EFFECTIVITY
WA N235WA-N241WA
GJ B-2509 and B-2510
1. General
A. The successful completion of the following tests ensures that the SP-177 autopilot/flight director system is operable. It is assumed that all systems furnishing signal data to the AP/FD systems are in proper working order, and that the rudder stabilizer, elevator, flap, aileron and spoiler control systems have been properly rigged. The following tests include both autopilot, flight director and altitude alert tests which can be completed simultaneously to reduce test time.
B. The AP/FD system tests provide a complete test of all system modes and functions. The AP/FD autoland tests provide a BITE test of all signals used during the land mode.
2. Autopilot/Flight Director System Test
A. Equipment and Materials
(1)
VOR/LOC/GS Signal Generators (2 required) - Collins 972Q-4, Instr. Flt. Research, NAV 401L, Tel Instruments, T30/B/B; Cossor, CRM555A
(2)
Radio Altimeter Test Set - Collins Model 980N-1, Bendix Model AMT-51A or Honeywell UG2559AC01 test set, UG2926AA01 calibrator as applicable
(3)
Portable pressure test equipment to simulate 0 to 35,000 feet altitude, 0 to 400 knots airspeed and 400 to 1500 ft/min altitude rate signals; adapters and hoses NAV AIDS PSS22300-4-6-6 and F72823-40
(4)
Tilt Tables (for vertical gyro) - 2TSJ60B00002 (2 required)
(5)
Vertical Gyro Extension Cable - F80139 (2 required)
(6)
Protractor, Control Wheel - 4MIT65B80307-1 and adapter - F72790
(7)
Adapter Assemblies, Control Wheel Torque Tool - F72867-1 (2 required)
(8)
Torque wrenches (2) (10 lb-ft and 50 lb-ft limit)
(9)
Spring Scale - Chatillon Model DPP-50
(10)
Steel measuring tape
(11)
DC Volt-Ohmmeter - Simpson Model 260 (2 required)
(12)
Radio Altimeter Signal Simulator - F80223
(13)
Test Point Breakout Box - SP-177 F80225-19
(14)
Dry air pressure source - 0 to 5 psi, with gage, fittings, for connecting to feel system pitot tubes - F72928-33
(15)
Ladder or stand for observing elevator trailing edge displacement scale on tail cone
(16)
Angle-of-airflow sensor calibrator
(a)
F72786-181 (Preferred) (Use with either Conrac or Rosemont Sensor)
(b)
F72786-101 (Conrac Sensor) 1) F72786-183 (To modify F72786-101 for use on Rosemont Sensor)
(17)
Antiskid Test Box - F80129
B. Prepare to Test Autopilot/Flight Director System
(1)
Mount vertical gyros on tilt table as required to measure roll and pitch displacements. Connect gyros to system using vertical gyro extension cable. Level gyros.
(2)
Ensure that autopilot stabilizer trim cutout switch is in NORMAL.
Jun 20/85 22-11-01 Page 501
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(3)
Connect pitot static pressure test equipment to air data computer pitot and static sources as required. Maintain ambient static pressure and pitot pressure to produce 200 士5 knots indicated airspeed (KIAS) throughout test unless otherwise indicated.
CAUTION: INSTRUMENT DAMAGE MAY RESULT IF PRESSURE TEST EQUIPMENT IS NOT CONNECTED PROPERLY. REFER TO CHAPTER 34, AIR DATA INSTRUMENTS, FOR DETAILED INSTRUCTIONS.
(4)
Equivalent localizer and omnirange signals may be generated using signal generators
located per manufacturer recommendations from VOR antennas.
NOTE: Whenever VHF navigation receivers are required to be energized and no localizer or VOR signal is required, receivers should be detuned from any local station.
NOTE: Omniradial, as used in this test, is the signal as it exists along a line in the magnetic direction from the VOR station, specified by the number of the radial; i.e., 0-degree radial is north of the station, 90-degree radial is east of the station. As presented on the course deviation indicator (CDI), it is the signal which will produce a FROM indication when the course selector is placed on the radial number.
(5) Place glide slope signal generators located per manufacturer recommendations from glide slope antenna with the test set antenna at a right angle to airplane centerline.
NOTE: VOR, localizer, and glide slope deviation indicators have either two or five scale divisions left and right or up and down with full scale deflection to 10 degrees, 2 degrees and 0.7 degree of OFF COURSE signal respectively. These divisions are referred to as dots. Two-dot VOR/LOC indicators are assumed. The following deflections or equivalent should be substituted on airplanes with 5-dot instruments:
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