9/8/98 AC 43.

13-1B

SECTION 2. GROUND OPERATIONAL CHECKS FOR AVIONICS EQUIPMENT

(ELECTRICAL)

12-8. GENERAL. When the operating or (4) Check to assure that the radios and in-
airworthiness regulations require a system to per- struments are secured to the instrument panel.
form its intended function, the use of the Technical
Standard Order (TSO) equipment or the submis- (5) Check that all avionics are free of dust,
sion of data substantiating the equipment perform- dirt, lint, or any other airborne contaminates. If
ance is strongly recommended. An operation there is a forced air cooling system, it must be in-
check of avionics is the responsibility of the pilot spected for proper operation. Equipment ventila-
in command. However, it is recommended that tion openings must not be obstructed.
after replacement of equipment during 100 hour
or annual inspections, an operational check of (6) Check the microphone headset plugs
avionics equipment be performed. The accom- and connectors and all switches and controls for
plishments of these checks must be done in ac- condition and operation. Check all avionics in-
cordance with the recommendations and proce- struments for placards. Check lightening, annun-
dures set forth in the aircraft’s flight manual ni - ciator lights, and cockpit interphone for proper
structions published by the avionics equipment operation.
manufacturers.
(7) The circuit breaker panel must be in-
12-9. INSPECTION OF AVIONICS SYS- spected for the presence of placarding for each
TEMS. circuit breaker installed.

a. The inspection shall include the following: (8) Check the electrical circuit switches,
especially the spring-load type for proper opera-
(1) Inspect the condition and security of tion. An internal failure in this type of switch may
equipment including the proper security of wiring allow the switch to remain closed even though the
bundles. toggle or button returns to the OFF position.
During inspection, attention must be given to the
(2) Check for indications of overheating of possibility that improper switch substitution may
the equipment and associated wiring. have been made.

(3) Check for poor electrical bonding. b. Check antennas for:

The bonding requirements are specified by
equipment manufacturers. Installation cabling (1) broken or missing antenna
should be kept as short as possible, except for insulators
antenna cables which are usually precut or have a
specific length called out at installation. Proper (2) lead through insulators
bonding on the order of 0.003 ohms is very im-
portant to the performance of avionics equipment. (3) springs

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AC 43.13-1B 9/8/98

(4) safety wires c. Check the static dischargers/wicks for:

(5) cracked antenna housings (1) physical security of mounting attach-

ments, wear or abrasion of wicks, missing wicks,
(6) missing or poor sealant at base of an- etc.,
tenna
(2) assurance that one inch of the inner
(7) correct installation braid of flexible vinyl cover wicks extends beyond
the vinyl covering,
(8) signs of corrosion, and
(3) assurance that all dischargers are pre-
(9) the condition of paint/bonding and sent and securely mounted to their base,
grounding.
(4) assurance that all bases are securely
(10) Check the bonding of each antenna bonded to skin of aircraft, in order to prevent the
from mounting base to the aircraft skin. Toler- existence in voltage level differences between two
ance: .1 ohm, maximum. surfaces,

(a) Test Equipment: (5) signs of excessive erosion or deteriora-

tion of discharger tip,
1 1502B Metallic Time Do Main Re-
flectometer or equivalent. (6) lighting damage as evidenced by pitting
of the metal base, and
2 Thruline Wattmeter.
(7) megohm value of static wick itself as
(b) Perform the antenna evaluation per manufacturer’s instructions. It should not be
check using the domain reflectometer to determine open.
the condition of the antenna and coax cables. Re-
fer to manufacturer’s maintenance procedures. d. Subsequent inspection must be made af-
ter a maintenance action on a transponder. Refer
(c) Use thruline wattmeter as needed to Title 14 of the Code of Federal Regulations
for addition evaluation. Refer to manufacturer’s (14 CFR) part 91, sections 91.411 and 91.413.
maintenance procedures. Check for the following:
e. Inspection of the emergency locator
1 Resistance. transmitter operation, condition and date of the
battery.
2 Shorts.
f. Perform a function check of the radio by
3 Opens. transmitting a request for a radio check. Perform
a function check on navigation equipment by mov-
ing the omni bearing selection (OBS) and noting
the needle swing; and the TO/FROM flag move-
ment.

