B767 ATA 34 Student Book

NAVIGATION
CH 34
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ATA 34 NAVIGATION SYSTEM TABLE OF CONTENTS

NAVIGATION SYSTEM TOC: ............................................................... 2
NAVIGATION INTRODUCTION ............................................................ 5
PITOT STATIC COMPONENT LOCATIONS ........................................ 9
AIR DATA INERTIAL REFERENCE SYSTEMS.................................. 17
ADIRU COMPONENT LOCATION...................................................... 21
ADIRU INITIALIZATION ...................................................................... 23
ADIRU (ADC) TEST ............................................................................ 43
ADIRU (IR) TEST ................................................................................ 49
ADIRS DISPLAY AND SWITCHING ................................................... 51
ALTERNATE VMO/MMO SELECT SWITCH ...................................... 59
REDUCED VERTICAL SEPARATION MINIMUMS.............................. 63
ANTENNA LOCATIONS....................................................................... 65
RADIO ALTIMETER INTRODUCTION................................................. 67
RADIO ALTIMETER SELF TEST ......................................................... 72
ALTITUDE ALERT SYSTEM ................................................................ 75
INSTRUMENT SYSTEM FLIGHT DISPLAY ........................................ 81
EFIS - INTRODUCTION ....................................................................... 85
EFIS EADI AND EHSI DISPLAYS........................................................ 97
VSI OVERVIEW.................................................................................. 101
VOR - INTRODUCTION ..................................................................... 105
VOR SELF-TEST (MEC COMPARTMENT) ....................................... 115
DME - INTRODUCTION ..................................................................... 117
DISTANCE DISPLAY ......................................................................... 123
GPS - INTRODUCTION ..................................................................... 129
GENERAL DESCRIPTION ................................................................. 133
GPS COMPONENTS ......................................................................... 137
OPERATION MODES......................................................................... 141

RADIO DISTANCE MAGNETIC INDICATOR (RDMI) ........................ 147
ILS - INTRODUCTION........................................................................ 151
ILS - DISPLAYS.................................................................................. 163
SELF-TEST SEQUENCE ................................................................... 165
MARKER BEACON - INTRODUCTION.............................................. 167
ATC - INTRODUCTION ...................................................................... 173
TCAS - INTRODUCTION.................................................................... 181
TCAS OPERATIONAL TEST.............................................................. 187
WEATHER RADAR - INTRODUCTION.............................................. 193
WEATHER RADAR DISPLAYS.......................................................... 199
PREDICTIVE WINDSHEAR THEORY ............................................... 201
WEATHER RADAR TEST DISPLAYS................................................ 205
EGPWS - INTRODUCTION................................................................ 209
EGPWS - COMPONENT LOCATIONS .............................................. 217
WINDSHEAR MODE .......................................................................... 227
FMCS - COMMUNICATION, NAVIGATION, SURVEILLANCE.......... 231
FLIGHT MANAGEMENT LOCATIONS............................................... 241
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) .................... 245
FLIGHT MANAGEMENT COMPUTER INPUTS................................. 249
MAINTENANCE INDEX PAGE........................................................... 261
NAV DATA CROSSLOAD PAGE ....................................................... 263
FMCS - SELF-TEST ........................................................................... 273
STUDENT NOTES
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NAVIGATION INTRODUCTION
General
Pitot/Static System - senses dynamic (pitot) and ambient (static) air pressure
and supplies these to the standby altitude and airspeed indicators and to the air
data computers which compute and display air data parameters.
Air Data Computing System - computes airspeed, altitude, mach number and
temperature data and supplies it in digital format to interfacing systems.
Air Data Instrument Systems - displays airplane speed and altitude on both
pneumatic and electronic displays.
Altitude Alert System - provides aural and visual alert indications when the
airplane approaches or departs from a selected altitude.
Inertial Reference System (IRS) - primary reference source for attitude and
navigation displays and autoflight systems. The IRS determines and provides
angular rates and accelerations and computes attitude, true and magnetic
headings, velocity and present position.
Electronic Flight Instrument System (EFIS) - the primary navigation display
system utilizes the electronic attitude display indicator (EADI), the electronic
horizontal situation indicator (EHSI), radio distance magnetic indicator (RDMI),
and the vertical speed indicator (VSI). The EADI and EHSI are CRT displays
driven by one of 3 symbol generators. The EADI provides primary attitude, flight
director and autoflight mode annunciation. The EHSI is the primary navigation
display.
Standby Magnetic Compass - an independent compass providing a backup
indication of the airplane's magnetic heading.
Standby Attitude Reference System - provides a backup indication of pitch, roll,
and ILS displays.
ILS Navigation System - determines lateral (localizer) and vertical (glideslope)
deviations which are displayed by the EADI and EHSI.
Marker Beacon System - provides visual and aural indications when the
airplane flies over various types of marker beacons.
Radio Altimeter System - determines airplane height above the terrain for
display and use by other systems.
Weather Radar System - displays areas of precipitation ahead of the airplane
on the EHSI and a weather radar indicator.
Ground Proximity Warning System (GPWS) - provides aural and visual
warnings on the airplane's approach toward terrain, windshear, or departure
below glideslope path, by monitoring ILS, IRS, radio altitude, and ADC data.
VOR System - determines bearing with respect to ground-based VOR stations.
Air Traffic Control (ATC) System - derives air data for transmission with selected
code and identification to the ground in response to ATC interrogation.
Distance Measuring System (DME) - determines slant range distance from the
airplane to DME ground stations and displays it on the RDMI and EHSI.
Flight Management System (FMS) - provides navigation and performance data
to the autoflight systems and the flight instrument systems. The FMS
continuously calculates and executes optimum airplane performance paths.
NAVIGATION INTRODUCTION
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AIR DATA INSTRUMENTS - INTRODUCTION

General
The pitot-static system senses the dynamic (pitot) and ambient (static)
air pressure external to the airplane. It supplies these two pressures
to various systems for determining airplane altitude and motion through
the air mass.
The system consists of aerodynamic compensated pitot-static probes,
static ports, drain fittings, and pneumatic tubes and hoses.
The pitot and/or static pressures are supplied to the standby altimeter
and standby airspeed indicator. They are also supplied to the
differential pressure transducer, passenger signs pressure sensor, RAT
ARM Q switch, air data and elevator feel computers.
AIRPLANES WITH INTEGRATED STANDBY FLIGHT DISPLAY;
The pitot and/or static pressures are supplied to the Integrated Standby
Flight Display. They are also supplied to the differential pressure
transducer, RAT ARM Q switch, air data and elevator feel computer.
Electrical power is required only for the pitot-static probe anti-icing
heaters.
AIR DATA INSTRUMENTS - INTRODUCTION

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PITOT STATIC COMPONENT LOCATIONS

Pitot-Static Probe
Two pitot-static probes are installed on the left lower nose section at station 200,
and two pitot-static probes are installed on the opposite location.
Each pitot-static probe provides one dynamic and two ambient pressure inputs
to various pitot-static subsystems. Pitot pressure is sensed through a single
pitot opening at the tip of the probe. Static pressure is sensed through two sets
of independent static ports located on the probe. Each pressure source is
connected to its respective system.
Each probe is installed with mounting screws with the probe base having two
index pins to ensure proper probe alignment. A gasket is installed between the
probe base and the airplane structure to form a pressure seal. The probes are
not interchangeable with the probes on the opposite side of the airplane.
Heaters are provided for pitot-static probe anti-icing.
PITOT STATIC COMPONENT LOCATIONS

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PITOT-STATIC DRAIN LOCATIONS

Pitot-Static System Drains
The pitot-static system drains are concentrated in four areas:
Forward equipment center (left and right sides of the nose wheel well)
Main equipment center (on stanchions of the electronic racks, left and right
sides)
Aft cargo compartment (on left side, near the door)
Stabilizer compartment (on the left side, behind pressure bulkhead)
The system drain acts as a sump to remove condensation collected from the
pitot-static lines. The sump has a reinforced transparent section of tubing with
an orange float. This forms a sight gage to indicate the level of liquid
accumulated in the sump.
The lower portion of the drain contains a poppet valve covered by a bayonet
cap. To drain the pitot static line, the cap is removed and the valve depressor
on the cap is inserted into the poppet valve. Accumulated liquid in the sump is
drained by gravity flow as the valve is depressed.
Note:
The transparenet tubing is not skydrol resistant. If the elevator feel

computer leaks skydrol into the static line, the lines must be
flushed, and a drain may need to be replaced.
PITOT-STATIC DRAIN LOCATIONS

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STATIC COMPONENT LOCATIONS

Alternate Static Port
The alternate static ports are flush mounted on each side of the
lower forward fuselage at body station 465. Anti-icing heaters are
not provided on the ports.
Each of the two ports is an independent sensor of external ambient
pressure. The static port is cross connected with the port on the
opposite side. It provides an alternate source of ambient pressure
for the air data instruments. At the port, pressure is sensed
through small holes open to the static line tubing.
STATIC COMPONENT LOCATIONS

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PITOT STATIC SYSTEM SCHEMATIC

Inputs
The pitot probes sense total pressure. Openings along the pitot probe and the
flush-mounted static ports sense ambient (static) pressure. Static sources are
cross-connected to compensate for airplane maneuvers.
Distribution
Tubing connects the pressure sensors to pressure-sensitive devices in
indicators and computers. The standby altimeter, standby airspeed indicator,
and cabin differential pressure indicator convert the air pressures into visual
indications. The differential pressure sensor (used to compute cabin differential
pressure) is a piezoelectric pressure transducer located below the flight
compartment. Pressures are also used in the air data computers and the
elevator feel computer. Control circuits for the ram air turbine (RAT) utilizes
pitot/ static inputs from the RAT airspeed switch to prevent premature
deployment.
Drains are located at low points in the tubing to allow moisture condensation to
be removed from the system. The tubing is mounted so that moisture flows
down to these drains for all normal airplane attitudes.
Air Data Modules
Air data modules (ADM) connect to pitot and static component to supply digital
information to the ADIRUs.
PITOT STATIC SYSTEM SCHEMATIC

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AIR DATA INERTIAL REFERENCE SYSTEM

General
The air data inertial reference system provides air data outputs to the air data
instruments and inertial reference data to other interfacing systems. The
system consists of two total air temperature (TAT) probe, two air data inertial
reference computers (ADCs), and two angle of attack (AOA) sensors, inertial
mode reference panel (IRMP) and air data modules (ADM). The system also
has three external test switches
AIR DATA INERTIAL REFERENCE SYSTEM

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ADIRU GENERAL DESCRIPTION

General
The air data inertial reference system provides air data outputs to the air data
instruments and inertial reference data to other interfacing systems. The
system consists of two total air temperature (TAT) probe, two air data inertial
reference computers (ADCs), and two angle of attack (AOA) sensors, inertial
mode reference panel (IRMP) and air data modules (ADM). The system also
has three external test switches.
ADIRU GENERAL DESCRIPTION

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AIR DATA INERTIAL REFERENCE SYSTEM COMPONENTS

Component Locations
Air Data Inertial reference units - Located on E1-6
Inertial reference mode panel - Located on P5
Vertical speed indicators - Located on captain's or first officer's instrument
panels, P1 and P3
IRS DC power disconnect relay - Located on P6
AC circuit breakers - One 115 volt ac circuit breaker for each IRU is located
on P11
DC circuit breakers - One 28 volt dc circuit breaker for each IRU is located
on P6
Drift Angle Tolerance

External drift angle limited to 60 degrees before the IRU output is tagged invalid.
Latitude Comparisons
During initialization, entered latitude is compared to the last stored latitude
immediately following entry, and again with the computed latitude after ten
minutes in align mode. In the event of no initial position entry during the 10
minute align period or a miscompare (requiring another entry) is detected, the
IRU will flash the ALIGN Light.
Time to Nav
ADIRU Purpose
The air data inertial reference unit (ADIRU) contains three laser gyros for
sensing airplane angular rate about the pitch, roll, and yaw axes, and three
accelerometers for sensing linear acceleration along the airplane longitudinal,
lateral, and vertical axis. An internal digital computer uses these signals to
calculate airplane present position.
Motion Detection
If motion is detected during the align mode, the alignment will automatically be
restarted 30 seconds after the motion has stopped. This restarted alignment
will require only 8 minutes, omitting the usual 2 minute initial standby time.
Also, the initial present position will be either the most recent pilot entry made
during the align mode (either before or after the restart) or the last computed
position before a down mode alignment if no pilot entry was made.
The IRU has the capability to display on the IRMP the time remaining, in
minutes, until completion of alignment.
Barometric Altitude Tolerance
The ADIRU barometric altitude reasonableness limit test tolerates a barometric
altitude input of (-) 2000 feet to prevent false VSI flags during extremely high
barometric pressure periods.
Post-Shop-Visit Position Compare
No initialization position comparison to the last stored position is made during
the first alignment cycle following a shop visit by the ADIRU.
Attitude Mode Select Delay
Auto-calibrate Function
Any change in pitch, roll or yaw caused by biasing errors results in appropriate
corrections, rather than continuing to use initial conditions.
The ADIRU delays actual entry into attitude mode for 2 seconds after selection
in order to preclude accidental selection of the attitude mode by overshooting
the NAV position of the mode select switch.
AIR DATA INERTIAL REFERENCE SYSTEM COMPONENTS

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ADM COMPONENT LOCATIONS

General
There are 7 Air Data Modules located in the Forward end of the main equipment
center, just aft of the forward equipment compartment. There are 4 ADMs on
the left and 3 ADMs on the right side.
ADM COMPONENT LOCATIONS

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ADIRU - INTRODUCTION
Purpose
The Air Data Inertial Reference System is one of the primary sensing systems.
It provides the primary and navigational parameters indicated in the associated
graphic.
System Components
The system consists of three Air Data Inertial Reference Units (ADIRUs) which
sense: angular rates about the X (roll) axis, Y (pitch) axis, and Z (azimuth) axis
using laser gyros; and, linear accelerations along the same three orthogonal
axes using accelerometers. The inertial reference mode panel (IRMP) provides
system control. The ADIRS system conforms to ARINC 704, as well as ARINC
600 and ARINC 429.
Inputs
Air data provides barometric altitude and altitude rate for altitude and vertical
speed damping. It also provides true air speed for wind computations. The
control display units of the flight management computer system can be used for
system initialization.
System Controls
The inertial reference mode panel (IRMP) provides system mode selection,
system monitoring and an alternate method of initialization.
System Outputs
A number of airplane systems use the ARINC 429 outputs of the system,
including display indicators of the flight instrument system.
ADIRU INTRODUCTION
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AIR DATA DIGITAL INPUT/OUTPUT INTERFACES

Inputs
Air data provides barometric altitude and altitude rate for altitude and vertical
speed damping. It also provides true air speed for wind computations. The
control display units of the flight management computer system can be used for
system initialization.
Pitot and Static inputs are sent to Air Data Modules (ADM) and converted to
digital signals for the ADIRU.
Outputs
ADIRU outputs are sent for display to the GGUs the to the Large Display
System (LDS). Outputs are also sent to other various systems for processing.
AIR DATA DIGITAL INPUT/OUTPUT INTERFACES

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ADIRS THEORY OF OPERATION

Navigation Alignment
During alignment the air data inertial reference system determines the local
vertical, the direction of true north, and the initial latitude.
Gyrocompass Process
Inside the inertial reference unit, the three gyros sense angular rate of the
airplane. Since the plane is stationary during alignment, the angular rate is due
to earth rotation. The ADIRU computer uses the direction of angular rate to
determine the direction of true north.
Initial Latitude and Longitude
During the ten minute alignment period, the ADIRU computer has determined
true north by sensing the direction of the earth rotation. The magnitude of the
earth rotation vector allows the ADIRU computer to estimate latitude of the initial
present position. This calculated latitude is compared with the latitude entered
by the operator during initialization. Longitude cannot be determined by the
ADIRU during alignment
However, the longitude entered by the operator during initialization is compared
with the longitude stored in memory the last time the ADIRU was powered
down.
Present Position
During initialization, the latitude and longitude of the starting point are entered
into the air data inertial reference unit computer. Present position at all future
times is determined by adding the distance traveled onto the coordinates of the
initial starting position.
Distance traveled is determined by measuring linear acceleration (from the
accelerometers) and integrating the result to obtain velocity and integrating
again to obtain distance.
Triple Axis Navigation Computation

As long as the airplane flies in only one direction, one accelerometer is sufficient
to determine distance traveled from the starting position. Since the airplane
may fly in any direction, three accelerometers, mounted to sense acceleration
90 degrees apart, are required.
The three accelerometers are stationary relative to the airplane frame. To
determine how much acceleration is causing horizontal movement on the earth,
the outputs to the accelerometers have to be compensated by the ADIRU
computer, taking into account the airplane attitude and earth curvature.
The compensated outputs from the accelerometers are vector added to
determine the actual direction of travel and the amount of travel horizontally. In
general, the accelerometers are not oriented north-south and east-west but,
their output signals can be related to a north-east coordinate system and the
present position can then be determined in terms of latitude and longitude.
ADIRU THEORY OF OPERATION

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INERTIAL REFERENCE MODE PANEL

Mode Select Switches
Each inertial reference unit is controlled by its mode select switch on the IRMP.
Each mode select switch has four positions:
OFF - removes power from the ADIRU except for logic circuitry associated with
the power-off functions.
ALIGN - the inertial reference unit uses earth rotation and gravity to align its
reference to the local vertical, to locate true north, and to estimate latitude.
Airplane present position must be entered before alignment is completed.
While ALIGN or NAV is selected, the time-to-NAV (TTN) will be displayed in the
upper right display window as long as the DSPL SEL switch is in the HDG
position. As soon as NAV mode is attained, this display will blank.
NAV - the inertial reference system performs unaided inertial navigation. NAV
position has a detent which requires a pull force when switching from NAV to
OFF, ALIGN, or ATT. This prevents inadvertent switching from the NAV mode.
ATT - provides rapid attitude and heading restart after total power shutdown to
the ADIRU. ATT may also be selected if a fault prevents navigation
computations but the ATT mode is still operational.
Mode and Status Annunciators
There are twelve annunciators on the IRMP, four for each ADIRU:
ALIGN - illuminates white when the ADIRU is in the alignment mode
(approximately 10 minutes if the mode select switch is in NAV). It remains
illuminated as long as the mode select switch is in ALIGN. The ALIGN
annunciator flashes if the alignment procedure fails.
ON DC - illuminates amber to indicate that the IRU is operating on battery
power because 115 volts ac is not available. When the system is initially
turned on, the ON DC annunciator illuminates momentarily because the
IRU switches off 115 volts ac to verify that battery power is available. This
is a normal result of the power-up sequence test done by the ADIRU.
DC FAIL - illuminates amber when the battery power source drops below
18 volts dc. ON DC and DC FAIL cannot both be on at the same time.
FAULT - illuminates amber when IRS failures are detected.
DSPL Select Switch
TK/GS (Track angle/ground speed) - True track angle from 0 through 359.9
degrees is displayed in digits 3 through 6, with a resolution of 0.1 degree.
Ground speed from 0 through 2,000 knots is displayed in digits 10 through
13, with a resolution of 1 knot.
Example: 123.4 degrees 321
PPOS (Present position) - Latitude from 90 degrees S to 90 degrees N is
displayed in digits 1 through 6, and longitude from 180 degrees E to 180
degrees W is displayed in digits 7 through 13. Resolution is 0.1 minute.
Example: N89 degrees 59.9' W179 degrees 59.9'
WIND (Wind angle/wind speed) - True Wind angle from 0 to 359 degrees is
displayed in digits 4 through 6 with a resolution of 1 degree. Wind speed
from 0 through 256 knots is displayed in digits 11 through 13 with a
resolution of 1 knot.
Example: 321 degrees 50
HDG (Heading) - True heading from 0 to 359.9 degrees is displayed in
digits 3 through 6 with a resolution of 0.1 degree. Digits 7 through 13 are
blank.
Example: 123.4 degrees
Keyboard
The twelve-key keyboard allows entry of initial latitude and longitude when in
ALIGN and of set-magnetic-heading when in ATT. The keyboard has 12 panel
lamps for keyboard lighting, which use the variable zero-to-five volt ac signal
provided by the aircraft light dimming control circuits.
INERTIAL REFERENCE MODE PANEL

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ADIRU INITIALIZATION USING FMC CDU

General
The inertial reference system can be initialized by entering present position on
the control display unit of the flight management computers (FMC CDU) or by
using the IRMP. Initializing with the FMC CDU or the IRMP requires the data be
entered only once for those ADIRUs currently in the alignment procedure, as
indicated by the ALIGN annunciators.
Initialization Procedure (FMC CDU)
Place the ADIRUs in ALIGN or NAV modes using the mode select switches on
the IRMP. Observe that the ON DC annunciator and then the ALIGN
annunciator illuminate for all three ADIRUs.
Call up the position initialization page on the FMC CDU by pressing the
INIT/REF key on the CDU
SET IRS POS. (5R) will contain box prompts which will allow present
position data entry. Use one of the following ways to enter present
position. If 5R blank, data cannot be entered.
Scratch pad entry. Enter a latitude and longitude into the scratch pad by
pressing the alphanumeric keys. Line select (press) 5R and the scratch
pad contents will transfer to the SET IRS POS
Enter LAST POS. Line select (press) 1R. LAST POS. latitude and
longitude appear in the scratch pad. Line select (press) 5R and the scratch
pad contents are transferred to the SET IRS POS
Enter REF AIRPORT. Use alphanumeric keyboard to select the four
character ICAO airport identifier. Line select the scratch pad contents into
the REF AIRPORT line (2L). Stored latitude and longitude for the airport
will be displayed on line 2R. Line select (press) 2R and the latitude/
longitude will transfer to the scratch pad. Line select (press) 5R and the
scratch pad contents are transferred to the SET IRS POS
Enter GATE. Line select into 2L a REF AIRPORT as shown previously.

