AC 43.13-2A Static Test 9.3g 5.7g *9. 6g 2. 4g 9. 9g **4.5g 12. 0g Static = Test 9.3g 5.7g 1. 5g 9. 0g 9.6g 4. 2g 9. 9g 6. 0g 1.5g - 3. 0g 12. 0g 2. 0g - 4. 0g LOAD FACTORS X Special — Ultimate 9.30g 5.7g 1. 5g 9. 0g 9. 6g 2. 4g 4. 2g 9. 9g 6. 0g 9. 0g 4. 5g (None) 1. 5g - 3. 0g (None) 1.33 9. 0g (None) 1.33 1. 5g 1.33 - 3. 0g (None) FIGURE 1.1-Hypothetical example of determining static test loads.
Utility Category Aircraft (FAR 23) X Safety 1.5 1.5 1.5 1.5 1.5 1. 5 1.5 1.5 1.5 Already Prescribed as Ultimate Limit (None) 6. 2g (None) - 3.8g 1. 0g (None) 6. 0g 6. 4g 1. 6g - 2. 8g (None) 6. 6g 4. 0g *Asterisks denote special load conditions for the situation shown.
Direction Fwd_ Down Side- Up-- Aft... Fwd. Down. Down* 'Side_ Up_. Aft_. Fwd. Down Fwd. Fwd.** Down. Side. Up_ Aft_ Fwd Down Side Up_ Aft _ TYPE OF LOAD Maneuvering. Gust (— 30 FPS @ KVc) *For locations aft of fuselage Sta. 73.85. Ground_ Ultimate Inertia Forces for Emer- gency Landing Condition (FAR 23.561). **For Separate cargo compartments. Ultimate Inertia Forces for Emer- gency Landing Condition For Seat, Litter, & Berth Attachment to Air- craft Structure (FAR 23.785).
E.
Chap 1
Rev. 1977 AC 43.13-2A Chapter 2. RADIO INSTALLATIONS
21. INSTALLATION. When installing radio equipment, first consider areas or locations designated by the airframe manufacturer and use factory supplied brackets or racks. Follow the aircraft manufacturer's installation instructions. When this information is not available, use locations in the aircraft of known load carrying capabilities. Baggage compartments and cabins or cockpit floors are good mounting platforms providing the floor attachments meet the strength requirements. Another method is to fabricate support racks, brackets, or shelves, and attach them to the aircraft structure to provide a mounting that will withstand the inertia forces stipulated in chapter 1 of this handbook.
a. Determine that the location and installation of radio equipment provides:
(1) Sufficient air circulation to avoid overheating.
(2) Sufficient clearance between high temperature areas of equipment and readily flammable
(3) Protection from potentially hazardous fluids and/or fumes; e.g., water (condensation), fuel, hydraulic fluid, or oxygen units.
(4) Protection against damage from baggage or by seat deflection.
(5) Sufficient clearance to avoid equipment striking adjacent parts of the aircraft or other equipment.
(6) Minimum interference to other installed navigational equipment from the emission of radar/pulse frequencies or from electromagnetic and is applicable to the installation of radio units in instrument panels.
a. Stationary Instrument Panels-Nonstructural and Structural. The stationary instrument panel in some aircraft is primary structure. Prior to making any additional "cutouts" or enlargement of an existing "cutout" determine if the panel is primary structure.
tural, make additional "cutouts" or the enlargement of existing "cutouts" in accordance with the aircraft manufacturer's instructions, or substantiate the structural integrity of the altered panel in a manner acceptable to the Administrator. Radius all corners and remove all burrs from "cutout" and drilled holes.
b. Added Equipment - Stationary Instrument Panel. When radio equipment is to be installed in a stationary panel already supporting instruments, glove compartments, etc., determine the capability of the panel to support the total load.
c. Case Support. To minimize the load on a stationary instrument panel, whenever practicable, install a support between the rear (or side) surface of the radio case and a nearby structural member of the aircraft.
d. Added Equipment-Shockmounted Panels.
