Basic Maintenance Module 7 Maintenance Practices

Training Manual 7.4 Avionics General Test Equipment

7.4 Avionics General Test Equipment

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 1
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Electrical Bonding Following table shows different bonding resistance values. Actual values must be
taken from the maintenance manuals.
Bonding provides a path for return current from the components and provides a
low-impedance path to ground to minimize radio interference from static electrical Table 1: Example
charges collected on the component. Therefore all isolated components are elec-
trically connecting to the aircraft structure. Low-resistance wire (bonding jumper) Bonding Resistance between Resistance
or metal strap are used to connect a structural component or an electrical compo- Primary Structure and: (Milli-Ohm)
nent to the basic structure of an aircraft.
Bonding carries the return current from an electrical component back to the elec- Wing, Stabilizer, Engine and APU-Structure 2
trical power sources like generators, transformer-rectifiers and batteries.
Cabin- Cargo- and Access-Doors, Fuel Tank Access Panels 10
Bonding connects flight control surfaces to the main structure to carry static elec-
trical charge that build up when air flows over the surface into the main structure. Pipes for Fuel, Hydraulic and Air 10 - 500
Bonding prevents sparks that could cause radio interference.
Electrical Components 1 - 10
Testing
Shielding Conduits 5 - 10
In general, most bonding jumpers or ground straps must have each connection
made to have 0.003 ohms or less in resistance. This measurement must be taken Cockpit and Cabin Installations 10 - 500
between the surface being bonded and the bonding jumper.
This test may be performed using an extremely sensitive ohmmeter or a bonding Main Grounding Points of Electrical Power Distribution System 0.05
tester, and should be done any time a connection has been modified, added to or
temporally disconnected.
Figure 1: Bonding Resistance Test

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 2
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Determination of Bonding Resistance by Low Current Method Figure 2: Determination of Bonding Resistance
• A variable DC current power supply unit feeds a continuous current of
10 Ampere through the bonding connection under test.
• The voltage drop over the bonding is determined with a millivolt meter.
• Calculate the resistance in milli ohm by following formula:

Voltage ( mV )
Bonding Resis tan ce ( mΩ ) = ----------------------------------------
Current ( 10A )

Make sure that the measured values are not higher than the maximum permitted
published in the respective aircraft maintenance manual.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 3
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Milliohm / Megaohm Meter

The electrical resistor measurement is generally a two-pole measurement. This is
done by passing a measuring current of a defined magnitude (see section 7)
through the device under test and measuring the resulting voltage drop; the quo-
tient of both yields the resistance value searched for. Decisive for the measured Figure 4:
result are the two potential points between which the voltage is measured. Each Milliohm &
resistance between these two points adds to the measured total resistance. Insulation Meter
Counting among them are transient resistances just as well as the resistance of (MetraHit 27)
the leads. If a very low-ohmic resistance is to be measured, e.g. the only some mil-
liohms counting contact resistance of a contactor, the potential points of the volt-
age measurement must be run out of the meter as close to the device under test
as possible. That is why this meter has separate connectors for current input and
voltage measurement. This type of four-pole contacting is called a connection ac-
cording to Thomson/Kelvin. A simple, correct connection is possible with the cor-
rect clips or tips. Measuring range:
1 nΩ − 30 MΩ
Figure 3: 4 Pole and 2 Pole Measurement of low Resistance Measuring current:
100 mA - 0.1 µA
Interfaces :
1 optical , 1 USB II
Insulation testing
at 50-500 Volt

Of course, it is also possible to make a two-pole measurement: For this purpose,

only the two outer connectors are used but this is useful only, when the resistances
of the leads bear no important effect on the measured result that is, resistances
above 100 Ohm.

Voltage limit: <2 mV - <2V

Cat: B1 7.4 - 4
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Loop Resistance Tester Figure 5: Loop Resistance Tester

A unique instrument that allows the integrity of cable shielding to be tested without
demating the connectors. The Loop Resistance Tester (LRT) works by magneti-
cally coupling low-power, low-frequency AC current onto the cable shield and then
measuring the induced voltage.
The complex ratio of these can be used to determine the loop resistance, which is
an indicator of the quality of the electrical bonds between the cable shield, connec-
tors, and metallic structure.
The measurement process of the LRT begins when the operator clamps two mag-
netic couplers around the cable of interest. One coupler generates the AC current
that is induced in the cable shield and measures the voltage around the loop while
the other measures the current induced in the loop. The operator can also use a
pair of probes that measure the resistance across a portion of the loop (e.g. a joint)
by measuring the differential voltage between two points.

