Collins AHRS 85-85E Installation Manual Rev - 6

RWAvionics & Communications
Collins
Collins AHS-85/85E
Attitude Heading Computer
instruction book
(installation manual)
Collins General Aviation Division

Collins Divisions
Cedar Rapids, Iowa, 52498
(319) 395-1000
Rockwell
Cable COLLINRAD Cedar Rapids International
April 1, 1996
TO: HOLDERS OF AHS-85/85E ATTITUDE HEADING SYSTEM INSTRUCTION BOOK (INSTALLATION

MANUAL) (523-0772305)
SIXTH EDITION HIGHLIGHTS
The new edition of the AHS-85/85E instruction book (installation manual) completely replaces the previous
issue. Changes to this publication have been implemented in a manner that preserves the information
needed for servicing earlier model equipment. Revised areas are identified with black bars in the margin.
This new edition corrects various minor errors and adds coverage of the following:
UMT-16B, CPN 622-8614-002 and -400

UMT-16C, CPN 622-9842-102
UMT-16D, CPN 822-0039-400, -401, -402, and -403
Changes made by this revision also include:
1. Incorporates addendums 1 through 3 to the Installation section.

2. Incorporates information contained in AHC-85 Service Bulletins (SBs) 19R1 and 20R2, and AHC-
85E SBs 6 and 7. Discard the previous edition of this publication to avoid confusion at a later date.
Retain this letter of transmittal for future reference.
PUBLICATIONS DEPARTMENT
1/2
@523-0772305-00611A)
6th Edition, 1 April 1996
RWAvionics & Communications

Collins
Collins AHS-85/85E
Attitude Heading Computer
instruction book
(installation manual)
This publication includes:
General Information 523-0772306

Installation 523-0772307
Operation 523-0772308
Theory of Operation 523-0772309
Bulletins 523-0772310

Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
Printed in the United States of America
© 1996 Rockwell Collins, Inc.
(AHS-85/85E_IB/IM_APR_1/96)
WARNING
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information subject to the International Traffic in Arms
Regulation (ITAR) or the Export Administration Regulation (EAR) of 1979 which may not
be exported, released, or disclosed to foreign nationals inside or outside of the United
States without first obtaining an export license. A violation of the ITAR or EAR may be
subject to a penalty of up to 10 years imprisonment and a fine of up to $1,000,000 under
22 U.S.C.2778 of the Arms Export Control Act of 1976 or section 2410 of the Export
Administration Act of 1979. Include this notice with any reproduced portion of this
document.
CAUTION
The material in this publication is subject to change. Before attempting any

maintenance operation on the equipment covered in this publication, verify
that you have complete and up-to-date publications by referring to the
applicable Publications and Service Bulletin Indexes.
SOFTWARE COPYRIGHT NOTICE
© 1996 Rockwell Collins, Inc.
All Software resident in this equipment is protected by copyright.
We welcome your comments concerning this publication. Although every effort

has been made to keep it free of errors, some may occur. When reporting a
specific problem, please describe it briefly and include the publication part
number, the paragraph or figure number, and the page number.
Send your comments to: Publications Department MS 106-124
Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
or by Internet E-Mail to:
[email protected]
AHS-85/85E instruction book 523-0772305
RECORD OF ADDENDUMS
INSERTION
SECTION ED/REV DATE ADDENDUM DATE
DATE/BY
General Information 6/0 1 Apr 96 4 16 Apr 99

6 26 Jan 00
Installation 6/0 1 Apr 96 1 10 Jul 96
3 16 Jan 98
5 16 Apr 99
8 9 Feb 00
Operation 6/0 1 Apr 96 None
Theory of Operation 6/0 1 Apr 96 None
Maintenance 6/0 1 Apr 96 2 5 May 97
7 26 Jan 00
NOTE: Addendum sheets should not be removed from a manual unless otherwise specified.
Addendum information will be incorporated in the next edition of the manual.
iii
(Follows Advisories page)
z523-0772306-006118
6th Edition, 1 January 1996
ûú7l_ed_Yi#<#9ecckd_YWj_edi
9ebb_di
AHS-85/85E
Attitude Heading System
General Information
Table of Contents
Paragraph Page
1.1 INTRODUCTION .................................................................................................................................................... 1-1

1.2 PURPOSE OF EQUIPMENT.................................................................................................................................. 1-4
1.3 EQUIPMENT SPECIFICATIONS ......................................................................................................................... 1-4
1.4 EQUIPMENT REQUIRED BUT NOT SUPPLIED ............................................................................................ 1-15
1.5 RELATED PUBLICATIONS ................................................................................................................................ 1-16
List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.
Page No Issue Page No Issue
* Title ............................................ 1 Apr 96 * 1-2 thru 1-16 ...............................1 Apr 96

* List of Effective Pages................ 1 Apr 96
1-1 ............................................. 21 Feb 90
RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.
REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED
1st Ed 1 Sep 83 None 6th Ed 1 Apr 96 AHC-85; 19R1, 20R2

AHC-85E: 6 7
12nd Ed 15 Mar 85 AHC-85 SB 1R1, 2,
s 3R1, 4R1, 5
23rd Ed 11 Mar 87 AHC-85: 5R1, 6,

n 7R1, 8R1, 9R1, 10,
d 11, 12, 13
34th Ed 21 Feb 90 AHC-85: 12R1,

r 13R1, 14, 15
d
AHC-85E: 2
45th Ed 3 Jun 92 AHC-85: 16R2, 17,
t 18, 19
h
AHC-85E: 3, 4, 5
5
t
section I
general information
1.1 INTRODUCTION for a list of equipment covered. A typical AHS-85/85E

system is shown in Figure 1-1.
This publication contains description/specifications,
installation and operation instructions, system the- The information and instructions in this publica-
ory, and flight line maintenance data for the AHS- tion are recommendations of the Collins General
85/85E Attitude Heading System. Information is Aviation Division of Rockwell International. Infor-
provided at the system level only. Refer to the indi- mation in this book does not necessarily correspond
vidual unit component maintenance manuals (see with any STC or actual aircraft installation and
table of related publications) for unit theory, mainte- wiring. This publication cannot be used instead of
nance, and schematic diagrams. Refer to Table 1-1 an STC.
Figure 1-1. Typical AHS-85/85E Attitude Heading System
Revised 21 February 1990 1-1

general information 523-0772306
Table 1-1. Equipment Covered.
COLLINS PART
EQUIPMENT DESCRIPTION NUMBER
AHC-85 Attitude heading computer with one low-speed CSDB receiver, three high-speed CSDB 622-6190-113
outputs, box orientation test, initialization timer, motion monitors, discrete initialization
annunciator output, 11-minute battery timeout, four modes of STIM, AHC-85 orientation
available in STIM mode, and supports analog interface to flight control systems.
AHC-85 Same as -113 status except has reduced drift rate over temperature variations while in 622-6190-204
DG mode.
AHC-85E Attitude heading computer with one low-speed ARINC 429 receiver, three high-speed 622-9336-001
ARINC 429 outputs, box orientation test, initialization timer, motion monitors, discrete
initialization annunciator output, 11-minute battery timeout, reduced drift rate over
temperature variations while in DG mode, four modes of STIM, and AHC-85E orientation
available in STIM mode. Does not support analog interface to flight control systems.
AHC-85E Same as -001 status except has automatic orientation programming and additional EMI 622-9336-002
protection.
*AHC-85E Same as -001 status except has HIRF protection. 622-9336-400
ICU-85 Internal compensation unit. For use with AHC-85 (-113/-204 status) and AHC-85E (-001/- 622-6189-001
002 status).
ICU-85 Same as -001 status except has HIRF protection. For use with AHC-85E (-400 series 622-6189-002
status).
FDU-70 Flux detector unit with round mounting flange, 394-mm (15.5-in) cable, and pendant cable 622-5812-001
mating connector kit.
FDU-70 Flux detector unit with round mounting flange, 394-mm (15.5-in) cable, and panel-mount 622-5812-002
FDU-70 Flux detector unit with round mounting flange, 394-mm (15.5-in) cable, and no mating 622-5812-003
connector kit.
connector kit.
FDU-70 Flux detector unit with round mounting flange, 200-mm (7.9-in) cable, and pendant cable 622-5812-005
connector kit.
FDU-70A Flux detector unit flat-sided mounting flange, 394-mm (15.5-in) cable, and pendant mat- 622-8154-001
ing connector kit.
FDU-70A Flux detector unit flat-sided mounting flange, 394-mm (15.5-in) cable, and panel-mount 622-8154-002
Revised 1 April 1996 1-2

Table 1-1. Equipment Covered.
COLLINS PART
EQUIPMENT DESCRIPTION NUMBER
UMT-16A Universal mount, without strain-relief brackets. For use with AHC-85 (-113/-204 status) 622-8304-001
and AHC-85E (-001/-002 status).
UMT-16A Universal mount, with strain-relief brackets. For use with AHC-85 (-113/-204 status) and 622-8304-002
AHC-85E (-001/-002 status).
UMT-16A Same as -001 status except has MOVs (for transient voltage protection). For use with 622-8304-003
AHC-85 (-113/-204 status) and AHC-85E (-001/-002 status).
*UMT-16A Same as -001 status except has HIRF protection. For use with AHC-85E (-400 status). 622-8304-400
*UMT-16A Same as -400 status except has strain-relief brackets. For use with AHC-85E (-400 622-8304-401
status).
UMT-16B Universal mount, with fan and without strain-relief brackets. For use with AHC-85 (-113/- 622-8614-001
204 status) and AHC-85E (-001/-002 status).
UMT-16B Universal mount, with fan and with strain-relief brackets. For use with AHC-85 (-113/- 622-8614-002
204 status) and AHC-85E (-001/-002 status).
*UMT-16B Same as -001 status except has HIRF protection. For use with AHC-85E (-400 status). 622-8614-400
*UMT-16B Same as -002 status except has HIRF protection. For use with AHC-85E (-400 status). 622-8614-401
UMT-16C Universal mount, with strain-relief brackets and HIRF protection. For use with AHC-85E 622-9842-002
(-002 status).
UMT-16C Same as -002 status except has SB 3 installed to provide roll synchro outputs. For use 622-9842-102
with AHC-85E (-002 status).
*UMT-16D Universal mount, with fan, without strain-relief brackets and with HIRF protection. For 822-0039-400
use with AHC-85E (-400 status).
*UMT-16D Universal mount, with fan, strain-relief brackets and HIRF protection. For use with AHC- 822-0039-401
85E (-400 status).
*UMT-16D Same as -400 status except has SB 1 installed for increased cooling fan effectiveness. For 822-0039-402
use with AHC-85E (-400 status).
*UMT-16D Same as -402 mount except has strain-relief brackets. For use with AHC-85E (-400 822-0039-403
status).
*For installations requiring HIRF immunity, the AHC-85E (-400 status) and UMT-16A/B/D (-40X status) must be used.

1.2 PURPOSE OF EQUIPMENT

Note
The AHS-85/85E is a strap-down reference system
that generates angular rate and linear acceleration When interfacing to an autopilot, the AHC-
about the body axis of the aircraft, and digitally 85 rate outputs should be used. Degraded
processes this data to obtain 3-axis angle, rate, and operation will result if the autopilot com-
acceleration information. putes rate from the AHC-85 heading and
attitude signals.
The primary function of the AHS-85/85E is to re-
1.3 EQUIPMENT SPECIFICATIONS
place the conventional vertical gyro, directional
gyro, rate gyros, and linear accelerometers with
more reliable state-of-the-art technology. Digital Refer to Table 1-2 for equipment specifications. Re-
techniques allow software control of system integ- fer to Table 1-3 for digital specifications.
rity; the monitoring architecture provides a high-
coverage check of output validity and enhances the
overall reliability of the system.
Table 1-2. Equipment Specifications
CHARACTERISTIC SPECIFICATION
Certification
FAA-TSO
AHC-85/85E, ICU-85 -C6c, -C4c
FDU-70/70A -C6c
Environmental DO-160A, categories:
AHC-85/85E, ICU-85 /A2F2/AJEXXXXXA/BZ/AZ/AZ/
FDU-70/70A A2F2/B/VR/EXXXXXZ/BZ/AZA
Physical
Size
AHC-85/85E ATR, short, full height
Height 194 mm (7.63 in)
Width 124 mm (4.875 in)
Length 368 mm (14.500 in)
ICU-85 622-6189-001 622-6189-002
Height 64.8 mm (2.55 in) 68 mm (2.67 in)
Width 94 mm (3.70 in) 102 mm (4.02 in)
Length 15.2 mm (0.60 in) 15.2 mm (0.60 in)
FDU-70/70A FDU-70 FDU-70A
Height 68 mm (2.67 in) 68 mm (2.67 in)
Width 121 mm (4.76 in) 95.8 mm (3.77 in)
Length 121 mm (4.76 in) 121 mm (4.76 in)

Weight (approx) AHC-85 (with SB 19) AHC-85E (with SB 5)
AHC-85/85E (W/O ICU-85) 6.35 kg (14.0 lb) [113, -204] 6.44 kg (14.2 lb) [001, -002, -400]
ICU-85 0.1 kg (0.2 lb)
FDU-70/70A 0.41 kg (0.9 lb)
UMT-16A/16B/16C/16D UMT-16A UMT-16B

0.46 kg (1.01 lb) [-001] 1.0 kg (2.2 lb) [-001]
0.55 kg (1.21 lb) [-002] 1.0 kg (2.2 lb) [-002]
0.59 kg (1.31 lb) [-003] 1.0 kg (2.2 lb) [-400]
0.51 kg (1.12 lb) [-400] 1.0 kg (2.2 lb) [-401]
0.60 kg (1.32 lb) [-401]
UMT-16C UMT-16D
1.45 kg (3.20 lb) [-002] 1.14 kg (2.5 lb) [-400]
1.45 kg (3.20 lb) [-102] 1.23 kg (2.7 lb) [-401]
1.18 kg (2.6 lb) [-402]
1.28 kg (2.8 lb) [-403]
Mounting
AHC-85/85E Rack mounted in UMT-16( )
ICU-85 Screw mounted in front panel cavity of AHC-85/85E
FDU-70/70A Hard mounted to airframe
Mating connectors
AHC-85/85E Collins Thinline; refer to Table 2-1 in installation section for a list of mating con-
nector hardware.
ICU-85 Ribbon cable connector internal to AHC-85/85E
FDU-70/70A Nonmagnetic, sealed; refer to Table 2-1 in installation section for a list of mating
connector hardware.
Time between overhaul On condition
Environmental
Temperature range
Operational
AHC-85/85E, ICU-85 55 to +70 °C (67 to +158 °F)
FDU-70/70A 55 to +70 °C (67 to +158 °F)
Storage
AHC-85/85E, ICU-85 55 to +85 °C (67 to +185 °F)
FDU-70/70A 55 to +85 °C (67 to +185 °F)
Altitude 16764 m (55000 ft)
Cooling Convection
Relative humidity 95% at +65 °C (+149 °F), 48 hours

Shock
Operational 6 g for 11 ms
Crash safety 15 g for 11 ms
Vibration
AHC-85/85E, ICU-85 0.02 in da, 5 to 55 Hz; 3 g, 55 to 2000 Hz
FDU-70/70A 0.4 in da, 5 to 10 Hz; 2 g, 10 to 57 Hz; 5 g, 57 to 350 Hz; 0.0008 in da, 350 to 500 Hz;
10 g, 500 to 2000 Hz
Magnetic effect 1° allowable deflection of magnet at a distance of between 0.3 and 1.0 metre (AHC-
85/85E/ICU-85) or at a distance of less than 1 metre (FDU-70( )).
Electrical
Power requirements
AHC-85/85E +27.5 ±0.5 V dc (+21.5 V dc to start, +18.0 to +30.3 to run); 1.9 A ±0.4 (52 ±12
watts) average steady state (for no synchro loads) nominal 2.8 A (77 watts) at start
of wheel spin up, gradually reducing to nominal 2.3 A (63 watts) at completion of
the first 30 seconds of initialization and then dropping to steady state of nominal
1.9 A
400-Hz reference 26 V ac, 400 Hz; 4 mA/0.1-VA heading and 4 mA/0.1-VA attitude reference
FDU-70/70A, ICU-85 None; excitation is supplied by AHC-85/85E.
Note
The AHC-85/85E may operate from aircraft +28-V dc battery bus for approxi-
mately 11 minutes after shutdown of primary 28-V bus. Power draw is 52 ±12 W.
Angular rate noise 0.05°/s rms max, 0 to 5 Hz
Output parameters RANGE NOMINAL ACCURACY (WITH TAS INPUT)
*Pitch ±90° ±0.5° steady flight

±1.0° maneuvers
*Roll ±180° ±0.5° steady flight

±1.0° maneuvers
*Heading ±180° ±1.0° steady flight

±2.0° holding patterns
Body rates ±128°/s ±0.02°/s bias

±0.5% scale factor error
Accelerations ±5 g ±0.005 g bias

±0.5% scale factor error
*Output parameter tolerances do not include mount misalignment tolerances and compass compensation alignment.
Signal description
POWER INPUTS
+28 V dc pri H (P1-49, 50) Primary power from breaker panel, 52 ±12 W nominal
L (P1-57, 58)

ADDENDUM 6
TO
COLLINS AHS-85/85E ATTITUDE HEADING SYSTEM

INSTRUCTION BOOK (INSTALLATION MANUAL)
PART NUMBER 523-0772305-00611A, 6TH EDITION, DATED 1 APRIL 1996
Insert this addendum sheet facing page 1-7

of the General Information Section (523-0772306-006118)
This addendum adds more information to the description of the WXR pitch and roll analog outputs. Changes are
shown in bold text.
P/O Table 1-2. Equipment Specifications.
WXR pitch* X (P2-28) Linear ac stabilization output; amplitude and phase are proportional to sine of pitch angle;
Y (P2-27) 50 mV ac/º synchro into 10-kΩ load; voltage between X and Y is in phase with reference =
Shield (P2-26) positive (up) pitch. X = ground.
WXR roll* X (P2-32) Linear ac stabilization output; amplitude and phase are proportional to sine of roll angle;
Y (P2-31) 50 mV ac/º synchro into 10-k ohm load; voltage between X and Y is in phase with reference
Shield (P2-30) = positive (right) roll. X = ground.
*Any interface of the AHC-85/85E to a nondifferential input which has low side grounded (Y input) requires a 1:1 transformer (typical
transformer to use is CPN 677-9020-000).
Addendum 6
26 Jan 2000 Sheet 1 of 1
523-0772305-06611A (Facing Page 1-7)
+28 V dc batt H (P1-51, 52) Backup power from battery bus; allows normal operation during primary power
L (P1-59, 60) outages of up to 11 minutes. Most reliable operation is obtained when independent
battery power is applied before primary power and kept on until primary power is
removed.
REFERENCE INPUTS
+26 V ac HDG H (P2-57) 400-Hz reference input, 0.1 VA; same phase as supplied to RMI to enable heading
L (P2-58) synchro output
+26 V ac ATT H (P2-59) 400-Hz reference input, 0.1 VA; same phase as supplied to WXR to enable weather
L (P2-60) radar stabilization outputs
DIGITAL INPUT
ADC bus H (P1-8) AHC-85 commercial standard digital bus (CSDB) from ADC-81A/82( )/85/86, 12.5
L (P1-7) kBd (TAS and vertical speed inputs)
AHC-85E, ARINC 429 digital bus from ADC-85/86/850, 12.5 kBd (TAS and vertical
speed inputs). Connect P1-35 to P2-22 for each of these digital input cases.
Caution
Without jumper between P1-35 and P2-22 the AHC-85/85E will remain in “basic
mode” (TAS fail). Attitude and heading will not be as accurate as in the “normal
mode” (TAS valid).
ANALOG INPUTS REQUIRED IF DIGITAL AIR DATA COMPUTER IS NOT INSTALLED
PA H (P2-13) Pressure altitude; 0.120 mV dc/ft analog proportional to aircraft altitude; allowable
L (P2-21) voltage input is 0 to +10 V dc; valid operating range is 0 to +6 V dc (AHC-85 -113
status), 0 to +8 V dc (AHC-85 -204 status and AHC-85E).
IAS H (P2-22) Indicated airspeed; 20 mV dc/knot analog proportional to IAS; allowable voltage in-
L (P2-14) put is 0 to +10 V dc; valid operating range is +1.6 to +6 V dc (AHC-85 -113 status),
+2 to +8 V dc (AHC-85 -204 status and AHC-85E).
ANALOG OUTPUTS
Heading (HDG) X (P2-34) Standard 3-wire synchro format; capable of driving up to eight 120+j450-Ω loads
Y (P2-35)
Z (P2-36)
Shield (P2-33)
Pitch X (P2-50) Standard 3-wire synchro format; capable of driving up to three 220+j450-Ω loads
Y (P2-51)
Z (P2-52)
Shield (P2-49)
Roll X (P2-42) Standard 3-wire synchro format; capable of driving up to three 220+j450-Ω loads
Y (P2-43)
Z (P2-44)
Shield (P2-41)
WXR pitch* X (P2-28) Linear ac stabilization output; amplitude and phase are proportional to sine of pitch
Y (P2-27) angle; 50 mV ac/æ synchro into 10-kΩ load; voltage between X and Y is out of phase
Shield (P2-26) with reference = positive pitch. X = ground.
WXR roll X (P2-32) Linear ac stabilization output; amplitude and phase are proportional to sine of roll
Y (P2-31) angle; 50 mV ac/° synchro into 10-kΩ load; voltage between X and Y is out of phase
Shield* (P2-30) with reference = positive roll. X = ground.
*Any interface of the AHC-85/85E to a nondifferential input which has low side grounded (Y input) requires a 1:1 transformer
(typical transformer to use is CPN 677-9020-000).