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12-10. COMMUNICATION SYSTEMS. 12-12.DISTANCE MEASURING EQUIP-

Ground operation of communication systems in MENT (DME). The operation of DME consists
aircraft may be accomplished in accordance with of paired pulses at a specific spacing, sent out
the procedures appropriate for the airport and from the aircraft (this is what is called interroga-
area in which the test is made, and the manufac- tion), and are received by the ground station,
turer’s manuals and procedures. Check system(s) which then responds with paired pulses at the
for side tone, clarity of transmission, squelch, op- specific spacing sent by the aircraft, but at a dif-
erations using head phones, speaker(s), and hand ferent frequency. The aircraft unit measures the
microphone. If a receiver or transmitter is found time it takes to transmit and then receive the sig-
to be defective, it should be removed from the nal, which then is translated into distance. DME
aircraft and repaired. operates on frequencies from 962 MHz to
1213 MHz. Because of the curvature of earth,
12-11. VHF OMNI-DIRECTIONAL this line-of-sight signal is reliable up to
RANGE (VOR). A VOR operates within the 199 nautical mile (NM) at the high end of the con-
108.0 to 117.9 MHz frequency band. The dis- trolled airspace with an accuracy of 1/2 mile or
play usually consists of a deviation indicator and a 3 percent of the distance. DME inspec-
TO/FROM indicator. The controls consist of a tion/maintenance on the aircraft is most commonly
frequency selector for selecting the ground station limited to a visual check of the installation, and if
and an OBS, which is used for course selection. there have been previously reported problems, the
An ON/OFF flag is used to determine adequate antenna must be inspected for proper bonding and
field strength and presence of a valid signal. the absence of corrosion, both on the mounting
There are numerous configurations when inte- surface, as well as the coax connector. Accuracy
grated into flight directors and/or when using a can be determined by evaluating performance
slaved compass system which uses an additional during flight operations, as well as with ground test
indicator that points continually to the selected equipment. If a discrepancy is reported and cor-
omni station regardless of OBS selection. In or- rected, it is good practice to make the accuracy
der to determine the accuracy specified in a func- determination before instrument flight. Tune the
tional check, a ground test set must be used in DME to a local station, or use the proper ground
accordance with the manufacturer’s specifications. test equipment to check audio identification, and
For the purpose of this inspection/maintenance DME hold function verify correct display opera-
activity, the following operational check can be tion.
accomplished to determine if the equipment has
the accuracy required for operation in instrument 12-13. AUTOMATIC DIRECTION
flight rules (IFR) environment. Verify audio FINDER (ADF). The ADF receivers are pri-
identification, OBS operation, flag operation, marily designed to receive nondirectional beacons
radio magnetic indicator (RMI) interface, and (NDB) in the 19 to 535 kHz amplitude modula-
applicable navigation (NAV) switching functions. tion (AM) broadcast low band. The receivers will
The operational check is also published in the also operate in the commercial AM band. The
AIM, section 1-1-4. This check is required by ADF display pointer will indicate the relative
14 CFR part 91, section 91.171 before instru- bearing to a selected AM band transmitter that is
ment flight operations. in range. An ADF system must be checked by
tuning to an adequate NDB or commercial AM
station. Verify

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AC 43.13-1B 9/8/98

proper bearing to station, audio identification and b. The glide slope receiver operates on
tone/beat frequency oscillator (BFO), correct op- one of 40 channels within the frequency range
eration in closed circuit (LOOP) and sense 329.15 MHz, to 335.00 MHz. The glide slope
modes. Note the orientation of the selected sta- transmitter is located between 750 feet and
tion to the aircraft using an appropriate chart. 1250 feet from the approach end of the runway
Observe the ADF relative bearing reading, and and offset 250 to 650 feet. In the absence of
compare to the chart. Slew the needle and ob- questionable performance, periodic functional
serve how fast (or slowly) it returns to the reading. flight checks of the glide slope system would be
ADF performance may be degraded by lightning an acceptable way to ensure continued system
activity, airframe charging, ignition noise and at- performance. The functional flight test must be
mospheric phenomena. conducted under visual flight rules (VFR) condi-
tions. A failed or misleading system must be ser-
12-14. INSTRUMENT LANDING SYS- viced by an appropriately-rated repair station.
TEMS (ILS). The ILS consist of several com- Ground test equipment can be used to verify glide
ponents, such as the localizer, glide slope, marker slope operation.
beacon, radio altimeter, and DME. Localizer and
glide slope receivers and marker beacons will be c. Localizer/Glide Slope (LOC/GS) may
discussed in this section. have self test function, otherwise the proper
ground test equipment must be used. Refer to
a. Localizer receiver operates on one of manufacturer’s or aircraft instruction manual.
40 ILS channels within the frequency range of
108.10 to 111.95 MHz. These signals provide 12-15. MARKER BEACON. Marker bea-
course guidance to the pilot to the runway center- con receivers operate at 75 MHz and sense the
line through the lateral displacement of the audio signature of each of the three types of bea-
VOR/localizer (LOC) deviation indicator. The cons. The marker beacon receiver is not tunable.
ground transmitter is sighted at the far end of the The blue outer marker light illuminates when the
runway and provides a valid signal from a distance receiver acquires a 75 MHz signal modulated with
of 18 NM from the transmitter. The indication 400 Hz, an amber middle marker light for a
gives a full fly left/right deviation of 700 feet at the 75 MHz signal modulated with 1300 Hz and, a
runway threshold. Identification of the transmitter white inner marker light for a 75 MHz signal
is in International Morse Code and consists of a modulated with 3000 Hz. The marker beacon
three letter identifier preceded by the Morse system must be operationally evaluated in VFR
Code letter I (two dots). The localizer function is when an ILS runway is available. The receiver
usually integral with the VOR system, and when sensitivity switch must be placed in LOW SENSE
maintenance is performed on the VOR unit, the (the normal setting). Marker audio must be ade-
localizer is also included. The accuracy of the quate. Ground test equipment must be used to
system can be effectively evaluated through nor- verify marker beacon operation. Marker beacon
mal flight operations if evaluated during visual me- with self test feature, verify lamps, audio and lamp
teorological conditions. Any determination of dimming.
airworthiness after reinstallation before instrument
flight must be accomplished with ground test 12-16. LONG RANGE NAVIGATION
equipment. (LORAN). The LORAN has been an effective
alternative to Rho/Theta R-Nav systems.

