MZTech fe Sera etry Technical Training AsHLR.S. {INTRODUCTION The Attitude and Heading Reference System (AHRS) measures the aircraft's pitch angle, roll angle and heading. The AHRS gives this information to other systems that use the information to give visual indications or to make calculations. The AHRS uses accelerometers and rate gyros to measure aircraft attitude and movements and a flux valve to measure magnetic heading. The system has two aain modes of operation, the alignment mode and the normal mode. In the alignmeht mode the AHRS measures the initial attitude with the accelerometers and puts this attitude in a memory. In the normal mode the gyros/measure movements about the aircraft's axes. The accelerometers now measure long term disturbanc The AHRS uses these signals to keep the attitude information in the memory up to date. The accelerometers and gyros in the AHRS are rigidly connected to the housing of the ARS. This makes the ARS 4 "strapdown’ system. HRS PRINCIPLE a tanec (ELD RECTION ‘Sensor unit ‘P= Down ean) comemnen Ko ‘awa out parce Ler RIGHT AcEERONETERS| Tidy ol ae sous | xy Pree MEMORY | HERG 50 AF/AV JUNE 1991 —ona Sars ReooHY MgTech Technical Training DESCRIPTION There are two independent AHRS systems in the aircraft. Each system has: - an Attitude and Heading Reference Unit (AHRU) 460800 - 32 - 30 = a Magnetic Sensor Unit (MSU) 2590419 - 901 = a Remote Magnetic Compensator Unit (RMCU) 461985 - 03 = a Compass Control Unit (CCU) 461995 - 02. Bach AHRS gives the following outputs to other aircraft systems: = pitch and roll attitude (4 outputs) = magnetic heading (3 outpute) = yaw rate (1 output) = up-down accéleration (1 output) = ARINC 429 (3 outputs) The AMRS gives visual indications on the primary flight display and navigation display of the EFIS and on the RMI. The AHRS slso gives information to: = the weather radar for antenna stabilization = the flight data recorder = the ADF for magnetic bearing calculation = the AFCS 50 AE/AV JONE 1991 oosates Tsay YL M$TechM$Tech Technical Training ind Recognition/Identification ess/Zone & Component Ace 026 P50 AF/AV JUNE 1991MgTech Technical Training Hae Stns Toco : teat, The interface wiring test works when the AHRS TEST 1-2 switch is in the 1 or 2 position and the aircraft is on the ground. The ABRU under test now makes an output signal that gives you the possibility to check the aircraft wiring between the AHRU and the other aircraft systems. For this purpose the following outputs are made by the AHRU: = Pitch angle 5. degrees up = Roll angle 45 degrees right ~ Heading 15 degrees ~ Rate of turn 10 degrees/second = Vertical acceleration 0.1 g = Platform heading 22.5 degree! = Attitude valid output valid < Heading valid output valid = AHRS WARNING output invalid = NORM MODE output. off (magnetic indicator black) ‘The interface wiring test does not test the internal operation of the ASRU. The monitor circuits (paragraph 3.5) in the AHRU continuously test the internal operation of the AERU. Maintenance Practices The RMCU's in the electrical power center make compensation of the MSU's easier. You can make corrections for magnetic disturbances (quadrantal errors) with two screwdriver adjustments on the RMCU's. You can measure the amount of the correction with a voltmeter that you can connect to the terminals on the RMCU. The placards show the voltmeter readings that indicate the amount of the corrections. Jo. wot renord Whe “amv ties thn ebcczie€ Wetore ayo wisels stand atti. Puts peavente dewoge to the ayroves Because the AHRU’s ere not in the avionics-rack they have their own cooling fan. If this fan fails, @ flow detector switches the white COOL FAN INOP Light on the overhead panel on. If the PANEL PWR switch on the maintenance and test panel is on, the AHRS FAN FAULT magnetic indicator shows white ‘The white COOL FAN INOP light also comes on if there is an EFIS or an avionics-rack cooling-fan failure. 