulse ampude i ‘espand fo the TCAS I inftogation The Ps pues spa0g ithe normal 21 [reroseconds fr amode C atu feparina mérrogaten Pulse Ps pa of he ‘ormatn order fo suppres arborne Mode S varcponders. ehh abo would po ‘ide Mode S reps not suppressed. he four ples frat group a repeated ‘tiereatng power evle over an anoroxmaily 208 range fo geveate 8 wh onshout sequence The Yansponcer wil apy ¥the ampltude of Ss eow Ne Fate evel and is eoeived ste greater lve ‘Between acta oferent TCAS communication depaning on he eauipment = "Combined Mode A! Node S-aleall or Mode C / Made al call intro gato Ai aan wit ATC vansponders reply hs interrogation signals To prevent ‘gna! oveapping tom sere aerate the computor uses a whist snout [System {Store pice group amides) The wnspershodt sequence ae peated every secona + Mode A oF Mode € reply: Mie TEAS compet tebves only mode A signals. ony TAindeatin poe ‘ble Anevaswe ation coordination & mposebie + Selective interrogation (Mode 5): ‘rats oquppee wih mose 8 Vansponders can be interrogate selective (Coded puse groups) + Mode 5 reply ‘itr ti reply signs, the TCAS is ate to display 3 TA and ts calculate an Ra + Coordination of an evasive action: ny poses benreen arcrats equipped wth TCAS I and mage Stans ponders Figure 380: TCAS Communication Pulses Mode Coaly Ail Cat Whisper Shout Ly LT et pe rece Woisper- Shout Interrogation SUL. Lf Mode Ae Rept II [stn wtf “amen Cat: B2 134-190Basic Maintenance ‘Training Manual Moule 13 Aircraft Structures and Systems 13:4 Communication Navigation (ATA 2 3134) Weather Radar General The Aitome Weather Radar Systom (WKR) allows the detection ana splay of ‘cuore weather ateas. The WR Melps the pt fo aval these areas anc the o>- Scclated troulences by determning ier ange and beating, I so provides @ fyoune mapa ‘The ata emis merowave ples through a rectve anton which pcks up he ‘elu signals The ange ie detemanes by the hr laen fr te 0o50 fo at ‘he azmuth is gen by the antenna poston when te echo receved Frequency: Microwaves 9 4 GHz Prise poner 425 Wat S KW 180-400 pulses per sacond Observe the safety precaution you operate the radar! “The high energy eadiowaves are dangerous for human bodies and may ignite inflammable Hause! Figure 32; Radar scanning a Cloud cat:a2Figure 338: Weather Radar System Block Diagram Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 13.4 Communication / Navigation (ATA 23/34) Figure 336: Weather Radar Indication (Soar [Rarer cymes (Ss = r= copier agra | ers "© | apoe i Figure 336: Components tos cot 82 s34-192Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 231 34) How Radar detects Turbulences and Windshear Conventional Radar. The ransmiter emt a ple which uses ony the veflechty Df ranal (ropes of precipitation) ere an een othe recover Turbulence Detection. Pulse waveforms shaw that ne echo equency ers fom thatafwanemited pulse. Caused by the Dope eet The equency sft repre: ‘nis trbuincewnion mparid meton othe droge. The recewed asa! ©93) {cual shite vara spectrum of requences the bose! he band the greater the turbulence When ha spechum exceeds a theahon defined moderate te reauy the return le depayed on te screen as urblence ta rragenta colored 3 3) Thatthesnold ours when dropits move at te ae ofS imevrs Pe se Figure 337: Pulses fa HEH EE ge EEE Conventional Radar ‘Turbulence Detection Figure 338 Roa ope (S). eae ‘cat 62 s34-199Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 184 Communication / Navigation {ATA 23 J 24) Windshear Weather Radar (Microburst Detection) During bth takeots and lancings, microbures have been he case of numerous transport arcrak acdente" A Foxe Looking Wnsshear Ostecton Avosance ‘Aroorre Weate’ Radar Systery has the capacity fo detec he presence of = {obures up fo 8 NM ahead of hearer Might path wen below 1800 feet AGL [A rcrobust a coo shat of ar, ke a cyndes,setween 1000 and 3000 fost ‘efoss at's mewng downward When H encounters the ground he a mass ‘mushrooms na horzenal direction curing inward a se egos. The dowrard Uoiodtes assctatea win these narow ai shat range torn #0 10-370 kooks ‘en the downarard mewing a flows ansinted ta Noort fow a the bate ‘tthe au shat te oufow winds Rave font iotback vos ranging am 0 22d wots Two types of merobursts ens, wet and dy. wet mecoust scharacteraed by thera arpits whine a shat fing a he way to te ears surtoce ge Intact ry mirobue is charaeternes by rain ha exe fom the sous base ut substamaly evasoates beter reaonng the ground. Vga occ high based rainstorms fund n places ike the hgh pars and western United States Regardless of wheter the mesoburst wel Or dy, he a shat wind character- Isies ate entea ‘The a stat ofa microburs: creates problems for ara for two reasons. The ist problem sus tothe downward av'moverent Snes the areata ying wiht {hear macs ase ae mass pummete sarhuata so does tne arcat Second thet tats generated by the wing io relata tothe rele velo ofa Wavelng Dverthewing ithe a vaooty suddenly changes. so doos it Winon th Ire (tused he arcrat descends As an acct enters ameroburst depending on fhe fontof any twllexperence a lass one ofthese conditions and most pobaty SS SEE eet SV ee cme oon Detection Process ‘hen the arshatt of a meroburst encounters the round, t mushooms cubed Carying wih ta igenumber ofthe fing androps By measuring ne horizontal ‘oloty ofthese water ares he weather aaa adie infer nehonzona on ‘orb! vlocty ofthe winds ening te ancrops The sada processor detects tha doppetHeauency ait imparts ont the raft {Scimiermave pulses by 2 mcrobret fe the radar seans acre ne ndshesr ‘vent wl detect randrops moving towars tat one range and avy Warn at 8 Stony orate range The ference nthe range between the randons moving toward and away isthe a ofthe base of he mroburst Aer the radar tees tis conan then proseeds to asess the severly ofthe event by measuring how ax the orl ‘re moving ithe assessrant tte severly oe meroburst exceeds a preset ‘veshal valve, a indshea lets ssued an he tadar splay ana tough the Might deck ao eystom Figure 340; Warning ThresholdsBasic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 13.4 Communication / Navigation (ATA 23 /34) system Figure 34%: Blockdlagram a [sw Mode telecon. Reception Gan, Range, Tit Indicator porcaton fe SE cn Met ana nt or EFS. ee en pesca Hee set corpusen aR ecm Oa Computer Fee SCP ed hea se compton, a Dit snare Se ta oy or menace. Ten and meheeen nee a eae en tie = FES Uh, ar uno, sews ae oe San an coon vue pte. Sena STB ctl sec Arh mover con econ msunentSylon 8 eos ee se ring ang ston) veraorat Soest i ryt cave2 acts8: iver - Transmitter Unit Master Processor Contos a fancons of RIT Unit Frequency Synthesizer, MutiplereMoaustorTansrte, RF Frat End Transmssion of pues Hom ava RE Fron End, Fiter Preamp, Logarimic Recover Fecepon of etuming ean pulses. Digital ara Arles InpstOuut ‘Atte npr tanta Slobisaton, Range and Mode selection Itertace Res Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23 / 34) ‘Audio Module Voce warning Winds. ‘AnaloyDpial Converter, Tine Domain Processing, Weather Processing. Fast Fouer Transform Processor, Turbvence and Windsrear Prooessng. Range Processing Perlermarcs of output computations to cgplays and alerts utputte spay unt ARINC 469 1600 BLMWord, 1Me Cex, 6200 Words! “rien Stapusaton Processor, Antenna Dive Module Perierming antenna stabizaion, and azimsth con Eh wale a ] seu on ousts «2 coat: 82 134196Basic Maintenance ‘Training Manual Module 19 Aircraft Structures and Systems 184 Communicaion / Navigation (ATA 231 58) Transmission Pulses ‘timing ciagram ofthe pulse wansmissons in the weather and weatesturtu- ‘onan operating modes pruded'n next gure In wingsnear detection avo {nce moge eguency is 6000 He and sequence ofaremitos pulses consists ‘tivo toraaved pute rss, each an wih 9 Aaron camer requoncy, A ane For the weather (WX) and train-magping (MAP) modes, the base ransmite- {oie progie 625 miieeconds, Th eauhsin 3 basi pulse repeton reque7=y (PRE) of 100 He. However since tw pulses (8 and Ta microseconds wie) a Iransmited the PRF is spooted 25380 Hr “The receives echoos tom the Smerosecondpulees ate processes to produce {argete ranging Wom zero 20 nautical mies onthe radar nseatr Recewed eo ‘es fom the TBomiciosecon pulses are processed to produce ho targets oates Stastances greater han 40 toutes miws, Recewes echoes fom Both he 6 re second pulses ana te 18-mirosecor ules are processed to produce Te {argtsicestog at distances between 20 ane aD naual ics The trnngs ves Sight Uiteres) Between the 8- ane 18-mitosecond pues ‘uhen the turbulence mode selected, he system shits to an inelaced igh ana lem PRE pattem fo acqure tens 25 wel streulence information simatane- ot les teugh 9 TURD) are arenes of 180 andre use tr trough 8 are 6 microseconds wide and pulse 10s 1 meroseconas wide, The high PRE ate nacessary fr Doppler processing mits Me urbane detecton range to 40 nauteal les ‘nena ange great: than 40 nautea mies stetes in rtulence mode he Indeator wil diapsy weather no urovonc to a range af 40 rasta mics and ‘moainer only beyond 40 nausea! mes in turblenen mode, mrorece ema tized varying the ming betwen each PRP cycle dee eae (a ch cat:B2 sa4-197Basic Maintenance ining Manual, Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 2334) Antenna ‘The weather radar uses a narrow beam transmit and receives toward deer mised decien The azimuth cu sears the space ead he vera for code TRonderstom halrandterestieobsaces, Cavan: it and rolsves compen. tats he arrah movemonls fo cama table weather radar mage on te pave Parabolic Antennas (ide modes using parabo antennas. The RF power 9.375 GHe aout 65 kW Supples via wave.puce and fessor foward the parsboe reflector From thera 3 arew boom is arected ino the space. The spoter deficits fasiowavos fo (arsthe groune fr ground massing ‘The Paraboc Refactor works ona similar pine 10 a car head eietor En ay sing tne retietor rom a post soutcestuate a te focus wl proce 2 Diane wavelorm na arecton paalelto the axis tote parabola ‘The food is usual cipole wth a parasite element The consequence ofa dnae feed's that the beam snl have a mai lobe and smaller sie lobes whieh usualy ‘ears much higher powers are associate wih hese artonna than win the ft Date ypes Figure 34: cat 62 134-198Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Flat Plate Antenna Newer systems uses tt plate srtennas. Ino 2 hallow plate many slots ae a {anges eo tha cach ste senda a nuow beam The asm of Dears together bids up 3 penal shapes nartaw eam vath an epering ana of eniy 3 sroos. ‘This gh effet antenna mates pose, hl the weshet radar syst07 OPE: Hos wa reduced vansmisson power of ariy 128 Watts ‘The fa piste antenna consists of sips of wave guide versal maura sie se wih the ead wal ‘acng forward Slaggeredofcentea sts ate cl meach wave gue so as lercopl te wall cuter ang hence adate ‘Several wavelengns tom the antena srtace, the energy tom gach ofthe sos wie sured space, resulting m8 arom tear aatton patton Tho greator the numberof sos the beter the perfarmance(narower Dearth). but snce the spacing between slots is crteal We can ony areas Ie NUDE tits by neeasing the pate aoa Its mounted on pedestal which contains the necessary mechanisms and cir uty fr seanning ana ng he antenna The weer aa: syle’ UT ut and antenna are econ by ext Ane gd wove guide secbons. The RF energy crested Grey oe ator a ‘he wave guide Therefecios RE onetyy i leo routes Grecty 02x othe RT ‘The wave-guide' connected toe antenna wih a quick scornect so tal the antenna may be easly removed and replaces when requed The wave-gude Systems venied ao he forward bukhead so Mat pressurised warm cana Can be Used to Keep na nave guide fee of mosture, ts eases te problem oF evejude corrosion and reduces the rk of high fashover at high ates, Radome ‘The radome s usually a covered honeycomb sructire, made of plastic mater rarced won fereglas.