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9/8/98 AC 43.13-1B

Hyperbolic systems require waypoint designation with coupled approach capability. Attention must
in terms of latitude and longitude, unlike original be given to the disconnect switch operation, aural
R-Nav (distance navigation) systems, which de- and visual alerts of automatic and intentional auto-
fine waypoints in terms of distance (Rho) and an- pilot disconnects, override forces and mode an-
gle (Theta) from established VOR or Tacan facili- nunciation, servo operation, rigging and bridle ca-
ties. Accuracy is better than the VOR/Tacan sys- ble tension, and condition. In all cases the manu-
tem but LORAN is more prone to problems with facturer’s inspection and maintenance instructions
precipitation static. Proper bonding of aircraft must be followed.
structure and the use of high-quality static wicks
will not only produce improved LORAN system 12-19. ALTIMETERS. Aircraft conducting
performance, but can also benefit the very high operations in controlled airspace under instrument
frequency (VHF) navigation and communications flight rule (IFR) are required to have their static
systems. This system has an automatic test system(s) and each altimeter instrument inspected
equipment (ATE). and tested within the previous 24 calendar
months. Frequent functional checks of all altime-
NOTE: Aircraft must be outside of ters and automatic pressure altitude reporting sys-
hangar for LORAN to operate. tems are recommended.

Normally self test check units, verification of posi- a. Examine the altimeter face for evidence
tion, and loading of flight plan will verify operation of needle scrapes or other damage. Check
verification of proper flight manual supplements smoothness of operation, with particular attention
and operating handbooks on board, and proper to altimeter performance during decent.
software status can also be verified.
b. Contact an appropriate air traffic facil-
12-17. GLOBAL POSITIONING SYSTEM ity for the pressure altitude displayed to the con-
(GPS). The GPS is at the forefront of present troller from your aircraft. Correct the reported
generation navigation systems. This space-based altitude as needed, and compare to the reading on
navigation system is based on a 24-satellite sys- the altimeter instrument. The difference must not
tem and is highly accurate (within 100 meters) for exceed 125 feet.
establishing position. The system is unaffected by
weather and provides a world-wide common grid 12-20. TRANSPONDERS. There are three
reference system. Database updating and antenna modes (types) of transponders that can be used
maintenance are of primary concern to the GPS on various aircraft. Mode A provides a
user. (non altitude-reporting) four-digit coded reply;
Mode C provides a code reply identical to
NOTE: Aircraft must be outside of Mode A with an altitude-reporting signal; and
hangar for ground test of GPS. Mode S has the same capabilities as Mode A and
Mode C and responds to traffic alert and collision
12-18. AUTOPILOT SYSTEMS. Automatic avoidance system (TCAS)-Equipped Aircraft.
Flight Control Systems (AFCS) are the most effi-
cient managers of aircraft performance and con- a. Ground ramp equipment must be used
trol. There are three kinds of autopilot; two axes, to demonstrate proper operation. Enough codes
three axes, and three axes must be selected so that each switch