When installing radio equipment designed for use in shockmounted panels, total accumulated weight of equipment installed must not exceed the weight carrying capabilities of the shockmounts. Determine that the structure to which the shockmounts are connected is satisfactory for the added weight.
22. EQUIPMENT MANUFACTURER'S INSTRUC- TIONS. Installation instructions provided by the aircraft radio manufacturer are acceptable guidelines when adapted to the aircraft in accordance with data contained in this chapter.
23. INSTRUMENT PANEL MOUNTING. Data in this paragraph is supplemented by chapter 2 of AC 43.13-1A, 'Acceptable Methods, Techniques, and Practices-Aircraft Inspection and Repair"
e. Existing Factory Fasteners. When possible, utilize existing plate nuts and machine screws provided by the aircraft manufacturer for attachment of the radio case or rack. If additional fastening is required, use machine screws and elastic stop nuts (preferably plate nuts).
f. Magnetic Direction Indicator. As a function of the radio installation, determine if it is necessary to compensate the compass. Install a suitable placard which indicates the compass error Chap 2
AC 43.13-2A Rev. 1977 with the radios) on and off. The receiver (s) should be tuned through the low, middle and higher frequencies to cover all contingencies involving the operation of relays which would cause electromagnetic induction to the magnetic compass. When inverters are installed, deter- Typical Compass Calibration Card FOR N 30 60 120 150 mine what effect their operation has on the mag.
netic compass. Maximum acceptable deviation in level flight is 10° on any heading. The following is an example of a typical compass calibration card.
24. OTHER MOUNTING AREAS. The following are acceptable methods for installing radio equipment at other than instrument panel locations.
a. Shockmounted Units.
Radio On. (1) Wood or Composition Flooring. Secure the Steer 4° 35° 63° 93° 123° 154° shockmounted base assembly (suitable to radio Radio Off. unit) directly to the floor using machine screws.
Steer 358° 27° 58° 88° 118° | 148° Add a doubler to the bottom of the floor thereby sandwiching the composition floor between each FOR S 210 240 300 330 shockmount foot and the doubler. Subsequent removal and reinstallation of the shockmount Radio On. foot will be facilitated if plate nuts are secured Steer 183° 214° 224° 274° 304° 337° to the doubler. Where practicable, use small Radio Off.
Steer 178° 208° 238° 268° 293° 327° retaining screws to keep the doubler in position.
Install a ground strap between the radio rack and metal structure of the aircraft.
Typical Locations of Rodio Equipment FIGURE 2.1.-Typical radio installations in stationary instrument panels.
3.0g (up) Wood
1.5g (side) Flooring MACHINE SCREW
NORMAL-UTILITY
CATEGORY
2.0 (fwd) 6.6g (down) Doubler 4 Plate Nur FIGURE 2.3.--Typical shockmounted base.
Machine screws and self-locking nuts. (2) Metal Flooring. Secure the shockmounted base assembly directly to the floor using machine screws, washers, and self-locking nuts. Floor area under and around the radio mounting bases may require installation of doublers or other reinforcement to prevent flexing and cracking.
Installation of plate nuts on the floor or doubler Rivets or Machine screws will facilitate removal and installation of the and self-locking nuts. shockmounts. Install a ground strap between FIGURE 2.2.-Typical panel mount. the shockmount foot and the radio rack.
Chap 2
Rev. 1977 Moral Flooring FIGURE 2.4.-Typical shockmounted base.
b. Rigid-Mounted Unit Base. Secure radio mounting base plate (s) to floor (wood, composite, or metal) using machine screws as shown in figure 2.5. Use a reinforcing plate or large area washers or equivalent under wood or composite flooring. When mounting base is secured to wood or composite material, install a ground strap between the base and aircraft metal structure.