(ghutg conductors onthe nee oft fedora was Sal the arm but ber ee!s hexoses thoy avo perpencielar to fhe elec ‘reals fe wave 7 Figure 348: Figure 347: Antenna Pattern Pets cat 62 134-199Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Antenna Stabilization Pitch and Roll The antennas slabitzed in pen and rol by inputs om te Athude Reference System 29) ofom te Vert. Gyos. The antennas hovzortalypearses and ‘sts a navou pera bear ‘Artena stabtzaten maintains antenna postion etave tthe earths halon (6 ‘ataess of arora atludevaratons nerves dung lms and mederate mane: ers. To atcomish is, the Radar System recehes “ot and pn stablaaon Input sigeais rom eer theater's verteal gyro. or te Atuge Heading eer {nce System (AHIRS) The AHRS s vaaly apa ofthe lnetal Nagano Re ‘tence System Te mechanical it of he antenna = Rol 1-43 degrees Sion 1-25 depres Tit +e 18 degrees ‘Aimuth Drive Te antenna is capable of scanning total azimuth of +45 fo + 90 2Dimes ger mente Figure 248: Antonna Azimuth Seanning Figure 348: Rolland Pitch Stabilization men = ou. svuearIon 7 Figure 360: Antenna Tit for Ground MappingBasic Maintenance ing Manual ‘Trai Module 13 Aircraft Structures and Systems Antenna Scan Pattern Windshoar Mode Antenna Ttt In windaheor mode or he antenna scan decested fo winshear detection, te antenna it's aulomatcally adjusted achieve optimum wiasheadelecbon e- {erlece of the eetg of the TILT cont on the coma unt Fer non winds cane tne artonna folons the seting of the TILT con! on he somo un [Antenna Sean Patterns in Windshear Mode ‘The antenna san pattern vases depending onthe mode ofoperaton Above 1500 {eeito2300 feet when ne system placed ino atemate weatheuincshea Sen Palla, andro wndsheersaetecte. the antenna scan pats eas fows 1 Clskise weather scar, wih 260 degrees of azimuth coverage ana process: Ing forweaner + Ceunteriockorse windshear scan, wih ful 290 depres of anmuth coverage, butwih wndanear processing Imiad toe =/tb-cegee sect ‘nen he system sin wndshearoy mode, the san pattern +45 degrees az Ima coverage on bot the esas ane counterccckates sean Trss ose o¢- ‘sittne operat has a windeear ony con postion onthe contol’ the Stem s in STANDBY or OFF mode, Windshear datas procsssed curng boty ‘recon ct antenna scanning ln the syst sn an atest westherandshear scan pater. andthe 98 temetects a wndehear event the antenna scan patter is fo.owe =" Cockwise wees sean. rom -0 depres fo 90 degrees + Gosntereockuse windshear sean, tram +90 degrees to 45 degrees wih ‘wndanear processing between +5 degrees an 63 + Thenes ceckmse scan som 45 degrees to +45 degrees. to vada wind thea + The next ceunterclocige ean i rom +45 degrees 10-0 degrees. val ‘ate windesear No proseseing acre between 15 degrees and dgroes + Chockase wearer sean, om 20 degrees t9 +90 degrees The sequerce Is ‘epeates as long ve windenea” even deletes Ita winsshear event's at vated the stem covets fo the aerating weather wadshea’ sean pallens desea 13.4 Communication / Navigation (ATA 23 34) Figure 351 “wes a ws Bee ee eo Sree -50¢$ +2 4 0 ys ws ws cat: 82 so4-204Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23/24) ‘Magnetron In previous generation of weather radars tne high ranemsion pulse taney ls generated by magnetrons. “he 13kVot. 12 ampere ouput pulse roccived om the magnetic modulatrisap- le io tre cathoge ofthe coaxial magneton. This ves the magneton Is oe Enaton procucng 28375 Me BS RW peak power aut signal ‘The magatton utes vane resonators which are st coupled tothe stabiieng {nutysumounsing the anode Arun te abe ere a permanent magne att 8 'stong magnets hid Electrons raveing arose he vane resonators stn lates ne osonace nsde to caviios Tho ferret om te nme wal fe SoD Tag caw Rowe inthe ouput foward he waveguide and ara “Toe magnetic modulator turns the magraons high vetage power supply 200 times por second with 9 pulse drain 5 mereneconas on ant fr 4885 micro ovonds in of mode In domestic applance microwave ovens containig also magnetions wih 9 He: ‘quency about 25 Gre Caution! The hgh ricatng energy of magnetons = eangerous Figure 382:intenance Module 13 Aircraft Structures and Systems ing Manual 13.4 Communication / Navigation (ATA 23/94), Figure 353: Warning Maintenance and Testing Safety Precautions oan There are to hazards when operaing weather ada, ramey damage to nursan ats ana igntan of combustible materia The rear Ie average ower density = y She grate tenet asad we Al if) Uy) ‘figure of 10 maton gonerlyaccepad“naxirur-permas be oo. a Wy) fare level (MEL) Among the rastnerabie pars oh Sosy asthe eyes testes deseo he scanner maybe a8 3 regoung aerial ng have Revers induced “ere 6 oovously sk, parteuary when arciaft are berg reveled or de otanenaer Nes Ta fellowing rules snould be abservd when operating he weather radon the ground 11 Engute that no personne are ceserto DMPEL boundary a8 ina gown ye 5 12. Never transmit rom a stationary scanner 3. Do no opera the radar when the aerate te.9 tlie’ cr detueled. or ‘i athe sak hin the secor scares e beng retelad or deel sting radar scanner than r= rmanvtacture De nat tane!t wnen coniiners of wlammable or explosive materat ae ose tothe arcra tun th sector scanned Easty el pebtestennerara orient por CE relatcelcioa pa lecatnas tas eine er eet sesetoag a ‘of the radar, is the possibilly of very strong returns, if the radar is operated close oo. NGT OmenaTE iron FOU hae ‘of 10 miliwatt per square centimeter. al personnel should remain beyond the is- Beasehceaas Or urate ‘ance nated nthe tuswaton one tse Recess Cat: B2 134-203Basic Maintenance Module 13 Aircraft Structures and Systeme Training Manual, 13.4 Communication / Navigation (ATA 23 34) MLS Micro Wave Landing System Figure 354: MLS Coverage ‘System Description ‘The tne teterence scanning Beam Microwave Landing System (MLS) has been ‘opted by ICAO as the standara precsionspproany system fo relace lS MS prone precision navigaton guidance for augament and descent of rat on Spproach toa landing by povsing ase eevaton and distance The system ray be dnded to ve unetons 1 Approach azimuth ack azimuth Approach elevaton Data communications ‘sn he exception of DME. a MLS signals ate vanemited on a singe Feauency Urreugh tme sharing. Two huncred channes ae avatable betwoon 5031 and 5000 Megane ytranemitng 3 narow sears wnch sweeps seose the rage area at's fed scan rte beth semi ang evan maybe caleuated by Sn arbor recewsr hah measures ie me stan between eweeps. Fone Dict the MLS pecentaonwilbasmiar‘oILS with he use fa sangaré Course Bewaton nicater (cI), Rade Dracton Indicate (RO), Horzontal Situation I ‘destor [HSI oan Electone Fight Insbument System (EFS). Figure 255: MLS Courved Approach cat: 02 494-204Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigation (ATA 23/34) ILS Limitation ILS has been the standara procsion approach ana laning since 1848, butt ‘fr ovo 2 numer of imitans, whch prompted research amed at develop Inga now system Anew slandor was aaoptedin 1978, which ses Mesowave ‘idquancies and ance a known asthe Mietowave Landing Sytem or MLS ‘Te Intrament Landing System ILS) has Served a the standard precision ap roach ar anding afr theant 0 years Durngts time thas serves we” 353 Fas undergone a numberof rerovements fo merease ls petorarce andrea Sty Homever, in elation to fare avatonrequvement, te ILS nas a number taste lstatone 1. Site senasty ana high ntaaton cost 2. Single approach pat 3. Mult pat intertrence nd 44 Channel itations 40 channels ony MLS versus ILS US ground antennas sue rom grouneflects infact he gideslone beam is ‘omedby using ha ground nano he onenra, whch must be leeds and Iv. fed. The Use o relate low frequencies meane Pat th ILS talons at25| ‘reid are much age than tose, needed fr MS. Ste preparation for LS soc Bansie and some cases moracical Relectns, interference Sra woah {eas a have ther oar fo pay n degrading the pearance of LS cue to Pe Frequencies employed In mountainous eqns «may no be seaebe Yo etal 9 relat L' becauge of reflacton aobiane,athaugh Duldage ah Ne visnty (ofan ails can ales make ie afeut The sap fo Mescaave Pequences has mado posable, te use of many mare channels MLS wil hate 209 separate Charets compared withthe 40 avatable wih the current IS. MLS Advantages [As previously mentone, ILS nas tations whic prohibit or fst Hs use in ‘many oreometances. MLS not ony imines these problems But aso Ofer ‘many advantages ove ILS ielsing 1. Elmnten of LSIFMorosacastnteerance problems 2. Provision of a-westnr coverage up 0260 degrees rom runway certerine from Suegree'o 1a depreesm elvaton anda of0nautes mics) 3 Caps provide preision guitance to smal landing awa suena" tepnetes 4 Contouous avalbity of wide range o gle pas to secommodate STOL Sind VIOL area and heicopters Accommodation ofboth segments and cuved approaches ‘ality of 200 chants - ve tenes moe han ILS Potential reduction of Category! (CAT) mrimums Improves guidance quai wih fewer gt path corrections requied 9. Prowsion of bck-asmuth fr mised approsenes ara derarure guidance 10. Elmnaton of serie it-ruptons caused by snow accumulation, and 11 Lower ste preparation. rept, and maintenance costs MLS Approach Characteristics Ta Antennae needed at merowave frequencies are smal enough 0 aia, ns tow scanning beams tobe genested These alow 3 mach wid! Yegon of cover than win ICS and so compltea caved sporoach pats under MLS guidance ean bo fo-cwed. Ths gteterfenbty in approach wil ead to separate sppresch path foreormuter pe ececued fights st busy aos. righ angle aporeachos ferverteal and shot taecfandlanding ara (VTOL and SOL) ana curves ae proaches in moamianus regione Ofcourse te capa to ole cured ore Irented aprreach copenss onthe eaiage of sophistesled equipment Pe Shoat fan MLS beams beng ueed the bce, tmp, wiggles, se couse Sno flee pats of he LS eye should rot be expences Tie coat 82 194-208Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23/34) Guidence ‘Approach Azimuth Guidance ‘The approach azimuth antenna norady provides alter coverage of 4° eter SiGe one canter of scan. Coverage renabe fo a mamum ot 20 NM from he Finway testo andta a nego 20 Uo feet) The ground satan antsnna is normaly ocaea about 100 feet beyond the ano! the way Back Azimuth Guidance “Tha batk azimuth antenna provides otra! gucance for ninsed apprcach and de~ Parure naugaon The back arma waster essemtaiy the ame 29a Broach exh tansmiter However the equpment tansmis at 2 smewnat fewer dats ate because the guidance acou'sy requirements arena a ingen fas forte landing approacn The egupment operates onthe same equency as the approach azimuth tut at a iferent ime nthe angmssoe sequence. On Fun ‘waye hat nave MLS approaches an bath ends, the azimuth equipment can Be Sched inte operation from te approach azmuth tothe back seu 3a Elevation Guidance “Toe elevation stato tansmuts signals. on he same requency 35 he azimath staton The levaton vanamiers normaly located stout £00 Fom the sie of runway Setwoon the thveshold andthe oushaown zone It alows lor a wide ange Dt ge pat angles sleciabe by Me pat Range Guidance Range gigance, consistent wh he accuracy powded bythe azmuh and eleva thon stations, provided by the MLS precision DME (OMEIP) OMETP hasan ae uray of 100 Nas compared. wth «1200 fsecuracy ofthe standard DME Sj. In the future tray be necessary fo deploy DMETP win rdes which ‘could be incompatible wih sandorsarbone OME feces Data Communication “The az mth ground stabon nudes data tansmission ins signal format which ‘nets both beste and auxiliary data, Base dala ray due approach azimuth track ané minum gis path angle Aueliary sla may ede saaionl a. ‘roach informa seen as runway conden wind shearor weather Figure 356: MLS Azimuth and Elevation Coverage (Biewtion coverage > ‘saimiary WO anit The MLS Signal Format ‘The MLS system opaates on 200 channels inte fooncy band 5.031 Mie to Soot Mite {Cand syterny The sgaling ate 15625 Hares ats 98 ys Spang between Fuses ‘llcomponents transmit on he single Hequency alate oan approarnin atime ‘muliione signal format Inston tothe elevation ana aniath Vonstvasions 2 bus of datas ansmied Seton bova a Cat: B2 434-206Basic Maintenance ‘Training Manual Module 13 Aircraft Structu 13.4 Communication / Navigal and Systems (ATA 23/38) Angular Measurement Infect what we save a narrow beam, whic is elcroricly swept fst in the "Toieeion ane then tne FROM arecbon ‘ny erat wn the coterage ofthe scanning beam wills recewe Two. Pulses sf eergy mone compete eel of scan Leoftof Center Ire two receives puses are wel spaced ton heart wi be nthe ett hand halfeetr atthe cove aos the case m Pure below” Right of Center Cn the ther han fhe TO and FROM pulses are dose togeter then the aera ‘bein the nent nang ha seco Note that even #the aera is onthe exteme ight the sestr a cover, he TO Sed FROM signa wil stl be eepartee Processing (nce me angle as teen measured canbe compared wth the angle sisted by the iat on te contol panel. he aterencen sgle beng used es feed to ama Non syst and the auth system -Aerativey, the angie canbe fad to an external computer, whin may be pact of {F145 and here uses, egetner wh waypow dats Yo compute appropae sep Imented or evn pate Figure 387 Antenna, _ sont Tine aternce Sy nsarerene ‘settee ‘oat B2 494-207Basic Maintenance ‘Training Manual, Module 43 Aircraft Structures and Systems. 4134 Communication / Navgation (ATA 231 34) Aireraft Installation ‘The operators! capailies of MLS cepend onthe typeof equzmentinsalea in {he arerat For fll capabaty ofthe ML system by beng able to execute curved ‘Spproaches under he guidance a he MLS toning eaupnent nesses MLS Recewer OME Cont Pane Fight Management System, Fight OrectrInaieator of EFS. {A popula instalation the Mul Mode Receiver This provides ouput devation ‘Sais tom grounaor ste facty whieh can bes MLS er GPS. Ths sal Iston gues geal fexbiy and cost savings, atlowing fra sage avoome inst ‘ent landing sytem istatation wth te capably ottracag wih al ypes ot Tanaing system ground facity uses today MLS Aerials ‘single MLS sytem requires te aon along the aera or-ana- can {r360" coverage aroun ne aera one forward and one at “Te Arcrah Aerts receive the C-band (5031 - 506M) signals radiates by the ‘Bpart round staton. Tne Recever selects he anienna resevng the svongest ‘Signa’ orcan be forced wh extemal nt fo select he fonard antenna Forward Aerial ‘2 cesabi locaton forthe forward antnna son hearer cer ine sbovethe Cockpit an area hat sopes own toward he nase of the arean “Tis location provies sutfcert gound pane, minimum retecton and minum hadewing efect The area above the cock also proves exceptonaly good Sin ecaon onl opprass an when ating Boned appear Att Aerial “The af antenna may be located on the aera cent ine o9 the ely of thea Gat behind gueructors un as wagsand arcing ear angjuetaertve aera bly begins to cure upwars towards het! encom the area “The antenna should be mountedon aa metal surface to cba a proper ground pane Figure 388: oragemet | el erie | cones For! Antenna Dinley Receiver AFT Antenna cats82 134-208Basic Maintenance ‘Training Manual Module 13 Arcrat Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Hyperbolic Navigation Fundamentals ‘Atyperblcnavigat system works ona tive comparison technique based on thee! ha the propagation velosty of radio waver le contant 200 G09 kris” 65's er NM) The ground mstalavons const of 2 cr mere siaons MASTER. {2nd SLAVE Wangrnting on ver low eaueney betwoen 12 kz and 2H. Following