Gate identifiers associated with the REF AIRPORT are the only valid
entries. Use alphanumeric keyboard to select the GATE (format is 5
characters maximum). Line select (press) 3L to transfer the scratch pad
contents to GATE. Stored latitude and longitude will be displayed on 3R.
Line select (press) 3R and the latitude/longitude will transfer to the scratch
pad. Line select (press) 5R and the scratch pad contents are transferred to
the SET IRS POS
Verify the ADIRUs have accepted the initialization latitude/ longitude by
checking the display window on the IRMP with PPOS selected on the DSPL
SEL switch. The POS. REF page also will display acceptance of latitude/
longitude by the ADIRUs. To access POS REF, press the NEXT PAGE key on
the CDU while the POS. INIT page is displayed. If an ADIRU does not reflect
back the entered coordinates within 5 seconds after they were entered, the
FMC CDU will display an alert message in the scratch pad, RE-ENTER IRS
POSITION.
ADIRU INITIALIZATION USING FMC CDU

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ADIRU NORMAL ALIGNMENT PROCEDURE

General
During the alignment process, the ADIRU determines the local vertical and the
direction of true north. The airplane cannot be moved during alignment.
Procedure
The Procedures to align are as follows:
Place mode select switches for the ADIRUs in ALIGN or NAV. Check that the
ON DC annunciators illuminate momentarily and then the ALIGN annunciators.
Place DSPL SEL in PPOS position (to verify IRU has been initialized).
Normal Procedure
Alignment can be achieved by the procedure shown with the mode select
switches in ALIGN. Normally alignment takes a minimum of ten minutes at
which time the ADIRUs are ready to be switched into the NAV mode. The
operator must insert present position sometime during the alignment process
using either the FMC CDU or the IRMP. Problems with the alignment process
are indicated by a flashing ALIGN annunciator or steady FAULT annunciator on
the IRMP.
The alternate alignment procedure is to move the IRMP mode select switch
directly into NAV. The ADIRU automatically advances to the navigate mode at
completion of the ten minute alignment if present position has been entered. If
a problem occurs during alignment, the fault annunciator illuminates, and if
present position has not been entered by the time alignment is complete the
ALIGN annunciator flashes.
Time-To-Navigation Mode Display
The time interval, in minutes, for an ADIRU to enter the navigation mode may
be displayed as depicted on the graphic.
ADIRU INITIALIZATION - USING IRMP
The IRMP can also initialize the inertial reference system. Present position is
entered into all ADIRUs that are aligning, as indicated by ALIGN annunciators.
Initialization must occur before the ADIRUs will complete the alignment
process.
Enter the latitude and longitude of present position with the keyboard.
Either latitude or longitude can be entered first.
For latitude, press N2 or S8 key. The letter N or S will appear on the left digit of
the left display and the rest of the display will blank.
Continue to enter latitude. As a key is pressed, the digit appears in the right
digit of the left display and remaining digits shift one to the left. Press ENT to
enter the latitude into the ADIRU computer.
Longitude is entered in the right display in a similar way, starting with the W4 or
E6 key. Press ENT to enter the display information into the IRU computer. The
IRU selected by the SYS DSPL switch should return the entered latitude and
longitude to the display.
If a mistake is made before ENT is pressed, the CLR key allows the displays to
be cleared.
ONN101FEIRMPSTARTSAT6ANDGOESDOWN
TOTALTIMETOALIGNTIMEDAT4MIN39SEC
ADIRU NORMAL ALIGNMENT PROCEDURE

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IR ADVISORY STATUS AND MAINTENANCE MESSAGES

General
To see ADIRU stored maintenance messages on the IRMP panel:
Select desired ADIRU

Display Switch to HDG
Type 01
Then push CLR to advance to the next code.
If no more codes are stored returns to normal displays
IR ADVISORY STATUS AND MAINTENANCE MESSAGES

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INERTIAL REFERENCE SYSTEM FMC MESSAGES

General
FMC messages are provided to assist the operator during IRS alignment.
These messages (Table 1) are generated using FMC logic and ADIRU digital
discretes (ARINC 429 dataword label 270). Whenever an IRS/FMC message is
shown, the EICAS level B message FMC MESSAGE is shown and the amber
FMC annunciator (PI-3) is illuminated.
INERTIAL REFERENCE SYSTEMS FMC MESSAGES

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ADIRU ATTITUDE MODE

General
In the attitude mode, the ADIRU has only limited capability and few outputs, the
most important of which is pitch and roll attitude. This mode is entered by
moving the mode select switch to the ATT position.
The attitude mode has only limited use. It could be selected in either of two
situations. One situation would be if only attitude information is needed. This
could occur if a weather radar check is required on the ground.
Another situation would be if the ADIRU navigation functions fail but the attitude
functions remain operational. An example of the second situation would
happen if an ADIRU had an AC and DC power interruption in flight.
When the attitude mode is selected, the ADIRU is latched into this mode even if
the switch is moved to ALIGN or NAV. To select another mode, OFF must be
selected first.
Attitude Outputs
When the ATT position of the mode select switch is selected from OFF or
ALIGN or NAV, a thirty second alignment period is required. During this time
local vertical is sensed. After the alignment period, pitch and roll attitude,
accelerations, and inertial vertical speed are output.
Heading Outputs
If ATT is selected and a magnetic heading output is desired, the heading has to
be initialized through the FMC CDU or the IRMP. If magnetic heading is
initialized, the ADIRU will use this as initial magnetic heading output and will
change magnetic heading output as the platform heading changes.
ADIRU ATTITUDE MODE

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AIR DATA TEST AND DISPLAYS

ADIRU and Yaw Damper Test Switches
Both the ADIRU and yaw damper test (from the test panel on P61) causes all
three ADIRUs to go into self-test. The test mode is inhibited in the NAV mode
when ground speed is greater than 20 knots, and it is also inhibited in the ATT
mode.
If possible, turn off the hydraulics to the yaw damper before pushing the ADIRU
or the yaw damper test switch.
Performing the ADIRU or yaw damper test with the hydraulic system
pressurized causes movement of the rudder assembly.
WARNING: ALL CONTROL SURFACES ARE HYDRAULICALLY

POWERED AND MAY MOVE WHEN ANY HYDRAULIC
SYSTEMS ARE PRESSURIZED, OR IF ANY CONTROLS
ARE MOVED. ALL PERSONNEL AND STANDS SHALL BE
CLEAR OF CONTROL SURFACES AND CONTROL
COLUMN WHEN HYDRAULIC SYSTEMS ARE
PRESSURIZED.
ADIRU Test Switch

The test mode is inhibited in the NAV mode when ground speed is greater than
20 knots, and it is also inhibited in the ATT mode.
Test Results - IRMP
Initiating a self-test causes all annunciators for that ADIRU to illuminate for two
seconds. Also, all segments of the display are illuminated for two seconds
(except the most significant character of longitude reads 1). After ten seconds,
the ADIRU outputs go to preset test values briefly.
The master dim and test switch may be used to test the IRMP instead of the test
switch on each individual ADIRU. If the master dim and test switch is to be
used, all three ADIRUs should be installed or the master dim and test IND LTS
switch should be in the BRT position.
CAUTION: DO NOT OPERATE MASTER DIM AND TEST SWITCH FOR
MORE THAN FIVE MINUTES WITH MASTER DIM AND TEST
IND LTS SWITCH IN DIM POSITION WHEN ANY OF THE
THREE ADIRUS ARE REMOVED. DAMAGE TO THE IRMP CAN
RESULT.
AIR DATA TEST AND DISPLAYS

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ADIRU (ADC) TEST (TYPICAL)

Test Initiation
There is no test that can be initiated on the ADIRU.
On the P61 test panel:
The identical test for the left or right air data computer is initiated by moving the
spring loaded, center-off, toggle switch up to the "L ADC" or "R ADC" position.
Note:
Test capability via the test panel on P61 is inhibited in flight.
Test Results
The test results and their sequence of occurrence are as shown on the graphic.
ADIRU (ADC) TEST (TYPICAL)

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ADIRU TEST DISPLAYS

EICAS
Several air data parameters are available on the EICAS displays. TAT is always
displayed as a primary display. TAT, CAS, MACH and ALT can be displayed on
the lower EICAS display unit by pressing the PERF/APU key on the EICAS
maintenance control panel (P61).
Because these parameters are found on the EICAS maintenance pages, they
are only available on the ground. These parameters are an excellent method
for cross-checking TAT, CAS, MACH, and ALT test values during air-data self
tests.
FMC
TAS and SAT are shown on the flight management computer control display unit
(FMC-CDU) on PROGRESS page 2/2. Pressing the PROG key will display
page 1/2. Pressing the NEXT PAGE key will display page 2/2 on which TAS
and SAT are located.
ADIRU TEST DISPLAYS

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IR SELF TEST AND DISPLAYS

ADIRU Test Switches
Moving the ADIRU test switches down (from the test panel on P61) causes all
three ADIRUs to go into self-test of the inertial reference system. The test
mode is inhibited in the NAV mode when ground speed is greater than 20 knots,
and it is also inhibited in the ATT mode.
The test will perform the following:
ADI tilt to 45 degrees roll and 5 degrees pitch up
HSI Magnetic heading will go to 15 degrees
IRMP will go to all indicators on for 2 seconds then off for 2 seconds
Depending on what position is selected on the IRMP (TK/GS, PPOS, WIND, or
HDG) indications are shown for each display position.
TK/GS - 00 200
PPOS - N 22300 E 22300
WIND - 30 100
HDG - 100
IR SELF TEST AND DISPLAYS

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ADIRS DATA DISPLAY AND SWITCHING
Electronic Attitude Director Indicator
Instrument Source Select Panel
The EADI displays pitch and roll from the selected ADIRU. Ground speed is
dynamic data from the selected FMC that defaults automatically to the IRU.
ADIRS source select switches allow the captain (P1-1) and first officer (P3-3) to
switch between the normal (on side ADIRU) and alternate (center IRU) source
of ADIRU data.
ADIRS failures cause removal of ADIRS-related Symbology and display of the

ATT failure flag.
Switch push-button illuminates white when switch is in ALTN position.

Radio Distance Magnetic Indicator
The RDMI's display magnetic heading information supplied by the offside
selected IRU.
The HDG failure flag appears on the instrument face if the ADIRU magnetic
heading is invalid or NCD.
Vertical Speed Indicator
The VSI displays vertical speed from the on side selected ADIRU.
The OFF failure flag appears if ADIRS VSI data is invalid or NCD.
Electronic Horizontal Situation Indicator
The EHSI displays heading information supplied by the selected on side
ADIRU. Track and wind data is dynamic data from the selected FMC, but
defaults automatically to the ADIRU.
ADIRS failures cause removal of ADIRS-related Symbology and display of the
TRK failure flags.
ADIRS DISPLAY AND SWITCHING

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ADIRU ALIGNMENT INDICATIONS

General
This table lists the indications visible on the IRMP during the IRS alignment
process. In general, the FAULT annunciator is on steady for faults, and the
ALIGN annunciator flashes if operator attention is needed.
Longitude Comparison
The ADIRU compares the longitude entered during initialization with the
longitude stored in memory of the last position. If the two differ by more than
one degree, the ALIGN annunciator flashes immediately. If the ADIRU was
newly installed or the airplane ferried without using that ADIRU, this would be a
normal display. Entering the longitude a second time forces the IRU to accept
the new longitude.
Latitude Comparison
The ADIRU compares the latitude entered during initialization with the last
position latitude stored in memory. If the two differ by more than one degree,
the ALIGN annunciator flashes immediately.
The latitude entered during alignment is stored until alignment is completed.
After the alignment is completed the ADIRU compares latitude calculated with
the latitude entered for initialization. If the two do not agree, the ALIGN
annunciator flashes. If the same latitude entered the second time still does not
compare with calculated latitude, the FAULT annunciator illuminates and the
ALIGN light comes on steady.
If the two entries mentioned above were done with wrong latitude values, a
subsequent entry of the correct latitude will be accepted by the ADIRU and the
fault light and the ALIGN light will extinguish.
ADIRU ALIGNMENT INDICATIONS

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ADIRS INPUTS
Ground Warning
System Power
If ac power is lost and any ADIRU is on, the ground crew call horn will sound to
warn personnel that the ADIRU is being powered from the airplane battery.
Normal system power is 115 volts ac from circuit breakers on the P11 panel with
28 volts dc from the hot battery bus providing a backup power source. For
system startup, ac or dc power must be available.
Switching to 28 volts dc is accomplished automatically by the ADIRUs when
loss of 115 volts ac is sensed. Five minutes after 28 volts dc is supplied from
the main battery relay, the backup hot battery bus 28 volts dc is removed from
the right IRU by the IRS DC power disconnect relay. The center and left
ADIRUs remain powered from the airplane battery. During autoland the center
bus isolation relay K123 inhibits the IRS DC power disconnect relay.
Note:
After a five minute time delay due to AC power lost the left and
center ADIRUs will shut down with the right continuing on DC
power until the aircraft battery is depleted.
ADIRS Inputs
The inertial reference mode panel provides mode select discretes to the
ADIRUs.
The left and right air data computers provide altitude, altitude rate, and true
airspeed. For the left and right ADIRUs, the ADC is selected by the on side
ADC instrument source select switch. The center ADIRU receives a switching
discrete from the first officer's IRS source select switch to control which (left or
right) ADC input it uses. In the normal, position the left ADC supplies the center
ADIRU, in ALTN (alternate) position the right ADC supplies the center IRU.
Data also comes from both left and right flight management computers as
initialization inputs.
The L/R YAW DMPR test switch on the P61 panel will cause the left or right yaw
damper module to go in to test. When either module is in test it sends an
ADIRU test discrete to all three ADIRUs.
ADIRS INPUTS
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ADIRS OUTPUTS
Output Signals
The high speed ARINC 429 data buses transmit data from each ADIRU related
to airplane heading, attitude, inertial velocities, position, acceleration, angular
rates, and wind speed and direction. Status discretes route to the inertial
reference mode panel and to the EICAS computers for display on the upper
EICAS display unit.
Interfacing Systems
This sheet shows the ADIRU that provides data to each interfacing system.
MMR Input for GPS initialization is provided on provisional aircraft.
ADIRS OUTPUTS
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ALTERNATE CAPT AND F/OS CADC SELECT SWITCH

Features
An alternate CAPT / F/Os SELECT guarded and wire-locked switch is provided
to allow selection of Center ADIRU for CADC functions during Deferals.
When a Captains (Left) or F/Os (Right) Air Data function is inop, ALTN can be
selected to allow deferral of the Captains or F/Os and the Center ADIRU would
be used for indication. This switch has to be actuated prior to takeoff since it is
located in the main equipment center at the outboard side of the E-1 Rack.
CENTER AIR DATA SYSTEM SELECT SWITCHES (MEC)
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ALTERNATE VMO/MMO SELECT SWITCH

Features
An alternate VMO/MMO SELECT guarded and wire-locked switch is provided to
accommodate a flight with the landing gear extended.
When a flight with the gear down is anticipated, this switch has to be actuated
prior to takeoff since it is located in the main equipment center.
Actuation of this switch modifies the air data inertial reference unit software
such that the maximum operating speeds allowed are greatly reduced. The
specific values are provided on the graphic 767 MAXIMUM OPERATING
SPEED SCHEDULE.
TheALTERNATEVMO/MMOselectswitchallowsthe
airplanetoflywiththelandinggearextended.
VMO=VELOCITYMAXIMUMOPERATING
MMO=MACHMAXIMUMOPERATING
ALTERNATE VMO/MMO SELECT SWITCH
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ADIRS MESSAGES
General
The upper EICAS display unit on the EICAS panel announces the IRS ON DC,
IRS DC FAIL, and IRS FAULT messages as a level C message. These
messages appear at the same time as the amber annunciator lights on the
IRMP.
ADIRS MESSAGES
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REDUCED VERTICAL SEPARATION MINIMA

Purpose
Reduced vertical separation minima (RVSM) permits 1,000 foot separation
between aircraft operating at altitudes from 29,000 to 41,000 feet inclusive. The
operators must also have obtained the airworthiness approvals necessary to fly
specific fleet type aircraft in RVSM designated airspace. Aircraft not complying
will fly below RVSM airspace. As of January 20, 2005 RVSM airspace now
covers all of North America, Canada and Mexico.
This reduced separation provides an additional six flight levels and increased
airspace capacity.
Requirements
RVSM maintenance program is FAA governed and altimetry errors must
be reported to the agency within 96 hours stating the irregularity and corrective
action. Height keeping errors are monitored by the Aircraft Engineering
department and the AD/Regulatory Compliance group. These two groups
monitor aircraft logbook discrepancies for height keeping errors.
In order to qualify for RVSM, certain equipment must be installed on the aircraft.
There must be at least two independent altitude measuring systems (the
Captain and First Officers primary altimeters satisfy this requirement).
There must be at least one altitude reporting transponder.
An altitude alerting system.
An automatic altitude control system.
Manual System
Refer to MEL for each aircraft type for RVSM compliance when deactivating any
system that directly affects the RVSM airworthiness.
Maintenance of RVSM components is also a critical item. The aircraft illustrated
parts catalog (IPC) may denote RVSM-Critical components versus a standard
aircraft configuration.
The aircraft structural repair manual (SRM) will contain specific RVSM
requirements to ensure proper maintenance of airframe geometry relative to
repairs or alterations made in defined windows surrounding pitot/static probes,
static ports, and AOA sensors.
The SRM will provide the limits for the following:
Skin waviness tolerances

Aerodynamic smoothness tolerances
RVSM critical area dimensions
Static port height tolerances
Pitot tube and combination probe alignment tolerances
Fastener height tolerances
Bulge and skin contour limits in RVSM critical areas
Repair requirements in RVM areas
REDUCED VERTICAL SEPARATION MINIMA

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ANTENNA LOCATIONS
TCAS (Traffic Collision Avoidance System) antennas
Weather radar antenna
Two directional TCAS antennas are installed, one on the top and one on the
bottom of the forward fuselage
The nose radome area contains the weather radar antenna (flat plate).
Glide slope antenna
Left, right, & center
Two dual-element antennas are installed on the forward pressure bulkhead in
the nose radome area
Localizer antennas
Two dual-element antennas are installed on the forward pressure bulkhead in
the nose radome area
ATC (Air Traffic Control) antennas
Left & right
Two blade antennas are installed, one on upper and one on lower forward
fuselage. (mode S)
DME (Distance Measuring Equipment) antennas
Left & right
Two blade antennas are installed on the lower mid fuselage
Radio altimeter antennas
Six surface mounted antennas are installed on the lower mid fuselage; 3
transmit and 3 receive antennas
Marker beacon antenna
The marker beacon antenna is installed on the lower mid fuselage
ANTENNA LOCATIONS
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RADIO ALTIMETER - INTRODUCTION

General
The Radio Altimeter System provides accurate terrain clearance altitude
information, displayed in the flight compartment, for use by the flight crew. It
also provides input to interfacing systems where radio altitude is used in various
computations or for the establishment of flight conditions required for warning
annunciations.
The Radio Altimeter System consists of 3 identical Radio Altimeter Receiver /
Transmitter (R/T) units with their associated equipment. All 3 R/T units operate
simultaneously, independently from one another. The radio altitude is computed
from the time interval a transmitted rf signal needs to travel to the ground and
return to the airplane after reflection from the ground. The radio altimeter
system operates at altitudes up to 2500 feet and is primarily used in approach,
landing and take-off phases of flight. The system operates in the C-band, with a
center frequency of 4300 MHz.
Inputs
Each R/T unit, located on the E5-1 rack in the mid-equipment center, transmits
RF signals to the ground through a dedicated transmitter antenna. The
reflected RF signals are received by a dedicated receiver antenna and routed to
the R/T units for altitude computation. All 3 transmitter antennas and all 3
receiver antennas are flush mounted on the forward bottom of the fuselage.
Each R/T unit receives a discrete from an air/ground relay, to separate flight
segments in the fault memory and to inhibit recording on the ground.
Outputs
Radio altitude output from the R/T units is transmitted to the captain's and first
officer's radio altimeter indicators and both EFIS system EADI's for display, as
well as to the using systems: autopilot flight director system (AFDS), EICAS,
ground proximity warning system (GPWS) and the central warning system.
Circuit breakers for all three radio altimeter systems are located on the P11
panel.
RADIO ALTIMETER - INTRODUCTION

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RADIO ALTIMETER COMPONENT LOCATIONS

Radio Altimeter System Components
The radio altimeter system comprises the following components that are located
as follows:
Left, center and right radio altimeter circuit breakers - located on overhead
circuit breaker panel (P11).
Transmitter antennas - located on bottom of the fuselage at station 577:
LBL 14.1, BLO, RBL 14.1.
Receiver antennas - located on bottom of the fuselage at station 621: LBL
14.1, BLO, RBL 14.1.
Left, center and right receiver/transmitter units - located on rack E5-1 in
the mid equipment center.
Interfacing System Components
The following interfacing systems components are associated with the radio
altimeter system and are located in the flight compartment as indicated:
Left and right EFIS control panels - located on quadrant stand P10.
Left EADI - located on captain's instrument panel P1.
Right EADI - located on first officer's instrument panel P3.
Air/ground relay K124 - for left radio altimeter receiver/transmitter, located in left
miscellaneous electronic equipment panel (P36).
Air/ground relay K293 - for center radio altimeter receiver/transmitter, located in
right miscellaneous electronic equipment panel (P37).
Air/ground relay K214 - for right radio altimeter receiver/transmitter located in
right miscellaneous electronic equipment panel (P37).
RADIO ALTIMETER COMPONENT LOCATIONS

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RADIO ALTIMETER DISPLAYS

General
On the electronic attitude director indicator, the radio altitude and the decision
height are displayed in the right-hand top corner.
Radio Altitude and Decision Height Display
Radio altitude is displayed for altitudes between -20 and 2500 feet. The readout
is white, in feet. In addition, if the EFIS "ILS" mode is valid and below 200 feet
radio altitude, the green rising runway symbol displays radio altitude by moving
up toward the fixed airplane symbol until touchdown. For altitudes above 2500
feet, the readout is blank.
The decision height is displayed above the radio altitude display. The readout is
in green and consists of the letters "DH" followed by the selected decision
height value in feet between 0 and 999 feet radio altitude. If a negative decision
height value is selected, the "DH" display is blanked.
Decision Height Alert and Alert Termination
As the airplane descends through the selected decision height value, the radio
altitude readout changes from white to yellow, and the green decision height
display changes to the large yellow letters "DH". During the first 3 seconds, the
letters "DH" blink.
At reset, the display returns to the normal readout: the radio altitude changes
back to white, and the yellow "DH" readout is replaced by the green letters "DH"
followed by the selected decision height value.
No-Computed-Data (NCD) and Invalid Data
In the event of no-computed-data, the radio altitude readout is replaced by 4
white dashes. The decision height readout for no-computed-data is replaced by
the yellow letters "DH" inside a yellow outline box.
Invalid data is indicated by the yellow letters "DH" and "RA", respectively, each
inside a yellow outline box.
Decision Height Alert Termination (Reset)

The decision height alert can be terminated automatically or manually.
Automatic reset occurs at touchdown, or when the airplane climbs to a height 75
feet above the selected decision height. Manual reset is achieved by actuating
the reset push-button switch "RST" on the EFIS control panel.
Radio Altitude Tape
The functions of the radio altitude tape indicator are to indicate radio altitude, to
set the decision height (DH) and to display DH" alert.
The radio altitude tape indicates the airplane altitude above ground. The
altitude range is from 0 to 2500 feet. The altitude scale is linear from 0 to 500
feet, and logarithmic from 500 to 2500 feet.
Decision Height Selection
A decision height can be selected within the range from 0 to 499 feet by means
of the decision height set knob. The knob sets the decision height index to the
selected value, which then is displayed on the three-digit decision height
display. The decision height selected and the annunciation on the radio altitude
indicator is independent of the one selected on the EFIS control panel. The
decision height setting from both radio altitude indicators (higher of the two if
different) is an input to the ground proximity warning computer (GPWC) for the
mode 6 alert "MINIMUMS-MINIMUMS".
Decision Height Alert and Reset
A decision height alert is annunciated by the illumination of the "DH" light/switch
whenever the radio altitude is less than the selected decision height value.
The decision height alert can be reset by pushing the "DH" light/switch. It also
is reset automatically when the airplane rises to a radio altitude equal to the
decision height value + 15 feet.
Fault Annunciation
The failure flag drops in view for invalid data code or functional test code in the
sign-status matrix of the received radio altitude word (ARINC 429), for power
supply faults or for malfunction of the indicator internal circuits.
In the event of no-computed-data, the indicator readout goes off-scale.
RADIO ALTIMETER DISPLAYS