Norm accel H (P1-20) Normal acceleration; 2.5 V dc/g analog proportional to vertical acceleration; range
L (P1-19) is 0 to ±10 V dc; null stability is ±100 mV dc; capable of driving one 10-kΩ load;
Shield (P1-18) positive output indicates upward acceleration.
Lat accel H (P1-12) Lateral acceleration; 19.32 V dc/g analog proportional to slip/skid acceleration; null
L (P1-11) stability is ±100 mV dc; capable of driving one 10-kΩ load; positive output indicates
Shield (P1-10) acceleration through the right wing.
IAS excitation H (P1-35) Analog IAS excitation voltage is +10 V dc and capable of sourcing 10 mA. The exci-
L (P1-36) tation low has a resistance of 499 ±1% to gnd.
Pitch rate H (P2-**) 200 mV dc/°/s analog proportional to aircraft pitch rate; range is 0 to ±10 V dc or
L (P2-**) ±50°/s; drives two 10-kΩ loads.
Roll rate H (P2-**) 200 mV dc/°/s analog proportional to aircraft roll rate; range is 0 to ±10 V dc or
L (P2-**) ±50°/s; drives two 10-kΩ loads.
**Pitch and roll rate pin definitions are determined by the orientation of the AHC-85 with respect to the aircraft. (AHC-85E does
not have pitch rate and roll rate output.)
ROLL RATE PITCH RATE
FRONT FACING HI LO HI LO
Left J2-23 J2-40 J2-18 J2-17

Right J2-40 J2-23 J2-17 J2-18
Fore J2-17 J2-18 J2-23 J2-40
Aft J2-18 J2-17 J2-40 J2-23
Turn (yaw) rate H (P2-37) 0.333 V dc/°/s analog proportional to aircraft rate of turn; range is 0 to ±3 V dc; 1-
L (P2-38) kΩ load; positive output indicates right turn.
Shield (P2-39)
AP pitch X (P2-54) Standard 3-wire synchro format; high-impedance output to FGS; two 10-Ω loads; X-
Y (P2-55) Y impedance is 1000 Ω.
Shield Z (P2-56)
(P2-53)
AP roll X (P2-46) Standard 3-wire synchro format; high-impedance output to FGS; two 10-kΩ loads;
Y (P2-47) X-Y impedance is 1000 Ω.
Z (P2-48)
Shield (P2-45)
Slave + (P2-25) Heading slave indication; 0.1 V dc/° of heading error into 1-kΩ load; range is ±0.5 V
– (P2-29) dc; + output indicates that the computed heading is greater than the heading
sensed by the FDU-70/70A. The output is 0 V dc when in DG mode.
DIGITAL OUTPUTS
AHC bus TX-1 A (P1-16) Digital bus to Flight Control Computer (for AHC-85E also to SDD-640( )): AHC-85,
B (P1-14) CSDB 50 kBd; AHC-85E, ARINC 429 100 kBd
Bus shield (P1-15)
AHC bus TX-2 A (P1-24) Digital bus to EFIS (DPU): AHC-85, CSDB 50 kBd; AHC-85E, ARINC 429 100 kBd
B (P1-22)
Bus Shield (P1-31)
AHC bus TX-3 A (P1-32) Digital bus to EFIS (MPU) and/or auxiliary systems: AHC-85, CSDB 50 kBd; AHC-
B (P1-30) 85E, ARINC 429 100 kBd
Bus shield (P1-31)

DISCRETE INPUTS
Weight on wheels (P1-28) Gnd when aircraft is on the ground;

P1-28 open (in air)
1.Inhibits STIM mode (if in STIM mode, drops system out of STIM mode).
2.Allows “fast initialization” (10 to 35 seconds initialization).
P1-28 grounded (on ground)
1. Inhibits the TAS fail annunciator.
2. Allows “normal initialization”
Wraparound mon enbl (P1-42) +28 V dc if synchro outputs are used; open if only digital outputs are used; causes
attitude flag if synchro error is ±4° or ±25% of the angle
Norm accel test (P1-17) –6-V dc test input from autopilot causes +2-V dc acceleration test output; gnd for
normal operation if normal acceleration is used. Additionally, +6-V dc test input
from autopilot causes –2-V dc acceleration test output (not in AHC-85 - 113 status).
Air data valid (P1-39) +28 V dc when analog source is valid, gnd or open when source is not valid
Stim init (P1-5) +28 V dc initiates test data output; gnd/open normally; ground diagnostic function.
Must be accessible to maintenance personnel for installation. This input used for
orientation setup in AHC-85.
Initialize (P1-27) Nonstandard mode; gnd resets system; open normally; diagnostic function; stop
(shop only) stim function.
Free gyro (P1-26) Gnd/open when gyro computations are slaved to flux detector; +28 V dc when gyro
(fast slave) computations are free. When switched from free to slave, heading is immediately
slaved to flux detector.
FREE GYRO MODE SPECIFICATION

(NOT DEFINED IN AHC-85 -113 STATUS)
CONDITIONS MAX DRIFT RATE
Stable temperature, fixed heading ±7.5°/h
Stable temperature, 360° azimuth 15°/h total variation

rotation
Temperature step within the range ±36°/h over any 10-minute interval
of –55 to +70 °C with fixed heading ±24°/h over any 60-minute interval
These specifications are achieved if the unit is calibrated or if the unit is

operated in slave mode over expected operating temperature for some
time.
Slew +LT (P1-29) Manual heading slew control; +28 V dc causes ccw slew (increasing heading);
gnd/open normally
Slew +RT (P1-25) Manual heading slew control; +28 V dc causes cw slew (decreasing heading);
gnd/open normally

Test mode (P1-4) Gnd pin during performance test to enter test mode. Open normally.
(not in AHC-85 -113 status)
Caution
Source ident no 1 must not be grounded if bias table calibrate integrity is to be

maintained when entering test mode.
Discrete return (P1-21) Gnd pin is reserved for use with discrete inputs.
AHC-85/85E orientation strapping Jumper per AHC-85/85E installation.
AHC-85/85E BOX ORIENTATION AHC-85E PARITY
FRONT FACING P1-33 P1-34 P1-48 P1-56
Left Strap to P1-37 Strap to P1-37 Open Strap to P1-37
Right Open Open Strap to P1-21 Strap to P1-37
Fore Open Strap to P1-37 Strap to P1-21 Open
Aft Strap to P1-37 Open Strap to P1-21 Open
Source ident Strap each AHC-85/85E
AHC-85/85E P1-40 P1-41
Invalid Gnd Gnd
No 1 Left Open Gnd
No 2 Right Gnd Open
No 3 Center Open Open
Note
The right side AHC-85/85E automatically delays its initialization by 10 seconds. This helps to prevent the ini-
tialization of the left and right AHC-85/85E's from being synchronized and affected by the same aircraft mo-
tion.
DISCRETE OUTPUTS
Attitude valid (P1-13) Ann output; +28 V dc (320 mA) when attitude output is valid, gnd otherwise
Heading valid (P1-9) Ann output; +28 V dc (320 mA) when heading output is valid, gnd otherwise
TAS fail (P1-1) Optional ann output; +28 V dc (100 mA) indicates loss of TAS/pseudo TAS; open
normally. Output is inhibited when on the ground.
Stim mode (P1-43) Optional ann output; +28 V dc (100 mA) during stim mode
Initialization annunciator (P1-3) Ann output; +28 V dc (100 mA) indicates that a box orientation failure has been de-
tected or that weight on wheels has been lost. Flashes an annunciator to indicate
that a normal initialization is in process. Open normally.

ADDENDUM 4
TO

PART NUMBER 523-0772305-00611A, 6TH EDITION, DATED 31 MARCH 1996

of the General Information Section (523-0772306-006118)
This addendum corrects information for the AHC-85/85E Orientation Strapping in table 1-2. For AHC-85E
equipment, P1-56 should strap to P1-21. Corrected text is shown in bold face.
AHC-85/85E Orientation Strapping. Jumper per AHC-85/85E installation.
AHC-85/85E BOX ORIENTATION AHC-85E PARITY

FRONT FACING
P1-33 P1-34 P1-48 P1-56
Addendum 4
15 Apr 1999 Sheet 1 of 1
523-0772305-04611A (Facing Page 1-10)
COMPENSATION INTERFACE OPTIONAL CONNECTIONS
AHC INPUTS
Comp mode (P2-8) +5 V dc selects compensation mode; open normally
Sin comp (P2-12) Sine compensation signal; range is 0 ±5 V dc; ±20° compensation; 10-kΩ load
(north/south error adjust)
Cos comp (P2-16) Cosine compensation signal; range is 0 ±5 V dc; ±20° compensation; 10-kΩ load
(east/west error adjust)
Ind comp (P2-20) Index compensation signal; range is 0 ±5 V dc; ±10° compensation; 10-kΩ load
Analog rtn (P2-24) Signal common
AHC OUTPUTS
Comp exc + (P2-15) ±4.7-V dc (5%) excitation voltage; 5-mA dc drive capability
– (P2-19)
Analog sin (P2-6) Dc analog proportional to sin/cos of aircraft heading; range is ±5 V dc max; normal
Analog cos (P2-10) duty cycle is 0.4 s on/0.4 s off (1.5 s on/1.5 s off in AHC-85 -113 status); setup mode
duty cycle is 4.5 s on/4.5 s off.

Table 1-3. AHC-85/85E Digital Specifications.
SIGNAL NAME PIN NUMBER SOURCE/DESTINATION SIGNAL CHARACTERISTIC
1.0 AHC-85 CSDB Air Data Input
CSDB RX-1 AHC-85/(P1-7,8) Air Data Computer Format: 2-wire commercial standard digital bus
(CSDB)
Data transfer rate: 12.5 kBd/s
Words: see below
UPDATE
WORDS HEX LABEL RATE/S
Vertical speed (VS) A1 20

True Airspeed (TAS) A2 20
2.0 AHC-85E ARINC 429 Air Data Input
ARINC RX-1 AHC-85E/(P1-7,8) Air Data Computer Format: 2-wire ARINC 429
Data transfer rate: 12.5 kBd/s
Words: see below
OCTAL UPDATE
WORDS LABEL RATE/S
True Airspeed (TAS) 210 8-16

Vertical speed (VS) 212 16-32
3.0 AHC-85 CSDB Digital Outputs
CSDB TX-1 A,B AHC-85/(P1-14,16) Flight Control System Format: 2-wire commercial standard digital bus
(CSDB)
Data transfer rate: 50 kBd/s
Words: See below.
CSDB TX-2 A,B AHC-85/(P1-22,24) EFIS (DPU/MPU) Format: 2-wire commercial standard digital bus
(CSDB)
Words: See below.
CSDB TX-3 A,B AHC-85/(P1-30,32) EFIS (MPU) Format: 2-wire commercial standard digital bus
AUX SYSTEMS (CSDB)
Words: See below.

UPDATE
Pitch rate (body axis); Roll rate (body axis); Yaw rate (body 40 52
axis); Date valid; DG mode; Strut switch; Test; Source ident
Longitudinal acceleration (body axis); Lateral acceleration (body 41 52

axis) Normal acceleration (body axis); Data valid; DG mode;
Strut switch; Test; Source ident
UPDATE
Along HDG acceleration; Cross HDG acceleration; Vertical 42 5.2

acceleration; Data valid; DG mode; Strut switch; Test; Source
ident
Pitch attitude; Roll attitude; Magnetic heading; Attitude valid; 43 52

Heading valid; REV mode; Test; Source ident
Magnetic heading; Latitude; Compass card slaving; Stimulus 47 5.2

mode cycle ident; Attitude valid; Heading valid; REV mode;
Test; Source ident
AHRS diagnostics (refer to the maintenance section, table 5-3) F3 5.2
4.0 AHC-85E ARINC 429 Digital Outputs
ARINC 429 AHC-85E/(P1-14,16) Flight Control Systems Format: 2-wire ARINC 429
TX-1 A,B Data transfer rate: 100 kBd/s
Words: see below
ARINC 429 AHC-85E/(P1-22,24) EFIS (DPU/MPU) Format: 2-wire ARINC 429

TX-2 A,B Data transfer rate: 100 kBd/s
Words: see below
ARINC 429 AHC-85E/(P1-30,32) EFIS (MPU) Format: 2-wire ARINC 429

TX-3 A,B AUX SYSTEMS Data transfer rate: 100 kBd/s
Words: see below

OCTAL UPDATE
WORDS LABEL RATE/S
AHRS discrete word 270 5.2

Slavemeter 302 5.2
Magnetic heading 320 52
Pitch angle 324 52
Roll angle 325 52
Body pitch rate 326 52
Body roll rate 327 52
Body yaw rate 330 52
Body longitudinal acceleration 331 52
Body lateral acceleration 332 52
Body normal acceleration 333 52
AHRS maintenance word 1 (refer to 350 5.2
the maintenance section, table 5-4)
AHRS maintenance word 2 (refer to 351 5.2
the maintenance section, table 5-5)
Vertical acceleration 364 5.2
Along HDG acceleration 375 5.2
Cross HDG acceleration 376 5.2

1.4 EQUIPMENT REQUIRED BUT NOT the AHC-85/85E/FDU-70/70A. Equivalent equip-

SUPPLIED ment may be substituted for units listed in this ta-
ble.
Refer to Table 1-4 for a list of equipment required
for a complete installation but not supplied with
Table 1-4. Equipment Required But Not Supplied.
EQUIPMENT TYPE OR DESCRIPTION
Air data computer ADC-81A/82( )/85/86/850; provides TAS and vertical speed data input
or
Air data sensor ADS-65/65C; provides analog IAS and pressure altitude sensor inputs; used to compute
pseudo TAS data if Air Data Computer is not used
Internal compensation unit ICU-85; provides compensation adjustments
or
Remote compensation panel RCP-65; may be used to replace ICU-85
or
Control and compensation unit CCU-65; same as RCP-65, also contains slave/slew control and display functions
Universal mount UMT-16A/16B/16C/16D; provides mounting tray for AHC-85/85E
Flight instrument system EFIS-85; displays pitch/roll attitude and heading data. AHS-85/85E will also interface
with conventional electromechanical instruments.
Flight guidance system APS-65 (analog and digital versions).
APS-85; processes pitch/roll attitude, accelerations, and pitch/roll/turn rate data.
AHS-85 will also interface with selected analog flight guidance systems.
AHC-85E does not support analog interface.
Weather radar system WXR-250/WXR-270/WXR-350/WXR-840/TWR-850 receives stabilization pitch/roll
attitudes
Flight data recorder Records heading and pitch/roll attitudes
Radio magnetic indicator RMI-36; displays heading data
MND-640( ), displays heading data (applies only to AHC-85E)
FDU-70/70A mating connector kit Contains all hardware required to construct FDU-70/70A mating connector. Kit is
supplied with the FDU-70/70A.
AHC mating connector kit Contains parts and hardware required to construct one mating connector shell. Other
(2 required) parts required to complete the mating connector assembly are listed below.
Contacts Fork-crimp contacts for wire with insulation diameter (od) to 0.050 in max
120 required) or
Fork-crimp contacts for wire with insulation od from 0.050 to 0.080 in
Shims Front and rear shims are used to precisely level the UMT-16( ) mount. A stock of each
size should be ordered to provide for installation variance.
THICKNESS (in) FRONT SHIM REAR SHIM
0.003 634-3020-001 634-3021-001

0.005 634-3020-002 635-3021-002
0.010 634-3020-003 634-3021-003
0.020 634-3020-004 634-3021-004
0.008 634-3020-005
0.012 634-3021-005
0.040 634-3020-006 634-3021-006

1.5 RELATED PUBLICATIONS
Refer to Table 1-5 for related publications.
Table 1-5. Related Publications.
PUBLICATION PART NUMBER
FDU-70/70A Flux Detector Unit Component Maintenance Manual With IPL 523-0771851
Collins Installation Practices Manual 523-0775254
Collins UMT-( ) Mount and Thinline II Connectors Instruction Book 523-0772277
ADS-85 Air Data System Installation Manual 523-0775306
ADS-86 Air Data System Installation Manual 523-0775690
ADS-81( )/82( ) Air Data System Instruction Book 523-0772425
ADS-65 Air Data Sensor Instruction Book 523-0771884
ADS-65C Air Data Sensor Instruction Book 523-0773490
APS-85 Autopilot System Instruction Book 523-0772076
APS-65 Autopilot/FGS-65 Flight Guidance System Instruction Book 523-0771862
MCS-65 Magnetic Compass System Instruction Book 523-0771835
EFIS-85( )/86( ) Electronic Flight Instrument System Instruction Book 523-0772092
EFIS-85A( )/86A(1) Electronic Flight Instrument System 523-0773337
EFIS-85B(2/12)/86B(2/12) Electronic Flight Instrument System 523-0773940
EFIS-86C(1) Electronic Flight Instrument System 523-0775099
EFIS-85B(3/13)/86B(3/13) Electronic Flight Control System 523-0773947
EFIS-86D(2) Electronic Flight Control System 523-0775213
EFIS-85C(3/13)/86C(3/13) Electronic Flight Control System 523-0775117
EFIS-85L(12) Electronic Flight Control System 523-0775164
EFIS-85B(4/14)/86B(4/14) Electronic Flight Control System 523-0775353
EFIS-85C(4/14)/86C(4/14) Electronic Flight Control System 523-0775637
EFIS-86E(4) Electronic Flight Control System 523-0775613
FIS-84 Flight Instrument System Instruction Book 523-0768867
FIS-85 Flight Instrument System Instruction Book 523-0769518
MND-640( ) Multisensor Navigation Display 523-0775935
WXR-200 Weather Radar System Instruction Book 523-0767341
WXR-250 Weather Radar System Instruction Book 523-0767234
RMI-36 Radio Magnetic Indicator and BDI-36 Bearing Distance Indicator Instruction Book 523-0766802

z523-0772307-006118
9ebb_di
AHS-85/85E
Installation
Table of Contents
Paragraph Page
2.1 UNPACKING AND INSPECTING EQUIPMENT ................................................................................................ 2-1

2.2 PREINSTALLATION CHECK................................................................................................................................ 2-3
2.3 SPECIAL INSTRUCTIONS.................................................................................................................................... 2-3
2.4 CABLING ................................................................................................................................................................. 2-3
2.5 INSTALLATION PROCEDURES .......................................................................................................................... 2-8
2.5.1 AHC-85/85E Attitude Heading Computer/UMT-16( ) Universal Mount .....................................................................2-9
2.5.2 FDU-70/70A Flux Detector Unit ..................................................................................................................................2-10
2.5.3 ICU-85 Internal Compensation Unit ...........................................................................................................................2-10
2.6 ORIENTATION PROGRAMMING AND POSTINSTALLATION TEST .......................................................... 2-10
2.6.1 AHS-85 Orientation Programming and Postinstallation Test ...................................................................................2-11
2.6.2 AHS-85E Orientation Programming and Postinstallation Test.................................................................................2-12
2.7 HEADING ALIGNMENT PROCEDURE ............................................................................................................. 2-12
2.7.1 Prealignment Procedure ...............................................................................................................................................2-14
2.7.2 Aircraft Alignment, Compass Rose vs Line-Of-Sight Techniques..............................................................................2-15
2.7.3 Measurement of Sine/Cosine Analog Voltages............................................................................................................2-16
2.7.4 Compass Swing/Alignment Procedure (Method 1)......................................................................................................2-17
2.7.4.1 Compass Swing/Alignment Procedure Example (Method 1) ...................................................................................2-19
2.7.4.2 Correction for Aircraft Position Misalignment for Method 1 ..................................................................................2-21
2.7.4.3 Correction for Aircraft Position Misalignment Example for Method 1...................................................................2-23
2.7.5 Compass Swing/Alignment Procedure (Method 2)......................................................................................................2-23
2.7.6 Alignment Procedure — Dual Compass Tracking.......................................................................................................2-25
Page No Issue Page No Issue Page No Issue
* Title ............................................ 1 Apr 96 2-40 Blank.................................21 Feb 90 * 2-70 Blank ..................................

* Title............................................8 May 801 Apr 96
* List of Effective Pages................ 1 Apr 96 * 2-41..............................................1 Apr 96 * 2-71 ............................................. 1 Apr 96
2-1 thru 2-4.................................3 Jun 92 2-42 Blank.................................21 Feb 90 * 2-72 Blank .................................. 1 Apr 96
* 2-5 ............................................... 1 Apr 96 * 2-43..............................................1 Apr 96 * 2-73 ............................................. 1 Apr 96
2-6 thru 2-8.................................3 Jun 92 2-44 Blank.................................21 Feb 90 * 2-74 Blank .................................. 1 Apr 96
* 2-9 thru 2-12 ............................... 1 Apr 96 * 2-45..............................................1 Apr 96 * 2-75 ............................................. 1 Apr 96
2-13 .............................................3 Jun 92 2-46 Blank.................................21 Feb 90 2-76 Blank ................................ 21 Feb 90
* 2-14 thru 2-17 ............................. 1 Apr 96 * 2-47..............................................1 Apr 96 * 2-77 ............................................. 1 Apr 96
* 2-19 ............................................. 1 Apr 96 * 2-49..............................................1 Apr 96 * 2-79 ............................................. 1 Apr 96
* 2-21 ............................................. 1 Apr 96 * 2-51..............................................1 Apr 96 * 2-81 thru 2-83 ............................. 1 Apr 96
* 2-23 thru 2-25 ............................. 1 Apr 96 * 2-53..............................................1 Apr 96 * 2-85 thru 2-86 ............................. 1 Apr 96
2-26 thru 2-27 .............................3 Jun 92 2-54 Blank.................................. 3 Jun 92 * 2-87 thru 2-89 Added.................. 1 Apr 96
* 2-28 thru 2-29 ............................. 1 Apr 96 * 2-55..............................................1 Apr 96 * 2-90 Blank Added ....................... 1 Apr 96
2-30 .............................................3 Jun 92 2-56 Blank...................................1 Apr 96 * 2-91 thru 2-103 Added................ 1 Apr 96
* 2-31 ............................................. 1 Apr 96 * 2-57..............................................1 Apr 96 * 2-104 Blank Added ..................... 1 Apr 96
2-32 Blank ................................ 21 Feb 90 2-58 Blank...................................1 Apr 96 * 2-105 Added................................ 1 Apr 96
* 2-33 ............................................. 1 Apr 96 * 2-59..............................................1 Apr 96 * 2-106 blank Added...................... 1 Apr 96
2-34 Blank ................................ 21 Feb 90 2-60 Blank.................................. 3 Jun 92
* 2-35 ............................................. 1 Apr 96 * 2-61..............................................1 Apr 96
2-36 Blank ................................ 21 Feb 90 * 2-62 Blank...................................1 Apr 96
* 2-37 ............................................. 1 Apr 96 * 2-63..............................................1 Apr 96
2-38 Blank ................................ 21 Feb 90 * 2-64 Blank...................................1 Apr 96
* 2-39 ............................................. 1 Apr 96 * 2-65 thru 2-69 .............................1 Apr 96

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED

AHC-85E: 6 7
12nd Ed 15 Mar 85 AHC-85 SB 1R1, 2,
s 3R1, 4R1, 5
23rd Ed 11 Mar 87 AHC-85: 5R1, 6,

n 7R1, 8R1, 9R1, 10,
d 11, 12, 13
34th Ed 21 Feb 90 AHC-85: 12R1,

r 13R1, 14, 15
d
AHC-85E: 2
45th Ed 3 Jun 92 AHC-85: 16R2, 17,
t 18, 19
h
AHC-85E: 3, 4, 5
5
t
section II
installation
2.1 UNPACKING AND INSPECTING new shipping container, and may be subject to addi-
EQUIPMENT tional equipment repair charges regardless of war-
ranty status.
Unpack the equipment carefully and inspect each
unit for possible shipping damage. If damage exists, The new container items have been identified with
promptly file a claim with the transportation com- new Collins Part Numbers and are not inter-
pany and save all shipping containers and packing changeable with the items in the older style ship-
materials as proof of shipping damage. Check the ping containers. Refer to Figure 2-1 for a drawing
equipment received against the packing list to en- of the revised shipping container. This exploded
sure that all equipment has been received. view also shows the packing order.
If no defects can be detected, replace the packing Collins approved shipping container items are
materials in the shipping containers and save for available for purchase through our Service Parts
future use (such as storage, transportation, or re- Organization, telephone number (800) 327-0854 in
shipment). the continental US and (407) 768-7234 internationally.
COLLINS APPROVED
Note AHC-85( ) SHIPPING CONTAINER
To prevent damage, it is imperative that COLLINS *LIST

the original shipping container be used for ITEM PART NO QTY PRICE
transportation and shipment of the unit. Corrugated box 169-5078-000 1 $14.71
End cap, foam 169-5076-000 2 $18.66
The sensor wheels and associated bearings of the Top pad 169-5077-000 1 $22.13
AHC-85/85E can be damaged by rough handling, Inner carton 169-5074-000 1 $8.79
such as that which frequently occurs during ship- Bottom insert, foam 169-5075-001 1 $20.70
ping. Units are being received at factory service Top insert, foam 169-5075-002 1 $20.70
centers with wheel damage which could have been *List prices are subject to change without notice.
prevented by using proper packing techniques.
Caution
For this reason, Collins has redesigned its shipping con-
tainer specifically for the AHC-85/85E (AHC). The re- Observe the following guidelines to avoid
vised shipping container uses the box-within-a-box con- damage and expensive repair bills:
cept. This provides exceptional protection from the
potential shocks encountered in the shipping process. Do transport the AHC in the new approved
The AHC is enclosed in the padded inner carton that is shipping container.
identified with the markings “ATTITUDE HEADING Do Not move, transport or ship an AHC
COMPUTER”. The inner carton provides easy access to unless it is in the approved shipping or in-
the unit and for in-house transport of the AHC. This ner carton, as conditions warrant.
renders the recommended practice of “only removing
the unit at the aircraft”, practical to implement. Do handle the AHC gently.
Collins factory service centers will return to the cus- Do Not plop it down on the ramp or the
tomer (or operator) AHCs in the new shipping con- shipping table. If one end of the AHC is
tainers. Customers shipping an AHC to a Collins fac- dropped from a height of just 19 mm (3/4
tory service center for repair or modification in any
shipping container other than the new or previously
approved one will be invoiced for the cost of the
Revised 3 June 1992 2-1

installation 523-0772307
Figure 2-1. AHC-85( ) Shipping Container, Exploded View

in), that is approximately equivalent to a c. The FDU-70/70A must be mounted as far as

20-g impact. possible (minimum of 610 mm (2 ft)) from any
ferrous materials and cables that carry direct
Do store the AHC in the new approved con- current.
tainer. d. After all units are installed, the alignment pro-
Do Not store an unprotected AHC on a cedure provided in this section must be per-
hard shelf. formed to ensure operational accuracy. Refer to
Figure 2-5, 2-6, or 2-7 for adjustment control/test
2.2 PREINSTALLATION CHECK point locations.
e. Either the ICU-85 Internal Compensation Unit
Before installing the equipment in the aircraft, or a remote compensator must be installed to
make certain that the units have been checked ac- complete the installation. If the ICU-85 is in-
cording to testing and performance specifications stalled, it is to remain in the aircraft at all
contained in the applicable unit component main- times with the UMT-16( ) mount. When the
tenance manuals. Using known good equipment AHC-85/85E is removed from the aircraft for
will simplify any troubleshooting necessary after any reason, the ICU-85 is to remain on board.
postinstallation tests.
2.3 SPECIAL INSTRUCTIONS 2.4 CABLING
Refer to Figure 2-2 for an installation overview. The AHS-85/85E system interconnect cables should
The following special instructions must be followed be prepared in accordance with the interconnect
to ensure proper installation of the AHS-85/85E. diagrams, Figure 2-9, 2-10, and 2-11. Since these
Improper operation of the equipment can occur if interconnects are typical, variations or modifica-
these instructions are not followed. tions to meet customer requirements are inevitable.
Refer to associated equipment publications for de-
a. Both the AHC-85/85E and FDU-70/70A must be tailed installation data on related systems (EFIS,
mounted on surfaces that are level with respect APS, RMI, etc).
to the aircraft level reference. Specifications are
provided in this section.
b. Both the AHC-85/85E and FDU-70/70A must be The mating connectors and connector hardware re-
aligned with the aircraft longitudinal axis. quired for AHS-85/85E units are listed in Table 2-1
Specifications are provided in this section. and on the associated outline and mounting dia-
grams.