Data summary:
Resistance range: 3.5 mΩ to 199.9 mΩ
(for a loop induced current of 1 Ampere)
Induce current frequency: 1KHz
Current injection source output voltage: 3.5 to 199.9 V
(at induction transformer)

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 5
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Theory of Operation Figure 6: Good Current Loop and Faulty Current Loop (Interrupted)
The tester is designed to measure the electrical resistance of a closed loop; typi-
cally that formed by a conductive specimen bonded to a conductive structure, by
the induction of an alternating current AC into the loop so formed.

Normal Operation
Current is induced into the loop under test by the generator in the Current Injection
Source, via the Clip-on Transformer (CT1) and flows through the specimen, its
bonding connections with structure and the structure itself. Loop induced current
is detected by the Clip-on Transformer (CT2) and measured by the Multimeter (set
to read current). The generator voltage present at Clip-on Transformer (CT1), that
which gives rise loop induced current, is displayed on the panel meter of the Cur-
rent Injection Source.
Loop resistance (R Loop) is calculated using the formula:
Voltage ( displayed on current injection source )
R Loop = --------------------------------------------------------------------------------------------------------------------------------------------
Current ( measured by multimeter )

In the normal operating mode for acceptance testing, a current of 1 Ampere is

made to flow in the loop under test; the panel meter then displays loop resistance
directly in milli-ohms.
Examination of Out Of Tolerance Reading
Whenever the loop under test is interrupted by a high resistance or open circuit
joint, loop induced current is restricted or non-existent. Examination of the loop can
be made using the Multimeter (set to read volts), to locate high resistance or open
sections. These show as high voltage drops.

Cat: B1 7.4 - 6
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Normal Operation Figure 8: Setup Loop Test for Cable Shielding

1. Connect the current injection source, the multimeter and both clip-on trans-
formers to the loop under test, as shown.
2. On the current injection source, set the RANGE and SETTING controls to
their fully counter-clockwise positions.
3. Set the multimeter to the 2mA AC range and switch on the multimeter.
4. Switch ON the current injection source. Check that the LED illuminates and
that both battery indicators deflect into the green segments.
• NOTE: If either or both battery indicators deflect into the red segments, the
current injection source must be serviced to re-charge the internal batteries
before it can be used.
5. Advance the RANGE switch on the current injection source to a position
where the Multimeter reads just less than 1mA AC.

Advance the SETTING control on the current injection source to achieve a

multimeter reading of 1mA +/- 0.010 (This is equivalent to 1Ampere flowing in
the loop under test).
6. On the current injection source, note the reading on the built-in meter. (For an
induced current of 1Ampere, this reading is the resistance of the loop under
test in milli-ohms).
7. Set the RANGE and SETTING controls fully counter-clockwise and the OFF/
CHARGE-ON Switch on the current injection source to OFF/CHARGE.

Figure 7: Current Loop Principle (Cable Shielding and Aircraft Structure).

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 7
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Examination of Out Of Tolerance Results Figure 10: Setup to locate Shielding Junction Errors
1. Connect the Current Injection Source and the Clip-on Transformer (Inducer)
to the loop under test, as shown.
Prepare the Multimeter, set to read AC volts, with voltage probes connected.
2. Switch on the Current Injection Source and adjust the RANGE and SETTING
controls to give an indication of 100 units on the Built-in Meter.
3. Connect one probe of the Multimeter to an appropriate fixed point on the loop
under test and the second probe to various junctions on the loop. Measure-
ment of a voltage at the first junction, that which is significantly higher than
others indicates a junction of high resistance.
• Example: In figure below, part of a loop formed by components A, B, C, D con-
nected to a structure is shown. One probe of the Multimeter is connected to a
fixed point (structure). The second probe is connected in turn to points D, C,
B and A. At points D and C respectively 0 mV and 2 mV are recorded, whilst
at point B, 60mV is measured. This indicates a high resistance joint between
B and C.
• Alternatively the multimeter probes may be connected across each adjoining
pair of points.
• A to B, B to C, C to D, D to structure. The high resistance joint will produce a
high voltage. In this sample B to C = 58mV
Figure 9: Location of Shielding Junction Errors

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 8
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Air Data Pitot Static Test Sets Manually operated Test Set
To verify the correct function of the Air data Computers and Instruments mainte- There is a wide variety of different testers varying from those with hand pumps to
those with electric pumps and computers.
nance facilities needs the appropriate equipment. This equipment is used:
• To read the errors of Altimeter and Airspeed-Indicators. Figure 12: DPS-500 / TS 4463p , from Cobra Systems.
• After disconnection of Pitot/Static-Lines leak test must be performed. Fully Automatic tester with remote control, Electronic Displays ,
The art of test equipment has a wide variation. Roller-Pumps (for leak-test only), Keyboard and programming features.
Hand-driven Pumps, electric driven and computer controlled units are available.