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RADIO ALTIMETER SELF TEST

Self-Test Initiation
The manual self-test is initiated by pressing the TEST switch on the transmitter/
receiver front panel. For a complete test, the switch must be held down for at
least six seconds. Automatic self-tests are performed at power-on and at
regular intervals during normal operation.
Manual self-test capability is inhibited in flight.
T/R Unit Status Indicators
Upon self-test initiation all four front panel status indicators illuminate for three
seconds. After the three seconds, the status indicators extinguish for a
three-second interval. Subsequently, the green LRU STATUS PASS indicator
illuminates for proper system operation. In the event of a fault, the respective
red fault indicators illuminate, and the green LRU STATUS PASS indicator
remains off. Either LED remains on until the TEST switch is released.
A program exists which provides for the red LRU STATUS FAIL light to come on
during self-test in the event of past fault occurrence during the last four flights.
This program has several options and is reserved for implementation by the
airline. Instructions are obtainable from the vendor representative.
EADI Display
While the test switch is depressed, the EADI indicates a radio altitude of 40 +/- 1
1/2 feet.
Automatic Self-Test
No special test indications are associated with automatic self-tests. If no
failures are detected during the automatic self-tests, the operation of the system
proceeds normally. If a fault is detected, the fault is annunciated by a yellow RA
flag on the EADI.
RADIO ALTIMETER SELF TEST

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ALTITUDE ALERT - COMPONENT INTERFACES
Aural
Purpose
A level B caution aural sound (beep-beep-beep) is heard over both aural

warning speakers for 0.8 seconds.
The system advises the pilots when the airplane approaches within 750 feet of a
preselected altitude and when the airplane departs a distance greater than 250
feet from a preselected altitude.
AFCS Mode Control Panel
This panel provides the means for the pilots to input a selected altitude into the
AFCS and altitude alert system.
Air Data Inertial Reference Units
These units provide barometric altitude reference data to the altitude alert
system.
Proximity Switch Electronics Unit
This unit sends a landing gear up/down signal.
Parking Brake Switch
The set or released status signal is provided by this switch.
Visual
The visual indications output by this system are: amber master caution lights,
the amber ALT ALERT light, the two white ALT lights on the captain's and F/Os
altimeters, the level B message ALTITUDE ALERT on the upper EICAS display.
General Operation
Following the selection of a desired altitude, various visual indications and aural
sounds occur as the airplane approaches and later deviates from that altitude.
Altitude alerting occurs at certain specific distances from the selected altitude
during the approach mode and deviation mode. The specific distances are
described later.
ALTITUDE ALERT - COMPONENT INTERFACES

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ALTITUDE ALERT OPERATION

Operational Sequence
When the airplane approaches the selected altitude and is within 900 feet
above or below the selected altitude, visual signals are generated by the
altitude alert module. The ALT advisory lights on the captain's and first officer's
altimeters illuminate. As the airplane continues toward the selected altitude,
and passes through 300 feet from the selected altitude, the ALT advisory lights
extinguish. As long as the airplane flies within the 300 feet of the selected
altitude, no further indications are produced.
If the altitude deviation subsequently exceeds 300 feet, the following aural and
visual indications are produced:
The aural warning speakers sound the level B caution aural
The amber ALT ALERT light and the master caution lights illuminate
The ALTITUDE ALERT caution message is displayed on the EICAS
Display Unit (upper)
When the pilot changes the selected altitude or when the airplane deviates
more than 900 ft from the selected altitude, the caution signals are canceled
and the microprocessor is reset to the approach mode. The caution signals are
inhibited, in flight, when the landing gear is down and locked. This action
prevents nuisance caution indications during the approach phase. The caution
signals are also inhibited when the airplane reenters the +/-300 foot envelope
above or below selected altitude.
If the airplane is on the ground with the parking brake set, the caution signal
inhibits are removed so that the altitude alert system can be tested.
ALTITUDE ALERT OPERATION

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ALTITUDE ALERT OPERATIONAL CHECKOUT

Test Preparations
The functional test is accomplished on the ground (landing gear down and
locked, parking brake set) by using the mode control panel's altitude select knob
to simulate an altitude difference in order to check the approach and the
deviation modes.
Operational Checkout
To test the system, slowly rotate the altitude select knob away from the airplane
baro altitude as seen on the captain's electric altimeter. Then turn the altitude
select knob to approach the airplane baro altitude. Monitor correct operation.
Continue rotating the altitude select knob so the error reduces to zero and then
increases beyond the deviation threshold. Monitor correct operation.
Use the graphic for the appropriate altitude setting and annunciations.
To enable the master caution lights during test, remove the EICAS engine
shutdown input (reference MM 31-41-00). For the level B message ALTITUDE
ALERT, the level B aural is not inhibited.
ALTITUDE ALERT OPERATIONAL CHECKOUT

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INTEGRATED STANDBY FLIGHT DISPLAY (ISFD) COMPONENT LOCATION

General
The integrated standby flight display (ISFD) is located on the captains P1 Panel.
The ISFD battery charger is located in the E1 rack.
INTEGRATED STANDBY FLIGHT DISPLAY (ISFD) COMPONENT LOCATION

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INTEGRATED STANDBY FLIGHT DISPLAY TEST

General
The integrated standby flight display is tested by pushing both the APP and HP/
IN switches together to enter the maintenance mode display. Then push the
TEST key to enter the maintenance testing menu or Other Data to enter
other elements of the submenus of the ISFD.
INTEGRATED STANDBY FLIGHT DISPLAY TEST

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ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

General
The EADI's and EHSI are used to display flight and navigation information
which includes certain ADIRU data. Attitude and ground speed are shown on
the EADI. Track, heading and wind are shown on the EHSI.
The on side (or center if selected) ADIRU is always used by the EFIS symbol
generator for attitude and heading displays. Normally the FMC (which uses one
or three ADIRUs) is used by the EFIS for track, ground speed and wind. When
the FMC calculated data are invalid, the on side or selected ADIRU is used by
the EFIS for track, ground speed and wind displays.
FMC Calculations
The FMC uses inputs from the navigation radios and ADIRUs to independently
calculate ground speed, track and wind vector. The FMC uses North velocity,
East velocity and heading from the ADIRS, and true airspeed (TAS) from the
ADIRUs. It uses latitude and longitude from radio position data.
For use in its calculations, the FMC first determines the total velocity vector
which is based, in part, on the average of the ADIRUs North and East
velocities. If a velocity from one IRU differs from the average by more than 20
knots, the FMC ignores that ADIRU, and uses a single ADIRU (on side or center
if selected) to calculate the total velocity vector. Ground speed and track are
calculated from the total velocity vector.
To calculate the wind vector, the FMC uses its ground speed and track
calculations, TAS and heading from the ADIRS. The FMC uses heading from a
single ADIRU which corresponds to the autopilot in command. If no autopilot is
in command, the left-most available ADIRU is used.
Track
When the airplane is in the air, the EFIS normally uses the FMC calculated
value of track for display. If the FMC track is invalid, EFIS will use track from its
on side or selected ADIRU. When the airplane is on the ground (ground speed
less than 50 knots), EFIS uses heading from the on side or selected ADIRU and
displays it as track (track and heading are always the same on the ground).
If the on side ADIRU fails in flight, the other ADIRUs continue to provide valid
data to the FMC, which provides valid track to the EFIS symbol generators. The
EFIS will continue to show a valid map display (except the heading bug is
missing). If the on side ADIRU fails on the ground, the map display will show
the MAP and TRK flags because the EFIS uses the heading from the on side
(which is invalid) ADIRU as a substitute for track.
Ground Speed
Normally the EFIS uses the FMC for the ground speed display. If the FMC is
not valid the EFIS uses the on side or selected ADIRU for the ground speed
display.
Wind
Normally, the EFIS uses the FMC for the wind direction and speed display. If
the FMC is not valid the EFIS uses the on side or selected ADIRU.
Heading and Attitude
The EFIS always uses the on side or selected ADIRU for heading and pitch and
roll attitude display.
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

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EFIS - INTRODUCTION
General
The flight instrument system provides displays for most of the airplane
navigational systems.
Subsystems included in the flight instrument system are:
Electronic Flight Instrument System (EFIS)
EFIS includes the electronic attitude director indicators (EADIs), electronic
horizontal situation indicators (EHSIs), EFIS symbol generators, and EFIS
control panels.
Radio Distance Magnetic Indicators (RDMIs)
The RDMIs display airplane heading navigational distance, an d directional
bearings.
Vertical Speed Indicators (VSIs)
For display of vertical climb and descent rates as sensed by the Air Data Inertial
Reference System (ADIRUs).
Instrument Source Select Switches
For switching to alternate navigational sources in case the primary sources fail.
EFIS - INTRODUCTION
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EFIS COMPONENT LOCATIONS

EADIs (2) and EHSIs (2)
Located directly in front of the captain and first officer on P1 and P3.
Instrument Source Select Switches
Located on the instrument source select panels on the outboard edges of P1
and P3.
EFIS Control Panels
Separate panels for the captain and first officer are located on the left and right
side of P10.
The Left, Right and Center EFIS Symbol Generators
Located on equipment rack E1.
Remote Light Sensors
Two forward-sensing sensors are located on the glare shield panel P7.
(Additional ambient light sensors are integrally mounted on the front faces of the
EADIs and EHSIs.)
HDG REF Switch
Located on first officer's instrument panel P3-1.
EFIS SYMBOL GENERATOR
The EFIS symbol generator processes data from the EFIS control panel and
navigation and guidance systems to provide video signals to the EADI and
EHSI display CRTs.
Front Panel
The momentary TEST switch initiates the self-test for checking the symbol
generator, display units, and control panel. The momentary RESET switch
erases the faults stored in memory. The RESET function is not used on the
new-generation symbol generators.
EFIS COMPONENT LOCATIONS

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EFIS CONTROL PANEL

Purpose
The EFIS control panel controls displays on the EADI and EHSI, allows
selection of decision height, and enables the weather radar system.
Switch Functions
EADI Controls:
BRT - controls brightness level of EADI display.
DH REF - these LCDs display the selected decision height.
Decision height set knob - this 24-detent, continuous-turn control knob sets
the decision height. The range for decision height is -20 to +999 feet. At
selection below zero feet the DH display on the EADI is removed. Decision
height starts at 200 feet, as a baseline, when power is applied, and
corrected by turning the DH set knob. Two speeds of response are
achieved by software.
RST - manually resets the decision height circuits after the airplane has
passed through decision height. EHSI Controls:
RANGE - selects the range for the weather radar and navigation data
displayed on the EHSI.
TFC - enables TCAS traffic data on the EHSI in MAP, VOR, or ILS modes.
Mode select switch - selects mode of data on the EHSI display. The
modes display 70 degrees arc, with the airplane symbol at the bottom of
the display on all modes except the PLAN mode. The CTR (center) MAP
switch allows the selection of a center map display as well as a full ILS or
full VOR display.
Note:
In the PLAN mode, actuation of CTR map switch is mechanically

inhibited.
BRT - these are two concentric knobs. The outer controls the overall
brightness of the EHSI display; the inner controls the relative brightness of
the weather radar display.
WXR - this push-on/push-off switch turns on the WXR XCVR and enables
the display of weather radar information on the EHSI during the MAP,
VOR, or ILS modes. No weather radar data is displayed during PLAN
mode. The white band around the rim is visible only in the OFF position.
MAP display switches - during MAP - mode, these switches cause the
display of the symbols listed below. Any or all MAP display switches may
be actuated at the same time. The switches are push-on/push-off and
illuminate when actuated. The white band around the rim of each cap is
visible only in the OFF position.
NAVAID - VOR, VORTAC, etc.
ARPT - airports
RTE DATA - waypoint altitude and estimated time-of-arrival
WPT - waypoints not in the selected flight plan
EFIS CONTROL PANEL

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INSTRUMENT SOURCE SELECT PANELS

Purpose
These two panels allow the pilots to connect to their alternate data sources.
The captain and first officer can make selections independently of the other.
The ALTN switch illuminates when the alternate source has been selected.
Switch Functions
FLT DIR Switch - This switch connects the left, center, or right flight
control computer to the flight director portion of display on the EADI.
FMC Switch - This switch selects the left or right flight management
computer (FMC), or the on side control display unit (CDU), as the source of
navigation and flight parameters for the EHSI display. It is also used to
select the source for display on the on side FMC CDU. The switch on the
Captain's side only is also used to determine which FMC is the source of
the VOR/DME autotune frequency. When FMC-R or CDU-L are selected,
the right FMC is the autotune source.
Note:
Normally, the CDU-L position is not selected unless both FMCs

are faulty.
EFI Switch - The EFI switch determines if the on side (normal) or the
center (alternate) symbol generator supplies the video presentation on the
EADI and EHSI. The captain's and first officer's EFI switches are
interlocked electrically such that if both are using the ALTN position, the
captain's EFIS control panel and instrument source select switches have
control of the center EFIS symbol generator, and the INSTR switch level B
EICAS message is initiated.
IRS Switch - This switch determines which IRU provides data to the on
side EFIS symbol generators, and VSIs, the offside RMIs, weather radar
transceiver(s), the digital flight data acquisition unit (captain's switch only),
and the antiskid/autobrake system. The right IRS instrument source select
switch also determines if the center IRU receives air data inputs from the
left or right air data computer. The on side IRU is normal; the center IRU is
alternate.
AIR DATA Switch - Each AIR DATA switch selects air data inputs to the on
side or center EFIS symbol generators, on side mach/airspeed indicator, on
side electric altimeter, ATC transponder and inertial reference unit. The left
switch also selects the altitude source to the altitude alert module and flight
recorder.
INSTRUMENT SOURCE SELECT PANELS

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OPERATION - NORMAL IR DATA SWITCHING

Instrument Source Select Panel
ADIRS source select switches allow the captain (P1-1) and first officer (P3-3) to
switch between the normal (on side ADIRU) and alternate (center IRU) source
of ADIRU data.
Switch push-button illuminates white when switch is in ALTN position.
OPERATION - NORMAL IR DATA SWITCHING

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EFIS EADI AND EHSI DISPLAYS

EADI display modes
The EADI has only one normal display mode in which the airplane attitude and
flight director commands are shown.
EHSI display modes
The EHSI display depends on the position of the mode select switch on the
EFIS control panel.
"PLAN" mode: This mode is generally used prior to flight to set-up the
flight plan. The display is oriented north-up.
"MAP" mode: This FMS mode is used during flight to monitor the airplane's
position along the flight plan selected and stored in memory. The display is
oriented magnetic track up. Weather radar data can also be displayed in
the "map" mode.
"VOR" and "ILS" modes: The two "VOR" modes ("FULL VOR" & "EXP VOR")
are used while flying a VOR radial, and the two "ILS" modes ("FULL ILS" &
"EXP ILS") display localizer and glideslope deviations during landing. The two
expanded ("EXP") modes display only the horizontal situation forward of the
airplane (70o arc), while the two "FULL" modes display a full 360o compass
rose. Weather radar data can be displayed only in the "EXP VOR" and the
"EXP ILS" modes.
EFIS EADI AND EHSI DISPLAYS

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SELF- TEST
General
Self-test patterns are displayed on both EFIS display units when the self-test
switch on the symbol generator or the annunciator "test" switch on the P5 panel
is pressed. An air/ground relay prevents the EFIS self-test from the P5 panel
switch when the airplane is in the air. The P5 panel "test" switch is latching on
the -232 airplanes, and it is momentary on the -332 airplanes. In either case be
sure to hold the switch for a minimum of 3 seconds or until the test patterns
appear. The switch must be held on the -332 airplanes in order to keep the test
patterns displayed.
EADI Self-Test Display
The "TEST" message indicates an "OK" condition. In a "FAIL" condition, the
faulty LRU is identified by a two-letter code: control panel ("CP"), EADI display
unit ("DU"), and symbol generator ("SG") in order of priority. Symbol colors are
the same as for normal operation.
EHSI Self-Test Display
The EHSI test pattern displayed during an EFIS self-test depends upon the
selected EFIS mode. "test" messages and IRU identification codes are identical
to those for the EADI. Certain respective symbols appear in the test pattern
only if the appropriate EFIS control panel "map" background switches are
actuated ("NAV AID", "ARPT", "RTE DATA" & "WPT"). The weather radar
three-sector raster display (red, yellow, green) appears only in "MAP", "EXP
VOR" or "EXP ILS" modes.
The P5 panel "TEST" switch will test all three symbol generators
simultaneously.
SELF - TEST
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VERTICAL SPEED INDICTATORS OVERVIEW

General
The normal data source for the left VSI is the left IRU and left ADC, and the
center IRU is the back-up source. Pressing the left "IRS" instrument source
select switch to the "ALTN" position switches the data source from the left to the
center IRU. The data sources for the right VSI are the right ADIRU or center
ADIRU, and are selected by the right "IRS" instrument source select switch.
The VSI fault flag is displayed for faults in the VSI, ADIRU. This is because the
vertical speed indicators use the ADIRU as a data source.
VERTICAL SPEED INDICTATORS OVERVIEW

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MAGNETIC COMPASS LOCATION

General Component Locations
A standard magnetic compass is mounted in the flight compartment area as
shown. This instrument is used as a backup magnetic heading reference.
Mechanical
The compass is 2 5/8 inches in diameter. It is mounted under the overhead P5
panel with a non-ferrous bracket. It is a sealed, liquid filled unit, with a circular
indicator card that has two parallel and horizontal magnets attached and free to
rotate and tilt as the airplane banks. The liquid medium dampens rapid
movements and oscillations.
The front panel has E-W and N-S compensators which are used to correct for
both magnetic deviations generated by airplane components and electrical
currents in local wiring. A card mounted below the compass is used to record
small deviation errors that can not be removed by the compensators.
Electrical
The rotating compass card is lighted by a 5 volt ac bulb. Brightness is
controlled by the PANEL lighting control on the left side of the glare shield panel
(P7). Power is received from the 115 volt AC STBY BUS via the STBY INSTR
LTS circuit breaker and stepped down to 5 volt ac in the pilots' center instrument
panel dimmer control station. To change the bulb, loosen and remove the lamp
holder assembly.
MAGNETIC COMPASS LOCATION

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VHF OMNIDIRECTIONAL RANGE SYSTEM - INTRODUCTION

System Description
The VOR system is made up of two VOR receivers, two VOR control panels and
one dual VOR antenna. The VOR receivers have two tuning modes. They can
be manually tuned by selecting a frequency on the VOR control panel. They
can also be tuned automatically by the Flight Management Computer (FMC).
The tuning mode is set according to the EFIS (Electronic Flight Instrument
System) mode, selected on the EFIS control panel. When VOR or ILS EFIS
modes are selected, a discrete from the VOR control panel tells the VOR
receiver to use the frequency commands from the VOR control panel. In other
EFIS modes the VOR receiver uses frequency commands from the FMC.
System Operations
The VOR ground station transmits direction-code rf. The receivers extract
bearing information and provide data outputs to the RDMIs or RMIs, the
FMCs, and the EFIS symbol generators. Audio outputs to the flight interphone
system provide station identification.
Flight Deck Display
VOR omni-bearing is sent to the FMC for navigation use (position update).
Omni-bearing is also sent to the RDMIs for direct display of magnetic heading
reference omni-bearing to the tuned VOR station. Selected course (selected by
the pilot on the VOR control panel), and omni-bearing, are sent to the EFIS
symbol generators for display of VOR data on the EHSI (Electronic Horizontal
Situation Indicator). The EHSI shows selected course, deviation between
selected course and omni-bearing, and a TO/FROM indication.
VHF OMNIDIRECTIONAL RANGE SYSTEM - INTRODUCTION

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VOR COMPONENT LOCATIONS

VOR Control Panels
Captain's VOR control panel (CP) on left side of the center glare shield (P55).
First officer's VOR CP on right side of the center glare shield (P55).
VOR Receivers
Left VOR receiver on E2-2.
Right VOR receiver on E2-3.
VOR Antenna
Located under vertical stabilizer fin cap.
VOR COMPONENT LOCATIONS

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VOR CONTROL PANEL

Purpose
The VOR control panel provides manual VOR frequency and course selection
and display. Manual VOR frequency is also provided to the related DME
frequency for paired tuning.
Front Panel Controls
Frequency for manual tuning is selected by the two left concentric knobs. The
left window shows a five-digit liquid crystal display (LCD), to indicate the VOR
receiver tuned frequency for both manual and auto tuning modes. The reading
for 100 MHz is fixed. The tens and units MHz is selected by the outer knob, and
the last two digits is selected by the inner knob.
The tuning knob annunciator indicates the tuning mode of the VOR system and
allows the pilot to manually override the automatic tuning mode.
The course select knob is a ten-turn control knob. The course selected is
displayed on the three-digit liquid crystal display (LCD) window above the
course select knob.
VOR CONTROL PANEL

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VOR TUNING - CONTROLS AND DISPLAYS

General
The VOR frequency can be tuned manually by the pilot, or it can be tuned
automatically by the flight management computer. It can also be tuned remotely
from the FMC control display unit (CDU).
Manual Tuning
Initialization - On the EFIS control panel, set the display select switch to VOR.
The AUTO/MAN override switch on the on side VOR control panel indicates
MAN.
On the VOR control panel, select the VOR frequency and select the VOR
course. Both selections will be displayed on the VOR control panel.
Data Verification - On the RDMI, set the display select switch to VOR and verify
that bearing indicator points to the VOR station.
On the EHSI, verify that VOR source annunciator, selected course, and VOR
deviation bar are displayed.
On the FMC CDU, press the PROG key and verify that tuned frequency on line
5L or 5R agrees with frequency on the VOR control panel.
Automatic Tuning
Initialization - On the EFIS control panel, set the display select switch to MAP or
PLAN.
On the VOR control panel, the AUTO/MAN manual override switch/light
indicates AUTO.
Data Verification - On the RDMI, set the display switch to VOR and verify that
the bearing indicator points to the VOR station.
On the FMC CDU, press the PROG key and verify that the tuned frequency on
line 5L or 5R agrees with frequency on VOR control panel.
VOR Remote Tune - The FMC selected VOR station can be changed while in
the automatic tuning mode, using the FMC CDU.
On the FMC CDU, press the PROG key. Enter the VOR station identifier (if
stored in FMC data base) or frequency into the scratchpad. Line select the
scratchpad to line 5L or 5R to remote tune the left or right VOR, respectively.
To return the remote tune mode to the autotune mode, type A in the scratchpad
and line select it to the remote tune side.
VOR TUNING - CONTROLS AND DISPLAYS

