FAT_Testing_Attachment.pdf

First Article Testing (FAT) 6620-01-619-7737

Multi-Type 2 Indicator

PR2060-17-01418

POC David L BETHEL, DAVID L NH-03 USAF AFMC 409 SCMS/GUEA, DSN 468-6297, Email david.bethel.2@us.af.mil

First Article Test (FAT) FAT is required to be performed on initial production samples (first articles) to validate that the production manufacturing data (product baseline), production processes, production facilities, and production equipment are capable of producing a production sample that meets all functional performance requirements. Specific FAT requirements are identified in the requirements verification matrix.

Two production representative MT2I will be used for FAT testing to certify performance, acceptance testing will be performed followed by on aircraft functional testing.

Acceptance testing will follow the requirements called out in the specification drawing 20129497 as follows:

3.3.4.1 Lighting Modes

The indicator shall implement three lighting modes based on the LIGHTING MODE input pins as specified in Table 1.

Table 1. Lighting Mode Select Lighting Mode

Lighting Mode Input Pins

Lighting Level LIGHTING

MODE 1

LIGHTING

MODE 2

Thunderstorm 28 VDC Open or 28

VDC

Full bright, >7.5 fL

Daytime Bright Open 28 VDC Full bright or dimmable (see below)

NVIS Open Open Dimmable, 0 – 1 fL

In daytime bright mode, the lighting level shall be full bright when the active dimmable lighting input (5VDC LIGHTING or 28VDC LIGHTING) is below 20 ±8 percent of maximum. When the lighting input is above 20 ±8 percent of maximum in daytime bright mode, the lighting level shall be the same as in NVIS mode.

3.3.4.2 Contrast

Indicator display contrast is defined as follows:

𝐶𝐶𝐿𝐿 =

𝐿𝐿2 − 𝐿𝐿1

𝐿𝐿1

𝐶𝐶𝐼𝐼 =

𝐿𝐿2 − 𝐿𝐿3

𝐿𝐿3

𝐶𝐶𝑈𝑈𝐿𝐿 =

𝐿𝐿3 − 𝐿𝐿1

𝐿𝐿1

where CL = Contrast of an activated display element to the background CI = Contrast of an activated display element to its inactive state CUL= Contrast of an inactive display element to the background L1 = Average background luminance outside display image elements.

L2 = Average luminance of activated display image elements.

L3 = Average luminance of deactivated display image elements.

The indicator shall meet the contrast requirements of Table 2.

Table 2. Contrast Requirements NVIS Lighting Contrast Comparison Contrast

1 fL CL and CI ≥ 5 1 fL CUL ≤ 0.2

3.3.4.3 Luminance

The average luminance of the active elements with the NVIS lighting system set at maximum brightness shall be between 0.8 and 1.5 fL. The average luminance of the active elements in the non-NVIS lighting modes shall be >7.5 fL and no active element shall measure less than 4 fL.

3.3.4.3.1 Luminance Uniformity

In daytime bright and thunderstorm lighting modes, the luminance uniformity shall be within ±50%, element-to-element. In NVIS mode, the luminance uniformity shall be within ±33%.

3.3.4.3.2 Dimming

In NVIS mode, either dimmable lighting input shall be used to set the luminance level from zero to maximum NVIS luminance. The dimming curve shall approximate a voltage-dimmed incandescent lightbulb and shall not contain any visual discontinuities in brightness between adjacent levels.

3.3.4.4 NVIS Compatibility

In NVIS mode, the indicator shall be compatible with Type II, Class B NVIS as specified in MIL- STD-3009. The indicator shall be free of light leaks that cause blooming of GEN III NVIS goggles.

3.3.4.5 Chromaticity Coordinates

The primary color coordinates shall lay within the circles bounded by a radius of 0.03 with the center CIE 1976 UCS coordinates specified in Table 3.

Table 3. Chromaticity Coordinates Lighting Element U' V' Legend Text 0.039 0.576 Digital Indicators 0.049 0.579

Pointer Indicators 0.041 0.578

3.3.4.6 Viewing Angle

All indicator information shall be readable without error under full range of ambient lighting conditions at on-axis viewing distances from 13 to 28 inches and horizontal viewing angles between 0 and 60 degrees.