Figure 11: Roller Pump with Static Port Adapter (Used for Leak Test only)

• For all pitot- and static-test use approved adapters for connecting the hoses
to pitot tubes and static ports. If connections inadvertent falls off, damage of
the instruments or airdata computers can be the result!
• Drain holes and opposite static ports must be closed during test. Don’t forget
to remove the adhesive red tape or adapter after the test is finished!
• Example: Static pressure: 20’000 ft Pitot pressure: 320 kts
maximum Leak rate: 100ft/min 2kts/min

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 9
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Pressurized Air Supply Electronic Unit

The air supply unit provides the following functions: This unit comprises two main sub-assemblies:
• generating the high pressure (HP) and low pressure (LP): a single manual • acquisition, processing and display electronics comprising:
pump fitted with intake and outlet valves and filters, connected to a pressure – a digital LCD
reducer and two air chambers generates the HP and LP, – pressure acquisition and processing electronics
• air pressure selector: the selector provides a choice between HP and LP and – 4 pressure sensors
also return to atmospheric pressure (ATM),
• power supply electronics comprising:
• intake and balancing: intake of the available HP and LP and the ATM pressure
– a rechargeable battery under 28 V
is achieved by means of two valves which are used to vary Ps and Pt; a bal-
ancing valve is used to balance Ps and Pt; these valves are fitted with micro- – charging electronics
metric screws allowing very fine adjustment, – an electrical power supply
• pneumatic safety devices: pneumatic filters, self-sealing pressure couplings
Figure 14: Sextant 301 Electronic System
with locating ins and a safety valve protect both the generator itself and also
the tested circuits.
Figure 13: Sextant 301 Pressure/Vacuum System

• If static pressures tests over 10’000 ft has to be performed, Pitot (Pt) must also
be connected to the pitot tube, to prevent damage of airspeed indicators and
airdata computers.
Via balancing valve the static pressure is equalized to both side of pressure
diaphragm inside aircraft instruments and computers.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 10
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Air Data Tester Front Panel (Sextant 301) Figure 15: Sextant 301 Air Data Tester Front Face
The painted front panel plate is labelled in two languages and comprises:
• Self-sealing static pressure Ps output couplings with locating pins 9
• Self-sealing total pressure Pt output couplings with locating pins 10
• Handle for manual actuation of the pump supplying the HP and LP 17
• Pressure selector 14 providing an HP, ATM pressure or LP intake
in the two channels Ps and Pt
• Static pressure Ps intake valve 12
• Total pressure Pt intake valve 13
• Balancing valve of the two pressure channels Ps and Pt 11
• Connector for the external 28 VDC electricity supply 2
with a connector cover 1 for storage battery versions
• Front panel cover 21 for versions without the connector
• Power switch:
– 3-position: Charge, 0 (off), 1 (on) connected to an LED 4 that lights up
during the battery charging time for storage battery versions 3
– 2-position: 0 (off), 1 (on) for primary battery versions 20
• 2-position unit selector: ft ft/min kts or m m/s km/h 5
• 3-position switch with 1 unstable position: Init and 2 stable positions: Std
(Standard), QFE 6
• Digital display block 7
• 2 compartments for storage batteries 18 or
primary batteries 22 depending on the version
• Pressure coupling for an externally generated HP 15
• Pressure coupling for an externally generated LP 16
• Carrying handles 8 and 19