FLOOR
MACHINE SCREWS
MACHINE SCREWS AND
SELF-LOCKING NUTS FIGURE 2.5.-Typical rigid baseplate mount.
25. FABRICATION OF SUPPORTING BRACKETS
FOR ATTACHMENT TO STRUCTURE OTHER THAN FLOORING.
a. Typical supporting brackets usually consist of a shelf or platform upon which the radio unit mounting base assembly can be installed in the same manner as described in applicable paragraph 24.
b. Fabricate bracket in accordance with good aircraft design, layout, assembly practices, and workmanship to obtain results compatible with the airframe structure. Generally the thickness of bracket material will depend on the size or area of the platform and load it must sustain in accordance with provisions set forth in chapter 1 of this handbook.
Chap 2 AC 43.13-2A
c. Use a rivet size and pattern compatible with the aircraft structure to provide the strength needed to assure support of the loads imposed under all flight and landing conditions.
I" clearance with seat occupied and subjected to maximum seat spring deflection (ú,6 x 170 pounde) downward (load).
• Floor Unit a Plywood floor AN 970 flat washer a t Machine scrow and To increase the strangth at floor attachment points, metal reinforcement may be installed as needed.
FIGURE 2.6.-Typical underseat installation.
26. SUPPORTING STRUCTURE REINFORCEMENT.
a. Attach equipment supporting structure to the aircraft so that its supported load will be transmitted to aircraft structural members.
If direct attachment to existing structure (bulkheads, horizontal stringers, etc.) is not feasible, add the necessary stringers, doublers, bulkhead flange reinforcements, etc., to provide adequate support and assure load transfer to primary structure.
o. Placard. Fasten on the shelf or bracket a permanent placard (as the example below) stating the design load which the installed structure has been determined to be capable of supporting.
Shelf load not to exceed Ibs.
AC 43.13-2A Rev. 1977
FUSELAGE TO SUIT 2T
• 7 T (min) EQUIP. (min)
• 0 S31V7d InN-
BULB ANGLE- FIGURE 2.7.-Typical remote unit mounting base-vertical or horizontal.
Chap 2
Rev. 1977
BULKHEAD Use standard aircraft practices and procedures for fabrication and attachment of shelf. Reinforce fore and aft corners with gussets or bulb angle.
FIGURE 2.8.-Typical shelf installation.
Fabricate platform using 2017T4(17ST) or equivalent. Apply standard aircraft practices for fabrication and installation.
The equipment manufacturer mounting bases that meet load requirements and can be utilized are acceptable.
27. ELECTRICAL SYSTEMS. The following data in addition to that shown in chapter 11 in AC 43.13-1A is applicable to radio installations.
a. Installation of Wiring.
(1) Use a type and design satisfactory for the purpose intended.
(2) Install in a manner to be suitably protected from fuel, oil, water, other detrimental substances and abrasion damages.
b. Power Sources.
(1) Connect radio electrical systems to the aircraft electrical system at a terminal strip, or use a plug and receptacle connection.
(2) Radio electrical systems must function properly whether connected in combination or independently.
Chap 2 AC 43.13-2A
c. Protective Devices.
(1) Incorporate a "trip free" resettable type circuit breaker or a fuse in the power supply from the bus. Mount in a manner accessible to a crewmember during flight for circuit breaker resetting or fuse replacement.
(2) Select circuit breakers or fuses that will provide adequate protection against overloading of the radio system circuits.
(3) Connect all leads in such a manner that the master switch of the aircraft will interrupt the circuit when the master switch is opened.