Figure 2-2. Installation Overview (Typical)

Table 2-1. Equipment Mating Connectors.
MATING CONNECTOR
EQUIPMENT TYPE COLLINS PART NUMBER
AHC-85/85E WITH UMT-16A/B/C/D

Connector kit (two required) consisting of: 634-3024-002
Connector without contacts 634-1112-001
Screw, cap-hex socket (qty 2) 324-2605-000
Retainer, keyway (qty 3)* 634-1117-001
Keyway (qty 2) 634-1116-001
Spacer, connector (qty 3)* 634-1128-002
Contacts for wire insulation diameters 1.27 mm (0.050 in) max (120 required) 372-2514-110
or or
Contacts for wire insulation diameters 1.27 to 2.03 mm (0.050 to 0.080 in) 372-2514-180
(120 required)
*Three supplied, only two required (extra supplied in case of loss).
Do not omit spacers when assembling connectors. This allows the connector to
float, making it easier to remove and replace the AHC-85/85E as well as pre-
vent connector damage.
FDU-70 622-5812-001 622-5812-002

FDU-70A 622-8154-001 622-8154-002
Connector kit (provided with unit) consisting of: 634-3148-001 634-3148-002
Connector shell 372-0527-020 372-0527-070
Cable seal 372-0527-030 372-0527-030
Peripheral seal 372-0527-040 372-0527-040
Contacts (10) 372-0527-100 372-0527-100
Note
Kit assembly instructions are provided on FDU-70/70A outline and mounting diagram. Part number endings of FDU-70/70A and
corresponding kit are identical.
line connections may require work on hot

side of the battery switch; exercise due
During preparation of the interconnect cables, ob-
caution with affected cabling.
serve the following precautions:
a. Keep the interconnect cables away from cir-

Note cuits carrying heavy current, pulse-
transmitting equipment, and other sources of
Use connector hoods on all interconnect interference.
cable connectors to prevent wire breakage b. Avoid excessive cable lengths but allow suffi-
due to vibration of the interconnect cables cient slack for movement due to vibration and
and during installation and removal of the for equipment removal.
equipment. c. Use #22 AWG wire, thermoplastic-insulated,
unless specified otherwise on the interconnect
Warning diagrams.
d. Read all notes on the interconnect diagrams
Ensure that the aircraft battery switch is before installing the wiring harness.
turned off before installing any of the inter-
connect cabling. AHC-85/85E battery input

e. Mark all interconnect wires in accordance with contacts so that the crimped portion of the con-
the Aircraft Electronics Association wire tact can enter the connector shell and provide a
marking standard. positive lock of the contact in the shell. Use the
specified crimping tool or equivalent and crimp
Note each interconnect wire in a contact. Use inser-
tion/extraction tool and insert each wire contact
Each commercial standard digital bus is into the proper connector hole from the rear.
identified as CSDB. Each ARINC 429 digi- Press until locked.
tal bus is identified as ARINC. Note the i. To remove a contact, use the inser-
following digital bus limitations. tion/extraction tool to unlock the contact and
pull it out of the connector from the rear.
1. Maximum cable capacitance is 6000 pF j. After installation of the cables in the aircraft,
for CSDB and 10,000 pF for ARINC and before installation of the equipment, check
outputs. to ensure that aircraft power is applied only to
2. Digital bus interconnects require the pins specified on the interconnect diagrams
shielded-twisted pair, with shield ter- and that all other wires and shields are prop-
minations to ground at both ends. erly terminated.
k. To attach the connectors to the mount, pass the
f. Figure 2-27 and Figure 2-28 are system sche- screw through the keyway retainer, connector,
matics. These diagrams are prepared for the and spacer, (not required for -400 series
AHC-85/85E and are included to aid installa- mounts), and attach to the mount as shown in
tion planning. All inputs and output pin num- Figure 2-3. The mounting screw recommended
bers are shown along with a schematic of the torque is 6 to 8 lb•in. Making certain that the
first and last stages. orientation of the keyway is correct, slide the
keyway into the hexhole in the connector, then
Note snap the keyway onto the keyway retainer us-
ing a blunt tool such as a screwdriver handle.
All rear connector straps should be kept as
short as possible, preferably under 75.0 mm
(3.0 in). Note
g. Remove and install connector contacts in accor- Applies to -00X mounts only.
dance with steps g and h below. Table 2-2 lists Do not omit the spacers. These allow the
the special tools required to perform these connector to float, making it easier to re-
steps. Figures 2-12, 2-13, and 2-17 show rear move and replace the AHC-85/85E as well
connector pin locations and assignments. as preventing connector damage.
h. During installation of the mating connections,
the connecting wires must be crimped in the

Figure 2-3. Assembly of Mating Connectors to Mount

2.5 INSTALLATION PROCEDURES Warning
The following paragraphs provide instructions for Ensure that all aircraft power is turned off
installing the equipment comprising the AHS- before installing any equipment or inter-
85/85E Attitude Heading System. Refer to the ap- connect cables.
plicable equipment instruction books for installa-
tion procedures for other associated equipment.
Table 2-2. Mating Connector Contacts and Special Tools.
PREFERRED ALTERNATE
DESCRIPTION
COLLINS VENDOR NAME COLLINS VENDOR NAME
PART NUMBER AND PART NUMBER PART NUMBER AND PART NUMBER
AHC-85/85E
Contact, female tuning fork 372-2514-1101
Contact, female tuning fork 372-2514-1801
Required tools for female tuning
fork contacts
Kit, tool (contains all 359-0697- 359-0697-080 DAN DMC593
0X0 part numbers listed below)
Crimp tool 359-0697-0102 DAN GMT221 623-8579-0003
623-8580-0004
Insertion tool 359-0697-050 DAN DAK188 359-8029-010 QPL MS3323-22
(tweezer type) (probe type)
Extraction tool 359-0697-020 DAN DRK230
a. Replacement probes (Qty 2) 359-0697-040 DAN DRK230-1
b. Replacement ejector 359-0697-030 DAN DRK188-3
FDU-70/70( )
Contacts, socket
Required tools for female socket
contacts
Crimp tool 359-8102-010 AMP 206793-1
Insertion/extraction tool 372-8104-010 QPL 18278-1
1372-2514-110 female fork type contacts are used with wire insulation diameters up to 1.27 mm (0.050 in). Wire with insulation
diameters from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) use contact 372-2514-180. Installer must order the quantity of each
desired.
2This crimp tool has two jaw openings, one for each range of insulation diameter given.
3This crimp tool is for use with contacts 372-2514-110 only.
4This crimp tool is for use with contacts 372-2514-180 only.
Vendor codes: AMP = AMP, DAN = Daniels Mfg., QPL = Military Spec.

ADDENDUM 8
TO
COLLINS AHS-85/85E ATTITUDE HEADING COMPUTER


of the Installation Section (523-0772307-006118)
This addendum corrects references to figures.
The paragraph between the notes should read:
Refer to the outline and mounting diagrams (Figures 2-13, 2-26, 2-27, 2-28 and 2-30) and prepare the
mounting surface.
The last sentence of the fourth paragraph from the page end should read:
Figure 2-31 provides calibration information for the fixture.
The first sentence of the next paragraph should read:
The procedure for mount alignment is described in each of the UMT-16( ) outline and mounting dimension
drawings (Figures 2-26, 2-27, 2-28 and 2-30).
Addendum 8
9 Feb 2000 Sheet 1 of 2
523-0772305-08611A (Facing Page 2-9)
2.5.1 AHC-85/85E Attitude Heading space is left in front of the AHC-85/85E so that the
Computer/UMT-16( ) Universal Mount ICU-85 can be removed to access the compensation
pots (if necessary).
The AHC-85/85E is mounted in a UMT-16( ) Uni-
versal Mount. The unit must be aligned within 0.50 Note
degree (parallel or perpendicular) to the aircraft
longitudinal axis. The unit must also be level, It is desirable to mount the AHC-85/85E in
within 0.10 degree of the aircraft level reference. a pressurized area. The improved cooling
The UMT-16A mount is more rigid and is recom- characteristics of a pressurized location en-
mended for all new installations. Several models of hance unit reliability.
the UMT-16A are available. CPNs 622-8304- Refer to the outline and mounting diagrams (Figure
400/401 have special grounding spring fingers for 2-14 and Figure 2-19 through Figure 2-25) and pre-
the HIRF protected AHC-85E (-400). CPN 622- pare the mounting surface.
8304-003 has MOVs for transient voltage protec-
tion. CPNs 622-8304-001/003/400 do not have strain Note
relief; 622-8304-002/401 have strain relief brackets.
After location is chosen, remember to strap
The UMT-16B is similar to the UMT-16A but includes
AHC-85/85E mating connector according to
a fan. CPN 622-8614-400 has special grounding spring
box orientation (P1-33/34/37) and parity
fingers for the HIRF protected AHC-85E (-400). The
(AHC-85E P1-21/37/48/56). Refer to Table 1-
UMT-16Bs do not have strain relief brackets.
2 in the general information section.
The UMT-16C is a special mount for use with the Use fixture CPN 992-3368-001 to align the UMT-
HIRF protected AHC-85E (-400 status). Because of 16( ) equipment mount. This fixture allows align-
the mount design, some AHC-85E inputs and out- ment to within ±0.1 degree in pitch and roll inde-
puts are inaccessible and cannot be used (see Figure pendent of the mechanical and electrical tolerances
2-29 for the usable signals). CPN 622-9842-002 has of the AHC-85/85E.
strain-relief brackets. CPN 622-9842-102 has strain-
relief brackets and has SB 3 installed. SB 3 allows The fixture consists of a rigid, precision-machined
use of the AHC-85E roll synchro outputs. block with engagement surfaces corresponding to
an AHC-85/85E. It is inserted into the mount prior
The UMT-16D is designed for use with the HIRF to the alignment procedure. The fixture contains
protected AHC-85E (-400 status). CPN 822-0039- two perpendicular bubble levels and longitudi-
400 has a fan and HIRF protection but no strain- nal/lateral milled vertical surfaces for line-of-flight
relief brackets. CPN 822-0039-401 has a fan, HIRF calibration. Clearance holes have been provided in
protection, and strain-relief brackets. CPN 822- the fixture to allow tightening of the mounting
0039-402 has a fan (with SB 1 for increased cooling screws with the fixture in place in order to monitor
effectiveness) and HIRF protection but no strain- any change in leveling during the tightening proc-
relief brackets. CPN 822-0039-401 has a fan (with ess. Figure 2-26 provides calibration information
SB 1 for increased cooling effectiveness), HIRF pro- for the fixture.
tection, and strain-relief brackets.
The procedure for mount alignment is described in
The mount location must be in a stable, low- each of the UMT-16( ) outline and mounting dimen-
vibration area where convection cooling air is sion drawings (Figure 2-21 through Figure 2-23).
available. If convection cooling air is restricted or Supplemental information to the procedure follows.
nonexistent, the UMT-16B mount, which contains a
blower, should be used. The FMM-85 (CPN 622- Use CPN 634-3020-001 through -006 for rear
7154-002) also can be used to monitor blower fan shimming and CPN 634-3021-001 through -006 for
speed. The mount should be forward, near the air- front shimming. Refer to Table 1-4 in the general
craft center of gravity. It should be attached to the information section for the shim sizes and corre-
primary aircraft structure at floor level; however, sponding part numbers.
lower avionics rack mounting is acceptable, pro- The insertion of one 634-3020-005 shim under a
vided the rack is rigid and will not have motion rear corner and one 634-3021-005 shim under a
that is independent of the primary aircraft struc- front corner of the same side will change the mount
ture. Ensure that adequate angle by 0.2 degree side to side.

The insertion of one 634-3020-006 shim under each the UMT-16( ) mount with 4-40 x 0.25 PPH screw
rear corner or one 634-3021-006 shim under each and lockwasher.
front corner will change the mount angle by 0.2 de-
gree front to back. The ICU-85 is to remain attached to the mount.
When the AHC-85/85E is removed from the aircraft
It is important to make sure that after shimming for maintenance, remove the ICU-85 and install the
(prior to tightening screws) there is no excessive plastic panel in its place. When the AHC-85/85E is
slack between mount and shim in each of the four returned to service, remove the plastic panel and
corners and that no rocking motion exists on either reinstall the ICU-85.
axis that could lead to distortion of the mount upon
tightening the screws. Use 0.003-inch shims (634- 2.6 ORIENTATION PROGRAMMING AND
3020-001, rear/634-3021-001, front) to correct this. POSTINSTALLATION TEST
Observe the fixture bubbles while tightening the Strapping in the AHS-85/85E wiring harness con-
screws. Each marking is 0.06 degree. Any large figures the AHC-85/85E for either left, right, fore,
change of bubble centering could indicate a possible or aft facing mounting. This must be done so that
mount distortion during the tightening procedure. the AHC-85/85E can correctly interpret airplane
motion as pitch or roll and with the correct polarity.
2.5.2 FDU-70/70A Flux Detector Unit
The AHC-85 memorizes its last box orientation
The FDU-70/70A must be mounted as far as possible
programmed into memory. The box orientation pro-
(minimum of 610 mm (2 ft)) from any ferrous materi-
grammed into memory must match the two orienta-
als and cables carrying direct current. The FDU-
tion straps (refer to table 1-2 in the general infor-
70/70A must be mounted on a surface that is within
mation section). If the box orientation as
3 degrees of the aircraft level reference (pitch and
programmed into memory is different from the ori-
roll). For preindexed mounts, mount the FDU-
entation strapping, the attitude flag will appear.
70/70A with the 0 degree indexed marks aligned.
The box orientation programming procedure is de-
For non preindexed mounts, align the FDU-70/70A
tailed in step 2.6.1 step e.
within 3 degrees of aircraft longitudinal axis. Pre-
pare the mounting surface in accordance with the
The AHC-85E orientates each time power is turned
outline and mounting diagram, Figure 2-19 or
on using the orientation strap information and
Figure 2-20. Connect the system interconnect cable
compares the box orientation strap against the
to the pendant cable on the unit. Secure the unit to
parity straps (refer to table 1-2 in the general in-
the mounting surface with 6-32 brass hardware.
formation section). If the box orientation straps in-
dicate a different orientation then the parity straps,
Note the attitude flag will appear.
If the postinstallation test in paragraph 2.6 The postinstallation test provides an operational
will be performed, do not secure the FDU- check which is crucial to flight safety of the AHS-
70/70A until after the test. 85/85E and ensures that the units in the system are
2.5.3 ICU-85 Internal Compensation Unit with correct orientation strapping. This test should
be performed after the interconnect cables have
The ICU-85 mounts into the front cavity of the AHC- been installed and verified, and before the AHC-
85/85E computer. Remove the plastic panel from the 85/85E and FDU-70/70A are permanently installed
front face of the AHC-85/85E by removing two in the aircraft. An HSI and ADI or equivalent (eg,
screws and then disconnecting the AHC-85/85E rib- EFIS) must be connected to monitor the output of
bon cable from the dummy pinfield on the panel. the system.
Save the plastic panel for future use. Mate the AHC-
85/85E ribbon cable to the pinfield on the ICU-85.
Position ICU-85 over the front panel cavity and se- Note
cure with two captive screws. Fasten the ICU-85 se-
Ensure that all aircraft power is turned off
curity cable to either side of the knob bracket on
before connecting any unit to the system in-
terconnect cables.

ADDENDUM 8
TO
COLLINS AHS-85/85E ATTITUDE HEADING COMPUTER


Paragraph 2.5.2, fifth sentence should read:
Prepare the mounting surface in accordance with the outline and mounting diagram, Figure 2-20 or 2-21.
Addendum 8
9 Feb 2000 Sheet 2 of 2
523-0772305-08611A (Facing Page 2-10)
2.6.1 AHS-85 Orientation Programming and end of the first cycle, one or more additional
Postinstallation Test initialization cycles will occur. Additional cy-
cles typically occur only on the first initiali-
a. Connect all units except the AHC-85 to the sys- zation following unit installation.
tem interconnect cables and position each unit 7. Verify that the attitude and heading flags
in its normal mounting position. The FDU- go out of view and that the HSI slews to the
70/70A should not be secure at this time. general aircraft magnetic heading.
b. Connect the AHC-85 to the UMT-16( ) mount,
using the CTS-10 extender cables or equivalent. Note
Position the AHC-85 as it would be in the
mount. Step f must be performed when a unit is re-
c. Apply primary and battery power to the AHS- turned to service for the first time.
85 system and to the HSI and ADI.
d. The AHC-85 should be in the initialization
mode which lasts approximately 70 seconds. Warning
The compass cards make one complete revolu-
tion (from north to north) during the initializa- It is crucial to flight safety that steps g
tion process. The optionally installed initializa- through j be verified.
tion annunciator will flash during initialization
and then go out after initialization is complete. g. Tilt the AHC-85 to simulate a right bank. Ver-
e. Verify that the attitude and heading flags go ify that the ADI horizon rotates ccw.
out of view and that the HSI slews to the gen- h. Tilt the AHC-85 to simulate a left bank. Verify
eral aircraft magnetic heading. The compass that the ADI horizon rotates cw.
cards make one complete revolution during ini- i. Tilt the AHC-85 to simulate a pitch-down atti-
tialization and the optionally installed initiali- tude. Verify that the ADI horizon moves up.
zation annunciator flashes during initialization j. Tilt the AHC-85 to simulate a pitch-up attitude.
and then goes out. Verify that the ADI horizon moves down.
Note Note
The STIM switch must be accessible to pro- If incorrect results are obtained in steps g
gram box orientation. through j, verify the integrity of the orien-
tation strapping, then repeat step f.
f. If there is an attitude flag only and a steady
initialization annunciator, the AHC-85 box ori- Note
entation must be programmed as follows:
1. Aircraft must be on the ground (strut If the F3 diagnostic word can be displayed
switch closed). on EFIS display, correct box orientation
2. Turn off primary and battery power to the strapping can be verified without using ex-
AHC-85 computer. tender cables (refer to table 5-3 in the
3. Hold the STIM mode switch closed, or ON. maintenance section for the correct defini-
4. Apply primary and battery power to the tion of the F3 diagnostic word).
computer while still holding the STIM mode
switch closed. The roll mode portion of the STIM function
5. Release the STIM mode switch after a few (second press of the STIM switch) displays
seconds. the orientation of the AHC-85 on the EFIS
6. The AHC-85 should be in the initialization and RMI compass cards by pointing the
mode which lasts approximately 70 seconds. north (N) heading mark in the direction of
The compass cards make one complete the front of the AHC-85 (fore, aft, left, or
revolution (from north to north) during an right) (refer to Figure 2-4).
initialization cycle. The optionally installed
initialization annunciator will flash during k. Turn the FDU-70/70A approximately 90 de-
initialization and then go out. If initialization grees cw as viewed from the top and verify that
parameters are not fully determined at the the heading indication increases.

l. Turn the FDU-70/70A approximately 90 de- Note

grees ccw as viewed from the top and verify
that the heading indication decreases. If incorrect results are obtained in steps e
through h, verify the integrity of the orien-
If the above test is completed satisfactorily, remove tation and parity strapping.
power and the extender cables. Secure the AHC-85
and FDU-70/70A in the aircraft in accordance with
paragraphs 2.5.1 and 2.5.2, then perform the Note
heading alignment procedure given in paragraph
2.7. If the 351 diagnostic word can be displayed
on EFIS display, correct box orientation
2.6.2 AHS-85E Orientation Programming and strapping can be verified without using ex-
Postinstallation Test tender cables (refer to table 5-5 in the
maintenance section for the correct defini-
a. Connect all units except the AHC-85E to the tion of the 351 diagnostic word).
system interconnect cables and position each
unit in its normal mounting position. The FDU- The roll mode portion of the STIM function (second
70/70A should not be secure at this time. press of the STIM switch) displays the orientation
b. Connect the AHC-85E to the UMT-16( ) mount, of the AHC-85E on the EFIS and RMI compass
using the CTS-10 extender cables or equivalent. cards by pointing the north (N) heading mark in
Position the AHC-85E as it would be in the the direction of the front of the AHC-85E (fore, aft,
mount. left, or right) (refer to Figure 2-4).
c. Apply aircraft power to the AHS-85E system
and to the HSI and ADI. j. Turn the FDU-70/70A approximately 90 de-
d. The AHC-85E should be in the initialization grees cw as viewed from the top and verify that
mode which lasts approximately 70 seconds. the heading indication increases.
The compass cards make one complete revolu- k. Turn the FDU-70/70A approximately 90 de-
tion (from north to north) during an initializa- grees ccw as viewed from the top and verify
tion cycle. The optionally installed initialization that the heading indication decreases.
annunciator will flash during initialization and
then go out. If initialization parameters are not If the above test is completed satisfactorily, remove
fully determined at the end of the first cycle, power and the extender cables. Secure the AHC-
one or more additional initialization cycles will 85E and FDU-70/70A in the aircraft in accordance
occur. Additional cycles typically occur only on with paragraphs 2.5.1 and 2.5.2, then perform the
the first initialization following unit installa- heading alignment procedure given in paragraph
tion. 2.7.
e. Verify that the attitude and heading flags go
out of view and that the HSI slews to the gen- 2.7 HEADING ALIGNMENT PROCEDURE
eral aircraft magnetic heading.
The following alignment procedure must be per-
Warning formed after installation of the equipment in the
aircraft to ensure system accuracy. Refer to Table
It is crucial to flight safety that steps f 2-3 for a list of equipment required for alignment.
through i be verified. The postinstallation test given in paragraph 2.6
should be performed before alignment to ensure
f. Tilt the AHC-85E to simulate a right bank. that the system is operational and connected prop-
Verify that the ADI horizon rotates ccw. erly.
g. Tilt the AHC-85E to simulate a left bank. Ver-
ify that the ADI horizon rotates cw. FAA Advisory Circular AC NO: 150/5300-4B ap-
h. Tilt the AHC-85E to simulate a pitch-down atti- pendix 8, dated 12/5/78 or later, provides guidelines
tude. Verify that the ADI horizon moves up. for the design, location at the airport, and construc-
i. Tilt the AHC-85E to simulate a pitch-up atti- tion of a compass calibration pad and basic infor-
tude. Verify that the ADI horizon moves down. mation concerning its use. See Collins Installation
Practices Manual, appendix section.