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VOR DISPLAYS
Electronic Horizontal Situation Indicator
Normal Displays - During a VOR mode, the EHSI displays data as illustrated in
the graphic. This includes VOR selected course, course deviation, a to/from
indicator, and a data source indicator (VOR-L or VOR-R).
NCD Display - If the omni-bearing data word is NCD, the deviation bar and to/
from indicator will be removed. The scale and course pointer is retained.
Invalid Display - If the omni-bearing data word is invalid, the deviation bar and
scale is removed and the yellow VOR flag is shown. The course pointer is
retained. If only the selected course data word is invalid, the course pointer,
deviation
Radio Distance Magnetic Indicator
The RDMIs display VOR and ADF bearing on the two rotating bearing pointers.
The type of bearing displayed is selected by the bearing pointer source control
knobs. The pointer (bearing) flags drop into view for invalid or no computed
data.
The VOR bearing flags will also be in view when ever magnetic heading is failed
or NCD. The bar, and to/from indicator are removed. The scale is retained.
VOR DISPLAYS
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VOR SELF-TEST (MAIN EQUIPMENT CENTER)

Functional Test
The self-test sequence is executed by pressing the test switch on the front
panel of the VOR receiver for approximately 10 seconds. The results of the test
appear on the LED status lights until the test switch is released or until the
self-test automatically times out after approximately 9 +/-1 second (whichever
occurs first).
Front Panel Features
Test switch - this switch provides the self-test for both the VOR receiver circuits
and the marker beacon receiver module.
VOR LED (red) - indicates a detected failure in the VOR receiver.
VOR LED (green) - indicates no detected faults in the VOR receiver. Red LEDs
are off.
MKR LED (red) - indicates a detected failure in the marker beacon module,
irrespective of whether the module is in the L VOR or R VOR receiver.
DATA IN LED (red) - indicates invalid data from the selected tuning source. This
source can be the VOR control panel, L FMC, or R FMC.
The status indicating LEDs illuminate only during manual self-test.
VOR SELF-TEST (MAIN EQUIPMENT CENTER)

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DME - INTRODUCTION
General
The distance measuring equipment (DME) measures the slant-range distance
from the airplane to a selected ground station and provides continuous distance
information to the flight management computers for high accuracy position
fixing and simultaneously provides data available for DME distance displays.
An audio output provides station identification.
The DME system measures distance by transmitting a pulse pair signal to a
ground station and counting the time it takes to receive a reply signal. The
distance is then the propagation velocity of the pulse pairs multiplied by the time
divided by 2. The factor of 2 is necessary because the pulse pair must traverse
the distance twice, first down to the station, and then back to the interrogator.
Frequencies
The distance measuring equipment (DME) ground stations are co-located with
ILS or VOR ground stations. Even though the DME's operating frequencies are
in the UHF band, the DME interrogators are tuned by providing them with the
VHF ILS or VOR frequency of the station with which they are co-located. The
interrogator then translates the VHF frequency into the corresponding UHF
frequency of the DME ground station.
System Controls
The system mode control is from the EFIS control panel. If the selected EFIS
mode is ILS, the DME frequency is paired with the selected ILS frequency. If
the selected EFIS mode is VOR, the DME frequency is paired with the selected
VOR frequency. The interrogator is said to be manually tuned in the ILS or VOR
modes. In the EFIS map or plan modes (frequency scanning mode), the DME
frequency is controlled by the flight management computer (FMC). The FMC
directs the tuning of up to five DME ground stations. The interrogator is said to
be autotuned in the map or plan modes.
Outputs
The DME distance to the station is displayed on both RDMIs and the EHSIs.
Distance data is also supplied to the FMCs and the digital flight data acquisition
unit (DFDAU). Audio is supplied to the flight interphone system for station
identification.
Purpose
The DME interrogator transmits a pulse-pair interrogation signal, receives the
reply signal, computes the slant range to the tuned station, and provides
distance output data.
Front Face
The test push-button switch initiates the interrogator self-test sequence. Test
sequence indications are output to interfacing systems and DME status is
indicated on the front panel LEDs. The status indicating LEDs illuminate only
during manual self-test. The red R/T, ANT, and DATA IN LEDs indicate faults in
the interrogator, DME ANT DC continuity, and frequency tuning source,
respectively. The green R/T LED indicates a no-fault condition (no red LEDs
illuminated).
Note:
The antenna monitoring is a customer option. Fault Memory

(Customer Option)
A non-volatile fault memory is included (customer option) which stores up to 13

faults per flight for the last 64 flights. If two similar faults are stored in the four
most recent flights, the front panel red R/T LED will light during manual self-test.
Flight legs are determined by a discrete from an air/ground relay. Fault memory
data is fed to a rear panel ATE connector upon a dump request from shop level
test equipment. On the ground, fault recording is inhibited except during
manual self-test.
DME - INTRODUCTION
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DME COMPONENT LOCATIONS

DME Interrogators (Left System and Right System)
On main E/E rack in main equipment center (E2-2 and E2-3).
DME Antennas (Right and Left)
On bottom of fuselage, left at station 555, right at station 665.
Radio Distance Magnetic Indicator (RDMI)
Left on captain's instrument panel (P1)
Right on first officer's instrument panel (P3)
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DME COMPONENT LOCATIONS

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DME CONTROLS AND DISPLAYS

DME Controls
The DME interrogator tuning mode is selected on the on side EFIS control
panel. The mode selected determines whether the DME is manually tuned or
automatically tuned by the FMC. If an auto-tune mode is selected, the on side
VOR control panel gives the pilot manual tuning override capability.
EFIS Control Panel - When FULL VOR or EXP VOR is selected on the EFIS
control panel, the DME is tuned by a paired VOR frequency. This frequency is
manually selected on the VOR control panel, and routed to the DME.
When FULL ILS or EXP ILS is selected on the EFIS control panel, the DME is
tuned by a paired ILS frequency. This frequency is manually selected on the
ILS control panel and routed to the VOR control panel. In the VOR control
panel, the ILS frequency is routed through a relay to the DME. The relay sends
the ILS or VOR frequency to the DME depending on the mode selected.
When map or plan mode is selected on the EFIS control panel, the DME
interrogator is automatically tuned by the flight management computer. The
FMC directs the interrogator to tune up to five DME stations. The AUTO part of
the VOR/DME switch-light on the VOR control panel is lighted. Pressing this
switch light overrides the auto-tune mode and causes the DME to revert back to
manual tuning by the selected VOR frequency. The MAN part of the VOR/DME
switch-light will be lighted. Pressing the switch-light a second time brings back
the auto tune mode.
VOR Control Panel - The VOR frequency, which is manually selected with
knobs on the VOR control panel, is sent to the DME when the VOR modes are
selected. The selected frequency is shown on an LCD display. The MAN part
of the VOR/DME switch-light will be lighted white.
Each VOR station has a collocated DME station. The VOR frequency and the
DME frequency are paired. The DME interrogator accepts the VOR frequency
and uses a memory look-up table to determine the actual DME frequency to be
tuned.
ILS Control Panel - The ILS frequency, which is manually selected with knobs
on the ILS control panel, is sent to the DME interrogator by way of the VOR
control panel when the ILS modes are selected. The selected frequency is
shown on an LCD display. The MAN part of the VOR/DME switch-light will be
lighted.
The DME interrogator accepts the ILS frequency and uses a memory look-up
table to determine the actual DME frequency to be tuned.
DME Distance Displays
Radio Distance Magnetic Indicator (RDMI) - The RDMI displays DME/VOR
distance between 0 to 799.9 to the tenth of a nautical mile. The DME display
shows blank for DME faults and dashes for DME no-computed-data or DME
distance out of range. If the EFIS control panel mode is ILS, the DME/ILS
distance includes an L in the most significant digit position, and the maximum
display value is 99.9 nm instead of 799.9 nm. If the EFIS control panel mode is
map or plan, the DME distance is provided by the FMC.
Electronic Horizontal Situation Indicator (EHSI) - The EHSI displays DME
distance during VOR and ILS modes. The annunciation DME is also displayed.
During map and plan modes, the distance displayed is distance-to-go from the
flight management computer and is not from DME, although DME may be
providing distance information to the flight management computer. The DME
distance display is to the nearest nautical mile if distance is greater than or
equal to 100 nm, and to the nearest tenth of a nautical mile for distance less
than 100 nm. DME faults cause the display to be blank, and DME
no-computed-data causes a display of four dashes.
DME CONTROLS AND DISPLAYS

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DME DISTANCE DISPLAY

DME Distance on EHSI
DME distance is shown on the EHSI while VOR or ILS modes are selected on
the EFIS control panel.
Note:
When the MAP or PLAN modes are selected on the EFIS control
panel, DME distance is replaced by distance to the next waypoint.
DME Distance Display on RDMI

DME distance is shown on the RDMI in all EFIS modes.
DME DISTANCE DISPLAY

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DME SYSTEM - INTERFACES

System Configuration
Two DME Interrogators and two DME Antennas, one for each interrogator, are
installed in the airplane.
Frequency Control
The pilot determines the tuning mode (manual or automatic) of the DME
interrogator by his mode selection on the on side EFIS control panel. Also, the
on side VOR control panel gives the pilot manual tuning override capability.
EFIS VOR Mode - With the VOR mode selected on the EFIS control panel, the
manual relay is energized and the ILS relay in the VOR control panel is relaxed
by the tuning logic. The tuning source select discrete to the DME interrogator is
a logic one (open), so the DME interrogator accepts the manual tune frequency
selected by the pilot on the VOR control panel.
EFIS ILS Mode - With the ILS mode selected on the EFIS control panel, the
manual relay and the ILS relay in the VOR control panel are energized. The
tuning source select discrete to the DME interrogator is a logic one (open), so
the DME interrogator accepts the manual tune frequency selected by the pilot
on the ILS control panel.
With the MAP or PLAN mode selected on the EFIS control panel, both the
manual relay and the ILS relay in the VOR control panel are relaxed. The
tuning source select discrete to the DME interrogator and the FMCs is a logic
zero (ground) so the DME interrogator accepts the auto-tune frequency output
by the FMC. The FMCs output a left or right DME scan discrete (ground) which
energizes K1304, scanning right RDMI relay, or K1303, scanning DME left
RDMI relay.
The left FMC is the normal auto-tune frequency source for both DME
interrogators. If the captain selects CDU-L or FMC-R on his FMC alternate
source select switch, the left and right FMC tuning relays (K757 and K758)
energize, and the right FMC replaces the left FMC as the auto-tune frequency
source. The FMCs direct the tuning of up to five DME ground stations.
Manual Tuning Override Capability - A latch within the tuning logic in the VOR
control panel is enabled with Map or Plan selected on the on-side EFIS control
panel. Otherwise it is disabled.
With MAP or PLAN mode selected on the EFIS control panel, the manual relay
is relaxed and the ILS relay is relaxed. If the AUTO/MAN switch on the VOR
control panel is pressed, the manual relay is latched in the energized state. The
tuning source select discrete to the DME interrogator is a logic one (open) so
the DME interrogator accepts the manual tune frequency selected by the pilot
on the VOR control panel. The manual relay will be held in the energized state
until the AUTO/MAN switch is pressed a second time, or VOR or ILS mode
discrete from the EFIS control panel change state (open to ground).
Suppression
Each DME interrogator generates a suppression pulse for use internally and for
suppressing the receivers of the opposite DME, both ATC transponders, and
TCAS computer when interrogation pulses are being transmitted. In addition,
the DME interrogator accepts suppression pulses to protect its receiver when
the other L-band equipment is transmitting.
DME Distance Output
The DME interrogator determines the slant range distance to the ground station
it is tuned to by measuring precisely the amount of time that has elapsed
between transmission of an interrogation rf pulse pair and reception of the reply
rf pulse pair.
DME distance data is sent from each interrogator to both FMCs for navigation
position fixing, and is sent for display to both RDMIs, and to the on side and
center EFIS symbol generators for display on the EHSIs. The FMCs provide
distance data to the RDMIs in EFIS MAP or PLAN mode.
DME Audio Output
Each DME ground station periodically transmits a 1350 Hz Morse coded
identification signal. This signal is decoded in the DME Interrogator and routed
through the on side VOR control panel to the audio selector panels.
DME SYSTEM - INTERFACES

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DME SYSTEM TEST

DME Self-Test
A manual self test is initiated by pressing the test switch on the front panel of the
interrogator and holding it for the duration of the test. This will give the flight
deck indications as well as the DME status indications on the front panel.
DME SYSTEM TEST

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GLOBAL POSITIONING SYSTEM - INTRODUCTION

General
The global positioning system (GPS) uses navigation satellites to supply
accurate airplane position to airplane systems and to the flight crew.
Abbreviations and Acronyms
AIL
BITE
CDU
D/A
FMCS
GPS
GPWC
HFOM
MMR
NCD
PPS
RAIM
SPS
UTC
RAIM
autonomous integrity limit

built-in test equipment
control display unit
digital-to-analog
flight management computer system
global positioning system
ground proximity warning computer
horizontal figure of merit
multi-mode receiver
no computed data
precision positioning service
receiver autonomous integrity monitor
standard positioning service
universal time (coordinated)
receiver autonomous integrity monitoring
GLOBAL POSITIONING SYSTEM - INTRODUCTION

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GPS THEORY OF OPERATION

GPS Segments
The GPS has three segments:
Satellite
User
Control
Satellite Segment
The satellite segment is a group of satellites that orbit approximately 10,900
nautical miles above the earth. Each satellite completes an orbit approximately
once every 12 hours. There are 24 operational satellites and 3 spares.
The satellites continuously transmit radio signals with navigation data, range
code, and the exact time.
User Segment
The user segment consists of the GPS receivers which are in the multi-mode
receivers (MMR). They receive satellite signals from their preamplified
antennas and use them to calculate the airplane position by distance calculation
to all visible satellites.
The control segment has one master control station and five monitor stations.
Three of the monitor stations are also upload stations.
The master control station is in Colorado Springs, CO, USA. The master control
station is the operational center of the GPS. The master control station controls
all operations in the control segment. The master control station has an atomic
clock. This clock is the reference for the GPS.
The monitor stations track the satellites 24 hours a day. The master control
station remotely controls the monitor stations through on-line connections. The
monitor stations are in these locations:
Ascension island
Colorado Springs
Diego Garcia island
Hawaii
Kawajalein island
To calculate the airplane position (latitude, longitude, and altitude) and the clock
bias, the GPS receiver must know the position of at least four satellites. It then
measures the distances to all the satellites at the same time, and solves for
these four unknowns with four range equations:
Latitude
Longitude
Altitude
Clock bias
Control Segment
GPS Time
The control segment has control and monitor stations on earth that continuously
monitor and track the satellites. The purpose of the control segment is to do
these functions:
All the satellites synchronize to universal time (coordinated) (UTC). The

satellites transmit this time to the GPS receiver. The accuracy of the satellite
UTC is approximately 100 nanoseconds. The GPS receiver transmits UTC on
an ARINC 429 format.
Monitor and correct satellite orbits and clocks

Calculate and format a satellite navigation message
Update the satellite navigation message regularly
GPS THEORY OF OPERATION

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GPS GENERAL DESCRIPTION

General
The global positioning system (GPS) receives signals from GPS satellites and
calculates:
Latitude
Longitude
Altitude
Ground speed
Universal time (coordinated) (UTC)
There are two GPS antennas. The left and right antennas receive satellite
signals and send them to the GPS section of their multi-mode receivers (MMR).
The GPS receivers calculate airplane position and report Universal time
coordinated (UTC). Time and position data is used to update the flight
management computers. Position only data goes to the enhanced ground
proximity warning computer (EGPWC) to compare airplane position with the
EGPWC database.
The GPS also provides UTC to the captain and first officer clocks. If this
provision is activated, the clocks show GPS time.
GPS GENERAL DESCRIPTION

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GPS COMPONENT LOCATIONS

Antenna
The left and right GPS antennas are on top centerline of the fuselage at stations
600 and 622. The antennas are active (amplified) and receive 12v dc power
from their onside multimode receiver.
Multimode Receiver
The left multimode receiver (MMR) is on the E1-3 shelf in the main equipment
center (MEC). The right MMR is on the E1-5.
GPS COMPONENT LOCATIONS

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GPS COMPONENTS (CONTD)
System Test
General
To start the self-test sequence, push and release the TEST switch on the MMR
front panel:
The GPS antennas receive L-band frequency signals and sends them to the
multi-mode receivers (MMR).
The GPS antennas use built in amplifiers to reduce RF signal loss. The antenna
preamplifiers use 12v dc from the power supply in the MMR.
Purpose
The GPS receiver is an electronic card in the multi- mode receiver (MMR) in the
main equipment center. It calculates the satellite range solutions from up to
twelve satellites at one time. It processes the range solutions and gives aircraft
position to the flight management computers and the enhanced ground
proximity warning computer. It also sends universal time coordinated (UTC) to
the FMC and the captain and first officer clocks.
Front Panel Features
The multi-mode receiver (MMR) has a test switch and three LED status
indicators on the front panel. These indicators come on only when the front
panel TEST switch is operated:
Red/green LRU STATUS light - RED shows the receiver has a fault
GREEN shows the receiver is good
Red/CONTROL FAIL - shows control input faults
Red/ANT FAIL - Red shows that any one of the antennas connected
to the MMR has failed
General
The only system tests for the GPS are through the MMR.
Each multi-mode receiver has a functional test button that starts a self-test of
the MMR, any control interfaces with it, and the antenna inputs to it.
For the first two seconds, the LRU SATUS, CONTROL FAIL, and ANT
FAIL LEDs are red.
For the next two seconds, the LRU status LED is green, and the control
input and antenna LEDs are red.
For the next two seconds, (minimum) all LEDs are off. After this, the
appropriate LEDs show the system status.
LRU status pass - The green LRU status LED comes on if no faults sre
found during the self-test sequence in either the ILS and GPS.
LRU status fail - The red LRU status LED comes on if a fault is found
during the self-test sequence.
Control input fail - The red LED comes on if the ILS does not receive tuning
information from the ILS control panel.
Antenna fail - The red LED comes on if any (ILS or GPS) system antenna
fails.
Power-up
During power-up, the MMRs do a test of the antennas. At that time, the MMRs
verify continuity of the antenna connections. The MMRs do not do a test of the
antennas during operation after power-up.
GPS COMPONENT LOCATIONS (CONTD)

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GPS FUNCTIONAL DIAGRAM

Power
The power supply provides various dc voltages from the 115v ac input to the
multi-mode receiver (MMR).
Satellite Signal Processing
The low noise amplifier (LNA) receives and amplifies the satellite signals from
the GPS antenna. The receiver detects the satellite signal and sends it to
an analog-to-digital (A/D) converter. The A/D converter sends the digitized
signal to the microprocessor. The microprocessor calculates airplane position,
altitude, and other GPS data and sends it to the flight management computers
(FMCs) and EICAS computers on ARINC 429 buses.
Inputs
The GPS receivers use position data from the IRS during initialization. The
GPS also uses this data in the aided and altitude aided modes.
Outputs
Both GPS receivers send time and position data to both FMCs.
The GPS also sends position data to the enhanced ground proximity warning
computer (EGPWC). The GPWC uses this data in its terrain awareness and
terrain clearance floor functions.
There are provisions for GPS data to go digitally to the captain and first officer
clocks.
GPS FUNCTIONAL DIAGRAM

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GPS OPERATION MODES

GPS Modes of Operation
The GPS receiver operates in these modes:
Acquisition mode
Navigation mode
Altitude aided mode
Aided mode
Acquisition Mode
The GPS receiver stores the difference between inertial and GPS altitude so
that it can estimate the GPS altitude when only three satellites are available.
In the altitude aided mode, the GPS receiver uses the airplane altitude from the
IRS and the length of the earth radius as the fourth range.
The GPS receiver enters the altitude aided mode only after these three
conditions are true:
The GPS receiver was in the navigation mode
There are only three satellites available with good geometry for position
fixes
The GPS receiver stored the difference between inertial and GPS altitude
in memory
The GPS receiver looks for and locks on to the satellite signals. The GPS
receiver must find at least 4 satellites before it starts to calculate GPS data.
The GPS receiver starts normal operation again when a fourth satellite comes
into view.
The GPS receiver can accept inertial reference data to calculate which satellites
are available at the present airplane position to help to acquire satellites. It can
also reference time and date from the captain and first officer clocks.
Aided Mode
If the IRS data is not available, the GPS receiver can still acquire satellites
signals. However, it takes longer because it has to look for all the satellites.
When the GPS receiver finds the satellites, it calculates which it can use.
The GPS receiver enters the aided mode during short periods (less than 30
seconds) of bad satellite coverage. An example of bad satellite coverage is
poor satellite geometry when at least four satellites are available but they are
not spread out far enough so the GPS receiver can make an accurate position
fix.
The GPS receiver takes approximately 75 seconds to acquire satellite signals

when IRS data is available. It can take 4 to 10 minutes to acquire satellites
when IRS data is not available.
In the aided mode, the GPS receiver receives altitude, heading, and speed from
the inertial reference system. The GPS receiver uses this data to go back
quickly to the navigation mode when there is good satellite coverage again.
The GPS receiver output is NCD in the aided mode.
Navigation Mode
Autonomous Integrity Limit
The GPS receiver enters the navigation mode after it acquires and locks on to at
least 4 satellites. When the GPS receiver is in the navigation mode, it
calculates GPS data. GPS receiver output goes no computed data (NCD) when
the accuracy is not within 16 nautical miles of the actual position.
The GPS receiver has a receiver autonomous integrity monitor (RAIM) function.
The RAIM monitors the status of the satellites that the GPS receiver uses for
calculations. The output of the RAIM function is an estimate of the GPS
position error.
Altitude Aided Mode

With four satellites available, the GPS receiver stores the difference between
the IRS inertial altitude and altitude.
GPS OPERATION MODES

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GPS POSTITION INITIALIZATION PAGE

General
The flight management computer shows position initialization and position
reference pages on the multi-purpose control display unit (MCDU).
The multi-mode receivers (MMRs) send GPS data to the FMC. GPS data shows
on the MCDU. The position initialization page shows the GPS position and
GPS time.
The flight crew can use the GPS position to initialize the inertial reference
system (IRS) position.
The GPS universal time (coordinated) (UTC) shows on the MCDU when the
GPS time is valid.
GPS POSITION INITIALIZATION PAGE

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GPS POSITION REFERENCE PAGE WITH BEARING

DISTANCE
General
Position reference page two, line 1L shows the FMC airplane position in large
font, and shows the sensor used to calculate the FMC position in small font.
FMC can use GPS position data to calculate the airplane position. It can also
use these other navigation systems to calculate airplane position:
Inertial Reference SYSTEM (IRS)