(4) Radio system controls are to provide independent operation of each system installed and are to be clearly placarded to identify their function relative to the unit of equipment they operate.
d. Available Power Supply. To preclude overloading the electric power system of the aircraft when additional equipment is added, make an L
1. BULB ANGLE
2. STIFFENING FLANGE OR ANGLE
AT ENDS OF PLATFORM
3. REINFORCEMENT ANGLE FOR BULKHEAD FIGURE 2.9.-Typical rail platform installationaluminum alloy structure.
AC 43.13-2A Rev. 1977 NOTE: AVOID PLACING ADDITIONAL
CLAMPS IN CENTER THIRD
OF TUBE MEMBERS
LOCATE CLAMPS CLOSE TO
WELD CLUSTERS
AN - BOLT
- PLYWOOD AN970- WASHERS AN742-CLAMP -AN 365-NUT
CLAMP DETAIL FrauRE 2.10.-Typical attachment of support structure to tubular frame.
electrical load analysis to determine whether the available power is adequate. Radio equipment must operate satisfactorily throughout the voltage range of the aircraft electrical system under taxi, takeoff, slow cruise, normal cruise, and landing operating conditions. If night and instrument flight is contemplated, compute the electrical load analysis for the above flight regimes under the most adverse operating conditions.
e. Wire Bundle Separation from Flammable Fluid Lines.
(1) Physically separate radio electric wire bundles from lines or equipment containing oil, fuel, hydraulic fluid, alcohol, or oxygen.
(2) Mount radio electrical wire bundles above flammable fluid lines and securely clamp to structure. (In no case must radio electrical wire bundles be clamped to lines containing flammable fluids.)
f. Cable Attachment to Shockmounted Units.
(1) Route and support electrical wire bundles and mechanical cables in a manner that will allow normal motion of equipment without strain or damage to the wire bundles or mechanical cables.
g. Radio Bonding. It is advisable to bond radio equipment to the aircraft in order to provide a low impedance ground and to minimize radio interference from static electrical charges.
When bonding is used, observe the following:
(1) Keep bonding jumpers as short as
(2) Prepare bonded surfaces for best contact (resistance of connections should not exceed .003 ohm).
(3) Avoid use of solder to attach bonding jumpers. Clamps and screws are preferred.
(4) For bonding aluminum alloy, use aluminum alloy or tinned or cadmium-plated copper jumpers. Use brass or bronze jumpers on steel
(5) When contact between dissimilar metals cannot be avoided, put a protective coating over the finished connection to minimize corrosion.
10 Chap 2
Rev. 1977 2017 T4 Bulb Angle or equivalent tubing.
Mounting Base - 2017 T4 or equivalent Plate Nut Airframe Tubing Secure mounting base to airframe tubing with loop-type clamp (AN 742 or equivalent), machine screws, and self-locking nuts.
FIGURE 2.11.-Typical mounting plates for remote location of radio units.
h. Radio Interference. Radio interference generated by aircraft components can be eliminated or reduced by exercising proper precautions.
The following paragraphs contain two major sources of interference which affect audio recep-
(1) Ignition system interference can be minimized with shielding. To be effective, all parts of the ignition system should be shielded in metal in order to eliminate noise resulting from RF radiation.
(a) A metallic braid covering and special end connectors are effective between the magneto and shielded type spark plugs.
(b) Shield the primary lead to the magneto.
(c) Provide a shielded metal cover for the magneto if it is not of a shielded type.
(d) Provide a tight metal-to-metal contact of all connections in the shielding system.
(e) If it is not feasible to shield the engine ignition system, the engine ignition noise may be suppressed by replacing the spark plugs with resistor spark plugs of a type approved for Chap 2 AC 43.13-2A
(f) If it is found that despite shielding of the ignition wiring and plugs an intolerable noise level is present in the radio system, it may be necessary to provide a filter between the magneto and magneto switch to reduce the noise.
This may consist of a single bypass capacitor or a combination of capacitors and choke coils.
When this is done, the shielding between the filter and magneto switch can usually be eliminated and the special shielded magneto switch need not be used.
(g) Supporting brackets and wiring details for magneto filters should be in conformance with standard aircraft electrical practice.
The reliability of the magneto filter installations should be at least equivalent to that of the remainder of the magneto ground lead installation.
