25 Equipment & furnishings

 

TTP	B1-L3	ATA 25
Beech 90 Series	B2-L1	Equipment and furnishings

25 EQUIPMENT/FURNISHINGS 

-00 General 

-10 Flight Compartment 

-20 Passenger Compartment 

-30 Galley 

-40 Lavatories 

-50 Additional Compartments 

-60 Emergency 

-70 Available 

-80 Insulation

Flight and passenger seat attach fittings - Seat attach fittings in both the cockpit and the cabin are in constant use and must be monitored for excessive wear.

Emergency locator transmitter (ELT) - The emergency locator transmitter is considered a critical item and must always be fully functional.

FLIGHT COMPARTMENT SEAT ATTACH FITTINGS

As the seat attach fittings wear with use, their strength is reduced. Excessive wear of the seat attach fittings may cause the crew seat to become unstable. 

 

Replace the lock pin if the diameter of the pin engagement into the seat track is less than the minimum dimension. Check each seat support channel for wear. Replace the seat support channel if any measurement is less than the minimum. Inspect the entire length of each seat track for corrosion and repair or replace as necessary.

Passenger Seat Track Wear Limits

 

Wear limits for the seat tracks have been established to determine when replacement is necessary. These wear limits are checked at periodic specified intervals. Maximum wear limits have been established for the seat track. Replacement of a worn seat track must be accomplished if any wear limit is exceeded. Inspect the entire length of each seat track for wear. If goug- ing or chaffing is present and the depth and width does not exceed the limits, remove any sharp edges using aluminum oxide sandpaper and apply Alodine on any exposed surface. A slight gouge in the forward and aft direction of the upper seat track surface caused by the lock pin while sliding the crew seat, is not detrimental to the operation of the seat provided the gouge does not exceed wear limits. Do not sand any deeper than the initial gouge or chafe. Inspect the entire length of each seat track for corrosion and repair or replace as necessary.

The seat track must be replaced if wear limits are exceeded. 

ARTEX 110-4 EMERGENCY LOCATOR TRANSMITTER

 

DESCRIPTION

 

The Artex 110-4 emergency locator transmitter (ELT) system automatically activates during a crash and transmits a sweeping tone on 121.5 and 243.0 MHz to aid in the location of the crashed aircraft. The 110-4 ELT is designed to meet the requirements of TSO C91a. The system consists of the ELT transmitter, in the aft fuselage area, an antenna on the aft fuselage, and a remote switch with a yellow transmit light, on the left cockpit sidewall next to the outside air temperature (OAT) gage.

 

 COMPONENTS

 

Emergency Locator Transmitter

 

The ELT 110-406 unit is a microprocessor- controlled internal battery-powered transmitter activated by an internal G-switch, by a switch on the ELT unit, or a remote switch input.

 The microprocessor controls all ELT functions (ON–OFF, modulation, and RESET). The transmitter  operates  simultaneously  on  121.5  and 243.0 MHz. The carrier is amplitude modulated with an audio frequency sweeping downward within the range of 1,600 to 300 Hz. The sweep repetition rate is between two and four Hz. The power output is between 100mW and 50mW over the 50-hour operating period.

 The G-switch or crash force activation sensor activates with a change of velocity of 3.5 fps, ±

0.5 fps in the fore aft axis.

 

The ON–OFF switch, on the connector end of the ELT, activates the ELT transmitter and resets the ELT to arm after activation. This switch cannot be positioned to prevent the automatic activation of the ELT transmitter. An ON light, on the connector end of the ELT, indicates when the ELT transmitter is active.

The ELT battery pack consists of six 1.5-VDC, D-size, alkaline-manganese dioxide cells connected in series. Fresh battery pack voltage is 9.5 volts with a life of 26 months.

 The ELT is housed in a high-impact, fire-resistant, Lexan plastic housing and installed in a mounting tray with an end cap to hold the two tray halves together.

 

 CONTROLS AND INDICATIONS ELT Remote Switch Panel

SNs LJ-819 Thru LJ-901; LW-317 Thru LW-333 and Earlier Aircraft With Kit No. 101-3039-1 Installed

The remote switch panel consists of a lever lock switch labeled ARM–ON, a yellow transmit light, and an edge lit panel. The switch is lever locked in the ARM and the ON positions. This switch cannot be  positioned  to  prevent  the  automatic activation of the ELT transmitter. The transmit light is wired to the aircraft hot battery bus. The edge lit panel is controlled by the side panel rheostat on the overhead panel.

 To turn on the ELT transmitter, move the ON–OFF switch to the ON position. To reset the ELT after accidental activation, move the switch to the ON position and then back to OFF. This switch also activates the ELT transmitter when it is removed from the aircraft and is in the OFF position for normal operation.