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 11
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Automatic Air Data Tester (Sextant 410) Figure 16: Sextant 410 Air Data Tester Front Face
Pressure test unit
1. High pressure gauge showing the high pressure HP.
2. Fuse 1A to protect 9 VAC (RCDU power supply).
3. Fuse 1. 5A mains protection.
4. Remote Control Display Unit.
5. Failure warning light.
6. IEEE connector (to connect an external computer with standard IEEE port).
7. Address switches (used to select address in automatic mode.
8. Openings using screwdrivers to the Ps and Pt channel venting valves.
9. Pt warning light (Pt pressure is available).
10. Ps warning light (Ps pressure is available).
11. Black Ps self-sealing pneumatic coupling.
12. Red Pt self-sealing pneumatic coupling.
These needle valves can be separately adjusted by the user in order to select the
venting speed.
13. On/Off switch.
14. Main Power on indicator light of the generator.
15. Vacuum gauge showing the low pressure value BP.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 12
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Remote and Control Display Unit Figure 17: Sextant 410 RCDU
The man-machine interface was developed based on a software using multiple
windows with drop-down menus activated by the operator.
The RCDU is made up of:
• 320 x 240 pixel monochrome screen managed in graphic mode
• Keypad with 23 keys
• Potentiometer for adjusting brightness
• Connector for a parallel output (printer)
The screen is composed of:
• 12 keys: 0 . . .9 used to define the order values, program and acceptance
numbers.
• ESCAPE used to Exit from the window displayed and return to the menu at a
higher level menu.
• DELETE used to delete the last numerical value entered and not yet validat-
ed. It can also be used to delete line in certain auxiliary functions.
• PAUSE used to stop the change in progress when in generator mode.
• UP and DN keys used to change zones in a window and to decrease or in-
crease the generated pressures.
• 4 keys: UP, DN, LH and RH used to move the cursor in a menu.
• ? / EXEC used for obtaining information if there is an error message (M ?) or
for executing an order (EXEC).
• ENTER used to validate the current command or value.

The screen is made up of three main zones:

• A menu bar with three functions:
– Mode, Channel select status (Ps and Pt)
– Selection
– Menus associated with the different functions
• QFE display if operation in QFE mode is selected
• The permanent display of the following parameters:
– Ps, Pt, Qc, Hp, Vc and M and the status of the Ps and Pt channels.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 13
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

RF - Wattmeter (Thruline) Figure 18: Model 43 Thruline RF - Wattmeter

Purpose and application

The Model 43 THRULINE Wattmeter is an insertion type RF wattmeter, designed
to measure power flow and load match in 50-ohm coaxial transmission lines. It is
intended for use on CW, AM, FM, and TV modulation envelopes, but not pulsed
modes. The Model 43, when used in 50-ohm applications, has an insertion VSWR
of less than 1.05:1 up to a frequency of 1000 MHz. The meter is direct reading in
watts, expanded down scale for easy reading, and is graduated 25, 50, and 100
watts full scale. The power ranges used are determined by the Plug-In Elements,
which fall in six frequency band groups covering form 2 to 2200 MHz plus addition-
al special Elements in various power and frequency ranges.

Description
The Model 43 THRULINE, is a portable unit contained in a die cast aluminum
housing, with a formed metal enclosure on the back which is easily removed. In-
cluded with the unit is a leather carrying strap, four rubber shock feet on the base,
and four rubber bumpers on the back, which allow the Model 43 to stand or lie flat
when used.
A shielded cable connects the microammeter to the dc jack which is attached to
the side of the RF line section casting. This cable, nearly three feet long, permits
removal of the RF line section from the Wattmeter housing. Meter connections
may be maintained with any installations outside of the housing. This permits per-
manent additional installations to be made. See Section 3, INSTALLATION.
To make measurements, the cylindrical shaped Plug-In Element is inserted into
the line section socket and rotated against one stop.
These contacts make connection with the spring finger of the de jack only when
the Plug-In Element is in the precise forward or reverse position, and with the index
pin on the Element on the lower level of the line section castingface against its re-
spective stop.

Usage
The wattmeter will be connected with coax cables between the transmitter and the
associated aircraft antenna.
Different Plug-In elements for 25 W, 50W and 100W are used. The Arrow on the
Plug-In elements shows the direction of the RF-power, forward- or reflected power.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 14
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Antenna Line Tester Figure 19: Transmission Line Tester

