570-5000 - Manual (1) Rev. B

DESCRIPTION, OPERATION, INSTALLATION AND MAINTENANCE MANUAL
DOCUMENT NUMBER: 570-5000 REV. B

A Cobham Group company

ARTEX 406 MHz EMERGENCY LOCATOR TRANSMITTERS

C406-2

C406-2HM

ARTEX AIRCRAFT SUPPLIES, INC.1440S Keil Road N.E., Aurora, Oregon 97002 Tel# (S03}-67S-7929, (SOO}-S47-S901 Fax# (S03}-67S-7930 www.artex.net

ARTEX AIRCRAFT SUPPLIES

DOCUMENT #570-5000

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DOCUMENT #570-5000

Table of Contents

PAGE

SYSTEM DESCRIPTION 1-1

SYSTEM DESCRIPTION 1-2

LINE REPLACEMENT UNITS (LRU) 1-3

TRANSMITTER CHARACTERISTICS 1-3

121.5/243.0 MHz TRANSMITTER. 1-4

406.025 MHz TRANSMITTER. 1-4

FIGURE 1-1 G-SWITCH CURVE 1-4

FCC REQUIREMENTS ~ 1-5

TSO REQUIREMENTS 1-5

ACTIVATION MONITOR 1-5

G-SWITCH 1-5

BATTERY PACK 1-5

REMOTE CONTROL 1-6

Artex Antennas 1-6

ROD ANTENNAS 1-6

BLADE ANTENNAS 1-6

FIGURE 1-2 ROD ANTENNA (110-320) : 1-8

FIGURE 1-3 BLADE ANTENNA (110-337) 1-8

FIGURE 1-4 BLADE ANTENNA (110-333 1-9

FIGURE 1-5 BLADE ANTENNA (110-328-01) 1-9

C406-2 OPERATION 2-1

Operation 2-2

Overall Functions 2-2

FIGURE 2-1 EL T FUNCTIONAL FLOW 2-3

I NST ALLA TION 3-1

Basic Overview 3-2

FIGURE 3-1 EL T AND REMOTE SWITCH PANEL 3-2

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EL T Mounting Locations 3-3

FIGURE 3-2 MOUNTING TRAY INSTALLATION 3-3

Figure 3-3 EL T Outline Dimensions 3-4

Figure 3-4 Blade Antenna Outline 110-337 3-5

Figure 3-5 Rod Antenna Outline 110-320 3-6

Figure 3-6 Blade Antenna Outline 110-333 3-7

Figure 3-7 Blade Antenna Outline 110-328-01 3-8

Antenna Mounting Locations 3-9

FIGURE 3-8 REMOTE SWITCH OUTLINE DIMENSIONS 3-1 0

Installing the Mounting Tray ..........................................•........... 3-10

Installing the Antenna ............................................................•..... 3-11

Mounting the Cockpit Light/Switch Assembly 3-11

FIGURE 3-9 ELT MOLEX CONNECTOR INSTALLATION 3-11

Wiring the C406-2 System 3-12

Fabricate the Cable 3-12

FIGURE 3-10 WIRING DIAGRAMS 3-13

FIGURE 3-11 ELT-TO-REMOTE SWITCH INTERFACE DIAGRAM 3-14

Connecting the EL T 3-15

Wiring Switch Assembly 9-Pin Connector : 3-15

FIGURE 3-12 BUZZER BRACKET 3-15

Power and Ground 3-16

Buzzer Installation 3-16

Finishing Up 3-16

Transmitter Test 3-17

Sealing the EL T Connector 3-19

Helicopter Installations 3-19

FIGURE 3-13 HELICOPTER INSTALLATION 3-20

PERIODIC MAINTENANCE 4-1

In the United States 4-2

In Canada 4-2

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Periodic Maintenance Inspection Procedure 4-2

FIGURE 4-1 PERIODIC MAINTENANCE CHECKLIST .4-3

Step 1 Remove EL T Connections .4-4

Step 2 Remove EL T 4-4

Step 3a Remove Battery Pack .4-4

Step 3b Replace/Reinstall Battery Pack .4-5

Step 4 G-Switch Check 4-5

Step 5a Electrical Check .4-5

Step 5b 121.5/243.0 MHz Power Output.. .4-5

Step 5c 121.5 M Hz Frequency .4-6

Step 5d Audio Modulation .4-6

Step 5e Measure 406.025 MHz Power .4-6

Step 5f Measure 406.025 MHz Frequency .4-7

Step 5g Current Draw Tests .4-7

FIGURE 4-2 TEST HARNESS CONNECTION .4-8

Step 5h Verification of Digital Message .4-9

FIGURE 4-3A BEACON TEST SET DISPLAYS .4-10

FIGURE 4-3B BEACON TEST SET DISPLAYS .4-11

Step 5i Reset EL T 4-12

Step 6 Reinstall EL T 4-12

Step 7 Installed Transmitter Test.. .4-13

Step 8 Antenna Test 4-13

Figure 4-4 EL T/Battery Pack Exploded View .4-14

Step 9 Logbook Entry 4-15

Summary of Minimum Requirements 4-15

Specifications @ 121.5 MHz .4-15



Transmitter Test. 4-15

EL T Battery Pack Replacement 4-15

SPECIFICATIONS & APPROVALS 5-1

SPECIFICATION TABLES 5-2 - 5-4

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C406-2 Model Descriptions 5-5

Approvals 5-6

APPENDIX A: DOCUMENTATION & LICENSE DATA A-1

Available Documentation ~ A-2

Radio Station License Data A-2

APPENDIX B: REGISTRATION REQUIREMENTS B-1

Registration 8-2

APPENDIX C: SYSTEM COMPONENT PART NUMBERS .C-1

System & SUb-component Part Numbers C-2

APPENDIX D: ELT/NAV INTERFACE OPERATION D-1

EL T/NAV Interface Capability 0-2

EL TINA V Interface Communication Formats 0-3

Installation and Checkout Process 0-4

ELT to NAV Interface Information 0-5

OGL-1 "Dongle" 0-5

FIGURE 0-1 ELT/NAV INTERFACE INSTALLATION OVERVIEW 0-6

FIGURE 0-2 ELT/NAV INTERFACE TO ELT WIRING 0IAGRAM 0-7

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SYSTEM DESCRIPTION

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1.1. SYSTEM DESCRIPTION

The ARTEX C406-2 series EL T's (C406-2 and C406-2HM) are a "third generation ELT," transmitting on 121.5, 243.0 and 406.025 MHz. The EL T's .. are designed to meet or exceed the requirements of TSO C91a, TSO C126 and the mandatory automatic EL T requirements of FAR Part 91. The EL T meets the requirements of Canadian Aviation Regulations (CAR) Part V, Subpart 51, Airworthiness Manual Section 551.104. In addition, these EL T's are designed to meet the requirements of Eurocae ED-62.

The C406-2 series EL T's employ a completely new transmitter which features higher output power and a more integrated design. The 121.5/243.0 MHz section of the transmitter is contained in a module with the 406.025 MHz transmitter. The top circuit board contains the microprocessor that controls the module and all EL T functions. The C406-2 is a dual output

EL T, as all previous models of Artex 406 MHz EL T's have been.

The EL T automatically activates during a crash and transmits the standard swept tone on 121.5 and 243.0 MHz .. Every 50 seconds for 520 milliseconds (long message protocol) the 406.025 MHz transmitter turns on. During that time an encoded digital message is sent to the satellite. The information contained in that message is shown below:

• Serial Number Of The Transmitter or Aircraft 10.

• Country Code .I.D. Code

• Position Coordinates (when coupled to an ARTEX ELT/NAV ELT/NAV Interface unit [453-6500])

Refer to Appendix D (ELT/NAV Inter-

.. face Capability) for a detailed discussion of the interaction between the ELT, the ELT/NAV ELT/NAV Interface unit and the aircraft navigation system.

The 406.025 MHz transmitter will operate for 24 hours and then shuts down automatically. The 121.5/243.0 MHz transmitter will continue to operate until the unit has exhausted the battery power which typically will be

at least 72 hours.

The ELT/NAV Interface unit allows

the EL T to communicate with the aircraft's navigation system and receive position data (longitude and latitude) which the EL T will transmit in the event of a crash. Programming the

EL T with the 24 bit long message protocol allows the EL T to be automatically programmed by the ELT/NAV Interface with the aircraft's 24 bit address. The EL TINA V Interface unit must be strapped (binary "1" bits tied to ground) with the same 24 bit address as the ICAO or Mode S transponder system 24 bit address. This gives the EL T the ability to be moved from one aircraft to another without the need for manual reprogramming of the EL T. This is advantageous for fleet operators since the ELT/NAV Interface unit will automatically reprogram the EL T with the

new aircraft's 24 bit address identification.

One advantage of the 406.025 MHz transmitter is that it will produce a much more accurate position, typically 1 to 2 kilometers as compared to 15 to 20 kilometers for 121.5/243.0 MHz

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DOCUMENT #570-5000

transmitters. When coupled with the aircraft's navigation system the position accuracy improves to approximately 100 meters. The ELT also transmits a digital message which allows the search and rescue authorities to contact the owner/operator of the aircraft through a database. Information contained in the database that may be useful in the event of a crash is shown below:

• Type of Aircraft

• Address of Owner

• Telephone Number of Owner

• Aircraft Registration Number

• Alternate Emergency Contact

Once the EL T is activated and 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. Because aircraft communication radios are not capable of receiving 406.025 MHz transmissions,

the only method of monitoring the EL T is the blinking cockpit light, the buzzer or the 121.5/243.0 MHz transmissions which may be monitored on the aircraft communication transceiver.

The switch below the EL T cockpit light allows you to tum the unit on for testing and to reset the unit. You cannot "disarm" or disable the unit from the cockpit. Cockpit operation is limited to deactivating the EL T after it has been activated, or manually activating the ELT.

The C406-2 series EL T's are housed in a high impact fire resistant polycarbonate plastic case. The EL T unit is able to withstand extremely harsh environments. Units, exactly like

yours, have been subjected to numerous 500g shock pulses, 1000 pound crush weights and severe penetrator tests, and continue to operate normally. Continued operation in a temperature range of -20 degrees C through +55 degrees C is assured.

1.1.1. LINE REPLACEMENT UNITS (LRU)

1.1.2. The C406-2 series system consists of the following components:

ELT Unit

• a. G-Switch

• b. Transmitter

• c. Microprocessor

• d. Miscellaneous components

• e. "ON" Light

• f. Transmitter Module Battery Pack

Fixed Antenna Connecting Coax Cable Mounting Tray

Protective Top Cover Mounting Tray End Cap

Cockpit Remote Switch Assembly Buzzer

Installation Kit

1.2. TRANSMITTER CHARACTERISTICS

The printed circuit assembly (PCA) of the C406-2 series EL T is unique in that the PCA has no RF function but rather only control functions for the

RF module. The PCA contains a one time programmable microprocessor that controls all the EL T functions

(ON/OFF, modulation, 406 MHz digital message and RESET).

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All RF functions are contained in a separate module. The transmitter operates simultaneously on 121.5 and 243.0 MHz with the carrier frequencies remaining within 0.005% under all environmental operating conditions. Approximately every 50 seconds the 406.025 MHz transmitter transmits. During this time the 121.5 and 243.0 MHz transmitter is momentarily turned off.

lation applied to the carrier frequency has a minimum duty cycle of 33% and a maximum duty cycle of 55%.

The ARTEX C406-2 series EL T is deslqned for a constant power output at 121.5 and 243.0 MHz that will not be less than 23 dBm (200 mW) during the 50 hour operational period at both -20 degrees Centigrade and +55 degrees Centigrade.

1.2.1. 121.5/243.0 M Hz TRANSMITTER

1.2.2. 406.025 MHz TRANSMITTER

The AM modulation at 121.5 and 243.0 MHz is deslqnated as A9 with the carrier amplitude modulated with

an audio frequency sweeping downward over a range of not less than 700 Hz, within the range of 1,600 to 300 Hz. The sweep repetition rate is between 2 and 4 Hz with a modulation factor of at least 0.85. The modu-

A digital information message is sent to the satellite via the 406.025 MHz transmitter. The modulation is phase modulated and classified as 16KOG1 D. Every 47.5 to 52.5 seconds the 5 Watt transmitter is turned on for 440 mS (short message) or 520 mS (long message)

TEST BANDS:

'---'~'l'-::~.-.!"."~~

~~

25

20

;;;

....

:COlS

...

" )0

....

,~

I; 10

:S·ENSOR·"iiiisy ""Ac"fYii;;:;--r "Fiili"TrivE

ECOMBIHATION OF ACCELERATiONS: iAND TiMES Itl THIS AREA. E

.. __ _ ..

I

!NifAc'Ti·vp;irdi: !}J."J.I!J"~""~"I\~"-1,j

I

I Gth = 2.0G

o+---~----'----.r----r----~--~--~~-

o .01 .02 .03 .04 "05 .06 "07

TIME - Ip - Sec.

5

FIGURE 1-1 G-SWITCH CURVE

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DOCUMENT #570-5000

The information sent to the satellite

is programmed at the factory and contains a unique number that can be used to identify the beacon.

1.3. FCC REQUIREMENT

The EL T shall maintain a frequency stability of 50 parts per million on 121.5 and 243.0 MHz. This allows a variation of plus or minus 6.075 KHz at 121.5 MHz.

On any frequency removed from the assigned frequency by more than 50 percent up to and including 100 percent of the authorized bandwidth the power is to be attenuated at least 25 dB.