4.3.4 Functional Tests

The standard test conditions listed in Table 21 shall be used to establish normal functional performance characteristics. The indicator shall be mounted in the normal operating position. The indicator shall be operated long enough to permit its temperature to stabilize and to check equipment characteristics and record data to assure operation as specified herein.

Table 21. Standard Test Conditions

4.3.4.1 Functional Integrity Test (FIT)

The FIT verifies basic operation and functionality of the indicator. The FIT includes the following steps:

• Setup indicator for FIT (Oil Qty/Temp/Flap mode, thunderstorm lighting mode, sensor inputs at index values).

• Power up unit (if not already powered).

• Verify indicator is in bright mode.

• Verify indicator displays correct values.

• Activate REMOTE TEST function.

• Observe correct operation of the display test sequence.

• Verify indicator returns to correct display of inputs after display test.

4.3.4.2 Input Pin Power Test

With the unit operating, apply 28 VDC to the LIGHTING MODE 1 and LIGHTING MODE 2 inputs and verify the input current is within the specified limit.

4.3.4.3 AC Voltage Variation Test

With the unit operating at 115 VAC at 400 Hz, apply a 2.5V peak-to-peak ripple to the AC power input and conduct the FIT.

4.3.4.4 Maximum Power Test

With the unit operating at 115 VAC at 400 Hz, conduct the FIT while measuring the AC power consumption. Record the maximum power consumed during the FIT.

4.3.4.5 AC Voltage and Frequency Limits Test

Operate the unit at each of the four limit cases in Table 22 and conduct the FIT for each case.

Table 22. AC Power Voltage-Frequency Limit Conditions

4.3.4.6 AC Voltage/Frequency Ramp Test

• Apply the ramp indicated by the upper limit of Region B in Figure 7, from zero to 360 Hz with a ramp rate of 17.7 Volts/second (51.4 Hz/second).

• Conduct the FIT at 124 VAC at 360 Hz and verify the unit is undamaged.

4.3.4.7 Power Interruption Test

• Operate the unit at 115VAC/400Hz nominal power.

• Apply a 50ms AC power dropout to the unit and verify the unit continues to operate through the dropout.

• Apply a 1 second AC power dropout to the unit and verify the unit resumes operation within five seconds of power restoration.

4.3.4.8 Hot Swap Test

• Apply power to the unit and conduct the FIT.

• While power is applied, remove the input cable.

• While power is still applied, replace the input cable.

• Conduct the FIT.

4.3.4.9 Dielectric Strength Test

• Apply 200 VAC at 60 Hz between both AC input pins and the case for five seconds.

• Apply normal 115 VAC 400 Hz power to the unit and conduct the FIT.

4.3.4.10 Accuracy Test

• Test the low-scale position (see Table 23) of Engine Oil Pressure as follows:

o Apply an input 10% below the test point value specified in Table 23.

o Slowly increase the input until the test point value is indicated on the display.

o Record the sensor input voltages and calculate the input PSI.

o Compare to the specified accuracy in Table 10.

• Repeat the engine oil pressure accuracy test using the same methodology for the medium and high scale positions.

• Conduct similar accuracy tests for the other four indicator inputs in Table 23.

Table 23. Accuracy Test Points

4.3.4.11 Contrast Test

• Power up the unit in accordance with the FIT and set the luminance mode to NVIS.

• Adjust the dimming to 1fL luminance.

• Measure L1, L2, and L3 per 3.3.4.2 using the average of at least five points.

• Calculate CL, CI, and CUL per 3.3.4.2

• Verify the calculated contrasts meet the requirements of Table 12.

4.3.4.12 Luminance Average and Uniformity Test

• Power up the unit in accordance with the FIT and set the luminance mode to NVIS.

• Adjust the dimming to maximum.

• Measure at least five illuminated indicator points.

• Set the luminance mode to thunderstorm.

• Measure at least five illuminated indicator points.

• Calculate the average NVIS and bright luminance.

• Verify the averages meet the requirements of 3.3.4.3.