Distance-To-Fault (DTF) is a performance verification and failure analysis tool for

antenna and transmission line service. It uses Frequency Domain Reflectometry
(FDR). FDR is a transmission line fault isolation technique which precisely identi-
fies signal path degradation for transmission lines. FDR technology is different
from traditional time domain reflectometry (TDR) techniques. The FDR technique
uses RF frequencies instead of TDR type DC pulses. FDR can locate RF faults,
not just DC open or short circuit conditions. This dual role of predicting future fail-
ure conditions and isolating existing problems makes DTF an important part of
service/maintenance planning.
DTF displays RF return loss or SWR data versus distance. The effects of poor con-
nections, damaged cables, or faulty antennas are quickly identified. Since DTF au-
tomatically accounts for attenuation versus distance, the display accurately
indicates the return loss of the antenna - allowing technicians to perform fault iso-
lation from ground level.
Many components can cause problems. Transmission lines are typically the most
common failure point in a communication system. Transmission lines are exposed
to worse environment, and will degrade over time. Lightning can sever a portion of
the antenna.
Each causes unwanted signal reflections. Poorly tightened connectors and poor
environmental seals are exacerbated by acid rain corrosion. Failures of transmis-
sion lines like: frayed, dented, open or shorted cables can be detected and locat- Figure 20: Principle of TDR
ed.
As transmission lines age, the number of service calls increases rapidly. With DTF
available, the root causes of RF problems can be identified. For example, connec-
tor corrosion can be detected early and weather seals replaced before moisture
destroys expensive cables. DTF finds these problems because the FDR technique
can accurately detect very small performance changes within the transmission
line.
Preventative maintenance has another set of benefits even more important than
cost. Quality is improved. Up time is maximized by preventing failures. Transmitter
performance is optimized by eliminating poorly performing components.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 15
PREPARED BY L.FESSAS
 Basic Maintenance
Training Manual
VOR, LOC, GP, Marker and VHF-COM Tester
The NAV-402AP is a bench and ramp test set designed to meet the electronic
functional test requirements of Category I, II, and III ILS Systems, Communication
(COMM), Navigation (NAV), and Marker (MKR) Systems.
The tester contains features to allow testing of sophisticated autopilot systems.
These features include: automatic LOC DDM (Difference in Depth of Modulation)
automatic sweep, two crystal controlled VOR frequencies; and two crystal control-
led, paired LOC and GS frequencies.
It is housed in a compact, portable case and includes a signal generator with a var-
iable attenuator which can be connected to the equipment under test by a radiated
signal from a self-contained antenna or by a coax line. It can be operated under
either crystal frequency control or in variable frequency mode in each band.
The RF generator can be modulated internally by a 1020 Hz Ident tone, Marker,
VHF Omnidirectional Range (VOR), Localizer (LOC) or Glide Slope (GS) tones, or
by an external signal.
Figure 21: NAV402AP Navigation/Communication - Radio Tester
Module 7 Maintenance Practices
7.4 Avionics General Test Equipment
Six-digit counter indicates the RF frequency of the signal generator on any band,
the frequency of a COMM transmitter under test, any external signal input from 1
MHz to at least 300 MHz, or the VOR bearing selected by Bearing Select Switch-
es.
RF power meter is built-in to measure COMM transmitter power from 0-10W or 0-
100W either peak or average power by selecting a switch position located on the
Front Panel. A COMM transmitter demodulation output permits viewing or listening
to COMM modulation.
Modulation Meter measures Signal Generator Percent of Modulation on any fre-
quency band from 0-30% or 0-100%. Front Panel controls permit quick setting of
modulation percentages.
A 90° bearing check monitor allows quick verification of basic VOR bearing from
the VOR demodulated signal.
A nickel-cadmium battery and built-in charging system permit completely portable
operation up to 2 hours continuous duty. Any time the set is plugged to an AC line,
the battery is being charged. In battery operation, an automatic timer turns the set
off after 6 to 10 minutes. The set can be recycled by pressing power switch to BAT
position.
PREPARED BY L.FESSAS
Cat: B1 7.4 - 16
 ATC Transponder / DME Tester Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