On any frequency removed from the assigned frequency by more than 100 percent up to and including 250 percent of authorized bandwidth the power is to be attenuated at least 35 dB.

On any frequency removed from the assigned frequency by more than 250 percent of the authorized bandwidth the power is to be attenuated at least 40 dB.

There are no equivalent FCC requirements for the 406.025 MHz frequency.

1.4. TSO REQUIREMENTS

To gain TSO approval of a 406.025 MHz EL T it is necessary to meet the requirements of TSO C126. The following sections contain descriptions of components necessary to meet TSO C126 with the ARTEX C406-2 series EL T's.

1.4.1. ACTIVATION MONITOR

An aural and/or visual monitor is provided to alert the pilot when the EL T has been activated and is transmitting.

The following requirements apply to the activation monitors: \

a. Aural Monitor - The aural monitor provides a distinct signal enabling a search and rescue team to locate an aircraft with a transmitting EL T in a confined area with a large number of aircraft (Le. such as an airport). The search and rescue team would listen for the aural monitor and easily locate and disable the offending EL T without a great deal of effort.

b. Visual Monitor - The visual monitor is designed to be installed so that it can be viewed from the pilot's position. Its intended function is to inform the pilot that the EL T is transmitting, avoiding a situation where an aircraft is flying with its EL T transmitting.

1.4.2. G-SWITCH

The crash force activation sensor or G-Switch is designed to activate with a change of velocity of 4.5 fps +/-0.5 fps both under normal conditions and while being subjected to 30 G's of cross axis forces. Figure 1-1 shows the plot of time versus G Force that the G-Switch must be qualified to in order to meet ED-62 approval criteria. The FAA has allowed the use of this G-Switch under TSO C126.

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1.4.3. BATTERY PACK

ARTEX holds C142 TSO approval for the Lithium Battery Pack. As such, the following paragraph is require by TSO C142.

The conditions and tests required for this TSO approval of this battery are minimum performance standards. It is the responsibility of those desiring to install this battery in a special class of aircraft to determine that the aircraft installation conditions are within the TSO standards. The battery may be installed only if further evaluation by applicant documents an acceptable installation and is approved by the Administrator. Lithium battery safety concerns include the possibility of fire, venting violently, and venting of toxic gases.

The Battery Pack for all the C406-2 series EL T's consists of 4 "0" size Lithium Manganese Dioxide cells connected in series. In an effort to increase the safety of the battery pack, a number of features were designed into the battery pack. To prevent the cells from being charged, diodes are connected across each cell and fuses are connected to the output.

1.4.4. REMOTE CONTROL

The remote control (cockpit panel switch) provides "MANUAL ON," "ARMED," and "RESET" modes. The remote control wiring between the control and the EL T is designed so that no combination of short circuits between the remote control, monitor(s), associated wiring and the airframe will:

• Inhibit the equipment from being automaticallyactivated.

• Deactivate the EL T after it has been activated.

• Result in additional power drain so that the EL T will not meet the minimum Peak Effective Radiated Power ( PERP) of 17 dBm or Equivalent Isotropic Radiated Power (EIRP) of 20 dBm through the 50 hour operation period at any of the specified operating temperatures (-200 C to +550 C).

1.5. ARTEX Dual Input Antennas

All of the ARTEX 406 dual element antennas are designed to work with any of the ARTEX Dual output 406 EL T's including the C406-2 and C406-2HM.

1.5.1. Rod Antenna (Dual Input)

The 110-320 Rod Antenna (refer to Figure 1-2) is intended for lower speed aircraft that do not exceed 350 knots TAS.

110-320 SPECIFICATIONS

• Freq: 121.5, 243.0 & 406.025 MHz

• VSWR: 2.0:1 Max. for 121.5/243.0 MHz 1.5 Max. for 406.025 MHz

• Polarization: Vertical

• Radiation Pattern: Omnidirectional

• Airspeed Rating: 350 Knots TAS

• Connectors: BNC & TNC

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DOCUMENT #570-5000

1.5.2. Blade Antennas (Dual Input)

The 110-337 Blade Antenna (refer to Figure 1-3) is the ARTEX antenna of choice for use on aircraft that do not exceed Mach 1.


• Freq: 121.5, 243.0 & 406.025 MHz

• VSWR: 2.0:1 Max at 121.5/243.0 MHz 1.50:1 Max for 406.025 MHz



• Airspeed Rating: Mach 1


The 110-333 Blade Antenna (refer to Figure 1-4) is intended for use on aircraft that do not exceed Mach 1.


• Freq: 121.5,243.0 & 406.025 MHz

• VSWR: 1.75:1 Max for 121.5/243.0 MHz 1.50:1 Max for 406.025 MHz



• Airspeed Rating: Mach 1.


The 110-328-01 Blade Antenna (refer to Figure 1-5) is intended for use

by OEMs who have previously designed this antenna into their applications on higher speed aircraft that do not exceed Mach 1.

110-328-01 SPECIFICATIONS

• Freq: 121.5, 243.0 & 406.025 MHz

• VSWR: 2.0:1 Max at 121/5/243.0 MHz,

1.50:1 Max for 406.025 MHz



• Airspeed Rating: Mach 1


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FIGU RE 1-2 ROD ANT 110-320

FIGURE 1-3 BLADE ANT 110-337

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FIGURE 1-4 BLADE ANT 110-333

FIGURE 1-5 BLADE ANT 110-328-01

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C406-2 OPERATION

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ARTEX AIRCRAFT SUPPLIES DOCUMENT #570-5000

2.1. Operation

One of the primary features of the C406-2 series EL T's are their simplicity of operation. As long as the ELT is locked into its mounting tray, it will activate in a crash. Neither the cockpit switch nor the EL T unit switch can be positioned to prevent automatic activation once the unit is mounted properly.

It also is designed against human error and misuse In regards to automatic activation. The unit activates only when secure-Iy mounted in its tray and has pins 5 & 8 jumpered. The EL T cannot be acCidently activated by dropping, rough handling or during shipping.

When the EL T is activated, the presence of the emergency swept tone and a flashing front panel light indicates a normally functioning unit. The front panel light must immediately begin to continuously flash upon EL T activation.

Under normal operation the switch configuration on your front panel is the down position, reading "ARM". The switch on the EL T unit will also be positioned down to read ·OFF". Should an emergency

arise to the degree that you want to manually activate your EL T, reverse either switch so it is in the up ("ON'') position. Remember, that as long as the front panel and EL T switches are in the ARM /OFF position the EL T will automatically activate on impact.

If your EL T is activated accidentally,

you will need to reset it. Do this by moving the front panel switch to "ON", then immediately rocking it back to "ARM". You may also reset the EL T at the unit itself by positioning the switch on the ELT up to "ON", then immediately back down to "OFF".

2.2. Overall Functions

Figure 2-1 shows the functional flow for the EL T. The EL T unit is considered to be either "ACTIVE" or "INACTIVE". When "INACTIVE", the unit lies in a state of rest and performs. no .. functions. Taking the unit from the "INACTIVE" to the "ACTIVE" state requires a positive switch transition from one of three sources:

• Panel Mounted Switch

• Unit Mounted Switch

• G-switch

Upon entering the "ACTIVE" state, the unit shall meet all the requirements as described herein. To exit the "ACTIVE" state and enter the "INACTIVE" state, a "RESET" condition must be entered. This may be accomplished in one of two ways.

(a) The front panel switch may be toggled from the "ARMED/RESET" position to ·ON" and then back to "ARMED/RESET", or if the switch is already in the "ON" position, it must be placed into the "ARMED /RESET" position.

(b) The EL T unit switch may be moved from the "OFF" position to the "ON" position and then back to the "OFF" position. If the switch is already in the "ON" position, it must be placed into the "OFF" position.

It should be remembered that the EL T can not be "RESET" if either the panel mounted switch or the unit switch is in the ·ON" position.

The periodicity of operational checks is at the operator's discretion, however, a monthly test is recommended. The check shall only be conducted during the first five minutes of any UTC (coordinated universal time) hour, and restricted in duration to not more than five seconds.

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DOCUMENT #570-5000

ELT Unit "INACTIVE"

YES

YES

YES

ELT Unit "ACTIVE II Buzzer ON

Panel Light ON

NO

YES

NO

FIGURE 2-1 EL T FUNCTIONAL FLOW

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INSTALLATION

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of the EL T is somewhat unique; it requires experience in sheet metal work and avionics. Only licensed technicians should install the EL T.

PLEASE READ THE FOLLOWING INSTRUCTIONS CAREFULLY!

Many problems associated with the older EL Ts were due to poor installations. Many of those poor installations occurred at the factory on new airplanes. Therefore, duplicating a previous ELT installation with the ARTEX ELT may not be acceptable.

TSO C126 PARAGRAPH D REQUIREMENTS:

"Tbe conditions and tests required for TSO approval of this article are minimum performance standards. It is the responsibility of those desiring to install this article on a specific type or class of aircraft to determine that the aircraft installation conditions are within the TSO standards. The article may be installed only if further evaluation by the applicant documents an acceptable installation and it is approved by the administrator."

In addition to the procedures outlined herein, the installer must adhere to the guidelines established in FAA-Advisory Circular 43.13-2A (Acceptable Methods, Techniques and Practices -Aircraft Alterations). SpeCifically, Chapters 1 through 3, 11 and 13.

The EL T is designed with the installer in mind. Extra effort has been made to simplify the installation process.

By signing either the aircraft logbooks or the FAA Form 337, you are stating that the installation has been performed in accordance with the current FARs and with the steps and procedures outlined herein.

Because of the critical nature of an EL T, it is very important that the installation be performed according to the following instructions. Installation

o

ON

W>

OFF

o

FIGURE 3-1 EL T AND REMOTE SWITCH PANEL

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In Canada, all installations must be performed in accordance with Canadian Aviation Regulations (CAR) Part V, Subparts 37, 51 and 71.

but where it can be easily retrieved for maintenance.

The mounting surface must be extremely rigid, therefore, mounting the EL T directly to the aircraft skin is unacceptable.

3.1. EL T Mounting Lo-

cations

Many original EL T installations are inadequate as far as unit location and surface rigidity are concerned. Just because the "old" EL T was located in a particular position doesn't mean the "new"EL Tshould be located there.

Mounting an EL T directly to the aircraft skin induces "crash hiding" vibrations and provides a very poor structural mounting surface. The mounting location must be able to support 100 pounds of force in any direction with no appreciable distortion in the structure.

Statistics show that the tail section of an airplane is least likely to be damaged during a crash and, therefore, provides a good mounting environment for the EL T unit.

The following are the FAA guidelines for mounting an EL T (per RTCA DO-183 Sec 3.1.8)

Accessibility of the unit is an important factor in the location of the EL T. Mount the unit as far aft as practical,

• "The ELT shall be mounted to primary aircraft load carrying structures such as trusses, bulkheads, longerons, spars, or floor beams."

8-32x5/8 SCREW -- ~

(4 PLCS) U

@ #8 FLAT WASHER --

(4 PLCS)

'fP Y
Il @
@ EQUIPMENT MOUNTING PLATE

10 @

#8 LOCK WASHER __ 10

(4 PLCS) @

8-32x114 HEX NUT--

(4 PLCS)

10

@

10

@

FIGURE 3-2 MOUNTING TRAY INSTALLATION

AIRFRAME

04/11101 PAGE 3-3


DOCUM ENT #570-5000

0165 DIA. MOUNTING HOLES (4 PLCS)

5.50 ~/
""
v v v ~ v )
i
2.00
l ~
/\ /\ /\ /\ -.

3.82

j_

T

3.42

j_

NOTES:

1. Allow 5 inches minimum clearance for end cap removal and installation.

2. Unit Weight: 4 Ibs., 7 oz.

3. Unit Color: Orange

4. Unit Coax Connectors: BNC (121.5/243.0 MHz) and TPS (406.025 MHz).

5. Mating plug does not extend beyond exterior surface of end cap.

6. Tolerances are 0.030 inches. '

7. Recommended interconnect harness wire gauge is 22 AWG minimum.

8. Pins 5 and 8 of the external connector must be jumpered to enable G-switch.

FIGURE 3-3 EL T OUTLINE DIMENSIONS

06/30/99 PAGE 3-4

DOCUMENT #570-5000


LEADING EDGE PROTECTIOIoj (DPTIDIojAU

.30

121.5. 243 lojHZ cOIolN. NO. I BIojC

1------- B.25 --------,~

.201 DIA HOLE THRU 6PLCS

0.203 DIA. REIMRED 0101 AIRCRArT. 6PLCS

r+ 0.600 DIA. COIojIoj. CLEARAIojCE HOLE REQUIRED ON AIRCRArr 2 PLCS .562

t----- 6.000 ----~

~ B.25 -------1

t. WEIGHT, 1.3 LBS

2. n"'ISH, WHITE POL YUR[THANE PAI"'T.

3. rREQUE"'CIES, 121.5. 243.0. 406 WHz.

4. ",DRIoIAL IMpE DAIojCE, 50 OHMs.

5. POLARIZATIDIoI, VERTICAL.

6. RADIATIDIoI PATTERtot OlojIojIDIRECTIDNAL.

7. VSWR, 121.5MHZ. 2.0.1 lojAX, 2.c3lojHZ. 2.0.1 MAx, 406lojHZ. 1.501 IoIAX.

B. MATIIojG COIolNECTOR, BIoIC AND TPS

9. Rr POWER, 50 WATTS MAx.

10. HARDWARE AND TORQUE, 110-32 SCREW TO A MAXIMuM TORQUE or 20 IN/LBS DURIIojG IIojSTALLATIOIoi.

II. PROVIDE A 0.6250" (5/B") DIAIoiETER HOLE rOR BIoIC COIojIojECTOR.

IIA. PROVIDE A 0.6250" (5/B") DIAIoiETER HOLE rOR TPS COIolNECTOR.