• Use the averages to calculate the maximum and minimum luminance deviation.

• Verify the luminance deviations meet the requirements of 3.3.4.3.1

4.3.4.13 NVIS Compatibility Test

• Test per 5.7.12 of MIL-STD-3009.

• Examine entire UUT for any light leakage using GEN III NVIS goggles.

• UUT shall be free of pinpoint light leaks or bright spots – no blooming shall occur in the goggles.

4.3.4.14 Color Test

• Power up the unit in accordance with the FIT.

• Measure the color coordinates of the legend text, digital displays, and pointer elements.

• Verify the colors meet the requirements in Table 13.

4.3.5.1 Configuration and BIT Test

• Set the indicator mode to the EGP configuration.

• Activate the Lighting Mode 1 input.

• Set the engine oil pressure to 55 psi and the gearbox oil pressure to 200 psi.

• Apply power to the UUT.

• Verify the indicator display is at the midline conditions (pointer 5) of Table 9.

• Toggle the test input to initiate BIT.

• Verify the BIT sequence is per 3.3.12.4.

• Verify the indicator returns to the midline conditions.

• Remove power from the UUT.

• Set the indicator mode to the QTF configuration.

• Set oil quantity to 6.0 gal., the oil temperature to 73°C, and the flap position to

50%.

• Apply power to the UUT.

• Toggle the test input to initiate BIT.

• Verify the BIT sequence is per 3.3.12.4.

• Verify the indicator returns to the midline conditions.

4.3.5.2 Pressure Indications Test

• Activate the Lighting Mode 1 input.

• Set the Low Pressure input to Flight pressure.

• Set the gearbox oil pressure input to 200 psi and the engine oil pressure to 55 psi.

• Apply power to the UUT.

• For each Engine Oil Pressure Input in the following table, verify the correct pointer indication, digital indication, strobing, and Master Caution status.

Table 24. Engine Oil Pressure Test

Note 1. Active pointer element, from 1 at the bottom to 9 at the top.

Note 2. Pointer is blanked, no elements illuminated.

Note 3. After 3 second delay.

Note 4. Digital display is 3 dashes.

• Set the engine oil pressure input to 55 psi.

• For each Gearbox Oil Pressure Input in the following table, verify the correct pointer indication, digital indication, strobing, and Master Caution status.

Table 25. Gearbox Oil Pressure Test

Note 1. After 3 second delay.

4.3.5.3 QTF Indications Test

• Set the indicator mode to the QTF configuration.

• Activate the Lighting Mode 1 input.

• Set the oil quantity input to 6.0 gal. and flap position input to 50%.

• Apply power to the UUT.

• For each Oil Temperature Input in the following table, verify the correct pointer indication, digital indication, strobing, and Master Caution status.

Table 26. Oil Temperature Test

• Set oil temperature input to 73°C.

• For each Oil Cooler Flap Position Input in the following table, verify the correct pointer indication, digital indication, strobing, and Master Caution status.

Table 27. Oil Cooler Flap Position Test

• Set the flap postion input to 50%.

• For each Oil Quantity Input in the following table, verify the correct digital indication, strobing, and Master Caution status.

Table 28. Oil Quantity Test

4.3.5.4 AUG Indication Test

• Set the indicator mode to the QTF configuration.

• Apply power to the UUT.

• Activate the AUG input and confirm illumination of the AUG indicator.

• Deactivate the AUG input and confirm non-illumination of the AUG indicator.

4.3.5.5 Low Pressure Indication Test

• Set the Low Pressure input to Ground Idle pressure.

• Set the Engine Pressure input to 55 psi.

• Apply power to the UUT.

• Set the Gearbox Pressure to 25 psi and confirm the Master Caution output is off.

• Set the Gearbox Pressure to 75 psi and confirm the Master Caution output is on.

• Set the Gearbox Pressure to 25 psi and confirm the Master Caution output is off.

• Set the the Low Pressure input to Flight pressure.

• Set the Gearbox Pressure to 125 psi and confirm the Master Caution output is off.

• Set the Gearbox Pressure to 167 psi and confirm the Master Caution output is on.