(2) Inverter interference is noticeable by a constant noise or hash induced and amplified by the audio circuits of the communication or navigation systems. This noise level can reach such a magnitude that all intelligence of audio reception is lost. Inverter interference can be effectively minimized or eliminated by observing the following precautions during installation:
(a) Locate the inverters in an area separated from other electronic equipment.
(b) Assure that the inverter input and output wires are separated.
(c) Shield the inverter output wires and ground the shields at the inverter end only.
(d) Make sure the inverter case is adequately bonded to the airframe.
i. Mutual Radio Frequency Interference in DME/ ATC Radar Beacon Systems. Distance measuring equipment (DME) and ATC radar beacon (transponder) systems operate within the same frequency range. Therefore, simultaneous operation of two or more of these systems may result in mutual RF interference. Certain makes of DME and transponder equipment have intersystem suppressor circuitry designed to eliminate mutual interference. When such connections are provided, follow the manufacturer's recommendations for use and wire bundle installation.
AC 43.13-2A
28. EMERGENCY LOCATOR TRANSMITTER (ELT) INSTALLATIONS. The ELT unit should be attached to the airframe or other solid structures.
Airframe preparation for either vertical or shelftype mountings is displayed in figures 2.7 and
2.8. The equipment manufacturer mounting bases that meet load requirements and can be utilized are acceptable.
12 Rev. 1977 The installation of the ELT antenna should be located as far as practicable from other installed antennas. Methods for securing whiptype antennas to the structure are shown in figures 3.1 and 3.3. Follow the manufacturer's installation procedures when available.
29.-35. [RESERVED] Chap 2
Rev. 1977 AC 43.13-2A Chapter 3. ANTENNA INSTALLATIONS
36. PERFORMANCE. For proper performance, it is important that the radio equipment manufacturer's instructions be carefully followed in matching and coupling the antenna to the radio equipment.
a. The location of the antenna is of primary importance. When selecting a mounting position, consideration should be given but not limited to the following:
(1) Obstruction to signal reception by aircraft or aircraft components.
(2) Ignition noise (RF radiation pickup).
(3) Vibration.
(4) Flutter.
(5) Instrument static source interference.
b. Attach antenna mounting (masts, base receptacles, and/or supporting brackets) so that the loads imposed (e.g., air, ice, etc.) are transmitted to the aircraft structure.
37. VHF ANTENNA-WHIP.
a. Locate this type antenna so that there is a minimum of structure between it and the ground radio stations. The antenna may be mounted on the top or bottom of the fuselage. It is not advisable to mount the antenna on the cowl forward of the windshield because a lightning strike might possibly blind the pilot.
b. Methods of securing whip antennas to the structure are shown in figures 3.1 and 3.3.
ANTENNA ROD HEX. NUT -FLAT WASHER (BRASS)
MACHINE -GASKET SCREW
CERAMIC BUSHING (FEMALE)
- GASKET
SKIN OF AIRPLANE SKIN OF AIRPLANE
• GASKET
- CERAMIC BUSHING (MALE) HEX. NUT CABLE CLAMP (PART OF ANTENNA CABLE) • GASKET
•FLAT WASHER
LOCK WASHER
• LOCK WASHER ANTENNA CABLE HEX. NUT
ANTENNA CABLE LUG
FLAT WASHER SOLDER LUG •LOCK WASHER (PART OF ANTENNA CABLE) HEX. NUT FIGURE 3.1.-Typical whip antenna installation.
Chap 3 13
AC 43.13-2A Rev. 1977
c. On fabric-covered aircraft or aircraft with other types of nonmetallic skin, the manufacturer's recommendations should be followed in order to provide the necessary ground plane.
An acceptable method of accomplishing this is by providing a number of metal foil strips in a radial position from the antenna base and secured under the fabric or wood skin of the aircraft.
(See fig. 3.2.)