12. AIRSPEE D RA TIIojIE 600 KNOTS lAS II 25.000 rr

13. ANTENNA IS BONDED TO GROUND VIA BASE PLATE RATHER THAN MOUNTING SCREWS.

ENSURE GOOD BONDING BETWEEN ANTENNA BASE AND MOUNTING SURFACE.

14. lOLERAIojCESo .XX- ± .030 .XXX= ± .010 ANGLES ± I-

15. ALL DIMEIojSIOIojS Ito! IIojCHES

FIGURE 3-4 BLADE ANTENNA (110-337) OUTLINE

02/11/04 PAGE 3-5


DOCUM ENT #570-5000

,90

,575 DIA CONNECTOR ClEARANCE HOLE ON AIRCRAFT 2 PLCS,

,166 DIA THRU

C'SK 100 x ,325 DIA FAR SIDE (4 PLCS)

,In DIA HOLE ON AIRCRAFT (4 PLCS)

NOTES:

1. FREOUENCIES: 121.5. 243,0 AND 406,025 MHz 2, VSWR: 2,0:1 MAX FOR 121.5/243,0 MHz

1.5:1 MAX FOR 406,025 MHz 3, IMPEDANCE: 50 OHMS NOMINAL

4, RADIATION PATTERN: OMNIDIRECTIONAL 5, POLARIZATION: VERTICAL

6, ENCAPSULATING MATERIAL: POLYURETHANE FOAM FILLED FIBERGLASS ROD 7, MATING CONNECTOR: BNC FEMALE AND TNC FEMALE

8, WEIGHT: .45 LBS

9, FINISH: WHITE POLYURETHANE PAINT

10, A TOROUE FORCE OF 20 IN/LBS IS RECOMMENDED ON MOUNTING SCREWS 11. ALL DIMENSIONS IN INCHES

12, MAXIMUM AIR SPEED RATING: 350 KNOTS TAS

FIGURE 3-5 ROD ANTENNA (110-320) OUTLINE

06/30/99 PAGE 3-6


DOCUMENT #570-5000

~
~ s
_l ~
_j_
T TNC CONNECTOR IFEMALE) 1406MH~

ALUMINUM FACE UNPAINTED. TREATED WITH CHRmMTE FILM

COIfVERSION TO UK DEFENSE STANDARD 03-18.

NOTES:

1. FREQUENCIES: 121.5, 243.0 AND 406.025 MHz.

2. VSWR: 2.0:1 OR BETTER @121.5/243MHz

1.5:1 OR BETTER @406.025 MHz

3. POLARIZATION: VERTICAL

4. RADIATION PATTERN: OMNIDIRECTIONAL

5. MATING CONNECTORS: BNC FEMALE AND TNC FEMALE

6. FINISH: GLOSS WHITE EPOXY TO UK DEFENSE STANDARD 80-161

7. WEIGHT: .76 LBS

8. NOMINAL IMPEDANCE: 50 OHMS

9. MOUNT ANTENNA USING 100' COUNTERSUNK HEAD #10 SS MACHINE SCREWS AND ASSOCIATED HARDWARE.

10. TORQUE MOUNTING FASTENERS TO 25-26 IN/LBS

11. MAXIMUM AIR SPEED: MACH 1

FIGURE 3-6 BLADE ANTENNA (110-333) OUTLINE

08/01/01 PAGE 3-7


DOCUMENT #570-5000

510 --"1------ 6.50

EROSION RESISTANT TAPE ON LEADING EDGE

9.00 MAX

Lo.60 MAX J mc SERIES CONNECTOR (FEMALEI PER MIL·C·3902

GASKET ATTACHED

BNC SERIES CONNECTOR _j (FEMALEI PER MIL·C·3902

0.216 DIAMETER 16 PLCSj

1-- 5.58

6.00

B.LO

NOTES:

1. WEIGHT: lib. 3.2 oz MAXIMUM

2. FINISH: WHITE POLYURETHANE PAINT

3. FREQUENCY: 121.5 AND m.o MHz AND 406.025 MHz

4. NOMINAL IMPEDANCE: 50 OHMS 5 POLARIZATION VERTICAL

6. RADIATION PATTERN: OMNIDIRECTIONAL

7. VSWR: 2.0:1 OR BETTER@ 121.5,t243MHz 1 .5: 1 OR BETTER @ 406.025 MHz

8. AIRSPEED RATING MACH 1 TAS @ SEA LEVEL

9. MATING CONNECTORS BNC FEMALE AND TNC FEMALE

10. PROVIDE A 0.6250' 15/S') DIAMETER HOLE FOR BNC CONNECTOR AND A 0.7031 145/64') DIAMETER HOLE FOR TNC CONNECTOR.

11. MOUNT ANTENNA USING 100· COUNTERSUNK HEAD #10 SS MACHINE SCREWS AND ASSOCIATED HARDWARE.

12. TORQUE 20·25 IN/LBS ON MOUNTING SCREWS DURING INSTALLATION.

13. ALL DIMENSIONS IN INCHES. DRAWNIG NOfTOSCALE

FIGURE 3-7 BLADE ANTENNA (110-328-01) OUTLINE

06/30/99 PAGE 3-8


DOCUMENT #570-5000

• "The mounts shall have maximum static local deflection no greater than 2.5 mm(0.1 in) when a force of 450 newtons (100Ibs) is applied to the mount in the most flexible direction. Deflection measurements shall be made with reference to another part of the airframe not less than 0.3 meters (1 foot) nor more than 1.0 meters (3 feet) from the mounting location."

• In addition, RTCA Document Number 00-182 recommends that "all EL T system components which must survive a crash intact, .... should be attached to the airframe in such a manner that the attachment system can support a 100g load ... in the plus and minus directions of the three principal axes of the aircraft."

• Further installation guidance can be found in FAA Advisory Circular 43.13-2A (Acceptable Methods, Techniques and Practices - Aircraft Alterations). Chapter 2, paragraph 28 deals specifically with Emergency Transmitter installations.

Mount the EL T unit horizontally so that the rigidity requirements are met and the arrow on the mounting tray is aligned within 10 degrees of the longitudinal axis of the aircraft and pointed in the direction of flight. Refer to page 3-19 & Figure 3-13 for helicopter installations.

Finally, in selecting a location for the

EL T installation, the following cautionary advice should be taken into consideration:

CAUTION:

Avoid locating the EL T where it will be subjected to unprotected exposure to harsh chemical fluids such as deicing compounds. They can promote cracking and fracturing of the ELT mounting frame and housing components by degrading and weakening the structural integrity of the housing and tray material. These same chemical agents can also cause corrosion on electrical connections.

3.2. Antenna Mounting Locations

Locate a position where the antenna can be installed VERTICALLY (up to 15° off the vertical plane is acceptable) with at least 30 inches clearance from other antennas (especially VHF) mounted on the aircraft.

The coax cable should not cross any production breaks (major structural sections) in the aircraft so that in the event of a crash the EL T and the antenna are in same aircraft section. This usually requires placing the antenna directly above the EL T unit. Do not bundle the EL T antenna coax with any other VHF radio coax, power harness or the EL T remote switch harness.

If the EL T transmitter and external antenna are on opposite sides of an airframe production break, the components should be secured to each other by a tether which can support a 100 G load (ELT weight x 100). The interconnecting antenna-to-EL T coax cable should have sufficient slack on both ends that it will not be subjected to any tensile load and should be tied loosely to the tether.

Use only the ARTEX approved antennas. The EL T will not operate properly without being connected to the antenna for which it was designed.

04/04/02 PAGE 3-9


DOCUM ENT #570-5000

1.

t--- 1.3" ---I FRONT VIEW

- 1.20"=1 0.50"

I

\
1.7~=U

- r

SIDE VIEW

0.

D --0.10" --
30" [0 0
r- t--
,
OVOVO
40" 000
000
'-- fo-
30" lC 0
f -1.00" - 1°·20"

1.

0.

REAR VIEW

11.062"1

T

1.450"

l._____

CUT-OUT PATIERN

FIGURE 3-8 REMOTE SWITCH OUTLINE DIMENSIONS

FAA Advisory Circular 43.13-2A, Chapter 3, paragraphs 36 through 38 provides additional guidance for antenna installations.

3.3. Installing the Mounting Tray

Refer. to figures 3-2 & 3-3

Before installing the tray, be sure the mounting location meets the requirements established in EL T Mounting Locations.

NOTE: Although the Top Cover also has 4 holes, d.Q__nQ1 use for mounting the

ELT.

Mark the 4 holes needed for the tray using the tray as a guide. Be sure the arrow, on the tray, aligns within 10 degrees of the longitudinal axis of the aircraft (and in direction of flight).

Also make sure there is sufficient room in front of the tray to easily remove the front cap (at least 5" is recommended).

06/30/99 PAGE 3-10


DOCUMENT #570-5000

If a reinforcement (doubler) plate is needed to meet the rigidity requirements, fabricate one using the tray as a guide.

Drill the 4 marked holes with the #19 (.1660) drill bit and install the tray with the 8-32 X 5/8" pan head phillips screws, nuts, flat washers and lock washers provided.

3.4. Installing the Antenna

Ensure that the antenna mounting location meets the requirements as described in Antenna Mounting Locations.

A doubler plate will most likely be necessary for the antenna to meet rigidity specifications in Antenna Mounting Locations.

A 20 pound force applied in all directions should not cause an appreciable distortion in the aircraft skin.

Use the antenna outline drawings (figures 3-4 through 3-12) to determine the hole pattern and drill size.

Two coax cables are provided with the C406-2. The BNC to BNC cable is for the 121.5/243.0 MHz transmitter and the TPS (EL T end) to TNC (antenna end) coax cable is used for the 406.025 MHz transmitter. To eliminate confusion caused by wrong connections the coax cables were designed to connect only one way ensuring proper operation of the C406-2. Longer coax cables (up to 20 feet) may be constructed if the six foot cables provided are too short for the installation. RG-400 or RG-142 may be used for fabricating these cables.

3.5. Mounting the Cockpit Light! Switch Assembly

The switch assembly must be mounted in the cockpit where the pilot can easily

CAUTION: Incorrect wiring of the Molex connector may damage the EL T; cause continuous ransmission; or result in no remote reset. Verify wiring against Figure 3-10. A continuity check is recommended to ensure good connections and proper pin location.

12-PIN MOLEX /RECEPTACLE

NOTE, FEED THE WIRE BUNDLE THROUGH THE MOUNTING FRAME CAP HOLE PRIOR TO INSERTING PINS INTO THE MOLEX RECEPTACLE

TO REMOTE COCKPIT SWITCH AND GROUND

FIGURE 3-9 ELT MOLEX CONNECTOR INSTALLATION

08/01/01 PAGE 3-11


DOCUMENT #570-5000

reach the switch and see the light. The remote switch is required for the EL T to be TSO C126 approved. It is not optional.

The switch assembly requires a space about 2" high by about 1" wide both on the panel surface and behind the panel. Refer to Figure 3-8.

Mark a cutout for the cockpit panel switch with the dimensions shown in Figure 3-8.

Install the switch assembly by fitting it into the cutout, marking the 4 screw

holes and drilling them with a #28 (.1405) drill bit. Use the 4-40 X 1/2" pan head phillips screws, nuts & lock washers provided.

Apply the "For Aviation Emergency Use Only IUnauthorized Use Prohibited" placard that is supplied in the Installation Kit as near the switch installation as practical.

3.6. Wiring the 406 System

CAUTION:

Prior to installing the harness in the 12-pin receptacle, feed the wire bundle through the rectangular hole in the mounting frame cap. The receptacle will not fit through the mountlnq frame cap harness entrance if the harness is installed prior

to doing this.

3.6.1. Fabricate the Cable

NOTE: If the EL T is to be used with an Artex ELT/NAV Interface (PIN 453-6500) refer to the ARTEX EL TINA V Interface Installation and Operation Manual (570-4602) for wiring instructions. Wires will need to be run which connect pins

9, 10, 11 and 12 of the ELT to the

EL TINA V Interface unit.

Fabricate a 5 wire harness (22 Gauge minimum) long enough to reach between the EL T installation location and the cockpit panel switch location. See Figure 3-9.

Strip about .150" of insulation from the ends of each of the 5 cable wires. Dress and tin the bare wires to prevent the strands from fraying during the crimp terminal installation.

Fabricate an additional wire long enough to reach from pin 11 of the ELT connector to an aircraft ground point. Strip and prepare as described above. This wire

will be crimped in the same terminal as the wire running from pin 11 of the EL T connector to the cockpit remote switch (i.e. 2 wires terminated at the same point). Refer to the depiction of pin 11

on Figure 3-10. As an alternative, this wire may be spliced as described in AC 43.13-1A, Section 445 ("Splices in Electric Wire") if crimping both wires in a single terminal is not practical.

Remember - the wires at the 12-pin connector end of the harness must be fed through the End Cap Assembly prior to installing the connector. Refer to Figure 3-9 and Section 3.6.2

On one end of the cable, use a Molex crimp tool (Molex Tool # 11-01-0008) or equivalent tool for .062 terminal pins and crimp the male terminal pins provided (ARTEX PIN 151-6627) to each of the cable wires which will mate with the 12-pin receptacle which connects to the ELT. Remember, there will be 2 wires at pin 11. This end will join to the Molex connector on the EL T unit.