navigation systems are based on hyperbolic navigation: + LORAN Long Range Navigation System + OMEGA Long wave ransmiters covering avery ong range, consuming ta muct ener The-sytems ate ony used for sutmarnes and replaced wit sate n2vigaton Working Principle ‘The MASTER and SLAVE statons ee nstaes 200 o 400 NM gpa and spread verte world The MASTER Staton ransmts pulses of rao energy whch ae ‘ccewes atthe SLAVE Staton afer a carat depending onthe astarce be tween te 2 staons, © 9. he 2 stations ae 200 NM apart he MASTER Signal lake 200 x8 198 = 1290 sto reach the SLAVE Staton ‘The afoone ecever pes up both, the MASTER an the SLAVE Signals, com: ares tre necming time eferense between tne 2 signals an computes aed o> fy immo ferance te ara or boat poston IM donotes the MASTER and S he SLAVE Staton. The concent nes surouns Ing he 2 staton represent ime ih microseconds. ines ave nase constant time sterence boson he 90s ne ofthe MASTER and the 110s ne of he SLAVE Staton ‘The tre dferance at tis postion 620 ysl poshiors Ray ané Fy we ako have atime dference of 20s. This lows te drow ahyperole postion ine hav Ings constant me afterence value of 20 ps, In gan systoms the navigate inthe coepit had to reas the re frence with {nesclloscope device and companng twit a specicoran chart Win comets thon the LORAN or ONEGA works somal and splays ll Seared nav: Figure 359: Two Teansmiter sending Pulses } ‘) eas /// By moving he airborne receiver slong ane of constant time ctterence, we de Strive ax hyperbole ine ot Posivon cat: 82 194-209Basic Maintenance Training Manual Figure 361: LORAN Chant Figure 360: Two pats of LORAN Transmiters wasBasic Maintenance jing Manual Trai Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) Doppler Radar “The Danpler Radar isan atone sel-cantained lang range navigation ad requ Inga greundinstattion The Doppler wars win great accuracy and proves pet wih me ovouing ntrmaton Ground Speed + Daitange Maes to 99 (oa preselected Poston, Offset mies (toma deseed ack) Working principle “The basic principle, asthe name ies. isthe Doppler effect in coruncon with {aaron a rocowee 5 moved toward tram tne resting eens the teeter wil be higher than thal of te Vansmiter. This wocae the moves Speed othe vecever added t he propagation velocy of he tantmited a0 staves By moving he recover Suay tom te Warsi te oppose wl Occ ‘Soppiersraquency-anit aa devon in tha signa equency due toa change the pa leigh between te ransmiter and recever This can be ose to move Inettof any ar alee folowing the wansmiter Ia acer or elective srt: {bang te pat. The Dope’ Frequency shit gon by he folowng equation fe=tervle where vis he ate of change in path lenghh between the ransmit and receve a9 tenn, cis the speed fight fete eter eaency a the signa ad No Dopp: equeny shit The etre equency s shite tom fof Example Inthe example stoun. the statonary ransmiterwansmting on 3000 tHe {Tee wave length (= fof 2000 tz (200000 Kea em ‘Tee mowing peed ofthe aceve is 31600 km ort kis By aating the rewng spect ofthe ecaive" othe propagation velocty of rao waves, we have a rsuting sped of 500001 kr ‘Te vesultrg requency nthe recover sthus SUOO010KHe, Thsis 10 ezhigher thar hat ofthe taser ‘Wh a kown transmits tequency. he resulting requeny tthe receive: gives Uusiniomation about the speed a whch tho rensve ie mang Tn UT OxaT the 10 mre Is krown as he Dopoler eaeancy shit Figure 362: Example of Doppler frequency shift \\ MV \\\ yer } \\\ } 4 re JJ) j JIS? /T> tes 3000 He fi = 2600 ka vk=0 8= = 000 Mie» YOkHe Doppler Sensor “The aes equoment const of ranecver unit and an atenna system emt {5 4 beams The bears re refiestes by te surface othe ean andthe ro tc signals prove 4 Dopier requencies guig iermatn about Ground Speea (65) Det Ange (DA) Figure 363; Four 89am AntennaBasic Maintenance ‘Training Manual Modul 13 Aireraft Structures and Systems 134 Communication / Naugation (ATA 231 38) Doppler Navigation Computer The Drift Angle and Ground Speed i shown to the plots and used fr father Smputatons A competes proves aasiionl pes of information ine: Wes To Co feet Miles Postion Today doppler syst are used ia mitary airplanes. Th system's very reliable ana hae thigh accuracy and = dependent fom any ane sgna prover The "Sytem sreplacad fr most cases by neal navigaban eters ‘The accuracy of Boole navigation Ground Speed ero +- 05% pls 1 knot. Figure 364: Navigation A/C POSITION. ACTUAL TRACK DESIRED TRACK. wo XA MILES TO Go ‘Dopper navigation sysems are sil used in neScopers. Because Inere font ference wih flo In oppost ofa satete navgaton system The Soper na {ston is ndependat of any provider ana ound ntaaions Figure 365: indication and Control GS [naar10l0M4 BO ormmaraitse™ cate s34-212Basic Maintenance Trai Module 13 Aircraft Structures and Systems 1g Manual, 13.4 Communication / Navigation {ATA 23 1 34) GPS Global Position System Introduction GPS i space based raga naugaton system whieh provides worswde, shy sccurate.contmuous tree-dmensona poston, vary an tne mormaton {GPS ic gonerayrogrdod to bo axided moles parts Space Seoment (Gonto Segment User Segrient ‘The Space Segment ncodes 21 operational satelite and acive spares ‘The Conrol Segmant inctdes a master contol tation # Colorado, the United ‘Stbce and inked montor state lnesed around he wo" that provide poston, velecty and ‘he User Segment consi fal he rece time ata er aera ship, rans Puck. ‘nave afe to levels of accuracy within the system A recon mode fo he mi lary and a coarselacquision mode fo clan use. The precision ode has 1 92- Curscy of S18 meters bah atraly and vericaly, ‘ile the comselsequetion trode hasan accuracy of 100 mets Figure 266: Earth orbiting Satelites As the case wits much of he naw technology ithe fal f avon, GPS was 8 {rested by the mitary for purely mitary foncbans ana sil unr the conl ot 0 the United Sates Ar Force Cert features of ne sytem ar sty reserves for | the excuse Use of US and alte mitary serves. However, GPS is avaiable | {Dalarge degree tor avian sage “oF The European Space Agancy and EU anspoft minstrs release the develop 5 ‘ent for he Gatleo progr. The otal pres cost oe development ar deploy nse 10 ‘ent forecast foreach 24 Blion Euros wth 9 2008 opetatera’aate The me, Slieg system s based on cian use 7 3a aBasic Maintenance ‘Training Manual Module 13 Aircraft Structure 13.4 Communication / Nawgall ind Systems. (ATA 23134) Space Segment ‘The space segment consists of 24 stelites (21+ 3 spares, ins ortal planes vith ur satelite nese pane. Orotng tne earth every 12 houre, at an aude ‘ apponmatey 1-000 nautical mies, cach efthesataites nas 228 view of te f2anh From any point onthe ear at any gven ma here wi be sie fen sale tes wew Ths proves reaundancy ince ony four setts are rege Tor three mensional poston determination Satellites Tne architecture ofthe syst s composed of a constalaton of 25 sates (21 atvaye avaiable). Tine of fe 7-5 yeas Nass. 815 kp Bostded Power 700 wat athe endo le Operation lequency 1515 424He (Operating clock 2 caesium and 2 rubidium clocks Te satelite ate dapatened on 8 cela orbs of etalites each Crtaetude: 20231 kn ret esurenca’ 12 sigerea nour (1 sidareal day equals 29 naue SB min 4's) Figure 367: Satelite Control Segment ‘24 satelite ws be cotta th cont segment on the ground The cont! fegmanl a composts ott mont stato ane aster conto statin when bot. ECE" sates. comple he ophemodes and cloes coectone. ar anemt fat veguior tervals an ntormaton massage for he GPS sere The & mortar ta ts ate leated at Keston Hawa. Ascanson Ieland and Orga Gara The taster contol stator lest 3 Colorado Springs ‘Te spacing of me montorstatons proud a neary continuous “groune” vib cfevery eae A ofthe mon slahons tack he satelite, determine te o> tanond pertrmance and vauaty and relay ths vsormaton ack to he Mastes Conta! Slaton The Mast’ Contal Staton ean ben determine the curen ale Ite ovotalparoreters, the current clock parameters and then ranslercarecton fat back othe sates, tee tes 2 ay “Trreugh the concept of the number of estates ering he gba. plus the ota Danes ofthe satelites long wih the commana and conve sturture. GPS wi neue at at ast four sales il abvaysbe avalabe fo receive tay ime Sine day night anyanere over in suace ote earh localan a precise na ‘patonal ‘0. This concopt wl also oncur tha he exact poston of each salts ‘hbeknonn aa bez and that each silts wi favs sverypreeae tre tana Ba. Trese he facors are necessary to ensue accurate te dmersional Pos fen determination Figure 368: Montor Stations can 82 saa.24Basic Maintenance ‘Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) User Segment “he principle of GPS positon computation i ased on te measurement o tens rsbion te of the GPS sgnas broadcast by a manmum of &feceved Sataitos Foratoat onl 3 satelites would be enough clam is postion, we fr aus fon the move nthe a. south eatlte necessary to Becauee of aside othe fret The GPS eat ae 2S poston (Late and Longa Ground Specs tude + Figure of mer Postion err can up t S00 meter) ‘ne the concept of navigation via GPS can include ees, train, cars ete. GPS ‘doused lor aerate are oxpandable fo nese CAT Il procston approach gud Snes, poston eporting and fight folowing, a well x averat cont reperng Derived information SPS primary a postion determining system its possible o deve conan a by faking mio aceaunt the change in poston over ime. Acta rack can be o> tained by looking at several easton res Greund speed can be calcusted by ‘measuring the Seance between wo faes. hen massure fhe amount of tine ‘ued to ravel between the nes obtan 2 ate of ravel Figure 368: Display of GPS Data at WOU sereen AIEIGISIBIA Figure 370: Receiver counting the Travel time of Satelite transmitted Signal “sul... RECEIVER gg —-ua,. Figure 371: Position Determination wth > Satelites "eer cat:B2 494-218Basic Maintonance Module 13 Aircraft Structures and Systems. Training Manual, 18.4 Communication / Navigation (ATA 23/34) Theory of Operation GPS works ke OME in poncpe with one important ference, OME measures {he elapced round ino be for a signal ats ransmited to @ OME grou sation ‘rom an aera an hen ding that ime nha ar muliyng he esate Speed of ight The reauk equal the sant rage astanos fom the aera 19 the (ground staton (GPS measures the arourt of te it takes a signa! 0 avel from a satelite to 3 Fecever That tne ie then mulipd by To speed of lg to ootan a dstarce ‘measuremont The dstarce resus nano of poston (LOP) Just as OME: ce {ermnes 3 positon fxby ine mlersocton of wa crthree OME arce. GPS uses our ‘Satance meaeurements trom fo satelite to Slermine atude. ongtuse, at te anatime serene, ‘A sgnicantetrence i he operation of OME versus GPS is hat DME is an 20: {ive system, wile GPS isa passive system For OME to operat. an nerogation ‘Signal fom the user must be ines’ GPS aqures no ierogavon gral As 3 fasowve system, tis leaps operabonal The obiing sates coninaly Fanart Sata, wihou te need of beng nterrogated An additonal advantage to passive Spatom thet connave.on united number of users at any one tre, where an ‘actve system suchas OME ised to approumatey TOD user per staton at any Gre tne (GPS isa expensive system to put nto oserton. I e forget about he cost ot puting the satelite ino eo for ne moment act measurements of earsed {ime requre exact synetanzation between the sats ond the Yeceves on- Soacd he area To atnevethis syneoncaton extiorey sabe cocks ae re (urea Exremey talents case I 0n he order of 10" seconds per socsne ‘This equates to a sit rate of 0.009 seconds per ousand yore To aohove ts ‘Yabity. atom looks must be used For esuncaney four tome cock ntalleg eneach satelite! The GPS is working wah tme aMeronces. 