332C-10 622-0555-003

Rockwell Collins - RMI
Part Number :


332C-10
FEATURES
  • Radio Magnetic Indicator providing aircraft heading information on a calibrated, servo-driven compass card read against a fixed lubber line
  • Typically used with VIR-30A Navigation Receivers and ADF-60A ADF receivers
  • Heading (HDG) flag monitors servo error, compass valid, and instrument power
  • Bearing to ADF or VOR stations provided through two pointers read against the compass card
  • Pointers can be switched independently to a seperate ADF or VOR receiver by an annunciated pushbutton switch
  • Contains solid-state circuits that convert sine/cosone VOR bearing information as received by VIR-30A Navigation Receiver to relative bearing in 3-wire synchro form
  • Models available with standard or low profile gray or black bezel style (see table below)
  • Models available with 5 or 28 Volt, Blue-white or white lighting (see table below)
SPECIFICATIONS
FAA TSO: C6c Environmental: RTCA DO-138
Dimensions: 3.21"H x 3.38"W x 8.0"L Altitude: 15000 ft max
Pointer 1 Color: Day-Glo yellow Pointer 2 Color: Day-Glo green
HDG flag Color: Rocket red Lubber line Color: arc yellow
Numerals Color: White Background Color: Black
Temperature: -15 to 55C (operation)    
Part Number Radio Magnetic Indicator Description:
622-0555-001 28 volt Blue-white lighting, Gray standard bezel
622-0555-002 5 volt Blue-white lighting, Gray standard bezel
622-0555-003 28 volt Blue-white lighting, Black low profile bezel
622-0555-004 5 volt Blue-white lighting, Black low profile bezel
622-0555-005 28 volt Blue-white lighting, Gray low profile bezel
622-0555-006 5 volt Blue-white lighting, Gray low profile bezel
622-0555-007 5 volt Unfiltered white lighting, Black low profile bezel
622-0555-008 5 volt Blue-white lighting, Gray special low profile bezel
622-0555-010 28 volt Blue-white lighting, Gray low profile bezel (DF mode ref), military
622-0555-011 5 volt Blue-white lighting, Gray special low profile bezel


PLEASE NOTE: THE ABOVE LISTED PART NUMBERS REFLECT THE DIFFERENT UNITS ORIGINALLY AVAILABLE BY THE MANUFACTURER AND DO NOT NECESSARILY INDICATE OR REFLECT THE CURRENT AVAILBILITY OF THESE DIFFERENT UNITS BY SOUTHEAST AEROSPACE OR THE AFTERMARKET

 

622-0555-003
- RMI

NSN: 5820-01-111-5097

Price Condition Delivery
$950.00 SV OUTRIGHT IN STOCK

SEA Repair Capabilities: Yes

622-0555-004
- RMI
Price Condition Delivery
CALL OR RFQ CALL OR RFQ CALL OR RFQ

SEA Repair Capabilities: Yes

622-0555-005
- RMI
Price Condition Delivery
CALL OR RFQ OH OUTRIGHT CALL OR RFQ
CALL OR RFQ OH EXCHANGE CALL OR RFQ

SEA Repair Capabilities: Yes

622-0555-006
- RMI
Price Condition Delivery
CALL OR RFQ OH OUTRIGHT CALL OR RFQ
CALL OR RFQ OH EXCHANGE CALL OR RFQ

SEA Repair Capabilities: Yes

622-0555-007
- RMI
Price Condition Delivery
CALL OR RFQ CALL OR RFQ CALL OR RFQ

SEA Repair Capabilities: Yes

622-0555-008
- RMI
Price Condition Delivery
$995.00 OH OUTRIGHT IN STOCK
$795.00 OH EXCHANGE IN STOCK

SEA Repair Capabilities: Yes

Click on a question below to see the answer. If you have a question about this model that is not answered below, please contact questions@seaerospace.com

The use of a Radio Magnetic Indicator in an aircraft offers several benefits that improve navigation situational awareness and pilot workload.

A very basic ADF indicator without a moveable compass card simply points to a selected beacon. The pilot must calculate the bearing needed based on the aircraft's current heading. Most if not all ADF indicators without a knob to turn the compass ca rd are very old and obsolete.

Most ADF indicators include a knob to turn the present heading so that the bearing to the beacon can be read against the compass card.
 

 


The RMI provides all of the ADF indicator functions with automatic rotation of the compass card via the aircraft's compass system. Therefore, whenever the aircraft turns then the compass card will turn.

An RMI always automatically points to the bearing to a beacon. This is a more logical form of indication even over VOR type of navigation since there is no OBS, To-From, radials, etc.

 

 

 

 


More advanced RMI indicators offer even more flexibility and features by offering dual needle for ADF and VOR bearing and multiple ADF/VOR navigation.

 

 

 

 

 

 

 

The Collins 332C-10 can directly replace the King KNI-581 if a 26 VAC source is available in the aircraft. Both RMIs utilize the same connector 41 pin connector. However, pins D and P between the 2 RMIs differ. D & P are used as spares on the KNI-581. D & P are used for the 26 VAC input on the 332C-10. In addition, pin J is used as a spare on the KNI-581 while it is used for 5-volt lighting on the 332C-10. Please refer to the individual installation manuals for complete details.

Most aircraft that utilize an RMI should have a 26 VAC source. In the case that a specific 28 Volt aircraft does not have an AC source, relatively inexpensive DC inverters are available to provide AC.
Southeast Aerospace exchanges are based on the return of an undamaged, economically repairable core unit with identical part number as the unit shipped to the customer. An "economically repairable" core is defined as one where the cost to repair/overhaul (or Repair Cap) does not exceed 80% of the original SV/OH exchange price billed. Should the Repair Cap exceed 80%, the customer will be billed the additional amount. In the event this amount exceeds the Outright Price for the unit, the customer would only be billed the difference between the Outright Price and SV/OH Exchange Price with the core returned as-is to the customer.

Here is an example of such a transaction:

$1000 Exchange Price charged to customer
$1000 x .8 = $800 Maximum Allowable core repair charge or Repair Cap

$2000 Cost to repair core unit
- $800 Less Core repair cap
---------
$1200 Additional billing amount.

2200.00 Total Cost of transaction

Please Note:
SEA offers exchange on new items as well. However, repair cap as indicated above is still based on SV/OH exchange price.

Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 80% of the original exchange price. That is, it cannot cost SEA more than 80% of the original OH/SV exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.

For more information, please refer to these other Exchange FAQs