 The remote ARM–ON switch turns the ELT transmitter on by moving it to the ON position. To reset the ELT after accidental activation, move the switch to the ON position and then back to ARM. Normal switch position is the ARM position.

 Neither the OFF–ON on the ELT, or the remote ARM–ON cockpit switch, can be positioned to prevent the G-switch activation of the ELT transmitter when installed in the aircraft.

 When the ELT transmitter is active, the transmit light on the remote panel flashes to indicate ELT operation. The transmit light on the ELT flashes when the ELT is transmitting.

OPERATION

 

The ELT transmitter can be activated by one of the following:

•  G-switch

•  ON–OFF switch on the ELT

•  Remote cockpit switch

 

When the ELT is removed from the aircraft, the G-switch is disabled to prevent accidental activa- tion of the ELT that could be caused by dropping, rough handling, or shipment. When connecting the  molex  electrical  connector  while  the  ELT is installed in the aircraft, jumpers pins 5 and 8 enable the G-switch.

 

 DIAGNOSTICS

 

Installed ELT Transmitter Test

Perform  the  transmitter  tests  by  activating  the ELT and listening on 121.5 MHz.

 

1.   Ensure the main aircraft battery is installed and connected to the hot battery bus.

 

2.   Tune a VHF receiver to 121.5 MHz.

 

3.   Turn the ELT remote cockpit switch to the ON position, wait for three sweeps on the receiver  (approximately  one  second),  and turn the switch back to ARM.

 

4.   To  pass  the  test,  you  must  hear  the  three sweeps and see the front panel light immediately begin to flash continuously.

 During the first seconds of operation, the microprocessor in the ELT checks the G-switch (automatic  activation  switch)  latching  circuit (pins 5 and 8 on the tray connector). If there is a problem, the processor does not immediately turn on the cockpit light during those first few sweeps, which indicates the unit is not working properly. For example, if the jumper between pins 5 and 8 was not installed or was open, the cockpit light would flash momentarily upon ELT activation then stay off for approximately three seconds before it begins to flash continuously.

Signal Flows

 

The ELT is a self-contained unit and does not require any external power input for its operation. When the ELT is transmitting, the RF signal is sent to the ELT antenna via a coax cable.

 The cockpit remote switch annunciator panel can be used to activate, reset, and monitor the ELT transmitter.

 The remote  switch wiring between the remote switch and the ELT is designed so no combination of short circuits between the remote switch, monitor, associated wiring, and the airframe ground will:

 

•  Inhibit the equipment from being automat- ically activated.

 

•  Deactivate   the  ELT  after  it  has  been activated.

•  Result  in  additional  power  drain  on  the ELT battery.

 

When the  ELT  transmitter  is active,  a ground is applied by the ELT to the transmit light light emitting diode (LED). This LED is powered from the hot battery bus from the NAV MEMORY CB for B200 aircraft and the GND COMM CB for B300 aircraft. An additional inline fuse for the ELT transmit LED power is behind the left cock- pit sidewall.

 

The G-switch jumper enables the G-switch.

Maintenance Considerations

 

Maintenance of the ELT consists of inspections and operational tests as required by the maintenance program and/or regulatory authorities.

 The ELT battery is a life-limited item and requires replacement for the following reasons :

•  After use in an emergency

 

•  After an inadvertent activation of unknown duration

 

•  When the total of all known transmissions exceeds one hour

 

•  On or before the two-year battery replacement (expiration) date

 For optimum performance, it is also recommended the battery be replaced if the voltage under load is less than 9.0 VDC. The battery expiration date label can be found on the outside of the ELT.

 When carrying out the G-switch test a football throw method can be used. The ELT molex connector pins 5 and 8 must be jumpered for the ELT to be activated by the G-switch. The football throw is a rapid forward (throwing) motion, of the ELT in the direction of the arrow, followed by a rapid reversing action.

ARTEX 110-406

EMERGENCY LOCATOR TRANSMITTER

 

LJ-1404 and After and Prior Earlier Aircraft With Kit No. 90-3402-1 or -3 Installed

 

Description

 

The ARTEX 110-406 Emergency Locator Trans- mitter (ELT) automatically activates during a crash and transmit  a  sweeping tone on 121.5, 243.0 MHz, and a digital message on 406.025 MHz to aid in the location of the crashed aircraft. The ELT is a third generation ELT designed to meet the requirements of TSO C126. The system consists of the ELT transmitter, in the aft fuselage area, an antenna on the aft fuselage, a buzzer, next to the ELT, and a remote switch with a yellow transmit light, on the left cockpit sidewall next to the OAT gage.

Components

 

Emergency Locator Transmitter

The ELT 110-406 unit is a microprocessor- controlled, internal battery-powered transmitter that can be activated by an internal G-switch, by a switch on the ELT unit, or a remote switch input.