On the other end of the cable, crimp the female terminal pins provided (ARTEX PIN 151-6628), using Molex Tool (or equivalent) cited above, to each of the 5 cable wires. This end will join with the Molex connector on the cockpit panel switch assembly.

06/30/99 PAGE 3-12

ARTEX AIRCRAFT SUPPLIES DOCUMENT #570-5000

ELT UNIT CONNECTOR COCKPIT PANEL SWITCH

CONNECTOR

LIGHT
RESET 1
RESET 2 8
EXTERNAL ON 7
12 TX
G·SWITCH LOOP
G-SWITCH LOOP
GROUND
HORN POWER
HORN GROUND NOTE! BYPASS THE AIRCRAFT AND AVIONICS MASTER SWITCHES AND CONNECT POWER WIRE DIRECTlY TO BATTERY WITH A 1 AMP FUSE IN LINE OR CONNECT TO AIRCRAFT CLOCK CIRCUITRY. MAXIMUM CUR· RENT REQUIRED IS ABOUT leOmA. LINE MUST BE FUSED.

+14v

APPLY EITHER +14V TO PIN 1 OR +2f!N TO PIN 3, BUT NOT BOTH

NOTE[ USE 22 GAUGE WIRE MINIMUM.

30BO'od2 20S0S0Q1 104070qa

PIN INSERTION VIEW OF MOLEX CONNECTOR FOR ELT UNIT. HOLE NUMBERING IS IDENTICAL TO THAT INSCRIBED ON ACTUAL CONNECTOR. ORIENTATION SHOWN IS SAME AS INSTALLATION ORIENTATION.

... ~-

000

000

.. ... ...

000

... _ ....

+28v

NOTE: PINS 6 & 9 OF REMOTE SWITCH

ARE INTERNALLY TIED. IF AIRCRAFT GROUND INTEGRITY BETWEEN THE ELT AND REMOTE SWITCH CANNOT BE GUARANTEED, REMOTE SWITCH PIN 61S WIRED TO ELT PIN 11, OTHERWISE THE CONNECTION IS OPTIONAL.

PIN INSERTION END OF MOLEX CONNECTOR FOR COCKPIT SWITCH ASSEMBLY. HOLE NUMBERING IS IDENTICAL TO THAT INSCRIBED ON ACTUAL CONNECTOR. ORIENTATION SHOWN IS SAME AS INSERTION ORIENTATION FOR INSTALLED SWITCH.

FIGURE 3-10 WIRING DIAGRAM

12/10/02 PAGE 3-13


COCUM ENT #570-5000

151-5012

PIN 12

PIN 10

USE MAlE CRIMP PINS (pIN 151-6627)

END CAP

NOTE CONFIGURATION OF MOUNTING TRAY, TOP COVER AND END CAP

NOTE:

TIGHTEN THUMB SCREWS NO MORE THAN 181N. LBS.

REMOTE SWITCH

USE FEMALE CRIMP PINS (PIN 151-6(28)

USER FABRICAlED INTERCONNECT WIRING (22 AWG MINIMUM).

151-5009

PIN 7

PIN 3

PIN 9

FIGURE 3-11 ELT-TO-REMOTE SWITCH INTERFACE DIAGRAM

06/30/99 PAGE 3-14


DOCUM ENT #570-5000

FIGURE 3-12 BUZZER BRACKET

For installations using ELT/NAV Interface: Crimp a male terminal pin (ARTEX PIN 151-6627) to one end of each of the wires which will run to the ELT/NAV Interface unit (PIN 453-6500).

Feed the crimp terminated wires for the 12-pin connector through the rectangular hole in the mounting frame cap.

Fabricate a short jumper (about 1.5" long) and install male terminal pins on each end. Install the jumper between

pins 5 and 8 in the 12-pin receptacle. Install the remaining wires into the 12-pin receptacle as shown in Figures 3-10 and 3-11 Push the connector into place inside the mounting tray cap. The mounting frame cap acts as a retainer for the connector once the cap is installed on

the ELT.

On the other end of each of the wires which run to the EL T/NAV Interface unit solder a connector pin (ARTEX PIN 151-2100) as described in the ELT/NAV Interface Installation and Operation Manual (570-4602).

NOTE: This cable may be connected now or after installing either the EL T or the front panel switch assembly. All wiring must be installed in accordance with AC 43.13-1A.

Pin 1, as inscribed on the connector, must be in the lower left hand corner as shown in Figures 3-10 and 3-11.

3.6.2. Connecting the EL T

Refer to Figures 3-9,3-10 and 3-11

3.6.3. Wiring Switch Assembly 9-pin Connector

Before inserting the cable pins into the 9-pin connector for the cockpit switch as-

06/30/99 PAGE 3-15


DOCUMENT #570-5000

sembly, strip and crimp a female terminal pin to a separate shorter wire for connection between pin 9 of the cockpit switch and aircraft ground. Strip and crimp a female pin to a second wire for connection between aircraft power and the applicable power connection (pin 1 or 3) on the cockpit switch connector.

Insert each of the female pins into the switch 9-pin connector, which will connect to the cockpit remote switch, as shown in the wiring diagram (Figure 3-10). Push

the connector into place on the remote switch.

NOTE: Terminal pins may be removed by using Molex extraction tool #11-03-0002 or equivalent.

3.6.4. Power and Ground

The power source determines when the light functions but has no effect on the switch functions. It is preferable to bypass the aircraft and avionics master switches and connect the power wire directly to

the battery with a 1 amp in-line fuse. A better solution is connecting to the aircraft clock circuitry.

If your EL T front panel indicator light is wired through either the aircraft master or the avionics master switch, make sure these switches are turned on during testing.

NOTE: If the aircraft does not have an electrical system (Le. no battery), it is permissible to fabricate, using 3 alkaline 9 volt batteries in series, a substitute power source for the remote light. Connect the positive side of power source to the

28vdc pin of the remote switch. The alteration should be noted in the log book

and the battery should be checked periodically and must be replaced every two years.

3.6.5. Buzzer Installation

A warning buzzer is required for TSO C126 approval. The buzzer (pIn 130-4004), is powered by the EL T unit and therefore is not dependent upon the aircraft battery for operation. It is not designed to operate continuously, but sounds at predetermined intervals, and runs for shorter periods toward the end of battery life.

While the buzzer may be located anywhere on the aircraft, it is recommended that the buzzer be placed near the EL T unit, as it is loud enough to be heard outside the aircraft when the engine(s) is (are) off. It is assumed that if the engine(s) is (are) running then the cockpit light will warn the pilot. Placing the buzzer in the cockpit is not recommended due to the very distracting, loud, siren-type sound it produces when the EL T is intentionally or inadvertently activated. Since the buzzer operates in tandem with the EL T cockpit switch panel light, it would only serve as a redundant warning indicator in the cockpit environment.

One way of mounting the buzzer is to fabricate a right angle bracket using .092 inch aluminum as shown in figure 3-12.

Wire the buzzer to the EL T as shown in the wiring diagram (Figure 3-10). Connect the positive (+) terminal to pin 2 of the ELT connector and the negative (-) terminal to ground.

3.6.6. Finishing Up

With its switch in the "OFF" position (down), insert the ELT into the mounting tray at an angle so that the locking ears at the end opposite the direction-of-flight arrow fit into the mounting tray locking slots. Press the EL T down into the mounting tray until fully seated.

11/27/06 PAGE 3-16


DOCUMENT #570-5000

Install the protective top cover on the EL T by fitting the cover locking slots over the locking ears on the EL T. Push the cover toward the connector end of the EL T and seat it down in place on the ELT.

Insert the antenna coax cables through the end cap access holes and connect

to the EL T unit. Connect the 12-pin Molex connector to the EL T unit. Slide the end cap into place over the mounting tray and protective top cover and secure the end cap to the mounting tray using the two thumbscrews.

Tie up excess slack in the coax cables, yet leave enough slack so that the mounting tray cap can be easily removed.

Perform the tests as outlined herein.

It is ~ important that the cockpit switch panel light immediately begins flashing continuously when the EL T is activated. If the light fails to start flashing immediately, recheck the interface wiring between the EL T and the cockpit panel switch.

Brief the operator(s) of the aircraft on the contents of this "EL T Installation and Operation Manual" and demonstrate the described tests. The manual should be kept either in the aircraft or with the aircraft logbooks.

Make the appropriate logbook entries

and fill out and submit FAA Form 337. NOTE: The TSO approval of the ELT does not constitute installation approval. All EL T installations are subject to field approval for a given airframe by either an approved FAA DER or FSDO. For installations outside of the US, contact your local civil aviation authority representative for details.

WARNING

The signer of the FAA Form 337 is responsible for the accurate and complete installation of this EL T as defined previously.

Additional information regarding the completion of FAA Form 337 can be found

in Advisory Circular AC 43.9-1 E. Paragraph h (2) of this advisory circular defines what is considered to be approved data for major alterations as follows:

"Data used as a basis for approving major repairs or alterations for return to service must be FAA-approved prior to its use for that purpose and includes:

FAR (e.g., airworthiness directives), AC's (e.g., AC 43.13-1A under certain circumstances), TSO's, parts manufacturing approval (PMA), FAA-approved

manufacturer's instructions, kits and service handbooks, type certificate data sheets and aircraft specifications. Other forms of approved data would be those approved by a desiqnated engineering representative (DER), a manufacturer holding a delegation option authorization (DOA), STC's and, with certain limitations, previous FAA field approvals. Supporting data such as stress analyses, test reports, sketches, or photographs should be submitted with the FAA Form 337. These supporting data will be returned to the applicant by the local FAA district office since only FAA Form 337 is retained as a part of the aircraft records at Oklahoma City."

3.7. Transmitter Test

1. Always perform the tests within the first 5 minutes of the hour (UTC) as required by AC 43.13-1 B, 12-21 & 12-22 Note 3. Be sure to notify any nearby control tower of your intentions.

11/27/06 PAGE 3-17


DOCUMENT #570-5000

2. WARNING!

Do not allow test duration to exceed 5 seconds. The EL T will transmit a 406.025 MHz signal after the EL T is active approximately 47 seconds, the satellite system considers the transmission to be a valid distress signal.

3. If your EL T front panel indicator light is wired through either the aircraft master or the avionics master switch, make sure these switches are turned on. NOTE: If the EL T is installed with an ELT/NAV Interface, ensure that both the Interface and the aircrafts navigational system are active at least 30 seconds prior to the EL T test.

4. Tune a receiver (usually the aircraft radio) to 121.5 MHz.

5. Turn the EL T aircraft panel switch to "ON," wait for 3 sweeps on the receiver, which takes about 1 second, and then turn the switch back to the "ARM" (OFF) position while paying special attention to the LED activity upon entering the "ARM" (OFF) condition.

The microprocessor in the EL T checks the G-switch (automatic activation switch) latching circuit, pins 5 & 8 on the 12-pin connector at the EL T; the 406.025 MHz transmitter for proper RF output; presence of valid navigation data (EL T/NAV Interface and navigation system must be active) and a battery check. If the EL T is working properly, the sequence following entry to the "ARMED" (OFF) condition will result in the panel LED staying ON for approximately 1 second then extinguishing.

If a problem is detected, the LED provides a coded signal following the initial second pulse. The coded signal and related problem are as follows (the LED will flash in order of importance with approximately a .5 to 1 second pause between

each error code if multiple errors are present):

• a) 1 flash indicates a G-switch loop open failure.

• b) 3 flashes indicates a 406.025 MHz transmitter problem (i.e. bad or unconnected coax, an antenna problem, low power output or a programming error).

• c) 5 flashes indicates there is no navigation data present. This is most likely due to improper wiring between the system interface connections, improper programming, invalid navigation data (navigation system not powered up) or an EL T/NAV Interface unit (453-6500) is not being utilized.

• d) 7 flashes indicates a battery problem (i.e. battery usage time over an hour).

There is a sequence to the problem reporting which is the same order as listed above. That is, if the G-switch circuit has a failure, there will be a single flash then 3 flashes would appear if there was a transmitter problem and so on.

NOTE: For installations using the

EL T/NAV Interface, there is an error condition where the LED on the EL T and remote switch will flash rapidly. This occurs 2 minutes after power is applied to the EL T/NAV Interface if the ELT is not responding because either 1) the EL T is programmed for a protocol other than 24 bit and the EL T/NAV Interface has been strapped for a 24 bit address or 2) the RS-232 TX line from the ELT (pin 12) to the EL T/NAV Interface (pin 10) is not connected.

After initial installation, Artex recommends a monthly "self test" of the EL T by following the steps outlined in this section. Testing of the ELT in excess of once a month is not recommended as

12/10/02 PAGE 3-18


DOCUMENT #570-5000

the battery life will be shortened by excessive activations.

3.8. Sealing the EL T Connector

Once all tests have satisfactorily been completed and all harness connections have been verified to be correct, the connector at the EL T end of the ELT-to-Remote Cockpit Switch harness should be sealed to prevent moisture

from getting into the wire entry holes.

This can be done by applying an electronic grade, non-corrosive RTV (i.e. GE RTV 162) around the wires entering the rear of the 12-pin connector 151-5012 (refer to Figure 3-11.

Ensure each of the entry holes are filled with RTV. This will prevent water from beading up and causing possible bridging between connector pins which could result in false activation of the EL T.

3.9. Helicopter Installations

The primary consideration to remember

is that RTCA 168 ("Minimum Performance Standards - Emergency Locator Transmitters") paragraph 2.3.1 states that the primary sensor ( Delta V switch in the case of the ARTEX EL Ts) is intended to respond to crash accelerations parallel to or coincidental with the longitudinal axis of the aircraft, moving generally in a forward direction.