50 AF/AV UNE 1991 027MTech Technical Training Ft Maye Seater Tcnnobogy AHRS cooling-system indications MAINTENANCE AND TEST PANEL sauce | | tie SYSTEH sree See || am F50 AF/AV ONE 1991 028MTech Technical Training i. May Stirs Tocrtoay STBY HORTZON ‘50 AF/AV UNE 1991 029MgTech Technical Training oe entra ‘INTRODUCTION The standby horizon indicator gives a stable reference for pitch and roll It gets the reference froma gyro ineide the indicator. The pilots use the system when either the main attitude reference systems fail or in the event of an electrical power failure. The system can operate without any electrical power input from the aircraft's normal supply. For this condition the standby horizon system hae fan emergency power supply unit DESCRIPTION ‘The standby horizon system has the following componente: ii standby horizon indicator © an Energency Power Supply Unit (EPSU) = a fault annunciator on the maintenance and test panel 28 V DC from the emergency bus goes to the emergency power supply unit. This EPSU supplies the standby horizon indictor. Switches on the fuel levers switch the standby horizon indicator ON or OFF. The lighting power and lighting control come from instrument and control panel lighting Gav 00) EME EMERGENCY Mawr nance] ower | EAuur JAM SUPPLY bn est Pine FUEL LEVERS| e ‘STANDBY HORIZON INDICATOR P50 AF/AV JUNE 1991 030Technical Training M$Tech a a sugu evens erey_woRtZOe IND an tee nro OO mart @ eo 2 a 2 BATTERY PACK \ P50 AF/AV JUNE, 191 031MTech ua Sgn eralay OPERATION The power for the standby horizon indicator is 28 V DC which comes from the Emergency Power Supply Unit. The system is in operation when the batteries ON/OFF toggle switch is in the ON position. Standby Horizon Indicator on the standby hozizon indicator you find: = an attitude sphere = pitch and roll marks = pitch and roll indics = a cage knob = an inoperative fleg. In the standby horizon indicator ie an inverter that changes the 28 v Dc input power to 115 V AC. This 115 V AC ie the operating power for the gyro rotor. The gyro in the standby horizon indictor gives stable attitude information. To give reliable stable attitude information the gyro must have sufficient speed and the gyro axis must be vertical. Once power is availeble the gyro starts to spin-up to its operating speed which is 23,000 rpm. Within 3 minutes after initial switch on, the gyro hae the correct speed. To bring the gyro axis to the vertical position you must pull the cage knob on the right hand bottom side of the instrument. An automatic erection circuit holds the gyro axis in the vertical position during flight. The automatic erection circuit disables at pitch/roll angles of more than 9°. This because the forces to keep the gyro axis vertical are too high at these pitch/roll angles. When the automatic erection circuit disables, the pilots mist use the cage knob to bring the gyro quickly back to the vertical position. NOTE: To prevent damage to the gyro bearings, pull the cage knob gently and do not pull it shortly after switch on. The normal Lighting power for the indicator lights comes from a dining unit. The Lighting power control comes from the captain's instrument and panel Lighting (see chapter 33-14). Tf the normal supply is not available, a relay in the indicator de-energites and lighting power then cones from an internal transformer. The static inverter in the indicator supplies the transformer. Indicator Monitoring The inoperative flag ié in vléw when the gyro speed is less than 18,000 rpm or when no power ie available for the indicator. P50 AF/AV JUNE 1991 ps2Technical Training Fe aya Satire Tecretony Standby horizon indicator INOPERATIVE FLAG PITCH HARKS: CAGE KNOB ATTITUDE SPHERE Standby horizon indicator block diagram 100-34 09 es on UGHTS F50 AF/AV =i 033M4 Tech os Sars Woy Technical Trai 4 MAINTENANCE INFORMATION The battery pack: needs recondition/inspection cycles in a workshop, in accordance with the maintenance schedule. When you remove the standby horizon indicator from the instrument panel, you should not do this with a running gyro. The gyro has « run-down period Of at least 9 minutes after it ie awitched off. Fault Monitoring There are 2 fault indicationg of the standby horizon system, which are: = the inoperative flag in the indicator. See chapter 3.2 -s fault annunciator on the maintenance and test panel. This annunciator is a magnetic indicator which changes from black to white if any of the fault conditions in the EPSU exciste. See chapter 3.5 for the fault conditions. You must switch on the power for the maintenance and test panel to monitor the magnetic indicator. FUEL LEVERS] [Switeh the poser For the stand Inorizer maeator [oN OFF [NOPERATIVE FLAG ones In view when! -ayr0 speed-18,000 ran] jouer Syatable AGE nO it genlty To beng Te] ro tothe vertical Position PSO AF/aV SONE 1991 034