D. Swing Compass
(1)
Adjust the compensators on the compass to align the dots.
(2)
Allow the system to settle and note compass heading.
(3)
Calculate airplane heading as in par. 2.D.(4).
(4)
Record true magnetic heading and standby compass heading.
(5)
Tow the airplane to within 2 degrees of a westerly heading, and repeat steps (2) thru (4) above.
(6)
Tow the airplane to within 2 degrees of a southerly heading, and repeat steps (2) thru (4) above.
(7)
Calculate the N-S single cycle error as in par. 2.D.(8), and adjust compass N-S control accordingly.
(8)
Tow the airplane to within 2 degrees of an easterly heading, and repeat steps (2) thru (4) above.
(9)
Calculate the E-W single cycle error as in par. 2.D.(11), and adjust compass E-W control accordingly.
(10)
Tow airplane to northerly heading once more and commence 8 point residual error swing.
(11)
Record magnetic heading at each 45 degrees compass point (TO FLY heading), and the actual reading of the standby compass (TO STEER heading).
(12)
Check that the difference between TO FLY-headings and TO STEER headings does not exceed + 8 degrees (FAA requirement) or ± 4 degrees (CAA requirement) for any of the 8 points calibrated. Check also that the difference between the maximum positive and the maximum negative error does not exceed 10 degrees (FAA requirement) or 7 degrees (CAA requirement).
(13)
Complete a compass correction card for the system.
(14)
See CAUTION below and restore airplane to normal as in par. 2.E.
CAUTION: BEFORE COMPLETING STEP (14) ENSURE LANDING GEAR LEVER IS IN DOWN POSITION AND GROUNDING JUMPER IS REMOVED FROM TERMINAL A OF LANDING GEAR LEVER LATCH SOLENOID.
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COMPASS SYSTEM - ADJUSTMENT/TEST
EFFECTIVITY
CP CF-CPB thru CF-CPZ GJ ALL EXCEPT B-2509 AND B-2510
1. Compass Systems Test
A. General
(1)
The following tests should be carried out prior to compass compensation procedure which is detailed in Compass System - Maintenance Practices.
(2)
The tests are designed to check out the serviceability of the system and not its accuracy.
B. Prepare System for Test
(1)
Connect external power and close ground power switch on panel P5.
(2)
Close following circuit breakers: COMPASS NO. 1, COMPASS NO. 2, INSTR XFMR NO. 1, INSTR XFMR NO. 2, CAPT RMI (ALT), F/O RMI (ALT), INSTR TRANS and INVERTER CONTROL.
(3)
Place compass transfer switch in NORM position.
(4)
Allow 10 minutes for systems to stabilize. Synchronize system No. 1 by pushing in and rotating captain's RMI SYNC knob in direction indicated by annunciator; synchronize system No. 2 in a similar manner using first officer's RMI SYNC knob.
C. Test Compass Systems
(1) Fast Synchronization Tests
(a)
Rotate captain's RMI SYNC knob as fast as possible. Warning flags should appear on captain's RMI and first officer's CDI.
(b)
Rotate first officer's RMI SYNC knob as fast as possible. Warning flags should appear on first officer's RMI and captain's CDI.
(c)
Resynchronize both systems.
(d)
Rotate captain's RMI SYNC knob in direction of dot; compass card should rotate clockwise and annunciator should rotate toward plus sign. Rotate knob through synchronization in direction of plus sign; compass card should rotate counterclockwise and annunciator should rotate toward dot.
(e)
Repeat step (d) using first officer's RMI SYNC knob.
Apr 01/97 34-21-0 Page 501
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
(2)
Slaving Tests
(a)
Use captain's RMI SYNC knob to set heading 3 to 4 degrees away from its synchronized reading. Check that reading returns to synchronized reading and annunciator nulls in less than 5 minutes.
(b)
Repeat step (a) using first officers RMI.
(3)
Repeater Operation
(a)
Using captain's RMI SYNC knob, rotate compass card through 360 degrees in 15-degree increments. Check that first officer's HSI compass card follows smoothly and repeats each setting within ± 1 degree.
(b)
Using first officer's RMI SYNC knob, rotate compass card through 360 degrees in 15-degree increments. Check that captain's HSI compass card follows smoothly and repeats each setting within ± 1 degree.
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