Distance Measuring Equipment (DME)
VHF Omnidirectional Range (VOR)
ILS Localizer (LOC)
The FMC calculates the accuracy of the position data from each navigation
system. These calculations show on POS REF pages 2, 3, and 4 (of 4).
The left FMC uses the left MMR and the right FMC uses the right MMR. If the
onside MMR fails, the FMCs use the other MMR.
Use line select key 6R to toggle between a sensor position in Latitude and
Longitude, and a sensor position in bearing and distance relative to the FMC
calculated position.
GPS POSITION REFERENCE PAGE WITH BEARING DISTANCE

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RADIO DISTANCE MAGNETIC INDICATOR (RDMI)

Purpose
The RDMIs display magnetic heading, VOR or ADF bearing, and DME
distance.
Component Locations
Two RDMIs are provided; one for the captain on P1, and one for the first officer
on P3.
Normal Displays
The compass card displays heading from the offside pilot's selected IRU.
Magnetic heading is displayed between 73 degrees N and 60 degrees S latitude
with the HDG REF switch in NORM. At greater latitudes, with HDG REF in
NORM, magnetic heading is tagged no-computed-data; consequently, the
RDMI display the heading card failure flag. In TRUE position, the HDG REF
switch reprograms the RDMIs to use true heading to drive the compass card.
The bearing pointers are driven by a data source selected by the ADF/VOR
switch. In VOR mode, the pointer is driven by the respective VOR receiver.
In ADF mode, the pointer is driven by an ADF receiver, or goes into the
no-computed-data mode (fault flag) if no ADF receiver is installed for that
pointer.
DME distance is displayed in both ADF and VOR modes to the nearest tenth of
a nautical mile. In the EFIS ILS mode, the DME distance is preceded by the
letter L.
Fault Displays
Heading Flags - The heading flag is displayed on no-computed or invalid data
from the IRU supplying heading information, for RDMI circuitry failure, or at
latitudes greater than 73 degrees N or 60 degrees S and the HDG REF switch
in NORM.
Bearing Flags - VOR/ADF - displayed for a data source failure,

no-computed-data, or an RDMI circuitry failure.
VOR flag - also displayed when the heading flag is in view or when the HDG
REF switch is in TRUE.
Distance Annunciator - Blank - invalid data from the source or a tuning
discrepancy between received data and EFIS control panel selection or RDMI
circuitry failure. Dashes - no computed data.
RADIO DISTANCE MAGNETIC INDICATOR (RDMI)

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RDMI DIAGRAM
RDMI Data Sources
The various RDMI displays on the L-RDMI present information from the
following data sources:
Magnetic/true heading - (Normal: R-IRU; Alternate: C-IRU).
Heading reference select switch - Override switch forces true heading
display.
Left bearing needle - L-VOR; L-ADF.
Right bearing needle - R-VOR; R-ADF (ER Only).
Left distance readout - L DME; L OR R FMC.
Right distance readout - R DME; L OR R FMC.
Data Source Selections
The displays for the R-RDMI are the same except that the normal heading data
source is the L-IRU.
The left distance displays shown at any one time on the RDMIs depend upon
the left EFIS control panel mode (VOR, ILS, MAP, or PLAN mode).
The right distance displays depend upon the right EFIS control panel mode
selection.
RDMI DIAGRAM
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ILS - INTRODUCTION
Purpose
The ILS provides airplane position data relative to the glide slope and runway
centerline.
The Glideslope and Localizer signals come from ground based transmitters
through different antennas. The left, center and right receivers use signals to
get glideslope and localizer deviation. The receivers also use Morse code
signals from the localizer part of the signal. These are sent to the flight
interphone system.
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ILS - GENERAL DESCRIPTION

Purpose
centerline.
System Description
ILS Control Panel - A single control panel provides frequency tuning and front
course runway heading to three receivers simultaneously.
ILS Receivers - Left, right, and center receivers are operating at the same time.
Glide slope and Localizer signals are received from ground station transmitters
through separate antennas and processed to obtain glide slope and Localizer
deviation values. Morse code signals bearing station identification are extracted
from the composite localizer transmission and routed to the audio selector
panels.
Interface Systems
Automatic Flight Control System - Left, center, and right FCC accept ILS digital
data from the respective receiver to generate guidance commands during AFCS
operation.
Flight Management System - Left and right FMCs accept ILS digital data from
the on side receiver for the purpose of position updating during final approach.
Electronic Flight Instrument Displays - Glide slope and Localizer deviation
displays appear on the EHSI and EADI. The EHSI also displays ILS frequency
and runway heading. The left ILS provides data to the captain's EFIS, the right
ILS to the first officer's. The center ILS is an alternate data source to either
captain's or first officer's EFIS.
Flight Data Recording System - ILS data are processed in the digital flight data
acquisition unit, and routed to the flight data recorder.
Ground Proximity Warning System - The GPWC accepts left ILS digital data to
trigger below glide slope approach warnings.
Standby Attitude/ILS Indicator - The standby attitude/ILS indicator displays glide

slope and localizer deviation data from the center ILS as a backup indicator.
Flight Interphone System - Station audio identification is provided to the audio
selector panels from all ILS receivers.
ILS - GENERAL DESCRIPTION

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ILS COMPONENT LOCATIONS

ILS receivers - located in the main equipment center, on rack E1-3 (left ILS),
E1-4 (center ILS), and E1-5 (right ILS).
ILS control panel - located on the aft pilot's control stand (P8).
ILS antennas - two dual loop G/S antennas and two dual loop LOC antennas
are located on the forward pressure bulkhead (section 41) within the nose
radome.
ILS circuit breakers - located on the overhead circuit breaker panel P11-1 (left
and center ILS) and P11-4 (right ILS).
Glide slope director element - located in nose radome assembly, positioned
horizontally across the center butt line on the inside surface of the radome,
about 18 inches from the radome lower edge.
ILS COMPONENT LOCATIONS

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ILS CONTROL PANEL

Purpose
The ILS control panel encodes and outputs on ARINC 429 data buses the ILS
frequency and the front course runway heading as selected by the pilot input
controls. The data buses are triple redundant with the encoded data generated
by three electrically isolated sets of switches, encoding electronics and sent to
the receivers by three dedicated output connectors.
Power requirements - 115 volts ac, 400 Hz, single-phase, 10.3 w maximum.
Control Panel Features
ILS Frequency Display - Displays the center ILS tune frequency or a park
display (five-dashes), indicating that the frequency selector is in off (park)
position. The display range is 108.10 to 111.95 MHz, indicating the ILS localizer
frequency value. The most significant digit is fixed at 1.
ILS Frequency Selector - Selects one of forty localizer frequencies to tune all
ILS receivers. Only the LOC frequency is dialed in; the corresponding G/S
frequency is determined automatically by the receiver. The outer knob has 10
positions: Park, 08, 09, 10, 11, and repeats. The inner knob has 10 positions:
.10, .15, .30, .35, .50, .55, .70, .75, .90, and .95. Park causes the control panel
to send a NCD ILS frequency word to the receivers, which places them in
standby mode: LOC and G/S deviation outputs are NCD. Also, a park discrete
signal to the EFIS symbol generators cause removal of all ILS indications from
EADI.
ILS Front Course Display - Displays the course set by the course selector. It
indicates the selected runway heading in degrees (000 to 359).
ILS Front Course Selector - Sets the ILS course in the course indicator and on
the EHSI if it's operating in the ILS mode. The outer knob controls the
hundredths and tenths position and the inner knob controls the units position.
ILS TEST Switch - Covered at the end of this section.
ILS CONTROL PANEL

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ILS SYSTEM DIAGRAM

Purpose
centerline.
System Description
ILS Control Panel - A single control panel provides frequency tuning and front
course runway heading to three receivers simultaneously.
ILS Receivers - Left, right, and center receivers are operating at the same time.
Glide slope and Localizer signals are received from ground station transmitters
through separate antennas and processed to obtain glide slope and Localizer
deviation values. Morse code signals bearing station identification are extracted
from the composite localizer transmission and routed to the audio selector
panels.
Interface Systems
Automatic Flight Control System - Left, center, and right FCC accept ILS digital
data from the respective receiver to generate guidance commands during AFCS
operation.
Flight Management System - Left and right FMCs accept ILS digital data from
the on side receiver for the purpose of position updating during final approach.
Electronic Flight Instrument Displays - Glide slope and Localizer deviation
displays appear on the EHSI and EADI. The EHSI also displays ILS frequency
and runway heading. The left ILS provides data to the captain's EFIS, the right
ILS to the first officer's. The center ILS is an alternate data source to either
captain's or first officer's EFIS.
Flight Data Recording System - ILS data are processed in the digital flight data
acquisition unit, and routed to the flight data recorder.
Ground Proximity Warning System - The GPWC accepts left ILS digital data to
trigger below glide slope approach warnings.
Standby Attitude/ILS Indicator - The standby attitude/ILS indicator displays

glide slope and localizer deviation data from the center ILS as a backup
indicator.
Flight Interphone System - Station audio identification is provided to the audio
selector panels from all ILS receivers.
ILS SYSTEM DIAGRAM

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ILS THEORY OF OPERATION

Localizer Theory
A localizer signal is transmitted on one of 40 frequencies. The frequency range
is 108.10 to 111.95 MHz, on odd tenths.
The localizer beam is aligned with the final approach course to the runway. The
localizer transmitter produces two lobes, one on either side of the runway
centerline. The left lobe is modulated with a 90-Hz carrier and the right lobe
with 150 Hz. The final approach course coincides with the runway centerline,
and is the course where the two signals (90 and 150 Hz) are equal.
If the airplane is to the left of localizer centerline, the localizer deviation display
moves to the right. This means the runway centerline is to the right. If the
airplane is to the right, the localizer deviation display moves to the left. This
means the runway centerline is to the left.
The amount of deflection, left or right, depends on the relative strength of the
two signals. If the airplane is one degree left or right of course, the receiver
moves the deviation bar one dot left or right. If the airplane is two degrees left
or right, the receiver makes a two-dot deflection.
Many airports have only one instrument landing system (ILS). An approach to
the airport from the opposite direction is called a back course approach. The
ground station uses the same localizer transmitter for a back course (B/CRS)
approach. The modulation frequencies stay on the same side of the runway.
Therefore, the deviation bar would deflect in the opposite direction with the
normal final approach course selected. However, EFIS compares the selected
approach course with aircraft heading. If there is a difference of more than 90
degrees, it reverses the signal polarity and the indications show correctly. The
crew must select B/CRS on the standby attitude/ILS indicator or the integrated
standby flight display (ISFD) for that display to show correctly.
Glideslope Theory
The glideslope signal is transmitted on one of 40 frequencies. The range is
from 329.15 to 335.0 MHz. The glideslope transmitter is automatically tuned
when the crew selects an ILS localizer frequency.
Glideslope signals produce two lobes, one above the other. The upper lobe is
modulated with 90 Hz, and the lower lobe with 150 Hz. The glide slope
transmits from a point past the runway threshold in the direction of the localizer.
It provides a 2.5 to 3 degree glide path where the two audio signals are equal.
If the airplane is above the glide path, the glideslope deviation display moves
down to show the glideslope centerline is below the airplane. If the airplane is
below the glide path, the glideslope deviation display moves up to show the
glideslope centerline is above the airplane. At 0.35 degrees of deviation, the
receiver produces one dot deflection. At 0.7 degrees of deviation, the receiver
produces a two-dot deflection.
ILS THEORY OF OPERATION

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ILS TEST DISPLAYS

EHSI
Selecting an ILS mode on the EFIS control panel presents a navigation display
with ILS information on the EHSI. This also provides an ILS mode discrete to
the VOR control panel which causes paired tuning of the DME with the ILS
frequency. The mode annunciation ILS appears on the lower left corner of the
EHSI, and the ILS tuned frequency is displayed on the lower right.
Glide Slope Deviation
Glide slope deviation is displayed by a truncated triangle-shaped pointer
moving against a four-dot scale. The glide slope index is a fixed small central
rectangle which represents the airplane position relative to the glide slope beam
(the pointer). One dot represents approximately 0.35 degrees deviation.
Maximum deflection is +/- 2.2 dots.
Localizer Deviation
Localizer deviation is displayed by a bar symbol moving across a four-dot scale
drawn as part of the selected runway course symbology located about the
airplane present position symbol. One dot represents approximately one
degree deviation. Maximum deflection is +/- 2.3 dots.
Selected Runway Course
The selected runway course pointer extends to the compass tape scale as
shown. The course pointer is oriented to display the front course (FCRS)
selected on the ILS control panel. The two course pointer segments also serve
as a displacement index for the localizer deviation bar.
EADI
ILS glide slope and localizer deviation data are displayed on the EADI when a
valid ILS frequency is tuned and the ground station transmission is received.
Displays on the EADI are independent of the EHSI mode selector on the EFIS
control panel.
Glide Slope Deviation

Glide slope deviation is displayed by a truncated triangle-shaped pointer symbol
moving against a four-dot scale. The glide slope index is a fixed small central
rectangle which represents the airplane position relative to the glide slope beam
(the pointer). One dot equals approximately 0.35 degrees. Maximum deflection
is +/- 2.2 dots (approximately 0.77 degrees). (The EADI glide slope display is
the same as on the EHSI.)
Localizer Deviation
Localizer deviation is displayed by a rectangle-shaped pointer moving against a
four-dot scale. The localizer index is a small fixed central rectangle which
represents the airplane position relative to the localizer beam (the pointer). One
dot equals approximately 1.0 degree. The maximum deflection is +/- 2.2 dots.
Expanded scale - the standard four dot scale is replaced by the expanded two
dot scale when LOC deviation data is used by the AFDS and the deviation is
less than 0.625 degrees. For the expanded scale, one dot equals
approximately 0.5 degree. The maximum deflection is +/- 1.25 dots.
Rising runway
At radio altitudes of 2500 ft or less, the rising runway is attached to the
localizer pointer. At zero radio altitude, the rising runway touches the airplane
symbol. At radio altitudes of 200 ft and greater, it assumes its lowest position.
ILS TEST DISPLAYS

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ILS TEST SEQUENCE

Test Preparations
Apply power to the ILS, EFIS, and standby attitude systems. On the EFIS
control panel, select ILS mode. On the standby attitude indicator, select ILS
mode. On the ILS control panel, select any frequency other than park
(frequency readout for park is ---.--).
On the ILS control panel, press and release the TEST push-button switch; or, on
the receiver of the ILS system to be tested - left, center, or right - press and hold
TEST push-button switch.
Display Sequence
The following test sequence will occur during the test and may be observed on
the EADI, EHSI, and standby attitude/ILS indicator.
An invalid data display occurs for 3 seconds.
An NCD condition occurs for the next 2 seconds.
G/S and localizer pointers move to one dot up and one dot left respectively, for 3
seconds.
G/S and localizer pointers move to one dot down and one dot right for
remainder of the test.
ILS Receiver Front Panel Test Sequence
The front panel LEDs will illuminate for three seconds, then extinguish for two
seconds and then those will illuminate that indicate the status (as shown on the
graphic). LEDs operate with ILS receiver test switch only.
ILS TEST SEQUENCE

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MARKER BEACON INTRODUCTION

General
The purpose of the marker beacon system is to indicate to the flight crew that
the airplane is passing over a particular geographical location (such as a point
along an air route) or points along an instrument landing path. The ground
stations transmits narrow beam RF signals modulated either 400, 1300, or 3000
Hz audio. As the aircraft flies over the a specific point, these signals turn on
specific lights and audio.
MARKER BEACON INTRODUCTION

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MARKER BEACON COMPONENTS
Marker Beacon Receiver
General
The Active Marker Beacon is located in the left VOR/MKR Receiver. The
receiver processes the signals and illuminates the appropriate light.
Marker Beacon Lights are on the P1 and P3 panels. While the Marker Beacon
Receiver is a sub-section of the VOR Receivers (VOR/Marker Beacon
Receivers) on the E2-2 and E2-3 racks. The antenna is located underneath the
aircraft.
Antenna
The antenna is shaped like a canoe hull and is mounted on the bottom of the
fuselage.
Operation
The antenna located on the underside of the fuselage, receives 75 MHz signals
transmitted from a ground station and routes them to the marker beacon
receiver located within the VOR/Marker receiver where the audio modulation is
detected. The Marker Beacon Receiver module is only operational within the
left VOR/Marker receiver. Flight deck indication providing visual identification of
the beacon being flown over is provided by a set of marker beacon lights on
each of the pilot's instrument panels. The blue light "OUTER" illuminates over
the outer marker. The amber light "MIDDLE" illuminates when over a middle
marker and the white light "INNER" illuminates when flying over either an inner
marker or an airways marker. Aural identification is also provided by one of
three audible tones sent to the audio selector panels. The outer marker is
located approximately 4 miles from the runway end. When the airplane passes
over this marker, the blue "OUTER" light on the P1 and P3 panels illuminates
and a 400 Hz tone, keyed as continuous dashes, is heard on the flight
interphone system. The middle marker illuminates the amber "MIDDLE" lights
on the P1 and P3 panels, and a 1300 hz tone is keyed as alternate dots and
dashes. This marker is located approximately 1/2 mile from the runway end.
The inner marker, located approximately .1 mile from the runway end,
illuminates the white "INNER" lights on the P1 and P3 panels, and a 3000 hz
tone is keyed as continuous dots. The back course marker is located at the
opposite end of the runway from the inner marker at the typical final approach
fix location. It also has a 3000 hz tone and illuminates the white "INNER" lights
and the tone is keyed as continuous paired dots. By monitoring the lights and
tone the flight crew is able to mark progress on final approach to the runway.
Marker Beacon Lights

The lights are colored blue, amber, and white and are labels OUTER, MIDDLE,
and INNER.
MARKER BEACON COMPONENTS

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MARKER BEACON TEST

Test
Press and hold TEST switch for at least 2-3 seconds on the VOR/MKR
Receiver. All lights will illuminate and then extinguish. Then a status light will
illuminate to indicate pass or failure.
A green LRU STATUS LED indicates no faults.
A red LRU STATUS LED indicates VOR/MKR receiver failure.
The red CONTROL INPUT FAILED is relative only to VOR circuitry.
In flight compartment, the marker beacon lights illuminate simultaneously for
approximately 10 seconds.
MARKER BEACON TEST

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ATC INTRODUCTION
System description
The ATC system on the airplane consists of two transponders, two antennas
and a dual ATC control panel. It provides altitude and identification reply signals
to the interrogating ATC ground station. These signals are used to identify and
locate an aircraft as it flys through each ATC ground sector. Only one
transponder can be active and the other remains in the standby mode.
ATC INTRODUCTION
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ATC GENERAL
General
The ATC System consists of:
TOP and BOTTOM ATC Antennas

ATC Antenna switches
ATC/TCAS Control Panel
ATC Transponder
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ATC GENERAL
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ATC COMPONENT LOCATIONS

ATC Transponders
Located in the main equipment center, on rack E2-2 (left ATC) and E2-3 (right
ATC).
Dual ATC Control Panel
Located on the aft pilot's control stand (P8).
ATC Antennas
Located on the forward fuselage at station 448 (top and bottom).
ATC Circuit Breakers
Located on the overhead circuit breaker panel P11; LEFT ATC, RIGHT ATC,
ATC RF SW.
Antenna RF Switches
Located in the main equipment center, inboard on the E2 rack forward
stanchion.
Air/Ground Relays
Located in the P36 panel (left ATC) and the P37 panel (right ATC).
ATC COMPONENT LOCATIONS

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ATC FUNCTIONAL TEST

General Description
The dual mode S ATC/TCAS control panel provides control of the left and right
mode S ATC transponders and the TCAS (traffic alert and collision avoidance
system) receiver/transmitter. The TA and TA/RA positions of the rotary function
switch apply to TCAS and will be covered in that book.
The control panel provides mode and transponder selection, identification code
selection, and IDENT mode selection. Transponder failure is shown by the ATC
FAIL light.
The control panel receives 115 volts ac from the left and right ATC transponder
circuit breakers. Two separate power supplies provide power for two
independent sets of electronics, one set for each ATC system.
Transponder and Mode Select
The rotary function switch enables the selected transponder in the selected
mode of operation, places both transponders in the standby mode, or starts a
test of the selected transponder. The standby mode inhibits transponder
operation except for BITE functions. With the rotary function switch in the ALT
ON, TA, or TA/RA positions, the transponder selected with the ATC 1/2 switch is
made active with mode C altitude reporting enabled. With the function switch in
the ALT OFF position altitude reporting is inhibited.
Identification Code and IDENT Mode Select
The four digits of the 4096 identity code are selected by the two sets of
concentric rotary switches. The code (0000 to 7777 octal) is shown on an LCD
display along with ATC 1 or ATC 2 to show which transponder is selected. An
ATC IDENT push-button allows SPI pulses to be transmitted.
Test
Rotating the function switch to the spring loaded TEST position will start a BITE
test of the selected transponder. The ATC FAIL light (and EICAS ATC FAIL
message) will show momentarily after an all-segment display is shown in the
display window.
The ATC functional test provides a quick check of the system using the
transponders BITE capabilities, and does not require extra test equipment.
Test Preparation
Power must be applied to the ATC and ADIRU.
Test Starting
Test starting at both the transponders' front panel in the main equipment center
and from the transponder control panel on the flight deck are shown on the
graphic.
Test Indications and Results
The normal and abnormal indications on the transponder front panel are shown
on the graphics. See ATC transponder for a complete explanation of status
lamp meaning.
ATC FUNCTIONAL TEST

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TCAS SYSTEM INTRODUCTION

TCAS System Components
The TCAS System is composed of a TCAS Processor, top and bottom mounted
TCAS antennas, two Mode S Transponders, a combined Transponder/TCAS
Control Panel, two Traffic Alert/Vertical Speed Indicators (TA/VSI), and aural
warning.
Using the directional antenna, the TCAS Processor interrogates other aircraft
transponders and performs calculations necessary to identify potential conflicts.
When potential conflicts exists, the processor provides an aural alert and
activates TCAS displays.
During TCAS advisories, the inside of the VSI becomes a traffic display. IF an
actual conflict develops, colored arcs are displayed on the TA/VSI and another
aural alert is provided. These arcs identify the vertical speed required to insure
separation and the aural alert reinforces the required action.
A combined control panel is used to operate both the Mode S Transponder and
the TCAS system. In addition to the traditional ATC Mode C function, the Mode
S Transponder will communicate and coordinate avoidance maneuvers if
conflicting traffic is TCAS equipped.
In addition, weather radar indicators provide full time display of traffic when
selected.
TCAS Aircraft Interface
The TCAS system is interfaced with the following aircraft systems:
Radio Altimeter.
Air Data Computer.
Inertial Reference System.
Air/Ground Sensor.
Gear Position.
GPWS.
Windshear System.
Aural Warning System.
GPWS or windshear commands will inhibit TCAS aural alerts and cause the
TCAS system to revert to the TA only mode.
Aircraft performance capability is not directly interfaced to TCAS. In providing
vertical avoidance advisories, TCAS does not know existing performance
margins, or aircraft performance degradation's (i.e., engine out).
TCAS SYSTEM INTRODUCTION