There are few guidelines, aside from experience, as to the best way to install an EL T in a helicopter. The manufacturers have traditionally advised installing the

EL T at a 45 degree angle relative to the longitudinal plane of the helicopter. This

was assumed to be the best mounting position given the unique flight characteristics of helicopters.

Experience has shown, however, that

the mounting angle tends to preload the G force level on the G-switch. The Delta V switch is required by TSO C91 a to be far more sensitive and activate at a significantly lower sustained G force than older TSO C91 ELTs. ARTEX has found that in many cases the 45 degree mounting angle can result in false activation of the EL T depending on the type and severity of the aircraft maneuvers. The

same can be true of abrupt takeoffs and landings.

While the C406-2 may be installed in a helicopter Artex highly recommends use of the C406-2HM for helicopter installations. These EL T's were especially designed for rotary aircraft and contain an additional five G-Switch module in addition to the primary crash sensor. This feature allows for six axes of coverage.

ARTEX recommends that when installing a C406 series EL T whenever possible,

the EL T should be mounted parallel with the floor as shown in Figure 3-13. If space constraints do not permit mounting the EL T parallel with the floor, the EL T may be tilted forward as much as 25 degrees. The direction of flight arrow on the EL T's product label represents the direction in which the primary crash sensor is oriented.

NOTE: Installation in a pressurized aircraft constitutes a major modification, consult the Department of Transportation Regional Officer before proceeding.

12/10/02 PAGE 3-;.19


DOCUM ENT #570-5000

c

FIGURE 3-13 ELT HELOCOPTER INSTALLATION

06/30/99 PAGE 3-20


DOCUMENT # 570-5000

PERIODIC MAINTENANCE

06/30/99 PAGE 4-1


DOCUMENT # 570-5000

4.1. In the United States

WHY? To ensure continued reliability of your EL T it must be inspected for damage and wear which could be caused by age, exposed elements, vibrations, etc. Even the. best designed equipment, if not properly maintained and cared for, will eventually fail.

HOW OFTEN? At least once every year, unless required more frequently by FARs (e.g., 100 hour inspections)

IS IT REQUIRED? FAR Parts 91.207, 91.409 and 43 Appendix D make detailed EL T inspections mandatory.

HOW DETAILED? FAR 43, Appendix D(i) states in part that each person performing an annual or 100-hour inspection shall inspect the following components of (the EL T):

(1) (ELT unit and mount) for improper installation and insecure mounting.

(2) Wiring and conduits - for improper routing, insecure mounting, and obvious defects.

(3) Bonding and shielding - for improper installation and poor condition.

(4) Antenna, including trailing antenna-for poor condition, insecure mounting, and improper operation.

4.2. In Canada

WHY? To ensure continued reliability of your EL T it must be inspected for damage and wear which could be caused by age, exposed elements, vibration, etc. Even the best designed equipment, if not properly maintained and cared for, will eventually fail.

HOW OFTEN? The EL T must be "performance tested within the 12 month period preceding installation in an aircraft and within 12 month intervals thereafter .. ."

IS IT REQUIRED? Yes. For Canadian installations, all maintenance shall be performed in accordance with CAR's Part V, Subpart 71 and Part VI, Subpart 5.

HOW DETAILED? The same reference quoted above states five essential tests:

(1) The measured peak power after 3 minutes of operation;

(2) The measured frequency after 3 minutes of operation;

(3) The audio modulation, which shall be recognizable as a typical EL T signal;

(4) The measured current draw in the "OFF" (ARM) position and in the "ON" position as specified by the EL T manufacturer; and

(5) The automatic activation system.

4.3. Periodic Maintenance Inspection Procedure

To comply with the above quoted FAA

& Canadian DOT regulations, ARTEX Aircraft Supplies provides the following maintenance procedures (see Figure 4-1 "Periodic Maintenance Inspection Check list'). These procedures include checks which are mandatory in Canada. FAR 91.207(d) states those inspection checks required in the United States. In addition to the maintenance checks described in this chapter a monthly "self test" of the EL T is recommended. Please refer to Section 3, page 3-17 of this manual for more information.

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DOCUMENT # 570-5000

STEPS 5a THROUGH 5i ARE MANDATORY IN CANADA

STEP 1 - Remove Coaxial and Wiring Connections and Inspect... .

STEP 2 - Remove EL T and Inspect Mounting Hardware ..

STEP 3a - Remove EL T Battery Pack and Inspect ..

STEP 3b - Replace/Reinstall Battery Pack ~ ..

STEP 4 - Activate Using "Football Throw" Method: Then Reset.. .

STEP Sa - Activate EL T in Attenuating Container ..

STEP 5b - Measure 121.5 & 243.0 MHz Power Output.. .

STEP 5c - Measure 121.5 MHz EL T Frequency .

STEP 5d - Listen to the Audio Modulation ..

STEP 5e - Measure 406.025 MHz Power Output.. ..

STEP Sf - Measure 406.025 MHz Frequency .

STEP 5g - Current Draw Tests ..

STEP 5h - Verification of Digital Message ..

STEP 5i - "Reset" .ELT .

STEP 6 - Reinstall EL T ..

STEP 7 - Perform Transmitter Tests .

STEP 8 - Perform Antenna Tests ..

STEP 9 - Logbook Entry ..

D D D D D D D D D D D D D D D D D D

NOTE: FAR 91.207(d) requires that the EL T be inspected within 12 calendar months after the last inspection for -

1. Proper installation

2. Battery corrosion

3. Operation of controls and crash sensor

4. The presence of a sufficient signal radiated from its antenna (See 4.3.17 [Step 8J Antenna Test)

FIGURE 4-1 PERIODIC MAINTENANCE CHECKLIST

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DOCUMENT # 570-5000

Note: the step numbers (Le. Step 1, Step 2, etc.) which follow correspond to those listed in Figure 4-1.

4.3.1 (Step 1) Remove EL T Connections

Loosen the thumbscrews on the end cap. Pull the end cap away from the EL T. Lift up the Protective Top Cover and push away from the connector end of the EL T to remove. Lay Protective

Top Cover aside. Remove all interconnections to the EL T unit and EL T antenna. Visually inspect and confirm proper seating of all connector pins. Special attention should be given to coaxial center conductor pins which are prone to retracting into the connector housing.

4.3.2 (Step 2) Remove EL T

Lift the EL T up from the connector end (careful use of a flat blade screw driver as a lever makes this step easier) to remove the ELT unit from its mounting tray. Inspect the mounting hardware. Ensure

the hardware is free of cracks or other obvious damage. All required mounting hardware should be installed and secured and must meet the integrity requirements as defined herein.

CAUTION:

Do not use contact cleaner on EL T components. Suchc:hemical agents can be highly destructive to the mounting hardware and EL T housing, causing cracking, fracturing and breakage.

screws from the battery pack. Before proceeding further, read the following advisory to avoid damage to the ELT. For detailed instructions refer to Section 4.5 and Figure 4-4.

WARNING: The battery pack is connected to. the EL T via short interconnect hamesses which limit the distance of separation between the two components prior to disconnecting the harnesses. Proceed as follows:

• Lay the EL T on its side.

• Carefully lift the battery pack away from the EL T and lay along side the EL T unit.

• Carefully disconnect the harness from the a-pin connector on the small circuit board in the battery pack. Do not short connector pins.

• Disconnect 2-pin harness from the EL T body.

Inspect the battery pack and the underside of the EL T. The battery cells, components and connectors should be free of corrosion. The underside of the EL T should be corrosion free. Inspect for any broken wires or connections. Ensure the battery housing is free of cracks or other visible damage.

Verify the battery expiration date. If the battery pack has not expired it may be reinstalled. However, for optimum performance, it is recommended that the battery be replaced if the voltage under load is less than 12.0 vdc. The battery pack must be replaced with a new one:

4.3.3 (Step 3a) Remove Bat-

tery Pack

NOTE: The battery pack contains static sensitive parts, take ESD precautions before handling. Remove the four

• After use in an emergency;

• After an inadvertent activation of unknown duration;

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

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DOCUMENT # 570-5000

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

4.3.4 (Step 3b) Replace/Reinstall Battery Pack

To replace/reinstall the battery pack, connect the B-pin connector to the header on the circuit board in the battery pack. Connect the 2-pin power harness to the EL T. This step will cause the EL T to activate. Reset the EL T by toggling the "ON/OFF" switch on the EL T from "ON" to "OFF".

Fit the battery pack into place dressing wires away from the standoffs to avoid pinching wires between standoffs and battery pack. Install two screws diagonally from each other to secure battery pack during the tests that follow.

Note: If the check-out is going to conclude with Step 4 below, then reseat the battery pack on the EL T, dressing the harness wires away from the standoffs to avoid pinching the wires between the battery pack and the standoffs. Reinstall the four Phillips head screws and tighten securely. Do not over torque the screws.

4.3.5 (Step 4) G-Switch Check

NOTE: The EL T cannot be activated this way unless pins 5 and 8 are jumpered (this happens automatically when the unit-Is locked into the mounting tray with the connector in place). Because of the potential physical damage which could occur through an improper jumper, it is recommended that this step be performed only by an experienced technician/mechanic. See "Installation" section of this manual for pin layout diagram. A test plug may be obtained from ARTEX (p/n 151-2012) to use in performing this test.

While monitoring 121.5 MHz on an AM receiver, and with the unit switch in the

"OFF" (down) position, activate the ELT by using a rapid forward (throwing) motion, in the direction of the arrow, followed by a rapid reversing action. Verify activation via the aural swept tone on the receiver. Following activation, "RESET"

the unit by toggling the "ON/OFF" switch to "ON" then back to "OFF".

4.3.6 (Step 5a) Electrical Check

Activate the EL T. As the unit will be on for three minutes it is recommended that it be placed in a container capable of substantially attenuating RF signals. Remember that all tests must be performed within the first five minutes after the hour UTC (Universal Coordinated Time). Monitor the following performance criteria for three minutes (power output must be made at the end of the three minute period).

4.3.7 (Step 5b) 121.5/243 MHz Power Output

Connect the equipment as shown below:

ELT SPECTRUM
BNC (Top) ANALYZER
CONNECTOR Note: use a fresh battery pack (12.5 volts nominal) or a 4 amp, 12.5 vdc power supply as power source.

The test equipment specified in the following steps is only a recommendation. The use of other manufacturer's models of test equipment capable of providing equivalent measurement results is acceptable.

Set the Spectrum Analyzer as follows:

• Center Freq: 121.5MHz

• Span: 1 MHz

• Resolution Bandwidth: 1 MHz

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DOCUMENT # 570-5000

• Vertical Display: 10 dB/Div

• Sweep: Auto

• PeaklAvg: Peak

• Reference Level: 30 dBm

• Time/Div: 20ms

Adjust the reference amplitude to place the peak of the carrier slightly above the top graticule line.

Enable the "fine" amplitude adjustment.

Set the carrier peak to exactly the top of the reference line.

Read the displayed amplitude.

Repeat for the 243.0 MHz harmonic (Change the "Center Frequency" to 243.0 MHz. All other settings remain the same).

The minimum allowed amplitude on 121.5 MHz and 243.0 MHz is 23 dBm (200 mW).

4.3.8 (Step 5c) 121.5 MHz Frequency

The EL T transmitter frequency may be measured as follows:

Connect the frequency counter as shown below:

ELT Frequency
BNC (Top) Counter
CONNCTOR If the 121.5 MHz carrier frequency is within specified parameters, the 243.0 MHz frequency will also be within specified parameters.

The EL T should be within 50 ppm (+/- 6.075KHz) of 121.500000 MHz.

4.3.9 tion

(Step 5d) Audio Modula-

During the swept tone portions the audio should "sound" like an EL T. Set the unit switch to the "OFF" position.

4.3.10 (Step 5e) Measure 406.025 MHz Power

Note: the power output is approximately 37 dBm @ 5 Watts. Ensure adequate attenuation is inserted in-line between the EL T's 406.025 MHz output and the input to the spectrum analyzer to protect the analyzer's input circuitry.

Connect the equipment as shown below:

ELT SPECTRUM
TPS (Bottom) I~ Applicable ~ ANALYZER
Connector Attenuator
Set the Spectrum Analyzer as follows:

• Center Freq: 406.025 MHz

• Span: 1 MHz

• Resolution Bandwidth: 1 MHz

• Vertical Display: 10dB/Div

• Sweep: Auto

• PeaklAvg: Peak

• Reference Level: 30 dBm

• Time/Div: 20ms

• Max Hold: On

• Attenuator (as required) on Input

Turn the ELTon and wait approximately 50 seconds for the 406.025 MHz transmitter to turn on (transmitter sends out first signal at 50 seconds then every 50 seconds thereafter). Determine the power output from the stored waveform. The 406.025 MHz power output should

04/11/01 PAGE 4-6


DOCUMENT # 570-5000

be 37 dBm +1- 2 dBm (3.16 W min to 7.94 W max).

4.3.11 (Step 5f) Measure the

406.025 MHz Frequency

Ensure that adequate attenuation rated for 406.025 MHz, 37 dBm and 5 Watts is installed between the EL T's 406.025 MHz output and the input to the frequency counter to prevent damaging the frequency counter's input circuitry.

Set up the equipment as shown below:

ELT Frequency
TPS (Bottom) H Applicable ~ Counter
Connector Attenuator Verify an initial frequency of 406.025 MHz +1- 2 KHz.