Figure 2-4. AHS-85/85E Box Orientation Displayed on EFIS

Table 2-3. Equipment Required.
EQUIPMENT DESCRIPTION
Ac/dc voltmeter Required for measuring sine/cosine voltage and general purpose.
Range: 0 to 40 V dc, both dc and ac
(0 to ±4 V dc required for sine/cosine voltage
Accuracy: ±0.1% dc, ±1.0% ac
Resolution: 1 mV dc, 10 mV ac
Input impedance: 10 megohms or greater on dc scales. Response time:
≤N 1 second, no greater than two display updates/sec.
(see section 2.7.2)
Fluke model 87 or equivalent
CTS-10 extender cables, CPN 622-4561-001 Required to make movement to the AHC-85/85E
Alignment fixture, CPN 992-3368-001 Required to align UMT-16( ) equipment mount
Tractor and handling party Required to tow aircraft to compass base and for positioning aircraft at
various magnetic headings
Precision calibration datum compass or surveying ±15 minute (±0.25 degree) accuracy with sighting capability. Required
compass for line-of-sight aircraft alignment
Plumb bobs (qty 2) Required for measurement of angular misalignment of aircraft on com-
pass rose.
Test point adapter Facilitates measuring RCP-65 test point voltages (refer to Figure 2-8 for
fabrication information)
Note
The following equipment is optional.
MCS-65/AHS-85 Compass Swing Procedure Program May be used to perform all mathematical procedure calculations re-
disk quired to determine the compensation voltages used to align the com-
pass system
*Apple version: CPN 523-0774-810 (2nd Ed or later)
PC compatible version: CPN 523-0776-248 (5- inch disk, 1st Ed or later)
PC compatible version: CPN 523-0777-559 (3- inch disk, 1st Ed or later)
Computer with monitor, disk drive, and optional printer Apple II Plus, IIc, IIe, or IIe Enhanced Computer
to run compass swing program. or
IBM PC or compatible computer
*Apple® is the registered trademark of Apple Computer, Inc.
A summary of the alignment site (compass rose) above or below ground) or from other aircraft,
characteristics as described in the above referenced and at least 180 m (600 feet) from large mag-
document is as follows: netic objects such as buildings, railroad tracks,
high-voltage electrical transmission lines, or
a. It shall provide a series of 12 radials beginning cables carrying direct current (either above or
with magnetic north, either painted or inlaid in below ground).
the surface. Each radial must be oriented d. The difference between magnetic north and
within 1 minute of the magnetic bearing indi- true north must be uniform in the vicinity of
cated by its markings. the site, and the angular difference measured
b. No magnetic materials are to be used in the at any point compared to any other point shall
construction of the pad. not differ by more than ½ degree.
c. The site must be located at least 90 m (300 ft) e. Magnetic surveys shall be performed at regular
from any power or communication cables (both intervals of 5 years or less, with additional

surveys performed after major construction of Caution

utility lines, buildings, or any other structures
within 180 m (600 ft) of the center of the pad. If a remote compensator is to be used, ensure
f. The date of observation and any annual change that an ICU-85 is not installed in the AHC-
in the direction of magnetic north should be 85/85E. If both a remote compensator and an
durably and legibly marked on the surface of internal compensator are installed, inter-
the calibration pad near the magnetic north action will prevent accurate alignment.
mark.
f. Apply power to the aircraft flight control system.
The alignment procedure can be performed using g. Refer to Figure 2-5, Figure 2-6, or Figure 2-7
either of two methods. The first method (method 1) and adjust the three COMPENSATION con-
is a more automated procedure in which sine and trols (R1, R2, R3) for 0 volt at each of the three
cosine voltages are measured with a dvm at the COMPENSATION signal test points (SIN,
ICU-85 Internal Compensation Unit or at a remote COS, INDEX).
CCU-65/RCP-65. These voltages are used to di- h. Method 1 only: refer to Figure 2-5 and set the
rectly calculate the settings of the compensator ICU-85 SETUP MODE switch to ON (if exter-
sine, cosine, and index potentiometers. This proce- nal compensator is not used). If an external
dure is quickly accomplished from the cockpit if the RCP-65 or CCU-65 compensator is used, re-
aircraft can be accurately positioned on the com- moval of the front panel automatically initiates
pass rose (pilot observes wheel base position on the setup mode.
north-south or east-west line). Also, it is not neces- 2.7.2 Aircraft Alignment, Compass Rose vs
sary to wait for the HSI to slew to various headings Line-Of-Sight Techniques
if using method 1.
In the procedures that follow, it is desirable to posi-
The second alignment method (method 2) is an air- tion the aircraft to within ±0.3 degrees of desired
craft swing procedure with a technique similar to heading or as close to this as possible when taking
that used with conventional compass systems. This compass swing data. The maintenance manuals on
method consists of checking initial HSI heading er- some airplanes reflect accuracy tolerances of ±1.0
ror and then adjusting the compensator potenti- degrees. Accuracies held between these limits can
ometers while observing the effect on the HSI. This be acceptable providing they are used in a manner
procedure takes longer to complete than method 1, consistent with the performance expected. The
but eliminates the effects that a windy day or noisy tighter the tolerance held in aircraft alignment, the
installation may have when averaging the sine or better the calibration results. One of the important
cosine readings in method 1. considerations is to achieve close tracking of the
compass information from each AHC-85( ) in a dual
2.7.1 Prealignment Procedure installation because of external electronic comparison
of heading in an EFIS system.
a. Ensure that all equipment, cover panels, and Preferable procedure for positioning the aircraft at
hardware near the flux detector are secured in each of the four cardinal points (north, east, south,
their normal flight positions. Remove all non- and west) is to position the aircraft on a compass
flight equipment from the aircraft. calibration pad (compass rose) which complies with
b. Lock the flight controls with the flight com- construction practices in FAA advisory circular AC
partment lock. Do not use external locks. 150/5300-4B, appendix 8. The alternate method is
c. Remove all magnetic items from personnel in- to align the aircraft using a line-of-sight technique
volved with alignment of the system. with a calibration datum compass or surveying
d. Ensure that the weather is suitable for align- compass at each of the cardinal points. For line-of-
ment (adequate light for aircraft positioning at sight compass swings, it is important to perform
the compass base and less than 15 knots wind- this on a chosen site, free of magnetic material
speed) and tow the aircraft to the compass rose. suitable for compass swings. Each method has its
e. If an ICU-85 is installed, remove the front cover advantages and disadvantages.
from the AHC-85/85E to expose the compensa-
tor card. If a CCU-65 or RCP-65 is used, remove To align on a compass rose, position the airplane
the front cover. The front of the unit must be along each of the four cardinal headings using the
accessible during alignment. landing gears or other aircraft structure that can

easily be sighted against the radial lines of the is the actual sighting on the aircraft. One should
compass rose. For a north/south heading, the take structure members known to be parallel with
landing gears can be centered on the east/west ra- the center line of the aircraft. Sighting should be at
dials. Centering the main landing gear wheels on a distance that will give the best visibility of viewed
the east/west line to within 1 inch (25 mm) position structure members (cockpit window center struc-
difference, will yield a heading position error of ture and tail as example). Another method is to
±0.3 degrees or less for 15 feet main gear wheel hang plumb bobs down from each wing at symmet-
separation. For different main gear wheel distances rical points and sight from a position perpendicular
or distances between any pair of other structural to the desired heading, aligning on the vertical
members used for alignment, the following table strings of the plumb bobs.
gives the maximum position differences for various One advantage of a line-of-sight method is the
distances between structures for no more then a ability to position the aircraft approximately
±0.3 degree heading position error. (within ±4 degrees) at each of the cardinal headings
ALLOWABLE POSITION DIFFERENCES and measure position error accurately.
FOR ±0.3 DEGREE MAXIMUM
HEADING ERROR 2.7.3 Measurement of Sine/Cosine Analog
ALLOWABLE Voltages
DISTANCE BETWEEN POSITION During the following procedures, measurement of
STRUCTURES DIFFERENCE
dc voltages in the range of ±4 V dc will be required.
(IN FEET) (IN INCHES)
A handheld digital multimeter is used for this pur-
15 0.94
20 1.3 pose. There are factors that must be considered in
30 1.9 the choice of a meter for this purpose as not all
40 2.5 digital meters are the same.
50 3.1
60 3.8 Typically, the voltages to be measured are not station-
70 4.4 ary since aircraft motion is affected by mechanical vi-
80 5.0 bration while engines are running and by wind gusts.
90 5.7 Fluctuating voltages are generally very difficult to
100 6.3 read with digital meters. A good digital meter should
It can be seen from the chart that the further the sample fast internally, hold the display constant while
chosen structural points of the aircraft are away calculating a new value to be displayed and then up-
from each other, the greater the error difference date the display at a rate of no more then 1 or 2 times
can be from a reference line in order to achieve the a second. It is also desirable to be able to defeat auto-
desired heading error limit. ranging if the measured value is right at the switch
Another consideration is the accuracy of the cali- point between two ranges. This will add to display
bration pad. A well maintained pad will have the confusion if the decimal point is physically changing
current (within the last year) magnetic variation positions on the display. For fluctuating voltage
recorded from magnetic north on the surface of the measurements, it is also desirable for the meter to fil-
calibration pad near the north radial line. To use ter the incoming data and display only stable voltage
the pad correctly, this variation will have to be measurements. An analog display scale is also desir-
added (or subtracted) from each of the pad radial able to give visual indication on changing data.
lines when taking data. Table 2-3 lists a meter (Fluke 87) which will pro-
The alternate line-of-sight method using a calibra- vide the above requirements. There are equivalent
tion datum compass or surveying compass is more meters that perform the same. The “Display Hold”
time consuming and potentially less accurate. It is function of the Fluke 87 can be used to good advan-
basically hard to achieve measurement accuracies tage since noisy or unstable readings are rejected in
of ±0.3 degrees or less with line-of sight compasses. this function. Only stable readings are displayed
The best surveying compasses with magnetic scales with a beeper tone emitted on each new display up-
are only good for a few tenths of a degree when date. Since a fast updating analog display is also
taking data against magnetic readings. present on the scale, one can press the (display)
HOLD button when analog scale shows data to be
Handheld devices used by some operators are only
reasonably steady, read the result, and then release
good for a nominal 0.5 to 1 degree. A source of error
the “hold”.

Repeating this process for several readings can result to align the compass system. Refer to paragraph
in accurate voltage measurements not possible with many 2.7.4.1.1 for a description of the program.
of the portable meters. a. Perform the prealignment procedure given in
In the measurement of sine and cosine dc voltages, paragraph 2.7.1.
special consideration must be given to the values b. Position the aircraft at the north heading on a
around the null points (approximately zero volts on compass rose or using line-of-sight techniques
sine reading at north/south and cosine reading at (refer to procedures of paragraph 2.7.2). If the
east/west headings). The slope of a sine or cosine aircraft can be positioned exactly at each cardi-
curve is the steepest at these points which gives the nal heading with no position error correction
largest voltage measurement errors due to airplane required, proceed with this section, otherwise
angular perturbation from wind gusts and me- additional calculations for the position error correc-
chanical vibration. tion must be performed given in section 2.7.4.2.
Another consideration in the measurement of the Note
sine/cosine analog voltages is that these voltages
cycle through an “on” and “off” period of approxi- Before recording any data during the fol-
mately 4.5 seconds each when the system is in lowing steps, remove (to a distance of at
SETUP MODE. The initial part of the “on” period least 30 m (100 ft)) any ferrous materials or
gives cyclic and useless voltage information. Read- equipment used to position the aircraft. It is
ings should be taken between the nominal 50% to desirable to perform the compass swing
90% points of the “on” time (approx 2 to 4 seconds with engines running.
after start of an “on” period).
c. Refer to Figure 2-5, Figure 2-6, or Figure 2-7
Several readings should be taken using several “on”
and measure between the HDG OUT SIN ana-
cycles and the average or center value of these
log voltage and COM analog return test points
readings recorded. The measured value should be
at the compensation unit. Record the reading
recorded to within a few millivolts of actual, but
(to three decimal places) with polarity, in col-
noisy data may only yield useful information to 10
umn 2 of the 000 (N) row in Table 2-4.
millivolts or so of actual.
d. Measure between the HDG OUT COS analog
2.7.4 Compass Swing/Alignment Procedure voltage and COM analog return test points at
(Method 1) the compensation unit. Record the reading (to
Method 1 is a procedure that involves the setting of three decimal places) with polarity, in column 3
the aircraft at each cardinal heading (north, east, of the 000 (N) row in Table 2-4.
south, and west) and recording test point voltages e. Position the aircraft on each of the remaining
representing the sine and cosine dc voltages related three cardinal headings, following the proce-
to flux detector signal outputs. This method en- dure in step b, and repeat steps c and d for each
compasses both the conditions of accurately posi- of these headings.
tioning the aircraft and recording exact cardinal
Note
headings (no position error correction required) or
using approximate cardinal headings by positioning It is recommended that the Apple program,
the aircraft within a nominal ±4 degrees of cardinal MCS-65/AHS-85 Compass Swing Procedure
heading and recording the exact known position er- disk CPN 523-0774-810 be used for the cal-
ror from the cardinal heading. Method 1 is more ac- culations in Table 2-4. If this program is
curate then method 2 described in section 2.7.5 but unavailable, an inexpensive programmable
does require careful voltage measurements and handheld calculator may be used instead.
mathematical calculations if the MCS-65/AHS-85 The formulas listed in Table 2-4 should be
Compass Swing Procedure disk is not available. entered into the calculator in a small pro-
The MCS-65/AHS-85 Compass Swing Procedure gram that calculates the required data.
disk, CPN 523-0774-810, can be used with this pro- Verify the program by using the data in
cedure to perform all mathematical calculations re- Table 2-5. This program will calculate the
quired to generate the compensation voltages used required data of step f in this section.
f. Follow the instructions in Table 2-4 to calculate
the remaining data entries in the chart.

Table 2-4. .Alignment/Compensation (Method 1).
1 2 3 4 5 6
CARDINAL HEADING SIN B ANALOG COS B ANALOG SIN C ANALOG COS C ANALOG HEADING ERROR
(DEGREES) (V DC) (V DC) (V DC) (V DC) (DEGREES)
000 (N)
090 (E)
180 (S)
270 (W)
AVERAGE
COMPEN SINE COSINE INDEX

SIGNAL
CALCULATION — COLUMN 2
N+E+S+ W
SIN B ANALOG AVERAGE = ( V dc)
4
SINE COMPEN SIGNAL = SIN B ANALOG AVERAGE x 8 (V dc)
CALCULATIONS — COLUMN 3
N +E+S+ W
COS B ANALOG AVERAGE = ( V dc)
4
COSINE COMPEN SIGNAL = COS B ANALOG AVERAGE X 8 (V dc)
Subtract SIN B ANALOG AVERAGE from each of the SIN B ANALOG voltages recorded in column 2 and enter result in
corresponding row of column 4. These results are now identified as SIN C ANALOG values.
Subtract COS B ANALOG AVERAGE from each of the COS B ANALOG voltages recorded in column 3 and enter results in
corresponding row of column 5. These are now identified as SIN C ANALOG values.
Calculate the compass heading error for each of the CARDINAL HEADING points as follows and record in the corresponding
row in column 6:
 SIN C ANALOG 
NORTH HEADING ERROR =  × 57.3 deg rees
 COS C ANALOG 
 COS C ANALOG 
EAST HEADING ERROR = –  × 57.3 deg rees
 SIN C ANALOG 
× 57.3 deg rees
_____________________________
SOUTH HEADING ERROR =  COS C ANALOG 
WEST HEADING ERROR = –  × 57.3 deg rees
N +E+ S + W
HEADING ERROR AVERAGE = ( HEADNG ERRORS)
4
 HEADNG ERROR AVERAGE 
INDEX COMPEN SIGNAL = –  
 2.25 
Aircraft Type ______________________________________________ Serial Number _____________________________________________

Equipment Serial Number: AHC-85/85E _______________________________________________________ Side 1 _________________
CCU-65/RCP-65/ICU-85 _____________________________________________ Side 2 _________________
FDU-70/70( ) _______________________________________________________
Aligned By _________________________________________________________ Date _____________________________________________

Note the SLAVE/DG (FREE) mode switch in the

aircraft to the DG (FREE) position momen-
The following adjustments are not affected tarily and then back again to the SLAVE
by the aircraft heading. Also, the adjust- position (or momentarily push the FAST
ment of one compensation control does not SLAVE switch if installed). Wait approxi-
affect the setting of the other two. mately 2 minutes after this before taking
the heading data.
g. Set the ICU-85 SETUP MODE switch to OFF
or push in and hold RCP-65/CCU-65 SETUP This check can be performed by positioning the air-
MODE switch for the remainder of the method craft at each of the nominal headings (or selected
1 procedure. headings) listed in column 1 of Table 2-10 and re-
h. Refer to Figure 2-5, Figure 2-6, or Figure 2-7. cording the data indicated in columns 2, 3, and 4 of
Connect the voltmeter between the SIN COM- this table. The heading deviation recorded in col-
PENSATION signal and COM analog return umn 4 (correction to compass) can then be trans-
test points. Adjust the SIN COMPENSATION ferred to the compass correction chart. The heading
control to obtain the sine compensation voltage deviation should not exceed ±2 degrees.
calculated in column 2 of Table 2-4.
i. Connect the voltmeter between the COS COM- Note
PENSATION signal and the COM analog return
test points. Adjust the COS COMPENSATION For a dual AHRS system with EFIS, there
control to obtain the cosine compensation voltage should be no greater than a nominal 2-
calculated in column 3 of Table 2-4. degree heading error split between the two
j. Connect the voltmeter between the INDEX COM- systems at any compass heading because of
PENSATION signal and the COM analog return heading comparator warn limits in the
test points. Adjust the INDEX COMPENSATION EFIS. This can be achieved by careful
control to obtain the index compensation voltage alignment and holding the tolerance of ±1
calculated in column 6 of Table 2-4 degree on each individual system. If the
k. Replace unit front panel cover. split is greater than 2 degrees on one or
more headings, refer to paragraph 2.7.6.
This completes the alignment using the method 1 pro-
cedure; however, a postalignment check should be per- 2.7.4.1 Compass Swing/Alignment Procedure
formed to ensure that proper alignment was achieved. Example (Method 1)
Table 2-5 shows the completed data for measure-
Note
ment of 0.142, 2.068, –0.021, and –1.940 V dc for
sine analog and 1.935, –0.129, –2.038, and 0.041 V
If the aircraft avionics system uses the Col-
dc for cosine analog voltage measurements at each
lins EFIS-84/85/86, the headings can be
of the cardinal heading points.
read to within 0.1 degree (on all but the
earlier analog systems) using the EFIS di- From this set of data, the sine compensation control is
agnostics. Consult the BITS mode self-test to be adjusted to 0.498 V dc, the cosine compensation
section of the appropriate EFIS-84/85/86 control is to be adjusted to –0.382 V dc, and the index
system instruction book or guide for the ad- compensation control is to be adjusted to –1.062 V dc.
dress location of the HEADING parameter.
2.7.4.1.1 MCS-65/AHS-85 Compass Swing Pro-
This aid is for calibration purposes only.
cedure Program
Any official data recording of compass accu-
racy must be taken from the pilots display The MCS-65/AHS-85 Compass Swing Procedure
on the EHSI or HSI and not from EFIS di- disk, CPN 523-0774-810, is an Apple II computer-
agnostics. compatible program which is available to perform
the mathematical calculations required to compute
Note the compensation voltages used in procedure num-
ber 1. The compensation voltages calculated by this
In taking the final heading readings, the program may be a little more accurate than those
waiting time for the AHRS to compute a calculated with the formulas provided in the in-
heading change can be reduced by setting struction

Table 2-5. Example — Alignment/Compensation (Method 1).
1 2 3 4 5 6
CARDINAL HEADING SIN B ANALOG COS B ANALOG SIN C ANALOG COS C ANALOG HEADING ERROR
(DEGREES) (V DC) (V DC) (V DC) (V DC) (DEGREES)
000 (N) 0.142 1.935 0.080 1.983 2.30
090 (E) 2.068 –0.129 2.006 –0.081 2.32
180 (S) –0-021 –2.038 –0.083 –1.990 2.40
270 (W) –1.940 0.041 –2.002 0.089 2.54
AVERAGE 0.062 –0.048 2.39
COMPEN SINE COSINE INDEX
SIGNAL 0.498 –0.382 –1.062
CALCULATION — COLUMN 2
N+E+S+ W
SIN B ANALOG AVERAGE = ( V dc)
4
SINE COMPEN SIGNAL = SIN B ANALOG AVERAGE x 8 (V dc)
N +E+S+ W
COS B ANALOG AVERAGE = ( V dc)
4
COSINE COMPEN SIGNAL = COS B ANALOG AVERAGE X 8 (V dc)
Subtract SIN B ANALOG AVERAGE from each of the SIN B ANALOG voltages recorded in column 2 and enter result in
corresponding row of column 4. These results are now identified as SIN C ANALOG values.
Subtract COS B ANALOG AVERAGE from each of the COS B ANALOG voltages recorded in column 3 and enter results in
corresponding row of column 5. These are now identified as SIN C ANALOG values.
Calculate the compass heading error for each of the CARDINAL HEADING points as follows and record in the corresponding
row in column 6:
NORTH HEADING ERROR =  × 57.3 deg rees
 COS C ANALOG 
EAST HEADING ERROR = –  × 57.3 deg rees
× 57.3 deg rees
_____________________________
SOUTH HEADING ERROR =  COS C ANALOG 
WEST HEADING ERROR = –  × 57.3 deg rees
N +E+ S + W
HEADING ERROR AVERAGE = ( HEADNG ERRORS)
4
 HEADNG ERROR AVERAGE 
INDEX COMPEN SIGNAL = –  
 2.25 
Aircraft Type ______________________________________________ Serial Number _____________________________________________

Equipment Serial Number: AHC-85/85E _______________________________________________________ Side 1 _________________
CCU-65/RCP-65/ICU-85 _____________________________________________ Side 2 _________________
FDU-70/70( ) _______________________________________________________
Aligned By _________________________________________________________ Date _____________________________________________

book, since the mathematical assumptions used to Note

simplify the formulas in the book have been elimi-
nated from the program. It is recommended that the Apple program
The program can be run on an Apple II Plus, IIc, MCS-65/AHS-85 Compass Swing Procedure
IIe, or IIe Enhanced Computer equipped with a disk, CPN 523-0774-810 be used for the cal-
monitor and disk drive. A printer routine is pro- culations in Table 2-6. This program calcu-
vided in the program to save a hard copy of the lates the SIN and COSINE COMPEN SIG-
compass swing data if a printer is available. The NAL and INDEX COMPEN SIGNAL of
program boots automatically when the computer is Table 2-4 with the recorded actual heading
turned on with the program disk in the disk drive. and SIN/COS voltage readings at each
nominal cardinal heading. The program
Complete program operating instructions are pro- combines the mathematics of Table 2-4 and
vided on the monitor when the program is run. A Table 2-5. If this program is used, proceed
menu is displayed after the program instructions to step g of section 2.7.4 after the program
for selecting either the MCS-65 or AHS-85 compass results are obtained, otherwise continue
swing procedure. Although the MCS-65 and AHS- with step b of this section.
85 compass swing procedures are basically the If the above program is unavailable, an in-
same, the mathematical calculations are different. expensive programmable handheld calcula-
Totally invalid compensation voltages will result if tor may be used instead for the calculations
the wrong swing procedure is used. of Table 2-6. The formulas listed in Table 2-
7 should be entered into the calculator in a
Error checking of the input data and the resulting small program that calculates the required
compensation voltages is provided in the program data. Verify the program by using the data
to minimize the chance of aligning the compass sys- in Table 2-7. This program will calculate
tem with inaccurate or inconsistent data. the required data of step f in this section.
b. Subtract the cardinal heading in column 1 from
2.7.4.2 Correction for Aircraft Position Mis- the actual heading in column 2 and record the
alignment for Method 1 difference in column 3 of Table 2-6. This is the
position error.
If the aircraft cannot be positioned at the exact car- c. Refer to Figure 2-5, Figure 2-6, or Figure 2-7
dinal headings, but the position error from cardinal and measure between the HDG OUT SIN ana-
headings can be measured accurately, then position log voltage and COM analog return test points
error correction of the voltage levels must be used. at the compensation unit and record to 1 milli-
An example of this is an accurate alignment of the volt in column 4 of the 000 (N) row in Table 2-6.
aircraft on a compass rose with a known deviation d. Measure between the HDG OUT COS analog
from magnetic north since the last time the pad voltage and COM analog return test points at
was calibrated. The position error correction uses the compensation unit and record to 1 millivolt
the exact position error to mathematically correct in column 5 of the 000 (N) row in Table 2-6.
the measured test point voltages as if the meas- e. Position the aircraft on each of the remaining
urements were taken at the exact cardinal head- three cardinal headings and repeat steps a
ings. These voltages are then entered into Table 2-4 through d above for each of these headings.
of section 2.7.4. The position errors should not ex- f. Follow the instructions in Table 2-6 to calculate
ceed a nominal ±4 degrees for the procedure of this the remaining data entries in the chart.
section to be valid. g. The values in columns 6 (SIN B ANALOG) and
7 (COS B ANALOG) are the position-corrected
a. Record the actual aircraft heading using the sine and cosine values and are to be transcribed
magnetic deviation value marked near the to columns 2 and 3, respectively, in Table 2-4.
north radial of the compass rose or measure- h. Refer to paragraph 2.7.4 and complete the cal-
ment from the line-of-sight technique (refer to culation and adjustment procedures in steps f
procedures of paragraph 2.7.2). This is to be re- through k.
corded in column 2 of the 000 (N) row of Table
2-6.