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TCAS DISPLAY SYMBOLOGY AND INDICATIONS

Symbology
HOLLOW WHITE DIAMOND
Non-threatening traffic
SOLID WHITE DIAMOND
Non-threatening traffic (This symbol is filled in because the aircraft is in
close proximity. This is defined as within 1200 feet and six (6) nm.)
SOLID YELLOW CIRCLE
Identifies traffic causing a TRAFFIC ALERT (potential conflict).
SOLID RED SQUARE
Identifies traffic which is causing a RESOLUTION ADVISORY. (Immediate
threat)
EHSI
The two Electronic Horizontal Situation Indicators (EHSIs) are the primary
indicators for TCAS display. They function as normal EHSIs until traffic is
detected at which time the center of the instrument "pops up" to display traffic.
The display is fixed in range, showing traffic approximately six miles in front of
an aircraft like symbol representing present position. Ranges to the side and
behind are to scale. There is a two mile range ring that surrounds our aircraft
symbol.
Red and green colored arcs are displayed around the outside of the EHSI.
These arcs identify the vertical speed required to insure proper separation.
Both colors and shapes are used to show other aircraft.
Traffic Display on EHSI
Data Tags
Altitude of displayed traffic is shown as the difference between your altitude and
that of the traffic. This relative altitude is represented as a two digit number
indicating hundreds of feet, (i.e., 05 = 500 feet).
A plus or minus sign and the placement of the altitude information are both used
to indicate whether displayed traffic is above or below.
-08 - is a traffic advisory eight hundred feet below your altitude.
+08 - is a traffic advisory eight hundred feet above your altitude.
Symbols displayed without altitude information indicate no altitude received.
Yellow circles with no altitude information may be a significant hazard, yet TCAS
is unable to provide Avoidance Advisories without altitude information.
Aircraft that are climbing or descending in excess of 500 feet per minute (FPM)
will be displayed with a data tag which includes an arrow pointing in the
appropriate direction.
-15 - is a traffic advisory 1500 feet below and climbing at a rate that exceeds
500 FPM.
TCAS traffic will be displayed when the "TCAS" or "TCAS/WX" mode is selected
on the color weather radar. Unique TCAS functions on the EHSI are the A/B
button and the FL button. The A/B button is a push-button which will bias the
altitude band displayed on the indicator. Possible selections are:
ABOVE 8700 feet above to 2700 below.
NORMAL 2700 feet above to 2700 below
BELOW 2700 feet above to 8700 below
WX/TCAS mode on EHSI
All ranges may be selected. TCAS may display traffic at distances up to 40 nm.
At higher ranges TCAS information will be compacted in the lower display area.
The five (5) mile range, while clearly displaying TCAS traffic, will not display
weather. In this display mode conflicting aircraft that approach from behind can
not be displayed. An annunciation will indicate "intruder behind".
TCAS DISPLAY SYMBOLOGY AND INDICATIONS

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TCAS OPERATION SURVEILLANCE AREA

General
Maneuver indications on the electronic attitude direction indicators (EADIs)
guide the flight crew to avoid a possible collision.
Aurals come from the aural warning speakers.
System Inhibits
TAsorRAsmaynotoccuriftheairplaneradioaltitudeistooloworifahigher
priorityalertexists.
Thistableshowstheinhibitsandtheparametersthatcausetheinhibits:
CONDITION
Increased
descent RA
Descend RA
Resolution
Advisories
TA voice
message
GPWC alerts
PWS alerts
PARAMETER
Inhibited below 1450 ft AGL
Inhibited below 1000 ft AGL in descent and
1200 ft AGL in climb
Inhibited below 900 ft AGL in descent and below
1100 ft AGL in climb. (TCAS automatically goes into
TA ONLY)
Inhibited below 900 ft AGL in descent and below
1100 ft. AGL in climb
Inhibits RAs
Inhibits RAs
TCAS OPERATION SURVEILLANCE AREA

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TCAS OPERATIONAL TEST

General
The TCAS and ATC systems can be tested from the flight station or from the
face of their respective computers.
EADI Resolution Advisory
On the EADI a Resolution advisory shows as red brackets pointing up for an RA
UP ADVISORY for the pilots, and red brackets pointing down for a RA DOWN
ADVISORY.
TCAS OPERATIONAL TEST

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TCAS ANTENNA LOCATIONS

General
The Top TCAS antenna is located at station 380 and the Bottom TCAS antenna
is located at station 399. Both antennas are directional until the landing gear
discrete is received from the landing gear module. At this time the lower TCAS
antenna becomes an omnidirectional antenna to prevent blind spots.
TCAS ANTENNA LOCATIONS

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TCAS TEST DISPLAYS

General
The following illustration shows EHSI and EADI displays during TCAS Test.
TCAS TEST DISPLAYS

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WEATHER RADAR INTRODUCTION

General
The weather radar system provides the pilots with visual indication of storm
conditions in order to avoid heavy precipitation or turbulence.
As a secondary function, the weather radar antenna can be tilted downward to
provide a display of significant land contours. This can be useful as an
additional navigation aid. The radar system generates RF pulses and transmits
them through the antenna. Pulses reflected from targets are received by the
antenna and processed by the system for display. The receiver processes the
return signals and sends them to the EFIS symbol generators for display on the
EHSI and to the weather radar indicator.
Controls for the system are on the EFIS control panel (for weather radar enable/
disable for EHSI display and range), and on the weather radar indicator (for on/
off, mode, range, gain, and tilt). The antenna is stabilized using the airplane
attitude (pitch and roll from IRS) to ensure that the scan is parallel to the
horizon.
WEATHER RADAR INTRODUCTION

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WEATHER RADAR - OVERVIEW

System Components
The weather radar system consists of a one X-band transceiver located in the
forward equipment bay, a flat plate weather radar antenna located under the
nose radome. The system also interfaces with the EFIS system for weather
radar displays on the EHSIS weather images are able to be displayed on the
EHSI. The EFIS control panel provides enable/disable and range data for
display of weather data on the respective EHSI in MAP, EXP MAP, or EXP ILS
modes only.
System Outputs
Display data from the transceiver is sent to the EFIS symbol generators and to
the indicator. In addition to the weather data, the transceiver sends system
status messages, including faults. Three data buses are necessary since for
each display unit an individual range can be selected. The EFIS symbol
generators format the data from the transceiver for presentation on the EHSI's.
The EFIS source select switch determines which symbol generator supplies the
EHSI's. The indicator formats the data for presentation on its own. In the "WX"
(weather avoidance) mode the weather targets are color-coded by the intensity
of the return. The display correlation to approximate rainfall is as follows:
Black - very light or no returns = less than 0.7 mm/hr.

Green - light returns = 0.7 - 4 mm/hr.
Yellow - medium returns = 4 - 12 mm/hr.
Red - strong returns = greater than 12 mm/hr.
Magenta - very strong returns = greater than 25 mm/hr.
In the "MAP" mode the weather radar system can be used in ground mapping to
identify terrain features. The display colors in the "MAP" mode are the same as
in the "WX" mode.
To operate in the "TURB" (turbulence detection) mode the weather radar

system requires the presence of precipitation, therefore, turbulence detection
does not display clear air turbulence. Turbulence information is limited to the
first 40 nautical miles. Turbulence within this range will be displayed in magenta
along with the weather displayed in red, yellow, and green, on the weather
indicator only. Only weather will be displayed beyond the 40 nm turbulence limit
when a range of more than 40 nm is selected.
WEATHER RADAR OVERVIEW

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WEATHER RADAR SYSTEM COMPONENTS

Weather Radar Transceivers
The weather radar transceivers transmit and receive rf pulses. The returning
pulses are converted into video data and sent to the EFIS symbol generators for
display on the EHSI, and to the weather radar indicator.
The transceivers also compute stabilization corrections and sends them to the
antenna to maintain a horizontal scan regardless of the airplane roll or pitch
angle.
L & R Electronic Horizontal Situation Indicators

The weather radar control panel located on the left side of the center pedestal,
supplies the transceiver with mode control, selected tilt angle, range control,
receiver auto/manual gain control, and indicator brightness control.
The mode select switch turns on the transceiver when any mode is selected
except "OFF".
The range selector selects the range for the data to be displayed on the
indicator. The range may be different from those selected on the EFIS control
panel for display on a EHSI.
The transceiver also monitors the entire system. Status and fault words are
sent along with the weather data to the EFIS symbol generators. The fault word
isolates the fault to the LRU.
The "AUTO" position on the gain control provides a preset, calibrated receiver
gain level. The "MIN" position indicates the minimum gain for manual control.
The "TEST" switch places the system into a test mode in the same manner as
the "TEST" position of the mode select switch on the weather radar control
panel. In addition, the "TEST" switch on the transceiver momentarily turns on
all led indicators to verify all are working, then extinguishes all LED's except
those displaying existing faults.
The "WX ON" switch on each EFIS control panel enables/disables weather
radar to be displayed on the on-side EHSI, providing the weather radar system
has been turned on by the mode select switch on the weather radar indicator.
The selected range from each EFIS control panel tells the transceiver how to
process the data received from returning pulses to be displayed on the
respective EHSI. Each pilot can select a different range.
There are two tranceivers located in the pedestal or base of the antenna. Unlike
previous systems that were located in the fwd equipment compartment.
Weather Radar Processors
The two weather radar processors are located in the forward equipment
compartment. These processors take the data coming from the weather radar
tranceivers and compute the information for display on the L & R EHSIs or LDS
displays..
Antenna
The antenna is used to radiate a beam of energy and then receive it back. The
antenna scans 90 degrees parallel to the horizon at a rate of 15 looks per
minute. The stabilization is automatically adjusted as the aircraft changes
attitude. The tilt no longer needs adjusted due to the auto scan of weather in
front of the aircraft from 0 to 60000 feet. This paints a more accurate picture of
upcoming weather patterns.
WAVEGUIDERUNSREPLACED
BYCOAXIALCABLEONTHE
RDR4000SYSTEM
WXRADARXCVRS
ARENOWPARTOFTHEPEDESTAL
ANDRADARPROCESSOR
ISNOWIN
FWDEQUIPMENT
CENTER
WEATHER RADAR SYSTEM COMPONENTS

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WEATHER RADAR DISPLAYS

General
Weather radar system status and fault annunciations are displayed on the EHSI
on two lines in the lower left corner of the display. The displayed messages and
their meaning are listed in a chart on the graphic.
The message "WXR DSPY" indicates an EHSI overheat condition. 30 seconds
after the temperature reaches 75oc, the raster, and consequently, the weather
display, is removed. When the condition is corrected, they return. If, on the
contrary, the temperature reaches 100oc, the entire display is removed. The
message "DSPY" has priority over all other messages.
Range Disagreement Annunciation
When the symbol generator senses disagreement between the EFIS control
panel range and the transceiver range, the annunciation "wxr range disagree" is
annunciated. This annunciation is possible in the following EFIS modes: "EXP
VOR", "EXP ILS", or "MAP" modes.
When both the transceiver and the FMC ranges disagree with the control panel
range the message is "WXR/MAP RANGE DISAGREE". This annunciation
appears only when the mode selected on the EFIS control panel is "map".
Weather Radar Indicator Fault Annunciations
Status messages are displayed with the weather display not being removed.
The messages and their meanings are listed on a chart on the graphic. The
message "STAB" and "CAL" each have two meanings, depending on the color
of the message display.
Fault Messages
Fault messages are displayed with the weather display being removed. The
messages and their meanings are also listed on the graphic. A detected
attitude, indicator, calibration, or cooling fault is annunciated only in the "TEST"
mode.
Test Initiation
The flight deck self-test is initiated by positioning the mode selector switch on
the weather radar indicator to "test". The test results are annunciated on the
weather radar indicator and on the EHSI's whenever their respective EFIS
control panels' "WXR" switch is in the "ON" position and the "EXP VOR", "EXP
ILS", or "MAP" mode is selected.
Weather Radar Indicator Test
Test pass display:
A red/yellow/green rainbow shaped test pattern with a magenta colored wedge
in the center appears and the message "TEST" is displayed in the upper left
corner. If the turbulence mode is not active in the transceiver, the magenta
wedge will not appear in the center of the test pattern.
Test fail display:
The test pattern is blanked and the LRUs responsible for the faults appear on
the center of the display. The meanings of the individual messages is shown on
a chart on the graphic.
WEATHER RADAR DISPLAYS

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REACTIVE AND PREDICTIVE WINDSHEAR

Windshear Alerts
The weather radar transceiver and ground proximity warning computer
generate windshear alerts.
The weather radar transceiver makes a windshear alert within three NM of a
windshear. This is a predictive windshear. Between 3 NM and 1.5 NM, a
caution is made. Between 1.5 NM up to the windshear, a warning is made.
The ground proximity warning computer makes windshear warnings when in the
windshear. This is called a reactive windshear.
PWS Warning - Flight Deck Effects
A PWS warning has these visual and aural annunciations:
A red WINDSHEAR message on the EADI

A red WINDSHEAR message on the EHSI
A windshear symbol on the EHSI
Master warning lights on
Aural annunciation - WINDSHEAR AHEAD (takeoff)
Aural annunciation - GO AROUND, WINDSHEAR AHEAD (approach)
REACTIVE AND PREDICTIVE WINDSHEAR

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PREDICTIVE WINDSHEAR ALERTS AND DISPLAYS

Windshear Alerts
The weather radar transceiver and ground proximity warning computer
generate windshear alerts.
The weather radar transceiver makes a windshear alert within three NM of a
windshear. This is a predictive windshear. Between 3 NM and 1.5 NM, a
caution is made. Between 1.5 NM up to the windshear, a warning is made.
The ground proximity warning computer makes windshear warnings when in the
windshear. This is called a reactive windshear.
PWS Warning - Flight Deck Effects
A PWS warning has these visual and aural annunciations:
A red WINDSHEAR message on the EADI

A red WINDSHEAR message on the EHSI
A windshear symbol on the EHSI
Master warning lights on
Aural annunciation - WINDSHEAR AHEAD (takeoff)
Aural annunciation - GO AROUND, WINDSHEAR AHEAD (approach)
Alert Prioritization
PWS caution and warning alert are prioritized with other flight deck caution and
warning level conditions.
To prevent conflicts or simultaneous voice and visual alerts to the flight crew, the
GPWS prioritizes the alert messages.
If the GPWS finds that the PWS warning overrides the current GPWS alert, the
inhibit discrete is removed.
The PWS audio alert inhibit is also used to mix PWS alerts with other higher
priority alerts that have time to allow alerts to be annunciated.
PWS Caution - Flight Deck Effects

A PWS caution has these visual and aural annunciations:
Amber WINDSHEAR message on the EHSI
Windshear symbol on the EHSI
Aural annunciation - MONITOR RADAR DISPLAY
PREDICTIVE WINDSHEAR ALERTS AND DISPLAYS

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WEATHER RADAR TEST DISPLAYS

Test Initiation
The flight deck self-test is initiated by positioning the mode selector switch on
the weather radar indicator to "test". The test results are annunciated on the
weather radar indicator and on the EHSI's whenever their respective EFIS
control panels' "WXR" switch is in the "ON" position and the "EXP VOR", "EXP
ILS", or "MAP" mode is selected.
Weather Radar Indicator Test
Test pass display:
A red/yellow/green rainbow shaped test pattern with a magenta colored wedge
in the center appears and the message "TEST" is displayed in the upper left
corner. If the turbulence mode is not active in the transceiver, the magenta
wedge will not appear in the center of the test pattern.
Test fail display:
The test pattern is blanked and the LRUs responsible for the faults appear on
the center of the display. The meanings of the individual messages is shown on
a chart on the graphic.
WEATHER RADAR TEST DISPLAYS

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PREDICTIVE WINDSHEAR INTERFACE

General Description
The Predictive Windshear (PWS) part of the Weather Radar (WXR) system
interfaces with other airplane systems and components.
28vdc WXR RT Circuit Breaker
If the weather radar transceiver loses power, the 28vdc circuit breaker enables
the PWS FAIL discrete to still be sent.
Proximity Switch Electronic Unit
The proximity switch electronic unit sends an analog discrete to PWS for
landing gear lever position. PWS uses this discrete in its takeoff/approach alert
logic.
EICAS Computers
Take-off engine thrust from the left and right EICAS computers goes to the PWS
as the A qualifier for the PWS. This allows radar operation on the ground even
if not selected on from the EFIS control panel.
A discrete from the weather radar transceiver goes to the EICAS Computers
when PWS fails.
Radio Altimeter
The Radio Altimeter (RA) provides radio altitude data to PWS. PWS uses this
data for these functions:
Turn PWS on and off
Enable/disable display and alert functions
Air Data System
The Air Data Computer sends airspeed data to PWS.
Aural Warning Speakers

Audio warnings go directly to the aural warning speakers.
Ground Proximity Warning Computer
PWS sends windshear alert data to the Ground Proximity Warning Computer
(GPWC) on the ARINC 429 hazard bus. The GPWC prioritizes alerts. If a
higher priority alert exists, the GPWC sends an inhibit discrete to WXR. The
discrete inhibits PWS aural alerts if the GPWS alerts are a higher priority.
The PWS aural alert stops when a higher GPWS alert is received.
Symbol Generators
A discrete goes from the weather radar transceiver goes to the Symbol
Generators to make a display for a PWS caution or alert.
A discrete goes from the weather radar transceiver goes to the Symbol
Generators when PWS fails.
Traffic Alert and Collision Avoidance System
WXR sends an inhibit discrete to the Traffic Alert and Collision Avoidance
System (TCAS) computer when there is a PWS alert. This discrete does these
functions:
Changes Resolution Advisories (RAs) to Traffic Advisories (TAs)
Inhibits all TCAS audio alerts
RADAR PROCESSOR
PREDICTIVE WINDSHEAR INTERFACE

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EGPWS INTRODUCTION
General
The ground proximity warning computer (GPWC) establishes the limits for the
ground proximity mode and windshear envelopes. The computer compares the
flight path and terrain clearance status to the mode limits for the airplane
configuration to find if there is an alert or warning condition.
EGPWS INTRODUCTION
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ENHANCED GROUND PROXIMITY WARNING SYSTEM INTRODUCTION

General
The enhanced ground proximity warning system computes two levels of terrain
alerting envelopes: caution and warning.
Terrain display colors indicate the height of the terrain relative to the current
airplane altitude.
The enhanced ground proximity warning system, look-ahead caution alert
includes unique voice aural, terrain display, and map annunciations.
The enhanced ground proximity warning system look-ahead warning alert
aurals are nearly identical to those for the basic GPWS warnings in order to
elicit the same pilot response. In addition, threatening terrain is presented on
the map display.
ENHANCED GROUND PROXIMITY WARNING SYSTEM INTRODUCTION

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EGPWS - GENERAL DESCRIPTION

General
The GPWS has different modes of operation to detect unsafe conditions in
flight. These are the modes and the conditions that cause them to operate:
Terrain mode - insufficient terrain clearance from GPWS stored terrain

Terrain clearance - insufficient terrain clearance during approach
Mode 1 - excessive descent rate
Mode 2 - excessive closure rate with terrain
Mode 3 - excessive altitude loss during climb-out
Mode 4 - insufficient terrain clearance
Mode 5 - excessive deviation below glideslope
Mode 6 - aural callouts
Mode 7 - windshear conditions
The GPWC makes synthesized voice messages and sends them through the
warning electronics unit to the aural warning speakers.
These annunciations alert the crew to active GPWS modes and hazardous
conditions:
Master warning lights, red PULL UP light, and red WINDSHEAR light
WINDSHEAR annunciation on the EADI
GND PROX/G/S inhibit switch light
The GPWS interfaces with these systems to determine warnings and cautions:
Global positioning system

Weather radar system (WXR)
EFIS control panel
Radio altimeters
Air data inertial reference unit (ADIRU)
Flight management computer (FMC)
Stall warning system
Landing gear handle
Flap/stab position module
ILS receiver
The GPWC receives a discrete when the flight crew selects TERR on the EFIS
control panel. The GPWC controls the terrain relays and sends the terrain
display to the EFIS symbol generators. The GPWC can also turn on the terrain
display automatically.
EFIS Control Panel Terrain/Weather Switches
Both terrain and weather are selectable thru switches located on the EFIS
Control Panels. However both modes cannot be displayed at the same time. If
both are selected then Terrain has priority and will be displayed. However, if
Predictive Windshear were to detect a microburst with respect to the flight path
of the aircraft then it will override the Terrain function and display the windshear
icon on the EHSI.
EGPWS - GENERAL DESCRIPTION

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ENHANCED GROUND PROXIMITY WARNING COMPUTER

Purpose
The GPWC contains a worldwide terrain database and an airport database.
Both databases store data by latitude and longitude. The GPWC uses GPS
position and, if the GPS fails or is NCD, the GPWC uses inertial position.
The GPWC compares the airplane position, track, and altitude to the
co-ordinates in the database to determine if an alert condition exists.
The GPWC also has a database that contains the location of all hard surface
runways in the world that are longer than 3,500 feet. The GPWC compares
airplane latitude, longitude, and radio altitude with an envelope around the
approach runway. If the airplane descends through the floor of the envelope,
the GPWC gives an alert.
The GPWC monitors the weather radar hazard bus. If the WXR has a higher
priority message than the GPWS, the GPWC makes sure the weather radar
message shows. If the GPWS has a higher priority message than the weather
radar, the GPWC makes sure the GPWS message shows. The GPWC also
sends a WXR predictive windshear inhibit when the GPWS has a higher priority
message.
Terrain or weather data will be displayed on the EHSI.
Physical Description
The GPWC is a 2 MCU chassis and weighs seven pounds (3.2 kg).
Front Panel
The GPWC front panel has three status LEDs and a door. These are the status
LEDs on the front panel:
EXTERNAL FAULT - amber LED

COMPUTER OK - green LED
COMPUTER FAIL - red LED.
The front panel door allows access to these:
PRESS TO SELF-TEST switch - starts a GPWS test

Headphone jack - lets you hear self-test audio
Memory card slot - lets you upload software from a Personal Computer
Memory Card International Association (PCMCIA) memory card or
download fault and warning history data
Upload/download status indicators - shows conditions of upload or
download operation
RS-232 connector - used for shop test or for the upload/download of data
ENHANCED GROUND PROXIMITY WARNING COMPUTER

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EGPWS - COMPONENT LOCATIONS
Terrain Awareness Display Data
GND PROX - G/S INHB Light Switch
The EHSIs show this GPWS data:
The GND PROX-G/S INHB light/switch has a dual function. The amber light
shows alerts caused by modes 1 through 5. The switch function prevents or
cancels mode 5 annunciations.
Terrain awareness display