 The microprocessor controls all the ELT functions (ON–OFF, modulation, and RESET). 

The  transmitter  is  divided  into  two  modules 121.5/243.0 MHz module and the 406.025 MHz module. The  121.5/243.0  MHz  module  of  the transmitter is nearly identical to that of the ELT

110-4 unit. An additional module is installed to give the ELT its 406.025 MHz transmission capabilities, with the top circuit board containing the microprocessor that controls the 406.025 MHz module. The 121.5/243.0 MHz module operates simultaneously on 121.5 and 243.0 MHz.

The carrier  is  amplitude-modulated  with  an  audio frequency sweeping downward within the range of 1,600 to 300 Hz. The sweep repetition rate is between 2 and 4 Hz. The power output is between 200mW and 100mW.

The 406.025 MHz module turns and transmits every 50 seconds for 440 milliseconds (short message protocol). During that time an encoded digital  message  is  sent  to  a  satellite  network. The transmitter power is five watts with a modu- lation that is phase modulated and classified as

16KOG1D. The information in the message sent to the satellite is programmed at the factory and contains the following information:

•  Serial number of the transmitter

•  Country  code  number  (three-digit  code Maritime Identification Number)

•  I.D. code (unique to each ELT)

The 406.025 MHz transmitter operates for 24 hours and then shuts down automatically. The

121.5/243.0 MHz transmitter continues to operate until the unit has exhausted the battery power, which typically is at least 72 hours.

 One of the advantages of the 406.025 MHz transmitter is it produces a much more accurate position, typically 1 to 2 kilometers as compared to 15 to 20 kilometers for 121.5/243.0 MHz transmitters. Once the ELT is activated, the 406.025 MHz signal is detected from the satellite, and a position is calculated;  the  121.5/243.0 MHz transmissions are used to home in on the crash site.

The decoded digital message information allows the search and rescue authorities to contact the owner/operator of the aircraft through information stored in a database. Information contained in the database that may be useful in the event of a crash is:

•  Type of aircraft

•  Address of owner

•  Telephone number of owner

•  Aircraft registration number

•  Alternate emergency contact

 

Because aircraft communication radios are not capable of receiving 406.025 MHz transmis- sions, the only method of monitoring the ELT is the blinking cockpit light, the buzzer, or the 121.5/243.0 MHz transmissions which may be monitored on the aircraft communication trans- ceiver. The buzzer is powered by the ELT battery, sounds at predetermined intervals, and runs for shorter periods towards the end of the battery life. It is used to locate an operating ELT by the sound coming from the tail section of the aircraft.

 

The ELT battery pack consists of four D-size lithium manganese dioxide cells connected in series. To prevent the cells from being charged, diodes are connected across each cell and fuses are connected to the output. Fresh battery pack voltage is 12 volts with a life of five years.

 The G-switch or crash force activation sensor activates with a change of velocity of 3.5 fps, ± 0.5 fps in the fore aft axis.

 

 Controls and Indications

 

ELT Remote Switch Panel

The remote switch panel consists of a lever lock switch labeled ARM–ON, a yellow transmit light, and an edge lit panel. The switch is lever locked in the ARM and the ON positions. This switch cannot be  positioned  to  prevent  the  automatic activation of the ELT transmitter. The transmit light is wired to the aircraft hot battery bus and the edge lit panel is controlled by the side panel rheostat on the overhead panel.

The ON–OFF switch is on the connector end of the ELT. It can be used to activate the ELT trans- mitter and reset the ELT to arm after activation. This switch cannot be positioned to prevent the automatic activation of the ELT transmitter. An ON light is on the connector end of the ELT and indicates when the ELT transmitter is active.

 The ELT is housed in a high-impact, fire resistant, polycarbonate plastic housing and installed in a mounting tray with an end cap to hold the two tray halves together.

Operation

The ELT transmitter can be activated by the following:

•  G-switch

•  ON–OFF switch on the ELT

•  Remote cockpit switch

 

When the ELT is removed from the aircraft, the G-switch is disabled to prevent accidental activation of the ELT that could be caused by dropping, rough handling or shipment. When connecting the molex electrical connector while the ELT is installed in the aircraft, jumpers pins 5 and 8 enable the G-switch.

 To turn on the ELT transmitter, move the ON–OFF switch to the ON position. To reset the ELT after accidental activation, move the switch to the ON position and then back to OFF. This switch also activates the ELT transmitter when it is removed from the aircraft and is in the OFF position for normal operation.

 The remote ARM–ON switch turns the ELT transmitter on by moving it to the ON position. To reset the ELT after accidental activation, move the switch to the ON position and then back to ARM. Normal switch position is the ARM position.