Table 2-6. Position Misalignment Correction.
1 2 3 4 5 6 7
AIRCRAFT
CARDINAL ACTUAL HEADING POSITION ERROR SIN A COS A SIN B COS B
HEADING (DEGREES) (2 MINUS 1) ANALOG ANALOG ANALOG ANALOG
(DEGREES) (DEGREES) (V DC) (V DC) (V DC) (V DC)
000 (N)
090 (E)
180 (S)
270 (W)
CALCULATIONS FOR POSITION ERROR CORRECTION
NORTH HEADING CALCULATIONS
 (East SIN A − West SIN A) 

North SIN B ANALOG = North SIN A –  × SIN( position error )
 2 
North COS B ANALOG = North COS A ANALOG
EAST HEADING CALCULATIONS
East SIN B ANALOG = East SIN A ANALOG
 (North COS A − South COS A) 

East COS B ANALOG = EAST COS A +  × SIN( position error )
 2 
SOUTH HEADING CALCULATIONS

South SIN B ANALOG = South SIN A +  × SIN( position error )
 2 
South COS B ANALOG = South COS A ANALOG
WEST HEADING CALCULATIONS
West SIN B ANALOG = West SIN A ANALOG

West COS B ANALOG = West COS A –  × SIN( position error )
 2 
Note
Position error at each cardinal heading is independent from other cardinal headings (same error does not have to exist at each
cardinal heading).

2.7.4.3 Correction for Aircraft Position Mis- back again to the SLAVE position (or mo-
alignment Example for Method 1 mentarily push the FAST SLAVE switch if
installed). Wait approximately 2 minutes
Table 2-7 shows the completed data for aircraft
after this prior to taking the heading data.
misalignments of +3.6, –2.1, +1.8, and –3.9 degrees
at the N, E, S, and W cardinal headings with the
sine and cosine measurements taken at each of Note
these headings.
If the aircraft avionics system uses the Col-
The results in columns 6 and 7 are to be tran- lins EFIS-84/85/86, the headings can be
scribed to columns 2 and 3 of example Table 2-5 to read to within 0.1 degree (on all but the
calculate the compensation settings. earlier analog systems) using the EFIS di-
2.7.5 Compass Swing/Alignment Procedure agnostics. Consult the BITS mode self-test
(Method 2) section of the appropriate EFIS-84/85/86
system instruction book or guide for the ad-
Method 2 is a procedure that involves the posi- dress location of the HEADING parameter.
tioning of the aircraft at each nominal cardinal This aid is for calibration purposes only.
heading (north, east, south, and west), recording Any official data recording of compass accu-
actual headings of the aircraft independent of the racy must be taken from the pilots display
systems under calibration, and recording the com- on the EHSI or HSI and not from EFIS di-
pass readout on EHSI or HSI of each system under agnostics.
calibration at these headings. The difference be-
tween the actual and EHSI/HSI readouts are then c. Position the aircraft within ±3 degrees of mag-
used to provide north/south and east/west error netic north, and measure and record the fol-
corrections and combined index correction. This lowing data in Table 2-8:
procedure is more intuitive but less accurate. It 1. Actual heading of aircraft (column 2) as
does not require the measurement of any voltage measured with either the precision compass
levels. or the calibrated compass rose.
2. Heading indication from EFIS or HSI
a. Perform the prealignment procedure given in (column 3).
paragraph 2.7.2. Step g is to be omitted 3. Heading deviation (column 4), which is
(adjustment of compensation controls for zero equal to (column 2) minus (column 3).
compensation) if this method is being used for d. Repeat step c with the aircraft positioned
refinement of compass accuracy of an AHS- within ±3 degrees of magnetic east and south.
85/85E system that has been previously cali- e. Calculate COEF C and CORRECTED S HSI
brated. HDG from the formulas in Table 2-8 and record
b. If a remote compensator is installed, use a piece in column 3.
of tape to push in and hold the setup mode mi- f. Refer to Figure 2-5, Figure 2-6, or Figure 2-7
croswitch on the CCU-65 or RCP-65. and adjust the SIN COMPENSATION CON-
TROL to obtain the CORRECTED S HSI HDG
Note indication on the HSI. Refer to Table 2-8 for
control sensitivity and rotation polarity infor-
Before recording any data during the fol-
mation.
lowing steps, remove (to a distance of at
g. Repeat step c with the aircraft positioned
least 30 m (100 ft)) any ferrous materials or
within ±3 degrees of magnetic west.
equipment used to position the aircraft.
h. Calculate COEF B and CORRECTED W HSI
HDG from the formulas in Table 2-8 and record
Note in column 3.
i. Refer to Figure 2-5, Figure 2-6, or Figure 2-7
In taking heading readings or making ad- and adjust the COS COMPENSATION CON-
justments, the waiting time for the AHRS TROL to obtain the CORRECTED W HSI HDG
to compute a heading change can be re- indication on the HSI. Refer to Table 2-8 for
duced by setting the SLAVE/DG (FREE) control sensitivity and rotation polarity infor-
mode switch in the aircraft to the DG mation.
(FREE) position momentarily and then

Table 2-7. Example — Position Misalignment Correction.
1 2 3 4 5 6 7
AIRCRAFT
CARDINAL ACTUAL HEADING POSITION ERROR SIN A COS A SIN B COS B
HEADING (DEGREES) (2 MINUS 1) ANALOG ANALOG ANALOG ANALOG
(DEGREES) (DEGREES) (V DC) (V DC) (V DC) (V DC)
000 (N) 3.6 3.6 0.268 1.935 0.142 1.935

090 (E) 87.9 –2.1 2.068 –0.056 2.068 –0.129
180 (S) 181.8 1.8 –0.084 –2.038 –0.021 –2.038
270 (W) 266.1 –3.9 –1.940 –0.094 –1.940 0.041
CALCULATIONS FOR POSITION ERROR CORRECTION
NORTH HEADING CALCULATIONS

North SIN B ANALOG = North SIN A –  × SIN( position error )
 2 
North COS B ANALOG = North COS A ANALOG
EAST HEADING CALCULATIONS
East SIN B ANALOG = East SIN A ANALOG

East COS B ANALOG = EAST COS A +  × SIN( position error )
 2 
SOUTH HEADING CALCULATIONS

South SIN B ANALOG = South SIN A +  × SIN( position error )
 2 
South COS B ANALOG = South COS A ANALOG
WEST HEADING CALCULATIONS
West SIN B ANALOG = West SIN A ANALOG

West COS B ANALOG = West COS A –  × SIN( position error )
 2 
Note
Position error at each cardinal heading is independent from other cardinal headings (same error does not have to exist at each
cardinal heading).

j. Position the aircraft within ±3 degrees of each possible to refine the calibration of either or both sys-
of the headings listed in column 1 of Table 2-9 tems to achieve a closer correlation between the sys-
and record the following data: tems.
1. Actual heading of aircraft (column 2) as
In order to establish if proper alignment has been
measured with either the precision compass
achieved, perform the following tests on each com-
or the calibrated compass rose.
pass after data is recorded in the postalignment
2. Heading indication from HSI (column 3).
check (Table 2-10):
3. Heading deviation (column 4), which is
equal to (column 2) minus (column 3). a. Sum north and south residual heading devia-
k. Add the heading deviations and record in Table tions. This sum will be approximately zero for
2-9, SUM OF DEVIATIONS, column 4. proper sine compensation adjustment.
l. Calculate COEF A from the formula in Table 2- b. Sum east and west residual heading deviations.
9 and record in column 4. This sum will be approximately zero for proper
m. Refer to Figure 2-5, Figure 2-6, or Figure 2-7 cosine compensation adjustment.
and adjust the INDEX COMPENSATION c. Sum all heading deviations recorded in Table 2-
CONTROL to correct the HSI heading indica- 10. This sum will be approximately zero for
tion by the number of degrees (COEF A) calcu- proper index compensation adjustment.
lated in step l. Refer to Table 2-9 for control
sensitivity and rotation polarity information. A nonzero sum (exceeding several tenths of a de-
n. If the compensation unit is an RCP-65 or CCU- gree) on a, b, or c above indicates that further im-
65, remove the tape holding the setup mode mi- provement can be made.
croswitch and replace the cover on the unit. Unacceptable splits are usually the result of:
This completes the alignment using method 2; how- a. An individual compass system that has large
ever, a postalignment check should be performed to peak-to-peak or nonsymmetrical deviations.
ensure that proper alignment was achieved. b. Combined tolerance of both systems is in oppo-
site directions, causing one or more headings to
This check can be performed by positioning the air-
have excessive deviation (splits) between the
craft at each of the nominal headings (or selected
two systems.
headings) listed in column 1 of Table 2-10 and re-
cording the data indicated in columns 2, 3, and 4 of Generally, a careful reswing of the compass system
this table. The heading deviation recorded in column which has the greatest peak-to-peak or nonsym-
4 (correction to compass) can then be transferred to metrical north-south or east-west errors will reduce
the compass correction chart. Heading deviation the errors sufficiently to comply with a nominal 2-
should not exceed ±2 degrees. degree tolerance on splits.
Note If there are no excessive peak-to-peak deviation er-
rors on either system but the combined tolerance of
For a dual AHRS system with EFIS, there both systems is causing one or more headings in a
should be no greater than a nominal 2- particular area to exceed a nominal 2-degree split,
degree heading error split between the two the errors between systems can be reduced in this
systems at any compass heading because of area by offsetting the index of each system as fol-
heading comparator warn limits in the lows:
EFIS. This can be achieved by careful
alignment and holding the tolerance of ±1 a. Record the heading split value at the worst point.
degree on each individual system. If the b. Subtract 2 degrees from this split.
split is greater than 2 degrees on one or c. Take one-half the remaining difference of this
more headings, refer to paragraph 2.7.6. split and adjust the index of each compass sys-
tem by this amount and in the proper direction
2.7.6 Alignment Procedure — Dual Compass to reduce the total error split to 2 degrees at
Tracking this heading. (Note: The index compensation
control has a sensitivity of 0.444 V dc/degree of
If heading splits at one or more headings occur which heading change. A cw rotation of the control in-
exceed a nominal 2 degrees after the compass align- creases headings and a ccw rotation decreases
ment, a poor alignment may have occurred. It may be headings.)

Table 2-8. Sine/Cosine Compensation Data (Method 2).
1 2 3 4 (S HDG DEV) − (N HDG DEV)

COEF C =
2
NOMINAL ACTUAL INDICATED HDG DEV
= ( S IND HSI HDG) + (COEF C)
CORR S
HDG HDG HSI HDG (2 MINUS 3)
HSI HDG
(DEGREES) (DEGREES) (DEGREES) (DEGREES)
Adjust the sine compensation control to obtain the
000 (N) CORRECTED S HSI HDG indication on the HSI. Turn the
control ccw to decrease HSI HDG or cw to increase HSI HDG.
090 (E) The sine analog is between 0.2 and 0.5 V dc/degree and is
dependent on the internal AHC-85( ) heading gain switching.
180 (S) (W HDG DEV) − (E HDG DEV)
COEF B =
COEF C 2
= ( W IND HSI HDG) + (COEF B)

CORR W
CORRECTED S HSI HDG
HSI HDG
270 (W) Adjust the cosine compensation control to obtain the
CORRECTED W HIS HDG indication on the HIS. Turn the
COEF B control cw to decrease HSI HDG or ccw to increase HSI HDG.
CORRECTED W HSI HDG The cosine analog is between 0.2 and 0.5 V dc/degree and is
dependent on the internal AHC-85( ) heading gain switching.
Table 2-9. Index Compensation Data (Method 2).
1 2 3 4
NOMINAL ACTUAL INDICATED HDG DEV

HDG HDG HSI HDG (2 MINUS 3)
(DEGREES) (DEGREES) (DEGREES) (DEGREES)
SUM OF DEVIATIONS
COEF A =
000 4
090 Adjust the index compensation control to increase (or

decrease) the HSI HDG by Coef A. Turn the control cw to
180 increase HSI HDG or ccw to decrease HSI HDG. The index
analog is 0.444 V dc/degree.
270
SUMM OF DEVIATIONS
COEF A
Aircraft Type ___________________________________________________ Equipment Serial Number:
Serial Number _______________ Side 1 ________ Side 2 ________ AHC-85( ) _______________________________________

CCU-65/RCP-65/ICU-85 ___________________________
Aligned By _________________________ Date ____________________ FDU-70( ) ________________________________________

Table 2-10. Postalignment Test Data Sheet.
1 2 3 4
NOMINAL ACTUAL INDICATED RESIDUAL

HDG HDG HDG HDG DEV
(DEGREES) (DEGREES) (DEGREES) (2 MINUS 3)
(DEGREES)
000
030
060
090
120
150
180
210
240
270
300
330
Aircraft Information: Equipment Serial Numbers:

Registration Number _____________________________________ AHC-85( ) _______________________________________________
Type ____________________________________________________ CCU-65/RCP-65/ICU-85 __________________________________
Serial Number ___________________________________________ FDU-70( ) _______________________________________________
Service Facility/Location ______________________________________________________________________________________________
Aligned By ______________________________________________ Date ____________________________________________________
Aligned By ______________________________________________ Date ____________________________________________________

Figure 2-5. ICU-85 Compensation Controls and Test Points
Figure 2-6. RCP-65 Compensation Controls and Test Points

Figure 2-7. CU-65 Compensation Controls and Test Points

Figure 2-8. Test Point Adapter

Figure 2-9 (Sheet 1 of 4). AHS-85 Attitude Heading System,

Digital Interconnect Wiring Diagram
Revised 1 April 1996 2-31/(2-32 blank)

Figure 2-9 (Sheet 2). AHS-85 Attitude Heading System,






Figure 2-10 (Sheet 1 of 4). AHS-85 Attitude Heading System,

Analog Interconnect Wiring Diagram



Figure 2-10(Sheet 3). AHS-85 Attitude Heading System,




Figure 2-11 (Sheet 1 of 4). AHS-85E Attitude Heading System,


ADDENDUM 5
TO


This addendum corrects information for the AHC-85/85E Orientation Strapping table shown in note 16 on sheet 2
of the AHS-86E Attitude Heading System, Digital Interconnect Wiring Diagram, Figure 2-11.
For AHC-85E equipment, P1-56 should strap to P1-21. Corrected text is shown in bold face.
UNIT ORIENTATION AND PARITY STRAPPING
UNIT FRONT
P1-33 P1-34 P1-48 P1-56
FACING
Addendum 5
523-0772305-05611A (Facing Page 2-49)
Figure 2-11 (Sheet 2). AHS-85E Attitude Heading System,


ADDENDUM 5
TO


In AHS-85E Attitude Heading System, Digital Interconnect Wiring Diagram, Figure 2-11, sheet 3, the
nomenclature for No. 1 AHC-85E P1-21 and P1-37 should be as follows:
Pin Number Nomenclature
P1-21 PARITY STRAP COM
P1-37 ORIENTATION STRAP COM
Addendum 5
523-0772305-05611A (Facing Page 2-51)


ADDENDUM 5
TO


In AHS-85E Attitude Heading System, Digital Interconnect Wiring Diagram, Figure 2-11, sheet 4, the
nomenclature for No. 2 AHC-85E P1-21 and P1-37 should be as follows:
P1-37 ORIENTATION STRAP COM
Addendum 5
523-0772305-05611A (Facing Page 2-53)


Figure 2-12 (Sheet 1 of 4). AHC-85E Attitude Heading System,


Figure 2-12 (Sheet 2). AHC-85E Attitude Heading System,


ADDENDUM 5
TO


In AHS-85E Attitude Heading System, Analog Interconnect Wiring Diagram, Figure 2-12, sheet 3, the
nomenclature for No. 1 AHC-85E P1-21 should be as follows:
Addendum 5
523-0772305-05611A (Facing Page 2-59)




Figure 2-13. AHC-85( ) Attitude Heading Computer,

Outline and Mounting Dimensions

Figure 2-14 (Sheet 1 of 2). AHC-85 Attitude Heading Computer, Rear Connector, Pin Location/Assignment Diagram

Figure 2-14 (Sheet 2). AHC-85 Attitude Heading Computer, Rear Connector, Pin Location/Assignment Diagram

Figure 2-15 (Sheet 1 of 2). AHC-85E Attitude Heading Computer, Rear Connector, Pin Location/Assignment Diagram

Figure 2-15 (Sheet 2). AHC-85E Attitude Heading Computer, Rear Connector, Pin Location/Assignment Diagram

Figure 2-16 (Sheet 1 of 3). AHS-85 Attitude Heading Computer,

System Schematic
<date> 2-69/(2-70 blank)

Figure 2-16 (Sheet 2). AHS-85 Attitude Heading Computer,

System Schematic

Figure 2-16 (Sheet 3). AHS-85E Attitude Heading Computer,

System Schematic

Figure 2-17 (Sheet 1 of 3). AHS-85E Attitude Heading Computer,

System Schematic

Figure 2-17(Sheet 2). AHS-85E Attitude Heading Computer,

System Schematic

Figure 2-17 (Sheet 3). AHS-85E Attitude Heading Computer,

System Schematic

Figure 2-18 (Sheet 1 of 2). CCU-65 Control Compensation Unit,

Outline and Mounting Diagram

Figure 2-18 (Sheet 2). CCU-65 Control Compensation Unit, Outline and Mounting Diagram

Figure 2-19. CCU-65 Control and Compensation Unit,

Schematic Diagram

ADDENDUM 5
TO


In FDU-70 Flux Detector Unit, Outline and Mounting Dimensions, Figure 2-20, sheet 1, note 5, the manufacturer
part number (MFG P/N) for the plug used in mating connector kit 634-3148-001 should be 205838-1.
Addendum 5
523-0772305-05611A (Facing Page 2-85)
Figure 2-20 (Sheet 1 of 2). FDU-70 Flux Detector Unit,


Figure 2-20 (Sheet 2). FDU-70 Flux Detector Unit, Outline and Mounting Dimensions

ADDENDUM 5
TO


In FDU-70A Flux Detector Unit, Outline and Mounting Dimensions, Figure 2-21, sheet 1, note 5, the manufacturer
part number (MFG P/N) for the plug used in mating connector kit 634-3148-001 should be 205838-1.
Addendum 5
523-0772305-05611A (Facing Page 2-87)
Figure 2-21 (Sheet 1 of 2). FDU-70A Flux Detector Unit,


Figure 2-21 (Sheet 2). FDU-70A Flux Detector Unit, Outline and Mounting Dimensions

Figure 2-22. FDU-70/70A Flux Detector Unit, Rear Connector Pin Location/Assignment Diagram
Figure 2-23. FDU-70/70A Flux Detector Unit, Schematic Diagram

Figure 2-24. RCP-65 Remote Compensation Unit,

Outline and Mounting Diagram

Figure 2-25. RCP-65 Remote Compensation Unit, Schematic Diagram

Figure 2-26 (Sheet 1 of 2). UMT-16A Universal Mount,


Figure 2-26 (Sheet 2). UMT-16A Universal Mount, Outline and Mounting Dimensions

Figure 2-27 (Sheet 1 of 2). UMT-16B Universal Mount,


Figure 2-27 (Sheet 2). UMT-16B Universal Mount, Outline and Mounting Dimensions

Figure 2-28 (Sheet 1 of 2). UMT-16C Universal Mount,


Figure 2-28 (Sheet 2). UMT-16C Universal Mount, Outline and Mounting Dimensions

Figure 2-29 (Sheet 1 of 2). UMT-16C Universal Mount, Rear Connector, Pin Location/Assignment Diagram

Figure 2-29 (Sheet 2). UMT-16C Universal Mount, Rear Connector, Pin Location/Assignment Diagram

Figure 2-30 (Sheet 1 of 3). UMT-16D Universal Mount, Outline and Mounting Dimensions

Figure 2-30 (Sheet 2). UMT-16D Universal Mount,


Figure 2-30 (Sheet 3). UMT-16D Universal Mount,


Figure 2-31. UMT-16( ) Leveling/Alignment Fixture (992-3368-001), Calibration

z523-0772308-006118
9ebb_di
AHS-85/85E
Operation
Table of Contents
Paragraph Page
3.1 GENERAL ................................................................................................................................................................ 3-1

3.2 CONTROLS AND INDICATORS ........................................................................................................................... 3-1
3.2.1 GYRO SLAVING Meter..................................................................................................................................................3-1
3.2.2 DG MODE (Directional Gyro) Pushbutton ....................................................................................................................3-2
3.2.3 SLEW Pushbuttons.........................................................................................................................................................3-2
3.3 AHC-85/85E OPERATIONAL DATA...................................................................................................................... 3-2
3.4 TYPICAL OPERATION OF THE AHS-85/85E ATTITUDE HEADING SYSTEM.............................................. 3-4
Page No Issue
* Title ........................................... 1 Apr 96
3-1 ............................................. 21 Feb 90
* 3-2 thru 3-3................................. 1 Apr 96
3-4 ...............................................3 Jun 92

REV REVISION INSERTION SB NUMBER IN- REV REVISION INSERTION SB NUMBER IN-
NO DATE DATE/BY CLUDED NO DATE DATE/BY CLUDED
1st Ed 1 Sep 83 None 6th Ed 1 Apr 96 AHC-85; 19R1,