NOTE: Allow the unit to run 30 seconds before making the measurement to allow the oscillator to stabilize.

4.3.12 (Step 5g) Current Draw Tests

CAUTION: The following tests involve measurements of the lithium battery pack. Exercise extreme caution to avoid causing a short circuit condition which will blow the fuses on the battery pack. It is recommended that only an experienced technician perform these tests.

A test harness (pIn 611-0024) may be ordered from ARTEX Aircraft Supplies at 1-800-547 -8901 .

All tests must be performed in an RF screen room or with the EL T in a shield-ed container that will substantially attenuate the RF signal.

All "ON" state current measurements must be made with the RF outputs loaded with 50 ohms rated for 5 Watts

(either a resistive load or equipment with 50 ohm impedance padded with 10 dBI 5 Watt attenuator, i.e. a spectrum analyzer).

NOTE: The EL T may activate (turn "ON") when the various connections are initially made during the following current tests. This is normal. Reset the unit to "OFF" ,if this happens, by toggling the ON/OFF switch to "ON" and back to "OFF".

"ARM" ("OFF") State Current Measurement:

• Remove the battery pack as described in Section 4.3.3

• Disconnect the 2-pin harness

• Install the test harness 611-0024 and an in- line ammeter as shown in Figure 4-2

• Ensure the EL T is "OFF".

• Measure the current with the ammeter.

The measured current should be 0 microamps (uA) and not more than 6 uA.

"ON" State Current Measurement:

NOTE: Current draw during this test may exceed 3.5 Amps during the 406.025 MHz burst. Ensure the ammeter is set on the appropriate range to accommodate this level of current.

• Activate the EL T, allow to stabilize.

• The measured steady state current should not exceed 200 milliamps (mA). When the 406.025 MHz module is on (generating the 406.025 MHz burst) the current may exceed 3.5 Amps.

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DOCUMENT # 570-5000

TO E LT

TEST HARNESS P IN 6 1 1 - 00 2 4

+ AMMETER

CIRCUIT BOARD IN BATTERY PACK

FIGURE 4-2 TEST HARNESS CONNECTION

06/30/99 PAGE 4-8


DOCUMENT # 570-5000

• Turn the EL T "OFF".

• Disconnect the test harness 611-0024.

• Reconnect the 2-pin module power harness.

• Reinstall the battery pack as described in Section 4.3.4

4.3.13 (Step 5h) Verification of Digital Message

Set up the equipment as shown below:

SARSAT
ELT H 30 dB min. 1_ Beacon
TPS (Bottom) Attenuator Test Set
Connector NOTE: If checking the latitude/longitude, ensure that the aircraft's navigation system and EL T/NAV Interface are connected and powered on at least 30 seconds prior to activation of the EL T.

Activate the EL T and allow the EL T to transmit 15 to 30 seconds but not more than 40 seconds. The SARSAT Beacon Tester will receive the "test message" transmitted at turn off. If the 406.025 MHz oscillator is not warmed up and stabilized, a "BAD FRAME" message may occur, which could be construed as a problem when, in fact, the message was generated because the oscillator had not warmed up. If a "BAD FRAME" is received, repeat the activation and turn off procedure again. For all testing of the 406 MHz output, only the "test message" that is transmitted at turn off is required to verify the EL T and EL T/NAV Interface function. The test message contains all the information contained in the actual distress message except there is a special digital test prefix that tells the COSPAS/SARSAT satellites to ignore the message.

Note: The initial display on the SARSAT Beacon Test Set can flag several prob-

lems prior to advancing into the individual Page displays described later.

a) if a "BAD FRAME" message appears after the 3rd or 4th transmit attempt, the Beacon Test Set is not receiving transmit data. Verify that the SARSAT Beacon Test Set does not have a low battery. Check the coax connection between the EL T's TPS connector and the SARSAT Beacon Test Set. Check the internal EL T coax connection between the TPS connector and the 406.025 MHz module. Finally, try a different battery pack.

b) if a "S' TEST BAD" or "DATA ERROR" message appears, there is a problem with the EL T (Le. a programming problem or a problem with the transmitter module) or the battery pack.

c) if there is no 406.025 MHz transmitter burst present, check the 3.0 Amp fuse on the circuit board in the battery pack for an open condition. If the fuse is good, there is most likely a problem with the 406.025 MHz module or its interconnections.

24 Bit Address Protocol (Long Message)

Refer to Figure 4-3A and 4-3B for the Beacon Test Set display contents of each specific page described below.

Page 1 is the main menu screen. Press "V" for view to see received message or scroll using "up" and "down" arrow keys to view other messages. Use "left" and "right" arrow keys to scroll between pages.

Page 2 contains the Date and Time that the message was received. Also included is an indication of whether the message was received properly. Verify that the third or bottom line reads "S' TEST OK".

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DOCUMENT # 570-5000

NOTE: The example pages shown represent the long message format with 24 bit protocol. Serialized protocol and other possible formats are not shown.

PAGE 1 (MENU OPTIONS)

SARSAT BEACON TESTER

Quit Output

View Setup

Recv Erase

PAGE 2 (VIEW MODE)

t .,!. ~ ~ F L Q EP

Mesg #1 Received At

7:10:30 13 FEB 1999

S' TEST OK

VERIFY MESSAGE RECEIVED "S' TEST OK"

PAGE 3 (VIEW MODE)

VERIFY FREQUENCY AND COUNTRY CODE

t ,!. ~ ~ F L Q EP

Mesg #1 Frequency:

406.025 MHz PASS

COUNTRY:

USA

366

PAGE 4 (VIEW MODE)

t ,!. ~ ~ F L Q EP

Mesg #1 96E3ADA9A5

7FDFFC7883F583EOFAA8 ID: 2DC75B534AFFBFF

VERIFY HEX CODE ID: 2DC7SBS34AFFBFF

PAGE 5 (VIEW MODE)

VERIFY AIRCRAFT ID ADA9AS

t ,!. ~ ~ F L Q EP Mesg #1 STD LOC ELT + EXT GPS

AIRCRAFT # ADA9A5

FIGURE 4-3A BEACON TEST SET DISPLAYS

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DOCUMENT # 570-5000

PAGE 6 (VIEW MODE)

t -!, ~ ~ F L Q EP

Mesg #1 STO LOC Homing: 121.5 MHz

BCH: 19AID7 VALID

VERIFY HOMING FREQUENCY

PAGE 7 (VIEW MODE)

VERIFY LONG MESSAGE

t -!, ~ ~ F L Q EP

Mesg #1 Other info:

Long Mesg.

PAGE 8 (VIEW MODE)

VERIFY LATITUDE AND LONGITUDE OF 45DEGREES 23.4 MINUTES NORTH, 122 DEGREES 15.1 MINUTES WEST

t -!, ~ ~ F L Q EP

Mesg #1 Other info:

Lat : 45N23.4 Long: 122W15.1

PAGE 9 (MENU OPTIONS)

PRESS "Qn TO RETURN TO MAIN SCREEN PAGE

SARSA T BEACON TESTER

Quit Output

View Setup

Recv Erase

FIGURE 4-3B BEACON TEST SET DISPLAYS

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DOCUMENT # 570-5000

Page 3 is a frequency and country code page. The frequency must read between 406.030 and 406.020 MHz to pass. The programmed country code must be the same country as the aircraft's home base. Verify that the second line of the display reads "PASS". Verify that the country

code is the .sarne as the aircraft's home base.

Page 4 contains the complete message in Hexadecimal notation. The third line is an 10 string that is unique to the beacon being tested. Verify that 10 string on the third line matches the 10 printed on the product label of the 406 EL T. NOTE: For EL T's installed with an EL TINA V Interface where the Interface is used to encode the 24 bit aircraft address, the EL T will be automatically re-programmed by the Interface and will need to be re-Iabeled with the new 15 digit hex 10 string.

Page 5 describes the protocol type, the type of beacon, and the aircraft 10 or unit serial number. Verify that the aircraft 10 matches the 24 bit address of the aircraft (you will need to convert the aircraft's Octal code to Hex).

Page 6 contains information on the homing transmitter and error checking.

Page 7 contains information confirming that the long message (position data) is present.

Page 8 contains the position data as received from the navigation system. Verify that the position data is present for latitude and longitude if using EL TINA V Interface.

Page 9 is the main menu screen which is reached by pressing "Q".

Serialized Protocol (Long Message)

For EL T's that are programmed with serialized protocol verify that "S' TEST OK"

is displayed on Page 2, verify on Page 3 that the frequency passes and that the correct country is displayed. Verify that the 15 digit hex code displayed on the bottom line of Page 4 matches the 15 digit hex code printed on the EL T product label. If verifying receivedlatitude/longitude, check Page 8. All other information displayed may be disregarded.

Short Message Programmed EL T's

For EL T's that have been programmed for a Short Message protocol verify that US' TEST OK" is displayed on Page 2, verify on Page 3 that the frequency passes and that the correct country is displayed. Verify that the 15 digit hex code displayed on the bottom line of Page 4 matches the 15 digit hex code printed on the EL T product label. All other information displayed may be disregarded.

NOTE: Contact your local Artex dealer for availability of Portable SARSA T Beacon Test Sets (ARTEX pIn 453-0131) or call Artex direct at 1-800-547-8901.

4.3.14 (Step 5i) Reset EL T

To "RESET" the EL T, move the switch to the "ON" position then back to the "OFF" position.

4.3.15 Step 6 Reinstall EL T

Reinstall the EL T into aircraft as follows:

Insert the EL T into the mounting tray at an angle so that the locking ears at the end opposite the direction-of-f1ight arrow fit into the mounting tray locking slots. Fit the protective top cover onto

the EL T. Ensure that the slots at the end of cover fit over the locking ears on the EL T prior to fitting cover into place at

the connector end. Feed the two coax cables through the holes in the end cap and connect them to their respective con-

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DOCUMENT # 570-5000

nections on the EL T. Position the end cap and connector assembly onto the

EL T and tighten the two thumbscrews securely. Visually inspect connections ensuring that they are seated properly.

4.3.16 (Step 7) Installed Transmitter Test (Self Test)

Perform the transmitter tests by activating the EL T and listening on 121.5 MHz. Be sure to follow the procedures as outlined under "Transmitter Test" in Section 3, page 3-17 of this manual.

• If your EL T front panel indicator light is wired through either the aircraft master or the avionics master switch, make sure these switches are turned on.

• Tune a receiver (usually the aircraft radio) to 121.5 MHz.

• Turn the EL T aircraft panel switch to "ON", wait for 3 sweeps on the receiver, which takes about 1 second, and then turn the switch back to the "ARM"

(OFF) position while paying special attention of the LED activity upon entering the "ARM" (OFF) condition.

To pass the test, you must hear the 3 sweeps AND see the front panel light immediately begin to flash continuously. During the ON to OFF transition, the microprocessor in the EL T checks the "G-Switch" (automatic activation switch) latching circuit, pins 5 & 8 on the 12-pin connector at the EL T; the 406.025 MHz transmitter for proper RF output; that position data is present and a battery check. If the ELT is working properly, the sequence following entry to the "ARMED" (OFF) condition will result in the panel LED staying illuminated for approximately

1 second, then extinguishing.

If a problem is detected, the LED provides a coded signal following the initial 1 second pulse. The coded signal and related problem are as follows:

• a) 1 flash indicates a G-switch loop open failure.

• b) 3 flashes indicates a 406.025 MHz transmitter problem (i.e. bad or unconnected coax cable, an antenna problem, low power output or a programming error).

• c) 5 flashes indicates there is no navigation data present. This is most likely due to improper wiring between the system interface connections, improper programming, invalid navigation data or an ELT/NAV Interface unit (453-6500) is not being utilized.

• d) 7 flashes indicates a battery problem (i.e. battery usage time over an hour).

There is a sequence assigned to the problem report which is the same order as listed above. If the G-switch circuit has a failure, there will be a single flash. If there also is a 406.025 MHz transmitter problem then after the single flash and a 1 second pause, 3 flashes would appear.

NOTE: For installations using the ELT/NAV Interface, there is an error condition where the LED on the EL T and remote switch will flash rapidly. This occurs 2 minutes after power is applied to the EL TINA V Interface if the EL T is not responding because either 1) the EL T is programmed for a protocol other than 24 bit and the EL TINA V Interface has been strapped for a 24 bit address or 2) the RS-232 TX line from the EL T (pin 12) to the ELT/NAV Interface (pin 10) is not connected.

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DOCUMENT # 570-5000

ELT ASSEMBLY

1

BATIERYPACK

I

1 1

~ SCREW WITH O-RING PART NUMBER: 217-0606 (4 PLCS)

REMOVE THE PAPER BACKING FROM THE GASKET STRIP. APPLY A THIN COATING OF SILICONE GREASE (GE G635 OR EQUIVALENT) TO GASKET PRIOR TO INSTALLATION.

FIGURE 4-4 ELT/BATTERY PACK EXPLODED VIEW

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DOCUMENT # 570-5000

4.3.17 (Step 8) Antenna Test

Action Notice A 8150.3 advises that:

"A low quality AM broadcast receiver should be used to determine if energy is being transmitted from the antenna.

When the antenna of the radio (tuning dial on any setting) is held about 6 inches from the activated EL T antenna, the EL T aural tone will be heard on the AM broadcast receiver. This is not a measured check, but it does provide confidence that the antenna is radiating sufficient power to aid search and . rescue. The aircraft's VHF receiver, tuned to 121.5 MHz, may also be used. This receiver, however, is more sensitive and could pick up a weak signal even if the radiating EL T's antenna is disconnected. Thus it does not check the integrity of the EL T system or provide the same

level of confidence as does an AM radio."