8 using a quart oscisor 0 Sethe {ing tthe rcewver aera end the cost of operation is realy redceee Using ‘3 uarz ascilatorprovices less acutacy However by ancipating Ms os in uray, compenaston canbe appiea nha form af aout in poston Fam a fourth sstide This why wh GPS, four salastes shows be iew al any given time ora presse rawgation x commrsen ASAP cat 82Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 13.4 Communication / Navigation {ATA 23 1 34) Position Fixing Ha distance rom a spect pointn space (satelite is known, then slows that the receive is iocatea somewnere onthe srtae of spor, ha ace ot hat lastance.Thefratastance measurement eslaiohes the Retine a postion LO ‘The ation ofa second satalite anda second stance measurement tater re: fnesthe positon clelaton asthe wo LOPsinersecl each eter The addon af 23rd distance meacuremars fom a hd satelite farther felines the postion cl fulaton as we now nave tee LOPs mersezing ata spestc paint nspoce Ths pontin space roposonts te dstances moasuted betweon the ara and Te theo Suites ‘Ths, aly Ase snot very Ntpu Hf you consider hat you ae 11,009 nauteal mes rom satelite No 1 ang 12,000 ruta mes from satelite No.2 ne 13,000 nautical mies em satelite No.3 ans that hese sates are moving tough space at 7500 miles pr hour this means at hey are notin the same postion they were ina second ago To ‘verome tis preblem, each saat ansmts ts positon (eee To ere Eevvng computer Tha computer tum an apply math algebra and the slvion Sf emultangous equatens win four unenowne (onghce,ittuse akivge and meio sel inforstion For teste navigation atthe sphere wth 3 satelites the elevation snot dee mined. Fo elevaton er aude determination, te reception oa Yur salts evessary Figure 374: Postion ese cat 62 s94-217Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 184 Communication / Navigation (ATA 23 / 34) Receiver Clock Corrections GPS satlites are equipped wih atomic clocks, GPS receivers. here isa reeag- Izable evorin ine moasuterer of ie elapsed me between sgralvansmisscen [nd reception dooause ofthe me bse err dance maneuremente ae eres foeude range estmates as cpoosed to true range estates To coet fo Ts fine bias err 3 satates and for athude a four ate sured Signal Structure (GPS cattites transmit oni frequencies andin te modesin he UF bans The ‘tis precison mode () and ie second is coarseiacqusion moda (4) “The P mode fo mitary ute onl and snot avlabie to iin applesons. each mode, signals ae Yarsited tal appear tobe random ature. Bula fot The signal pater is compulr generated ma Tepeatable peeuso arom ode, Srea ne P mode foray aplicabons ony we wilt discuss there ‘The Cin couse anemited at 2 ato! 023.000 bts pet socend and repaats eteverymilsscond The code esmpain that conta only 1023 ote ana ean be decghored quetiy. ‘The GPS reonver on boars the arc has the same program a that whch son the satelite for generating the puso random cove. Sy matching he two cose ators th eine and he recover can bo synehonged when the tse In deterrining a LOP. Thiet commonly refered tess tal season Conoe the GPS receiver has synchronizes wih he satelite code tcan ten meas- Srtheeiageed ume since vanes by comarng he pase sh beeen he ‘wo codes, The larger the pase sh te longer te gh of me see trance ‘Son. The length of tne since vansmiesion mes the speed of ht equals {ance Ferinsance # he GPS tesover determines tat the wo clos canbe Syrenronsea to win 6B seconds, mutphing 008 by the speed of ight (152000 nautical mise per second = 200000 km per sectnah,reslsn a de {ance of 12889 nau! mies betunen satlte and reaver So, tis aey ose ‘hal by measuring phabe shifts inne code, dance calcusted ate betwoeh 5 fe and arerat As a pont of nest. because te Pcode for Mata Uses 10 limes moe precise than ihe C/A cove, fs phase shu can be measured 10 tenes ‘more azouatey and more precseastance measurements octane atime err of one mero second represen @ LOP-aference a 300 meter crac ness coat: 82 Figure 375: Time Bias Ereor s34-218Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 1 34) SeriavParallel Processing “Smale sytem are wsing one haruare channel Time-shating this channel Toms fo vack wh several states CCommetciay usea or more advanced systim using fo up to 72 chanel 3 S003 (atenardware. A bot! relabity and foster espansesthe suk ‘Example of a Hand-held GPS Navigator (GPS navigaton systems ae spreaded over a wide fils of usage For sare Fh fman general aviation plots, nies te a vanely of models Figure 378: GPS Navigator i ae : [ier noe [ne chmnalmor : oe i 3 wom fol i TL : Mpc Lew i Pee 8 ones [many ta] 5 on: [Sates ee] : 2 i om Sess ee] crmmiaaesi cat 82 134-218Basic Mainte ‘Training Manual nce Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Differential GPS Te incwase the poston accuracy on al places ike afore 2 reference saton ISintaiea The ground slaton corres the GPS computed poston wiht fue (Surveyed) poston of he fauna fecever: This determines te errs resuhng from any eer source common tate grcund stsion ang GPS aqupsed aplanes ‘operating nthe vein. The apropite ero Biplane by way of data nk Dierentia GPS capacity may alow curved approaches and cer etandarczed Instrument apprcsches agsumng propre eonncal evaluations ana coy poe ‘cedures are developed Donate hayigabon in very fo vstalty may beim: proved by pronsing gacenceontakeot rl, mta clout oie seserhent and imp to enrats navigation [GPS may powide moved ground conto for accurate aplane and wie po fering Low wstoity tan operatons and emergency sevens are enhanced. Co- ‘ranaton of arene ramp actus and fray neuen prevention are possible ‘major eonsseraon mts apptcaton Wr Bo uso ofa data Ink systom wth SU felon data eapacty ro coosinate arc and ground bases vehi, Other Applications ‘A potion of te navigation signal ransmite by each state nas been reserves fortutre use. Ths could mean thatthe gnats cous aso give ATC clearances, Dor woatver data, jst fo name a coun Figure 378: Approzching lreraft with Diferenal GPS Guidance 7 oe / \ Xo. % cat 2 494-220Basic Maintenance ‘Trai Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23/34) Aircraft Systoms Dilerent system ayout ae possi (GPSSU ar a standalone unt, ocated ine cabin celing close tt antenna CGPS Sensor Module as 2 crcut board located neds IRU or FMC Mutimode recaver ‘The GPS Sensor Unt (GPSSU) has weve channels, each capable of Wackng NAVSTAR GPS sata signals. The par uncon stack he RE signal evetfom te antenna. determine the sgl coe phase and cae phase, co pie he antenna postion andoutpa teewgaton tate te arerasnaigahon System [GPS estate ors do enange. thee ae times everyday whan ne geometry of the satelite pestons cnet opium Durrg hese mes, he postion accuracy at the system wil be sighty degraded By integrating the GPS pestion tration ‘wih bat of ater engvange navigation (IRS) or fight management systems, Ie ‘veal posionl accuracy ef te system cane maiianed In noxmal opereton, the GPSSU dala used by ADIRU. in ores to reduce (GPSSU nttastion time, ADIRUs sending date GPSSU (IR poston, Abd Date, UTC}. ‘Mult! Mode Receiver MMR ‘he pray functon ofthe MR i to receive and proces ILS and GPS signals “he IS vecever andthe GPS recenuer make up tna of he cub assemble us ‘he ILS signals, including bot oeaizet ad gise slope, ae uted to determine fart pa devaions ding nection sppcach ad lng, an ae sping ian Iancing system ops ‘Th MMR receives RF signal though an acive GPS antenna (preamplibr ime ‘ranted wth the arena) The GPS recever fiers ores and pertorme AD versions. The resubna data processed by meropocessors that output po ‘ton veloc, te. and megrty gata tothe syatom processor The system poe ‘Ssortranemts ARING T43acomplant data or use by ther aura systems Unf Figure 381: Antenna “The GPS antenna a L-band antenna. The GPS Antennas designe to operate at 137542 Me va aright hand crea” polation and io pre ‘de an onnidrectonal upper hemisphere cover cs cat: 82 so4-201Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23 / 34) Inertial Navigation Fundamentals Inertia nore to unaesian anneal navgaton system, Soh the deren of "net and the basi laws of ction as dosed by Newion over 300 years age has © be taken nto aecour. + “Inet canbe defnes as folows. “A booy continues na stat of rst, of unt row mation na saghtine. unless aces upon by an extemal fore” Tse ‘eo known ae Neweo's rt aw of maton Newtons second iw of motin sates “The acceleration of body is direc Proportional tothe sim ofthe forge actng an the dy. Newton’ te sw of mation states “For every ston, there an equal ans Dpposte reaction ‘ion hese laws we can mechanizeadevie whieh able o detect minute crang- ‘sin acelraions and veloc, an aby necessary inte developmen ofan fl system. Newtons secon law states tat the accoeraon at's fto of hange of veces arety proportions toe lose acing on he Body Vlochy fan datance are computed fom seraed acceleration byte application of fast eae Tre tetonenbebween anton, wach nd apocsren he Note that vlocty changes whenever scceleraton exists and remains constant Figure 382: Accalerometer as base of inertial Navigation Figure 383: Integration of Acceleration velocity Velocty=ecclerton “time vat Deplacement 0 = woaty "tme=¥"t = accretion’ tine? = ar? coat: 82 t4-222Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Accelerometer ‘The base measuring inshurentof the ners! navigation syste the accelerom- ther Two accelerometers ae mounted nthe system. One mene the a= {fats acoteratone nthe Norn South drecons, and the cine wi mess he ‘ircat's accelerate inthe Eat Wet Grectons. The acelsrometer is benealy S penciiue doves Wnen the aera secelerates the pendulum. de to neta $utings ofits olpositon 5 sina plckow deve ots how far the pend oF the ul positon The signal om te pevof deve is sent oan arr, ana eur rent om the smpiire sen back io the acesleromter fo he torquer Moto ‘he torque! motor wl esr he pendulum back ots mal poston Ineria navgaton depends onthe integration of acceleration obtain veoaty and Sistanea. nary integration recess one must ow the Ita coatons, whch tnscave are velciy nd pesion The accuracy to wnicn te naugatonprolem 'tsoived depends gram upon the sccw'acy of tha naa conaiane, Therein, ‘ter algae: of paramount meorance Figure 384: Accelerometer ‘The acceleration signal om the ape is also ent o an integrate. which 62 tee multpicaton doves ttre out wih acelerion which fein moter pe sec: ‘ond equates. nine integrator, tsaoraly mulled te ante rete 9 Toctyin mor per second Ine hen sem through a second tegator and agent's etime mun With an Input of meter per second, which mulled by te, the fesut isa stance tmeter orn les. ean be computed thatthe aera has vei 221 res n 3 Rory dvecton om be of tkeat “The computer aseocited wth the ner! eyster knows the atige and the on ‘gid ofthe taeot point ana ales hat he sverak hae raved 3 farm 3 Noch Soutscreston and soar nan ast West recton itn cerns smaie fora gt! compute! to saninucusy compte the new present postion he eat Figure 385: Accolorometor with Intogrators Olstance Integrator Integrator t ' Kone t ' ' Signs! | Picket ! 1 at ------4 Serraino cat:82 fo4-amModule 13 Aircraft Structures and Systems ‘Training Manual, 10.4 Communication / Navigation (ATA 23 / 34) Platform XY and 2 Axis 2 ees Hor Sou Yas East West 2 Aus Up Down Leveling of Accelerometers ‘The accotrometer’ outputs affected by he atte of the craft Inthe st tin Balcw, he aatis shown in a nose Up ate dug tet This eh a (Ge mais the penduium suing of the null positon ve to. gaviy. The ‘Eeeltoretr cult eutpt an erongous signal wich would feu ir a erene {cs veboty and distance aveled There totes alse aceieraton ober {Gaused oy ths pen angia The solution to ths problem cf conte to es Ie “Tenavigate in eizota level 2 perpendicalr acceleometers ae used. This se pus by this pacn angle. The “eientrs sr meted on apt, Figure 286: Platform with X and ¥ Accelerometers Figure 387: Tited Accalerometer sensing Earth Gravity Sottion: Sey = ~ woe y cnmemencctme caves tsaBasic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Ta beep the accelerometer level, is mounted on a ginal assembly commeonty {eterres to ashe patfoon. The plato s nothing mote hana mechani vio \nhien stows the ater to go trough any atte Soange and atthe same tne ‘manta the accelerometers vel The inne element tne pat where ie Se Gatrometers are mounieg, wil iso moun! the gyroscopes used to siabeze the Blatorm The gyros prove sgnals to motors when ene the gbals ofthe platoon Figure 388: Platform Principle center Figure 388; Platform wit 2 Gyros and 3 Accslerometers ere sere Zayto signals taken ram ¥-9yt0 coat: 82 194-225Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Gyros ‘The gyro i¢ uses to contol he lev ofthe platform. The gyro ana accelerometer remaunted on acommon gba’ Wher ba gtatoe othe vel poston, he Spin ss ofthe gyo remains Shed. The cate of ne gyo moves yin te gma ‘nd the aroun’ of reverent s detected bythe signal pekofinbe aya, Tha s- Falisheramelied and sont toa ginoal dive motor whch restores the grea Sak toa lavel psiton In his ear the aecoleremeter gang along fr ne Fide. Since he accolromot is ust being Kop level itcoes nol Senge a come entat gravy an sabi to sense only ue horzonal acelratons oe ra Fe we nave tusated a single als patform In realty, movement can occu three Sues ofthe platoon pin rol nd yew Figure 390: Rate integrating Gyro cat:82 124.228Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems. 13.4 Communication / Navigaton (ATA 23 / 34) Earth Rate Compensation ‘The previously desrbed gyro sabiied platonm would remain fed in spac, bu the areas hot operating epaee. ls eperatng on an earn who Toon and ‘ating In order koe the aceniormetesteve wth respect the eat, so at they sense acceleration ofthe aes na ozontal actor ony, some compen {ston mut be mage. Take the example of noeng Gown atthe earth arma Bot space over te South Pole At noon the parm is evlad so that he ecole ‘mete sons ony honeonal accelerations Now. as he earth rotates, te pl form would marian he same. onentahon im epace, howevee from an earth ‘anlage point the patorm would appear top over every 24 hours To compensate for tis apparent epg, hepato forced to tt in propodion ‘othe gars at Pom our space vetage pt he poem appear lop ove! ‘ary 24 ours, while fom an earh vantage pant remains aed ad level 95, ‘quedo rope operaton. The requred ert at compensation urcton GFlattize since wha s being compansated for she Rorzontal component ot {2a rte tha fo by th gyfos. Al the equate this values 1504 degrees er "an th rvel nacho Sotho! he equator reduces unt teacomes 210 Transport Rate Compensation ‘The aicish aves tram a place at the equator toward noth At the eavater the Blatiorm was leveled Vatu! conpansaton te Paton martin ts poston a ‘tarde space cl not against the eam surtace, The computer ompencates vs ‘heat depending an avrat postion, heading aed speedo mara he patio late time perechy eveled Figure 391: Earth Rate aewaron A as Figure 392: Tansport Rate ‘eam ‘cat: 62 194-227Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 J 4) Navigation "Navigation may be though ofa he mans ofndng he outa fom one locaton ‘nie earths surface to another Ths s made possible by eva te surtace ot {he ean win'a gre systom that lows usto gue an adress ‘a ry lseaton| Longitude ‘The sar may be thought of as sphere cating in space about an inagnany axis thai rans through iso geographic goles. THs sere is cvided eh ner ‘ouin by inos that noret af he poles and cut through fn center oe eat ‘These nes ae called mera of ngage and are measures fom fhe rma rmanaan which pasees‘trough Grasnme, engand Tne are S60 merge. Boled 110 170 Gast an | fo 170 Wes! Tne pme metaian is zero degrees lon {de and the internatonal data ne is he 780-degree mendan’ Menalane ot lengiuse east othe prme mercan ar called et lngiass. and those the (wos are was! longs. ‘The marcas ae not paral but each one ofthemieapartofa grestercl. that iE aparota neon the sre of ne ean forreby plane Passes through theventor tne earth Latitude Toforman ntersecing ine withthe meridians. the arthiedvise by paate ines formad on the suri ty planes that ct the eats no paral ives each pe Pendicularf the ame of ofaton The ne tat eutehe ebth att conker tecateg Fe equator and ts lattude e Zero. The ine othe nov ore cal paraels ot honhamlattuce wth te nr poeocated a GO gegrees nor atuce Paalois {one soutn ave called southern nitude. andthe south poe lected at G0 de (res south attoce The paalelsare se her name mies pera eaon ne bathe equator is he nly paral tats aso a great cle ‘Alloour maps and chars are based on he gid system of attude and lng, ‘woh the goographe orth and south eles being the rtoreces for is gra. TMo Hiphtroue ame departure toa destnaton pom sued to several Wayans ‘Ths wayponts sre dened by lettuce LAT Sn longtude LONG Figure 380: Latitude and Longitude Bier Waypoints Sy) (el cata s34-28‘Training Manual ic Maintenance Module 13 Aircraft Structures and Systems. 