20R2
AHC-85E: 6, 7
2nd Ed 15 Mar 85 AHC-85: 1R1, 2,

3R1, 4R1, 5
3rd Ed 11 Mar 87 AHC-85: 5R1, 6,

7R1, 8R1, 9R1, 10,
11, 12, 13
4th Ed 21 Feb 90 AHC-85: 12R1,

13R1, 14, 15, AHC-
85E: 2
5th Ed 3 Jun 92 AHC-85: 16R2, 17,

18, 19
AHC-85E: 3, 4, 5
section III
operation
3.1 GENERAL Some systems may be connected to an external

slaving meter that will function the same as the
Operation of the AHS-85/85E Attitude Heading Sys- slaving meter on the CCU-65 described in para-
tem is automatic when power is applied to the sys- graph 3.2.1.
tem. Proper operation is indicated when the com-
pass card on the associated HSI or RMI slews to the 3.2.1 GYRO SLAVING Meter
magnetic heading of the aircraft, the horizon on the
associated ADI moves to indicate the aircraft The GYRO SLAVING meter provides a visual indica-
pitch/roll attitude, and the associated flags go out of tion of the slaving status of the heading computa-
view. tions in the AHC-85/85E with respect to the
magnetic heading sensed by the FDU-70( ). If the
3.2 CONTROLS AND INDICATORS AHC-85/85E heading computations are slaved to the
magnetic heading, the needle on the GYRO SLAV-
The only operating controls and indicators within ING meter oscillates about the center position. If
the AHS-85/85E system are on the optional CCU-65 DG MODE is selected, the heading computations
Control and Compensation Unit, shown in Figure are not slaved to the magnetic heading, and the
3-1. needle shows in which direction the error exists.
Figure 3-1. CCU-65 Control and Compensation Unit, Controls and Indicators

operation 523-0772308
3.2.2 DG MODE (Directional Gyro) b. Spin-up Time

Pushbutton The AHC-85/85E inertial sensors require ap-
The push-on/push-off DG MODE button is used to proximately 25 seconds to come up to speed af-
select either the slaved mode (where the heading ter initial turn on.
computations in the AHC-85/85E are slaved to the c. Time-to-Valid Flags
FDU-70( )) or the DG MODE (where the long-term After initial turn on, the attitude and heading
input from the FDU-70( ) is not used). The DG but- flags should switch to a valid (out-of-view) indi-
ton is illuminated when the DG MODE is selected. cation in about 30 to 70 seconds. In DG MODE,
When switching from DG MODE to slaved mode, initialization time is approximately 10½ min-
the AHC-85/85E fast slaves to the magnetic head- utes and is not recommended.
ing sensed by the FDU-70( ) (momentarily selecting
then deselecting DG MODE prior to takeoff corrects d. STIM Mode
any heading splits between the two compass cards). STIM mode is a ground diagnostic function. An
optional remote switch may be toggled to cause
Note the AHC-85/85E to generate specific and verifi-
able outputs. Refer to the maintenance section
The AHC-85/85E is intended to operate in for STIM mode indications. In AHC-85, STIM
slaved mode only in regions where other mode is also used to program box orientation.
slaved magnetic compass systems operate. The roll mode portion of the STIM function
The DG MODE is available only for brief (second press of the STIM switch) displays the
operation near magnetic anomalies. DG orientation of the AHC-85( ) on the ND and
MODE is not intended for use as a long- RMI compass cards by pointing the north (N)
term heading reference. heading mark in the direction of the front of the
3.2.3 SLEW Pushbuttons AHC-85/85E (fore, aft, left, or right) (refer to
Figure 3-2). The heading displayed for the
These momentary action buttons are operational in modes other than the roll mode does not pro-
slaved and DG MODE. When operating in DG vide any information on the AHC-85/85E orien-
MODE, the buttons are used to periodically correct tation.
for drift, either right or left. Pushing either SLEW
button causes the heading computations in the Note
AHC-85/85E (and the heading displayed on the
compass card) to slew toward the selected direction. The STIM switch is interlocked through the
Pushing either SLEW button when operating in the strut switch and STIM mode cannot occur
slaved mode also causes the heading computations once airborne. If STIM mode is active while
in the AHC-85/85E to slew toward the selected di- on the ground and takeoff is begun, STIM
rection, but when the button is released, the head- mode automatically cancels and valid atti-
ing will slowly (at a rate of nominal 13 sec- tude and heading data will be displayed
onds/degree in air or 23 seconds/degree on ground) once weight is off wheels.
slave back to the heading sensed by the FDU-70( ). STIM mode can be annunciated on EFIS
The SLEW buttons change at 1 degree/second for displays (depending on the EFIS system) or
the first 2 seconds, then switch to 15 de- it can be annunciated on an external, in-
grees/second. staller-supplied annunciator located else-
3.3 AHC-85/85E OPERATIONAL DATA where in the cockpit.
This paragraph provides operation-related informa- e. AHC-85 Orientation Programming
tion that may be useful to a ground maintenance The box orientation must be programmed each time
crew. a unit is returned to service for the first time. If the
box orientation programmed is different than the
a. Backup Power
hard-wired straps, the attitude flag will appear and
The battery backup allows normal system op- the optional initialization annunciator will be on
eration during primary power outages of up to steadily. Refer to the installation section for box
11 minutes duration. orientation procedures.

Figure 3-2. AHC-85/85E Box Orientation Displayed on EFIS

f. Annunciators jump back to north and restarting. During this pe-

riod, the ATT and HDG flags will be in view but
The ATT annunciator indicates a valid attitude will clear after a successful initialization.
data output. The HDG annunciator indicates a
valid heading output. The STIM annunciator If the aircraft is airborne, cycling both primary and
indicates that STIM mode is in process. The battery power to the AHC-85 computer causes the
TAS FAIL annunciator indicates loss of TAS (or computer to perform a fast initialization. While a
pseudo TAS) data; the leveling process reverts fast initialization is in process, the aircraft should
to a system of cutout limits, with performance maintain a straight and level flight for approxi-
levels similar to conventional gyroscopes. The mately 10 to 35 seconds. This initialization should
initialization annunciator flashes to indicate take approximately 10 to 35 seconds.
that initialization is in process and goes out
when initialization is complete. Steady indi- At the beginning of the fast initialization period,
cates a box orientation failure or loss of weight the compass cards on the HSI and RMI indicate
on wheels. north and begin counting down to 0 degree rapidly
by rotating clockwise. The optional initialization
3.4 TYPICAL OPERATION OF THE AHS- annunciator flashes. This action tells the pilot that
85/85E ATTITUDE HEADING SYSTEM initialization is in process, and if the initialization
was restarted. During fast initialization both the
Operation of the AHS-85/85E is automatic when HDG and ATT flags will be in view. The compass
power is applied to the system and the initializa- card may not complete its revolution back to 0 de-
tion procedures have been completed. Proper opera- gree before fast initialization is completed. When
tion is indicated when the compass card on the as- fast initialization is completed the HDG and ATT
sociated navigation display (ND and/or RMI/HSI) flags will move out of view.
slews to the correct magnetic heading, the attitude
display on the associated primary flight display Various monitors have been included in the AHC-
(PFD or ADI) moves to indicate the pitch and roll 85/85E to check for bad initializations. However, it
attitude, and the associated ATT and HDG flags go is the responsibility of the pilot to ensure that a
out of view. successful initialization occurs as evidenced by the
ATT and HDG flags being in view for 70 seconds
The normal procedure is to initialize the system on and then clearing during a period when the air-
the ground before or after engine start-up with DG plane is motionless. If there is any doubt, the pilot
MODE not selected (initialization time with DG should cycle both the AHC-85/85E primary dc cir-
MODE selected can take up to 10 minutes) and with cuit breaker and the battery backup switch and ob-
the parking brake set so that no significant move- serve a successful initialization.
ment of the aircraft is possible. It is also recom-
mended that operation of flaps, nosewheel steering, After the system is initialized, as indicated by the
or changes in the engine power setting do not occur ATT and HDG flags being out of view and the pres-
until the initialization is complete. An initialization entation of valid attitude and heading information,
cycle takes approximately 70 seconds and typically the airplane may be taxied.
achieves initialization on the first cycle.
Note
As the initialization period starts, the HSI and RMI
compass cards indicate north and begin counting
Prior to takeoff, if the two headings disa-
down to 0 degree by rotating clockwise and the op-
gree but are not slewing away from the air-
tionally installed initialization annunciator flashes.
plane heading, momentarily select then de-
This action tells the pilot that initialization is in
select DG MODE on each CCU-65 (or
process and how much time remains until it is com-
optional FAST/SLAVE switch). This allows
pleted (it takes 70 seconds for one revolution, or one
the headings to align quickly with the mag-
cycle). If initialization parameters are not fully de-
netic heading sensed by the FDU-70( ).
termined at the end of the cycle, one or more addi-
tional cycles will occur. This is indicated by the con-
tinued revolution of the compass card past north or a

523-0772309-006118
6th Edition, 1 April 1996

AHS-85/85E
Theory of Operation
Table of Contents
Paragraph Page
4.1 General .................................................................................................................................................................................................. 4-1
4.2 System Sensors ..................................................................................................................................................................................... 4-1
4.2.1 AHC-85/85E Inertial Sensors ............................................................................................................................................................ 4-1

4.2.2 FDU-70( ) Flux Sensor ...................................................................................................................................................................... 4-1
4.3 Functional Theory ............................................................................................................................................................................... 4-1
4.3.1 Initialization....................................................................................................................................................................................... 4-1

4.3.2 AHC-85/85E/FDU-70( ) Interface ..................................................................................................................................................... 4-1
4.3.3 Compensator Interface....................................................................................................................................................................... 4-1
4.3.4 TAS Interface...................................................................................................................................................................................... 4-2
4.3.5 Discrete/Power Inputs........................................................................................................................................................................ 4-2
4.3.6 Data Output ....................................................................................................................................................................................... 4-2
4.3.6.1 Annunciator Outputs....................................................................................................................................................................... 4-2
4.3.6.2 Digital Bus Outputs......................................................................................................................................................................... 4-2
4.3.6.3 Analog Outputs ............................................................................................................................................................................... 4-2
4.4 Detailed Theory .................................................................................................................................................................................... 4-4
4.4.1 Inertial Sensors .................................................................................................................................................................................. 4-4

4.4.2 Power Supply ..................................................................................................................................................................................... 4-4
4.4.3 CPU ................................................................................................................................................................................................... 4-4
4.4.4 Serial I/O............................................................................................................................................................................................ 4-4
4.4.5 Gyro I/O ............................................................................................................................................................................................. 4-5
4.4.6 Analog I/O.......................................................................................................................................................................................... 4-5
4.4.7 Compensation .................................................................................................................................................................................... 4-5
NOTICE: This section replaces fifth edition dated 3 June 1992.

List of Effective Pages *This asterisk indicates pages changed, added, or deleted by the current change.
Page Issue Page Issue Page Issue
* Title............................................. 1 Apr 96 4-3..............................................21 Feb 90 4-7 ............................................... 3 Jun 92

* List of Effective Pages................ 1 Apr 96 4-4............................................... 3 Jun 92 4-8 Blank .................................. 21 Feb 90
4-1 ............................................. 21 Feb 90 4-5..............................................21 Feb 90
* 4-2 ............................................... 1 Apr 96 4-6 Blank...................................21 Feb 90

1st Ed 1 Sep 83 None 6th Ed 1 Apr 96 AHC-85: 19R1, 20R2

AHC-85E: 6, 7
2nd Ed 15 Mar 85 AHC-85: 1R1, 2

3R1, 4R1, 5
3rd Ed 11 Mar 87 AHC-85: 5R1, 6,

7R1, 8R1, 9R1, 10,
11, 12, 13
4th Ed 21 Feb 90 AHC-85: 12R1,
13R1, 14, 15
AHC-85E: 2
5th Ed 3 Jun 92 AHC-85: 16R2, 17,
18, 19
AHC-85E: 3, 4, 5
section IV
theory of operation
4.1 GENERAL applied both HDG and ATT flags are invalid and
the compass card on the associated navigation dis-
This section provides system level theory of opera- play rotates to north, pauses, and then slowly ro-
tion for the AHS-85/85E Attitude Heading System. tates clockwise during the initialization process and
Unit level theory is contained in the individual unit ends back at north after the process is complete
component maintenance manuals. (optional initialization annunciator will flash). This
4.2 SYSTEM SENSORS indicates that initialization is in process and ap-
proximately how much time remains until com-
4.2.1 AHC-85/85E Inertial Sensors plete. After the compass card rotates back to north,
heading slews to the correct aircraft heading. The
The AHC-85/85E contains two inertial sensors as initialization should take approximately 70 seconds
well as the computation and I/O circuits required to with the “weight on wheels” switch closed (aircraft
generate the system outputs. The inertial sensors on the ground). If the “weight on wheels” switch is
provide rate and acceleration sensing in all three open (aircraft is airborne), then a fast initialization
axes. In addition to high accuracy, the multisensors will take place in approximately 10 to 35 seconds.
feature design simplicity; gimbals, slip-rings, During fast initialization, the compass card will not
brushes, and torquers are eliminated. The sensor complete its revolution back to north before slewing
spin rate is approximately one-eighth that of a con- to the aircraft heading. If DG-mode is selected, ini-
ventional gyro, contributing to the high level of sys- tialization can take up to 10 minutes.
tem reliability.
4.2.2 FDU-70( ) Flux Sensor 4.3.2 AHC-85/85E/FDU-70( ) Interface
The FDU-70( ) is a 2-axis sensor that perceives the The AHC-85/85E applies 400-Hz triangle excitation
horizontal component of the earth's magnetic field. to the primary windings of both coils in the FDU-
Outputs are generated that are proportional to the 70( ). This excitation signal alternately drives the
sine and cosine of the aircraft magnetic heading core material into saturation. The secondary wind-
angle. Precise alignment along the aircraft longitu- ing of each coil senses transition between satura-
dinal axis and compensation adjustment provide an tion levels (50-percent duty cycle = no external field
accurate heading reference. present). The presence of an external magnetic field
causes the core to remain saturated longer and en-
The FDU-70( ) consists of two orthogonally hances the duty cycle of the sense coils in the direc-
mounted coils suspended in the horizontal plane. tion of the external field. Electronics within the
Each coil consists of a primary (excitation) winding AHC-85/85E process this signal and generate a dc
and a secondary (sensing) winding. voltage to rebalance the flux pattern of the core.
4.3 FUNCTIONAL THEORY This rebalance signal is proportional to either sine
or cosine of the magnetic heading.
Refer to Figure 4-1 for a block diagram of the AHS-
85 system. 4.3.3 Compensator Interface
4.3.1 Initialization The AHC-85/85E contains an interface for an optional

Initialization starts immediately after primary remote compensator if the ICU-85 Internal Compen-
power is applied to the AHC-85/85E. After power is sation Unit is not installed. Compensation cancels
“hard iron” errors (single-cycle compensation) and
flux detector misalignment (index compensation).

theory of operation 523-0772309
The AHC-85/85E provides »4.7-V dc excitation to 4.3.6.1 Annunciator Outputs

the three potentiometers in the compensator. Sine
and cosine test points are also available.
The AHC-85/85E provides attitude and heading
validity annunciator outputs as well as a TAS FAIL
The compensator returns a setup mode discrete and
output. TAS FAIL occurs if the computer loses TAS
sine/cosine/index error voltages (from potentiome-
(ADC) and pseudo TAS (PA/IAS sensors) data. Lev-
ter wiper arms) to the AHC-85/85E. The setup logic
eling reverts from continuous correction to a system
selects compensation mode, and the three dc volt-
of cutout limits, with performance levels similar to
ages provide electrical bias for the AHC-85/85E
conventional gyroscopes. An output is also provided
compensation circuits.
to annunciate STIM mode. The initialization an-
nunciator indicates a box orientation failure or that
4.3.4 TAS Interface weight on wheels has been lost. Flashing indicates
that normal initialization is in process. If TAS falls
The AHC-85/85E uses TAS and vertical speed in an below 66 knots with the “Weight on wheels” open,
enhanced leveling technique. TAS and vertical the TAS fail annunciator (P1-1) is turned on.
speed data is provided from the air data computer “Weight on Wheels” logic (P1-28) inhibits TAS fail
by commercial standard digital bus (CSDB) for the annunciator when closed.
AHC-85 or ARINC 429 for AHC-85E. If digital
TAS/vertical speed data is not available, the AHC-
85/85E can interface with analog pressure altitude 4.3.6.2 Digital Bus Outputs
and indicated airspeed to produce a psuedo TAS
parameter for the leveling function.
The AHC-85 provides three commercial standard
digital bus (CSDB) outputs. The AHC-85E provides
For a digital interface, if TAS goes outside the 65 to three ARINC 429 digital bus outputs. All three bus
600 knot speed range, the AHC-85/85E reverts to outputs contain identical information. A fault on
the “basic” TAS fail mode which results in slightly one of these buses does not affect the other two
reduced accuracy on attitude and heading. outputs. In addition to various status and warning
bits, the digital buses output the three Euler an-
gles, the three body rates, the three body accelera-
For an analog interface, if airspeed goes outside the
tions, and 3-level axis accelerations.
65 to 400 KIAS range or altitude goes outside the
–2000 to 60 000 ft range, the AHC-85/85E reverts to
the “basic” TAS fail mode which results in slightly
4.3.6.3 Analog Outputs
reduced accuracy on attitude and heading.
The AHC-85/85E contains three standard X-Y-Z

4.3.5 Discrete/Power Inputs
synchro outputs to provide 3-wire heading, pitch,
and roll information to conventional indicators.
Discrete inputs to the AHC-85/85E include weight
on wheels, source ident, test mode, air data valid,
STIM initiate, system initialize, free gyro, slew, box
The AHC-85 contains separate high-impedance, 3-
orientation logic and parity (AHC-85E). Power in-
wire pitch and roll synchro outputs provide attitude
puts include +28-V dc primary power, +28-V dc bat-
information to a conventional autopilot system.
tery backup power (keeps AHC-85/85E operational
Analog angular turn rate and linear acceleration
for approximately 11 minutes after loss of primary
outputs are available for autopilot use.
power), and 26-V ac/400-Hz attitude and heading
references. Refer to Table 1-2 in the general infor-
mation section for details.
A heading slaving error signal is provided to drive
an analog type slaving meter.
4.3.6 Data Output
A variety of data and data formats provide inter- Analog pitch and roll stabilization outputs are pro-
face versatility with other aircraft systems. vided for use by a weather radar system.

Figure 4-1. AHS-85/85E Attitude Heading System, Block Diagram

4.4 DETAILED THEORY The microprocessor controls information transfer

using a 16-bit bidirectional parallel data bus. Vari-
Refer to Figure 4-2 for a block diagram of the AHC- ous discrete signals are buffered prior to loading
85/85E Attitude Heading Computer. The main onto, or after reading off of, the parallel data bus.
components of the AHC-85/85E are the inertial These I/O signals include the reversion mode an-
sensors, power supply card A1, CPU card A2, serial nunciator output. RAM memory is kept alive by a
I/O card A4, gyro I/O cards A5 and A6, and analog battery power circuit to retain long-term correction
I/O card A7. rate bias and box orientation from one flight to the
4.4.1 Inertial Sensors next. The EPROM memory contains the computa-
tion program used by the microprocessor to convert
The AHC-85/85E contains two combination digitized sensor inputs to digital heading, attitude,
rate/acceleration sensors to provide 2-channel re- rate, and acceleration outputs.
dundancy for monitoring purposes. Each sensor re-
A program is implemented that improves perform-
ceives independent wheel power and motor drive
ance of DG mode over temperature (not in AHC-
excitation for individual integrity.
113 status). This is accomplished by a temperature
Sensor operation is based on the use of piezoelectric compensation curve stored in RAM and dynami-
accelerometers. Each sensor contains four minia- cally updated with information gained in slaved
ture piezoelectric elements mounted on a spinning mode operation.
structure. A synchronous motor ensures a constant
spin speed. Two rate-sensing elements are mounted 4.4.4 Serial I/O
orthogonal to the spin axis, and two acceleration
sensing elements are mounted along the spin axis Serial I/O card A4 contains the flux detector inter-
of the sensor assembly. Each sensor element is a face, the digital bus transmitter, and the air data
cantilevered piezoelectric “bender” that generates a bus receiver. A buffer output sources the attitude
voltage proportional to the bending moment caused valid and heading valid annunciators.
by acceleration force on the mass of the element.
A triangle generator provides 400-Hz excitation to
The resultant rate and acceleration voltages are
the primary windings of the FDU-70( ) coils. The
then FM converted and applied to the gyro I/O
sensed signals from the secondary windings of
cards.
these coils are multiplexed to the AHC-85/85E flux
4.4.2 Power Supply detector electronics circuit. A feedback dc current is
computed to cancel the effect of the external field
Power supply card A1 converts +28-V dc input on the flux detector. This current represents either
power to +5 V, ±5 V, ±24 V, and dc motor drive sine or cosine of the magnetic heading, and is ap-
voltages. This card also contains the battery backup plied to the primary coil windings and to the multi-
power control circuit. plexer on card A7.
Switching and linear regulators are used to generate
Three independent buffered digital bus outputs
the required dc voltages. These regulators monitor
provide flexibility to interface the system to a vari-
key voltage levels to protect the supply and prevent
ety of equipment. The three digital bus outputs
any runaway condition from occurring. The power
provide identical information. Each bus contains
supply outputs are EMI filtered to minimize inter-
the following:
ference with sensitive circuitry within the unit. The
battery backup circuit switches on to power the a. Pitch Euler angle
AHC-85/85E for approximately 11 minutes after b. Roller Euler angle
the primary +28-V dc avionics bus drops below 17 c. Heading Euler angle
to 19 V dc. When neither primary nor battery input d. Pitch body rate
is over 16 V dc, the AHC-85/85E quits operating. e. Roll body rate
The AHC-85/85E will not start on battery power f. Yaw body rate
alone. g. Longitudinal body acceleration
4.4.3 CPU h. Lateral body acceleration
i. Normal body acceleration
CPU card A2 contains the Z8002 microprocessor j. Along-heading acceleration
and associated RAM and EPROM memory. k. Cross-heading acceleration

l. Vertical acceleration
m. Valids and mode discretes
The computed AHS-85/85E outputs are loaded onto
The air data bus from the Air Data Computer is the microprocessor data bus and applied to a digital
address-decoded on card A4. Interrupts are gener- output buffer on A4 and to a d/a converter on card
ated to alert the microprocessor when TAS and VS A7. The d/a converter applies analog data output to
data is received. The TAS and VS data is then sample and hold devices which are modulated by
latched for loading onto the microprocessor data the 26-V ac references. The resultant 400-Hz sig-
bus. nals are amplified to generate indicator heading,
pitch, and roll synchro outputs. Source drivers
4.4.5 Gyro I/O combine synchro levels to produce the autopilot
pitch/roll and the weather radar pitch/roll stabiliza-
Gyro I/O cards A5 and A6 demodulate the dual rate tion outputs.
and acceleration FM signals from the inertial sen-
sors. Card A5 processes the wheel number 1 rate 4.4.7 Compensation
and acceleration signals, and card A6 processes the
wheel number 2 rate and acceleration signals. The compensator contains three adjustment poten-
tiometers to offset any north-south, east-west, or
The rate signal is converted from an FM envelope indexing alignment error of the FDU-70( ). An ICU-
to an ac voltage; then demodulated to apply rate 85 Internal Compensation Unit or an optional RCP-
signals to the multiplexer on card A7. 65 or CCU-65 remote compensator may be in-
stalled. A compensation alignment procedure is
The FM acceleration signal is similarly demodu- provided in the installation section of this book.
lated and applied to a multiplexer on card A7. This Compensation alignment is required when an FDU-
acceleration is also applied to source circuits on A7 70( ) is first installed in the aircraft, or whenever
to provide scaled lateral and vertical acceleration the FDU-70( ) is moved from its normal mount loca-
outputs. tion.
4.4.6 Analog I/O