 Neither the OFF–ON on the ELT, or the remote ARM–ON cockpit switch, can be positioned to prevent G-switch activation of the ELT transmitter when installed in the aircraft.

 When the ELT transmitter  is active, the transmit light on the remote panel flashes to indicate ELT operation. The transmit  light on the ELT flashes and the buzzer sounds when the ELT is transmitting.

Diagnostics

 

Installed ELT Transmitter Test

Perform  the  transmitter  tests  by  activating  the ELT and listening on 121.5 MHz.

 

1.   Ensure the main aircraft battery is installed and connected to the hot battery bus.

 

2.   Tune a VHF receiver to 121.5 MHz.

 

3.   Turn the ELT remote cockpit switch to the ON position, wait for three sweeps on the receiver  (approximately  one  second),  and turn the switch back to ARM.

 

4.   To  pass  the  test,  you  must  hear  the  three sweeps and see the front panel light immediately begin to flash continuously.

 

During the ON to OFF transition, the microprocessor in the ELT checks the following:

•  G-switch   (automatic   activation   switch) latching circuit

•  Pins 5 and 8 on the 12-pin connector at the ELT

 

•  The 406.025 MHz transmitter for proper radio frequency (RF) output

•  The  OFF  transition  turned  the  406.025 MHz transmitter off

•  A battery check

 

If the ELT is working properly, the sequence following entry to the ARMED (OFF) condition results in the panel LED staying illuminated for approximately one second, then extinguishing.

 If a problem is detected, the LED provides a coded signal following the initial one-second pulse. The coded signal and related problem are as follows (in order of importance):

 

1.   One  flash indicates  a  G-switch  loop  open failure.

 

2.   Three flashes indicate a 406.025 MHz transmitter problem (i.e., a bad or unconnected coax cable, an antenna problem, the battery not connected to the 406 .025 MHz module, a programming error, or a problem with the ELT itself).

3.   Five flashes indicate there is no navigation data present. This is normal for the King Air installation as there is no ELT/NAV interface unit installed.

4.   Seven flashes indicate a battery problem (i.e., battery usage time over an hour).

 There is a priority assigned to the problem reporting which is the same order as listed above. If the G-switch circuit has a failure, there will be a single flash regardless of whether there is a 406.025  MHz  transmitter  problem.  Once  the G-switch problem is resolved, then three flashes would appear

Signal Flows

The ELT is a self-contained unit and does not require any external power input for its operation. When the ELT is transmitting the 121.5 and 243 MHz RF signal is sent to the ELT antenna via one coax cable and 406 MHz RF signal is sent via another coax the antenna containing two radiating elements inside it. The Buzzer will be powered from the ELT when it is transmitting.

 

The cockpit remote switch annunciator panel can be used to activate, reset and monitor the ELT transmitter.

 

The remote  switch wiring between the remote switch and the ELT is designed so that no combination of short circuits between the remote switch, monitor, associated wiring and the airframe ground will:

 

•  Inhibit the equipment from being automatically activated

 

•  Deactivate   the  ELT  after  it  has  been activated

•  Result  in  additional  power  drain  on  the

ELT battery

 

When the ELT transmitter is active a ground is applied by the ELT to the transmit light LED. This LED is powered from the hot battery bus from the NAV MEMORY CB for B200 aircraft and the GND COMM CB for B300 aircraft. An additional inline fuse for the ELT transmit LED power is located behind the left cockpit sidewall. The G-switch jumper enables the G-switch.

 

Maintenance Considerations

Maintenance of the ELT consists of inspections and operational tests as required by the maintenance program and/or regulatory authorities.

The ELT battery is a life-limited item and requires replacement for the following reasons:

•  After use in an emergency.

 

•  After an inadvertent activation of unknown duration.

 

•  When the total of all known transmissions exceeds one hour.

 

•  On or before the battery replacement (expiration) date.

 

For optimum performance, it is also recommended the battery  be replaced  if the voltage under load is less than 12.0 VDC.

 The battery expiration date label can be found on the outside of the ELT.

 When carrying out the G-switch test a “football throw” method can be used. The ELT molex connector pins 5 and 8 must be jumpered for the ELT to be activated by the G-switch. The “football throw” is a rapid forward (throwing) motion, of the ELT in the direction of the arrow, followed by a rapid reversing action.

 The ELT must be registered with the appropriate authority so the database can contain the required owner/operator information for that ELT. In the USA the National Oceanic and Atmospheric Administration  (NOAA)  handles  the  registration for all other countries. The Civil Aviation Authority will provide the required registration information.

 If testing/verification of the 406MHz output is required, a special test set is required to read the digital message.

PTP  Beech 90 Series	B1	LOC	FOT	SGH	R/I
	B2	LOC	FOT	SGH	R/I