134 Communication / Navigation (ATA 23 / 34) Parameters and Display Figure 395: “The navigaton parameter are presents in gta! form at eral system contol Sapiay unts COU, ormuh funston day unts MODY orzonta station ndeator HSI and navigaton splays EFIS NO prosening the ‘augaton parameter analog and gta rma wer | waypoint Dosis by Phot Dested Tack ‘Gratcecle Line between wo WPS Present Poston Lassetongiose HOG | True or Magnetic Heading | Drecton of nail axe Te Aetal Track Angle Director flown above ground DA Orne Vector HOG - vector TK “TRE Track Angle Ear ‘Veco OSRTK Vecor TH TAS | Tre Speed Signal tom Arcata System "GS Ground Spees hte 1852 eh XTK | Gress Tack Devaton | Lateral Distance from OSRTK DIS | Distance ~[arcrattoren WPT ws | Wind Speea ‘Vector 6S + Vector TAS aH WO | Wind Drecton “angle fom where wind comes rays cat 82 134-209Basic Maintenance Module 13 Aircraft Structures and Systems. ‘Training Manual 13.4 Communication / Navigation (ATA 231 38) Inertial Navigation System Figure 297: Controls of Inertial Sensor System The postion informaton caeulated bythe INS equomentisypscaly displayed 10 woot st.gcTOR UT awyGonsoe hei fomaccipe Sony coed acon spay sm COU ARES HEEB Ifthe IRS fe svtched on, ther isa need ta inset the present goaton to align he system The ignmest takes 10 minutes ‘nen aplane power fas, he RU switches to baller power Arcrakbatanes or ‘separate battens plordes fe pow fora maxtrus of 30 minutes, Ns Figure 296: Inertial Navigation Syst Erne Late] me lane |__| put oss —__im Peed —$Liare cron —_ = cl ee Tis system provides art parameter eotner navigation devices (RNAVIFMS) ‘All naugaton functions are eyter tarot “erm Cat: B2 134-230Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation (ATA 23 / 34) Strapdown System Ina stapsowa inert eterence system, the gyos and accelerometer ate mount tet to ho system chasis whch tre mounted oly to he aera There ae no gma to keep the Sensors level win he ssa othe cath The jin te lngitanal area axs one'sinte lateral aa ang ones ne ver tied av Lkewtes te gyros are mounted suen atone gyre snes Yl one [A microprocessor calcuatos velocity. poston, and attude fom the neal sen ‘Sore aeeeleraton and anguar rae measurements Tres scclerometes ana ‘hee gyros ae needed because. ina free amensional ward. an arcrt can ‘molaseovsy sonorateandvotaie tes onogonal axes "pe, rol and hese Incrdrto navigate over the surtace ol he earth, the system must koow now bis ‘ror aecolarton i at tothe eartis surface Because accelerators are ‘messured by accelerometer that are mound the lateral, ongsina. an ve teal ava ofthe aera the IRS must know he elabonsip ofeach ofthese as {bina suface ce earn Th ase gyros na svapaown system make te meas Urement necessary to deecnbe ha elatonship sts cf pth, ol ad head Ing angles These angi are calculates ro th angular rates maasuted bythe {yer rough an etagraton- smiar ote manner nwnich veloc scouted fom measured scvalraton For example, suppose 2 gyro measures 8 yaw rte Of tae degree per second for 20 sevonds Trough ntagraon, he meropros sto" caculntes hatin heoaing Nas changed by 0 apres ater 30 seconds, {Given he knowiedge of itch, roland heading ta he gyro provide. the ico processor esoves the acsleraton nigra nfo oarhreiates accelerators, 2m hen pers te teen ana verveal navgatoncalcaatons To reach the demanded acurancy fa stap down inert! navigaton sytem, the Senstiy ofthe nsuument gyros and accelerometers) must times hgh han totect a grea lato Laser gros andpecaon erduom assoc Figure 398; Accolerometor and Laser Gyros 3.2 Accalaromater “kone sta cat 62 w4-21Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23 / 34) Laser Principle of Operation Laser = Light Amplification by Stimulated Emission of Radiation. ‘The laser gyro isa device that measures rotation by using the properties of two Inter seers retatngin opposta recone nse acauy Te preles 9 opt ‘on of en ordinary single Beam laser are descibed below, and then expanded Int'adeserptn oe double beam aser gy, Ina areca, photons are emitted (or ght radatea nal dsetons Howes ‘ony the ight ha adates na staght ine between to a more mer Ye Inve by peated tps rveugh he gan medium. Ths Fepestes amptioaion of the ight reflecong Between toe mite sean reaches saluraton, ana a stay Slate ouclaton resus Tregh osclatng between ie mires ypcaly cables {laser oeam To obtain sell ner ight ovis he aser cal, 9 sal pecent ‘ga af te aber beam alowed to pass tough one athe mers Alacer gyro oparates much ke an orcinary later, ater than ut two mierors ‘contains at lesa fre 30 thatthe laser beams can Wave around sy enclosed Bafea Such aconigzaton alows be gonetaton of wo disnatlase” beams oc pring the same space One Seam tres ns cacrse econ andthe ote Frvals na courdarcecraiceetacson. The operaton ofa laser gy stunted fone elect rotten: mon has onthe wa sar beams, 1 de votage sapped across laser cavity. etablihing an elecncal charge in amour cf halum and neon aces. The decharge iat develops simlarto that na neon sign Lgntampiscatan occurewnen 3 poten sis neon stom ttethae been pumped mio ie sxc site Ths resus ma netgan opine, tran amplicaion eight ao lace a: asng ‘Tho lgntie a pure Heauarey. The helun-ntn acer gyro. a8 dened by its wave length ang th 6 6328 Angsvoms, 06328 ym oF 632 Br Soe Feaquency sracio He Alaserenanges incoherent ight ightwhose vratonasonothave ay eanistont phase eaten, anereitgt nota orator sein pre Theo Enam tomalasarie spay concenfated ver navtoa anatas anexterey sal fren Laser technology opening new doors aspecs crecence Figure 400: Spectrum of he Light INFRARED Figure 401: LASER - Beams are dangerous! cat: 2 t34-202Basic Maintenance Module 13 Aircraft Structures and Systems Laser Gyro Laser oyos are sensor of angular cai of rotation about a single als. As exe pied, They are made oa wergulat lex of emperatre stale glass Very al {uel ae prety ciled paral toe patmatrof ha rangle, ana reecing mors ar placed in each corner A smal charge of ebure eon gas ered nd sealed iio an aperture nthe glass atte base al he Mangle When hgh vot ge run between the anodes ane cathode ihe gos issonzea, and m the energy xenange process mary af the ators of tne gas are ransomed ne hah the ‘Stange pre ptt of he waite spectrum Inataser gyro two Beams of ight te generated, each raveling round he cavity Uintns case a rangle) oppante vectons ‘The aser beams have coherent wave-the properties The ight isa pu requ The helum-nean aver yeas dained by ss wavelength ecproca ote honey) 8 5308 Argstioms [Athough the Hequency s deletind by he gas that lasing. canbe varies ‘Sormenhat by changing the pat engi ove! wih the waves have 9 Wave Fora ven path zngih there te an negtal number of waves. the path length sa {ere tne waves wil be ener compressa or expanded, but nee aay il be {an mtopfal numberof eles at occur over te compete pad Ie waves ae Conpreused, mre sls cecur per unt me. Here the Wequency nereases. ‘expanded ie oppoat Is tue ‘Since both contaroiating bears travel atthe sare constant spee4o ight takes feachte same exact tine fo complete ts cveut However the 0 were ised ‘niaxs the path eng fone beam would be shortened, wh that for fn ther \toulde lenghnenes ‘Snce, as expaines, he ager beam agus fs wavelength ‘orine lengofthe path, the Seam Pat tavaled te shorter stance would oe In oguency(wavelengh decreases) wie te bears that ravled te longer ds ‘nce te complete the orcot would encounter a Meaueney decoase ng Mania 13Communcaton /Navgaton ATA 231 34) Figo 407: LG TA seroes rooca | olsenroe beast he SO, oO ese 14-29Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 134 Communication / Navigation (ATA 23/34) Detecting the Ditference ‘This fequencyaifeence batwaen the to beams ie: propertanalta the a utr rte oft about he gyros aus Semly sated, thats the pane of te ser gy. Thus,Fequency aference becomes a meaSute of oation ae Ie Gyre dosent move about te ans bo” requenctes roman equa (ince he path rains ot emn ams ae equal) andthe angua fates 207 “The ditfeence in requency in the laser gyro ie measured by an opts detector {hat counts he ftnges ofthe tinge patom ganarated oy the lererence ofthe ‘ho lgntavee. Since the fingos are seen 88 pulses Oy te ptoce he detect (2 Faquancy eflerence appears at te oto othe detectrin dalam ready ‘ormmediate processing by the systems associated aigia electrics Note that there are wo photocls. The func of ene iso tl the direction in ‘ahs te fnges are mowing. which an meaton ot wheter Me gyro tang {othe ah oerone Light Path ‘The three comes mirrs are not ena, One seed so tat can make m= Gro.adjsiments (0 Keup te piss path aways te sare. Ancther permits 3 ‘Snot amount of ihe pass raugh soa fo mpinge onthe photooa! detectors ‘The pram as canbe soon. ips one team aoune causing to meet and nate sinh the beam amd drerty'at he protocols The ntererng bears alensely Cancel and rarfrce each ater, us generating the rine parm ‘The beck of giass used fo the ser gyros mace tom Cera special gas, ho ‘hye mensions ot which remain conta vera wide temperate range High Vottage Ta sat helsing action, 2000 vols ae applied across te anaes to the cath- (e.Athough one cant tee the laser Bear mn laser gyro, apaema formes Setwoen the cathose ana the two anodes that gow an range pine hat hs {ame part of he wale spectrum ase 6.328 Angstrom bears This plasma can Dithering Inthe canerofthe Cant blacks a device called a ether ator The moter, which “ioraies at 1 He lminates laser lock hangup at sometmes Occurs nthe \Sencband around he serosate pont Figure 403: RUG fi "rego CG ise o cat: 82 134.234Basic Maintenance ‘Training Manual ‘Module 13 Aircraft Structures and Systems 13.4 Communication / Navigation {ATA 23 1 34) Accelerometer Principle of Operation ‘Tre tase props ctan natal accleraeter havent charges Pendulous 2c celeromeits haw a vy gos peemace ar ria an acrapabe cot ‘Sew coreg ts fa been apes selon ealgns Inetalaccrometer cartan 2 pendulum hat an to sng of ul postion whens cxsosed to sv acaneeonordocntabon Apo eactne poo Weletpostoned co tat car measure ese of he swing, ana generale a Siocon popetena se eng The ga smlaee popartontay Ino a covert wich used orqetne pasta bace tothe nll poston ne ‘ares oth concise that te perauom reams ne nl porn. ne {curentnasbeen govern proporsoral be acralerston ta he aceon fie exponen ve coe te oupu ote aeolromaer Te cura ougu of he accleomet san eng sal. The caret is on Veicd no ytage ch conve ino gta aga by a ghepreceon ‘Slog oagta (40) converter Ths agin nals supe oo meroproces: Sieh cents eecaraten surements nerangatn sonpuatons ding tat measurement once overtime to gue vee siecy ten Inugrsed once mre avordme's he dtnoe rveled Figure 404: Accelerometer Figure 408: Navigation based on Acceleration ing Feedback) ovoune Spee) c wegatr2 =H} = > Dates oe oe sewing. cf reset ca res contr conrrgaauee cov e2 ‘stBasic Maintenance Training Manual Module 13 Aircraft Structures and Systems 413.4 Communication / Navigation (ATA 23 / 34) Triple-Axis Navigation Computation ‘Accelerometers Tree accelerometers ar statonary reine othe aplane tame, To determine tow much arceleraton s causing horzertal maverant onthe eat, the OPUS (ole accesetometets have to be compensated by tne IU computer. aking ‘Scout te plane ause and ear corvatre “The compensated outputs fm he accelerometers ae vectorly added toaster rrne the actual ecton of ravel nd the aroont travel nonzataly. gener {he suvelerometers are no avetea rorsout and ssct'west But ther culput gras canbe ested os ror asst coodnats system, and te present poston (San then be cetermined i tes lstaze and ongtuae ‘Vertical velacty and ate ae caleltod using the acceleration that fs meas ‘ed perpendicular tote ears surface. Inertial accelerometer cannot sisingush between gravational fore and actu ‘aca acooloratonConsequenty. any acceeromete at sre erect paafie tothe ear srtace wil measure a component of he oaths gravty sv addson {oth tre arcrat acraeraionTereor, he IRS's mesprocester Mus seat {he estimated lee! gravy tom the matured veries acceleration signal Ths prevents he system fom hlerpretng gravtatona ice as upward area accel Laser Gyros “The purpose of he gyros to measure flatinal mation of the arf wih pect iothe earth Howoves the leet gyoina srapaoun contguraten mre Treasures movernertof he erat wr respect omer space The ert tates ‘nrespectto eral epace at aa ofonerlaton por 24 hours ast sins om ‘west east on