Caution
Analog I/O card A7 provides input data conversions
and generates the synchro and 2-wire ac outputs. The AHC-85/85E/ICU-85 has been designed
to exhibit a very high degree of functional
Input data from the inertial sensors, temperature integrity. Nevertheless, the user must rec-
sensor, compensation module, flux detector, and ognize that it is not practical to provide
the optional pressure altitude/IAS source is applied monitoring for all conceivable failures and
to a multiplexer on A7. These parameters are selec- that, however unlikely, it is possible that
tively converted to digital format and loaded onto erroneous operation could occur without a
the microprocessor data bus. fault indication. It is the responsibility of
the pilot to detect such an occurrence by
means of cross-checks with redundant or
correlated information available in the
cockpit.
Revised 21 February 1990 4-5/(4-6 blank)

Figure 4-2. AHS-85/85E Attitude Heading System,

Block Diagram
Revised 3 June 1992 4-7/(4-8 blank)

z523-0772310-006118
9ebb_di
AHS-85/85E
Theory of Operation
Table of Contents
Paragraph Page
5.1 GENERAL ................................................................................................................................................................ 5-1

5.2 TEST EQUIPMENT AND POWER REQUIREMENTS ........................................................................................ 5-1
5.2.1 Test Equipment...............................................................................................................................................................5-1
5.2.2 Power Requirements.......................................................................................................................................................5-1
5.3 TESTING/TROUBLESHOOTING.......................................................................................................................... 5-1
5.3.1 System Diagnostics .........................................................................................................................................................5-5
5.3.2 Explanation of Diagnostic Words.................................................................................................................................5-14
Page No Issue
* Title ............................................ 1 Apr 96
5-1 thru 5-3............................... 21 Feb 90
5-4 thru 5-5.................................3 Jun 92
* 5-6 ............................................... 1 Apr 96
5-7 ...............................................21 Fb 90
* 5-8 thru 5-9................................. 1 Apr 96
5-10 thru 5-11 ........................... 21 Feb 90
5-12 .............................................3 Jun 92
5-13 thru 5-14 ........................... 21 Feb 90
* 5-15 ............................................. 1 Apr 96
5-16 thru 5-17 .............................3 Jun 92
5-18 ........................................... 21 Feb 90


AHC-85E: 6, 7
2nd Ed 15 Mar 85 AHC-85: 1R1, 2,

3R1, 4R1, 5
3rd Ed 11 Mar 87 AHC-85: 5R1, 6,

7R1, 8R1, 9R1, 10,
11, 12, 13
4th Ed 21 Feb 90 AHC-85: 12R1,

13R1, 14, 15, AHC-
85E: 2
5th Ed 3 Jun 92 AHC-85: 16R2, 17,

18, 19
AHC-85E: 3, 4, 5
section V
maintenance
5.1 GENERAL 5.3 TESTING/TROUBLESHOOTING
The test procedures given in Table 5-2 help isolate a

Warning defective unit in the AHS-85/85E system. This pro-
cedure should not be performed on a moving air-
Service personnel are advised to observe craft.
standard safety precautions, such as wear-
Troubleshooting the system can be simplified if a
ing safety glasses, to prevent personal in-
spare AHC-85/85E is available; this unit contains
jury while performing maintenance with
the system electronics and is the only unit in the
the covers removed from this unit.
system that can be replaced without significantly
disturbing compass alignment. Replacing the AHC-
This section provides procedures for testing and
85/85E with a known good unit will quickly deter-
troubleshooting the AHS-85/85E Attitude Heading
mine if the AHC-85/85E is the cause of the fault. If
System. The test procedures provide unit fault iso-
the spare AHC-85/85E does not correct the fault,
lation while the system is installed in an aircraft.
then the defect is in either the indicators, flux de-
The faulty unit is then removed from the aircraft
tector, compensator, or aircraft wiring.
and tested/repaired using the bench procedure pro-
vided in the associated unit component mainte-
nance manual. Note
5.2 TEST EQUIPMENT AND POWER RE- After alignment, it is desirable to retain the
QUIREMENTS same AHC-85/85E in the aircraft. Small
electronic biases within an AHC-85/85E
5.2.1 Test Equipment have been removed by the alignment proce-
dure. Changing the AHC-85/85E may intro-
Table 5-1 lists the test equipment required. duce a small amount of bias error; however,
Equivalent equipment may be substituted. this error is usually not very significant.
When more than one indicator is connected to a sys-
5.2.2 Power Requirements tem, these instruments can be used to cross-
check the outputs of the AHS-85/85E. If all the in-
Use aircraft power to perform system test and struments display the same erroneous indication, then
troubleshooting. the AHS-85/85E is probably at fault. However, if
only one of the instruments displays an erroneous
indication, then that particular instrument is
probably defective.
Table 5-1. Test Equipment Required.
EQUIPMENT CHARACTERISTIC DESIRED
Digital voltmeter 3-digit display, such as Fluke model 8000A
Note
Any major modifications to the aircraft after the system has been aligned and compensated, particularly in the area of the flux de-
tector, or replacement of the flux detector, will necessitate realignment as described in the installation section.

maintenance 523-0772310
Table 5-2. System Testing/Troubleshooting Procedures.
TEST PROCEDURE TROUBLESHOOTING
1 Apply both aircraft and backup battery power to the

AHC-85/85E, ADI and the HSI.
Verify that both heading and attitude flags are invalid If the compass card does not rotate north and stays fixed,
and the compass card on the HSI and/or RMI rotates and both heading and attitude flags are invalid, verify the
north, pauses, and then rotates clockwise back to system fuses and circuit breakers and verify that both ac
north. and dc power are applied to the AHC-85/85E. Replace any
blown fuses and reset circuit breakers. If the fault still ex-
ists, reinitialize the system (do not reinitialize using the ini-
tialization switch) and if possible listen for sensor spin mo-
tor. Replace AHC-85/85E if spin motor is not running or
sounds abnormal. Check installation wiring to ensure proper
installation. Replace AHC-85/85E if wiring is correct.
After 70 seconds verify that compass card indicates the If either or both flags do not go valid, verify that the indica-
correct magnetic heading and the heading and attitude tors are functioning correctly. If so, replace the AHC-85/85E.
flags are valid.
Note On the AHC-85, if the compass card rotates north but does
not rotate clockwise back to north after 70 seconds and the
If the characteristics from turn-on to turn-on differ heading flag is valid, but attitude flag is invalid. Box orien-
greatly, it may take 2, 3, or 4 times to initialize the tation programmed into RAM does not agree with box orien-
AHC-85/85E. The AHC-85/85E will automatically try tation straps. Perform the following orientation program-
to initialize up to fifteen times. Repeat this proce- ming procedure:
dure up to 4 times before replacing the AHC-85/85E. a. Open both primary and battery backup power from AHC-
85.
b. Hold the STIM mode switch closed, or in the STIM posi-
tion.
c. Apply battery backup power, then apply primary power.
d. After approximately 4 seconds, release the STIM switch.
If the attitude flag is still invalid, recheck the rack orien-
tation straps ensuring the straps show correct box orien-
tation. If orientation straps are correct, replace AHC-85.
On the AHC-85E, if the compass card rotates north but does

not rotate clockwise back to north, and after 70 seconds and
the heading flag is valid but attitude flag is invalid. Box ori-
entation does not agree with parity straps. Recheck the box
orientation straps and parity straps ensuring the straps
show correct box orientation. If orientation and parity straps
are correct replace AHC-85E.

Table 5-2. System Testing/Troubleshooting Procedures.
Note
If using the analog heading output and employing

the wraparound discrete, the heading flag will flag
invalid if the 26-V ac Heading Reference is miss-
ing. Check the 26-V ac heading synchro excitation
before replacing AHC-85/85E.
If the system is operational but does not indicate

correct heading, first check for any nearby ferrous
material (iron mass) or electrical equipment pro-
ducing magnetic effects. If none is present in the
area, replace the AHC-85/85E with a spare unit. If
that does not correct the fault perform test 3 and 4
below.
If the system is operational but does not indicate correct at-

titude, check the AHC-85/85E and UMT-16( ) mount align-
ment with respect to the aircraft. If both are properly situ-
ated, replace the AHC-85/85E.
2 Push and hold the remote STIM switch. Verify that Verify that the optional STIM mode annunciator (if in-
the ADI pitch/roll display and the HSI heading display stalled) comes on during STIM mode. If the AHC-85/85E
changes in both positive and negative directions and STIM data is cycling on some of the displays, check the
displays the proper information for all mode, listed in AHC-to-instrument interface wiring of the faulty display.
Table 5-6, on all displays. Then release the STIM Then verify that the instrument functions properly when not
switch. Push and hold the STIM switch again. Verify in the STIM mode. If the problem occurs only in STIM mode,
that the ADI roll display cycles through the proper at- the AHC-85/85E is probably defective. Recycle power and
titudes for roll mode, listed in Table 5-6. Then release verify that ac power is applied to the AHC-85/85E if problem
the STIM switch. still exist, replace AHC-85/85E.
Note Note
The roll mode portion of the STIM function displays The aircraft must be on the ground for STIM mode to func-
the orientation of the AHC-85/85E on the EFIS and tion; weight-on-wheels input must be 0 V dc.
RMI compass cards by pointing the north (N) in the
direction of the front of the AHC-85/85E (fore, aft,
left, or right). The heading displayed for the modes
other than the roll mode does not provide any infor-
mation on the AHC-85/85E orientation.
Push and hold the STIM switch again. Verify that the
ADI display cycles through the proper attitude for
pitch mode, listed Table 5-6. Then release the STIM
switch.
Push and hold the STIM switch again. Verify that the
HSI display cycles through the proper headings for
heading mode, listed in Table 5-6. Then release the
STIM switch.

3 Remove the front panel of the compensator and meas- Replace the ICU-85, CCU-65, or RCP-65.
ure the sine, cosine, and index compensation voltages
(refer to the installation section). Each compensation
voltage should be in the nominal range of –5 to +5 V
dc.
Note
Compass swing will have to be repeated when replacing

ICU-85, CCU-65, or RCP-65 if data on last compass swing
is unavailable for reset of sine, cosine and index pots of re-
placed ICU-85, CCU-65 or RCP-65.
4 Select setup mode. Verify that the sine and cosine Verify that the FDU-70( ) coil resistances are a nominal 30
heading outputs cycle in a square-wave fashion (4.5 ohms from excitation sine to common, excitation cosine to
seconds on, 4.5 seconds off). Exit compensation mode. common, secondary sine to common, and secondary cosine to
common. If a coil is open or if the four measurements are not
approximately the same, replace the FDU-70( ).
Note
Perform test 5 on those systems that use a CCU-65.
5 Push the DG button on the CCU-65. Push the left Replace the CCU-65.
SLEW button and verify that the HSI indication in-
creases (compass card rotates ccw). Push the right
SLEW button and verify that the HSI indication de-
creases (compass card rotates cw).
Note Note
The relationship of push left to increase head- A compass swing will have to be repeated if data on last
ing/push right to decrease heading is installation de- compass swing is unavailable to reset the sine, cosine and
pendent and may be reversed. index pots of replaced CCU-65.

5.3.1 System Diagnostics of the unit. Table 5-3 gives a detailed description of
the CSDB diagnostic words used in the AHC-85
Diagnostic word F3 is output on the serial digital bus and Figure 5-2 illustrates the AHC-85 monitors.
and is the diagnostic word for the AHC-85. Mainte- Tables 5-4 and 5-5 give a detailed description of the
nance word 1 and word 2 are output on the ARINC ARINC diagnostic words used in the AHC-85E and
429 digital bus and are the diagnostic words for the Figure 5-3 illustrates the AHC-85E monitors. A
AHC-85E. The diagnostic words contain various box typical diagnostic page is shown in Figure 5-4 for
validities and status of activities which are helpful in the AHC-85, and Figure 5-5 for AHC-85E.
troubleshooting and determining the operating status
Table 5-3. AHC-85 CSDB Diagnostic Word — Hex F3.
BYTE BIT *SOURCE STATE DEFINITION
0 0-7 S Label F3
1 7 S 1 = Valid Attitude Valid
1 6 S 1 = Valid Heading Valid
1 5 Undefined
1 4 S 1 = REV mode REV Mode 1
1 3 S Source Ident 3 (not used)
1 2 H 1 = On Interface test (STIM) Mode
1 1 H **Source Ident 2
1 0 H **Source Ident 1
2 7 S 1 = On High Motor Voltage (normally on for 25 seconds during power-up)

2 6 S 1 = Invalid Hardware Valid (sum of power supply valid and watchdog timer)
2 5 S 1 = Invalid Analog I/O Data Valid
2 4 S 1 = Invalid Flux Detector Valid
2 3 S 1 = Not aligned Wheel Alignment Complete (normally on for 25 seconds during power-up)
2 2 S 1 = Invalid ROM Checksum Valid
2 1 S 1 = Invalid Sensor Acceleration Compare
2 0 S 1 = Invalid Sensor Rate Compare
3 7 S 1 = Invalid Analog Air Data Valid

3 6 S 1 = Invalid Digital Air Data Valid
3 5 H 1 = Invalid Analog Air Data Valid
3 4 S 1 = Fast slaving Fast Slaving Complete (occurs for first 35 seconds of Euler angle compu-
tations)
3 3 H 1 = Airborne Weight On Wheels
3 2 S 1 = Failure Wheel Failure (either wheel has failed)
3 1 S 1 = Failure Wheel 2 Failure
3 0 S 1 = Failure Wheel 1 Failure
4 7 S 1 = Calibrate Bias Table Calibration (AHC-85 -204); Undefined (AHC-85 -113)

4 6 S 1 = Invalid Box Orientation Valid
4 5 S 1 = Invalid RAM Backup Valid
4 4 H 1 = Disabled Wraparound (I/O) Monitor Enable
4 3 S 1 = Invalid High Rate Valid
4 2 S 1 = Test/Serviced Test Mode (AHC-85 -204); Flux Detector Serviced (AHC-85 -113)
4 1 H 1 = DG Mode Free Gyro Mode
4 0 S 0 = Complete Slow Path Initialization

Table 5-3. AHC-85 CSDB Diagnostic Word — Hex F3.
BYTE BIT *SOURCE STATE DEFINITION
5 5 S ***Mounting Configuration
5 4 S ***Mounting Configuration
5 3 H 1 = Compensation Setup (Compensation) Mode
5 2 S 1 = On Heading Gain Switch 2
5 1 S 1 = On Heading Gain Switch 1
5 0 S 1 = Cosine Flux Detector (Mux Selector) for Cosine/Sine
6 0-7 S STIM Mode (refer to Table 5-6)
7 4-7 Undefined
7 3 Undefined
7 2 S 1 = Invalid D-Checksum (Bias Values) Valid
7 1 S 1 = Invalid Misslave Flag
7 0 S 1 = Invalid Miserection Flag (not used)
*Source is defined: S = Software

H = Hardware
**Source identifier bits are defined below:
BIT 1 BIT 0 SOURCE IDENT SOURCE IDENT STRAPS
0 0 Invalid P1-40/41 gnd

0 1 AHC #1 P1-41 gnd
1 0 AHC #2 P1-40 gnd
1 1 AHC #3 P1-40/41 open
***Box mounting configuration is defined below:
BIT 7 BIT 6 BIT 5 BIT 4 CONFIGURATION CONFIGURATION STRAPS
0 0 0 1 Facing right P1-33/34 open

0 0 1 0 Facing left P1-33/34 to strap return (gnd)
0 0 1 1 Facing forward P1-33 open, P1-34 to strap return (gnd)
0 1 0 0 Facing aft P1-33 to strap return (gnd), P1-34 open
P1-37 = strap return (gnd)

Table 5-4. AHC-85E ARINC 429 Maintenance Word 1 — Octal Label 350.
BIT DEFINITION STATE DISPLAY OF BITS
1 Label = 1
2 Label = 1
3 Label = 1
4 Label = 0
5 Label = 1
6 Label = 0
7 Label = 0
8 Label = 0
9 *Source Ident 1 Attitude Heading Source Source

10 *Source Ident 2 Valid Valid Ident 2 Ident 1
11 Heading Valid 1 = Invalid 12 11 10 9
12 Attitude Valid 1 = Invalid
13 Sensor Rate Compare 1 = Invalid Sensor Sensor

14 Sensor Acceleration Compare 1 = Invalid Wheel ROM Accel Rate
15 ROM Checksum Valid 1 = Invalid Align Checksum Compare Compare
16 Wheel Alignment Complete 1 = Not aligned Valid Valid Valid Valid
16 15 14 13
17 Flux Detector Valid 1 = Invalid Analog Flux

18 Analog I/O Data Valid 1 = Invalid Wheel 1 Hardware I/O Data Detector
19 Hardware Valid 1 = Invalid Failure Valid Valid Valid
20 Wheel 1 Failure 1 = Failure 20 19 18 17
21 Wheel 2 Failure 1 = Failure Box

22 Fast Slaving Complete 1 = Fast Slaving Orient High Rate Fast Wheel 2
23 High Rate Valid 1 = Invalid Valid Valid Slaving Failure
24 Box Orientation Valid 1 = Invalid 24 23 22 21
25 RAM Backup Valid 1 = Invalid Wraparound RAM

26 Wraparound Monitor Enable 1 = Disabled Free Gyro Comp Monitor Backup
27 Compensation Mode; discrete input 1 = Compensation Mode Mode Enable Valid
28 Free Gyro Mode; discrete input 1 = DG mode 28 27 26 25
29 Digital Air Data Present 0 = Present Digital

30 **SSM Parity Air Data
31 **SSM Odd SSM SSM Present
32 Parity (odd) 32 31 30 29
*Source identifier bits are defined below:

0 1 AHC #1 P1-41 gnd
1 0 AHC #2 P1-40 gnd
1 1 AHC #3 P1-40/41 open
**Sign/status matrix (SSM) bits are defined below:
BIT 31 BIT 30 DEFINITION
0 0 Failure warning
0 1 Interface test (STIM) mode
1 0 Not used
1 1 Valid data

Table 5-5. AHC-85E ARINC 429 Maintenance Word 2 — Octal Label 351.
BIT DEFINITION STATE DISPLAY OF BITS
1 Label = 1
2 Label = 1
3 Label = 1
4 Label = 0
5 Label = 1
6 Label = 0
7 Label = 0
8 Label = 1
9 *Source Ident 1 Valid Analog
10 *Source Ident 2 Digital Air Data Source Source
11 Analog Air Data Valid; input 1 = Invalid Air Data Valid Ident 2 Ident 1
12 Valid Digital Air Data 1 = Invalid 12 11 10 9
13 Valid Analog Air Data 1 = Invalid Heading Heading Mux Valid
14 Mux Select for Cos/Sine 1 = Cosine Gain Gain Select Analog
15 Heading Gain Switch 1 1 = On Switch 2 Switch 1 Cos/Sine Air Data
16 Heading Gain Switch 2 1 = On 16 15 14 13
17 **Mounting Configuration Interface
18 **Mounting Configuration Test Mode Weight Mounting Mounting
19 Weight On Wheels 1 = Ground (STIM) On Wheels Config Config
20 Interface Test (STIM) Mode 1 = On 20 19 18 17
21 STIM Mode (refer to Table 5-6)
22 STIM Mode (refer to Table 5-6) STIM STIM STIM STIM
23 STIM Mode (refer to Table 5-6) Mode Mode Mode Mode
24 STIM Mode (refer to Table 5-6) 24 23 22 21
25 High Motor Voltage 1 = On REV Slow High
26 Slow Path Initialization (complete) 1 = Complete Mode Bias Path Motor
27 Bias Table Calibration 1 = On 1 Table Cal Initial Voltage
28 REV Mode 1 1 = REV mode 28 27 26 25
29 Test Mode 1 = Test
30 ***SSM Parity Test
31 ***SSM Odd SSM SSM Mode
32 Parity (odd) 32 31 30 29
*Source identifier bits are defined below:

0 1 AHC #1 P1-41 gnd
1 0 AHC #2 P1-40 gnd
1 1 AHC #3 P1-40/41 open
Mounting Configuration bits are defined below:
BIT 18 BIT 17 CONFIGURATION CONFIGURATION STRAPS
0 0 Facing right P1-33/34 open
0 1 Facing forward P1-33 open, P1-34 to strap return (gnd)
1 0 Facing left P1-33/34 to strap return (gnd)
1 1 Facing aft P1-33 to strap return (gnd)
P1-37 = strap return (gnd)
**Sign/status matrix (SSM) bits are defined below:
BIT 31 BIT 30 DEFINITION
0 0 Failure warning
0 1 Interface test (STIM) mode
1 0 Not used
1 1 Valid data

ADDENDUM 7
TO


of the Maintenance Section (523-0772310-006118)
This addendum replaces Table 5-6, Interface Test (STIM) Mode, to include proper NORM ACCEL results for the
AHC-85E. The reason for this change is a difference between CSDB and ARINC 429 definitions of NORM ACCEL
at rest. (ARINC 429 is 1 G less than CSDB). Changed data is shown in bold text.
Table 5-6. Interface Test (STIM) Mode.
ARINC HEX NUMBER CSDB HEX NUMBER FUNCTION
0 00 Off
A 0A All Mode
1 01 Roll Mode/Orientation
2 02 Pitch Mode
3 03 Heading Mode
Displayed Only In All Mode

NORM
ROLL PITCH *YAW LONG ACCEL LAT
TIME *ROLL *PITCH *HEADING
RATE RATE RATE ACCEL (G) ACCEL
(S) (DEG) (DEG) (DEG)
(DEG/S) (DEG/S) (DEG/S) (G) (G)
AHC-85 AHC-85E
0.0 3 Second Attitude and Heading Invalid

3.0 Slew Slew Slew Slew Slew Slew Slew Slew Slew Slew
3.5 5 2 15 2 2 1 0.5 0.5 -0.5 0.5
5.5 10 4 30 4 4 2 1.0 1.0 0.0 1.0
9.0 30 12 90 12 12 6 3.0 3.0 2.0 3.0
11.5 -5 -2 -15 -2 -2 -1 -0.5 -0.5 -1.5 -0.5
13.5 -10 -4 -30 -4 -4 -2 -1.0 -1.0 -2.0 -1.0
17.0 -30 -12 -90 -12 -12 -6 -3.0 -3.0 -4.0 -3.0
19.0 Repeats above data cycle once (go to time 3.0)
35.0 Repeats above data cycle starting with 3 second Heading and Attitude Invalid (go to time 0.0)
*Alloutput parameters are available as digital data; those parameters marked with an asterisk are the only one available as analog
outputs.
Addendum 7
26 Jan 2000 Sheet 1 of 1
523-0772305-07611A (Facing Page 5-9)
5.3.1.1 Interface Test (STIM) Mode In addition to providing test waveforms on the out-
put parameters the STIM mode can be used to dis-
The AHC-85/85E provides a single pushbutton- play the box orientation as determined by the AHC-
operated STIM mode, where a dynamic pattern (or 85/85E. In the second submode, while roll is cy-
static levels) is output on all digital bus parameters cling, heading displayed on the HSI or RMI will po-
and their analog counterparts. Four submodes pro- sition north (N) to point in the direction the front of
vide the capability of exercising all outputs simul- the AHC-85/85E is facing (refer to Figure 5-1).
taneously or roll, pitch, or heading individually.
Subsequent releases, then push and hold, will cycle The test numbers are displayed in CSDB word F3
STIM through the various submodes. Releasing the byte 6, bits 0-7 (in AHC-85), or ARINC label 351,
STIM switch during interface test, will cause the bits 21-24 (in AHC-85E) and are defined in Table 5-
test to freeze and hold its position. 6.
Table 5-6. Interface Test (STIM) Mode.
ARINC CSDB
HEX HEX
NUMBER NUMBER FUNCTION
0 00 Off
A 0A All Mode
1 01 Roll Mode/Orientation
2 02 Pitch Mode
3 03 Heading Mode
Displayed Only In All Mode
ROLL PITCH LONG NORM LAT AC-

TIME *ROLL *PITCH *HEADING RATE RATE *YAW RATE ACCEL ACCEL CEL (G)
(S) (DEG) (DEG) (DEG) (DEG/S) (DEG/S) (DEG/S) (G) (G)
0.0 Second Attitude and Heading Invalid

3.0 Slew Slew Slew Slew Slew Slew Slew Slew Slew
3.5 5 2 15 2 2 1 0.5 0.5 0.5
5.5 10 4 30 4 4 2 1.0 1.0 1.0
9.0 30 12 90 12 12 6 3.0 3.0 3.0
11.5 –5 –2 –15 –2 –2 –1 –0.5 –0.5 –0.5
13.5 –10 –4 –30 –4 –4 –2 –1.0 –1.0 –1.0
17.0 –30 –12 –90 –12 –12 –6 –3.0 –3.0 –3.0
19.0 <-----------------------------------------------Repeats above data cycle once (go to time 3.0)---------------------------------------------------------->
35.0 <--------------Repeats above data cycle starting with 3 second Heading and Attitude Invalid (go to time 0.0)----------------------->
*All output parameters are available as digital data; those parameters marked with asterisk are the only ones available as analog
outputs.