WHIP
ANTENNA
(2) The approximate drag load an antenna is required to withstand can be determined by the following formula:
D=.000327 AV2 (The formula includes a 90 percent reduction factor for streamline shape of antenna.)
Where D is the drag load on the antenna in Ibs., A is the frontal area of the antenna in sq. It., and V is the Ve of the aircraft in m.p.h.
The frontal area of typical antennas are approximately as follows:
Antenna Area (Fig. 3.4) (sq. ft.)
a .073 b .135 C - = J .135 d .025 .045 Example: Antenna "b" at 250 m.p.h.
D=.000327X.135X (250) 2 =.000327 X.135 × 62,500 =2.75 1bs.
METAL FOIL UNDER
FABRIC OR WOOD SKIN NOTE: THE LENGTH OF EACH FOIL ANTENNAS SUPPLIED BENT 45° ARE TO MOUNT
WITH END POINTING TO RADIAL SHOULD BE AT LEAST EQUAL REAR OF AIRCRAFT.
TO THE ANTENNA LENGTH.
FIGURE 3.2.-Antenna ground plane for nonmetallic aircraft.
38. VHF ANTENNA-RIGID.
a. When it is necessary to cover a broader frequency range than can be covered by a whip an- ANTENNA ASS'Y, FLAT WASHER is resonant over a much broader frequency range. tenna, a blade type should be used because it NEOPRENE WASHER ANTENNA MOUNTING However, a broadband antenna is not as efficient BOLT as a small diameter whip antenna and, accord- TRUSS HEAD ingly, should not be used with relatively low output transmitters (under 5 watts). LUTE SKINN
(1) The antennas shown in figure 3.4 are REINFORCING PLATE normally installed at a point on the fuselage - COVER STOP NUT directly above the cabin or baggage compartment. GROUND SHIELDING UNDER MOUNTING BCLT. • LOCK WASHER.
When a rigid antenna is installed on the - BOLT vertical stabilizer, evaluate the flutter and vibration characteristics of the installation. FIGURE 3.3.-Typical shockmounted antenna installation.
14 Chap 3
e FIGURE 3.4.-Typical rigid antennas.
b. Installation of Rigid Antennas.
(1) Place a template similar to figure 3.5 on the fore-and-aft centerline at the desired location.
Drill the mounting holes and the correct diameter hole for the transmission line cable in the fuselage skin.
(2) Install a reinforcing doubler of sufficient thickness to reinforce the aircraft skin. The length and width of the plate should approximate that illustrated in figures 3.6 or 3.8.
(3) Install antenna on fuselage, making sure that the mounting bolts are tightened firmly against the reinforcing doubler, and that the mast is drawn tight against the gasket.
When a gasket is not used, seal the crack between the mast and fuselage with a sealer, such as zinc chromate paste or equivalent.
SUFFICIENT SIZE TO
ACCOMODATE TRANSMISSION
LINE CABLE C/1 NO. 18 DRILL FIGURE 3.5.-Typical antenna mounting template.
Chap 3 251-957 0 - 77 - 2 AC 43.13-2A
(4) Route transmission line cable to the receiver, secure the cable firmly along its entire length at intervals of approximately 2 feet, and take care to prevent fouling of control cables.
39. VHF NAVIGATION RECEIVING ANTENNAS.
Locate antennas for omnirange (VOR), and instrument landing system (ILS) localizer receivers at a position on the aircraft where they will have the greatest sensitivity for the desired signals and minimum response to undesired signals such as electrical energy radiated by the engine ignition system. A good location for the VOR localizer receiving antenna on many small
ANTENNA
FUSELAGE SKIN
EXISTING STRINGERS
VIEW A-A
REINFORCING DOUBLER APPROXIMATELY ONE ALCLAD 2024-T3
INCH SPACING OF 1/8" MIN. DIA. RIVET 1 1/2" EDGE DISTANCE MIN.
FIGURE 3.6.-Typical antenna installation on a skin panel.