• Set the Gearbox Pressure to 125 psi and confirm the Master Caution output is off.

4.3.5.6 Lighting Test

• Set the indicator mode to the QTF configuration.

• Set oil quantity to 6.0 gal., the oil temperature to 73°C, and the flap position to

50%.

• Activate the AUG input.

• Apply power to the UUT.

• Deactivate Lighting Mode 1 and 2 inputs.

• Adjust the dimming input through the complete range and verify the UUT dims from off to a low level (reduce the ambient lighting for this step).

• Activate Lighting Mode 2.

• Adjust the dimming input through the complete range and verifty the UUT dims from a low to high level, but returns to full brightness at dimming inputs below 20%.

• Activate Lighting Mode 1.

• Adjust the dimming input throught the complete range. The UUT should remain at full brightness throught the entire dimming range.

4.3.5.7 Bonding Test

• Measure the resistance from connector pin J to the case backplate.

• The resistance must be less than 0.03 ohms.

Aircraft functional testing will be conducted to demonstrate that the replacement MT2I (FAT units furnished by contractor representing production asset) functions like the legacy MT2I as defined in T.O. 1C-130H-2-77JG-00-1, T.O. 1C-130H-2-71JG-00-1, and T.O. 1C-130(K)H-1.The testing will be performed on aircraft and ground tested only, which will utilize both first article units produced by the vendor in separate modes ( dual-mode oil system indicator in either the engine/gearbox oil pressure (EGP) mode or oil quantity, oil temperature, oil cooler flap position, and oil cooler augmentation status (QTF) mode).

This test effort requires one C-130H3 configured with the legacy MT2I indicators IAW AFMCI 21-126. The testing will consist of Built In Test (BIT), Illumination Control, Lighting Visibility (including night time normal & NVIS) for all three modes, Functional and MACAWs operation. The term replacement indicator will refer to the first article MT2I that is being tested for certification.

Built In Test (BIT):

With the power cart connected (A/M32A-86D or B809A, or equivalent, and the engines off) perform BIT IAW T.O 1C-130H-2-77JG-00-1 on the legacy indicators in the #4 and #1 engines for the EGP and QTF positions (center panel and overhead) and verify they pass. Then replace both positions (hot swap) with the replacement indicators, verify they pass.

The testing is rated satisfactory if the replacement MT2I properly demonstrated BIT indications.

Illumination Control:

With the power cart connected (A/M32A-86D or B809A, or equivalent, and the engines off) this test will verify the aircraft interior lighting control of the replacement MT2Is in the EGP and QTF positions on #1 and #4 engines.

Uses the applicable interior lighting controls to adjust the illumination of the replacement MT2Is, cycle through the entire range from dim to full brightness. Any subjective evaluation of the quality of MT2I illumination will be reflected in the Lighting Visibility test objective.

Evaluation Criteria:

The test is rated satisfactory if:

1. The replacement MT2I illumination is properly controlled by the “ENGINE INST” and “OVHD PNL LTS” rheostats with “Normal” and “NVIS” interior lighting control activated.

AND

2. The replacement MT2I is properly controlled and illuminated with thunderstorm (“TSTM”) interior lighting control activated.

Lighting Visibility:

With the power cart connected (A/M32A-86D or B809A, or equivalent, and the engines off) this test will verify the aircraft interior lighting visibility of the replacement MT2Is in the EGP and QTF positions on #1 and #4 engines.

Testing will be completed during the day (normal & thunderstorm) and at night (normal, NVIS and thunderstorm) to assess readability. Using the applicable interior lighting controls to illuminate of the replacement MT2Is, test team members subjectively compare the daylight/nighttime readability of the replacement MT2Is against the legacy MT2Is in both EGP and QTF positions. Three (3) viewpoints (straight on, left angle, and right angle) by each test team member for their single assessment will be used to compare the legacy against the replacement indicators.

Evaluation Criteria:

Each test team member rates the readability of the replacement MT2I when compared to the legacy MT2I on a 1-5 scale as shown below.