4.3.18 (Step 9) Logbook Entry

Enter the date the test technician's initials and whether the EL T passed or failed into the aircraft's logbook.

4.4. Summary of Minimum Requirements

4.4.1 Specifications @ 121.5 MHz

• Frequency:121.5 MHz

• Frequency Tolerance: +/-6.075 KHz

• Modulation: AM

• Power Output: >/= 23.0 dBm


• Frequency:243.0 MHz

• Frequency Tolerance:+/-12.15 KHz

• Modulation: AM

• Power Output: >/= 23.0 dBm


• Frequency: 406.025 MHz

• Frequency Tolerance: +/- 2 KHz

• Modulation: Bi-phase L

• Power Output: 37.0 dBm +/- 2dBm

4.4.4 Transmitter Test

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

An amplitude modulation (AM) broadcast radio receiver should be used to determine if energy is being transmitted from the antenna (see section 4.3.17).

NOTE: All EL T "ON" tests should be performed within the first five minutes after the hour UTe.

4.5. EL T Battery Pack Replacement

NOTE: The battery pack contains static sensitive parts, take ESD precautions before handling. Remove the four screws from the battery pack. Before proceeding further, read the following advisory to avoid damage to the EL T. Also refer to Figure 4-4.

WARNING: The battery pack is connected to the EL T via short interconnect harnesses which limit the distance of separation between the two components prior to disconnecting the harnesses. Proceed as follows:

• Lay the EL T on its side.

• Carefully lift the battery pack away from the EL T and lay along side the EL T unit.

04/04102 PAGE 4-15


DOCUMENT # 570-5000

• Carefully disconnect the harness from the 8-pin connector on the small circuit board in the battery pack. Do not short connector pins.

• Disconnect 2-pin harness.

Inspect the battery pack and underside of EL T. Battery cells, components and connectors should be corrosion free. The underside of EL T should be corrosion free. Inspect for any broken wires or connections. Ensure the battery housing is free of cracks or other visible damage.

The battery pack must be replaced with a new one:

• After use in an emergency;

• After an inadvertent activation of unknown duration;

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

• The battery pack must be replaced on or before the battery expiration date shown on the battery label.

When installing a new battery pack, remove the paper backing from the rubber seal at the connector end of the battery pack. It is recommended that this seal be coated with a non-petroleum based silicone grease (l.e, GE G-635) to provide a moisture resistant seal once the battery is installed.

To replace/reinstall the battery pack, connect the 8-pin connector to the header on the circuit board in the battery pack.

Connect the 2-pin connector to the recessed connector inside the EL T body. This step will cause the EL T to activate. Reset the EL T by toggling the "ON/OFF" switch on the EL T from "ON" to "OFF". Reseat the battery pack on the EL T, dressing the harness wires away from the standoffs to avoid pinching the wires between the battery pack and the standoffs.

Connect the SARSAT Beacon Test Set, through a 30 dB (minimum) attenuator, to the EL T's TPS connector. Activate the EL T and allow the ELT to transmit 3 to 4 406.025 MHz bursts. Thereupon, verify that there is not a "BAD FRAME" or NORMAL BAD" message on the Test Set display which would indicate a problem with the battery pack (i.e. a bad IC on the battery circuit board).

Install the four Phillips head screws and tighten securely. Do not over torque the screws.

Once the EL T has been tested, as applicable, and reinstalled in the aircraft as described in this chapter, apply the battery expiration date label provided with the battery pack to the exterior of the

EL T (i.e. on the end cap or other visible location).

Enter pertinent battery replacement information in the aircraft log book and fill

out any other documentation required by local authority.

If you have any questions regarding the Battery Pack Replacement Procedure, please contact Artex Aircraft Supplies at

1 -800-547-8901 .

11/27/06 PAGE 4-16


DOCUMENT #570-5000

SPECIFICATIONS & APPROVALS

06/30/99 PAGE 5-1


DOCUMENT #570-5000

ELECTRICAL 121.5/243.0 MHz, 406.025 MHz
CHARACTERISTICS
OPERATING FREQUENCIES 121.5 & 243.0 MHz 406.025 MHz
+/-0.005% +/- 2 KHz (initial)
+/- 5 KHz (5 years)
2 parts/10E9 in 100ms
MODULATION AMPLITUDE MODULATION BI-PHASE L
(A3X) (G1D)
TRANSMITTER DUTY CONTINUOUS 440 mSec (+/-1%) or
CYCLE 520 mSec (+/-1%) every
50 seconds (+/- 5%)
PEAK EFFECTIVE RADI- Minimum 50mW (17dBm) 5 Watts (+/- 2dB) PERP
ATED POWER (PERP) PERP for 50 hours at or EIRP for 24 hours at
-20C or 100mW EIRP -20 C
(20dBm) for 48 hours at
-20C.
OCCUPIED BANDWIDTH 25 KHz Maximum 20 KHz Maximum
OPERATING TEMPERATURE -20C TO +55C -20C TO +55C
AUTOMATIC ACTIVATION VELOCITY CHANGE OF VELOCITY CHANGE OF
FOR C406 Series, 4.5 Ft.lSECOND 4.5 Ft.lSECOND
AUXILIARY G-SWITCH AC- 5 AUXILIARY G-SWITCHES 5 AUXILIARY G-SWITCHES
TIVATION FOR C406-2HM, ACTIVATE AT 12 G's IN ACTIVATE AT12 G's IN
ADDITION TO THE MAIN ADDITION TO THE MAIN
G-SWITCH, G-SWITCH
ENVIRONMENTAL 121.5/243.0 MHz 406.025 MHz
CHARACTERISTICS
TEMP (STORAGE) -55°C TO +85°C -55°C TO +85°C
TEMP (OPERATING) -20°C TO +55°C -20°C TO +55°C
ALTITUDE 55,000 FEET 55,000 FEET 04/04/02 PAGE 5-2


DOCUMENT #570-5000

VIBRATION 10Gs" 5Hz TO 2,OOOHz 10Gs" 5Hz TO 2,OOOHz
SHOCK TEST 500Gs FOR 4 mSec 500Gs FOR 4 mSec
CRASHWORTHINESS 100Gs FOR 23 mSec 100Gs FOR 23 mSec
HUMIDITY 95% FOR 50 HOURS 95% FOR 50 HOURS
PENETRATOR DROP 55LBS FROM 6 INCHES 55LBS FROM 6 INCHES
CRUSH TEST 1,000 LBS 1,000 LBS
SPURIOUS EMISSIONS AS PER CFR TITLE 47 AS PER RTCAlDO-204
(FCC) PART 87
ANTENNA 121.5/243.0 MHz 406.025 MHz
TYPE VERTICAL MONOPOLE VERTICAL MONOPOLE
RADIATION PATTERN OMNIDIRECTIONAL HEMISPHERICAL
IMPEDANCE 50 OHMS NOMINAL AT 50 OHMS NOMINAUVSWR
121.5 AND 243.0 MHz LESS THAN 1.5:1
OPERATING SPEED 110-320: 350 KNOTS TAS 110-320: 350 KNOTS TAS
110-328-01 " 110-333 AND 11 0-328-01 " 110-333 AND
110-337: MACH 1 110-337: MACH 1
CABLE RG-142 WITH BNC RG-142 WITH TPS AND
CONNECTORS TNC CONNECTORS
WEIGHTS C406-2 Series
ELT UNIT 3 LB 5.8 OZ. Max.
MOUNTING TRAY 7.0 OZ.
PROTECTIVE TOP COVER 6.7 OZ
END CAP 3.8 OZ., 09/07/00 PAGE 5-3


DOCUMENT #570-5000

ANTENNA PART# 110-320 - 7.5 OZ. MAXIMUM
PART# 110-333 - 12.5 OZ. MAXIMUM
PART# 110-328-01 - 1 LB. 3.2 OZ. MAXIMUM
PART# 110-337 - 1 LB. 5.0 OZ. MAXIMUM,

MEASUREMENTS C406-2 Series ELT
ELT WITH MOUNTING 11.74" L x 3.90" H x 3.82" W
TRAY" PROTECTIVE TOP
COVER AND END CAP
INSTALLED
ANTENNA HEIGHT
110-320 16.50" (BASE-TO-TIP HEIGHn
110-328-01 9.00" (BASE-TO-TIP HEIGHn
110-333 10.10" (BASE- TO-TIP HEIGHn
110-337 7.75" (BASE-TO- TIP HEIGHn
BATTERY SPECIFICA- C406-2 Series ELT
TIONS
TYPE OF CELL LITHIUM MANGANESE DIOXIDE
VOLTAGE 12.0 VOLTS
AMP HOUR RATING 10.0 AMP/HOURS
REPLACEMENT BATTERY PART NUMBER: 452-0133 - 406 LITHIUM BATTERY
PACK NUMBER PACK APPROVED BATTERIES AVAILABLE FROM ARTEX OR ANY DEALER

ARTEX AIRCRAFT SUPPLIES, INC.

14405KEIL ROAD N.E, AURORA, OREGON 97002

P.O. BOX 1270, CANBY, OREGON 97013 (503)-678-7929, (800)-547-8901, FAX (503)-678-7930 web site: www.artex.net

e-mail: infor@artex.net

10/18/00 PAGE 5-4


DOCUMENT #570-5000

5.1 C406-2 Series MODEL DESCRIPTIONS

Note; The C406-2 series EL T's are directly compatible with the EL T/NAV Interface Unit (453-6500)

• C406-2: The C406-2 is a Type AF (Automatic Fixed) EL T which transmits on 121.5 , 243.0 and 406.025 MHz. The ELT is enclosed within a multi-piece housing consisting of a mounting tray, a protective top cover and an end cap. It is provided as a complete system which includes an installation kit, a remote cockpit switch, two coax cables an audible buzzer and a fixed dual input antenna.

• C406-2HM: The C406-2HM is a Type AF (Automatic Fixed) ELT which transmits on 121.5 ,243.0 and 406.025 MHz. The EL T was developed for helicopter installations and features an additional 5 "G" switches allowing the EL T to be activated in any of six axes. The EL T is enclosed within a multi-piece housing consisting of a mounting tray, a protective top cover and an end cap. It is provided as a complete system which includes an installation kit, a remote cockpit switch, two coax cables, an audible buzzer and a fixed dual input antenna.

06/30/99 PAGE 5-5


DOCUMENT #570-5000

5.2 APPROVALS:

C406-2

• FAA TSO C126 (Environmental Categories: C1-BA204XRXXXXXZAZZ204BXXX) TYPE AF

• COSPAS/SARSAT(Certificate No. 112)

• JTS0-2C126

C406-2HM

• FAA TSO C126 (Environmental Categories: C1-BA204XRXXXXXZAZZ204BXXX) TYPE AF

• COSPAS/SARSAT (Certificate No. 112)

• JTSO-2C126

10/18/00 PAGE 5-6


DOCUMENT #570-5000

APPENDIX A DOCUMENTATION & LICENSE DATA

06/30/99 PAGE A-1


DOCUMENT #570-5000

A.i. Available Documentation

An available document, which is highly recommended but not required, is Document No. RTCAlDO-182 entitled "Emergency Locator Transmitter (EL T) Equipment Installation and Performance" and may be obtained from:

RTCA Secretariat

1140 Connecticut Avenue, N.W. Suite 1020

Washington, D.C. 20036-4001 (202) 833-9339

CAUTION:

Installation in a pressurized aircraft constitutes a major modification, consult the Department of Transport Regional Officer before proceeding.

A.2. Radio Station License Data

With a current Private Aircraft Radio Station License, no further station licensing is required for the EL T installation.

A Private Aircraft Radio Station license may be obtained by filing FCC form 404.

The EL T may be installed, used and tested for up to 30 days without a station license after submittal of the FCC Form 404 and while awaiting receipt of the station license, provided a copy of the submitted FCC Form 404 is kept in the aircraft.

Installation and use in countries other than the U.S.A. shall be in accordance with that country's licensing regulations and in conjunction with the manual.

04/11/01 PAGE A-2


DOCUMENT #570-5000

APPENDIX B REGISTRATION REQUIREMENTS

06130199 PAGE 8-1


DOCUMENT #570-5000

B.1. REGISTRATION

When a 406.025 MHz EL T is installed in an aircraft, it is imperative that the aircraft owner register the ELT. In the United States the National Oceanic and Atmospheric Administration (NOAA) is the registration agency. Each 406.025 MHz EL T contains a unique identification code that is transmitted to the satellite. This helps the "Rescue Coordination Center" (RCC) determine whether an emergency actually has occurred. The unique identification permits accessing a data base. In the United States the data base contains the following:

• Owner's Name

• Address

• Telephone Number

• Aircraft Type

• Aircraft Registration Number

This data facilitates inquiries as to the whereabouts of the aircraft, the existence of a flight plan and so forth. The above information should be kept up to date, with any changes to the data corrected (Le. change of address, phone numbers, etc.).

The following address should be used to obtain information on how to register 406 MHz EL T's in the United States:

NOAA/SARSAT

E/SP3, FB4, Room 3320 5200 Auth Rd

Suitland, MD 20746-4304

Or call: 1-888-212-SAVE (7283) or 301-457 -5678

Beacon registration can also be done on the NOAA website at: www.beaconregistration.noaa.gov.

WARNING: If the EL T is moved to a different aircraft than which it was originally registered with, the EL T must be re-registered and the product label re-marked to indicate the new programming and/or new country of registry.