GPWS system messages
GPWS alert messages.
If you push the switch before the mode 5 indications start, the annunciations will
be inhibited. If you push the switch after the indications start, the annunciations
will be cancelled.
If there is a terrain caution alert, the terrain awareness display changes from
dots to a solid yellow. If there is a terrain warning alert, the terrain awareness
display changes from dots to a solid red.
Flap and Gear Override Switches
GPWS System Messages
The ground proximity flap override (GND PROX FLAP OVRD) switch and the
ground proximity/configuration gear override (GND PROX/CONFIG GEAR
OVRD) switch let the crew simulate flaps down 25 units or more or landing
gear down positions. These are guarded alternate-action push button switches.
When the override function is on, the switches are white. Push the switch again
to cancel the override function.
These GPWS system messages show in cyan on the EHSIs:
Terrain Switch
These GPWS alert messages show on the EHSIs:
The terrain switch on the EFIS control panel lets the flight crew enable the
automatic terrain display and terrain alerts features on the onside ND.
Terrain Override Switch
The terrain override switch lets the flight crew inhibit the automatic terrain
display feature on the ND.
Ground Proximity Test Switch
The ground proximity test switch starts the GPWS self- tests. When you use the
switch, the confidence test starts. If you hold the switch through the windshear
annunciations, the full vocabulary test follows the confidence test.
TERR shows when terrain data shows

TERR TEST shows when the GPWS is in the self-test mode
GPWS Alert Messages
TERRAIN (red) shows a terrain warning

TERRAIN (amber) shows a terrain caution
EGPWS - COMPONENT LOCATIONS

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GPWS LIGHTS AND SWITCHES
The effect of override switch actuation will be described later.
Purpose
Ground Proximity Test Switch
The purpose of GPWS annunciator lights is to provide a visual indication of

GPWS modes, and that of the flap and gear override switches to provide the
capability of simulating a flap-down and/or gear-down condition.
The ground proximity test switch is used to initiate ground proximity flight
compartment self tests. When the switch is actuated, the confidence test is
initiated. If the switch is held through the windshear annunciation, the full
vocabulary test will follow the confidence test.
WINDSHEAR Light
The red WINDSHEAR light is located on the captain's instrument panel P1-3.
PULL UP Light
The red PULL UP light indicates a mode 1 or mode 2 pull up warning condition.
It is located on the captain's instruments panel P1-3.
GND PROX - G/S INHB Light Switch
The GND PROX-G/S INHB light/switch has a dual function. Its amber light is
used to annunciate alerting modes 1 through 5. Its switch inhibits or cancels
mode 5 (below glide slope) when actuated below 1000 feet on approach. If the
switch is pressed before the mode 5 indications have started, the indications visual and aural - will be inhibited. If the switch is pressed after the indications
have started, the indications - visual and aural - will be canceled. Once
canceled or inhibited, the indications cannot be reinstated or rearmed simply by
a repeated switch actuation. Mode 5 is automatically rearmed when the
airplane descends below 30 feet or climbs above 1000 feet radio altitude.
The switch is a momentary switch and is located on the captain's instrument
panel P1-3.
The GND PROX FLAP OVRD (ground proximity flap override) switch and the
GND PROX/ CONFIG GEAR OVRD (ground proximity/configuration gear
override) switch serve to simulate flaps down 25 units or more or landing gear
down positions, respectively. These are guarded alternate-action push-button
switches. When the override function has been activated, the switches
illuminate white. A repeated switch actuation cancels the override function.
Both override switches are located on the first officer's instrument panel, P3-1.
The switch is located on P61.
GPWS LIGHTS AND SWITCHES

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GPWS - FUNCTIONAL DIAGRAM

Interfaces
Input Signals - The interface systems shown provide data, status, and discrete
inputs to the ground proximity warning computer. The specific types of signals
from each data source are summarized in GPWC - COMPUTATION DATA
SOURCES.
SIGNAL DESTINATION
Aural messages Left and right aural warning siren/owl module (warning
electronics unit).
Windshear Master warning module (warning discrete electronics unit);
WINDSHEAR light; left, center and right EFIS symbol generators and TCAS
computer.
SIGNAL DESTINATION
Mode 1 and 2 PULL UP light and PULL UP warning master warning discrete
module (warning electronics unit) and TCAS computer.
Mode 1 through 5 GND PROX-G/S INHB alerting light and TCAS discretes
computer.
Ground proximity digital flight mode (serial acquisition unit. message).
Warning Electronics Unit Outputs - The aural messages are amplified in the left
and right siren/owl modules then routed to the captain's and first officer's aural
warning speakers. On command from the GPWC, the master warning module
turns on the captain's and first officer's master warning lights.
Operation
GPWC Functions - The computer uses data inputs to compute the airplane flight
status in relation to mode 1, 2, 3, 4, and 5 mode boundaries. When required,
the computer generates the annunciation signals, and transmits these signals to
the visual and aural annunciation devices.
Order of Priority of Messages - If more than one ground proximity warning

system mode occurs at the same time, only the one having the highest priority
is annunciated. The order of priority is as follows:
"WINDSHEAR"
"WHOOP WHOOP PULL UP"
"TERRAIN, TERRAIN"
"TOO LOW
TERRAIN"
"TOO LOW - GEAR"
"TOO LOW
FLAPS"
"SINK RATE"
"DON'T SINK"
GLLIDE SLOPE"
RA CALLOUTS
Program Pins - Program pins are jumpered to the program pin common to
provide functions (such as airplane and aural vocabulary selection).
Fault Monitoring:
Fault Storage - BITE circuitry performs continuous and periodic checks of
internal circuits and input data. Detected faults are stored for the last 10
flights in a nonvolatile fault memory for later readout. The memory can
only be cleared during bench test.
Fault Display - When actuating the STATUS/HISTORY switch on the
GPWC front panel, present faults or faults stored in fault memory are
displayed in the BITE display window.
EICAS BITE Message - The GPWS EICAS message "GND PROX BITE"
indicates a fault condition in the system. It is a status and maintenance
message and is displayed on the lower EICAS display unit. Presence of a
new status message is indicated by the "STATUS" cue on the lower EICAS
display unit if page is displayed.
GPWS - FUNCTIONAL DIAGRAM

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EGPWS MODES
General
Mode 1
The mode 1 sink rate detector compares the actual radio altitude of the airplane
with the threshold values of the mode 1 envelope as defined for the measured
airplane barometric descent rate of the airplane.
Mode 2a
Mode 5
The glide slope detector verifies landing gear down and compares any
measured deviation below the glide path with the threshold values as defined by
the mode 5 envelope for the low-level audio and the normal-level audio as a
function of radio altitude. Magnetic heading of the airplane is compared with
selected runway heading; if the difference is larger than 90o (back course),
mode 5 is inhibited.
Mode 6
Closure rate detector functions - the closure rate detector first computes the
instantaneous terrain closure rate of the airplane. It then compares the actual
radio altitude of the airplane with the threshold values of mode 2a.
When the decision height alert detector senses transition through the selected
decision height value (decision height alert discrete - ground), and if the radio
altitude is less than 1000 feet and more than 50 feet and the gear is down, it
generates a discrete for mode 6 annunciation.
Mode 2b
Mode 7
If the flaps are down 25o or more, mode 2b applies. To compute mode 2b and
to generate the respective signals for mode 2b annunciation, the closure rate
detector uses the same method as in mode 2a.
During takeoff or landing configuration a vertical or horizontal windshear

component detects a WINDSHEAR condition, then signals for mode 7 are
generated.
Mode 3
When the airplane starts losing baro altitude, the altitude loss detector senses
negative barometric descent rate and stores in a memory the altitude at which
the descent started. When the altitude loss exceeds the threshold value defined
for the given altitude, mode 3 is annunciated.
Mode 4
The altitude loss detector continuously transmits to the mode 4 (terrain closure)
detector the calculated mode 3 critical alerting threshold value. When this
threshold value reaches the upper boundary of the mode 4a envelope, mode 4
becomes armed and mode 3 disabled. The terrain closure detector compares
the actual radio altitude with the boundaries of the mode 4 envelopes which
depend on airspeed, flap and landing gear positions. If less than the terrain
clearance defined by the envelope, signals for mode 4 annunciation are
generated.
Override Capabilities
Grd Prox - G/S Inhb Light Switch
The GND PROX-G/S INHB light/switch has a dual function. It's amber light
is used to annunciate alerting modes 1 through 5. Its switch inhibits or cancels mode 5 (below glide slope) when actuated below 1000 feet on
approach.
The Gnd Prox Flap Ovrd Switch and the Gnd Prox/Config Gear Ovrd Switch
serve to simulate flaps down 25 units or more or landing gear down positions,
respectively.
EGPWS MODES
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EGPWS MODE ENVELOPE MODULATION

General
The purpose of envelope modulation is to modify specific warning and alerting
envelopes to prevent nuisance GPWS mode annunciations in localities with
marginal ground proximity terrain conditions in approach or take-off. The
operation of envelope modulation is illustrated on the graphic by means of an
example; the backcourse approach (runway 34) to Reno, Nevada.
Method Used In Envelope Modulation
40 airports throughout the world have been identified as having approach or
departure peculiarities that are likely to produce nuisance annunciation. Reno,
Nevada; San Diego, California; Ontario, California; Seoul, Korea; and Taipei,
Taiwan. The critical areas have been defined by means of latitude and
longitude data stored in the GPWS memory. When the GPWC senses the
airplane's approach to such an area (magnetic track), a check of a number of
input signals - defined as the "key" for the given situation - is made to ascertain
that the conditions present require the modulation of the envelope of one or
more GPWS modes. If the conditions are "right", the GPWS concludes that the
"key fits" and, consequently, proceeds with the predetermined modulation. If
the "key" does not "fit", no envelope modulation takes place.
When no glide slope signal is available - as in the case of a backcourse
approach - a "snapshot" check is made. This check consists of determining the
elevation of a "snapshot area" by subtracting its radio altitude from its corrected
baro altitude and, consequently, by comparing the obtained result with its
elevation stored in memory. If both values do not match, no envelope
modulation takes place. The "snapshot area" is defined by its latitude/longitude
coordinates and is situated a short distance before the envelope modulation
area.
Envelope modulated airports

Alienate, Spain -mode 2A
Agana Nas, Guam isl - mode 2A
Alice Springs, Australia mode 2A
Cairns, Australia - mode 2A, 4
Canberra, Australia - mode 2A
Coolangatta, Australia - mode 2A, 4
Cuenca, Ecuador - mode 2A
Geneva, Switzerland - mode 2A
Hiroshima, Japan - mode 2A
Hobart, Tasmania - mode 2A, 4
Hong Kong, B.C.C. - mode 1, 2A
Hot Springs, Virginia - mode 5, 6
Kagoshima, Japan - mode 5, 6
Launceston, Tasmania - mode 2A
Leeds/Bradford, U.K. - mode 2A, 2B
Lisbon, Portugal - mode 2 2A
Luxembourg, Luxembourg - mode 2A, 4
Malaga, Spain - mode 2A
Melbourne, Australia - mode 2A
Nice, France - mode 2A, 4
Nome, Alaska - mode 2A
North Bay, - Ontario - mode 2A
Nurnburg, Germany - mode 2A
Ontario, California - mode 2A
Paine Field, Washington - mode 5, 6
Quito, Ecuador - mode 2A, 2B, 4
Reno, Nevada - mode 2A, 4
San Diego, California - mode 1
Seoul, Korea - mode 2A, 4
St. John's, Newfoundland - mode 2A
Stephenville, Newfoundland - mode 1
Taipai (Sungshan), Taiwan - mode 2A
Unalakleet, Alaska - mode 2A
Vagar, Faroe Islands - mode 2A, 4
Victoria, B.C. - mode 2A
Wellington, New Zealand - mode 2A
Wrangell, Alaska - mode 2A
Zurich, Switzerland - mode 2A, 2B
EGPWS MODE ENVELOPE MODULATION

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WINDSHEAR MODE
General
Windshear detection is a system incorporated within the ground proximity
warning system computer (GPWC).
The windshear system is composed of three elements: Detection, Alert, and
Guidance. A windshear condition is detected by comparing total aircraft energy
with horizontal and vertical wind energy. Wind and inertial airplane information
from the inertial reference systems (IRS), pitot/static information from the air
data computers (ADC) is used by the ground proximity warning computer
(GPWC) to determine a windshear condition.
If a windshear is detected, the ground proximity warning computer will initiate
the warnings. The aural alert consists of an aural two-tone attention-getting
sound (siren) immediately followed by a voice annunciation of "windshear,
windshear, windshear". The aural alert only sounds once.
Visual cues are provided by the illumination of the master warning lights and a
red "windshear" annunciator light on the P1-3 panel. The "WINDSHEAR" also
appears in red at the bottom of the EADI's and remains in view until the
windshear condition is no longer present. Only windshear conditions that
approach the limiting performance capabilities of the airplane will initiate the
warnings. The ground proximity windshear warning is only armed to activate
from ground level to 1500 feet radio altitude. On take-off, the system arms
climbing through 50 feet radio altitude.
The windshear guidance systems begins by displaying, whenever the flaps are
not retracted, a Pitch Limit Indicator (PLI) on each EADI. The PLI, which comes
to the EFIS symbol generators from the stall warning computer modules via the
GPWC, indicates the pitch attitude at which stick shaker operation will occur for
the existing flight conditions (AOA, Airspeed, Flap position). The distance
between the PLI and the airplane symbol on the EADI represents the pitch
margin between the current flight conditions and the stick shaker activation
point.
When encountering a windshear during take-off or approach, severe enough to
activate the windshear warnings, pushing a "go-around" switch engages the
autothrottle and autopilot/flight director systems in a windshear recovery
guidance mode.
The flight director pitch command bar will smoothly transition from a speed
mode to an attitude mode and command a pitch attitude of 15o up, or
approximately 1o below the PLI, whichever is less.
If an autopilot is engaged, it will fly the commanded pitch attitude. If in the takeoff phase, thrust de-rates are canceled, however, since throttle hold is active,
the pilots must manually advance the thrust levers to obtain maximum take-off
thrust. If in the approach phase of flight, the autothrottle system advances the
thrust levers to "go-around" thrust. The EADI's annunciate "Go-Around" for all
modes, but the commanded pitch attitude is 15o or approximately 1o below the
PLI, whichever is less. As the windshear dissipates, the autopilot/flight director
system smoothly transitions back to the normal take-off or go-around modes.
WINDSHEAR MODE
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EGPWS TERRAIN FUNCTION

Purpose
The GPWS provides terrain awareness displays and alerts. The GPWS can
also give alerts and warnings during approach based on terrain clearance.
EGPWS TERRAIN FUNCTION

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FMCS - COMMUNICATION, NAVIGATION, SURVEILLANCE

Pegasus FMS Introduction
The Future Air Navigation System (FANS) is a phased improvement of airspace
management. ATC has set aside certain oceanic and remote tracks for high
density traffic. Operators equipped and certified to improved Communication,
Navigation, Surveillance/Air Traffic Management (CNS/ATM) standards may
use these tracks. These are the benefits of this system:
Reduced separation requirements

Flexible tracks
Improved response for altitude and enroute change requests
Avoidance of altitude loss for crossing tracks
Improved availability of alternate airports
Internal Data
Internal data is stored in the FMC. The data is loaded by portable or airborne
data loader and may include these:
The operations program software is the operating system for the FMCS. It
defines which sensors are used, how calculations are made, and corrects
errors in the steering and thrust commands
The navigation data base has route structure, airports, way points, nav aids
and other important information. This data is updated every 28 days
The performance data base defines the combination of airframe and
engine characteristics in a specific environment. It is part of the FMC as
delivered
The Operational Program Configuration (OPC) data contains Boeing
controlled modifiable data. It is separately loaded into the FMCS
Airline Modifiable Information (AMI) contains data selected by the airline in
a separately loaded file
Additional Sensors
The FMC uses GPS satellite data, VOR bearing, DME slant range, and localizer
deviation to update position. GPS also gives universal time coordinated for
accurate time. Localizer position update is used when these conditions are
satisfied:
ILS procedure is part of the active route

Valid localizer frequency has been tuned for the active runway
Airplane is within 20 NM of runway threshold
Localizer deviation is less than 1.25 dots
Airplane track is within 45 degrees of the runway heading
Altitude is less than 6000 feet
If GPS is available, the FMC uses GPS data to calculate position. If GPS is not
available, the primary source of radio position data for the FMC is DME slant
range from two nav aids (DME/DME). If DME/DME is not available, the FMC
uses VOR bearing and DME slant range from the same nav aid station (VOR/
DME). If radio position update data is unavailable, the FMC uses the inertial
reference system to calculate position.
MMRs are installed to replace ILS receivers on GPS equipped aircraft.
FMCS - COMMUNICATION, NAVIGATION, SURVEILLANCE

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FLIGHT MANAGEMENT COMPUTER SYSTEM FUNCTIONS

General
The flight management computer system may be used in any of the following
configurations:
FMC/display: A route is selected and activated on the CDU which produces
a map display on the EHSI when in the MAP mode. The display may be
used for reference while flying the airplane manually.
FMC/flight director: In addition to activating a route, the flight directors are
activated and LNAV/VNAV engaged on the AFCS mode control panel.
This enables the crew to fly the selected route following pitch and roll
commands displayed on the EADI via the flight director command bars.
The FMC provides thrust targets, as seen on EICAS, for the crew's
reference.
FMC/autopilot/autothrottle: In addition to the aforementioned, this mode
involves arming the autothrottle and engaging a single autopilot channel to
command which enables the FMC to issue steering and thrust commands.
This results in aileron movement to track the lateral route profile, and
elevator movement coordinated with throttle movement to track the vertical
route profile.
CDU/display: The CDU can be used to generate a map display on the EHSI.
When the FMC fails, the crew selects the CDU as the source for the map
display. The CDU stores the last active route from the FMC and displays the
route on the EHSI. The crews can modify the route on the CDU. The display on
the EHSI may be used for reference while flying the airplane manually.
FLIGHT MANAGEMENT COMPUTER SYSTEM FUNCTIONS

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FLIGHT MANAGEMENT COMPUTER SOURCES

General
The FMC uses GPS satellite data, VOR bearing, DME slant range, and localizer
deviation to update position. GPS also gives universal time coordinated for
accurate time. Localizer position update is used when these conditions are
satisfied:
ILS procedure is part of the active route

Valid localizer frequency has been tuned for the active runway
Airplane is within 20 NM of runway threshold
Localizer deviation is less than 1.25 dots
Airplane track is within 45 degrees of the runway heading
Altitude is less than 6000 feet
If GPS is available, the FMC uses GPS data to calculate position. If GPS is not
available, the primary source of radio position data for the FMC is DME slant
range from two nav aids (DME/DME). If DME/DME is not available, the FMC
uses VOR bearing and DME slant range from the same nav aid station (VOR/
DME). If radio position update data is unavailable, the FMC uses the inertial
reference system to calculate position.
MMRs are installed to replace ILS receivers on GPS equipped aircraft.
FLIGHT MANAGEMENT COMPUTER SOURCES

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FLIGHT MANAGEMENT COMPUTER SYSTEM

Introduction
The flight management computer system accomplishes the following:
Provides a single focal point which enables the crew to select, activate and
modify a three dimensional route structure from data stored internally.
Reduces crew workload by eliminating constant reference to charts and
manuals and auto-tunes the necessary radio navigation systems.
Transmits steering and thrust commands to automatically fly the selected
route and displays data for visual monitoring of current dynamic conditions
referenced to the route.
Function
The basic function of the FMCS is to compare a selected route (lateral and
vertical) to airplane position and use this data to generate steering and thrust
requests to maintain the airplane on the requested route profile.
Internal Data
Stored in the FMC, which includes:
Navigation data base - used to define route selection and contains airports,
procedures, way points, nav aids etc. This portion of the internal data is
inputted and updated by a portable data base loader and connector in the flight
deck area.
Airline policy file - is part of the navigation data base. The airline policy file
contains the required items, airline policy custom file data and the airline policy
file options.
External Inputs
CDU - provides the crew interface for inputs to the FMC.
External sensors - provides data to be used for determining the lateral and
vertical airplane position.
External Outputs
Guidance commands are translated into control surface movement by the flight
control computer (FCC) and throttle lever movement by the thrust management
computer (TMC). In addition data to the EFIS symbol generators provides a
visual display for crew monitoring.
FLIGHT MANAGEMENT COMPUTER SYSTEM

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FLIGHT MANAGEMENT COMPONENT LOCATIONS

Left & right CDU - forward electronics panel (P9)
Data base loader input connector - power distribution panel (P6)
Left FMC, CDU & FMS switching circuit breakers - overhead circuit breaker
panel (P11-1)
Right FMC, CDU & FMS switching circuit breakers - overhead circuit breaker
panel (P11-4)
FMC annunciator light - captain's instrument panel (P1-3)
Left FMCS source select switch - captain's instrument panel (P1-1)
Right FMCS source select switch - F/O's instrument panel (P3-3)
FLIGHT MANAGEMENT COMPONENT LOCATIONS

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FMCS COMPONENT LOCATIONS MEC

Left flight management computer - E2 rack, shelf 2
Right flight management computer - E2 rack, shelf 3
FMC tuning relay, L - Left miscellaneous electric equipment panel (P36)
Left CDU nav enable relay and Left FCC source select relay - E2 rack, shelf 2
FMC tuning relay, R - right miscellaneous electric equipment panel (P37)
Right CDU nav enable relay, right FCC source select relay and Capt. and F/O
both on C-SG - E2 rack, shelf 3
Data base loader circuit breaker - forward miscellaneous electric equipment
panel (P33)
FLIGHT MANAGEMENT COMPONENT LOCATIONS - MEC

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FLIGHT MANAGEMENT COMPUTER

Purpose
The FMC is utilized to translate crew initiated requests and sensor data into
maintaining a selected route and furnishing display data for visual monitoring.
Physical Description/Features
Packaging: As depicted in the graphic # Size: 8 MCU (Modular Concept Unit)
Weight: 35.5 lb. (16.08 KG) Power: 115 volts ac, 400 Hz, 141.4 watts Cooling:
Forced air/ARINC 600
General
The flight management computer (FMC) contains circuitry to support processing
of information. The FMC contains 3 16-bit processors that perform
mathematical computations and data manipulation; a nonvolatile mass memory
system for storage of programs and data bases; an ARINC -429 receiver
subsystem for receiving data from interfacing systems and an ARINC -429
transmitter subsystem for transmitting data to interfacing systems.
Front Panel
MAINTENANCE SELF-TEST switch: An INITIATE TEST/LAMP TEST switch
initiates the self-test described in the maintenance practices section of this
document.
FMC FAIL: A red LED FMC fault annunciator
TEST IN PROCESS: A yellow LED FMC annunciator
Basic Components
Power supply: Single side-mounted, plug-in power supply.
Mass memory storage for the navigation data base.
EEPROM memory storage for:

Operation program - Performance data base - Nav data base - Guidance
buffer (route storage) - Scratch pad memory
Circuit cards: 13 plug-in printed circuit boards
BITE/Monitor
The FMC contains both hardware and software systems which perform a
power-up BITE and then immediately shift to a continuous monitor for proper
operation.
FLIGHT MANAGEMENT COMPUTER