fs own ais, pus one otaion per year a8 revolves around te an. The sur of howe two ratlsfequlalnt oan angular fate of 15.08 degrees por hour The meroprocessor comparsates for hs rate by sutracing ih vas, ‘Whi i stored n memery, Fomine signal measured by ayes = yD) eee ‘Accelerometer ae ‘Outputs (3) a. Earth's Horizontal Pl er es once Srons oe ‘Speed wa sumo Fe mongaoncst cat: 82 $4236Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 18.4 Communication / Navigation (ATA 23 / 34) Alignment Dung atgnment the neil efrence system determines th local vera! and the drecton of true noth The tee gyos sense angular rate of the apne Sice the plane st stabonary durng aigrment a angular rae gus to earth lation The IRU computer Utes he ngulrraia fo datemine the Secon fu The RU computernas determined ve north by sensing he dscton ofthe earth's ‘ition. The magnhude ot neath elahon vector alows the compute t= ‘mate latte o he inital present postion “Ts calculate latte compared ‘tthe tude entered by the operator ding valzabon The systom sofware performs a vec leveling and determines aera tn essing ‘an llaide The leveling operaton tring te pcmang-al shades sats 10 dogree ateuracy (coarse leveling flowed by fn evling ard Neos ing doreranaton tnt atte and longtuge data must be entred by manualy The colapaing magnets fed ro {ces in the cola shot pulse or spk, of very han vtlage whose pola t= {pposie o that ofthe baer The amount nauoed vag s deters by the fate atahicn he magnetic eld cute aos the conductor The faster he Curent thenges. the great’ the induced vollage. This volape spike can Gamage any "lecronc equement connected tothe este when the mater swtsh pened Iean aso damage the master swich by causing an acto jump across fe com ‘acts a ey are opening Figure 5: Voltage spike protection by a freewheu! diode Contactor To proven this ind of damage, a reverse basedsode or reowheol code i con- rnecied szross the contactor col Dung normal speaton no eurent ean ew FRreugh t bt the high-voltage spe ta spruces when tne masts swtch opened trwarsiases the cde, andthe nduced cue fows back hrougr Me Eortator col ands dsipoted. The nduced crrentwifow me same arecton [a5 the how of curren that produced te aged hls, Split-Bus Circuits for Avionics Protection To prevent damage to aco equpment, all radio equipment shouldbe ned off before tha engine shut down, ana a cate check made tobe sure at 11s {Umnas of telore ine engine stated Mest adem aera camy 20 much ex tone equpent hat ts posse alto tum of some ystem when the crate Is sted shut down, when tha extemal power source m connected te a {at Toprevert kind of damage, moder practice so connec aloe vo fge-sonaive eectonc and avionics equipment toa seporata bus aha conic fis bus ome man bus win eifier a swich‘ype crcut Breaker or 2eay Figure 54: Switchable Avionics Power Bus Ayes #L-canmiitn BL aston ‘Te gue shows a popuar system that uses aswch-type crcutbreakr to con ‘ext avons bus tothe main bus Belo starting or hating down te engine, the pict opens he eres breaker ana allo the aiones equpment east rom the main bus Any soxes of igh woage ae abcorbed oy hebatey. an thee ro danger of damage otis equipment cat: 82 135-36Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13:5 Electrical Power (ATA 24) Differential Current Protection Figure 88: Principle “Theresa dangercf shot cru teteen wo generator nes or ane generate ne {hd ground. Ais an insulation alr fhe generar feeders cangerous sas wi curent Trenstormer Carrent Generator Line ‘Te aifeentapctectonsrevents the damages ofthe electra wig and the generate windings between ts two detection caren ansormers. One phase ‘irentranstoemer locates sude he generator and reads he eurent ithe aitfernce between the current alte generals arth curentto the power Consumers affers @ceran amount the Generate Line Coniaclr Wi Open ahd {he gonetater excaion feds turned ot “Te tree-nle cunent ansfoimer contains 9 torial transformers one or the sch af the power feode” cables The curent warstomer sends signal Who fs ‘ropornal ote crtet ins feeder cables to Ne Generator convo unt Ife curent am the generator i ot equa tthe current wha laws othe power Coneomars that nears nee must bea fare nie the generate windings ot ‘he generator eacer abies uno binge he power rom the generator tothe pow ‘Sematon centrnsde ne aver Other Protections Incommeteial accra thre are addon elecrea protector devices nthe gen ‘rator ana power supply system such 3s (Over and under equency (ver and under votage Inconet phase sequence pen phase (Generator overions cat: 82 138-36Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, “12.5 Electrical Power (ATA 24) Avionics Equipment Ventilation Figure 87: Avionics eqtipment ventilation Systm (A230 simpiies) ‘big ameunt of heat sroduced i al avoncs system has tobe taken aay fom the temperature sensitve eectones, The system ensures the veblaon of he vines equipment im order fo quaraniee a high elabily evel The main ers of auipment when ate vertated a Inthe cock 2 Dip Units (Overhead Pane! Inthe avons comparment lecvones Racks Batteries oma Sh ==, | iam S = [seen seven eons esena tn t o e + cc Bowing 58 System ‘or Outboard "The requre blowing alow ig bled rom the bina contining sytem ot + Enact Sub - System ‘The at used forthe avons equipment venta is entiacted by means of the exrac fan. The a ted ether though he undertoor sac ale ot the overboard extract vave Ensure thatthe avionics equipment ventilating system Is operating, as long the alreraft is powered ‘Damage of expensive components ora fire may occur.Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, “13.5 Electrical Power (ATA 24) cereiae me Cat: 82 138-38Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 13.6 Equipment and Furnishings (ATA 25) 13.6 Equipment and Furnishings (ATA 25) cat: 82 6-1Basic Maintenance ‘Module 13 Aircraft Structures and Systems 1,6 Equipment and Furnishings (ATA 25) Passenger Address. Overview PPassenges are fcimad abcut vary of matters on board wa the PA System, In agaien he PA System suppies the basing mie The syslem cones at tampiter a loudspeaker system and anumbe of me‘opnones Meh system 'S used by cockpit and catia cw ‘Te passenger adress syst enables announcements to he passengers v2 {30s loustpeakers Announcements can ba mase From te cock or eabin ‘tape reproducer enables recorded announcements ang boarding musi be broadest tough the PA system. Loudspeakers are dstovted nthe cabin ovemead of he passenger sets, tolets nd ne ight atensots a her wevking slaons “hore are several evel of pronty assigned to the passenger addross syst. 1. Cocke 2 Gaon attendants 5. Prerecorded announcements 4 Boarding music Figure 4: Announcements to Passengers ccat:82 138-2Basic Maintenance Module 13 Aircraft Structures and Systems ing Manual 13.6 Equipment and Furnishings (ATA 25) ‘System Figure 2:PA System ‘The main isthe ameifer Deparding of the typeof akcraf up 103 wns ae nee essary dive altho speakers Acuaraing the pronty ere are ferent inputs ‘for te egal soures Cockpit and cabin microphones PA From cece, handsets, hand, oom: or mask mcrephones ae used, (5 to AMPLIFIER w From cabin, handsets or and microphones ae used. (2nd party) Tape reproducer Prerecorded announcements vsualy consist of a spoken text This tex can be heard venous language. Tne cain attendant selects an stag te dosed ar ounce’ The apa eprogucer stars automatealy fe cabin pressures st Stone]? nm ‘Boarding music isthe mus tha lays while passenger are ertarkng or dis Baring Research shows that he mus crates a veaed simosoere ecroic chimes suc] ee [ods ‘The sound of an electronic chime is produced by the PA amplifier t has three pos- bleed Shiss hea re (anergy se oe ekg out antes on ates eas peo Sinan eke) ae Volume conto! 2G +] ov ome Toconerste he nose aranga wae ne lie sas whe on Or Seer eon Togo ter eset Ne aelgry omen, Sb dheanreson mewisne 2950 foray cscs (Sige etn Seeuatyboee oa Gat: 82 136-3‘Training Manual Module 13 Aircraft Structures and Systems 11316 Equipment and Fuvishings (ATA 25) Amplifier ‘ve merophane ana avo signals goto an put exc A pent arcu gets he Prt gnats and persts only the signal wth the nghest port go hugh te Inport te ampli: te PR arin “Tne meophane signals go to an armtfiertompressor ceil This ecu makes, ‘tom avarable put saat asigal wth an almost constant ampstige. he sna goes io a man preomgiter The engine and decompression secretes axjust ne {anof ns amp: the sara Yom te roampter goos oth main power 3 Biller The maste gam gotendomeer agus ne put ofthe power arte The PRGAINinput mates anagustment nine poner ampltor The outpt tthe man power amps 30 W eaninsous or 20 8 peak. The mann arp auto goes {o he speakers. The sidetone attenuated main avai routed tothe Nangeets ‘nd ighinterphono, ove one suring announcements Figure 3: Ampitir Unit The prerecorsed announcements go stalght o the main preampir but he asdng mote pos ough alow sas fer blo oes he mam pean The audio atenton signals and he cal signal ae the chimes. Achne generator Imakes tom 9 hgh or ow tone 9 ehme sound The lw tones 401 Ha the hgh tone 599 2 ‘Te susan ampli has no enteral adjustments Ths amp gee W con tinuous power 9201" peak, the arp go alte chime signa bt ony ie ‘ua input fom cockon microphones Figur 4: Amplifier Schematic yeentpbovoe eo cat: B2 136-4Basic Maintenance ing Manual ‘Trai Module 13 Aireraft Structures and Systems 13.6 Equipment and Furnishings (ATA 25) Prerecorded Announcement and Music Reproducer “The main functions of the ecard ate to ay pre-recorded announcements (on request af cabin attendant) oreecorded emergency atnouncement automaticaly) “ie exer has & cassette decks. 2 for muse caseaties and 2 for cassettes win prevrcorsed announcements, The recorder uses standard auc csees, wich {pays mmo. in one drocton ony There are & channels on each ape. which se slayed wha trac play Bock head ‘Te caseette win sarang muse contan musle on each channel each cassete ort nao he ruse program Wen ane deck pays the oer one reminds Sna's then standby pay agen ‘The tao castttes can cortain vp to 126 announcements on channel‘ and 2 Chanel contains at several mirvale he emergency announcemen. Channel ¢ Ectainsagnass which mae tporsibieto determine the start postion of sa0h an rouncement en one eck pays sn announcement ie aher one searches the net srouncement Newer models of reproducers, te emergency ennouncement s stored ia EPROMS (Sch stato stored vote to prove alate’ cess to he important Srucons forthe passengetsn emergency stutons ‘Te contol pane! gues control signals othe recoae to play muse oo play one ar more prevecotes announcements. The recorser gues ready gna foe Estfol unt wen an announeament ead) to pay and wen an announcement Playtack nishew The aud signals go to the PA amottar together wit PTT gras An anygenin use signal stats the emergency announcement PRAM Figure §: Prerecorded Announcement and Music Reprod Figure 6: PRAM Schematic “eSmanybona cay cat 82 136-5Basic Maintenance Training Manual Module 13 Aireraft Structures and Systems 113.6 Equipment and Fumishings (ATA 25) Speaker In same type of ara. there ae more than 100 loudspeakers which can bed ‘ied rie groupe An announcement ar be made oa cera group or groure ot ossengere Some loudepeators are ted prevent asour esac, “Tomatch the speaker mpeance @ Ohm othe ouput ofthe ampfer(125 On) sch spoater has fs own impedance matchng Varstormer To adapt he Cust level ofeacncpeater no vaneformer gozonday ool has ferent ape For weight saving. ie speaker impedance is higher (2500 Oh) so there is ro eed tora matching varsirmer Main speakers ‘Speakers insted nthe passenger compartment of the cabin anol ate con nected the man output othe ampli’ Al announcements of cack a3 abinctew ako prerecorces ascouncements and bearing st wi be ears To get ne atenton of ne passengers, by turing ono of height cabin-sgns FASTEN SEATRELTS and NO SMOKING aon chme sound gene'ted ‘Auxiliary speakers ‘Spake tala atthe atencants station inthe ean door area and gabeys 6 produces ony the announcements tom eocxpt a ache sounds ‘igh chime Passenger to Atendant all Low chime. Fasten Seat tet o No Sing sgns on oof High cow chime: Lavatory Smoke Wining Crew call Figure 7: Speakers a Seay eeoo cat: 82 138-6Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual, 13.6 Equipment and Furnishings (ATA 25) Passenger Entertainment and Service System Passengers ike to be entrained during th whole ight Following entertainment Sndservene are svaisve Figure &: Passengers tobe entertained Kind of entertainment Performed by Food ard Beverages ‘Special tention Fight Atendais Muse PES Ausotapes 6 COS Maps and fos “Telephone Reading Light Convo! ES Vito Tape Reproaucers of OVD's Paseenger Visual fooration Systm Handset va SATCOM SS Passenger Service System PES Passenger Entertainment System ‘Video, Mu, Interactive Video Games and Inaeat Telephone System PSS Passenger Service System ‘Atendant Cal, ndaual Reading Light Cntrl and No Smoking Lgnt ont “reson mea cat: 2 138-7Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual 13.6 Equipment and Furmishings (ATA 25) Video Entertainment System Figure 8: Video Entertainment and information System Insaled in shor and medium ange avplanes, he purposes + Passenger visual emergency nsvcton (Oxygen Mask, Live west) + Advertsing for ax re shopeing *Fightifomnation Maps Passenger Vieul infomation System) + Intrmaton abou ral a destination + Shon movies Te Passenger Enteranment Video System provides prerecorded video pro ams though the LCO-montors which se lnsated in he cabin eadrack ‘ound apie units The ween sound canbe heard Hom the cabin koxp Video Tape Reproducer VIR “The