The ATC-600 is designed for ramp use and is

capable of exacting functional testof aircraft
transponder {XPDR) and distance measuring
equipment {DME) sys-tems.
The test set contains built-in signal generators and
modulators for XPDR and se-lected DME
frequencies. Its radio frequency {RF) output is
coupled to airborneequipment by a remote tripod
mounted antenna system. Functional bench testing
requires a 34 dB external attenuator and a three
foot coaxial cable between thetest set and the unit
under test.
The type of transponder
interrogation desired is selected
from Modes: A/C ALT aircraft
altitude and A/C Code aircraft
code.
The A/C ALT Mode displays the altitude code.
Figure 22: ATC-600 ATC-DME Tester with Antenna
The A/C CODE Mode displays the pilot’s code. Code pulses and numerical read-
out are displayed simultaneously in all modes.
FREQ/PWR Meter indicates peak RF power and the transmitter frequency of the
unit under test.
TXPDR% RPLY/DME PRF Meter indicates XPDR percent reply and DME interro-
gation pulse repetition frequency {PRF).
Interrogation Spacing Control allows precise checking of the XPDR input pulse de-
coder gate.
FRAMING Pulse Spacing Control allows checking of the F2 pulse width and its po-
sition relative to F1.
Front Panel Altitude ENCODER Input Connector allows altitude display from an
encoding altimeter without a transponder.
DME fixed range is variable from 0 to 399.0 NM
and velocity from 50 to 2400 knots.
X Channel (108.00 or 108.10 MHz paired channel) and
Y Channel (108.05 MHz paired channel) are provided.
An internal Ni/Cd battery permits ramp operation for over two hours. A built-in
charger functions when the set is connected to an ac line.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 17
PREPARED BY L.FESSAS
 Module 7 Maintenance Practices
7.4 Avionics General Test Equipment
ATC 601 / TCAS 201 - IFR (Aeroflex) Ramp test sets

Figure 23: Ramp Testers

ATC 601 (Left)

TCAS 201 (Right )

The Antenna (middle) is
identical for both testers
Freq: 1030 /1090 MHZ

The TCAS-201 Ramp Test Set provides three simulations:

• Active Mode C or Mode S Transponder transmits continually changing repliesto interrogations from a specific TCAS interrogator or unit under test.
• Mode C or Mode S Reply Generator transmits preset replies to interrogationsfrom a specific TCAS interrogator.
• TCAS Interrogator Monitor decodes information from interrogations receivedfrom any interrogator transmitting in the operating mode of the tester.
Interrogations are received on an RF carrier Signal at 1030 MHz, through the RFI/O Connector or ANTENNA Connector.
Scenario Test
The TCAS-201 simulates a moving mode C or mode S transponder when scenariotest is initiated. Once a second, the tester calculates a new position for the test.Using
range rate information from the Scenario Test Screen, the tester calculatesand implements a new reply delay for simulating the updated position.
Using the altitude rate from the Scenario Test Screen, the tester1 calculates newaltitude data for the next Mode C or Mode S reply. Screen edits are incorporatedat
any time during operation.
Reply Test
The TCAS-201 simulates a stationary Mode C or Mode S transponder (reply gen-erator) when Reply Test is initiated. The tester sets replies according to informa-tion
loaded into the applicable Reply Test Screen. Information is updated onlywhen edits are made to the Reply Test Screen.
Monitor
The TCAS-201 monitors the Whisper-Shout sequence in ATCRBS operation andinterrogations including the TCAS Broadcast in Mode S operation.
Power & Frequency
Power & Frequency is a cyclic program. The test transmits Mode S squitters start-ing with the address loaded in the Mode S Reply Test Screen.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 18
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Positioning of the Antenna The position of the test set is not too critical. For optimum results however, obsta-
For proper results the test set antenna must be ‘in sight’ of the ATC or TCAS an- cles must be located outside the main antenna lobe. Distance to the antenna must
tenna. The Mode-S transponders and the TCAS computer are connected to two be between 6 and 300 feet (1,8 to 90 meters). Signal strength is adjusted automat-
antennas, that both must be able to exchange valid signals, only one antenna may ically.
be checked at a time. Thus the antennas must be in the signal beam of the test set Figure 25: Avoiding of signal reflections
one by one. During testing the upper antenna, the lower one must be shielded. But
shielding the upper antenna during the lower antenna test is not so easy. Using
the aircraft fuselage as a barrier between the test set and the upper antenna
solves the problem.

Figure 24: Testing of upper and lower antenna

TCAS system test using TCAS-201 Ramp Test Set on a B737-400

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 19
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Portable Data Loader Figure 26: PDL Set