If the 406.025 MHz EL T is to be used in a country other than the United States, the Civil Aviation Authority in the applicable country must be contacted to obtain the correct registration form.

Refer to Cospas/Sarsat Documents

G.005 and S.007 for information regarding EL T programming and registration, available at: www.cospas-sarsat.org.

11/27/06 PAGE B-2


DOCUMENT #570-5000

APPENDIX C SYSTEM COMPONENT PART NUMBERS

06/30/99 PAGE C-1


DOCUMENT #570-5000

C.1. SYSTEM & SUB-COMPONENT PART NUMBERS

The C406-2 series EL T's are available in four basic versions:

The C406-2 with Rod Antenna

The C406-2 with Blade Antenna The C406-2HM with Rod Antenna The C406-2HM with Blade Antenna

455-5010-[_] 455-5011-[_] 455-5012-[_] 455-5013-[_]

The above part numbers are for complete systems which include the EL T; a mounting tray; a protective top cover; an end cap; a remote switch kit; an antenna; an installation kit; a 6 foot BNC to BNC coax cable; a 6 foot TNC to TPS coax cable; an audible alert (buzzer); an Installation & Operation Manual; a warranty card; and an applicable beacon registration card.

The bracketed extension following the part number is a variable three digit number that signifies the Country Code. This identifies the county in which the EL T will be registered and for which the EL T is programmed. The Country Code designations are established

by the COSPAS/SARSAT Secretariat. When ordering a C406 system or main assembly, it is necessary to inform ARTEX of the country of registry and the programming format required, so that the ELT can be programmed accordingly.

The part numbers for individual Line Replaceable components are listed below:

ITEM

DESCRIPTION

llil. C406-2 C406-2HM

Main Assembly, C406-2 Main Assembly, C406-2HM Antenna, 406 Blade Antenna, 406 Blade Antenna, 406 Rod

Battery Pack, 406 Lithium Cap Assy, Mounting Frame Frame Assy, Protective Top Frame Assy, Bottom Mounting 406 Remote Switch Kit

Cable, Coax BNC-BNC 6 Ft Cable, Coax TNC- TPS 6 Ft Buzzer

453-5000-[_j 453-5001-[_j 110-333 110-337 110-320 452-0133 452-5052 452-3052 452-5050 345-6196-04 611-6013-04 611-6052 130-4004 455-7421 455-6196 570-5000

Blade Antenna Blade Antenna Rod Antenna Battery Pack End Cap Protective Top Mounting Tray Remote Switch

BNC-BNC Coax Cable TNC-TPS Coax Cable

Buzzer

Installation Kit Install Kit Manual

Installation Kit, EL T

Install Kit, Standard Remote Switch Installation and Operation Manual

06/30/99 PAGE C-2


DOCUMENT #570-5000

APPENDIX D

ELTINAV INTERFACE OPERATION

06130/99 PAGE D-1


DOCUMENT #570-5000

0.1. ELT/NAV Interface Capability

ARTEX has enhanced 406 MHz EL T operation by giving the C406-2 the capability of interfacing with an aircraft navigation system.

The C406-2 has the ability to receive position data (longitude and latitude) from the aircraft's on-board navigation system. The communication process between the EL T and the aircraft navigation system is made possible by installing an ARTEX ELT to NAV (ELT/NAV) Interface unit (453-6500).

The Interface unit also allows the ELT to be programmed with the aircraft's 24 bit address. When used with EL T's that are programmed for 24 bit protocol, the Interface unit is strapped with the 24 bit address or may be connected to a 24 bit address switch block which is set up to match the 24 bit address parity of the Mode S surveillance and communications system switch block. Note: There is no electronic connection between TCAS or Mode S systems and the EL T/NAV Interface, only the ID number is common.

This feature was implemented in the

EL TINA V Interface unit with fleet operators in mind.

EL T's are programmed with either a serialized or 24 bit protocol. Both will interface with the EL TINA V Interface to

provide position data as part of the 406.025 MHz distress message however, only EL T's programmed with 24 bit protocol may be used with the 24 bit address function of the EL TINA V Interface (see Section 4.3.16).

In the event of a crash, the EL T will transmit the converted position information from the navigation system, such as the GPS flight management computer, loran, etc. Geostationary satellites constantly

monitor the 406.025 MHz transmissions. The crash site is instantly known due to the aircraft's navigation system position data communication with the EL T via the Interface unit. Without the position data being transmitted, it is necessary for the polar orbiting satellites to pass overhead, using Doppler Shift technology to determine posltlon. In a worst case scenario this could be a 3 to 4 hour wait for a polar orbiting satellite to pass over. In addition, the accuracy of the position fix is much better (Le. 100 meters versus 1 to 2 kilometers for the standard 406.025 MHz system without interface coupling). The Interface unit supports either ARINC 429 or RS-232 data bus formats. An additional feature of the Interface unit is the ability to automatically reprogram the EL T with the aircraft's 24 bit identification (long message format). This facilitates moving the EL T from one aircraft to another when performing routine maintenance, etc. WARNING: the EL T must be re-registered and the product label remarked to reflect the new programming and/or country of registry. Contact ARTEX for details of marking and reprogramming.

The Interface unit will automatically reprogram the EL T (if programmed for 24 bit protocol), overwriting previously stored data every time the Interface unit determines from the aircraft's switch array, encoded with the 24 bit address of the aircraft, that the EL T has been replaced.

The standard choice of programming which ARTEX Aircraft Supplies, Inc. provides is serialized long message protocolcol. The serialized long message protocol can be used with or without the ELTI NAV Interface unit. The ELT/NAV Interface unit is required to interface with the aircraft navigation system and enables the EL T to transmit position data. The EL T can be used without the EL T/NAV Interface unit, however, the serialized long message will not have position data included.

06/30/99 PAGE D-2


DOCUMENT #570-5000

Fleet operators may request that the

EL T be programmed with 24 bit long message protocol. The interface with the aircraft navigation system which allows the EL T to transmit position data is unaffected by this protocol. The 24 bit address is designed to be used with the ELT/NAV Interface unit and allows the EL T to interface with the aircraft navigation system. The Interface unit should be strapped for the 24 bit address (binary "1" to ground) or connected to a 24 bit address switch block which is configured to match the 24 bit switch block connected to the aircraft's Mode S transponder system. The 24 bit strapping will allow the EL T to automatically program itself to the aircraft's 24 bit address. This feature will allow the EL T

to be transferred between aircraft without having to reprogram or re-register the

EL T with the Search and Rescue authority. This makes maintenance of the ELT a simple matter of replacing the ELT.

The user must specify 24-bit long message programming when ordering the ELI.

Figure D-1 depicts the typical installation configuration of the EL T, EL T/NAV Interface and related interconnections. Figure D-2 shows the wiring interconnection for the ELT with an ELT/NAV Interface.

0.2. EL T/NAV Interface Communication Formats

The ELT/NAV Interface unit supports ARINC 429 and RS-232 data bus formats.

All ARINC 429 Standard and GAMA (high or low speed) serial bus formats are supported. Labels 310 (latitude) and 311 (longitude) are required.

The ~ RS-232 format which is supported is limited to the following conditions:

Baud Rate (fixed):9600

Parity: None Data Bits:8

Stop Bits:1

In addition the RS-232 format must have a Start of Text (STX): an "A" identifier for latitude; a liB" identifier for longitude and END of Text (ETX). The format expects carriage returns but will not operate if there are line feeds.

The following manufacturer's navigation systems are known to interface with the ELT/NAV Interface system:

ARNAV SYSTEMS INC.:

• R50, R50i, STAR 5000, FMS 5000, MFD (Multi-Functional Display).

II MORROW:

• FL YBUDDY, 2001 NMS

BENDIX-KING:

• KLN 88, KLN 90

TRIMBLE:

• NAV1000, NAV2000, TNL2100, and TNL3100. The following Trimble systems all require a RS-422 to RS-232 adapter: NAV 3000, TNL 1000, TNL 2000, TNL 2000A, TNL 3000, 2000 APPROACH, 2000 APPROACH PLUS, 2101 APPROACH, 2101 APPROACH PLUS, 2101 1/0 APPROACH, 2101 1/0 APPROACH PLUS.

For other equipment models contact that equipment manufacturer to determine if their equipment supports the ARINC 429 or RS-232 format specified above.

06/30/99 PAGE D-3

ARTEXAIRCRAFT SUPPLIES

DOCUMENT #570-5000

0.3. Installation and Checkout Process

All installation processes and interconnections to navigation systems should adhere to the guidelines set forth in the FAA Advisory Circulars AC43.13-1A, 43.13-2A, 20-130A and 20-138, or later revisions of these documents. It is very important that the the Global Positioning System/Flight Management Computer (GPS/FMC) manufacturer's installation instructions be consulted regarding installation details that may be specific to the GPS/FMC. Refer to the installation instructions specific to the GPS/FMC that you are connecting the ARTEX EL T/NAV Interface unit to for specific instructions.

NOTE: In order to verify either the 24

bit address (mandatory) or navigation position provided by the EL TINA V Interface that is being transmitted by the EL T, the EL T will only need to be active long enough to perform the "self test" and should not be active for more than 5 seconds. The 406 MHz output should be connected to the hand held test set

(Artex PIN 453-0131) via a coax cable and a 30 dB attenuator. For any 406

MHz transmission after the EL T is active 47.5 seconds or more, the satellite system considers the transmission to be a valid distress signal. The EL T transmits a test signal at turn off which contains the same information as the distress message except that the signal contains a prefix code that identifies it as a "test message" that will be ignored by the satellite system should it be detected.

For all .testing of the 406 MHz output, only the "test message" that is transmitted at turn off is required to verify the EL T and EL T/NAV Interface function.

Follow the installation instructions provided in the ARTEX ELT/NAV Interface

Installation and Operation Manual (570- 4602) for details regarding the installation of the ELT/NAV Interface unit (453-6500).

It is extremely important that the ELT/NAV Interface installation not be in conflict with the GPS/FMCmanufacturer's installation instructions in order to avoid

an installation that may degrade the GPS/FMC performance. As a result, the Post Installation checkout in the GPSI FMC Installation Manual must be followed after installing the EL TINA V Interface box.

NOTE: The updated hex ID IIl1ISt be verified for EL T's which are programmed for the 24 Bit Protocol and are installed with an EL TINA V Interface which is strapped for the aircraft address. The EL T output must be verified for the correct aircraft address and the EL T IIl1ISt be labeled with the new 15 digit hex code ID. Refer to the EL TINA V Interface Manual 570-4602 Section 3.7.2. For this test, the portable SARSAT Beacon Test Set

(Artex PIN 453-0131) must be used. The 406 MHz EL T output (TPS connector in recessed area on front of EL T) must be connected directly to the hand held tester via a coax cable and a 30 dB attenuator. If using the existing antenna coax cable (TPS to TNC), a TNC to BNC adapter must be used to connect to the SARSAT Beacon Tester.

The portable SARSAT Beacon Test Set (ARTEX PIN 453-0131) must be used to perform the tests described in Section 4, paragraph 4.3.13 of this manual (570-0421). The hex code displayed on the tester should match the hex code which is on the EL T's product label. If received, the latitude and longitude displayed on the tester should match the latitude and longitude displayed on the GPS/FMC system. Verification of the latitude and longitude is desirable but is not required.

04111/01 PAGE D-4


DOCUMENT #570-5000

In addition, the EL T transmitter test described in Section 3, paragraph 3.7 of this manual (570-5000) must be performed. No error codes should be flagged by the EL T LED as described in step 5 of this paragraph.

0.4. EL T to NAV Interface Information

For details on the installation and use of the ELT/NAV Interface unit, please contact ARTEX Aircraft Supplies, Inc., at the following: Tel: (503) 678-7929, 1-(800) 547-8901 or FAX: (503) 678-7930) to request the brochures and Installation and Operation Manual (570-4602) for the ELT/NAV Interface unit.

0.5. DGL-1 "Dongle"

For installations where the position data function of the EL T INAV Interface is not desired but only the ability to program the EL T the aircraft's 24 bit address, Artex offers the DGL-1 "Dongle". When used with EL T's that are programmed for Standard Location 24 bit protocol, the DGL-1 (PIN 453-4010) will allow the EL T to automatically program itself to the aircraft's 24 bit address. This feature will allow the EL T to be transferred between aircraft without having to reprogram or re-register the EL T with the Search and Rescue authority. This makes maintenance of the

ELT a simple matter of replacing the

EL T. Note: There is no electronic connection between TeAS or Mode S systems and the DGL-1, only the ID number is common; also there is no position data function supported by the DGL-1.

The DGL-1 is available as a complete

kit (PIN 455-4010). For more details on the installation and use of the DGL-1, please contact ARTEX Aircraft Supplies, Inc., at the following: Tel: (503) 678-7929 1-(800) 547-8901 or FAX: (503) 678-7930) to request a brochure and the Installation and Operation Manual (570-4010) for the DGL-1.

11/27/06 PAGE D-5


OOCUM ENT #570-5000

10 ar ANlB\JNA'S

ELTINAV INTERFACE

10 24 BIT SJ\AlCH BDCK

10 COCKPIT R3\I10lE Sl'AlCH & ARlNC 429

IRS-232

FIGURE 0-1 EL TINAV INTERFACE INSTALLATION OVERVIEW

06/30/99 PAGE 0-6


DOCUMENT #570-5000

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06/30/99 PAGE 0-7


DOCUMENT #570-5000


06/30/99 PAGE D-8

570-5000 - Manual (1) Rev. B

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DOCUMENT NUMBER: 570-5000 REV. B

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