vieo tape reproduce pays video cassates. Beside requ conto ofthe reece er are conta averse peserabon optans ne pel ans Video Systom Control Unit Diferent catos allowing the management and distrbution of video and sound © the caun Folowsg como are possible 2 Power switching ‘Signal source elacton VIR or Information System + Montor selection (Disiay Units) nvanous cabin areas + Previewing ofa vdeo Headrack Mounted Display Unite etvatabe TFT screen (atout 206s) re located inte heatrack overtiad the Bssonger They are stowed if te eytom sot nea. eran Unexpected ore Spphed te passengers head touches he sereen e\\ eiemzomenes on cat: B2 138-8Basic Maintenance Module 13 Aircraft Structures and Systems ‘Training Manual 13.6 Equipment and Furnishings (ATA 25) Passenger Visual Information System Figure 1: PUIS ‘The Passenger Visual nformation System supplies the Passongers wth norma: - ton on amen aera fight data, nes and aera poston nthe hpi The a] SeLecY powmczne |a| set DrspLay MODE 1) ‘ser TIME To Dest| Intomation's daplayes onthe mar ofthe Pastange! Eateient Sytem N/set down up Taner ee ae eres ren esreiarguirspece uae gua UI Meoverwarcemeanenewmrerscrens reverse — |[A] [a] fa] [al Tetieew tyme cneeaeniea eer reps inet + Time required to reach the destination ACTITUDETEMEERATURE < Rint tere eet sem il eerste centvoncun extinar Figure 10: Info and Map Display Ground Speed 452 mph O¢ faista Destnaton 7 atttode ‘35000 Fr Outside Air 25°F Fempersture Tetombsie cat 82 136-9Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 13.6 Equipment and Furnishings (ATA 25) Passenger Entertainment System PES \orgra! sera wile egupped win moveconplersjsma Thssystenamay Music andi ack souna Interactive Garas Inseat Telephone Passenger Con! Unis andor Passenger Handsets s used to contol he PES! PSS Forine satel toaghone system fe reverse sie of he handset wae | very portant function. the Passenger Adaress sytem must nierupt al other Input othe loudspeakers ardtomne clays and espns inthe seat more {oil the passengers aanton Figure 12: PES Audio and interface to PSS simple Figure 13: Passenger Control Unit (PES Controls) oe 8 / ‘channel Distay (12Video 96 Auetoy Figure 14: Passenger Handset (PES and PSS Controls) cat: 82 436-40Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.6 Equipment and Furnishings (ATA 25) Passenger Service System Reading ight contol and attendant ca controled via his subsystem n com pare wih consentonal ming, 2 fesueton of wing wi rest ‘Apassenger reading Hight command for example, coming frm the handset inthe feat passenger con unk aves te way tough tne Paseanger entertains System conte ana uther on te he CIDS system where he cavtect passenger Seren nt above stat mst be acess anh oe eading ight rat be Both systems, the CIOS andthe Passenger Enteranment System must work or ‘eat together Yo make sre that al fnetons ae av3rabe Figure 15: Passenger Service Unit FRESCH AIR QUTLET PANEL\ SWITCH PANEL. READING LIGHT PANEL LOUDSPEAKER, Figure 16: Passenger Cor 01 Unit (PSS Controls) CALL NO SMOKING RESET °| game READING LIGHT” CALL CALL uGHT Figure 17; Passenger Handset cuter ofa cetcdnons vanes ones cou a2 136-11Basic Maintenance Module 13 Aircraft Structures and Systems Training Manual, 136 Equipment and Furnishings (ATA 25) Matsushita System 2000E Figure 18 The design of passenger entarainmant and service systems is conbnously cee! {ping Oh folowing pages the HASZ000 fs sharty expla. System 20006 isan intractve fly integrated paseenger entertainment system, ‘The system if designe wih molar approach fo rupooT bot Overead ar nternotely tight enerinment Inset video, Aude Telephone. andineracive Senrces ‘yeom nar techn! poner ‘Audio Upto 96 Chanaels of HEF Audio Upto 8 Dig! Auto Inputs Upto 72 Analog Aude inputs Upto 6 Passenger Address (PA) Inputs Video Up to 24 Video Channels. Supportng a wie varety of input Wai Cassete Players Passenger Viaeo Information Systems vie Cameras + wae On Demand (VOD) lphone services can be made avaiabe at each seat ‘Sento seatcaing Interactive A vanity of interactive options to customize the cab enter ‘Sd passenge” experience 2 Video Games Nintendo Windows based Shopping Servees Business Sexes Passenger ntrmaton Services Program ntrmaton| Passenger Service System provdes the passenger with anintrace to 2 Reating uants *tendant Cal gnis Seema cat: 82 138-12Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 13.6 Equipment and Furnishings (ATA 25) INSEAT AUDIO System 20006 audio i cgitzed using Adaptive Pulse Code Moston (ADPCM) techngues for data compression Adapive PCM tecnnaues have proven beter ‘Sudo quay, especial regard flow Mequeney dyname range Ths provides the quality ot GD sudo winout excessve bt Tale, Audo system Rent ‘Zhleved ty using @consiraion of aig aio ar aniog auto mp ‘Audio Quality Specifications Frequency ressonse (HiFi) 40H? 15 xh Byram fange sree Shgnalto-noe rato 26008 rosstae 26008 otsinarmone distortion = est 1kHz EVSCU Audio Signal Flow ‘Aaniog ae input fom Compact Disk Reprocucers (CDRs) and Auto Repro ‘uses (As) are converted 1 gta Compressed anc mulled, the cigtzed Sis data steam ‘The a0 is ten combined wih the RF Video npuls. The EVSCU hen outputs Combined RF ceaiADPCM auto signal he EPESC over a coawa ne Itt Benote atthe RF Video wil ony beinputto he EVSCU I some ANS contig. ‘ation, fobs combined wth ADPCM aud ans be ser. he EPESC: In oat Cases the RF edo does net input he EVSCU inputs are compressed ered and inserted in the EPESC [ADPCM slats fo Adapbve Diferental Pulse Code Modulation This isa 16 mt ‘29ial aude signal hat has boon compressed to 4s Ths lows a age signal tobe tanamited much faster han twas not compressed EPESC Audio Signal Flow ‘Anaiog aul rom Compact Dik Reproducrs (CDRS), Auso Reprosucers (ARs) ‘2 araiog PA uso ftom the astra PA system is srt to the EPESC ana dg ‘aed "Te Seized audio sere oie nadelor outset the EPESC) So the RE viseoisudo data seam and sent the EADBS, and WASEBs where fis be Feedback Device Figure 28: Servo Leop with AG - Motor Sere Amplitor (Son —Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 138 instrument Systems (ATA 31) Two Phase Servo Motor ne AC two-phase indetance motor sere moter Itmay be very smal oritmay beveute power The consucton of te stor has two fields These two Hels Se Teoresemad sybolealy by hwo cols eraun strght anges to bac other Counter Clock Wise Rotation COW I 2.400 Herz votage witha phase angie of 0 is connectod tothe varie fla ‘2nd an ther <00 Herts vliage wih a phase angie of 80" The resulting fel {tee a 400 revelitne per sesand A capactorim sores wi these ei ss the votage 5 ofthe variable ec Rotation of the magnetic ln the motor tends 10 tag the rotor ae tn the {arp crocton How fat the Molr moves depenas upon oad ane he sength tthe magnetic fet wich efactalyisdapenden upon he srongth ofthe va Sbecgna! Clock Wise Rotation CW “The phase ofthe variate signal has been reversed. This reverses the drecton of ‘oiaton ofthe resltat fed. The aractan of mote retaion depends upon the phase othe varable ers and he pees ofrotaon depends upon ts ample Braked (Often nes ite desirable 0 apply an electric! rake to a wo-phase servo motor ‘Ts canoe cons by aeconnesing ethene vale feo tied els Hon ne fl let ope"ave, fe mto’ doesnot oats Because te eld ses no. tate Tne tene fo hold the traf ne motor n a fied postion Servo motor oop using a control synchro input Its typal of many suc oops used toughout agcraf ystems. Whenever the ‘ampli sees igo! o 9 parol phase. drives he motor n apse. oe Fechon ut he syne olor cores toa paicular ull Asgral oppose phase fom tne syne lar ares the servoraternthe passe recon. The syncs Figure 20:2 Phase Motor running CCW, CW and braked. “SOV “ag@V 3G) Cairne Tyolrsea ella Figure 31: 2 Phase Motor in a Servo-Loop with Control Transformer ° po {tor eee aye wen 8 pric nu a “Tre operating sal wl come tom sme remote suc whose recharica po oo {leant toduplaten he operates fem For oval. thermore sures {iid b's desc gio ane operated tom couse a ompase nat” errno ati 82 wetBasic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 41318 instrument Systems (ATA 31) Tachometer /Rate Generator ‘Tachometer generator and rate generator ar the tame davice. The otput roma tachometer general sin phase, cr opposite phase angle wih the exctaton, Tachometer not running ‘The powered fed fields perpendicular fo the variable ls, The magni es Derpendcsar tothe varied tere no ransom acon and No gl Oat ft varabie el wining Rotor turns in clockwise direction ‘The oto as tending o rag the magnetic eld atong wih tA stow fate of move: ‘onl he rotor does nl bend the magnate fel wry much whereas 9 greater Fate ofaion moves te fel tater The gene'aea vlages nceases speed ote rotor ‘low oor spees the sal anstormer coupling resus ia sat output oan ‘it lockwise rect of tation fe ouput is 2 400 He wh a phase angi 160 ‘dogroes win 8 sma volage amide Speeding up he rotor iplaces ne magnate fa farther away from perpendiu lar causing large voltage to appear athe ouput The ampltuge of he outbut IS ovact Srcton ofthe rte speed Rotor turns in counter clockwise direction ‘The fl has been moved away fom perpendicular inthe oppostedectn, and therfore the phase he cuput oppose The ouput requencywincepercant ofrtaton speed 400 Hz (One of ne greatest uses ofthe ate generator sto powde verse feedback ip als Sere motor ystems fr speed imtng ana senting Unekons. Another Use sto prove ate grass Figure 32: Constant Frequency, variable Amplitude Output ried gm @ weneasy gem Cy vaaie Example of a Servo Loop with Tacho Generator ‘The aera heading, represents bythe angular poston of he mastershat is dendas heading thal he con! anstomer Ihe heading dao! e nea {or does not correspon withthe aeraR heading. a err seal resus tte put ofthe ampifer The command signal aves the motor Ifthe heading e38 Boston sores wih te arcraf neaoing, te eror Output fhe conta rane former goes to nul, the mote scp “The tacho generator produces 3 signal proportoral wih the rotating speed ofthe ‘role wits the heaing dal The rate feedbacks oppose aplied ote amet ‘Thi oducos the rotating speed othe Indl fo power oversnactng and oss ‘atone we te seal eannes fal poston Figure 33: Hoading ial Servo Loop with Rate Feedback vac ecing Conta cat:82 we-15Basic Maintenance Training Manual Modulo 13 Aircraft Structures and Systems 138 Instrument Systems (ATA 31) Pressure Measuring Instruments Pressure the amount of force acting on a given uni of area. and 28 pressure ‘most be measured fom some town ference AbeatAe pressure e eases ‘Tom zero pressure, oa vacuum Gage pressue is measures Wom he exsing a Imospnar pressure, and aitrenta pressure the Sferonoe between twa res Absolute Pressure instruments ‘Ths insbument uses a sales. evacuated, concenticaly covrugaed maa ca {be a5 ts pressure-senstive machnam The concen comugatons prove ® togree of spangness thal opposes he pressure ol the a Ashe a possute ‘eases, te ekness ofthe canis decreases, ands the presere decreas the capsule exaands. rocking shat, sector gear. an pion mato the cha ae inemension fhe capsule ara dove a pomtr across» calrated Figure 36: Aneroia Gage Pressure instruments Gage pressure is measured from the exstng barometicpreseve and 6 actualy the pressure Rat has Seve ad oa fu Burdon Tube ‘A Bourdon tbe typically uses to masse gage pressure Ths tube a fa rea tinwol bonus tae formed moa curve need of heave seated Ss laches trough a inkage fom sector gear The other nd ecannected fo he rumen ase tough aig that slows the fu tobe mesure 1 ere” nen the pressure ofthe fu isie the tube increases, resto {cose sectoral shape ofthe ite tor flo foune A the cease fhe cured tbe ands fo sraghten out Thien umn moves ne Saco gear which Falters te pion gear en whch ie pie is moun Bourdon tube nstuments measure relavely high presses Ike those in engine Ioticating eysteme and hyraue systems, Figure 35: Burdon Tub neces ‘cat 62 138-16‘Training Manual, Module 13 Aircraft Structures and Systems 413.8 Instrument Systems (ATA 31) Bellows Lower pressures suc a nstument a pressure, doce a pressue, sre ucton ‘se chen measured witha belows mechanam much ike an are‘ow capsuieThe Pressure fo be measured akan mo the belows As he pressureincreases, he Setows expands and is expansion reals te rocking shalt andthe sector gear Movement ofthe soot gear rotates the pinion gear andthe ah on which he ponter's mounted Figure 36: Bellow Mechanism and instrument Differential Pressure Instruments A dierent pessue|s simply the aerence between wo pressures A aferen falbalows ike hatin the hgue below 3 popular nstument mechan na can be used to measure absolute aferenta or gage pressure \When used to measure diferental pressure, asitis when used 2 2 uel pressure f2ge_ one belows cances the or pressure at te caroretor net, ana fe other Eetows senses the ful pressure athe carburetor us mist A erent bellows fan be used io measure gage pressure by leawrg one a he belows open fo he mosphere andthe aver connected fo he pressure fo be eased Figure 37: Differential Bellows with Indication Mechanism cat 82 set?Basic Maintenance Training Manual Strain Gages assve devices af uses to detect forces. The resistance of san {gages vares with th ote apled to The metalic wre cena cr a chrome ee" aioy The lngth a the sareter f the conductor changes a8 Yuncion fine oree Expanding force creases shortening free decease the roast This sensors are use for aiferent appieatons. Structure mentoring, fore sen ore. prasture Vanaaucers and woigh mestunng Inside preseure tengo, te pressure acts changed io ore Figure 38: Stain Gage Resistance Substiate Measuring Conductor Figure 39: Pressure Indication using