The Portable Data Loader (PDL) is a device used to load data bases and opera-
tional programs into an aircraft‘s Flight Management Computers and other avion-
ics subsystems. The PDL is designed to meet the requirements pertaining to the
portable version of the data loader listed in the ARINC Report 615.
The PDL is housed in an aluminium case and is designed to be lightweight and
rugged. The top of the case includes storage space for cables and disks and can
be removed during operation.
The front panel contains a backlit LCD display. four function push buttons and
three discrete LED annunciators to indicate power and status. The push button
function keys are not required for normal operation but provide optional functions
such as self test and disk directory information.
The PDL uses the 3.5 inch floppy storage media specified in ARINC Report 615.
Both high and low density MS DOS disks formatted for 1.44 MB and 720 KB ca-
pacity can be used.
Two cables are provided with the PDL The primary cable links the PDL to ARINC
615 high speed load devices and an adapter cable interfaces the PDL to ARINC
603 devices.
The PDL contains two independent ARINC 429 serial bus transmitters and four in-
dependent receivers, each capable of either high speed (100 Kbits/second) or low
speed (12.5 Kbits/second) operation. An RS232 serial bus interface is available
through the J1 connector or through a separate 'D' type connector.
ARINC Report 615 is a commercial aircraft bus specification defining loading pro-
tocols. The specification includes the use of a high speed ARINC 429 bus and au-
tomatic protocol for up loading and down loading data to and from avionics
devices.
ARINC Report 615 allows provisions for various loading methods but defines cer-
tain protocol that require Iittle operator intervention. In most cases, the operator is
only required to turn the unit on and install the floppy disk containing the data files.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 20
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Operation Overview Figure 27: PDL Front view and Connection-Cables

Displays and Annunciators

The data loader contains a liquid crystal display (LCD), 1 line by 20 characters.
The display is used to prompt the operator, provide load status information, identify
errors and to facilitate support functions such as selecting load files and initiating
self test.
Three annunciators are used to indicate the PDL status and can be monitored from
a distance.
POWER ON: This green annunciator is turned on whenever power is applied to
the unit.
READY: This green annunciator is turned on to indicate the PDL has found a use-
able disk and is processing the CONFIG.LDR file on the floppy disk. The annunci-
ator will be turned off only if the data loader has completed all bus transactions
required for the load process. At turn-on this annunciator is flashed on and off dur-
ing the heating phase, if required.
FAlL: This red annunciator is turned on when a failure is detected during the turn-
on test, during the operator initiated self test, or following a load transfer failure.
The annunciator is reset if the self test is performed and no errors are detected.

Push Button Operation

The data loader contains four momentary contact push buttons. They are enabled
by pushing down until an audible click is heard. The push buttons have protective
caps installed on them for environmental considerations.
FILES: Pressing this button causes the directory to be read from the floppy disk
and the first file name to be displayed. A number indicating the total number of files
on the disk is also displayed. Subsequent button activation will cycle the display
through each of the file names in the directory. The FILE button is only active when
the data loader is not involved in a data transfer.
LOAD: This button is not used in normal operations and pressing it during a load
operation will have no effect. It use is reserved for initiating the POLL ID function.
ABORT: This button terminates any activity that is pending or in progress. The
data loader is returned to the state just prior to the last activity.
TEST: This button commands the data loader to perform a self test.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 21
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Mass Storage Device and Ethernet capability Notes:

An optional build in mass memory (80 Mbyte solid state Flash Memory eliminates
the use of floppy disks at every aircraft. An ethernet interface will allow the mass
storage device in the PDL to be updated from the next described PMAT 2000
(Portable Maintenance Access Terminal).

Features
• Library of Loadable Software Airplane Parts on a
Mass Storage Device (80Mbyte Solid State Memory).
• Capable of supporting loadable software for an entire fleet.
• Interface to PMAT 2000 via Ethernet link for fast transfer to libraries.
• Provide user with the ability to select airplane loads by aircraft type,
tail number, LRU type, or software part number.
• Updating and storage/editing capability via Loadstar.

Benefits
• Eliminates need to use floppy disks at the flight line.
• Load times will be reduced for large loads that require multiple disks
(no swapping required by operator).
• Future updates of PDL operational program performed in the field
no EPROM's need to be swapped.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 22
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Portable Maintenance Access Terminal Figure 28: PMAT Rear and Top view

The PMAT 2000 is the perfect “on-the-spot” cost effective solution for all onboard
electronic aircraft maintenance, service, and data loading applications. Capable of
over 5 hours of portable operation on a single battery charge, this unit combines
integrated electronic maintenance manuals, wiring diagrams, Fault Isolation Man-
uals, on board fault code access, hard drive based ARINC 615 data loading, and
a variety of custom applications in a single, easy-to-use tool.