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AC 43.13-1B 9/8/98

position is checked at least once. Low and high a. Proper Installation.

sensitivity operation must be checked. Identifica-
tion operation must be checked. Altitude report- (1) Remove all interconnections to the
ing mode must be demonstrated. Demonstrate ELT unit and ELT antenna. Visually inspect and
that the transponder system does not interfere confirm proper seating of all connector pins.
with other systems aboard the aircraft, and that Special attention should be given to coaxial center
other equipment does not interfere with trans- conductor pins which are prone to retracting into
ponder operation. Special consideration must be the connector housing.
given to other pulse equipment, such as DME and
weather radar. (2) Remove the ELT from the mount and
inspect the mounting hardware for proper installa-
b. All transponders must be tested every tion and security.
24-calendar months, or during an annual inspec-
tion, if requested by the owner. The test must be (3) Reinstall the ELT into its mount and
conducted by an authorized avionics repair facil- verify the proper direction for crash activation.
ity. Reconnect all cables. They should have some
slack at each end and should be properly secured
12-21. EMERGENCY LOCATOR to the airplane structure for support and protec-
TRANSMITTERS (ELT). The ELT must be tion.
evaluated in accordance with TSO-C91a,
TSO-C126 for 406 MHz ELT’s, or later TSO’s b. Battery Corrosion. Gain access to the
issued for ELT’s. ELT installations must be ELT battery and inspect. No corrosion should be
examined for potential operational problems at detectable. Verify the ELT battery is approved
least once a year (section 91.207(d)). There have and check its expiration date.
been numerous instances of interaction between
ELT and other VHF installations. Antenna loca- c. Operation of the Controls and Crash
tion should be as far as possible from other anten- Sensor. Activate the ELT using an applied force.
nas to prevent efficiency losses. Check ELT an- Consult the ELT manufacturer’s ni structions be-
tenna installations in close proximity to other VHF fore activation. The direction for mounting and
antennas for suspected interference. Antenna pat- force activation is indicated on the ELT. A
terns of previously installed VHF antennas could TSO-C91 ELT can be activated by using a quick
be measured after an ELT installation. Testing of rap with the palm. A TSO-C91a ELT can be
an ELT must be performed within the first activated by using a rapid forward (throwing) mo-
5 minutes of an hour, and only three pulses of the tion coupled by a rapid reversing action. Verify
transmitter should be activated. For example, a that the ELT can be activated using a watt meter,
test could be conducted between 1:00 p.m. and the airplane’s VHF radio communications receiver
1:05 p.m., with a maximum of three beeps being tuned to 121.5 MHz, or other means (see
heard on a frequency of 121.5 MHz. NOTE 1). Insure that the “G” switch has been
reset if applicable.
12-22. INSPECTION OF ELT. An inspec-
tion of the following must be accomplished by a d. For a Sufficient Signal Radiated From
properly certified person or repair station within its Antenna. Activate the ELT using the ON or
12-calendar months after the last inspection: ELT TEST switch. A low-quality

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9/8/98 AC 43.13-1B

AM broadcast radio receiver should be used to NOTE 3: Because the ELT radiates on
determine if energy is being transmitted from the the emergency frequency, the Fe deral
antenna. When the antenna of the AM broadcast Communications Commission allows
radio receiver (tuning dial on any setting) is held these tests only to be conducted within
about 6 inches from the activated ELT antenna, the first five minutes after any hour and
the ELT aural tone will be heard (see NOTE 2 is limited in three sweeps of the trans-
and 3). mitter audio modulation.

e. Verify That All Switches are Properly 12-23. FLIGHT DATA RECORDER. The
Labeled and Positioned. flight data recorder is housed in a crush-proof
container located near the tail section of the air-
f. Record the Inspection. Record the in- craft. The tape unit is fire resistant, and contains a
spection in the aircraft maintenance records ac- radio transmitter to help crash investigators locate
cording to 14 CFR part 43, section 43.9. We the unit under water. Inspection/Operational
suggest the following: checks include:

I inspected the Make/Model ______________ a. Check special sticker on front of the

ELT system in this aircraft according to applicable flight data recorder for the date of the next tape
Aircraft and ELT manufacturer’s instructions and replacement, if applicable.
applicable FAA guidance and found that it meets
the requirements of section 91.207(d). b. Remove recorder magazine and inspect
tape for the following:
Signed: ______________________
Certificate No. ______________________ (1) broken or torn tape,
Date: ______________________
(2) proper feed of tape, and
NOTE 1: This is not a measured
check; it only indicates that the (3) all scribes were recording properly for
G-switch is working. approximately the last hour of flight.

