E. The rotary mike selector switch enables crewmembers to select any one of seven communication facilities. The mike selector switch can direct the crewmember's microphone output and control circuits to the VHF transmitters, HF transmitters, the two interphone systems and, when pulled out of detent position, to the PA system. The mike selector switch also directs VHF and HF receiver audio, and audio from the service, flight or PA system amplifiers to the isolation amplifier input. The audio common lines, which are terminated on electronic rack shelf E2-1, are also completed through the mike selector switch. The mike selector switch also completes power for the appropriate green indicating lights when VHF, HF, flight interphone, or PA is selected. The isolation amplifier output is connected to the volume control. The volume control adjusts the audio signals to the headphones and, on the captain's and first officer's audio selector panels, the associated loudspeaker. A filter circuit ensures that voltage transients do not damage the transistorized amplifier. Audio outputs from the captain's, first officer's and observer's panels are also connected to the voice recorder system (Ref 23-71-0).
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AUDIO SELECTING SYSTEM - TROUBLE SHOOTING
1. General
A. An inoperative audio selector panel can usually be detected if audio or keying circuits are incomplete on more than one select system. Replacement of the panel will usually correct the problem. If difficulty is experienced in monitoring a particular system, isolation of the panel can be accomplished by first comparing reception with another audio selector panel. If audio signals are not available at any of the audio selector panels, then probably the monitored system is inoperative. Refer to Chapter 34 for those systems not covered in Chapter 23.
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AUDIO SELECTING SYSTEM -ADJUSTMENT/TEST
1. Test Audio Selecting System
A. General
(1) The audio selector panels are tested as part of the individual communication and navigation systems tests. Refer to Chapter 34 for those systems not covered in Chapter 23.
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DECOUPLED STATIC DISCHARGERS - DESCRIPTION AND OPERATION
1. General
A. Decoupled static dischargers are installed on the airplane to reduce interference in the radio receivers. This radio interference is caused by corona discharges emitted from the airplane surfaces as a result of precipitation static and engine charging. Precipitation static results from an electric charge accumulated by the airplane striking charged air and moisture particles. Static usually discharges at the wing and tail extremities and is coupled into the radio receiver antennas. The static dischargers are designed to discharge the static at points which are a critical length away from the wing and tail extremities where there is little or no coupling of static into the radio receiver antennas.
B. Each discharger installed along the trailing edges of the wing and tail surfaces consists of a bundle of metal needles at the end of a slender rod (Fig. 1). The rod is coated with a resistive (conducting) material and is attached to a metal base. The base is riveted and bonded to the trailing edge surface. The wingtip dischargers are smaller than the wing and tail dischargers, but have the same general construction and are attached in the same manner.
C. The vertical fin has a tip discharger and three trailing edge dischargers. Each horizontal stabilizer has a tip discharger and two trailing edge dischargers. Each wing has a tip discharger and three trailing edge dischargers (Fig. 1).
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H20712
Decoupled Static Discharger Locations 501
23-61-0 Figure 1 Aug 01/74
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DECOUPLED STATIC DISCHARGER - REMOVAL/INSTALLATION
1. Equipment and Materials
A. Sealant (Fiberglass Laminates) - BMS 5-95, Coast Pro-Seal Teledyne Co., 19451 Susanna, Compton, California 90221
B. Sealant (Aluminum Skin) - BMS 5-95, Products Research Corp., 5426 San Fernando Rd, Glendale, California 91203
C. Cleaning Solvent - B01008 Final cleaning of Metal Prior to Non-structural Bonding (Series 88) (Ref. 20-30-88).
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