The primary functions of the PMAT 2000 are:

• Maintenance Control Display Panel (MCDP)
Remote Panel. Allows the user to perform maintenance data functions and
ground tests on B757/767 in the cockpit;
• ARINC 615 Portable Data Loading
Allows data loading functions between the PMAT 2000 and ARINC 615 Load-
able Systems;
• Hard Drive Library Maintenance Utility (Archived Data)
Allows the user to perform file management on PMAT 2000 hard drive;
• Supports Digital Maintenance Manuals
The PMAT 2000 is compatible with a variety of Digital Documentation pack-
ages such as Boeing PMA, JOUVE (AirGTI, Pinpoint, CAATS), Jeppesen,
etc. which provide Airplane Maintenance Manuals, Fault Isolation manuals,
IPC, and others;
• LoadStar Loadable Software Library Configuration Management
For B777's PMAT and other ARING 615 Software Allows users quick access
to the B777 PMAT Mass Storage Device(MSD), Tecstar Demo Systems' PDL/
MSD, and performs loadable software configuration control for ARINC 615
Portable Data Loading;
• B777 Maintenance Access Terminal (MAT) HDD Loading Support
Supports Aircraft Data Report Analysis Systems (ADRAS) PMAT 2000 is
compatible with Honeywell (formerly owned by Allied Signal)'s ADRAS, which
allows users to view and analyze downloaded data.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 23
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

System Description Figure 29: PMAT Display showing Main Menu

The PMAT 2000 runs the Microsoft Windows NT 4.0 operating system, offering the
user a simple, familiar, and secure interface. Its computer system contains a 233
MHz Pentium Processor (upgradable to Pentium II 350 MHz or Pentium III 500
MHz) with 64 MB of RAM (upgradable to 256 MB) and the following hardware in-
terfaces:
• ARINC 429, 615 and 615A Ethernet interface
• Discrete I/0 interface
• 10/100 base T Ethernet interface
• Two PCMCIA Type III slot (one external)
• One RS232/RS422 serial port
• Floppy drive
• 12 GB IDE hard drive (optional 20GB)
• Lithium-ion five-hour battery (2)
• Internal battery charger
• Wireless data link option.
The PMAT 2000 has the following controls, displays, and special features:
• 75 key sealed keyboard with cursor directional buttons
• Sealed mouse pointer with two execution buttons
• 14.1" sunlight readable colour display (LCD) 1024 X 768 resolution
• Shatterproof, scratch-proof display glass cover
• ON/OFF switch
• Power fault, and temperature annunciators. Battery Status
• Two handles.
Additional operating and environment features of the PMAT 2000 are:
Size 13.5 inches X 13 inches X 2.5 inches Weight approximately 10 pounds Op-
erating Temperature -10C to +55C Ground Survival Temperature -50°C to +70°C
Skydrol, weather, and solvent proof.
The PMAT 2000 is designed to operate from:
115VAC - 250VAC, 5OHz - 40OHz, via the PMAT 2000 AC Power/Ethernet cable
(P/N 80035) or from internal 11-34 VDC batteries.

Main Menu
The main menu is displayed after boot up. The main menu is the default display.
The user can select any function from the main menu. The available functions are
shown on the figure below.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 24
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

ARINC 429 Micro DITS Reader Figure 30: Micro DITS Reader

Today aircraft avionics system is using the Digital Information Transfer System
(DITS) like ARIN429, ARINC 571 and ARINC 629. Common of all this buses is that
the data transfer from one unit to the other units occurs over two wires in serial for-
mat.
To verify that the desired data is correct the Micro-DITS Tester can be used in line
maintenance and avionics workshop. For example M56BAM SFENA/SEXTANT.
It is used for checking 32-bit serial transmissions.
After selecting the Label and Identifier, any of the display modes may be chosen
by means of the Keyboard.
Connections
Decoded Display
• Line Voltage 115 VAC 400 Hz or 230 VAC 50 Hz or internal battery.
• Display of the information corresponding to the selected Label in hexadecimal
• Signal to be verified at connections A and B between 5 - 6.5 Volt 200 KOhm.
or data value.
• Display of Sign/Status Matrix (SSM) and Source Destination Identifier (SDI). Binary Display
• Display of update interval and Message Parity. • Display of 32-bit word in real time.
• Display and storage of a word transmitted once only. (Snapshot)

On the right picture:

A modern DITS analyzer with
the ability of analog reading the
signals with an adaptor
attached on an Oscilloscope.

https://www.youtube.com/watch
?v=gSSStJkH8cE
ARINC 429 serial triggering and
decode.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 25
PREPARED BY L.FESSAS
Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.4 Avionics General Test Equipment

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.4 - 26
PREPARED BY L.FESSAS