Strain Gage Bridge Module 13 Aircraft Structures and Systems 13.8 Instrument Systems (ATA 31) Piezo-Resistive Sensors P01 N. conducting lente are cused into a pure silicon substi Ths Caled pezovesistwe elec changes tne elstance wih @ mich higher Ser Setalie eran gage dows Semiconductor based sensorsin many afeent forms. The substrate ofthe ses Sure sensor shown below hse acmenson of x15 mm insie hee brge wth elements Figure 40: Piezo Rosatve Element Presaure cat:02 138-18Basic Maintenance ‘Training Manual, Module 13 Aircraft Structures and Systems 13:8 Instrument Systems (ATA 31) Variable Frequency Signals A variable frequency signa! nasa requency which controled by a ceaan pa. fameter A device wth a varlable ouput Waqueney makes sucha algna! The fe (quency varies, under conto! of the parameter, beween 2 hgh and aw freausney These mt fequencies ae diferent fom devi to device ana depend (nthe dean of he des. Aono volage, variable capaci, ofa varable resistor ar, fr example, pa: ‘ameter that coil ie equa Frequency counters, meroprocessor system and special moving coi meters are ft devces that work win varsbl eueney gna Figure 41: Linear Parameter Output after Conversion rracoaneyL on “This very senstwe and accurate pressure vansduceris used inside ardata com: Dutre. The acter col steamy oszlaos the tphragm, te reeorant teaver Gf neeaaes wit he apps pressure apans! te vacuum reorence sie to franesucor The ouput frequency, proportana othe pressure is easy changed inside he compute. fo acntal shal The tenperatue sensing resistor co™oersates uence ofthe amen tampeatue Figure 42: Vibrating Diaphragm Transducer Presuect = che compere Pogeae Tames cat 62 w9-18Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 138 Instrument Systems (ATA 31) Temperature Indication Temperatures one ofthe most important measurements nthe ara operation Oporatora terperatures range Fem well below eezng fr ouside a, fo ‘Sreondtioning and pneumate ar fo around 1000°C ‘or exhaust gat tempor. Nonelectrical Temperature Measurements Mos stds, qd, and gases change crtensions proportional ie he ampere. {ure anges These arnensonal changes aj assed to move pomtrs aos 23a fe nseate changes mn fomperatue Bimetatic ost sai general aviation aera have an outs air tomperature gage pot ‘though the windsteid. These tiermometer & mad stip wo me 122 haung sient cosfsens of expanccn welded together ide by side, ana {esses nfo heln or spral When he Genetic sips Peed one snp oxsanas ‘hore tho the ther ond tre apa es fo staan aut A pomtr fe atached to ‘Rometarsinp such way tat a he temperature enanges, he goiter moves ‘crocs 3 dato ncoate ne tomperature Figure 44: Bimetalie Outside Alt Temperature Indication Gas Expansion Temperatures determined by measuring the pressure of tha vapors above a high Iyvolatle quid The vapor pressure vas drecy athe tmperaur ofthe hau Bourdon tube consis of @hotow brass or bonzeelisieal shaped tube formed ino a sem-airle One eh of the tube Is open arc connected to ha ld tbe Ieasuted the cpposte end of te be sealed A presure applied, te e Fencal tube changes shane and tens fo saigien the ser-scle cua The outdone need to bee atacned Yo a mechani] inkage and pow este ‘useful instrument ‘Atin-wal hollow metal bulbs connectedo Bourda tube by capa tube, at nova vey smal na cemeter The bub filed win volte ich ae Me {iylehonde wich has anh vaper pressure, ana the entre ovb.capay. and Bourdon be ae baad ase und Te bubs placed where the temperature it Be moacured ane, as as erperature changes. the presse of ie vapors above {he gud changes. Ths posaure change is seived by the Bourdon tube winch ‘moves 8 pomntr across a iat cabal Segrecs Fatentot or Clee Figure 45: Remote Temperature Indication with Bourdon Tube Teempratre Probe Ineresing Anchor Temperature cat 82 139.20Basic Maintenance Module 13 Aircraft Structures and Systoms Training Manual 4318 instrument Systems (ATA 31) Temperature Dependant Resistors Te NTC Negative Temperature Coeticent esto Is resistence decreases at Inereaing temperatures Sot called High omperatue sandotor (Metso!) The PTC ;Posive Temperature Coefcent] asso I's resistance incteases ith Inseasing temperature Soltis caleg Low temperature conductor (Katee) Figure 46: Resitnce verus Temperature 7 hy : ann io f : 1 4 EER paeeel am So SSS si) | 4 I ‘The temperature sensing bub consist o col of ne nice chome wre encased and senled ma thn tales soo be Ths bul simmered nthe Nis hase femperatre fs bong measured: The ressance ofthe ckevchvome re wai: Crecty wh tstemperature. Atte low end temperature the bud “entonces 3p proxmatoy 20 chr, at high ends vesitanees about 200 obs. Figure 47: Re tance Temperature Bulb STFtancybomoee oe ae eeBasic Maintenance Training Manual ‘Module 13 Aircraft Structures and Systems 438 Instrument Systems (ATA 31) Ratio Meter Circuits The insrurant uses te cols mounted on We inleator Agee When the tere. ‘ture iow ana he bub rasistnce ow, mote euron ows tough fe So land ne but nan hows trough eo! 2 anasitr Rt The resaling magnet Res Pullsthe needs toward he ow Se othe dat When the temperature gh ans rove cure flows trough eal 2 an R" than col the Su, te nese ce Fats toward he nigh se of eda Figs 18; Ratiometor with Moving Coil Instrument Wego Bridge Circuits (iheaistone) Bridge cicuis ar a special ype of complex cxcutofen sed in ‘lecical measuring and contong devs The gue below shows. 9 YPC3) bngecraususedto measure temae ature Resiior Rais a emperatue probe Ke resistance changes ass erperature changes. linen the eg i eletrcaly poweree, electrons finds two path hough which ‘hoy en flow. They can flow though restos yan; ory ean lo though resistors Ry and Re Ite four resistors have values sc that he rato of he rsitance R19 Ra isthe same 28 te rato of Ry to Ry the the voltage ai pt Cw De the Same he ‘stage at pont Besaie there enovotape drop ne weltage eres) across the nite. no caren fom through In he conc te Bndge ssi ResisorR is varabeand a chenges rom he vale thal balanced ne bridge 2 volage drop ws be developed atons th inser hat caueoe curert o Nw Through ts he resstance of goes up. cert ows CtOO Tthevaiue of Ry {oes down Below te balance value. cue owe Wom D0 Figure 49: Wheatston ridge Circuit cot 82 t8.22Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems. 438 instrument Systems (ATA 31) Thermocouples ign temperatures, he those found in the exhaust gases ofboth recprocating ‘5 tine engines ave measured mit thermocouples |A thermocouple sa leop made of twa diferent ds of wre welded together at ‘ove endo Term a hol or measuring juncbon For example chromel and aumel wires The col! errentmessurnginsrumente onnectad betagon the wes 3 the oer end to forma ols reference juncion The nat juncton s held against the cyngor nea i the spark pup gasket and 2 Valige produces nthe nermocouple whose amounts determined by be di terencen fompersture Between te notandcod suctons, Tn votage aerencs ‘causes a curent To low tats poporiana to the temperature of he cyhnser Figure S0: Thermo Couple Principle Hot. or measuring ‘current measuring function Tndlestor chroma ola, orrateronce ination Figure 81: Cytindr Head Temperature (Spark plug gasket) Z Set Figure £2: Thermo Couple (Bayonet Type for Cylinder Head)Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systems 4318 Instrument Systems (ATA 31) ‘Thermocouples for Jet Engines ‘The exhaust gas temperature EST systom or aturbine engine i simis to that or ‘Tecaocatng engine except ha saver hemacoypias are used These eat {gigs atcnd ie eahust ao ey can sample teperai sever ee For accurate temperate indication, the reference junction temperate must be nad constant. This set pracheal oe this an aera nsrument.s0 te nd Cater neecle mountedon abimetalichaspnng such way Mat moves back Ss he cockpit lampersture increases Ths careenaats fo eletence juneton ‘emesis spes Figure 53: EGT Indication (Copper Constantan) : on q Hf eed ef ‘Small incicators operates without any adatonal eiecicapowet except forthe ‘imnaton For more complex nacalors example non inca scales. eect ‘ower supply cused forthe amps and mar nde te meet" + Chroma (aly of evorsum ana nickl) + Alumelaoy of aluminum ae rick Figure 54: EGT Indication (Chrome! Alumel) cat 82 s90-24Basic Maintenance Training Manual Module 13 Aircraft Structures and Systems 4318 Instrument Systems (ATA 31) Quantity Indication System DC Electrical Indicators ‘common quantity nating sytem for fe! and ol operates on dee current ‘nese sjslms consis aa vanabie reuse as aan unt of Wanemiter ad 8 arent measuring nstoment os te nator “The tank unt consis of athe wre wound resistor ora segment of compositon restanca matoal and a wiper am sven by fat moves across thi resistance ‘ratoal io change the resistance asa furcion ofthe el evel nthe tan ‘Te atom minimizes heer that woul be causes var tem voltage. Cument Rows frougn Boh Svs and both he fod reson and he Figure $8: Variable sistor and Permanent Magnet Rotor indleator Figure 86: Mechanica Float Type Gauge ‘This i quit transmits avanable eee such type reustor The eee switch operates by 2 magnet na Boat The cure fo the macaor = depending of ho Setvated resistors probe Figure $7: Probe with magnetic Flat and Reed Switches Saale cat: 82 138-25Basic Maintenance Training Manual Module 13 Aircraft Structures and Systoms 1318 instrument Systems (ATA 31) Capacitance Quantity System Capectance type ful quantity measuring system that measures the mass of ne ‘tel rather han ustslovelntnetank Ths san electone system tat eases the capactance ofthe robe or probes, when seve asthe lar sender Uns A ‘apacior can lore eectreal charges, and i consists of Wo conductors coled pists szarated ty sore fom of lactrs of nslter. The sapaciy of s capac lor depenac upon thee varabis tne area a the plates. the separation between the plates, whens the tiox-ness of the awccina ana ine eect constant of the mate betwaen ie plats The probes a capactance lel qvanty ideal ing system ate mace of wo canzone metal tubes which serve 3s the Pats the capactor The ata ofthe plates xed, as wel a he separation between them, So te oly vaabiewe have the mateol whic separates tem These probes are nsaled s they cross he tank fom tp to atom. and when the tank e empty. he ples at sparatad bya wnich Masa gelectie constant Stone, Wher thanks the deci ful wnich nasa constant of approx imately two fn any condbon between fl and empty par of eect a and eral and othe cpacty othe rote vanes azordng othe evel otisin (One ofthe big aovantages ofthis system is thatthe probes an be talored for tanks ofa szos and shapes, and all probes ne afeta can be connected 0 tho systom legates or ini to show tho ttl aroun fue on boars The delete constant ofthe fuels approximately to, bet vanes according 1 Is temperature and so 8 compensators bult fo fe oot of ane othe ak Uns ts eocnealy in paralie wt tn probes an cancel he ranges 9 See ireconstant asthe empertire of to Wel ehanges Figure $8: Capacitors Curent depending on Frequency and Capactance CP Ac curent ©) Figure 69: Capacitors Curent depending on Liquid Level a Figure 60: Quantity Probe without and with Compensator TFrentyrose oe Cat: B2 138-26Basic Maintenance ‘Training Manual Module 13 Aircraft Structures and Systams 4318 Instrument Systems (ATA 31) Capacitance Bridge ‘The ene system ate as» capactance bridge, Ths ie a balanced orc const Ing of varstormer aps A and capacitor C% he tank probe, batved ty tane= former taps 8-6 andthe eference capaci C2. han be moedance of te wo halves che bridge ae equal hor ene flow tough te restr but when ne Caposiy ofthe tarc unt changes, the tage uncsaoes and he mca shows theamauntot mange Quantity Indicator “The actual crus sight more involved. The compensator isin pata wth he {Sn prebe mone side othe orage,bonreen he amir and aap onthe empty talbraing potentometer Tn a connected to one eda! the power SPD ‘ranslorme’ secondary minding. The ser hal ofthe bridge recast power {trough te fa easatng potentomeler The eapactorinths ha oft Baye the alorence capactos nae te mstument case, and an paral wh 3c pactorinthe baancing eeu \Wnon the tanks fila, te ridge unbalances and he apr senses he nal ‘need conaton and sends a signal tothe trpnase serve motor The mar Som ate tho signal rom fe amp wana ference signal ken fom Be pray Gite power anstormer,ardance he twa sgras are out of phase, fe servo rMO- \orruneard dives beth a balancing potontometer andthe parr ef endear ‘Thataancing potentiometer evanges the peda o shat of he ridge unt thoerdge balances When tne ondge 's balances te sgral fom te ampior ‘racty cancels that fom the Wsnstvmer andthe servo ctor saps The post Incas the ruber of pourd or Klogrammes of fue on boar. As uel s used ‘Tom te tani tne eapactance ofthe fank unt chongee agan, unealancing the ‘age. te oe moor une unt te bape ralancos ana he Servo moter Sep ‘wr te pointer aga inating te amour ou! on boa ‘This system has 2 test ature a test wich sors out pat ofthe inductance in One sce of he bndge tha drves the mister towards Emsy_As soon the est Shen e reload, te pomter gone nant oak sth correct meen Cattraton is done by a serewsiver adjustment to he Empy and Ful cabraton potentometrs. nen te tanks empy, ine Emoty caltatingpoterbome: ‘ajisted ul he gauge reads Empy then he tank sed andihe Ful eabrotng potentometris east unt tndeat: Yeas Full Figure 6t: Capacitance Bridge oy Seo ed Figure 62: Quantity indicator (Capacitance Bridge analog) compares cau 82 438-27

Module 13 - Aircraft Aerodynamics, Structures and System

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Module 13 - Aircraft Aerodynamics, Structures and System

Uploaded by

Copyright:

Available Formats

You might also like