Scale Description 1 Much worse than legacy MT2I 2 Slightly worse than legacy MT2I 3 Equal to legacy MT2I 4 Slightly better than legacy MT2I 5 Much better than legacy MT2I

The average for the test team, provides a level of readability as shown below. An average of greater than 2.5 on the readability scale constitutes satisfactory performance.

Scale Description 1 to 1.5 Poor

Greater than 1.5 to

Fair Greater than 2.5 to 3 5

Good Greater than 3.5 to 4 5

Very Good Greater than 4.5 Excellent

Complete testing for all 5 conditions, 2 for daytime readability (normal & thunderstorm) and 3 for nighttime readability (normal, NVIS and thunderstorm).

Functional:

Test team baselines the aircraft engine and legacy MT2I performance first by initiating an engine run IAW T.O. 1C-130H-2-71JG-00-1 (ground tested only). Then set the aircraft engines to a low-power steady-state condition (i.e. ground idle), places oil cooler flaps to “OPEN’ and “FIXED”, turns the oil cooler augmentation “ON”, and records each respective mode (EGP and QTF) indication for two (2) symmetric engines (engines #1 and #4). Then the legacy MT2Is are removed and replaced (a.k.a. “hot swapped”) with the replacement MT2Is (only complete this action is the engines are at approximately midrange parameters for all functions, pressure, temperature and oil quantity, so that the hot swap is done under safe conditions). One (1) replacement MT2I is placed in the #1 EGP and another in the #4 QTF position respectively. The test team records the replacement MT2I EGP and QTF mode indications for comparison to the legacy reading. The legacy indicators are then re-installed into the #1 EGP and #4 QTF positions, and again, record the reading for a second time (second time for the legacy in ground idle) for comparison. The test team then sets the aircraft engines to a middle-power steady-state condition (i.e. above flight idle). Again record respective mode indications for the same two (2) symmetric engines (#1 EGP and #4 QTF) and then the legacy MT2Is are removed and replaced (a.k.a. “hot swapped”) with the replacement MT2I’s in the #1 EGP and the #4 QTF positions. The team then records the replacement MT2I’s EGP and QTF mode indications for comparison to the legacy indications. Then hot swap back to the legacy indicator for a third reading, legacy indications are provided both pre and post replacement MT2I installation.

The testing rates this satisfactory if the replacement MT2Is properly demonstrate the display of each required mode parameter as noted in T.O. 1C-130H-2-77JG-00-1, T.O.

1C-130H-2-71JG-00-1, and T.O. 1C-130(K)H-1.

#1 EGP Readings (Serial # ) Low-Power (Ground Idle)

Engine Pressure (psi) Pointer Gear-box Pressure (psi) Pointer Legacy MT2I (pre) Replacement MT2I Legacy MT2I (post)

#1 EGP Readings (Serial # ) Middle-Power (Above Flight Idle)

Engine Pressure (psi) Pointer Gear-box Pressure (psi) Pointer Legacy MT2I (pre) Replacement MT2I Legacy MT2I (post)

#4 QTF Readings (Serial # ) Low-Power (Ground Idle)

Temp (deg C) Pointer Quantity (gals) Flap (%) Pointer AUG Legacy MT2I

(pre)

Replacement

MT2I

(post)

#4 QTF Readings (Serial # ) Middle-Power (Above Flight Idle)

Temp (deg C) Pointer Quantity (gals) Flap (%) Pointer AUG

(pre)

Replacement

MT2I

(post)

MACAWs:

Following execution of the functional testing, with the engines still running the test team will hot swap (under safe conditions only) the EGP #1 legacy unit with the replacement indicator. With the replacement MT2I installed in the #1 EGP position, shut down the #1 engine only. During engine shut down, the test team will observe the MACAWS panel for proper “OIL P” indications when engine oil pressure and engine gearbox oil pressure drops below 50 psi and 150 psi respectively.

Evaluation Criteria:

The testing rates this result as satisfactory if the replacement MT2I properly outputs low engine oil pressure and engine gearbox oil pressure to the MACAWS for display IAW T.O. 1C-130(K)H-1 or T.O. 1C-130H-2-71JG-00-1.

If the acceptance testing and aircraft functional testing are completed successfully the First Article Testing will be validated and certified.