Figure 5-1. AHC-85/85E Box Orientation Displayed on EFIS

5.3.1.2 CSDB and ARINC 429 Diagnostic Sensor Acceleration Compare Valid (CSDB Byte 2,
Word Definitions Bit 1) (ARINC 429 Label 350, Bit 14)
Source Ident (CSDB Byte 1, Bits 0 and 1) (ARINC The acceleration signals of the redundant vertical
429 Label 350 and 351, bits 9 and 10) axis of the sensors are also compared as a monitor
of the multisensor wheels. The limit on this com-
These two inputs, when grounded, tell the comparison is 0.1 g. This error must last for 192 µs be-
puter which position it is in the aircraft; either fore the flag is set invalid. If the data becomes cor-
AHC number 1, 2, or 3. rect, the flag will return valid. This valid affects
Interface Test (STIM) Mode (CSDB Byte 1, Bit 2) both attitude and heading valids.
(ARINC 429 Label 351, Bit 20) ROM Checksum Valid (CSDB Byte 2, Bit 2)
This input (when WT ON WHL is on ground) puts (ARINC 429 Label 350, Bit 15)
the system into a special interface test. Predefined Program storage is tested continually in a back-
data is outputted on the data bus and analog out- ground mode by generating checksums. If the
puts. There are four modes of this test, and all checksum is computed to be invalid, this flag is set
modes must be cycled through in order to exit this invalid. This flag will return to valid if subsequent
test. This is done by cycling the STIM switch OFF checksums are valid. This valid affects both atti-
then ON, to advance to the next mode. Cycling the tude and heading valids.
Weight On Wheels switch will exit STIM. Refer to
Table 5-6, CSDB byte 6, bits 0-7 or ARINC 429 la- Wheel Alignment Valid (CSDB Byte 2, Bit 3)
bel 351, bits 21-24, identifies which mode of STIM (ARINC 429 Label 350, Bit 16)
is selected. This flag is set valid when both wheels have spun
REV Mode 1 (CSDB Byte 1, Bit 4) (ARINC 429 La- up to speed. This takes approximately 25 seconds to
bel 351, Bit 28) occur after power-on. This flag is latched in as
valid, once it is set. This valid affects both attitude
The rev 1 mode bit is set to logic 1 when there is and heading valids.
neither valid digital nor valid analog air data. This
bit does not effect the attitude and heading valids. Flux Detector Valid (CSDB Byte 2, Bit 4) (ARINC
429 Label 350, Bit 17)
Heading Valid (CSDB Byte 1, Bit 6) (ARINC 429
Label 350, Bit 11) The flux detector sin and cos inputs are monitored
by verifying the identify sin2 + Cos2 = 1. A failure
This is the validity bit for magnetic heading. The condition sets only the heading valid invalid. This
AHC-85/85E monitors (Figure 5-2 and Figure 5-3) is set after the error has lasted for more than 9.2
shows a flow diagram of all the system validities seconds. Heading valid will not be set invalid due to
that effect the heading valid. a failed flux detector if the system is operating in
Attitude Valid (CSDB Byte 1, Bit 7) (ARINC 429 DG mode.
Label 350, Bit 12) Analog I/O Data Valid (CSDB Byte 2, Bit 5)
This is the validity bit for the system attitudes, (ARINC 429 Label 350, Bit 18)
pitch and roll. The AHC-85/85E Monitors (Figure 5-
2 and Figure 5-3) shows a diagram of all the system This is a monitor on the analog output data and
validities that effect the attitude valid. checks most of the output and input circuits com-
paring both the pitch and roll channels. The moni-
Sensor Rate Compare Valid (CSDB Byte 2, Bit 0) tor compares the software parameter that is output
(ARINC 429 Label 350, Bit 13) and that same parameter is wrapped around and
The rate signals of the redundant vertical axis of read into software. The limit on this comparison is
the sensors are compared as a monitor of the mul- the greater of 4 degrees or 25 percent of the angle.
tisensor wheels. The limit on this comparison is 1 This monitor requires a valid 26-V ac reference to
degree second. This error must last for 192 µs (10 operate correctly and is bypassed if the discrete in
cycles) before the flag is set invalid. If the data be- bit wraparound monitor enable (CSDB byte 4, bit
comes correct, the flag will return valid. This valid 4/ARINC 429 label 350, bit 17) is disabled. This is a
affects both attitude and heading valids. nonlatching flag and affects only attitude valid.

Hardware Valid (CSDB Byte 2, Bit 6) (ARINC 429 Wheel Failure (CSDB Byte 3, Bit 2)
Label 350, Bit 19)
This flag is the result of ORing wheel 1 failure and
The valid is a discrete input that is read into soft- wheel 2 failure in software.
ware. It is a hardware AND of the watchdog timer Weight On Wheels (CSDB Byte 3, Bit 3) (ARINC
monitor and power supply valid. This affects both 429 Label 351, Bit 19)
attitude and heading valids.
This discrete input indicates whether the aircraft is
Watch Dog Timer on the ground or in the air. The input is grounded
on the ground or open in the air. This also deter-
This is an interaction monitor that test for
mines which type of initialization occurs, either
correct cycling through computation frames
ground or airborne.
providing coverage of various CPU, memory
parallel bus, and I/O device failure condi- Fast Slaving (CSDB Byte 3, Bit 4) (ARINC 429 La-
tions. A pulse is output every cycle (19.2 ms) bel 350, Bit 22)
which resets a timer in hardware. If the
pulse is not received every 19.2 ms 12 per- This flag is set valid if the fast slaving is complete.
cent, the timer times out and goes invalid. It This takes approximately 70 seconds for a ground
will go valid again if pulses resume at the initialization and 35 seconds for an airborne ini-
correct frequency. tialization. (For airborne initializations there is no
fast slaving, it takes this long for the flag to be set
Power Supply Valid valid.) This flag is latched in as valid once it is set.
Power supply monitors test the 24-, 15-, and
Analog Air Data Valid (CSDB Byte 3, Bit 5)
5-V supplies. These check the 28-V dc inputs
(ARINC 429 Label 351, Bit 11)
as well as all internal power supply circuits.
This flag is nonlatching. This discrete input indicates to the processor that
the analog air data inputs are valid. This input
High Motor Voltage (CSDB Byte 2, Bit 7) (ARINC should not be set true when operating with digital
429 Label 351, Bit 25) air data.
When the system is first powered up, the software Valid Digital Air Data (CSDB Byte 3, Bit 6)
outputs an I/O line which selects a high motor volt- (ARINC 429 Label 351, Bit 12)
age condition to give the wheels extra power during
This is set true when the digital air data being re-
the alignment period (spin-up time). This bit turns
ceived is valid and within proper limits. The range of
off at the end of the 25-second alignment period, at
TAS must be greater or equal to 65 knots and less
which time data begins to be output on the data
than 600 knots. The analog IAS input must be pulled
bus.
high (> 8 V dc) externally, the analog altitude input
must be open (< 6 V dc), and the analog air data
Wheel 1 Failure/Wheel 2 Failure (CSDB Byte 3,
valid (CSDB Byte 3, bit 5/ARINC 429 Label 351, bit
bits 0 and 1) (ARINC 429 Label 350, bits 20 and 21)
11) must be off for the system to operate properly
with digital air data.
Multisensor sync pulses are tested in software to
isolate a stopped or slow wheel. The stopped wheel Valid Analog Air Data (CSDB Byte 3, Bit 7)
monitor sets the flag invalid if no sync pulses are (ARINC 429 Label 351, Bit 13)
received from any wheel greater than 1 second. The
slow wheel monitor set the flag invalid if a wheel This is set true when using analog air data and the
slows down by more than 10 percent of its nominal voltages received are within the proper ranges.
speed, that is, if it slows to a cycle time of greater When operating with an ADS-65/65C, IAS must be
than 21.1 ms down from its nominal of 19.2 ms. Ei- between 65 and 400 knots (1.3 V dc < IAS < 8 V dc).
ther of these flags are latched once they are set in- Altitude must be between 0 and 66667 feet. When
valid. A system reset is needed to return a condi- operating with a 590B, IAS must be between 115
tion to valid. Both of these flag affect attitude and and 450 knots (2.3 V dc < IAS < 9 V dc). Altitude
heading valids. must be greater than 66667 feet (8 V dc).

Slow Path Initialization (CSDB Byte 4, Bit 0) Wraparound Monitor Enable (CSDB Byte 4, Bit 4)
(ARINC 429 Label 351, Bit 26) (ARINC 429 Label 350, Bit 26)
The slow path initialization complete flag is set to This bit represents the wraparound monitor enable
logic 0 in software when all the software modules in discrete input. +28 V dc input to the wraparound
both normal fast loop and all 10 slow loops have discrete causes the wraparound monitor enable bit
been initialized. This occurs approximately 15 sec- (CSDB byte 4, bit 4/ARINC 429 label 350, bit 26) to
onds after data is initially output and remains in be high, which enables activity of the analog data
the 0 state during operation (slow path occurs for I/O valid, CSDB byte 2, bit 5 or ARINC 429 label
approximately 25 seconds after turn-on). 350, bit 18. An open input discrete sets the monitor
enable low, which disables operation of the analog
Free Gyro Mode (CSDB Byte 4, Bit 1) (ARINC 429 I/O data monitor.
Label 350, Bit 28) RAM Backup Valid (CSDB Byte 4, Bit 5) (ARINC
429 Label 350, Bit 25)
This input selects either slaved mode or free gyro
(DG) mode for the system. System initialization in In conjunction with box orientation monitor, a RAM
this mode takes 10 minutes and is not recom- backup valid is also computed to check that the RAM
mended. If the heading valid is set invalid during backup battery on the CPU card is good. An invalid
an invalid flux detector, selecting DG mode will re- could indicate a bad battery or possibly bad RAM.
turn heading valid to a valid condition. When box orientation straps are saved in RAM, a
checksum is performed on the section of RAM that is
Flux Detector Serviced (CSDB Byte 4, Bit 2) AHC- used, and then saved in RAM. Upon power up, when
85 -113 Only the box orientation monitor is being performed, a
new checksum is computed and compared with the
This flag is set to logic 1 after both the sine and co- new checksum saved in RAM. If the two do not com-
sine channels of the flux detector have been read, pare, the RAM backup valid is set invalid, which
the compensation pots have been read and applied, cause the attitude and heading valids to go invalid
and the heading gain switches have been set up to also. A RAM backup valid may also set the box orien-
their correct values. This occurs approximately 5 tation valid invalid, since the data obviously did not
seconds after data is first output on the data bus. get saved correctly.
Once the bit is set, it remains set throughout opera-
tion. AHC-85 Box Orientation Valid (CSDB Byte 4, Bit 6)
On AHC-85, the box orientation monitor checks

Test Mode (CSDB Byte 4, Bit 2) (ARINC 429 Label that the two box orientation straps have not
351, Bit 29) (Not in AHC-85 -113) changed since the last time the system was pow-
ered on. It does this by saving the data in battery
The system can be selected to go into a special test backup RAM. Each time the unit is powered on, the
mode by selecting the discrete-input test mode and saved box orientation is compared to the correct
weight on wheels, indicates on the ground. When discrete straps, and if they do not compare, the box
the system is in this mode, both the attitude and orientation valid bit is set invalid. This affects only
heading valids are set invalid. Special data is out- the attitude valid. The computed box orientation is
put on the data bus when in this mode (raw sensor displayed in CSDB byte 5, bit 4-7, will be that
rates and accelerations), which is used for wheel which was saved in RAM from the previous flight.
alignment and testing. If the unit is initialized with the STIM command
input ON and WT ON WHL input on the ground.
High Rate Valid (CSDB Byte 4, Bit 3) (ARINC 429 The box orientation inputs are read and accepted to
Label 350, Bit 23) be true, and the box orientation valid is set valid.
This flag is set invalid if any of the three sensor AHC-85E Box Orientation Valid (ARINC 429 Label
axis rates, WX, WY, and WZ1, is greater than 125 350, Bit 24)
degrees/second. It is latched as invalid until the
analog heading and cross-heading acceleration er- On AHC-85E, the box orientation monitor checks
rors are less than 0.09 g. This valid affects both at- that the two box orientation straps and parity straps
titude and heading valids.

are configured from the same box orientation. Each Compensation Mode (CSDB Byte 5, Bit 3) (ARINC
time the unit is powered on, box orientation strap- 429 Label 350, Bit 27)
ping is compared to the parity straps. If the straps
do not compare, the box orientation valid bit is set This input is selected when a flux detector compen-
invalid. This affects only the attitude valid. The sation is performed. It slows cycling of the flux de-
computed box orientation is displayed in ARINC tector to 4.5 seconds/cycle. If the system is in com-
429 label 351, bits 21-24. If the unit is initialized pensation setup mode, the heading valid will be set
and the box orientation and parity inputs are read invalid.
and accepted to be true, and the box orientation
valid is set valid. Mounting Configuration (CSDB Byte 5, Bits 4-7)
(ARINC 429 Label 351, Bits 17 and 18)
Bias Table Calibration (CSDB Byte 4, Bit 7)
(ARINC 429 Label 351, Bit 27) (Not in AHC-85 - These two inputs determine which direction the
113) AHC-85/85E is facing in the aircraft. The mounting
configuration is loaded into RAM and gets verified
This bit indicates that the system is in a special each time the unit is powered up by the box orien-
calibration mode and is normally selected when the tation valid (CSDB byte 4, bit 6/ARINC 429 label
unit is being served. This bit should never be set to 350, bit 24). Correct mounting configuration is re-
a logic 1 in normal operation. This mode can only quired for proper attitude and heading information.
be selected when the system is in test mode, which
means that the attitude and heading valids are in- STIM Mode (CSDB Byte 6, Bits 0-7) (ARINC 429
valid. Label 351, Bits 21-24)
Mux Selector for Cosine/Sine Voltages (CSDB Byte This byte identifies which four STIM modes is se-
5, Bit 0) (ARINC 429 Label 351, Bit 14) lected. To exit STIM, cycle through all of the modes.
This bit is the multiplexer select line for reading Miserection Flag (CSDB Byte 7, Bit 0)
the sine/cosine voltages from hardware (flux detec- Presently not used.
tor input). This bit toggles every 384 ms in normal
mode and every 4.5 seconds when in compensation Misslave Flag (CSDB Byte 7, Bit 1)
setup mode. A logic 1 selects cosine; a logic 0 selects
sine. This bit identifies a long-term disagreement be-
tween the FDU-70 input and the present computed
Heading Gain Switches 1 and 2 (CSDB Byte 5, Bits heading. This will cause both a digital and analog
1 and 2) (ARINC 429 Label 351, Bits 15 and 16) heading flag.
D-Checksum Invalid (CSDB Byte 7, Bit 2)

These two software outputs select the proper gain
for the flux detector circuit. When operating with a The delta checksum is a software routine run at
weak magnetic field, the gain will increase; when in turn-on only to verify the validity of the biases
an area with a strong magnetic field, the gain will stored in the battery RAM.
decrease. An attempt is made to adjust the gain so
that (sin volt)2 + (cos volt)2 = 3.5 V dc. 5.3.2 Explanation of Diagnostic Words
HEADING GAIN HEADING GAIN Figure 5-4 shows an example of a typical CSBD di-
SWITCH 1 SWITCH 2 agnostic page. Figure 5-5 shows an example of a
typical ARINC 429 diagnostic page. All words dis-
0 0 lowest gain played on the diagnostic page are shown in
1 0 hexidecimal format. An explanation of the diagnos-
tic words and example are shown in Table 5-7. A
0 1
hexidecimal-to-binary conversion chart is given at
1 1 highest gain the end of Table 5-7.

Figure 5-2. AHC-85 Monitors
Figure 5-3. AHC-85E Monitors

Figure 5-4. Typical CSDB Diagnostic Page
Figure 5-5. Typical ARINC 429 Diagnostic Page

Table 5-7. Diagnostic Word Explanations.
CSDB DIAGNOSTIC WORD INTERPRETATION
BYTE = 0 1 2 3 4 5 6 7
8-BYTE HEXADECIMAL READOUT — F3 D1 00 E0 04 34 00 00
: : : : : : : :
CORRESPONDING DATA BITS : : : : : : : :
LSB BINARY 1 0 0 0 0 0 0 0 0
BINARY 2 1 1 1 1 1 1 1 1
BINARY 4 2 2 2 2 2 2 2 2
BINARY 8 3 3 3 3 3 3 3 3
BINARY 1 4 4 4 4 4 4 4 4
BINARY 2 5 5 5 5 5 5 5 5
BINARY 4 6 6 6 6 6 6 6 6
MSB BINARY 8 7 7 7 7 7 7 7 7
Example: Diagnostic word = F3 D1 00 E0 08 34 00 00
HEX BYTE DEFINITION

CODE
F3 0 Label F3
D1 1 Bits 0, 4, 6, and 7 are set; source ident 1 = AHC #1, no valid air data (reversion mode 1), heading
valid and attitude valid
00 2 No bits are set
E0 3 Bits 5, 6, and 7 are set; analog air data invalid discrete input from hardware, invalid digital air
data, invalid analog air data
08 4 Bit 3 is set; high rate invalid
34 5 Bits 2, 4, and 5 are set; adjusting heading gain, mounting configuration = box facing front
ARINC 429 DIAGNOSTIC WORD INTERPRETATION
6-DIGIT HEXADECIMAL READOUT — 0 2 2 0 0 A * *

: : : : : : : :
CORRESPONDING DATA BITS : : : : : : : :
LSB BINARY 1 29 25 21 17 13 9 5 1
BINARY 2 30 26 22 18 14 10 6 2
BINARY 4 31 27 23 19 15 11 7 3
MSB BINARY 8 32 28 24 20 16 12 8 4
*ARINC 429 label is not displayed on the diagnostic page as part of ARINC 429 diagnostic word.
Example: ARINC 429 Diagnostic word = 02200A
HEX LSD-MSD DEFINITION

CODE
0 Bits 29-32 No bits are set, SSM = failed

2 Bits 25-28 Bit 26 is set, wraparound is disabled
2 Bits 21-24 Bit 22 is set, initialization mode is in process
0 Bits 17-20 No bits are set
0 Bits 13-16 No bits are set
A Bits 9-12 Bits 10 and 12 are set, SDI = AHC number 2 and attitude is invalid
Bits 5-8 Not shown on diagnostic page
Bits 1-4 Not shown on diagnostic page
HEXADECIMAL TO BINARY CODE CONVERSION TABLE
HEXADECIMAL DIGIT
BINARY CODE 0 1 2 3 4 5 6 7 8 9 A B C D E F
LSB BINARY 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
BINARY 2 0 0 1 1 0 0 1 1 1 0 1 1 0 0 1 1
BINARY 4 0 0 0 0 1 1 1 1 1 0 0 0 1 1 1 1
MSB BINARY 8 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1

Table 5-8 lists the voltage readings for AHC-85 syn- deviations with respect to the Index Reference posi-
chro outputs. Voltage readings are given for angular tion.
Table 5-8. Synchro Outputs.
ANGULAR POSITION VOLTAGES BETWEEN LEADS

OF INDICATOR
XZ XY YZ
–180° +10.2 0 +10.2

–150° +11.8 5.9 +5.9
–120° +10.2 10.2 0
–90° +5.9 11.8 –5.9
–60° 0 10.2 –10.2
–45° –3.1 8.3 –11.4
–30° –5.9 5.9 –11.8
–15° –8.3 3.1 –11.4
Index Reference Position –10.2 0 –10.2
+15° –11.4 –3.1 –8.3
+30° –11.8 –5.9 –5.9
+45° –11.4 –8.3 –3.1
+60° –10.2 –10.2 0
+90° –5.9 –11.8 +5.9
+120° 0 –10.2 +10.2
+150° +5.9 –5.9 +11.8
+180° +10.2 0 +10.2

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RWAvionics & Communications

Collins General Aviation Division

TO: HOLDERS OF AHS-85/85E ATTITUDE HEADING SYSTEM INSTRUCTION BOOK (INSTALLATION

SIXTH EDITION HIGHLIGHTS

UMT-16B, CPN 622-8614-002 and -400

Changes made by this revision also include:

1. Incorporates addendums 1 through 3 to the Installation section.

Retain this letter of transmittal for future reference.

RWAvionics & Communications

This publication includes:

General Information 523-0772306

Collins General Aviation Division

INFORMATION SUBJECT TO EXPORT CONTROL LAWS

The material in this publication is subject to change. Before attempting any

SOFTWARE COPYRIGHT NOTICE

© 1996 Rockwell Collins, Inc.

All Software resident in this equipment is protected by copyright.

We welcome your comments concerning this publication. Although every effort

General Information 6/0 1 Apr 96 4 16 Apr 99

1.1 INTRODUCTION .................................................................................................................................................... 1-1

Page No Issue Page No Issue

* Title ............................................ 1 Apr 96 * 1-2 thru 1-16 ...............................1 Apr 96

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

1st Ed 1 Sep 83 None 6th Ed 1 Apr 96 AHC-85; 19R1, 20R2

23rd Ed 11 Mar 87 AHC-85: 5R1, 6,

34th Ed 21 Feb 90 AHC-85: 12R1,

1.1 INTRODUCTION for a list of equipment covered. A typical AHS-85/85E

Figure 1-1. Typical AHS-85/85E Attitude Heading System

Revised 21 February 1990 1-1

Table 1-1. Equipment Covered.

*AHC-85E Same as -001 status except has HIRF protection. 622-9336-400

Revised 1 April 1996 1-2

Table 1-1. Equipment Covered.

Revised 1 April 1996 1-3

1.2 PURPOSE OF EQUIPMENT

Table 1-2. Equipment Specifications

AHC-85/85E, ICU-85 -C6c, -C4c

Environmental DO-160A, categories:

AHC-85/85E, ICU-85 /A2F2/AJEXXXXXA/BZ/AZ/AZ/

AHC-85/85E ATR, short, full height

Height 194 mm (7.63 in)

Width 124 mm (4.875 in)

Length 368 mm (14.500 in)

ICU-85 622-6189-001 622-6189-002

Height 64.8 mm (2.55 in) 68 mm (2.67 in)

Width 94 mm (3.70 in) 102 mm (4.02 in)

Length 15.2 mm (0.60 in) 15.2 mm (0.60 in)

FDU-70/70A FDU-70 FDU-70A

Height 68 mm (2.67 in) 68 mm (2.67 in)

Width 121 mm (4.76 in) 95.8 mm (3.77 in)

Length 121 mm (4.76 in) 121 mm (4.76 in)

Revised 1 April 1996 1-4

Table 1-2. Equipment Specifications

Weight (approx) AHC-85 (with SB 19) AHC-85E (with SB 5)

ICU-85 0.1 kg (0.2 lb)

FDU-70/70A 0.41 kg (0.9 lb)

UMT-16A/16B/16C/16D UMT-16A UMT-16B

AHC-85/85E Rack mounted in UMT-16( )