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FMCS - CONTROL DISPLAY UNIT (CDU)

Purpose
The CDU provides the interface between the crew, the FMC and other systems.
In the event of FMC failure the CDU can display navigation data (IRS
PROGRESS and IRS LEGS pages) and provide map data to the EFIS symbol
generators.
Display Format
There are 14 lines of data with a possible 24 characters per line. The top line is
the page title and number of pages associated with the display.
Mode Keys
MENU
Pressing key will display the systems with which the CDU can
communicate. Communication between the CDU and various systems can
be manually selected
INIT/REF (Initialization/Reference)
Provides access to pages of data required for initialization of the FMCS
and IRS for flight plus APPROACH reference data in-flight
DEP/ARR (Departure/Arrival)
If no active route has been designated. An index will be displayed. With
an active route and on the ground, a departure page from the origin will be
shown.
FIX
Allows the creation of waypoint fixes at the intersection of the present route
and selected radials from known waypoints. It is used in conjunction with
the EFIS Map display.
HOLD
Provides for definition of a holding pattern at any designated waypoint.
PROG (Progress)
Displays current dynamic flight and navigation information. Distance to go,
ETA and fuel remaining data relating to crew entered alternate destinations
can be obtained for comparative purposes.
Function Keys
EXEC (Execute)
The command key of the FMCS. Used for activating the flight plan,
changing the active flight plan or changing the active guidance mode.
CLR (Clear)
Single brief press of key will cause either the last character of a data entry
or a complete message in the scratch pad to be erased. A longer press of
key will erase entire data entry.
DEL (Delete)
Pressing of key inserts DELETE into the scratch pad. Line selection
removes data in the associated data field.
CDU Annunciators
MSG (Message)
Illuminates when FMC-generated message is displayed in the scratch
pad.
DSPY (Display)
Illuminates when current display is not related to the active flight plan leg or
the currently operational performance mode.
FAIL
Illuminates when the selected FMC or CDU fails.
OFST (Offset)
Illuminates when a parallel offset is in use.
FMCS - CONTROL DISPLAY UNIT (CDU)

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FLIGHT MANAGEMENT EXTERNAL CONTROLS

System Interfaces
The details of the components affecting FMCS computations and/or displays
are depicted in the graphic.
General Operation
AFCS Mode Control Panel:
LNAV switch/light - Initiates a request for lateral route navigation to the engaged
flight control computer. Acknowledgment is indicated by the switch light bar
illuminating. The flight control computers acknowledgment is then sent by the
AFCS mode control panel to the flight management computer to complete the
request.
VNAV switch/light - Same operation as LNAV for vertical route navigation.
Altitude select control - With the flight being controlled by the FMCS the airplane
may not depart from or fly through this selected altitude.
Speed engage/select control - When vertical navigation (VNAV) is operational
the speed display on the mode control panel is blank. At this time the FMC
determines the airspeed command.
The pilot can manually control the airspeed during VNAV operation by use of
the speed select knob. When the speed select knob on the mode control panel
is pushed, the speed window unblanks and shows the current airspeed.
Rotation of the speed select knob manually enters a new airspeed command.
The FMC uses the manually entered command to control the airplane airspeed.
When the pilot pushes the speed select knob a second time, the speed window
blanks and the FMC once again determines the airspeed command.
Autothrottle ARM switch - The mode control panel sends an ARM discrete to the
thrust management computer which along with valid internal data enables the
FMC to transmit mode and target thrust requests to the thrust management
computer.
EFIS Control Panel:

Range switch - The range selection on the EFIS control panel determines how
much data is transmitted by the FMC for display on the electronic horizontal
situation indicator (EHSI).
Mode switch - Enables the FMC to autotune the VOR/DMEs in MAP and PLAN
and utilize FMC data for the EHSI display.
MAP background data switches - Enable the FMC to transmit additional data for
display in the MAP mode.
VOR Control Panel:
Enables the crew to interrupt the FMC Autotune capability and provides a
display of the tuned navaid frequency.
Thrust Mode Select Panel:
Allows the crew to select a thrust limit mode. The crew selected mode
overrides the FMC selected mode. The TEMP SEL knob allows the crew to
select an assumed temperature for takeoff thrust calculations which are
performed in the thrust management computer. The CDU displays the
assumed temperature on the takeoff reference page.
FLIGHT MANAGEMENT EXTERNAL CONTROLS

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FLIGHT MANAGEMENT INPUTS

General Subsystem Features
The flight management computer system uses the navigation, clock, and fuel
sensors with an operational program to satisfy crew selected inputs.
General Operation
Fuel Jettison Panel - The FMC senses fuel jettison from the fuel jettison panel.
The FMC re-initializes its calculation of total fuel when either nozzle switch is
on.
Fuel Quantity Processor

The value of FMC INITIAL FUEL QUANTITY is set equal to the total fuel
quantity from the fuel quantity processor when the airplane is on the ground and
there is no fuel flow. When fuel flow begins, the initial fuel quantity value is
saved for all future calculations and the fuel flow input data from the EICAS
computer is integrated, summed and saved. FMC calculated fuel is computed
by subtracting the fuel flow sum from the initial fuel quantity value. Throughout
the flight, the difference between FMC calculated fuel and total fuel quantity is
computed. If the difference exceeds 3000 lb., a CDU alert message is
generated (Fuel Disagree - Prog. Pg. 2). To avoid false alarms due to slosh
during maneuvers the fuel discrepancy must exceed 2000 lb. for 5 minutes
before the 3000 lb. threshold is checked.
Engine Discretes Cards - The FMC senses the engine bleed status from analog
discretes as a secondary source.
Air Data Inertial Reference Unit
Note:
Position, velocity, heading, altitude, and vertical speed data are used for
navigation and guidance computations.
The primary source of bleed status is the thrust management

computer.
The engine discretes cards provide the following discretes:
ECS PACK ON
ECS PACK H1 FLOW
ISOLATION VALVE OPEN
COWL ANTI-ICE
WING ANTI-ICE
AIR DRIVEN PUMP ON
Clocks
The FMC uses clock time and date. Once initialized, the FMC uses only
minutes and seconds from the clock. Hours are calculated internally. The clock
sends day, month and year to the FMC. This input is used to check the active
Nav Data Base dates. If the clock date is not within the active Nav Data Base
effective dates, an alert message "NAV DATA OUT OF DATE" is displayed in
the scratch pad.
EICAS Computer
The FMC uses left and right engine fuel flow from EICAS for its primary fuel
quantity computation. If fuel flow is invalid, fuel totalizer is used.
True airspeed (TAS), computed airspeed (CAS), static air temperature (SAT),
and altitude are used for vertical guidance and performance computations.
MMRs replace ILS receivers and have capability of ILS function as well as
GPS. This is for GPS equiped aircraft only.
FLIGHT MANAGEMENT INPUTS

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FLIGHT MANAGEMENT OUTPUT DISPLAYS

System Interfaces
The FMCS furnishes data to various components to help the flight crew
evaluate flight progress and to assist the maintenance crew in troubleshooting.
EHSI Displays
Two FMCS related display modes are available:
PLAN - used to examine any segment of the entire route structure.
MAP - used for inflight monitoring of actual versus selected route profile.
EADI Displays
The FMCS display data is:
LNAV/VNAV mode annunciations

Ground speed digital readout
Selected target speed (when VNAV is operational)
Decision speed, V1
Rotation speed, VR
Flap maneuver speed EICAS
Thrust target cursor - With VNAV engaged, an FMC computed value of thrust is
displayed in magenta to distinguish it from a TMC originated value which would
be green.
Messages:
FMC MESSAGE is an advisory message. FMC MESSAGE occurs when
the FMC generates an alert message. You must look at the scratchpad
on the CDU to read the alert message.
L or R FMC FAIL means the left or right FMC has failed. L and R FMC
FAIL are advisory messages.
PILOT RESPONSE means the FMC has not detected activity from the
crew for a certain amount of time. The amount of time is set by the airline
in the airline policy file in the FMC. This message may be a warning, a
caution or an advisory.
FMC Annunciator Light
Illuminates amber when an FMCS ALERT message is generated in the CDU
scratch pad.
Maintenance Control and Display Panel
Stores FMCS fault data accumulated during a flight. This information is utilized
to analyze, isolate and correct problems.
RDMI - When the scanning DME option has been selected via the airline policy
file and the EFIS control panel is in MAP or PLAN mode, the FMC will direct the
RDMIs to show DME distance from the FMC.
FLIGHT MANAGEMENT OUTPUT DISPLAYS

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FMCS - DUAL SYSTEM COMMUNICATION

General
The flight management computer system has two flight management computers
(FMC) and two control display units (CDU). Any FMC/CDU pair make an
operational system.
Both CDUs operate alone and at the same time, but are normally updated with
display data from the on side FMC.
When a change is made on one CDU it is shown on the other CDU if the same
page is displayed.
FMC/CDU
A request from either CDU is completed by the master FMC first and then by the
slave FMC.
FMC/FMC
The FMCs communicate via the intersystem bus. With the initial application of
power, the operational program, performance data base, program pins and the
navigation data base are compared. If a difference occurs, the fault displays are
shown.
FMC/FCC and TMC
The master FMC sends thrust limit mode requests, autothrottle mode requests,
and speed or thrust targets to the thrust management computer. The master
FMC also provides lateral and vertical steering commands to the flight control
computers.
The master FMC is determined as follows:
Flight director only status - the captain's selected FMC is the master when
the captain's F/D switch is on. The first officer's selected FMC is the
master when the first officer's F/D switch is on and the captain's F/D switch
is off.
Command status - the captain's selected FMC is the master when the left
or center FCC is engaged to CMD. The first officers selected FMC is the
master when the right FCC is engaged to CMD.
FMC/EFIS
Each FMC provides the captain's or first officer's electronic flight instrument
map displays on the electronic horizontal situation indicator (EHSI). Normally
the left FMC provides the display for the captain and the right FMC provides the
display for the first officer via the left and right EFIS symbol generators.
FMCS - DUAL SYSTEM COMMUNICATION

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FLIGHT MANAGMENT (CDU OUTPUTS)

System Interfaces
Each CDU has two output busses as shown in the graphic.
General Operation
A. Subsystem output bus
Each CDU sends messages to other subsystems via a single arinc 429 data
bus. The CDU transmits a unique address label with the data. This label
identifies which subsystem the CDU has selected for communication. Thus,
each subsystem selects only the data which carries its unique address label.
B. Standby Nav (EFIS output bus)
Each CDU can send data to EFIS in order to provide a map display. The left
CDU can send data to the left or center symbol generator. The right CDU can
send data to the right or center symbol generator. When the FMC fails, the crew
selects the CDU as the source for map display. The CDU stores the last active
route from the FMC and displays the route on the EHSI. The crew can modify
the route on the CDU. The display on the EHSI may be used for reference
while flying the airplane manually.
FLIGHT MANAGMENT (CDU OUTPUTS)

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FMCS EFIS DISPLAY

EHSI Map Mode
The FMC provides map background data, distance to go to the active waypoint,
ETA at the active waypoint, airplane present position, wind speed and direction,
and vertical deviation (not shown).
EHSI Plan Mode
The FMC provides a map display reference to true north and also distance to
go, and ETA at active waypoint.
FMCS EFIS DISPLAY

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FLIGHT MANAGEMENT CDU MESSAGES
ALERT Messages
Operation
Alerting messages appear in the scratch pad of each operating CDU regardless
of the prior contents of the line.
Alerting and advisory messages are generated by FMC software when a

condition exists which degrades the operational viability of the system.
All alerting and advisory messages illuminate the message (MSG) annunciator
light on the CDU.
Only the alerting messages set the CDU MESSAGE output discrete which
causes:
The upper EICAS display to display FMC MESSAGE (Level C)
The FMC annunciator light (P1) to illuminate
Control Sequence
Messages/data are assigned a priority as follows:
Priority 1 ALERT MESSAGES 2 ENTRY ERROR ADVISORY MESSAGES 3
ALPHA NUMERIC DATA 4 ADVISORY MESSAGES In addition to a priority by
category, a chronological priority is assigned to each category with the highest
priority assigned to the most recent data.
Un-cleared messages and un-cleared alpha-numeric data are stored in a
message stack. As alerting messages are generated, they are displayed in the
scratch pad of each operating CDU. As uncleared alerting messages are
pushed down by other alerting messages, they are sequentially added to the
top of the stack.
As the CLR key is pressed, in discrete steps, the stack is displayed and
messages and data cleared sequentially from the top to the bottom (holding the
CLR key down shall not cause all messages and data to be displayed and
cleared in a continuous sequence).
ENTRY ERROR ADVISORY Messages

Advisory messages displayed as a result of data entry errors have a higher
priority than data or other advisory messages displayed in the scratch pad.
As data entry error advisory messages are generated, they are displayed in the
scratch pad of the CDU on which the data entry attempt was made. However, if
an alerting message or messages are required to be displayed, the data entry
error advisory message or messages are inserted below the alerting messages
in the stack.
ADVISORY Messages
As advisory messages are generated they are displayed in the scratch pad if an
alerting message or a data entry error advisory message or data is not
displayed, otherwise they are inserted below alerting messages and data entry
error advisory messages and data in the stack. These advisory messages are
displayed in the scratch pad of each operating CDU except where the set logic
requires a particular CDU page be accessed in which case they are displayed
only on the CDU with the required page displayed.
The MCDU was designed as a stand alone item, therefore it can generate
messages that relate to the MCDU's independent operation.
FLIGHT MANAGEMENT CDU MESSAGES

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MAINTENANCE INDEX PAGE

Purpose
This graphic shows the maintenance pages that are available, on the ground, to
assist in isolating problems with the flight management computer system. All
maintenance pages are accessed from a single maintenance index.
Page Access
The maintenance index may be accessed from the INIT REF INDEX
(initialization/reference index) when the airplane is on the ground.
Data Fields
1L CROSS LOAD - used for transferring the navigation data base between the
FMCs
2L IRS MONITOR - shows inertial reference system (IRS) position error rate at
flight completion for each inertial reference unit
3L SENSORS - shows the current status for sensors which provide data to each
FMC
4L DISCRETES - shows status of analog discretes to each FMC
6L INDEX - returns display to the INIT/REF INDEX
6R POLICY - shows the performance factors that are part of the airline policy
file in the nav data base.
MAINTENANCE INDEX PAGE

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NAV DATA CROSSLOAD PAGE

Page Access and Purpose
The NAV DATA CROSSLOAD page is accessed as indicated on the graphic
and enables one FMC to transfer its navigation data base to the other FMC.
NAV DATA CROSSLOAD Page Data Fields
2L Navigation data base identifier as displayed on line 2L of the IDENT page.
3L-3R TRANSMIT, RECEIVE - Data base crossload is initiated by selection of
field 3L on one CDU followed by 3R on the other. For proper transfer to take
place, this must be preceded by enabling the NAV DATA UPDATE input discrete
on both systems by inserting "ARM" into the scratchpad and pressing LSK 6R.
Selection of TRANSMIT (3L) deletes RECEIVE (3R), and vice versa, on the
same CDU.
4L-4R Prior to selection, line 4 is blank. Following cross load selection
TRANSFER IN PROGRESS appears. Upon completion, TRANSFER
COMPLETE appears. If the transfer is unsuccessful, TRANSFER ABORTED
appears in line 4.
6L Accesses the MAINT INDEX page.
6R Selection of ARM is required to enable page function. Leaving the page
deletes ARM.
NAV DATA CROSSLOAD PAGE

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IRS MONITOR PAGE

The IRS MONITOR page is accessed as indicated on the graphic and enables
an evaluation of position error for each inertial reference unit.
IRS Monitor Page Data Fields
2L Position error rate for each 3L IRS, computed by dividing the 4L distance
from the FMC computed to the IRS position by the total flight time.
These values are computed at flight completion and cleared when airborne or
at power down.
6L Returns the MAINT INDEX display.
IRS MONITOR PAGE

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REFERENCE SENSOR STATUS PAGE

The L/R FMC SENSOR STATUS pages are accessed as indicated on the
graphic and shows real time status of all sensors associated with either the left
or right FMCS.
SENSOR STATUS Page Data Fields
One of four displays is associated with each sensor:
OK Connected and functioning properly

FAIL Not connected (or) No power (or) Not functioning correctly
TEST In SELF-TEST mode
Unit not required for this FMCS system or for an airplane configuration.
6L Accesses the MAINT INDEX page.
REFERENCE SENSOR STATUS PAGE

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IDENTIFICATION PAGE
Purpose
Provides a means of reviewing the FMC nav data base and program
configuration.
Page Access
FMC line selection on the MENU page.
IDENT line selection on the INIT/REF INDEX page.
1L-MODEL NUMBER
Displays the aircraft model as read from the engine/airframe identification pins.
If the identification pins do not match the stored performance data base, then
blanks will be displayed.
2L-NAV DATA
Displays the data base identifier in large font. If the data load complete bit is not
set, this field will be blank.
4L-OPERATIONAL PROGRAM NUMBER
Displays the operational program part number.
5L-DRAG/FF
Fuel mileage factor assigned to drag and fuel flow computations are expressed
as percentages. No 5L entries allowed in the air. On the ground, drag and fuel
flow factors will not be enter able until the field has been armed by entering
ARM into 5L. At this time, ARM will be displayed in small font just to the right of
DRAG/FF. The field will remain armed until leaving the IDENT page. Once
armed, entry rules are as follows:
Valid entry range is from -5.0 to +9.9.
Entries are maintained over long term power interrupts and flight
completion.
If no value has been entered, +0.0/+0.0 will be displayed.
Fuel flow only entry requires a leading slash, whereas the drag factor has
optional slash entry.
6L-INDEX
Selects the INDEX page.
1R-ENGINE IDENTIFICATION
Displays the engine identification number as read from the engine/airframe
identification pins. If the identification pins do not match the stored performance
data base, then blanks will be displayed.
2R/3R-NAV DATA BASE EFFECTIVITY
These two lines can be interchangeable via line selection for the purpose of
activating a new nav data base or recalling the old one. Selection can only be
on the ground and an entry into 2R clears out any previously selected flight
plan. The active nav. data base calendar cycle is monitored by the FMC and is
checked against the source clock's calendar date. If the clock's calendar date
exceeds the active nav data base calendar cycle, the FMC will generate a NAV
DATA OUT OF DATE message.
4R-VERSION
Displays the version identification for the current configuration.
5R-CO DATA
Displays the airline policy file identifier in large font. If the nav data base load
complete bit is not set, this field will be blank.
6R-POS INT
Selection displays POS. INT page.
IDENTIFICATION PAGE
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AIRLINE POLICY PAGE

Purpose
From the FMS CDU there are several pages that assist in maintenance of the
FMS system. One of these is the Airline Policy Page. This page can be
reached by selecting POLICY from the Maintenance Index page. The Airline
Policy Page gives specific Company option codes, margins, accelerations and
thrust reductions.
AIRLINE POLICY PAGE

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FMCS SELF TEST

General
The FMCS maintenance self-test is activated on the ground by pushing the
"INITIATE TEST/LAMP TEST" button on the front panel of the FMC. While the
button is pressed, the red FAIL LED comes on. Once the test is initiated, the
yellow TEST IN PROCESS LED comes on and stays on until the test is finished.
The processor interrupts all subsystems and places them in a comprehensive
self-test mode. Upon successful completion of the test, the red and yellow
LEDs go off.
Self-Test Annunciations
Displays associated with a successful and a "failed" self-test result are shown
on the graphic.
FMCS SELF TEST

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NAVIGATION

ATA 34 NAVIGATION SYSTEM TABLE OF CONTENTS

OPERATION MODES......................................................................... 141

AIR DATA INSTRUMENTS - INTRODUCTION

AIR DATA INSTRUMENTS - INTRODUCTION

PITOT STATIC COMPONENT LOCATIONS

PITOT STATIC COMPONENT LOCATIONS

PITOT-STATIC DRAIN LOCATIONS

The transparenet tubing is not skydrol resistant. If the elevator feel

PITOT-STATIC DRAIN LOCATIONS

STATIC COMPONENT LOCATIONS

STATIC COMPONENT LOCATIONS

PITOT STATIC SYSTEM SCHEMATIC

PITOT STATIC SYSTEM SCHEMATIC

AIR DATA INERTIAL REFERENCE SYSTEM

AIR DATA INERTIAL REFERENCE SYSTEM

ADIRU GENERAL DESCRIPTION

ADIRU GENERAL DESCRIPTION

AIR DATA INERTIAL REFERENCE SYSTEM COMPONENTS

Drift Angle Tolerance

AIR DATA INERTIAL REFERENCE SYSTEM COMPONENTS

ADM COMPONENT LOCATIONS

ADM COMPONENT LOCATIONS

AIR DATA DIGITAL INPUT/OUTPUT INTERFACES

AIR DATA DIGITAL INPUT/OUTPUT INTERFACES

ADIRS THEORY OF OPERATION

Triple Axis Navigation Computation

ADIRU THEORY OF OPERATION

INERTIAL REFERENCE MODE PANEL

INERTIAL REFERENCE MODE PANEL

ADIRU INITIALIZATION USING FMC CDU

Enter GATE. Line select into 2L a REF AIRPORT as shown previously.

ADIRU INITIALIZATION USING FMC CDU

ADIRU NORMAL ALIGNMENT PROCEDURE

ADIRU NORMAL ALIGNMENT PROCEDURE

IR ADVISORY STATUS AND MAINTENANCE MESSAGES

Select desired ADIRU

IR ADVISORY STATUS AND MAINTENANCE MESSAGES

INERTIAL REFERENCE SYSTEM FMC MESSAGES

INERTIAL REFERENCE SYSTEMS FMC MESSAGES

ADIRU ATTITUDE MODE

ADIRU ATTITUDE MODE

AIR DATA TEST AND DISPLAYS

WARNING: ALL CONTROL SURFACES ARE HYDRAULICALLY

ADIRU Test Switch

AIR DATA TEST AND DISPLAYS

ADIRU (ADC) TEST (TYPICAL)

Test capability via the test panel on P61 is inhibited in flight.

ADIRU (ADC) TEST (TYPICAL)

ADIRU TEST DISPLAYS

ADIRU TEST DISPLAYS

IR SELF TEST AND DISPLAYS

IR SELF TEST AND DISPLAYS

ADIRS DATA DISPLAY AND SWITCHING

Electronic Attitude Director Indicator

Instrument Source Select Panel

ADIRS failures cause removal of ADIRS-related Symbology and display of the

Switch push-button illuminates white when switch is in ALTN position.

ADIRS DISPLAY AND SWITCHING

ADIRU ALIGNMENT INDICATIONS

ADIRU ALIGNMENT INDICATIONS

ALTERNATE CAPT AND F/OS CADC SELECT SWITCH

CENTER AIR DATA SYSTEM SELECT SWITCHES (MEC)

ALTERNATE VMO/MMO SELECT SWITCH