NOTE 2: This is not a measured c. Conditions for tape replacement (as

check; but it does provide confidence applicable):
that the antenna is radiating with suffi-
cient power to aid search and rescue. (1) There is less than 20 hours remaining in
The signal may be weak even if it is the magazine as read on the tape remaining indi-
picked up by an aircraft VHF receiver cator.
located at a considerable distance from
the radiating ELT. Therefore, this (2) Tape has run out.
check does not check the integrity of
the ELT system or provide the same (3) Broken tape.
level of confidence as does the AM ra-
dio check. (4) After hard landings and severe air tur-
bulence have been encountered as reported by
the pilots.

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AC 43.13-1B 9/8/98

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9/8/98 AC 43.13-1B

(5) After the same tape has been in use

1 year (12 months), it must be replaced.

(6) Ensure that a correlation test has been

performed and then recorded in the aircraft re-
cords.

d. Refer to the specific equipment manu-

facturer’s manuals and procedures.

e. The state-of-the art Solid-State Flight

Data Recorder (SSFDR) is a highly flexible
model able to support a wide variety of aeronauti-
cal radio, incorporated (ARINC) configurations.
It has a Built-In Test Equipment (BITE) that es-
tablishes and monitors the mission fitness of the
hardware. BITE performs verification after stor-
age (read after write) of flight data and status
condition of the memory. These recorders have
an underwater acoustic beacon mounted on its
front panel which must be returned to their
respective manufacturer’s for battery servicing.
For maintenance information refer to the
equipment or aircraft manufacture’s maintenance
instruction manual.

12-24. COCKPIT VOICE RECORDERS

(CVR). CVR’s are very similar to flight data re-
corders. They look nearly identical and operate in
almost the same way. CVR’s monitors the last
30 minutes of flight deck conversations and radio
communications. The flight deck conversations
are recorded via the microphone monitor panel
located on the flight deck. This panel is also used
to test the system and erase the tape, if so de-
sired. Before operating the erase CVR mode,
consult the operational manual of the manufacturer
for the CVR.

a. Playback is possible only after the re-

corder is removed from the aircraft.

b. Refer to the specific equipment manu-

facturer’s manuals and procedures.

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AC 43.13-1B 9/8/98

c. The Solid State Cockpit Voice Re-

corder system is composed of three essential
components a solid state recorder, a control unit
(remote mic amplifier), and an area microphone.
Also installed on one end of the recorder is an
Under water Locator Beacon (ULB). The re-
corder accepts four separate audio inputs; pilot,
copilot, public address/third crew member, and
cockpit area microphone and where applicable,
rotor speed input and flight data recorder syn-
chronization tone input. For maintenance informa-
tion refer to the equipment manufacturer’s mainte-
nance manual.

12-25. WEATHER RADAR. Ground per-

formance shall include antenna rotation, tilt,
indicator brilliance, scan rotation, and indication of
received echoes. It must be determined that no
objectionable interference from other electri-
cal/electronic equipment appears on the radar in-
dicator, and that the radar system does not inter-
fere with the operation of any of the aircraft’s
communications or navigation systems.

CAUTION: Do not turn radar on

within 15 feet of ground personnel, or
containers holding flammable or explo-
sive materials. The radar should never
operate during fueling operations. Do
not operate radar system when beam
may intercept larger metallic objects
closer than 150 feet, as crystal damage
might occur. Do not operate radar
when cooling fans are inoperative. Re-
fer to the specific Radar System
equipment manufacturer’s manuals and
procedures.

12-26. RADOME INSPECTION. Inspec-

tion of aircraft having weather radar installations
should include a visual check of the radome sur-
face for signs of surface damage,

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9/8/98 AC 43.13-1B

holes, cracks, chipping, and peeling of paint, etc. receive and review transmitted data or to transmit
Attach fittings and fastenings, neoprene erosion data to a bus user. Before using an analyzer,
caps, and lightening strips, when installed, should make sure that the bus language is compatible
also be inspected. with the bus analyzer. For further information re-
fer to ARINC specifications such as 429 Digital
12-27. DATA BUS. Data Buses provide the Information Transfer System, Mark 33 which of-
physical and functional partitioning needed to en- fers simple and affordable answers t data commu-
able different companies to design different avion- nications on aircraft.
ics boxes to be able to communicate information
to each other. It defines the framework for sys- 12-28.12-36. [RESERVED.]
tem(s) intergration. There are several types of
data bus analyzers used to

Par 12-26 Page 12-13 (and 12-12)