It is large , 9 meg . So the link is here
Some notes from Duncan Intelligence
Every day, I received phone calls and emails from operators with questions about their avionics units or systems. Keep reading to find the answers to a recent question.
I am having a problem with my APS-80 autopilot. It is disengaging during change of attitude i.e. during climbing or descent. We have checked the APC and it is okay. What else should we check?
There are several possibilities causing this failure.
1) The APA-80 has torque limiting monitor circuitry that can cause a disconnect if it is starting to get out of tolerance. This will typically fail when a significant pitch change is initiated. You can isolate this by swapping out or substituting another APA.
2) There are also two accelerometers NAC-80 that both feed the APA for hard over monitoring. If one of them gets out of tolerance to where it outputs a signal indicating a “hard over” condition and the other one is not, that will also disconnect the autopilot.
One thing to look for is if the #1 NAC is also feeding the pilot’s Flight Director Computer for signal conditioning of the vertical signal in altitude hold mode. This will sometimes show up as erratic Vbar jitter or pitch command when in alt hold mode.
Likewise, if the system has dual Flight Directors installed, the # 2 NAC-80 feeds the co-pilot’s Flight Director for the same purpose.
Hope this helps.
Astra1125 paper troubleshooting book,Apps 80 engage logic
Aircraft is out of trim at AP disengage, so that means it is a trim problem, not a indication problem.
from “OldAutopilots” cd
In aircraft types that do not provide a horizontal trim rate feedback signal, the APC trim
command + output voltages are fed back into the APC trim rate input ports, and the trim system
is assumed to move when commanded. If the pitch trim system does not move when commanded, the problem will soon be apparent to the crew, because a continuous mistrim
annunciation will result.
The APC-80 contains trim monitoring circuits to determine that the trim circuits and trim system
is responding correctly. The monitors detect opposed trim, inoperative trim, or trim motion in the
wrong direction. The trim monitor provides two trim fail outputs, A and B. Each controls an
external relay, either of which removes power to the trim circuits in the APC and illuminates a
trim fail annunciator. Trim failure annunciations are latching and require correcting the problem
Right side of the page.
Check 4 diodes, check trimrun relay
Check Hstab trim time stop too stop.
It is the APC that generates the trim fail, not the APA.
????how does the Main servo tell “out of trim” force….??motor current????
Change FAA registration number to N716BH(?).
Change painted number on fuselage.
Fabricate placards for cockpit.
Strap change ELT to new ICAO number.
Send ELT to be reconfigured for new N Number.
Assure life raft ELT’s are registered properly.
Strap Transponders to new ICAO
Change N Number in FMS setup page(?).
Assure AFIS is configured for new N Number or deactivate AFIS.
Change N Number at EFIS maintenance screens. (NA for Primus 2000)
Verify Airshow does not display old N Number.
Update Camp registration.
Verify RVSM manual does not require update.
The spade must be less that .020 inch thick.
After it all settled out, the actual problem was a Radar Graphics Adapter that failed with heat:
Wxp850a control panel pn 622-8393-003 sn257
Gulfstream Mineapolis drawngs of the EGPWS installation
GDASCWB13490002R___ This is the correct one, after much hassle
This a disk of old IAI EO’s
EO_LD—25W810104E002_B_004_01 EO_WD—25W129213_-_002_01 EO_WD—25W129304_B_004_01 EO_WD—25W129304_C_005_01 EO_WD—25W129304_D_006_01 EO_WD—25W129414_-_002_01 EO_WD—25W129503_-_002_01 EO_WD—25W129602_-_002_01 EO_WD—25W129705_A_003_01 EO_WD—25W129705_B_004_01 EO_WD—25W129705_C_005_01 EO_WD—25W129705_D_006_01
Here is the YouTube of the WXA350A failing when warm
SEA Avionics Rad Alt, this may be for a RT-300
MKV EGPWS Interface Control Document
ALT 55 Radio Altimeter
Single or dual ALT 55 analog altimeter interfaces are supported. The signal format is as follows.
Scale: For Radio Altitude <= 500 feet:
Volts DC = (0.02 × Feet) + 0.4
Scale: For Radio Altitude > 500 feet:
Volts DC = 0.003(Feet – 500) + 10.4
Range: -20 to 2500 feet AGL
Valid range is > -12 feet AGL. If adjustable, the on ground voltage should be set to between +0.2 and +0.3 VDC.
Apparently, i am the last avionics technician on the face of the earth that did not know what “Altitude Rings” are.
Here is the Honeywell training Blah Blah :
Altitude rings Its a PPT
Altitude rings Or here for a PDF.
It is a arc shaped return that results from the radar bouncing off of the top of the radome when the tilt is all the way up.
How do you explain the difference between LAFCS-RAFCS and COUPLED LEFT, COUPLED RIGHT?
Here is a few pointers on ENGAGE logic from a Honeywell quick troubleshooting guide (my comments in red):
SPZ-8000 Autopilot Engage Logic
What is needed to satisfy the engage mode:
Stall warning not active (2 on the 900)
TCS P/B not pushed
YD Quick-disconnect P/B not pushed
AP Quick-disconnect P/B not pushed
Go-around P/B not pushed
Manual Trim not active (Also, Emergency trrim in the pedistal on the 900)
Ground Engage Inhibit not active (no WOW engage allowed on the 900)
Servo Power Valid
What takes place when the A/P is engaged:
The FZ-800 is allowed to control the servos.
What components are part of the engage command:
YD Quick-disconnect P/B
AP Quick-disconnect P/B
Manual Trim P/B
What is need to satisfy the disengage mode:
To have any of the engage signals change state.
What takes place when the A/P is disengaged:
The FZ-800 is not allowed to control the servos.
What components are part of the disengage command:
Same as engage.